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Kenan Zhang

Publications and source records attributed to Kenan Zhang.

At least 19 recordsLinked to original sources
arXiv2026

Perturbed utility Markovian traffic equilibrium: theory and computation

Large-scale traffic assignment requires equilibrium models that are both behaviorally plausible and computationally tractable. This paper develops a perturbed utility Markovian equilibrium (PUME) framework that preserves the scalability of link-based Markovian traffic equilibrium models and extends their applicability to settings with boundary choice probabilities, undiscounted network loading, and general link interactions. As the behavioral basis of PUME, we first develop the perturbed utility Markovian choice model (PUMCM) in which the Bellman optimality operator is defined through a convex surplus function whose gradient directly yields the optimal policy. The model generalizes existing additive random utility (ARUM) Markovian choice models and admits both interior and boundary choice probabilities. Accordingly, unattractive links can receive zero flow without imposing ex ante choice-set restrictions as in existing ARUM models. We establish conditions under which the corresponding Markov decision problem is well posed and yields a proper demand mapping. We then formulate the equilibrium as a variational inequality (VI) problem on the dual cost space and establish its existence and uniqueness. Particularly, the VI formulation of PUME accommodates non-separable and asymmetric cost structures and thus offers a more flexible modeling framework than existing Markovian traffic equilibrium (MTE) models. For computation, we develop a modified policy iteration method for network loading and a safeguarded accelerated meta-algorithm for computing equilibrium. Both algorithms are proven to be globally convergent and have demonstrated satisfactory numerical performances. Experiments on benchmark and synthetic networks further show that the proposed framework is highly scalable and robust towards a wide variety of demand-supply settings.

math.OC↗
arXiv2026

Sharing economy in the era of full automation: Evidence from autonomous vehicle on-demand mobility services

The digital age has facilitated the sharing of underutilized assets. This paper focuses on privately owned autonomous vehicles (AVs), a unique class of robots that can move independently and provide transportation services. When not in personal use, private AV owners can lease their vehicles to a platform that operates an on-demand mobility service (MoD). We refer to this service as AV crowdsourcing, and develop a time-expanded network flow model that captures temporal and spatial heterogeneity in AV usage of both owners and passengers while preserving analytical tractability. We analyze the conditions under which AV crowdsourcing reduces MoD operating costs and identify their key factors, namely, the complementarity of the mobility pattern between AV owners and MoD passengers, the slack time reserved by vehicle owners, and the vehicle repositioning distance. A case study of Chicago further reveals substantial spatiotemporal heterogeneity in optimal prices and service quality. The results demonstrate how centralized dispatching can simultaneously fulfill the high demand in downtown areas while maintaining relatively high service quality in peripheral regions. Our findings provide insights into how supply heterogeneity and market conditions jointly shape the performance of AV crowdsourcing systems that leverage the underutilized private robotic assets.

econ.GN↗
arXiv2026

Mobility-as-a-service (MaaS) system as a multi-leader-multi-follower game: A single-level variational inequality (VI) formulation

This study models a Mobility-as-a-Service (MaaS) system as a multi-leader-multi-follower game that captures the complex interactions among the MaaS platform, service operators, and travelers. We consider a coopetitive setting where the MaaS platform purchases service capacity from service operators and sells multi-modal trips to travelers following an origin-destination-based pricing scheme; meanwhile, service operators use their remaining capacities to serve single-modal trips. As followers, travelers make both mode choices, including whether to use MaaS, and route choices in the multi-modal transportation network, subject to prices and congestion. Inspired by the dual formulation for traffic assignment problems, we propose a novel single-level variational inequality (VI) formulation by introducing a virtual traffic operator, along with the MaaS platform and multiple service operators. A key advantage of the proposed VI formulation is that it supports parallel solution procedures and thus enables large-scale applications. We prove that an equilibrium solution always exists given the negotiated wholesale price of service capacity. Numerical experiments on a small network further demonstrate that the wholesale price can be tailored to align with varying system-wide objectives. The proposed MaaS system demonstrates potential for creating a "win-win-win" outcome -- service operators and travelers are better off compared to the "without MaaS" scenario, meanwhile the MaaS platform remains profitable. Such a Pareto-improving regime can be explicitly specified with the wholesale capacity price. Similar conclusions are drawn from the experiment of an extended multi-modal Sioux Falls network, which also validates the scalability of the proposed model and solution algorithm.

econ.GN↗
arXiv2026

$L^p$--$L^q$ estimates for Shimorin-type integral operators

Let $ν$ be a positive measure on $[0,1]$. A Shimorin-type operator $T_ν$ is an integral operator on the unit disk given by \[ T_νf(z) = \int_{\mathbb{D}} \frac{1}{1 - z\overlineλ} \left( \int_0^1 \frac{dν(r)}{1 - r z \overlineλ} \right) f(λ) \, dA(λ), \] which originates from Shimorin's work on Bergman-type kernel representations for logarithmically subharmonic weighted Bergman spaces. In this paper, we study $L^p$--$L^q$ estimates for $T_ν$. Unlike classical Bergman-type operators, the critical line on the $(1/p,1/q)$-plane that separates the boundedness and unboundedness regions of $T_ν$ is not immediately evident. Moreover, even along this line, new phenomena arise. In the present work, by introducing a quantity $c_ν$, \begin{itemize} \item we first determine the critical boundary in the $(1/p,1/q)$-plane for bounded $T_ν$; \item furthermore, on this critical line, we establish necessary and sufficient conditions for $T_ν$ which have standard Bergman-type $L^p$--$L^q$ estimates, meaning that it is bounded in the interior of the region and admits weak-type and BMO-type estimates at endpoints. \end{itemize}

math.CV↗
arXiv2025

Integrated equilibrium model for electrified logistics and power systems

This paper proposes an integrated equilibrium model to characterize the complex interactions between electrified logistics systems and electric power delivery systems. The model consists of two major players: an electrified logistics operator (ELO) and a power system operator (PSO). The ELO aims to maximize its profit by strategically scheduling and routing its electric delivery vehicles (e-trucks) for deliveries and charging, in response to the locational marginal price (LMP) set by the PSO. The routing, delivery, and charging behaviors of e-trucks are modeled by a perturbed utility Markov decision process (PU-MDP) while their collective operations are optimized to achieve the ELO's objective by designing rewards in the PU-MDP. On the other hand, PSO optimizes the energy price by considering both the spatiotemporal e-truck charging demand and the base electricity load. The equilibrium of the integrated system is formulated as a fixed point, proved to exist under mild assumptions, and solved for a case study on the Hawaii network via Anderson's fixed-point acceleration algorithm. Along with these numerical results, this paper provides both theoretical insights and practical guidelines to achieve sustainable and efficient operations in modern electrified logistics and power systems.

eess.SY↗
arXiv2025

The one-weight inequality for $\mathcal{H}$-harmonic Bergman projection

Let $n\geqslant 3$ be an integer. For the Bekollé-Bonami weight $ω$ on the real unit ball $\mathbb{B}_n$, we obtain the following sharp one-weight estimate for the $\mathcal{H}$-harmonic Bergman projection: for $1<p<\infty$ and $-1<α<\infty$, \[||P_α||_{ L^p(ωdν_α)\longrightarrow L^p(ωdν_α)}\leqslant C [ω]_{p,α}^{\max\left\{1,\frac{1}{p-1}\right\}}, \] where $[ω]_{p,α}$ is the Bekollé-Bonami constant. Our proof is inspired by the dyadic harmonic analysis, and the key ingredient involves the discretization of the Bergman kernel for the $\mathcal{H}$-harmonic Bergman spaces.

math.FA↗
arXiv2025

Scalable Ride-Sourcing Vehicle Rebalancing with Service Accessibility Guarantee: A Constrained Mean-Field Reinforcement Learning Approach

The expansion of ride-sourcing services such as Uber and Lyft has reshaped urban transportation by offering flexible, on-demand mobility via mobile applications. Despite convenience, these platforms confront significant operational challenges, particularly vehicle rebalancing-strategic repositioning of a fleet of vehicles to address spatiotemporal mismatches in supply and demand. Inadequate rebalancing results in prolonged rider waiting times and inefficient vehicle utilization, but also leads to fairness issues, such as the inequitable distribution of service and disparities in driver income. To tackle these, we introduce continuous-state mean-field control (MFC) and mean-field reinforcement learning (MFRL) models with continuous repositioning actions. MFC and MFRL offer scalable solutions by modeling each vehicle's behavior through interaction with the vehicle distribution, rather than with individual vehicles. This mitigates the curse of dimensionality with respect to the number of agents, enabling coordination across large fleets with significantly reduced computational complexity and eliminating the need to retrain the model when fleet size changes. To ensure equitable service access across geographic regions, we integrate an accessibility constraint into models and derive rebalancing policies that strike a balance between high fulfillment of rider demand and fair coverage of vehicle supply. Extensive evaluation using data-driven simulation of Shenzhen demonstrates the efficiency and robustness of our approach. Remarkably, it scales to tens of thousands of vehicles, with training times comparable to linear programming rebalancing. Besides, our policies effectively explore the efficiency-equity Pareto front, outperforming conventional benchmarks across key metrics like fleet utilization, fulfilled requests, and pickup distance, while ensuring equitable service access.

cs.LG↗
arXiv2024

Distributed Traffic Signal Control via Coordinated Maximum Pressure-plus-Penalty

This paper develops an adaptive traffic control policy inspired by Maximum Pressure (MP) while imposing coordination across intersections. The proposed Coordinated Maximum Pressure-plus-Penalty (CMPP) control policy features a local objective for each intersection that consists of the total pressure within the neighborhood and a penalty accounting for the queue capacities and continuous green time for certain movements. The corresponding control task is reformulated as a distributed optimization problem and solved via two customized algorithms: one based on the alternating direction method of multipliers (ADMM) and the other follows a greedy heuristic augmented with a majority vote. CMPP not only provides a theoretical guarantee of queuing network stability but also outperforms several benchmark controllers in simulations on a large-scale real traffic network with lower average travel and waiting time per vehicle, as well as less network congestion. Furthermore, CPMM with the greedy algorithm enjoys comparable computational efficiency as fully decentralized controllers without significantly compromising the control performance, which highlights its great potential for real-world deployment.

eess.SY↗
arXiv2023

Safe Model-Based Multi-Agent Mean-Field Reinforcement Learning

Many applications, e.g., in shared mobility, require coordinating a large number of agents. Mean-field reinforcement learning addresses the resulting scalability challenge by optimizing the policy of a representative agent interacting with the infinite population of identical agents instead of considering individual pairwise interactions. In this paper, we address an important generalization where there exist global constraints on the distribution of agents (e.g., requiring capacity constraints or minimum coverage requirements to be met). We propose Safe-M$^3$-UCRL, the first model-based mean-field reinforcement learning algorithm that attains safe policies even in the case of unknown transitions. As a key ingredient, it uses epistemic uncertainty in the transition model within a log-barrier approach to ensure pessimistic constraints satisfaction with high probability. Beyond the synthetic swarm motion benchmark, we showcase Safe-M$^3$-UCRL on the vehicle repositioning problem faced by many shared mobility operators and evaluate its performance through simulations built on vehicle trajectory data from a service provider in Shenzhen. Our algorithm effectively meets the demand in critical areas while ensuring service accessibility in regions with low demand.

cs.LG↗
arXiv2023

How would mobility-as-a-service (MaaS) platform survive as an intermediary? From the viewpoint of stability in many-to-many matching

Mobility-as-a-service (MaaS) provides seamless door-to-door trips by integrating different transport modes. Although many MaaS platforms have emerged in recent years, most of them remain at a limited integration level. This study investigates the assignment and pricing problem for a MaaS platform as an intermediary in a multi-modal transportation network, which purchases capacity from service operators and sells multi-modal trips to travelers. The analysis framework of many-to-many stable matching is adopted to decompose the joint design problem and to derive the stability condition such that both operators and travelers are willing to participate in the MaaS system. To maximize the flexibility in route choice and remove boundaries between modes, we design an origin-destination pricing scheme for MaaS trips. On the supply side, we propose a wholesale purchase price for service capacity. Accordingly, the assignment problem is reformulated and solved as a bi-level program, where MaaS travelers make multi-modal trips to minimize their travel costs meanwhile interacting with non-MaaS travelers in the multi-modal transport system. We prove that, under the proposed pricing scheme, there always exists a stable outcome to the overall many-to-many matching problem. Further, given an optimal assignment and under some mild conditions, a unique optimal pricing scheme is ensured. Numerical experiments conducted on the extended Sioux Falls network also demonstrate that the proposed MaaS system could create a win-win-win situation -- the MaaS platform is profitable and both traveler welfare and transit operator revenues increase from a baseline scenario without MaaS.

econ.GN↗
arXiv2023

CARMA: Fair and efficient bottleneck congestion management via non-tradable karma credits

This paper proposes a non-monetary traffic demand management scheme, named CARMA, as a fair solution to the morning commute congestion. We consider heterogeneous commuters traveling through a single bottleneck that differ in both the desired arrival time and Value of Time (VOT). We consider a generalized notion of VOT by allowing it to vary dynamically on each day (e.g., according to trip purpose and urgency), rather than being a static characteristic of each individual. In our CARMA scheme, the bottleneck is divided into a fast lane that is kept in free flow and a slow lane that is subject to congestion. We introduce a non-tradable mobility credit, named karma, that is used by commuters to bid for access to the fast lane. Commuters who get outbid or do not participate in the CARMA scheme instead use the slow lane. At the end of each day, karma collected from the bidders is redistributed, and the process repeats day by day. We model the collective commuter behaviors under CARMA as a Dynamic Population Game (DPG), in which a Stationary Nash Equilibrium (SNE) is guaranteed to exist. Unlike existing monetary schemes, CARMA is demonstrated, both analytically and numerically, to achieve a) an equitable traffic assignment with respect to heterogeneous income classes and b) a strong Pareto improvement in the long-term average travel disutility with respect to no policy intervention. With extensive numerical analysis, we show that CARMA is able to retain the same congestion reduction as an optimal monetary tolling scheme under uniform karma redistribution and even outperform tolling under a well-designed redistribution scheme. We also highlight the privacy-preserving feature of CARMA, i.e., its ability to tailor to the private preferences of commuters without centrally collecting the information.

eess.SY↗
arXiv2023

Routing and charging game in ride-hailing service with electric vehicles

This paper studies the routing and charging behaviors of electric vehicles in a competitive ride-hailing market. When the vehicles are idle, they can choose whether to continue cruising to search for passengers, or move a charging station to recharge. The behaviors of individual vehicles are then modeled by a Markov decision process (MDP). The state transitions in the MDP model, however, depend on the aggregate vehicle flows both in service zones and at charging stations. Accordingly, the value function of each vehicle is determined by the collective behaviors of all vehicles. With the assumption of the large population, we formulate the collective routing and charging behaviors as a mean-field Markov game. We characterize the equilibrium of such a game, prove its existence, and numerically show that the competition among vehicles leads to ``inefficient congestion" both in service zones and at charging stations.

eess.SY↗
arXiv2023

Revealing the two-dimensional electronic structure and anisotropic superconductivity in a natural van der Waals superlattice (PbSe)$_{1.14}$NbSe$_2$

Van der Waals superlattices are important for tailoring the electronic structures and properties of layered materials. Here we report the superconducting properties and electronic structure of a natural van der Waals superlattice (PbSe)$_{1.14}$NbSe$_2$. Anisotropic superconductivity with a transition temperature $T_c$ = 5.6 $\pm$ 0.1 K, which is higher than monolayer NbSe$_2$, is revealed by transport measurements on high-quality samples. Angle-resolved photoemission spectroscopy (ARPES) measurements reveal the two-dimensional electronic structure and a charge transfer of 0.43 electrons per NbSe$_2$ unit cell from the blocking PbSe layer. In addition, polarization-dependent ARPES measurements reveal a significant circular dichroism with opposite contrast at K and K' valleys, suggesting a significant spin-orbital coupling and distinct orbital angular momentum. Our work suggests natural van der Waals superlattice as an effective pathway for achieving intriguing properties distinct from both the bulk and monolayer samples.

cond-mat.supr-con↗
arXiv2021

Spatially-resolved electronic structure of stripe domains in IrTe$_2$ through electronic structure microscopy

Phase separation in the nanometer- to micrometer-scale is characteristic for correlated materials, for example, high temperature superconductors, colossal magnetoresistance manganites, Mott insulators, etc. Resolving the electronic structure with spatially-resolved information is critical for revealing the fundamental physics of such inhomogeneous systems yet this is challenging experimentally. Here by using nanometer- and micrometer-spot angle-resolved photoemission spectroscopies (NanoARPES and MicroARPES), we reveal the spatially-resolved electronic structure in the stripe phase of IrTe$_2$. Each separated domain shows two-fold symmetric electronic structure with the mirror axis aligned along 3 equivalent directions, and 6$\times$1 replicas are clearly identified. Moreover, such electronic structure inhomogeneity disappears across the stripe phase transition, suggesting that electronic phase with broken symmetry induced by the 6$\times$1 modulation is directly related to the stripe phase transition of IrTe$_2$. Our work demonstrates the capability of NanoARPES and MicroARPES in elucidating the fundamental physics of phase-separated materials.

cond-mat.mes-hall↗
arXiv2021

Quantum emitter formation in carbon-doped monolayer hexagonal boron nitride

Single photon emitters (SPEs) in hexagonal boron nitride (hBN) are promising candidates for quantum light generation. Despite this, techniques to control the formation of hBN SPEs down to the monolayer limit are yet to be demonstrated. Recent experimental and theoretical investigations have suggested that the visible wavelength single photon emitters in hBN originate from carbon-related defects. Here we demonstrate a simple strategy for controlling SPE creation during the chemical vapor deposition growth of monolayer hBN via regulating surface carbon concentration. By increasing surface carbon concentration during hBN growth, we observe increases in carbon doping levels by 2.4 fold for B-C bonds and 1.6 fold for N-C bonds. For the same samples we observe an increase in SPE density from 0.13 to 0.30 emitters/um2. Our simple method enables the reliable creation of hBN SPEs in monolayer samples for the first time, opening the door to advanced 2D quantum state engineering.

cond-mat.mtrl-sci↗