智能交通信号灯毕业设计外文翻译
智能交通信号灯
摘要：信号控制是一种必要的措施以确保的质量和安全,交通循环。现在的信号控制的进一步发展具有极大的潜力来减少运行时间、车辆、事故成本和整车排放。检测的发展和计算机技术改变了交通信号控制从定时开环规定自适应反馈控制。目前的自适应控制方法,像英国、瑞典MOV A SOS)和英国(孤立的信号(area-wide又控制),采用数学优化与仿真技术来调整信号波动的时间观察到的交通流实时的。优化是通过改变时间和周期长度的绿色的信号。在area-wide交叉口控制偏移是之间也发生了变化。已经开发为几种方法确定最优周期长度和最小延迟在十字路口,但基于不确定性和严格的交通信号控制的本质,全局最优是不可能找到的。
1．引文：由于越来越多的公众意识的环境影响道路交通许多当局现在所追求的政策来:，管理供求?拥挤，影响模式和路径选择?;贯彻“三个代表”重要思想,提高公共汽车?有轨电车和其他公共服务车辆;设施提供更好的、更安全,骑自行车和行人的道路使用者等脆弱;降低汽车排放?、噪声和视觉入侵;为所有道路改善安全?用户群。
在自适应交通信号控制的弹性增强的增加的数量在周期层叠的绿色阶段,从而使数学优化非常复杂和困难。因为这个原因,自适应信号控制在大多数情况下不是建立在精确的优化上,而是建立在绿色的扩展原理。在实践中,遵循的均匀性是最主要的交通信号控制安全的原因。这一规定的限制的周期时间和相位的安排。因此,在实践中是交通信号控制的针对性的解决方案和调整的基础上由交通规划者。现代可编程信号控制器以大量的可调参数是非常适合这一过程。对于好的结果,一个经验丰富的策划人和微调领域中是必要的。模糊控制已经被证明是成功的,在这些问题中,精确的数学建模是困难的或不可能的,但一名有经验的人可以控制的工艺操作。因此,交通信号控制是一种适合于任务特别为模糊控制。事实上,最古老的文化之一的潜力的例子是一个模拟的模糊控制在一个inter-section交通信号控制的两个单向的街道。即使在这个非常简单的情况下,模糊控制是至少在作为一个良好的传统的自适应控制。一般而言,模糊控制是发现在复杂问题都优于用多目标决策。在交通信号控制多种交通流竞争来自同一时间和空间,而且不同的优先选择往往不同交通流或车辆组。此外,优化标准,包括几个同时喜欢平均和最大车辆和行人延误、最大队列长度和百分比停止的车辆。所以,它很可能是很有竞争力的模糊控制在复杂真实的十字路口的地方传统的优化方法的使用是有问题的。
2．模糊逻辑：介绍了模糊逻辑,并成功地应用于大范围的自动控制任务。最大的好处模糊逻辑是有机会模型与不确定的模糊决策。此外,模糊逻辑有能力理解语言指令和控制策略的基础上产生的先验的沟通。这一点在利用模糊逻辑来控制理论的基础上,是模仿人类专家控制的知识,而不是为了构建过程本身。的确,模糊控制已经被证明是成功的,在这些问题中,精确的数学建模是困难的或不可能的,但一名有经验的操作员可以控制的过程。一般而言,模糊控制是发现在复杂问题都优于多目标决策。
目前,有大量的基于模糊推论系统技术。不过它们当中的主要部分,受含糊不清的根基;即使它们大都是古典数学方法表现更好,他们还带有黑色的盒子,如德模糊化,这是很难证明数学或逻辑的。例如,如果-然后模糊规则,它们在核心的模糊推理系统,经常报道的工作方式,是Ponens概括规则推理机制的经典,但随便起来就不是这样的,这之间的关系,这些规则和多值逻辑是任何已知的复杂和人工。此外,专家系统的性能应相当于人类专家:它应该得到同样的结果,专家给,但提醒当控制问题是如此模糊,专家是不确定适当的行为。现有的模糊专家系统很少满足这第二种情况。
然而,很多研究观察,模糊推理的方法是基于相似。Kosko,举个例子,写的模糊隶属……代表的相似性定义对象特性的imprecisely。以这句话严重,我们学习系统的多值等价,即模糊相
似度。原来,从Lukasiewicz多值逻辑的定义,我们能构建出一个模糊推理方法的表演,依赖于专家知识推理和只在定义的逻辑概念。所以,我们不需要任何人造的解模糊化方法确定(如重心)决定最后输出的推断。我们基本的观察是,任何的模糊集的生成一个模糊相似度,这些相似之处可以结合到一个模糊关系,变成了一个模糊相似度,太。我们把这称为诱导模糊关系总模糊相似度。如果-然后模糊推论系统实际上是选择:比较了每一个问题的IF-part规则库以一实际输入值,找到最相似案例和火相应的THEN-part;如果它并非是独一无二的,使用一个标准赋予了一位专家来进行。基于多值逻辑Lukasiewicz welldefined,我们展示如何使用该方法可以正式实施。
假设和原则模糊交通信号控制交通信号控制是用来最大限度地提高效率的现有交通系统。然而,交通系统的效率,甚至可以模糊。通过提供时间分离的权利的方式接近流动,交通信号产生深刻影响了效率的交通流。它们能操控的优势或者劣势的车辆和行人的;取决于权利的分配方式。因此,正确的应用、设计、安装、操作和保养维护,交通信号的关键,是安全、高效有序的交通十字路口的运动。
在交通信号控制的,我们都能找到某种中不确定性的许多层面。交通信号控制的输入是不准确的,而且这也意味着我们无法处理的交通方式的确切位置。可能性是复杂的控制,并处理这些可能性是一个极其复杂的任务。安全、最小化最大化,减少延迟环境方面的一些目标的控制,但这是很难处理大家聚在一起,传统的交通信号控制。causeconsequence -关系的解释也不可能在交通信号控制。这些都是典型特征的模糊控制。
基于模糊逻辑控制器的设计来捕获的关键因素,而不需要控制过程中许多详细的数学公式。由于这个事实,他们有许多优势,在实时应用。有一个简单的运算的控制器结构,因为它们不需要很多的数值计算。他们的IFTHEN逻辑推理规则不需要很多的计算时间。同时,控制器能够进行了大范围的输入,因为不同的控制规则可适用于他们。如果系统相关知识是为代表的IFTHEN——简单模糊控制器的规则,fuzzy-based可以控制系统具有效率及减轻。的主要目标是确保交通信号控制交叉口安全系统通过保持冲突交通流分开。最优性能的十字路口相结合的系统工程,环境影响时间价值和交通安全。我们的目标是优化系统,但是我们需要来决定什么属性和重量将被用来判断最优。
整个的知识的过程中,系统设计者对交通信号控制在这种情况下,被控制的能量储存在规则知识库。有一个基本的规则从而影响系统的闭环的行为,因此它们应该是获得了彻底。规则的发展是很耗时,设计师经常需要为他翻译过程知识转化为合适的规则。Sugeno 提到的四种方法,推导出恶化模糊控制规则:
1.运营商经验
2:控制工程师的知识2,3,6,7,11,14]
3;该主算子的来讲模糊建模的控制措施
4.模糊建模的过程
5.酥脆的建模过程
6;髓启发式的设计规则
7;往往在线改编的规则。
通常一个组合这些现象的一些方法是必要的,以获得较好效果。在常规控制经验,增加设计的模糊控制器,导致减少开发时间。
项目的主要目标是FUSICO-research理论分析的模糊交通信号控制,广义模糊规则的交通信号控制使用语言变量,验证了模糊控制原理和校准的隶属度函数,并发展了一种模糊自适应信号控制器。vehicle-actuated控制的策略,如SOS,MOV A和LHOVRA是控制算法,对第一代。模糊控制算法,该算法可以之一的第二代,代的人工智能(AI)。摘要模糊控制是有能力处理多目标的、多维的和复杂的交通状况,如交通信号。模糊控制的典型优点是简单的流程,有效
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控制,提高产品质量。
3．FUSICO：FUSICO-project塑造出的经验的警察。这个规则库的发展是在1996年秋季。j . they Kari正常,经验丰富的交通信号规划师,工作时在赫尔辛基理工大学在这个时间。每天工作小组讨论,他的经验帮助我们模型对我们的规则。
在特定情况下病理交通拥堵或很少有车辆在循环;在那里first-in-first-out是唯一合理的控制策略。该算法寻找最相似的实际IF-part输入值,并给出了相应的THEN-part然后被解雇了。交通信号控制系统三个现实的方法来构造算法和仿真模型检验他们的表现。要解决问题,类似的仿真Mamdani non-fuzzy和古典风格的模糊推理系统,也是。结果对车辆和行人延误或平均平均车辆延误,在大多数情况下更好的在模糊相似度为基础的控制比在其他的控制系统。比较模糊相似度为基础的模糊控制的控制和Mamdani风格也强度的假定,在近似推理过程中时,一个基本概念是多值之间的相似的对象,而不是一种概括规则的推理方式,Ponens经典。
FUSICO项目结果
这个计画的结果表明,模糊信号控制的潜力是孤立交叉口控制的一种方法。比较结果的Pappis-Mamdani控制、模糊孤立的人行过街和模糊两阶段的控制是很不错的。结果表明,孤立的人行过街的模糊控制提供了有效的两种对立的目标妥协,最低行人延误和最小的车辆的延误。结果对两相控制和Pappis-Mamdani控制表明,模糊控制应用领域很广。改进的最大延时超过20%,这意味着模糊控制的效率可以比传统的vehicle-actuated控制的效率。
根据这些结果,我们可以说,模糊信号控制可以多目标和更有效率,比常规自适应信号控制现在。最大的好处,或许,达到更复杂的十字路口和环境。这FUSICO-project仍在继续。目的是将一步步的更复杂的交通信号,并继续对模糊控制理论著作。第一个例子将公共交通优先考虑的问题。
原文：Intelligent traffic lights
Abstract：Signal control is a necessary measure to maintain the quality and safety of traffic circulation. Further development of present signal control has great potential to reduce travel times, vehicle and accident costs, and vehicle emissions. The development of detection and computer technology has changed traffic signal control from fixed-time open-loop regulation to adaptive feedback control. Present adaptive control methods, like the British MOV A, Swedish SOS (isolated signals) and British SCOOT (area-wide control), use mathematical optimization and simulation techniques to adjust the signal timing to the observed fluctuations of traffic flow
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in real time. The optimization is done by changing the green time and cycle lengths of the signals. In area-wide control the offsets between intersections are also changed. Several methods have been developed for determining the optimal cycle length and the minimum delay at an intersection but, based on uncertainty and rigid nature of traffic signal control, the global optimum is not possible to find out.
1.Citation：As a result of growing public awareness of the environmental impact of road traffic many authorities are now pursuing policies to:
? manage demand and congestion;
? influence mode and route choice;
? improve priority for buses, trams and other public service vehicles;
? provide better and safer facilities for pedestrians, cyclists and other vulnerable road users;
? reduce vehicle emissions, noise and visual intrusion; and
? improve safety for all road user groups.
In adaptive traffic signal control the increase in flexibility increases the number of overlapping green phases in the cycle, thus making the mathematical optimization very complicated and difficult. For that reason, the adaptive signal control in most cases is not based on precise optimization but on the green extension principle. In practice, uniformity is the principle followed in signal control for traffic safety reasons. This sets limitations to the cycle time and phase arrangements. Hence, traffic signal control in practice are based on tailor-made solutions and adjustments made by the traffic planners. The modern programmable signal controllers with a great number of adjustable parameters are well suited to this process. For good results, an experienced planner and fine-tuning in the field is needed. Fuzzy control has proven to be successful in problems where exact mathematical modelling is hard or impossible but an experienced human can control the process operator. Thus, traffic signal control in particular is a suitable task for fuzzy control. Indeed, one of the oldest examples of the potentials of fuzzy control is a simulation of traffic signal control in an inter-section of two one-way streets. Even in this very simple case the fuzzy control was at least as good as the traditional adaptive control. In general, fuzzy control is found to be superior in complex problems with multiobjective decisions. In traffic signal control several traffic flows compete from the same time and space, and different priorities are often set to different traffic flows or vehicle groups. In addition, the optimization includes several simultaneous criteria, like the average and maximum vehicle and pedestrian delays, maximum queue lengths and percentage of stopped vehicles. So, it is very likely that fuzzy control is very competitive in complicated real intersections where the use of traditional optimization methods is problematic.
Fuzzy logic has been introduced and successfully applied to a wide range of automatic
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control tasks. The main benefit of fuzzy logic is the opportunity to model the ambiguity and the uncertainty of decision-making. Moreover, fuzzy logic has the ability to comprehend linguistic instructions and to generate control strategies based on priori communication. The point in utilizing fuzzy logic in control theory is to model control based on human expert knowledge, rather than to model the process itself. Indeed, fuzzy control has proven to be successful in problems where exact mathematical modelling is hard or impossible but an experienced human operator can control process. In general, fuzzy control is found to be superior in complex problems with multi-objective decisions.
At present, there is a multitude of inference systems based on fuzzy technique. Most of them, however, suffer ill-defined foundations; even if they are mostly performing better that classical mathematical method, they still contain black boxes, e.g. de fuzzification, which are very difficult to justify mathematically or logically. For example, fuzzy IF - THEN rules, which are in the core of fuzzy inference systems, are often reported to be generalizations of classical Modus Ponens rule of inference, but literally this not the case; the relation between these rules and any known many-valued logic is complicated and artificial. Moreover, the performance of an expert system should be equivalent to that of human expert: it should give the same results that the expert gives, but warn when the control situation is so vague that an expert is not sure about the right action. The existing fuzzy expert systems very seldom fulfil this latter condition.
Many researches observe, however, that fuzzy inference is based on similarity. Kosko, for example, writes 'Fuzzy membership...represents similarities of objects to imprecisely defined properties'. Taking this remark seriously, we study systematically many-valued equivalence, i.e. fuzzy similarity. It turns out that, starting from the Lukasiewicz well-defined many-valued logic, we are able to construct a method performing fuzzy reasoning such that the inference relies only on experts knowledge and on well-defined logical concepts. Therefore we do not need any artificial defuzzification method (like Center of Gravity) to determine the final output of the inference. Our basic observation is that any fuzzy set generates a fuzzy similarity, and that these similarities can be combined to a fuzzy relation which turns out to a fuzzy similarity, too. We call this induced fuzzy relation total fuzzy similarity. Fuzzy IF - THEN inference systems are, in fact, problems of choice: compare each IF-part of the rule base with an actual input value, find the most similar case and fire the corresponding THEN-part; if it is not unique, use a criteria given by an expert to proceed. Based on the Lukasiewicz welldefined many valued logic, we show how this method can be carried out formally.
Hypothesis and Principles of Fuzzy Traffic Signal Control Traffic signal control is used to maximize the efficiency of the existing traffic systems [6]. However, the efficiency of traffic system can even be fuzzy. By providing temporal separation of rights of way to approaching
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flows, traffic signals exert a profound influence on the efficiency of traffic flow. They can operate to the advantage or disadvantage of the vehicles or pedestrians; depend on how the rights of ways are allocated. Consequently, the proper application, design, installation, operation, and maintenance of traffic signals is critical to the orderly safe and efficient movement of traffic at intersections.
In traffic signal control, we can find some kind of uncertainties in many levels. The inputs of traffic signal control are inaccurate, and that means that we cannot handle the traffic of approaches exactly. The control possibilities are complicated, and handling these possibilities are an extremely complex task. Maximizing safety, minimizing environmental aspects and minimizing delays are some of the objectives of control, but it is difficult to handle them together in the traditional traffic signal control. The causeconsequence- relationship is also not possible to explain in traffic signal control. These are typical features of fuzzy control.
Fuzzy logic based controllers are designed to capture the key factors for controlling a process without requiring many detailed mathematical formulas. Due to this fact, they have many advantages in real time applications. The controllers have a simple computational structure, since they do not require many numerical calculations. The IFTHEN logic of their inference rules does not require much computational time. Also, the controllers can operate on a large range of inputs, since different sets of control rules can be applied to them. If the system related knowledge is represented by simple fuzzy IFTHEN- rules, a fuzzy-based controller can control the system with efficiency and ease. The main goal of traffic signal control is to ensure safety at signalized intersections by keeping conflict traffic flows apart. The optimal performance of the signalized intersections is the combination of time value, environmental effects and traffic safety. Our goal is the optimal system, but we need to decide what attributes and weights will be used to judge optimality.
The entire knowledge of the system designer about the process, traffic signal control in this case, to be controlled is stored as rules in the knowledge base. Thus the rules have a basic influence on the closed-loop behaviour of the system and should therefore be acquired thoroughly. The development of rules is time consuming, and designers often have to translate process knowledge into appropriate rules. Sugeno and Nishida mentioned four ways to derive fuzzy control rules:
1. operators experience
2. control engineer's knowledge
3. fuzzy modelling of the operator's control actions
4. fuzzy modelling of the process
5. crisp modeling of the process
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6. heuristic design rules
7. on-line adaptation of the rules.
Usually a combination of some of these methods is necessary to obtain good results. As in conventional control, increased experience in the design of fuzzy controllers leads to decreasing development times.
3. FUSICO
The main goals of FUSICO-research project are theoretical analysis of fuzzy traffic signal control, generalized fuzzy rules for traffic signal control using linguistic variables, validation of fuzzy control principles and calibration of membership functions, and development of a fuzzy adaptive signal controller. The vehicle-actuated control strategies, like SOS, MOV A and LHOVRA, are the control algorithms of the first generation. The fuzzy control algorithm can be one of the algorithms of the second generation, the generation of artificial intelligence (AI). The fuzzy control is capable of handling multi-objective, multi-dimensional and complicated traffic situations, like traffic signalling. The typical advantages of fuzzy control are simple process, effective control and better quality.
FUSICO-project modelled the experience of policeman. The rule base development was made during the fall 1996. Mr. Kari J. Sane, experienced traffic signal planner, was working at the Helsinki University of Technology at this time. Everyday discussions and working groups helped us to model his experience to our rules.
In particular pathological traffic jams or situations where there are very few vehicles in circulation; there first-in-first-out is the only reasonable control strategy. The Algorithm is looking for the most similar IF-part to the actual input value, and the corresponding THEN-part is then fired. Three realistic traffic signal control systems were constructed by means of the Algorithm and a simulation model tested their performance. Similar simulations were made to a non-fuzzy and classical Mamdani style fuzzy inference systems, too. The results with respect to average vehicle and pedestrian delay or average vehicle delay were in most cases better on fuzzy similarity based control than on the other control systems. Comparisons between fuzzy similarity based control and Mamdani style fuzzy control also strength an assumption that, in approximate reasoning, a fundamental concept is many-valued similarity between objects rather than a generalization of classical Modus Ponens rule of inference.
The results of this project have indicated that fuzzy signal control is the potential control method for isolated intersections. The comparison results of Pappis-Mamdani control, fuzzy isolated pedestrian crossing and fuzzy two-phase control are good. The results of isolated pedestrian crossing indicate that the fuzzy control provides the effective compromise between the two opposing objectives, minimum pedestrian delay and minimum vehicle delay. The results
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of two-phase control and Pappis-Mamdani control indicate that the application area of fuzzy control is very wide. The maximum delay improvement was more than 20 %, which means that the efficiency of fuzzy control can be better than the efficiency of traditional vehicle-actuated control.
According to these results, we can say that the fuzzy signal control can be multiobjective and more efficient than conventional adaptive signal control nowadays. The biggest benefits can, probably, be achieved in more complicated intersections and environments. The FUSICO-project continues. The aim is to move step by step to more complicated traffic signals and to continue the theoretical work of fuzzy control. The first example will be the public transport priorities.
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毕业设计外文翻译资料
外文出处： 《Exploiting Software How to Break Code》By Greg Hoglund, Gary McGraw Publisher : Addison Wesley Pub Date : February 17, 2004 ISBN : 0-201-78695-8 译文标题： JDBC接口技术 译文： JDBC是一种可用于执行SQL语句的JavaAPI（ApplicationProgrammingInterface应用程序设计接口）。它由一些Java语言编写的类和界面组成。JDBC为数据库应用开发人员、数据库前台工具开发人员提供了一种标准的应用程序设计接口，使开发人员可以用纯Java语言编写完整的数据库应用程序。 一、ODBC到JDBC的发展历程 说到JDBC，很容易让人联想到另一个十分熟悉的字眼“ODBC”。它们之间有没有联系呢？如果有，那么它们之间又是怎样的关系呢？ ODBC是OpenDatabaseConnectivity的英文简写。它是一种用来在相关或不相关的数据库管理系统（DBMS）中存取数据的，用C语言实现的，标准应用程序数据接口。通过ODBCAPI，应用程序可以存取保存在多种不同数据库管理系统（DBMS）中的数据，而不论每个DBMS使用了何种数据存储格式和编程接口。 1．ODBC的结构模型 ODBC的结构包括四个主要部分：应用程序接口、驱动器管理器、数据库驱动器和数据源。应用程序接口：屏蔽不同的ODBC数据库驱动器之间函数调用的差别，为用户提供统一的SQL编程接口。 驱动器管理器：为应用程序装载数据库驱动器。 数据库驱动器：实现ODBC的函数调用，提供对特定数据源的SQL请求。如果需要，数据库驱动器将修改应用程序的请求，使得请求符合相关的DBMS所支持的文法。 数据源：由用户想要存取的数据以及与它相关的操作系统、DBMS和用于访问DBMS的网络平台组成。 虽然ODBC驱动器管理器的主要目的是加载数据库驱动器，以便ODBC函数调用，但是数据库驱动器本身也执行ODBC函数调用，并与数据库相互配合。因此当应用系统发出调用与数据源进行连接时，数据库驱动器能管理通信协议。当建立起与数据源的连接时，数据库驱动器便能处理应用系统向DBMS发出的请求，对分析或发自数据源的设计进行必要的翻译，并将结果返回给应用系统。 2．JDBC的诞生 自从Java语言于1995年5月正式公布以来，Java风靡全球。出现大量的用java语言编写的程序，其中也包括数据库应用程序。由于没有一个Java语言的API，编程人员不得不在Java程序中加入C语言的ODBC函数调用。这就使很多Java的优秀特性无法充分发挥，比如平台无关性、面向对象特性等。随着越来越多的编程人员对Java语言的日益喜爱，越来越多的公司在Java程序开发上投入的精力日益增加，对java语言接口的访问数据库的API 的要求越来越强烈。也由于ODBC的有其不足之处，比如它并不容易使用，没有面向对象的特性等等，SUN公司决定开发一Java语言为接口的数据库应用程序开发接口。在JDK1．x 版本中，JDBC只是一个可选部件，到了JDK1．1公布时，SQL类包（也就是JDBCAPI）
机械专业毕业论文外文翻译
附录一英文科技文献翻译 英文原文： Experimental investigation of laser surface textured parallel thrust bearings Performance enhancements by laser surface texturing (LST) of parallel-thrust bearings is experimentally investigated. Test results are compared with a theoretical model and good correlation is found over the relevant operating conditions. A compari- son of the performance of unidirectional and bi-directional partial-LST bearings with that of a baseline, untextured bearing is presented showing the bene?ts of LST in terms of increased clearance and reduced friction. KEY WORDS: ?uid ?lm bearings, slider bearings, surface texturing 1. Introduction The classical theory of hydrodynamic lubrication yields linear (Couette) velocity distribution with zero pressure gradients between smooth parallel surfaces under steady-state sliding. This results in an unstable hydrodynamic ?lm that would collapse under any external force acting normal to the surfaces. However, experience shows that stable lubricating ?lms can develop between parallel sliding surfaces, generally because of some mechanism that relaxes one or more of the assumptions of the classical theory. A stable ?uid ?lm with su?cient load-carrying capacity in parallel sliding surfaces can be obtained, for example, with macro or micro surface structure of di?erent types. These include waviness [1] and protruding microasperities [2–4]. A good literature review on the subject can be found in Ref. [5]. More recently, laser surface texturing (LST) [6–8], as well as inlet roughening by longitudinal or transverse grooves [9] were suggested to provide load capacity in parallel sliding. The inlet roughness concept of Tonder [9] is based on ??e?ective clearance‘‘ reduction in the sliding direction and in this respect it is identical to the par- tial-LST concept described in ref. [10] for generating hydrostatic e?ect in high-pressure mechanical seals. Very recently Wang et al. [11] demonstrated experimentally a doubling of the load-carrying capacity for the surface- texture design by reactive ion etching of SiC
汽车专业毕业设计外文翻译
On the vehicle sideslip angle estimation through neural networks: Numerical and experimental results. S. Melzi,E. Sabbioni Mechanical Systems and Signal Processing 25 (2011)：14~28 电脑估计车辆侧滑角的数值和实验结果 S.梅尔兹,E.赛博毕宁 机械系统和信号处理2011年第25期：14~28
摘要 将稳定控制系统应用于差动制动内/外轮胎是现在对客车车辆的标准（电子稳定系统ESP、直接偏航力矩控制DYC）。这些系统假设将两个偏航率(通常是衡量板)和侧滑角作为控制变量。不幸的是后者的具体数值只有通过非常昂贵却不适合用于普通车辆的设备才可以实现直接被测量,因此只能估计其数值。几个州的观察家最终将适应参数的参考车辆模型作为开发的目的。然而侧滑角的估计还是一个悬而未决的问题。为了避免有关参考模型参数识别/适应的问题,本文提出了分层神经网络方法估算侧滑角。横向加速度、偏航角速率、速度和引导角,都可以作为普通传感器的输入值。人脑中的神经网络的设计和定义的策略构成训练集通过数值模拟与七分布式光纤传感器的车辆模型都已经获得了。在各种路面上神经网络性能和稳定已经通过处理实验数据获得和相应的车辆和提到几个处理演习(一步引导、电源、双车道变化等)得以证实。结果通常显示估计和测量的侧滑角之间有良好的一致性。 1 介绍 稳定控制系统可以防止车辆的旋转和漂移。实际上，在轮胎和道路之间的物理极限的附着力下驾驶汽车是一个极其困难的任务。通常大部分司机不能处理这种情况和失去控制的车辆。最近,为了提高车辆安全，稳定控制系统(ESP[1,2]; DYC[3,4])介绍了通过将差动制动/驱动扭矩应用到内/外轮胎来试图控制偏航力矩的方法。 横摆力矩控制系统（DYC）是基于偏航角速率反馈进行控制的。在这种情况下,控制系统使车辆处于由司机转向输入和车辆速度控制的期望的偏航率[3,4]。然而为了确保稳定，防止特别是在低摩擦路面上的车辆侧滑角变得太大是必要的[1,2]。事实上由于非线性回旋力和轮胎滑移角之间的关系，转向角的变化几乎不改变偏航力矩。因此两个偏航率和侧滑角的实现需要一个有效的稳定控制系统[1,2]。不幸的是,能直接测量的侧滑角只能用特殊设备(光学传感器或GPS惯性传感器的组合)，现在这种设备非常昂贵,不适合在普通汽车上实现。因此, 必须在实时测量的基础上进行侧滑角估计，具体是测量横向/纵向加速度、角速度、引导角度和车轮角速度来估计车辆速度。 在主要是基于状态观测器/卡尔曼滤波器(5、6)的文学资料里, 提出了几个侧滑角估计策略。因为国家观察员都基于一个参考车辆模型,他们只有准确已知模型参数的情况下，才可以提供一个令人满意的估计。根据这种观点,轮胎特性尤其关键取决于附着条件、温度、磨损等特点。 轮胎转弯刚度的提出就是为了克服这些困难,适应观察员能够提供一个同步估计的侧滑角和附着条件[7,8]。这种方法的弊端是一个更复杂的布局的估计量导致需要很高的计算工作量。 另一种方法可由代表神经网络由于其承受能力模型非线性系统，这样不需要一个参
电气专业毕业设计外文翻译
附录1：外文资料翻译 A1.1外文资料题目 26.22 接地故障电路开关 我们目前为止报道的接地方法通常是充分的, 但更加进一步的安全措施在某些情况下是必要的。假设例如, 有人将他的手指伸进灯口（如Fig.26.45示）。虽然金属封入物安全地接地, 但那人仍将受到痛苦的震动。或假设1个120V 的电炉掉入游泳池。发热设备和联络装置将导致电流流入在水池中的危害，即使电路的外壳被安全地接地，现在已经发展为当这样的事件发生时，设备的电源将被切断。如果接地电流超过5mA ，接地开关将在5 ms 内跳掉，这些装置怎么运行的？ 如Fig.26.46所示，一台小变流器缠绕上导线 ，第二步是要连接到可能触发开合120 V 线的一台敏感电子探测器。 在正常情况下流过导体的电流W I 与中性点上的电流N I 准切的相等，因此流经核心的净潮流(N W I I -)是零。 结果，在核心没有产生电流，导致的电压F E 为零，并且开关CB 没有动作。 假设如果某人接触了一个终端(图Fig.26.45示)，故障电流F I 将直接地从载电线漏到地面，这是可能发生的。如果绝缘材料在马达和它的地面封入物之间断开，故障电流也会被产生。在以下任何情况下，流经CT 的孔的净潮流等于F I 或L I ，不再是零。电流被产生，并且产生了可以控制CB 开关的电压F E 。 由于5 mA 不平衡状态只必须被检测出，变压器的核心一定是非常有渗透性的在低通量密度。 Supermalloy 是最为常用的，因为它有相对渗透性典型地70000在通量密度仅4mT 。 26.23 t I 2是导体迅速发热的因素 它有时发生于导体短期内电流远大于正常值的情况下，R I 2损失非常大并且导体的温度可以在数秒内上升几百度。例如，当发生严重短路时，在保险丝或开关作用之前，会有很大的电流流过导体和电缆。 此外，热量没有时间被消散到周围，因此导体的温度非常迅速地增加。 在这些情况下什么是温度上升？ 假设导体有大量m ，电阻R 和热量热容量c 。 而且，假设电流是I ，并且那它流动在t 少于15秒期间。 在导体上引起的热 Rt I Q 2= 从Eq.3.17，在功率一定的情况下我们可以计算导体上升的温度差：
软件开发概念和设计方法大学毕业论文外文文献翻译及原文
毕业设计（论文）外文文献翻译 文献、资料中文题目：软件开发概念和设计方法文献、资料英文题目： 文献、资料来源： 文献、资料发表（出版）日期： 院（部）： 专业： 班级： 姓名： 学号： 指导教师： 翻译日期： 2017.02.14
外文资料原文 Software Development Concepts and Design Methodologies During the 1960s, ma inframes and higher level programming languages were applied to man y problems including human resource s yste ms,reservation s yste ms, and manufacturing s yste ms. Computers and software were seen as the cure all for man y bu siness issues were some times applied blindly. S yste ms sometimes failed to solve the problem for which the y were designed for man y reasons including: ?Inability to sufficiently understand complex problems ?Not sufficiently taking into account end-u ser needs, the organizational environ ment, and performance tradeoffs ?Inability to accurately estimate development time and operational costs ?Lack of framework for consistent and regular customer communications At this time, the concept of structured programming, top-down design, stepwise refinement，and modularity e merged. Structured programming is still the most dominant approach to software engineering and is still evo lving. These failures led to the concept of "software engineering" based upon the idea that an engineering-like discipl ine could be applied to software design and develop ment. Software design is a process where the software designer applies techniques and principles to produce a conceptual model that de scribes and defines a solution to a problem. In the beginning, this des ign process has not been well structured and the model does not alwa ys accurately represent the problem of software development. However,design methodologies have been evolving to accommo date changes in technolog y coupled with our increased understanding of development processes. Whereas early desig n methods addressed specific aspects of the
机械类毕业设计外文翻译
本科毕业论文(设计) 外文翻译 学院：机电工程学院 专业：机械工程及自动化 姓名：高峰 指导教师：李延胜 2011年05 月10日 教育部办公厅 Failure Analysis，Dimensional Determination And
Analysis，Applications Of Cams INTRODUCTION It is absolutely essential that a design engineer know how and why parts fail so that reliable machines that require minimum maintenance can be designed．Sometimes a failure can be serious，such as when a tire blows out on an automobile traveling at high speed．On the other hand，a failure may be no more than a nuisance．An example is the loosening of the radiator hose in an automobile cooling system．The consequence of this latter failure is usually the loss of some radiator coolant，a condition that is readily detected and corrected．The type of load a part absorbs is just as significant as the magnitude．Generally speaking，dynamic loads with direction reversals cause greater difficulty than static loads，and therefore，fatigue strength must be considered．Another concern is whether the material is ductile or brittle．For example，brittle materials are considered to be unacceptable where fatigue is involved． Many people mistakingly interpret the word failure to mean the actual breakage of a part．However，a design engineer must consider a broader understanding of what appreciable deformation occurs．A ductile material，however will deform a large amount prior to rupture．Excessive deformation，without fracture，may cause a machine to fail because the deformed part interferes with a moving second part．Therefore，a part fails(even if it has not physically broken)whenever it no longer fulfills its required function．Sometimes failure may be due to abnormal friction or vibration between two mating parts．Failure also may be due to a phenomenon called creep，which is the plastic flow of a material under load at elevated temperatures．In addition，the actual shape of a part may be responsible for failure．For example，stress concentrations due to sudden changes in contour must be taken into account．Evaluation of stress considerations is especially important when there are dynamic loads with direction reversals and the material is not very ductile． In general，the design engineer must consider all possible modes of failure，which include the following． ——Stress ——Deformation ——Wear ——Corrosion ——Vibration ——Environmental damage ——Loosening of fastening devices
毕业设计外文翻译附原文
外文翻译 专业机械设计制造及其自动化学生姓名刘链柱 班级机制111 学号1110101102 指导教师葛友华
外文资料名称： Design and performance evaluation of vacuum cleaners using cyclone technology 外文资料出处：Korean J. Chem. Eng., 23(6), (用外文写) 925-930 (2006) 附件： 1.外文资料翻译译文 2.外文原文
应用旋风技术真空吸尘器的设计和性能介绍 吉尔泰金，洪城铱昌，宰瑾李， 刘链柱译 摘要：旋风型分离器技术用于真空吸尘器 - 轴向进流旋风和切向进气道流旋风有效地收集粉尘和降低压力降已被实验研究。优化设计等因素作为集尘效率，压降，并切成尺寸被粒度对应于分级收集的50％的效率进行了研究。颗粒切成大小降低入口面积，体直径，减小涡取景器直径的旋风。切向入口的双流量气旋具有良好的性能考虑的350毫米汞柱的低压降和为1.5μm的质量中位直径在1米3的流量的截止尺寸。一使用切向入口的双流量旋风吸尘器示出了势是一种有效的方法，用于收集在家庭中产生的粉尘。 摘要及关键词：吸尘器; 粉尘; 旋风分离器 引言 我们这个时代的很大一部分都花在了房子，工作场所，或其他建筑，因此，室内空间应该是既舒适情绪和卫生。但室内空气中含有超过室外空气因气密性的二次污染物，毒物，食品气味。这是通过使用产生在建筑中的新材料和设备。真空吸尘器为代表的家电去除有害物质从地板到地毯所用的商用真空吸尘器房子由纸过滤，预过滤器和排气过滤器通过洁净的空气排放到大气中。虽然真空吸尘器是方便在使用中，吸入压力下降说唱空转成比例地清洗的时间，以及纸过滤器也应定期更换，由于压力下降，气味和细菌通过纸过滤器内的残留粉尘。 图1示出了大气气溶胶的粒度分布通常是双峰形，在粗颗粒（>2.0微米）模式为主要的外部来源，如风吹尘，海盐喷雾，火山，从工厂直接排放和车辆废气排放，以及那些在细颗粒模式包括燃烧或光化学反应。表1显示模式，典型的大气航空的直径和质量浓度溶胶被许多研究者测量。精细模式在0.18?0.36 在5.7到25微米尺寸范围微米尺寸范围。质量浓度为2?205微克，可直接在大气气溶胶和 3.85至36.3μg/m3柴油气溶胶。
公路毕业设计文献综述
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