智能車輛論文中英文資料外文翻譯文獻(xiàn)

1、 外文資料翻譯附件 1：外文資料翻譯譯文智能車輛本世紀(jì)初期，在計(jì)算機(jī)和信息革命的影響下，汽車經(jīng)歷了性能和與駕駛者之間的互動(dòng)方面最富戲劇性的變革。1908 年，亨利福特 T 型車的出現(xiàn)體現(xiàn)了汽車設(shè)計(jì)上的重大突破。它不僅開(kāi)創(chuàng)了輕松更換零件和大量生產(chǎn)的先河，而且其“用戶友好”的運(yùn)作方式，讓任何人都可以輕松駕駛。近 90 年來(lái)，類似于福特 T 型車的簡(jiǎn)單汽車越來(lái)越少，汽車迅速成為了一種復(fù)雜的“移動(dòng)電腦”，扮演著領(lǐng)航者，護(hù)航者，甚至第二司機(jī)的角色。這些新特性不僅改變了我們的駕駛方式，還提高了運(yùn)輸服務(wù)質(zhì)量和挽救生命的能力，并對(duì)美國(guó)工業(yè)的競(jìng)爭(zhēng)力提供了支持。然而，智能車的表現(xiàn)不僅如此。相反的，使車輛更加智能的

2、這些組件，如新信息，安全性和自動(dòng)化技術(shù)，是作為零配件抵達(dá)市場(chǎng)的，或作為可選設(shè)備，或作為售后服務(wù)的特殊配件。為了提高司機(jī)的安全性，這些技術(shù)不斷發(fā)展并上市銷售。但是個(gè)別的技術(shù)還沒(méi)有得到整合，不能創(chuàng)造出與司機(jī)高度協(xié)作的完全智能的車輛。汽車行業(yè)已經(jīng)意識(shí)到并解決了潛在的不協(xié)調(diào)技術(shù)的大量涌入問(wèn)題。但他們的進(jìn)步受到技術(shù)和經(jīng)濟(jì)障礙，不確定的消費(fèi)者喜好，不完善的標(biāo)準(zhǔn)和準(zhǔn)則的阻礙。此外，無(wú)論是傳統(tǒng)的汽車制造商或是政府監(jiān)管機(jī)構(gòu)（除非安全問(wèn)題非常明顯）都不能控制售后的產(chǎn)品的使用，特別是在卡車和公共汽車的使用方面。然而，還沒(méi)有一個(gè)“以人為本”的智能車輛試圖整合和協(xié)調(diào)各種技術(shù)以解決問(wèn)題。我們也許1 不僅僅會(huì)失去實(shí)現(xiàn)新的車

3、載技術(shù)的機(jī)遇，甚至可能會(huì)在無(wú)意中降低行車的安全性和性能。意識(shí)到智能車輛的重要性和汽車設(shè)計(jì)中人為因素所產(chǎn)生的潛在危險(xiǎn)之后，交通部于 1997 年啟動(dòng)智能車輛倡議（IVI）。這一舉措旨在加快汽車系統(tǒng)的發(fā)展和集成，用以幫助汽車，卡車及巴士司機(jī)更安全和有效地操作。20 世紀(jì) 80 年代的電視連續(xù)劇“霹靂游俠”功能的智能車輛可以跨越頗高的大廈，似乎駕駛超音速本身，對(duì)壞人間諜，并有英文用詞和管家的個(gè)性。這款車不僅是聰明，但自作聰明。雖然在現(xiàn)實(shí)世界中的智能車輛將無(wú)法飛越站在交通，他們將有強(qiáng)大的能力。正如所設(shè)想的國(guó)際疫苗研究所，智能車輛將能夠提供路線指示，感覺(jué)對(duì)象，警告即將發(fā)生的碰撞司機(jī)，自動(dòng)信號(hào)在緊急情況下

4、幫助司機(jī)保持警覺(jué)，并可能最終能夠接管駕駛。信息和機(jī)動(dòng)車輛的電腦為基礎(chǔ)的技術(shù)，然而，是不是新的用途。將廣泛的汽車電腦開(kāi)始了旨在提高車輛運(yùn)行和駕駛員舒適性技術(shù)的 20 世紀(jì) 80 年代。這些技術(shù)包括電子控制燃油噴射發(fā)動(dòng)機(jī)的性能，特別是減少汽車排放，提高燃油經(jīng)濟(jì)性，防抱死制動(dòng)系統(tǒng)，以幫助司機(jī)保持在濕滑路面控制，巡航控制系統(tǒng)以減輕司機(jī)的駕駛很長(zhǎng)一段乏味。而這些技術(shù)主要是加強(qiáng)對(duì)車輛，在車輛技術(shù)的最新波，其中最感興趣的是 IVI 的能力的目的，是智能交通，旨在加強(qiáng)對(duì)駕駛員的能力的系統(tǒng)。這些系統(tǒng)包括預(yù)警和信息，駕駛輔助和自動(dòng)化技術(shù)。正如人們具有不同的專業(yè)能力，不同類型和層次的車載智能車輛技術(shù)賦予“情報(bào)”，以

5、補(bǔ)充該驅(qū)動(dòng)程序。駕駛員信息系統(tǒng)，擴(kuò)大了駕駛員的路線和地點(diǎn)的知識(shí)。預(yù)警系統(tǒng)，如防撞技術(shù)，提高駕駛員的感知能力發(fā)生了什么事在周圍環(huán)境的。自動(dòng)化和驅(qū)動(dòng)技術(shù)援助和模擬駕駛者的思想和行動(dòng)，以實(shí)際操作或在緊急情況下，長(zhǎng)時(shí)間的車輛暫時(shí)的。但是，在智能車輛將擴(kuò)大司機(jī)的能力，它也可能會(huì)增加司機(jī)的傳統(tǒng)角色。特別是，在新車內(nèi)的技術(shù)中，人的作用擴(kuò)大從感覺(jué)運(yùn)動(dòng)技能，寫道托馬斯謝里登，教授誰(shuí)負(fù)責(zé)的人機(jī)系統(tǒng)實(shí)驗(yàn)室在美國(guó)麻省理工學(xué)院（MIT），“這一規(guī)劃，程序員，在自動(dòng)化，診斷者，監(jiān)控學(xué)習(xí)者和管理者 ITS 的研究顯示出將在智能車輛中應(yīng)用的許多技術(shù)的好處可行性。路線引導(dǎo)系統(tǒng)將幫助司機(jī)更好的行駛在不熟悉的街道或找到到達(dá)目的地最

6、快的路線。1992 年和 1993 年，在交通部主辦的奧蘭多 TravTek 實(shí)地測(cè)試中顯示，配2 備了路線引導(dǎo)系統(tǒng)的游客駕駛汽車減少了 30%的車輛轉(zhuǎn)錯(cuò)彎的問(wèn)題。與使用紙質(zhì)地圖的游客相比，節(jié)省了 20%的時(shí)間。防撞系統(tǒng)可以加強(qiáng)交通安全規(guī)范，完全防止交通事故的發(fā)生。據(jù)研究表明，如果司機(jī)能多半秒鐘反應(yīng)時(shí)間，就可以避免 60%的岔路交通事故和 30%的迎面相撞，而 75%的車輛事故是由司機(jī)走神造成的。國(guó)家公路交通安全管理局（NHTSA）估計(jì)每年美國(guó)應(yīng)用于這三類的防撞系統(tǒng)能夠避免 110 萬(wàn)次交通事故，占總交通事故數(shù)的 17%。而這能夠挽救 17,500 人的生命（安全帶和氣囊約挽救 10,500

7、人）并挽回260 億美元的損失。其他的安全設(shè)施正在測(cè)試中，包括自動(dòng)撞擊告知系統(tǒng)，當(dāng)一輛汽車的安全氣囊彈出時(shí)，該系統(tǒng)會(huì)自動(dòng)發(fā)出求救信號(hào)，而昏睡司機(jī)警告系統(tǒng)可以防止在汽車行駛過(guò)程中司機(jī)昏昏欲睡。車內(nèi)自動(dòng)化系統(tǒng)可以在緊急情況下接管駕駛，或在允許長(zhǎng)時(shí)間行駛的情況下自動(dòng)駕駛。1996 年，國(guó)家公路交通安全管理局開(kāi)始實(shí)地測(cè)試智能巡航控制系統(tǒng)該系統(tǒng)能夠自動(dòng)調(diào)整車輛行駛速度，與前方車輛保持安全距離以評(píng)價(jià)這種技術(shù)在安全方面的影響。更加戲劇化的一幕出現(xiàn)在名為“放開(kāi)手，放開(kāi)腳”的駕駛中。去年夏天，由交通部和其他 9 個(gè)公、私營(yíng)組織合辦的全國(guó)自動(dòng)公路系統(tǒng)聯(lián)盟（NAHSC）在圣地亞哥 I-15 號(hào)路一段 12 公里的測(cè)

8、試路段示范了未來(lái)全自動(dòng)車輛的原型。未來(lái)，自動(dòng)公路管理系統(tǒng)將在速度越來(lái)越高、車距越來(lái)越短的高速地段提高交通管理者 2-3 倍的監(jiān)管力度。該系統(tǒng)也可能消除人為操作錯(cuò)誤引發(fā)的交通事故的發(fā)生，提高路段的安全性。除了為乘客提供安全和高效的交通以外，聯(lián)邦政府預(yù)計(jì)，智能汽車固有的發(fā)展趨勢(shì)也有可能提高美國(guó)的經(jīng)濟(jì)競(jìng)爭(zhēng)能力。為了讓智能汽車發(fā)揮出它最大的潛力，它們必須能夠與智能交通基礎(chǔ)設(shè)施系統(tǒng)和其他的智能汽車溝通交流，例如，與智能基礎(chǔ)設(shè)施系統(tǒng)溝通可以使智能汽車了解事故的發(fā)生然后實(shí)時(shí)主動(dòng)地選擇路線。智能汽車還可以作為探針，將有關(guān)于路段條件的信息發(fā)送給智能基礎(chǔ)設(shè)施系統(tǒng)，用以創(chuàng)建更加豐富的道路條件基本信息。此外，全自動(dòng)汽

9、車應(yīng)當(dāng)還可以在某種程度上依賴于智能基礎(chǔ)設(shè)施系統(tǒng)和其他的智能汽車提供的引導(dǎo)。例如，不久前圣地亞哥的美國(guó)直升機(jī)協(xié)會(huì)（AHS）顯示，在保險(xiǎn)杠下安裝有磁動(dòng)傳感器的自動(dòng)汽車，成功被植入路表下方 1.2 米的磁鐵引導(dǎo)行駛。在未來(lái)的 5 到 10 年，我們應(yīng)該能夠看到具有特別驅(qū)動(dòng)信息和報(bào)警系統(tǒng)能力的3 第一代產(chǎn)品。隨著信息的發(fā)展這些系統(tǒng)將日益完善。雖然防撞系統(tǒng)會(huì)提供一些自動(dòng)的援助，司機(jī)們?nèi)匀怀钟衅嚨耐耆刂茩?quán)。此外，因?yàn)楹椭悄芑A(chǔ)設(shè)施系統(tǒng)有了初步的溝通能力，汽車將在路段條件的實(shí)時(shí)偵查方面更加智能化。約 10 至 15 年，一些改進(jìn)措施的應(yīng)用將為我們帶來(lái)更好更智能的第二代產(chǎn)品。雖然司機(jī)仍然有汽車的完全控制權(quán)

10、，但防撞系統(tǒng)將可以在緊急情況下采取暫時(shí)控制。另外，更加精密的語(yǔ)音識(shí)別系統(tǒng)將被納入司機(jī)與汽車的互動(dòng)方面。車輛之間能夠互相溝通，以提高防撞能力。當(dāng)然，與智能基礎(chǔ)設(shè)施系統(tǒng)的溝通也將更加積極有效。大約 20 年，在第三代產(chǎn)品中，我們將能看到完全自動(dòng)化的公路系統(tǒng)，車輛和基礎(chǔ)設(shè)施的整合系統(tǒng)，司機(jī)與汽車之間更加貼近的互動(dòng)，如視覺(jué)增強(qiáng)和平視顯示儀的使用?；仡櫼粋€(gè)世紀(jì)泛濫如洪的技術(shù)，汽車作為一項(xiàng)尤為突出的動(dòng)力學(xué)發(fā)明而鶴立雞群。在下個(gè)世紀(jì)，這種活力將推動(dòng)信息和計(jì)算機(jī)技術(shù)的發(fā)展。我們未來(lái)的挑戰(zhàn)是整合新的信息，安全和自動(dòng)化技術(shù)，用以創(chuàng)造以人為本的智能車輛，提高安全性、地面?zhèn)鲃?dòng)效率和經(jīng)濟(jì)競(jìng)爭(zhēng)能力。4 5 附件 2：外文

11、原文The Intelligent Vehicle InitiativeIn the wake of the computer and information revolutions, motor vehicles areundergoing the most dramatic changes in their capabilities and how they interact withdrivers since the early years of the century.In 1908, Henry Fords Model T exemplified major breakthrough

12、s in automotivedesign. Not only did its interchangeable parts inaugurate easy and economical massproduction, but its user-friendly operation allowed almost anyone to drive. Nearly 90years later, the motor vehicle is resembling less and less Fords simple machine andquickly becoming a complex mobile c

13、omputer, capable of acting as a navigator, asafeguard, and even, a second driver. These new capabilities will not only change howwe drive; intelligent vehicles could also enhance transportation services, save lives, andbolster the competitiveness of U.S. industries.However, intelligent vehicles aren

14、t quite here. Instead, the components that makevehicles smarter - new information, safety, and automation technologies - are arrivingon the market as piecemeal accessories, offered either as optional equipment by newvehicle manufacturers or as speciality components by after-market suppliers. Thesete

15、chnologies are being developed and marketed to increase driver safety, performance,and convenience. These individual technologies, however, have yet to be integrated tocreate a fully intelligent vehicle that works cooperatively with the driver.The automotive industry is already aware of and addressi

16、ng potential problemsassociated with the uncoordinated influx of technology. But their progress is hamperedby technical and economic obstacles, uncertain consumer interest, and insufficientstandards and guidelines. Also, neither original vehicle manufacturers or governmentregulators (unless safety p

17、roblems are clearly proven) have control over after-marketproducts, especially their use in trucks and buses. However, without a human-centereddesign approach for the intelligent vehicle that attempts to integrate and coordinatevarious technologies, we may not only lose the opportunity to realize th

18、e benefits6 offered by new in-vehicle technologies, but we could inadvertently degrade drivingsafety and performance.Recognizing the importance of smart vehicles and the potential for unintendedconsequences if human factors are not placed at the center of their design, DOTlaunched the Intelligent Ve

19、hicle Initiative (IVI) in 1997. This initiative aims toaccelerate the development, availability, and use of integrated in-vehicle systems thathelp drivers of cars, trucks, and buses operate more safely and effectively.The 1980s television series Knight Rider featured an intelligent vehicle thatcould

20、 leap moderately tall buildings, drive itself at seemingly supersonic speeds, spy onbad guys, and had the diction and personality of an English butler. The car was not onlysmart, but smart-alecky. Although intelligent vehicles in the real world will not be ableto fly over standing traffic, they will

21、 have formidable capabilities. As envisioned by IVI,smart vehicles will be able to give route directions, sense objects, warn drivers ofimpending collisions, automatically signal for help in emergencies, keep drivers alert,and may ultimately be able to take over driving.The use of information- and c

22、omputer-based technologies in motor vehicles,however, is not new. Widescale computerization of motor vehicles began in the 1980swith technologies designed to enhance vehicle operation and driver comfort. Thesetechnologies included electronic fuel injection to control engine performance,particularly

23、to reduce vehicular emissions and improve fuel economy, antilock brakingsystems to help drivers retain control on slippery roads, and cruise control to relievedriver tedium during long stretches of driving. Whereas these technologies wereprimarily aimed at enhancing the capabilities of the vehicle,

24、the most recent wave ofin-vehicle technology, which is of most interest to IVI, are the intelligent transportationsystems designed to enhance the capabilities of the driver. These systems includewarning and information, driver assistance, and automation technologies.Just as people possess different

25、specialized abilities, in-vehicle ITS technologiesendow vehicles with different types and levels of intelligence to complement thedriver. Driver information systems expand the drivers knowledge of routes andlocations. Warning systems, such as collision-avoidance technologies, enhance the7 drivers ab

26、ility to sense whats going on in the surrounding environment. And driverassistance and automation technologies simulate a drivers thinking and physical actionsto operate a vehicle temporarily during emergencies or for prolonged periods.But while a smart vehicle will extend the drivers capabilities,

27、it will alsopotentially expand the drivers traditional role. In particular, in the midst of newin-vehicle technologies, the human role expands from that of sensory-motor skill, writesThomas Sheridan, a professor who heads the Human-Machine Systems Laboratory atthe Massachusetts Institute of Technolo

28、gy (MIT), to that of planner, programmer,monitor of the automation, diagnostician ., learner and manager.8Integration: The Key to Human-Centered DesignA key criteria of human-centered design is ensuring that a technology provides theintended benefits without engendering unintended adverse consequenc

29、es. Driving is apotentially dangerous activity that requires attentive and alert drivers. Althoughtechnologies in the vehicle can enhance the drivers capabilities and comfort, they canalso create potential distractions that transform even the best driver into a road hazard.The National Public Servic

30、es Research Institute, for example, found that individualswith cellular phones in their cars had a 34-percent higher chance of having a collisionITS research has already shown the benefits and feasibility of many of thetechnologies that will be contained within intelligent vehicles:Route guidance sy

31、stems will help drivers better navigate unfamiliar streets or findthe quickest route to their destinations. In the TravTek field test in Orlando, sponsoredby DOT in 1992 and 1993, tourists driving vehicles equipped with route guidancesystems made 30 percent fewer wrong turns and shortened their trav

32、el times by 20percent compared to drivers who used paper maps.Collision-avoidance systems will expand the paradigm of traffic safety fromprotecting the occupant of the vehicle to preventing accidents altogether. According toone study, 60 percent of crashes at intersections and about 30 percent of he

33、ad-oncollisions could be avoided if drivers had an additional half-second to react. Nearly 75percent of vehicular crashes are caused by inattentive drivers. NHTSA estimates thatthree types of collision-avoidance systems could prevent 1.1 million accidents in the8 United States each year - 17 percent

34、 of all traffic accidents. These same systems wouldsave 17,500 lives (compared to the 10,500 lives saved by seatbelts and airbags) and $26billion in accident-related costs. Other safety innovations that are now in testing includeautomatic collision notification systems, which will immediately signal

35、 for help if avehicles air bag deploys, and drowsy-driver warning systems that will keep driversfrom falling asleep at the wheel.In-vehicle automation systems will temporarily take over driving duringemergencies or allow autopiloting for prolonged durations. In 1996, NHTSA began fieldtesting intelli

36、gent cruise-control systems, which will automatically adjust a vehiclescruising speed to maintain a safe distance from vehicles ahead, to evaluate the safetyimpact of this technology. In a more dramatic step towards hands-off, feet-off driving,the National Automated Highway Systems Consortium (NAHSC

37、), which is apartnership of DOT and nine other public and private organizations, demonstratedautomated vehicle prototypes on a 12-kilometer test section of I-15 in San Diego thispast summer. In the future, automated highway systems will allow traffic managers todouble or even triple the effective ca

38、pacity of highways by increasing speeds andshortening distances between vehicles. Automated highways could also potentiallyimprove highway safety by eliminating accidents caused by human error.Aside from delivering safety and efficiency benefits for the traveling public, thefederal government expect

39、s that indigenous development of intelligent vehicles couldpromote Americas economic competitiveness.For intelligent vehicles to reach their maximum potential, they must be able tocommunicate with an intelligent transportation infrastructure and with other intelligentvehicles. For example, communica

40、tion with a smart infrastructure would allow anintelligent vehicle to learn of incidents and then proactively suggest alternative routes inreal time. Smart vehicles could also act as probes that could send information abouttravel conditions back to the infrastructure to create a richer base of knowl

41、edge abouttravel conditions on roads and highways. In addition, fully automated vehicles willlikely rely to some extent on the guidance provided by an intelligent infrastructure andon communication with other smart vehicles. For example, in the recent AHS9 demonstration in San Diego, automated vehic

42、les with magnetic sensors under theirbumpers were guided by magnets implanted at 1.2 meter intervals just below the roadsurface.Over the next five to 10 years, we should see the first generation with advances inthe capabilities of individual driver information and warning systems. These systemswill become increasingly integrated with information coordinated through displays.Drivers will still maintain full control over their vehicles although collision-warningsystems will provide limited automated assistance. In addition, vehicles woul