【精品】交通灯的外文翻译10000字
交通信号灯控制电路的设计外文翻译
附录4 外文资料Advantages of CDMA2000CDMA2000 benefited from the extensive experience acquired through several years of operation of cdmaOne systems. As a result, CDMA2000 is a very efficient and robust technology. It delivers the highest voice capacity and data throughput using the least amount of spectrum, and it can be used to provide services in urban as well as remote areas cost effectively.The unique features, benefits, and performance of CDMA2000 make it an excellent technology for high-voice capacity and high-speed packet data. Since CDMA2000 1X supports both voice and data services on the same carrier, it allows operators to provide both services cost efficiently. CDMA2000 1xEV-DO is optimized for data and is capable to support large volumes of data traffic at broadband speeds. 1xEV-DO is well suited to provide high-speed data services to its mobile subscribers and/or broadband access to the Internet.Due to its optimized radio technology, CDMA2000 enables operators to invest in fewer cell sites and deploy them faster, ultimately allowing the service providers to increase their revenues with faster Return On Investment (ROI).The CDMA2000 evolutionary path was designed to minimize investment and the impact to an operator’s network without service int erruption for the end-user. This has been achieved through backward and forward compatibility, hardware reuse, in-band migration and hybrid network configuration. This unique feature of CDMA2000 technologies has provided operators a significant time-to-market advantage over other 3G technologies.Increased Voice CapacityThe spectral efficiency of CDMA2000 1X permits high traffic deployments in a small amount (1.25 MHz channel) of spectrum. CDMA2000 1X can provide voicecapacity of nearly three times that of cdmaOne systems with Selectable Mode Vocoders (SMV) and antenna diversity techniques. CDMA2000 delivers 4-8 times higher voice capacity than TDMA-based technologies.CDMA2000 1X supports 35 traffic channels per sector per RF (26Erlangs/sector/RF) using the EVRC vocoder. Voice capacity improvement in the forward link is attributed to faster power control, lower code rates (1/4 rate), and transmit diversity (for single path Rayleigh fading). In the reverse link, capacity improvement is primarily due to coherent reverse link.For more information on CDMA2000 capacity click here.Higher Data ThroughputToday's commercial CDMA2000 1X networks support a peak data rate of 153 kbps (Rel. 0) or 307 kbps (Rel. 1). CDMA2000 1xEV-DO enables peak rates of up to 2.4 Mbps (Rev. 0) or 3.1 Mbps on the downlink, and 1.8 Mbps on the uplink (Rev A). 1xEV-DO networks deliver the highest data speeds commercially available today.Multicast ServicesWith the introduction of EV-DO Release 0 and followed by EV-DO Revisions A and B, operators have the ability to offer multicast services, “one to many” delivery, which allows transmitting the same information to an unlimited number of users without the need to rebroadcast the information multiple times. Multicast functionality offers significant advantages to operators and users.For operators, it allows a vast range of high-revenue generating services with minimum network resources at low cost. For the end-user, multicast services provide access to multimedia content, such as TV broadcasts, MP3 audio files, movies, etc., and a higher quality of services. For 1xEV-DO Rel 0, the multicast functionality is referred to as Gold Multicast and for 1xEV-DO Rev A it is called Platinum Multicast.Frequency Band FlexibilityCDMA2000 can be deployed in most cellular and PCS spectrum. CDMA2000 networks have already been deployed in the 450, 800, 1700, 1900 and 2100 MHz bands.Migration PathCDMA 2000 provides a direct migration path to 3G for first generation (1G) and second generation (2G) systems. CDMA2000 systems have been deployed by Greenfield, cdmaOne, TDMA and analog operators.For more information on migration to CDMA2000 click here.Serves Multiple MarketsCDMA2000 technologies support both fixed (Wireless Local Loop – WLL) and mobile services and can be used by operators to provide affordable voice services and broadband data access in urban, as well as remote areas, cost-effectively. While CDMA2000 technologies are mostly deployed by operators to offer mobile services, in many developing regions, i.e., Africa and South East Asia, CDMA2000 WLL technology is used to provide voice and data services to communities.Supports Multiple Service PlatformsCDMA2000 can be used with various operating systems (Palm and PocketPC), application platforms (JAVA and BREW), WAP, and emerging wireless technologies (WiFi and Push-to-Talk).Full backward compatibilityCDMA2000 is backward compatible with cdmaOne, and 1xEV-DO is backward compatible with both CDMA2000 1X and cdmaOne through multi-mode devices. Backward compatibility assures service transparency for the end user and smooth integration of 2G and 3G networks for the operator.Increased Battery LifeCDMA2000 significantly enhances battery performance. Benefits include:∙Quick paging channel operation∙Improved reverse link performance∙New common channel structure and operation∙Reverse link gated transmission∙New MAC states for efficient and ubiquitous idle time operation SynchronizationCDMA2000 is synchronized with the Universal Coordinated Time (UCT). The forward link transmission timing of all CDMA2000 base stations worldwide is synchronized within a few microseconds. Base station synchronization can be achieved through several techniques including self-synchronization, radio beep, or through satellite-based systems such as GPS, Galileo, or GLONASS. Reverse link timing is based on the received timing derived from the first multipath component used by the terminal.There are several benefits to having all base stations in a network synchronized:∙The common time reference improves acquisition of channels and hand-off procedures since there is no time ambiguity when looking for and addinga new cell in the active set.∙It also enables the system to operate some of the common channels in soft hand-off, which improves the efficiency of the common channel operation.∙Common network time reference allows implementation of very efficient "position location" techniques.Power ControlThe basic frame length is 20 ms divided into 16 equal power control groups. In addition, CDMA2000 defines a 5 ms frame structure, essentially to support signaling bursts, as well as 40 and 80 ms frames, which offer additional interleaving depth and diversity gains for data services. Unlike IS-95 where Fast Closed Loop Power Control was applied only to the reverse link, CDMA2000 channels can be power controlled at up to 800 Hz in both the reverse and forward links. The reverse link power control command bits are punctured into the F-FCH or the F-DCCH (explained in later sections) depending on the service configuration. The forward link power control command bits are punctured in the last quarter of the R-PICH power control slot.In the reverse link, during gated transmission, the power control rate is reduced to 400 or 200 Hz on both links. The reverse link power control sub-channel may also be divided into two independent power control streams, either both at 400 bps, or one at 200 bps and the other at 600 bps. This allows for independent power control of forward link channels.In addition to the closed loop power control, the power on the reverse link of CDMA2000 is also controlled through an Open Loop Power Control mechanism. This mechanism inverses the slow fading effect due to path loss and shadowing. It also acts as a safety fuse when the fast power control fails. When the forwardlink is lost, the closed loop reverse link power control is "freewheeling" and the terminal disruptively interferes with neighboring. In such a case, the open loop reduces the terminal output power and limits the impact to the system. Finally the Outer Loop Power drives the closed loop power control to the desired set point based on error statistics that it collects from the forward link or reverse link. Due to the expanded data rate range and various QoS requirements, different users will have different outer loop thresholds; thus, different users will receive different power levels at the base station. In the reverse link, CDMA2000 defines some nominal gain offsets based on various channel frame format and codingschemes. The remaining differences will be corrected by the outer loop itself.Soft Hand-offEven with dedicated channel operation, the terminal keeps searching for new cells as it moves across the network. In addition to the active set, neighbor set, and remaining set, the terminal also maintains a candidate set.When a terminal is traveling in a network, the pilot from a new BTS (P2) strength exceeds the minimum threshold TADD for addition in the active set. However, initially its relative contribution to the total received signal strength is not sufficient and the terminal moves P2 to the candidate set. The decision threshold for adding a new pilot to the active set is defined by a linear function of signal strength of the total active set. The network defines the slope and cross point of the function. When strength of P2 is detected to be above the dynamic threshold, the terminal signals this event to the network. The terminal then receives a hand-off direction message from the network requesting the addition of P2 in the active set. The terminal now operates in soft hand-off.The strength of serving BTS (P1) drops below the active set threshold, meaning P1 contribution to the total received signal strength does not justify the cost of transmitting P1. The terminal starts a hand-off drop timer. The timer expires and the terminal notifies the network that P1 dropped below the threshold. The terminal receives a hand-off message from the network moving P1 from the active set to the candidate set. Then P1 strength drops below TDROP and the terminal starts a hand-off drop timer, which expires after a set time. P1 is then moved from candidate set to neighbor set. This step-by-step procedure with multiple thresholds and timers ensures that the resource is only used when beneficial to the link and pilots are not constantly added and removed from the various lists, therefore limiting the associated signaling.附录5 外文资料译CDMA2000优点CDMA2000得到了广泛的业务经验,通过几年的cdmaOne系统. 因此,是一个非常有效的、强有力的CDMA2000技术. 它提供了最高的声音和数据能力使用量最少的频谱,它可以提供服务的城市以及偏远地区的成本效益. 独具特色的、效益、业绩优良的CDMA2000技术,使其高表达能力和高速数据包. 由于支持CDMA2000CDMA1X语音和数据服务,无论在同一载体,它使得经营者提供了有效的服务费用. CDMA20001xev,是优化数据,能支持大量数据流量的宽带速度. 1xev,是适合提供高速数据服务的移动用户和/或宽频上网. 由于无线电技术的优化,使经营CDMA2000投资少、部署地点细胞更快,最终使服务提供商增加其收入与投资回报快(港澳). CDMA2000的演进道路是为了减少投资和经营的影响,网络服务不中断的用户. 这是通过前后兼容性、硬件使用,波段移民和混合网络结构. 这一特点CDMA2000技术公司提供大量的时间和市场的优势,是其他3G技术.增加语音能力频谱效率高CDMA2000CDMA1X许可证部署少量交通(125兆赫频道)的频谱.CDMA2000CDMA1X可以提供语音能力近3倍cdmaOne系统五十九vocoders模式和天线多样性(SMV)技术. CDMA2000提供语音能力比4-8倍式基础技术. CDMA2000支持CDMA1X35元的交通渠道,每部门射频(26erlangs/界/RF)使用EVRCvocoder. 语音能力的提高与发展较快的原因是电力控制,降低税率法(1/4计算),将多样性(单路正在瑞利). 相反的联系,协调能力提高的主要原因是改变联系汇率制度. 更多信息CDMA2000能力按这里 . 高数据吞吐量今天的商业CDMA2000CDMA1X网络的数据传输率最高支持153千比特通信(0Rel.Rel.)、307千比特通信(1). CDMA20001xev小康,使最高税率达2.4Mbps(Rev0)或3.1mbps的下行,并在180Mbps上行(RevA). 1xev小康提供网络数据的速度最高可今天的商业.CDMA2000与cdmaOne落后,1xev,是符合落后两cdmaOne和CDMA2000CDMA1X通过多种方式的装置. 为保证兼容最终用户服务的透明度,并顺利地把3G网络的第二代服务营办商.提高电池的生活CDMA2000电池性能大大提高. 好处包括:∙传呼业务快速频道∙提高业绩扭转联系∙共同经营新格局∙扭转连接传输设∙新堡国家普遍闲置和高效运作同步CDMA2000与世界同步协调时间(UCT). 远期将传输时间是全世界所有CDMA2000基站同步数微米. 基地同步可以通过一些技术包括自营同步电台发出或通过卫星系统,如GPS、伽利略、GLONASS. 基于时间关系逆转何时收到来自第一部分多用码头. 有几个好处,在所有基站网同步:∙共同的时间和范围,改善采购渠道客手续时,因为没有地方,找一个新的细胞,并在积极制定.∙该系统还使一些经营渠道软手共同富裕,共同提高渠道运作效率.∙共同网执行时间允许范围非常有效"定位"技术.控制权基本框架的长度是20分16余平等权力控制集团. 此外,确定了5余CDMA2000结构框架,基本上是支持以讯号,以及40和80余架,提供更多的深度和多样性interleaving 收益数据服务. 不像-95快,是封闭性的控制权仅适用于反向连接,可CDMA2000渠道控制权高达800HZ,都改变了联系. 相反的指挥控制权将是穿透到位元 F-FCH 或者F-Dcch (后来解释部分)取决于配置服务. 前进指挥控制权将是位元刺穿在第四季R-PICH动力控制位置. 相反的联系,设在传输、电力控制率降至400或200HZ两环节. 反向连接控制权分管道也可以分为两个独立的电力控制流,不论是在400港元、200人,另在600个基点利率. 这允许独立的电力控制了联系渠道. 除了封闭性的权力控制、权力不放,倒也CDMA2000控制机制,通过开放性的控制权. 这一机制的作用逐渐缓慢inverses因道路跟踪和损失. 它作为一种安全又快速的导火索,没有控制权. 如果失去了联系,改变封闭性环节的控制权是"自由"与周边码头disruptively干扰. 在这种情况下,开放性降低终端限制输出功率及系统的影响. 终于在外封闭循环圈推动力量的控制权问题基于错误的预期数字,它收集了从连接或反向联系. 由于扩大了各种数据速率和QoS要求的各种不同的用户有不同的门槛外循环; 因此,不同的用户得到不同程度的电力基地. 相反的环节,明确了一些象征性收益用于CDMA2000基于各种形式和渠道,内码计划. 剩下的分歧会改正自己的外部环.软手客即使专用业务渠道,不断寻找新的终端细胞动作,因为这整个网络. 除了积极的、邻居的,剩下的,码头设有一组候选人. 当旅游网络终端,从一个新的输血服务中心试点(P2)Tadd实力超过最低限度的同时,积极制定. 然而,最初的相对贡献全部力量是不够的,接收到的信号和终端动作的P2确定候选人. 决定加入新起点,积极试行规定是指由直线职能积极信号总人数确定. 网络交叉点,把山坡的功能. 当发现P2实力将超过临界动态,对这一事件的网络信息终端. 码头,然后接到过指示,要求信息网络的同时,积极制定P2. 目前码头作业软手客. 输血服务中心的服务实力(P1)低于规定限额的活跃,即P1贡献力量并不完全接受信号为P1传输费用. 一开始,码头客落计时器. 计时器到期通知和终端网络P1降至最低. 最后,获得过信息网由P1积极推动订定的人选. P1实力则低于tdrop手踏上了码头和客落定时、定时间届满之后. 然后从P1邻居订定候选人. 这一步骤的界限,以多种定时器确保资源只用在有利于飞行员和联系不断增加,并没有排除各种名单,因此,相关限制信号.11。
交通灯外文翻译（5篇范文）
交通灯外文翻译（5篇范文）第一篇：交通灯外文翻译Traffic lights and PLCWith economic development, increased the number of vehicles, road congestion is becoming increasingly serious, intelligent traffic lights on the emerged.At present, the world's Intelligent Transportation System will be: a huge structure, management difficulties, such as the maintenance of large inputs.In order to improve the existing traffic conditions, and to overcome the existing shortcomings of intelligent transportation system I designed analog control traffic lights in urban and rural areas of small-scale smart traffic lights.It has small size, intelligence, maintenance into small, easy to install and so on.And other intelligent transportation system compared to the system to adapt to economic and social development, in line with the current status of scientific and technological development.Intelligent traffic lights are a comprehensive use of computer network communication technology, sensor technology to manage the automatic control system of traffic lights.Urban traffic control system is used for urban traffic data monitoring, traffic signal control and traffic management computer system;it is the modern urban traffic control system command and the most important component.In short, how to use the appropriate control method to maximize the use of costly cities to build high-speed roads, trunk road and the ramp to alleviate urban areas with the neighboring state of traffic congestion has become more and more traffic management and urban planning departments need to address the the main problem.Nowadays, traffic lights installed in each crossing, hasbecome the most common and dredge the traffic, the most effective means.The development of the society, people's consumption level unceasing enhancement, private vehicles unceasing increase.And more cars roads are narrow road traffic is clear.So adopting effective method to control the traffic light is imperative.PLC intelligent control principle is the core of the control system, PLC put the things direction or north-south direction according to quantity of vehicles, the corresponding scale what divides class given the green light direction between north and south direction according to certain rules too long.It can realize divides class according to a given the green cars duration scale of maximum car release, reduce crossroads vehicles, ease traffic congestion stagnation, realize the optimal control, so as to improve the efficiency of the traffic control system.The application of PLC is continuously, and drive to the deepening traditional control test new month benefit updates.It is simple in structure, programming and high reliability etc, convenient already widely used in industrial processes and position in the automatic control.Due to use of PLC has the characteristics of environmental adaptable, and its internal timer is very rich in resources, but the current widely used “progressive” lights, especially for precise control more than thecrossway control can be easily realized.So now increasingly applying PLC traffic light system.Meanwhile, PLC itself also has communication networking function, will the same path as part of a LAN signal unified dispatching management, can shorten the traffic wait times, realize scientific management.In real-time detection and automatic control of PLC application system, PLC is often used as a core components.In the 21st century, PLC willhave greater development.Technically, the computer technology can morely new achievements used in programmable controller design and manufacturing, there will be faster, storage and larger capacity, intelligent stronger varieties appear;Look from product size, can further to mini and super-large direction;Look from product compatibility, the variety of our products will be more rich, specification more complete, perfect man-machine interface and complete communication equipment can better adapt to all kinds of industrial control occasion demands;Look from the market, all countries to their production of multiple products with international competition intensifies and break, can appear a few brand monopoly international market situation, can appear international general programming languages;Judging from the development of the network, programmable controller and other industrial control computer networking constitute a large control system is programmable controller technology development direction.The current computer distributed control system DCS has already a lot of programmable controller applications.Along with the development of computer network, the programmable controller as automation control network and international general network will be an important part of the industry and industry, the numerous fields outside play an increasing role.In China the increasing amount of motor vehicles, many big cities like Beijing, Shanghai, nanjing and other ground appeared traffic overload running condition, traffic accidents problem also more and more serious.And because the various special vehicles(such as an ambulance, 119 120 car, police and various special vehicle 110 in emergency situations, by red under limited to traffic bring a lot of inconvenience, even cause traffic accident.And now, most traffic lights at the same moment willappear two or more than two direction at the same time for the green situation, and increase the incidence of the traffic accident.Therefore, design a kind of designed for special vehicles through and not cause any traffic accident, normal traffic control any time only one direction of modern intelligent traffic light green traffic control system is urgently needed.交通灯与PLC 随着经济的发展，车辆的数目不断增加，道路堵车现象日益严重，智能交通灯就应运而生了。
交通灯控制系统外文翻译--
本科毕业设计（外文翻译）题目小型交通灯控制系统的设计与制作姓名韦强专业电子科学与技术学号 201031090指导老师洪新华郑州科技学院电气工程学院二0一四年五月二日THE DESIGN AND MANUFACTURE OF SMALL TRAFFICLIGHT CONTROL SYSTEM8-bit Microcontroller With 8K Bytes Flash AT89C52 DescriptionThe AT89C52 is a low-power, high-performance CMOS 8-bit microcomputer with 8K bytes of Flash programmable and erasable read only memory (PEROM). The device is manufactured using Atmel’s high-density nonvolatile memory technology and is compatible with the industry-standard 80C51 and 80C52 instruction set and pin out. The on-chip Flash allows the program memory to be reprogrammed in-system or by a conventional nonvolatile memory programmer. By combining a versatile 8-bit CPU with Flash on a monolithic chip, the Atmel AT89C52 is a powerful microcomputer which provides a highly-flexible and cost-effective solution to many embedded control applications.Pin Configurations1Pin DescriptionVCCSupply voltage.GNDGround.Port 0Port 0 is an 8-bit open drain bi-directional I/O port. As an output port, each pin can sink eight TTL inputs. When 1s are written to port 0 pins, the pins can be used as high-impedance inputs. Port 0 can also be configured to be the multiplexed low-order address/data bus during accesses to external program and data memory. In this mode, P0 has internal pull-ups. Port 0 also receives the code bytes during Flash programming and outputs the code bytes during program verification. External pull-ups are required during program verification.Port 1Port 1 is an 8-bit bi-directional I/O port with internal pull-ups. The Port 1 output buffers can sink/source four TTL inputs. When 1s are written to Port 1 pins, they are pulled high by the internal pull-ups and can be used as inputs. As inputs, Port 1 pins that are externally being pulled low will source current (I IL) because of the internal pull-ups. In addition, P1.0 and P1.1 can be configured to be the timer/counter 2 external count input (P1.0/T2) and the timer/counter 2 trigger input (P1.1/T2EX), respectively, as shown in the following table. Port 1 also receives the low-order address bytes during Flash programming and verification.2Port 2Port 2 is an 8-bit bi-directional I/O port with internal pull-ups. The Port 2 output buffers can sink/source four TTL inputs. When 1s are written to Port 2 pins, they are pulled high by the internal pull-ups and can be used as inputs. As inputs, Port 2 pins that are externally being pulled low will source current (I IL) because of the internal pull-ups. Port 2 emits the high-order address byte during fetches from external program memory and during accesses to external data memories that use 16-bit addresses (MOVX @DPTR). In this application, Port 2 uses strong internal pull-ups when emitting 1s. During accesses to external data memories that use 8-bit addresses (MOVX @ RI), Port 2 emits the contents of the P2 Special Function Register. Port 2 also receives the high-order address bits and some control signals during Flash programming and verification.Port 3Port 3 is an 8-bit bi-directional I/O port with internal pull-ups. The Port 3 output buffers can sink/source four TTL inputs. When 1s are written to Port 3 pins, they are pulled high by the internal pull-ups and can be used as inputs. As inputs, Port 3 pins that are externally being pulled low will source current (I IL) because of the pull-ups.Port 3 also serves the functions of various special features of the AT89C51, as shown in the following table. Port 3 also receives some control signals for Flash programming and verification.3RSTReset input. A high on this pin for two machine cycles while the oscillator is running resets the device.PSENProgram Store Enable is the read strobe to external program memory. When the AT89C52 is executing code from external program memory, PSEN is activated twice each machine cycle, except that two PSEN activations are skipped during each access to external data memory.XTAL1Input to the inverting oscillator amplifier and input to the internal clock operating circuit.XTAL2Output from the inverting oscillator amplifier.Timer 2 RegistersControl and status bits are contained in registers T2CON and T2MOD for Timer 2. The register pair (RCAP2H, RCAP2L) are the Capture/Reload registers for Timer 2 in 16-bit capture mode or 16-bit auto-reload mode.Interrupt Registers4The individual interrupt enable bits are in the IE register. Two priorities can be set for each of the six interrupt sources in the IP register.5小型交通灯控制系统的设计与制作8位8字节闪存单片机AT89C52功能特性描述AT89S52是一种低功耗、高性能CMOS8位微控制器，具有8K内置可编程闪存。
单片机交通灯中英文对照外文翻译文献
中英文对照外文翻译原文DESIGN OF TRAFFIC LIGHT BASED ON MCUBecause of the rapid development of our economy resulting in the car number of large and medium-sized cities surged and the urban traffic, is facing serious test, leading to the traffic problem increasingly serious, its basically are behaved as follows: traffic accident frequency, to the human life safety enormous threat, Traffic congestion, resulting in serious travel time increases, energy consumption increase; Air pollution and noise pollution degree of deepening, etc. Daily traffic jams become people commonplace and had to endure. In this context, in combination with the actual situation of urban road traffic, develop truly suitable for our own characteristics of intelligent signal control system has become the main task.PrefaceIn practical application at home and abroad, according to the actual traffic signal control application inspection, planar independent intersection signal control basic using set cycle, much time set cycle, half induction, whole sensor etc in several ways. The former two control mode is completely based on planar intersection always traffic flow data of statistical investigation, due to traffic flow the existence of variable sex and randomicity, the two methods have traffic efficiency is low, the scheme, the defects of aging and half inductive and all the inductive the two methods are in the former two ways based on increased vehicle detector and according to the information provided to adjust cycle is long and green letter of vehicle, it than random arrived adaptability bigger, can make vehicles in the parking cord before as few parking, achieve traffic flowing effectIn modern industrial production,current,voltage,temperature, pressure, and flow rate, velocity, and switch quantity are common mainly controlled parameter. For example: in metallurgical industry, chemical production, power engineering, the papermaking industry, machinery and food processing and so on many domains, people need to transport the orderlycontrol. By single chip microcomputer to control of traffic, not only has the convenient control, configuration simple and flexible wait for an advantage, but also can greatly improve the technical index by control quantity, thus greatly improve product quality and quantity. Therefore, the monolithic integrated circuit to the traffic light control problem is an industrial production we often encounter problems.In the course of industrial production, there are many industries have lots of traffic equipment, in the current system, most of the traffic control signal is accomplished by relays, but relays response time is long, sensitivity low, long-term after use, fault opportunity increases greatly, and adopts single-chip microcomputer control, the accuracy of far greater than relays, short response time, software reliability, not because working time reduced its performance sake, compared with, this solution has the high feasibility.About AT89C511.function characteristics description:AT89C51 is a low power consumption, high performance CMOS8 bit micro-controller, has the 8K in system programmable Flash memory. Use high-density Atmel company the beltpassword nonvolatile storage technology and manufacturing, and industrial 80S51 product instructions and pin fully compatible. Chip Flash allow program memory in system programmable, also suitable for conventional programmer. In a single chip, have dexterous 8 bits CPU and in system programmable Flash, make AT89C51 for many embedded control application system provides the high flexible, super efficient solution. AT89C51 has the following standard function: 8k bytes Flash, 256 bytes RAM, 32-bit I/O mouth line, the watchdog timer, two data pointer, three 16 timer/counter, a 6 vector level 2 interrupt structure, full-duplex serial port, piece inside crystals timely clock circuit. In addition, AT89C51 can drop to 0Hz static logic operation, support two software can choose power saving mode. Idle mode, the CPU to stop working, allowing the RAM, timer/counter, serial ports, interruption continue to work. Power lost protection mode, RAM content being saved, has been frozen, microcontroller all work stop, until the next interruption or hardware reset so far. As shown in figure 1 for the AT89C51 pins allotment.Figure 1 the AT89C51 pins allotment2.interrupt introductionAT89C51 has six interrupt sources: two external interruption, (and), three timer interrupt (timer 0, 1, 2) and a serial interrupts. Each interrupt source can be passed buy bits or remove IE the relevant special register interrupt allow control bit respectively make effective or invalid interrupt source. IE also includes an interrupt allow total control bit EA, it can be a ban all interrupts. IE. Six is not available. For AT89C51, IE. 5 bits are also not be used. User software should not give these bits write 1. They AT89 series for new product reserved. Timer 2 can be TF2 and the T2CON registers EXF2 or logical triggered. Program into an interrupt service, the sign bit can be improved by hardware qing 0. In fact, the interrupt service routine must determine whether TF2 or EXF2 activation disruption, the sign bit must also by software qing 0. Timer 0 and 1 mark a timer TF0 and TF1 has been presented in the cycle count overflow S5P2 074 bits. Their value until the next cycle was circuit capture down. However, the timer 2 marks a TF2 in count overflow of the cycle of S2P2 074 bits, in the same cycle was circuit capture down3.external clock driving characteristicsTable 14.leisure and power lost pattern external pins stateTable 2About 8255 chip1.8255 features:(1)A parallel input/output LSI chips, efficacy of I/O devices, but as CPU bus and peripheral interface.(2)It has 24 programmable Settings of I/O mouth, even three groups of 8 bits I/O mouth to mouth, PB mouth and PA PC mouth. They are divided into two groups 12 I/O mouth, A group including port A and C mouth (high four, PC4 ~ PC7), including group B and C port B mouth (low four, PC0 ~ PC3). A group can be set to give basic I/O mouth, flash control (STROBE) I/O flash controlled, two-way I/O3 modes, Group B can only set to basic I/O or flash controlled the I/O, and these two modes of operation mode entirely by controlling registers control word decision.2. 8255 pins efficacy:(1). RESET: RESET input lines, when the input outside at high levels, all internal registers (including control registers) were removed, all I/O ports are denoting input methods.(2). CS: chip choose a standard lamp line 1, when the input pins for low levels, namely/CS = 0, said chip is selected, allow 8255 and CPU for communications, / CS = 1, 8255 cannot with CPU do data transmission.(3). RD: read a standard lamp line 1, when the input pins for low levels, namely/RD = 0 and/CS = 0, allow 8255 through the data bus to the CPU to send data or state information, namely the CPU 8255 read from the information or data.(4). The WR: write a standard lights, when the input pins for low levels, namely/WR = 0 and/CS = 0, allows the CPU will data or control word write 8255.(5). D7: three states D0 ~ two-way data bus, 8255 and CPU data transmission channel, when the CPU execution input/output instruction, through its realization 8 bits of data read/write operation, control characters and status information transmitted through the data bus.(6). PA0 ~ PA7: port A input and output lines, A 8 bits of data output latches/buffers, an 8 bits of data input latches.(7). PB0 ~ PB7: port B input and output lines, a 8 bits of I/O latches, an 8 bits of input and output buffer.(8). PC0 ~ PC7: port C input and output lines, a 8 bits of data output latches/buffers, an 8 bits of data input buffer. Port C can through the way of working setting into two four ports, every 4 digit port contains A 4 digit latches, respectively with the port A and port B cooperate to use, can be used as control standard lights output or state standard lights input ports.(9). A0, A1: address selection line, used to select the PA 8255 mouth, PB mouth, PC mouth and controlling registers.When A0=0, A1= 0, PA mouth be chosen;When A0=0, A1 = 1, PB mouth be chosen;When A0=0, A1 = 1, PC mouth be chosen;When A0=1, A1= 1, control register is selected.Concerning seven section LED display introductionThrough light emitting diode chip appropriate link (including series and parallel) andappropriate optical structure. May constitute a luminous display light-emitting segments or shine points. By these luminous segments or shine point can be composed digital tube, symbols tube, m word pipe, tube, multilevel matrix display tube etc. Usually the digital tube, symbols tube, m word tube were called stroke display, but the stroke displays and matrix tube collectively referred to as character displays.1. The LED display classification(1) by word high marks: stroke monitors word high least 1mm (monolithic integrated type more digital tube word high in commonly 2 ~ 3mm). Other types of stroke display tiptop1.27 mm (0.5 inch) even up to hundreds of mm.(2) color-coded score red, orange, yellow, green and several kinds.(3) according to the structure points, reflecting cover type, a single point-elastic and monolithic integrated type.(4) from the luminous section electrode connection mode of points of anode and cathode two kinds.2. LED display parametersDue to the LED display is LED based, so its light, and the electrical characteristics and ultimate meaning of the parameters with most of the same light emitting diode. But because the LED monitor containing multiple light emitting diode, it must has the following specific parameters:(1) the luminous intensity ratioDue to the digital tube paragraphs in the same driving voltage, each are not identical, so positive current each different. The luminous intensity All segments of the luminous intensity values the ratio of the maximum and minimum values for the luminous intensity ratio. The ratio between 2.3 in 1.5 ~, the maximum cannot exceed 2.5.(2) pulse positive currentIF each segment of typical strokes displays for positive dc working current IF, then the pulse, positive current can be far outweigh.someotherwordpeopledontthinkoffirst. Pulse 390v smaller, pulse positive current can be bigger.Traffic signal control typeThe purpose of the traffic signal control are three: first,in time and space space intersection traffic in different directions,control traffic operation order; Second, make onplanar cross the road network on the people and objects of transport at the highest efficiency, Third, as the road users to provide necessary information, and help them to effectively use the traffic facilities. Road traffic signal control of basic types have many points method.According to the control geometry characteristic is divided into: single intersection control - point control, the traffic trunk lines of coordinated control - wire, traffic network coordination control surface controlling; -- According to the control principle differentiates: timing control, induced control and adaptive control.About watch-dog circuitBy single-chip computers.the micro computer system, because of single chip work often can be affected by external electromagnetic interference, causing program run fly while into dead circulation, the program's normal operation be interrupted by single chip microcomputer control system was unable to work, can cause the whole system of come to a standstill, happen unpredictable consequences, so out of microcontroller running status real-time.according consideration, they generate a specially used for monitoring microcontroller program running state of the chip, commonly known as "watchdog" (watchdog).MAX692 was slightly system monitoring circuit chip, have back-up battery switching, power lost discriminant functions monitoring, the watchdog. The encapsulation and pin instructions as figure2shows.Figure 2 MAX692 encapsulation and pinsWatch-dog circuit application, make SCM can in no condition to achieve continuous work, its working principle is: the watchdog chip and MCU an I/O pins are linked together, the I/O pins through program control it regularly to the watchdog of the pins on into high level (or the low level), this program statement is scattered on SCM other control statements,once among single-chip due to the interference makes application run into a fly after the procedures section into dead circulation state, write the watchdog pins program cannot be executed, this time, the watch-dog circuit will be without microcontroller sent signals, then at it and MCU reset pin connected pin reset signal give out a a, make SCM reposition occurs, namely the program from program memory splittext started, so we realized the MCU automatic reset.Infrared detection circuitThe infrared radiation photon in semiconductor materials stimutes the non-equilibrium carriers (electronic or holes), cause electrical properties change. Because carrier does not escape in vitro, so called within the photoelectric effect. Quantum photoelectric effect high sensitivity, response speed heat detectors much faster, is optional detectors. In order to achieve the best performance, generally need worked in low temperature. Photoelectric detector can be divided into:(1) optical type: also called photoconductive resistance. The incident photon stimulate the valence band uniform semiconductor electronic across forbidden band into the conduction band and left in valence band, cause cavitation increases, for electric conductance eigen light conductivity. From the band gaps of impurity level also can stimulate light into the conduction band or born carriers valence band, and for impurities light conductivity. The cutoff wavelength by impurity ionization energy (ie) decision. Quantum efficiencies below eigen optical and require lower working temperature.(2) photovoltaic type: mainly p - n knot of light born volts effect. Energy more than the width of infrared photonic band gaps in "area and its nearby of electrons cavitation. Existing "electric field make hole into p area, electronic into n area, two parts appear potentials. Deoxidization device have voltage or current signal. Compared with optical detectors, pv detector detect rate more than forty percent of figure limit, Don't require additional bias electric field and load resistance, no power consumption, having a high impedance. These characteristics of preparation and use of the focal plane array bring great benefits.(3) light emitting - Schottky potential barrier detector: metal and semiconductor contact, typically include PtSi/Si structure and form was Schott potential barrier, infrared photon through Si layer for PtSi absorption, electronic Fermi level, obtain energy leap over left cavitation potential barrier into the Si substrate, PtSi layer of electronic was collected,complete infrared detection. Make full use of Si integration technology, facilitate production, with lower cost and good uniformity wait for an advantage, but make it mass (1024 x 1024 even greater) focal plane array to make up for the defect of quantum low efficiency. Have strict low temperature requirements. With this kind of detector, both at home and abroad has already produced as qualitative good thermography. Pt Si/Si structure made of FPA is the earliest IRFPA.Timing counting and traffic calculationUsing MCS - 51 internal timer/counter for timing, cooperate software delay realizes the timer. This method hardware cost saving, cut allows the reader in timer/counter use, disruptions and programming get exercise and improve. Computation formula is as follows: TC = M - CType in, M for counter touch value, the value and the counter working way concerned.For a traffic intersection, it can in the shortest possible time to achieve maximum traffic, even reached the best performance, we call in unit of time to achieve the maximum flow multi-energy for cars.Use the equation: (traffic = traffic/time) to represent.译文:基于单片机的交通灯设计我国经济快速发展，汽车数量猛增，大中型城市的城市交通正面临着严峻的考验，交通问题日益严重，其主要表现如下：交通事故频发，对人类生命安全造成极大威胁；交通拥堵严重，导致出行时间增加，能源消耗加大；空气污染和噪声污染程度日益加深等。
单片机交通灯控制器论文中英文对照资料外文翻译文献
中英文对照资料外文翻译文献附件1：外文资料翻译译文基于单片机的十字路口交通灯控制器的设计由于我国经济的快速发展从而导致了汽车数量的猛增，大中型城市的城市交通，正面临着严峻的考验，从而导致交通问题日益严重，其主要表现如下：交通事故频发，对人类生命安全造成极大威胁；交通拥堵严重，导致出行时间增加，能源消耗加大；空气污染和噪声污染程度日益加深等。
日常的交通堵塞成为人们司空见惯而又不得不忍受的问题。
在这种背景下，结合我国城市道路交通的实际情况，开发出真正适合我们自身特点的智能信号灯控制系统已经成为当前的主要任务。
前言在实际应用上，根据对国内外实际交通信号控制应用的考察，平面独立交叉口信号控制基本采用定周期、多时段定周期、半感应、全感应等几种方式。
前两种控制方式完全是基于对平面交叉口既往交通流数据的统计调查，由于交通流存在的变化性和随机性，这两种方式都具有通行效率低、方案易老化的缺陷，而半感应式和全感应式这两种方式是在前两种方式的基础上增加了车辆检测器并根据其提供的信息来调整周期长和绿信比，它对车辆随机到达的适应性较大，可使车辆在停车线前尽可能少停车，达到交通流畅的效果。
在现代化的工业生产中，电流、电压、温度、压力、流量、流速和开关量都是常用的主要被控参数。
例如：在冶金工业、化工生产、电力工程、造纸行业、机械制造和食品加工等诸多领域中，人们都需要对交通进行有序的控制。
采用单片机来对交通进行控制，不仅具有控制方便、组态简单和灵活性大等优点，而且可以大幅度提高被控制量的技术指标，从而能够大大提高产品的质量和数量。
因此，单片机对交通灯的控制问题是一个工业生产中经常会遇到的问题。
在工业生产中，有很多行业有大量的交通灯设备，在现行系统中,大多数的交通控制信号都是用继电器来完成的,但继电器响应时间长,灵敏度低,长期使用之后,故障机会大大增加,而采用单片机控制,其精度远远大于继电器,响应时间短,软件可靠性高,不会因为工作时间缘故而降低其性能,相比而言,本方案具有很高的可行性。
交通灯毕业论文英文资料翻译
毕业论文英文资料翻译系别：专业：班级：姓名：学号：Introduction of Programmable controllers From a simple heritage, these remarkable systems have evolved to not only replace electromechanical devices, but to solve an ever-increasing array of control problems in both process and nonprocess industries. By all indications, these microprocessor powered giants will continue to break new ground in the automated factory into the 1990s.HISTORYIn the 1960s, electromechanical devices were the order of the day ass far as control was concerned. These devices, commonly known as relays, were being used by the thousands to control many sequential-type manufacturing processes andstand-along machines. Many of these relays were in use in the transportation industry, more specifically, the automotive industry. These relays used hundreds of wires and their interconnections to effect a control solution. The performance of a relay was basically reliable - at least as a single device. But the common applications for relay panels called for 300 to 500 or more relays, and the reliability and maintenance issues associated with supporting these panels became a very great challenge. Cost became another issue, for in spite of the low cost of the relay itself, the installed cost of the panel could be quite high. The total cost including purchased parts, wiring, and installation labor, could range from $30~$50 per relay. To make matters worse, the constantly changing needs of a process called for recurring modifications of a control panel. With relays, this was a costly prospect, as it was accomplished by a major rewiring effort on the panel. In addition these changes were sometimes poorly documented, causing a second-shift maintenance nightmare months later. In light of this, it was not uncommon to discard an entire control panel in favor of a new one with the appropriate components wired in a manner suited for the new process. Add to this the unpredictable, and potentially high, cost of maintaining these systems as on high-volume motor vehicle production lines, and it became clear that something was needed to improve the control process – to make it more reliable, easier to troubleshoot, and more adaptable to changing control needs.That something, in the late 1960s, was the first programmable controller. This first ‘revolutionary’ system wan developed as a specific response to the needs of the major automotive manufacturers in the United States. These early controllers, or programmable logic controllers (PLC), represented the first systems that 1 could be used on the factory floor, 2 could have there ‘logic’ changed without extensiverewiring or component changes, and 3 were easy to diagnose and repair when problems occurred.It is interesting to observe the progress that has been made in the past 15 years in the programmable controller area. The pioneer products of the late 1960s must have been confusing and frightening to a great number of people. For example, what happened to the hardwired and electromechanical devices that maintenance personnel were used to repairing with hand tools? They were replaced with ‘computers’ disguised as electronics designed to replace relays. Even the programming tools were designed to appear as relay equivalent presentations. We have the opportunity now to examine the promise, in retrospect, that the programmable controller brought to manufacturing.All programmable controllers consist of the basic functional blocks shown in Fig.10. 1. We’ll examine each block to understand the relationship to the control system. First we look at the center, as it is the heart ( or at least the brain ) of the system. It consists of a microprocessor, logic memory for the storage of the actual control logic, storage or variable memory for use with data that will ordinarily change as a function power for the processor and memory. Next comes the I/O block. This function takes the control level signals for the CPU and converts them to voltage and current levels suitable for connection with factory grade sensors and actuators. The I/O type can range from digital (discrete or on / off), analog (continuously variable), or a variety of special purpose ‘smart’ I/O which are dedicated to a certain ap plication task. The programmer is shown here, but it is normally used only to initially configure and program a system and is not required for the system to operate. It is also used in troubleshooting a system, and can prove to be a valuable tool in pinpointing the exact cause of a problem. The field devices shown here represent the various sensors and actuators connected to the I/O. These are the arms, legs, eyes, and ears of the system, including push buttons, limit switches, proximity switches, photosensors, thermocouples, RTDS, position sensing devices, and bar code reader as input; and pilot lights, display devices, motor starters, DC and AC drives, solenoids, and printers as outputs.No single attempt could cover its rapidly changing scope, but three basic characteristics can be examined to give classify an industrial control device as a programmable controller.(1) Its basic internal operation is to solve logic from the beginning of memory to some specified point, such as end of memory or end of program. Once the end isreached, the operation begins again at the beginning of memory. This scanning process continues from the time power is supplied to the time it it removed.(2) The programming logic is a form of a relay ladder diagram. Normally open, normally closed contacts, and relay coils are used within a format utilizing a left and a right vertical rail. Power flow (symbolic positive electron flow) is used to determine which coil or outputs are energized or deenergized.(3) The machine is designed for the industrial environment from its basic concept; this protection is not added at a later date. The industrial environment includes unreliable AC power, high temperatures (0 to 60 degree Celsius), extremes of humidity, vibrations, RF noise, and other similar parameters.General application areasThe programmable controller is used in a wide variety of control applications today, many of which were not economically possible just a few years ago. This is true for two general reasons: 1 there cost effectiveness (that is, the cost per I/O point) has improved dramatically with the falling prices of microprocessors and related components, and 2 the ability of the controller to solve complex computation and communication tasks has made it possible to use it where a dedicated computer was previously used.Applications for programmable controllers can be categorized in a number of different ways, including general and industrial application categories. But it is important to understand the framework in which controllers are presently understood and used so that the full scope of present and future evolution can be examined. It is through the power of applications that controllers can be seen in their full light. Industrial applications include many in both discrete manufacturing and process industries. Automotive industry applications, the genesis of the programmable controller, continue to provide the largest base of opportunity. Other industries, such as food processing and utilities, provide current development opportunities.There are five general application areas in which programmable controllers are used. A typical installation will use one or more of these integrated to the control system problem. The five general areas are explained briefly below.DescriptionThe AT89C51 is a low-power, high-performance CMOS 8-bit microcomputer with 4K bytes of Flash programmable and erasable read only memory (PEROM). The device is manufactured using Atmel’s high-density nonvolatile memory technology and is compatible with the industry-standard MCS-51 instruction set and pinout. Theon-chip Flash allows the program memory to be reprogrammed in-system or by a conventional nonvolatile memory programmer. By combining a versatile 8-bit CPU with Flash on a monolithic chip, the Atmel AT89C51 is a powerful microcomputer which provides a highly-flexible and cost-effective solution to many embedded control applications.Function characteristicThe AT89C51 provides the following standard features: 4K bytes of Flash, 128 bytes of RAM, 32 I/O lines, two 16-bit timer/counters, a five vector two-level interrupt architecture, a full duplex serial port, on-chip oscillator and clock circuitry. In addition, the AT89C51 is designed with static logic for operation down to zero frequency and supports two software selectable power saving modes. The Idle Mode stops the CPU while allowing the RAM, timer/counters, serial port and interrupt system to continue functioning. The Power-down Mode saves the RAM contents but freezes the oscillator disabling all other chip functions until the next hardware reset. Pin DescriptionVCC：Supply voltage.GND：Ground.Port 0：Port 0 is an 8-bit open-drain bi-directional I/O port. As an output port, each pin can sink eight TTL inputs. When 1s are written to port 0 pins, the pins can be used as highimpedance inputs.Port 0 may also be configured to be the multiplexed loworder address/data bus during accesses to external program and data memory. In this mode P0 has internal pullups.Port 0 also receives the code bytes during Flash programming,and outputs the code bytes during programverification. External pullups are required during programverification.Port 1Port 1 is an 8-bit bi-directional I/O port with internal pullups.The Port 1 output buffers can sink/source four TTL inputs.When 1s are written to Port 1 pins they are pulled high by the internal pullups and can be used as inputs. As inputs,Port 1 pins that are externally being pulled low will source current (IIL) because of the internal pullups.Port 1 also receives the low-order address bytes during Flash programming and verification.Port 2Port 2 is an 8-bit bi-directional I/O port with internal pullups.The Port 2 output buffers can sink/source four TTL inputs.When 1s are written to Port 2 pins they arepulled high by the internal pullups and can be used as inputs. As inputs,Port 2 pins that are externally being pulled low will source current, because of the internal pullups.Port 2 emits the high-order address byte during fetches from external program memory and during accesses to external data memory that use 16-bit addresses. In this application, it uses strong internal pullupswhen emitting 1s. During accesses to external data memory that use 8-bit addresses, Port 2 emits the contents of the P2 Special Function Register.Port 2 also receives the high-order address bits and some control signals during Flash programming and verification.Port 3Port 3 is an 8-bit bi-directional I/O port with internal pullups.The Port 3 output buffers can sink/source four TTL inputs.When 1s are written to Port 3 pins they are pulled high by the internal pullups and can be used as inputs. As inputs,Port 3 pins that are externally being pulled low will source current (IIL) because of the pullups.Port 3 also serves the functions of various special features of the AT89C51 as listed below:Port 3 also receives some control signals for Flash programming and verification. RSTReset input. A high on this pin for two machine cycles while the oscillator is running resets the device.ALE/PROGAddress Latch Enable output pulse for latching the low byte of the address during accesses to external memory. This pin is also the program pulse input (PROG) during Flash programming.In normal operation ALE is emitted at a constant rate of1/6 the oscillator frequency, and may be used for external timing or clocking purposes. Note, however, that one ALE pulse is skipped during each access to external Data Memory.If desired, ALE operation can be disabled by setting bit 0 of SFR location 8EH. With the bit set, ALE is active only during a MOVX or MOVC instruction. Otherwise, the pin is weakly pulled high. Setting the ALE-disable bit has no effect if the microcontroller is in external execution mode.PSENProgram Store Enable is the read strobe to external program memory.When the AT89C51 is executing code from external program memory, PSEN is activated twice each machine cycle, except that two PSEN activations are skipped during each access to external data memory.EA/VPPExternal Access Enable. EA must be strapped to GND in order to enable the device to fetch code from external program memory locations starting at 0000H up to FFFFH. Note, however, that if lock bit 1 is programmed, EA will be internally latched on reset.EA should be strapped to VCC for internal program executions.This pin also receives the 12-volt programming enable voltage(VPP) during Flash programming, for parts that require12-volt VPP.XTAL1Input to the inverting oscillator amplifier and input to the internal clock operating circuit.XTAL2Output from the inverting oscillator amplifier.Oscillator CharacteristicsXTAL1 and XTAL2 are the input and output, respectively,of an inverting amplifier which can be configured for use as an on-chip oscillator, as shown in Figure 1.Either a quartz crystal or ceramic resonator may be used. To drive the device from an external clock source, XTAL2 should be left unconnected while XTAL1 is driven as shown in Figure 2.There are no requirements on the duty cycle of the external clock signal, since the input to the internal clocking circuitry is through adivide-by-two flip-flop, but minimum and maximum voltage high and low time specifications must be observed.Figure 1. Oscillator Connections Figure 2. External Clock Drive Configuration Idle ModeIn idle mode, the CPU puts itself to sleep while all the onchip peripherals remain active. The mode is invoked by software. The content of the on-chip RAM and all the special functions registers remain unchanged during this mode. The idle mode can be terminated by any enabled interrupt or by a hardware reset.It should be noted that when idle is terminated by a hard ware reset, the device normally resumes program execution,from where it left off, up to two machine cycles before the internal reset algorithm takes control. On-chip hardware inhibits access to internal RAM in this event, but access to the port pins is not inhibited. To eliminate the possibility of an unexpected write to a port pin when Idle is terminated by reset, the instruction following the one that invokes Idle should not be one that writes to a port pin or to external memory.Power-down ModeIn the power-down mode, the oscillator is stopped, and the instruction that invokes power-down is the last instruction executed. The on-chip RAM and Special Function Registers retain their values until the power-down mode is terminated. The only exit from power-down is a hardware reset. Reset redefines the SFRs but does not change the on-chip RAM. The reset should not be activated before VCC is restored to its normal operating level and must be held active long enough to allow the oscillator to restart and stabilize.Program Memory Lock BitsOn the chip are three lock bits which can be left unprogrammed (U) or can be programmed (P) to obtain the additional features listed in the table below.When lock bit 1 is programmed, the logic level at the EA pin is sampled and latched during reset. If the device is powered up without a reset, the latch initializes to a random value, and holds that value until reset is activated. It is necessary that the latched value of EA be in agreement with the current logic level at that pin in order for the device to function properly介绍可编程控制器从一个简单的遗产,这显著的系统已经进化到不仅取代机电设备,而是为了解决日益增加的一系列控制问题在这两种过程和nonprocess行业。
汽车照明系统外文文献翻译、中英文翻译、外文翻译
汽车照明系统外文文献翻译、中英文翻译、外文翻译汽车照明系统一辆汽车的照明系统包括安装在前方、后方、两侧和顶部的照明和信号装置。
在巷道和交通繁忙的地方行驶时，灯光可以明显地提醒其他司机和行人注意到车辆的存在、位置、大小、方向和驾驶者的意图和行驶速度。
紧急车辆通常带有独特的照明设备，以提醒司机并表明交通优先。
历史早期的道路车辆使用燃料灯作为车前照明灯。
例如，第一次引进的XXXT型车的头灯和尾灯是用油灯。
然而，几年后，所有车辆都改用电气照明。
发电机在1908年第一次在汽车上使用，并在20世纪20年代普遍使用。
制动尾灯在1915年开始研究，1919年投入使用。
1936年至1940年，密封前照灯在美国作为唯一的标准类型。
自动取消转弯信号从1940年开始使用。
到了1945年，大灯和信号灯被纳入汽车结构。
1960年，欧洲开发了卤素前照灯光源。
1991年开始制作了HID车灯。
1993年，大批量生产的汽车上安装了LED尾灯。
21世纪的前十年里，LED等大量增加。
光源白炽灯泡是所有汽车照明设备中使用的常见光源。
许多类型的灯泡都被使用，制造商使用标准化的型数字来标识同规格的灯泡。
灯座可能具有一个或两个联系人，塑料或玻璃楔形或双线循环或箍在管状"绳"灯具上使用刺刀类型。
螺丝灯座灯永远不会在汽车应用中使用，因为它们会因振动而松动。
方向灯与内部或外部镜片使用无色的灯泡。
相反，灯与无色镜片可能使用红色或黄色的灯泡来为各种功能提供所需的颜色的光。
通常，21到27瓦的灯泡生产280至570瓦（22至45平均球面光）用于停止，灯泡转，扭转前后雾灯，而4到10瓦的灯泡生产40到130瓦（3到10平均球面光）用于尾灯、停车灯、侧标志灯和侧转向灯中继器。
备了特殊的灯光，以便在紧急情况下提供更好的可见性和安全性。
这些灯光通常包括旋转灯、闪光灯和闪烁灯，以及LED灯。
LED灯在紧急车辆中的应用越来越普遍，因为它们提供更长的使用寿命和更低的能耗，同时也更加耐用和可靠。
交通灯的外文翻译字
交通灯的外文翻译字Traffic lights are one of the most important tools when it comes to traffic safety. They are designed to regulate traffic flow and prevent accidents. The word “traffic light” is commonly used in English to describe the signal that controls traffic at intersections and crosswalks.The first traffic light was invented in 1868 by a British railway engineer named John Peake Knight. This early version was agas-powered lantern that used red and green lights to indicate when it was safe to proceed and when it was necessary to stop. This basic design has been improved over the years, with the addition of yellow lights and more sophisticated timing mechanisms.In the United States, traffic lights are typically referred to as “stoplights.” This term i s used to describe the red light that requires drivers to come to a complete stop before proceeding. The green light means that drivers can proceed, while the yellow light indicates that drivers should prepare to stop.Other English-speaking countries use different terms to describe traffic lights. In the United Kingdom and Australia, the term “traffic lights” is most commonly used. In Canada and other commonwealth countries, traffic lights are often referred to as “robots.”In some countries, traffic lights are also used to regulate pedestrian traffic. In these cases, the signals may be supplemented with audible signals or special symbols to indicate when it is safe to cross the street. In the United States, these types of pedestrian signals are often known as “walk/don’t walk” signals.In addition to their basic function of regulating traffic flow and preventing accidents, traffic lights can also serve other important purposes. In some cities, for example, traffic lights are synchronized to reduce congestion on major thoroughfares during rush hour. This can help reduce overall travel times and improve the efficiency of the transportation system.Overall, traffic lights are an essential part of modern transportation infrastructure. Through their use of color and light, they are able to communicate important information to both drivers and pedestrians. Whether referred to as “traffic lights” or “stoplights,” these signals are a crucial tool in ensuring the safety and efficiency of our streets and highways.。
交通信号智能控制系统外文文献及翻译
Agent controlled traffic lightsAuthor：Danko A. Roozemond，Jan L.H. RogierProvenance：Delft University of Technology IntroductionThe quality of (urban) traffic control systems is determined by the match between the control schema and the actual traffic patterns. If traffic patterns change, what they usually do, the effectiveness is determined by the way in which the system adapts to these changes. When this ability to adapt becomes an integral part of the traffic control unit it can react better to changes in traffic conditions. Adjusting a traffic control unit is a costly and timely affair if it involves human attention. The hypothesis is that it might offer additional benefit using self-evaluating and self-adjusting traffic control systems. There is already a market for an urban traffic control system that is able to react if the environment changes;the so called adaptive systems. "Real" adaptive systems will need pro-active calculated traffic information and cycle plans- based on these calculated traffic conditions- to be updated frequently.Our research of the usability of agent technology within traffic control can be split into two parts. First there is a theoretical part integrating agent technology and traffic control. The final stage of this research focuses on practical issues like implementation and performance. Here we present the concepts of agent technology applied to dynamic traffic control. Currently we are designing a layered model of an agent based urban traffic control system. We will elaborate on that in the last chapters.Adaptive urban traffic controlAdaptive signal control systems must have a capability to optimise the traffic flow by adjusting the traffic signals based on current traffic. All used traffic signal control methods are based on feed-back algorithms using traffic demand data -varying from years to a couple of minutes - in the past. Current adaptive systems often operate on the basis of adaptive green phases and flexible co-ordination in (sub)networks based on measured traffic conditions (e.g., UTOPIA-spot,SCOOT). These methods are still not optimal where traffic demand changes rapidly within a short time interval. The basic premise is that existing signal plan generation tools make rational decisions about signal plans under varying conditions; but almost none of the current available tools behave pro-actively or have meta-rules that may change behaviour of the controller incorporated into the system. The next logical step for traffic control is the inclusion of these meta-rules and pro active and goal-oriented behaviour. The key aspects of improved control, for which contributions from artificial intelligence and artificial intelligent agents can be expected, include the capability of dealing with conflicting objectives; the capability of making pro-active decisions on the basis of temporal analysis; the ability of managing, learning, self adjusting and responding to non-recurrent and unexpected events (Ambrosino et al.., 1994).What are intelligent agentsAgent technology is a new concept within the artificial intelligence (AI). The agent paradigm in AI is based upon the notion of reactive, autonomous, internally-motivated entities that inhabit dynamic, not necessarily fully predictable environments (Weiss, 1999). Autonomy is the ability to function as an independent unit over an extended period of time, performing a variety of actions necessary to achieve pre-designated objectives while responding to stimuli produced by integrally contained sensors (Ziegler, 1990). Multi-Agent Systems can be characterised by the interaction of many agents trying to solve a variety of problems in a co-operative fashion. Besides AI, intelligent agents should have some additional attributes to solve problems by itself in real-time; understand information; have goals and intentions; draw distinctions between situations; generalise; synthesise new concepts and / or ideas; model the world they operate in and plan and predict consequences of actions and evaluate alternatives. The problem solving component of an intelligent agent can be a rule-based system but can also be a neural network or a fuzzy expert system. It may be obvious that finding a feasible solution is a necessity for an agent. Often local optima in decentralised systems, are not the global optimum. This problem is not easily solved. The solution has to be found by tailoring the interaction mechanism or to have a supervising agent co-ordinating the optimisation process of the other agents. Intelligent agents in UTC,a helpful paradigmAgent technology is applicable in different fields within UTC. The ones most important mentioning are: information agents, agents for traffic simulation and traffic control. Currently, most applications of intelligent agents are information agents. They collect information via a network. With special designed agents user specific information can be provided. In urban traffic these intelligent agents are useable in delivering information about weather, traffic jams, public transport, route closures, best routes, etc. to the user via a Personal Travel Assistant. Agent technology can also be used for aggregating data for further distribution. Agents and multi agent systems are capable of simulating complex systems for traffic simulation. These systems often use one agent for every traffic participant (in a similar way as object oriented programs often use objects). The application of agents in (Urban) Traffic Control is the one that has our prime interest. Here we ultimately want to use agents for pro-active traffic light control with on-line optimisation. Signal plans then will be determined based on predicted and measured detector data and will be tuned with adjoining agents. The most promising aspects of agent technology, the flexibility and pro-active behaviour, give UTC the possibility of better anticipation of traffic. Current UTC is not that flexible, it is unable to adjust itself if situations change and can't handle un-programmed situations. Agent technology can also be implemented on several different control layers. This gives the advantage of being close to current UTC while leaving considerable freedom at the lower (intersection) level. Designing agent based urban traffic control systemsThe ideal system that we strive for is a traffic control system that is based on actuated traffic controllers and is able to pro actively handle traffic situations and handling the different, sometimes conflicting, aims of traffic controllers. The proposed use of the concept of agents in this research is experimental.Assumptions and considerations on agent based urban traffic controlThere are three aspects where agent based traffic control and -management can improve current state of the art UTC systems:- Adaptability. Intelligent agents are able to adapt its behaviour and can learn from earlier situations.- Communication. Communication makes it possible for agents to co-operate and tune signal plans.- Pro-active behaviour. Due to the pro active behaviour traffic control systems are able to plan ahead.To be acceptable as replacement unit for current traffic control units, the system should perform the same or better than current systems. The agent based UTC will require on-line and pro-active reaction on changing traffic patterns. An agent based UTC should be demand responsive as well as adaptive during all stages and times. New methods for traffic control and traffic prediction should be developed as current ones do not suffice and cannot be used in agent technology. The adaptability can also be divided in several different time scales where the system may need to handle in a different way (Rogier, 1999):- gradual changes due to changing traffic volumes over a longer period of time,- abrupt changes due to changing traffic volumes over a longer period of time,- abrupt, temporal, changes due to changing traffic volumes over a short period of time,- abrupt, temporal, changes due to prioritised traffic over a short period of time One way of handling the balance between performance and complexity is the use of a hierarchical system layout. We propose a hierarchy of agents where every agent is responsible for its own optimal solution, but may not only be influenced by adjoining agents but also via higher level agents. These agents have the task of solving conflicts between lower level agents that they can't solve. This represents current traffic control implementations and idea's. One final aspect to be mentioned is the robustness of agent based systems (if all communication fails the agent runs on, if the agent fails a fixed program can be executed.To be able to keep our first urban traffic control model as simple as possible we have made the following assumptions: we limit ourselves to inner city traffic control (road segments, intersections, corridors), we handle only controlled intersections with detectors (intensity and speed) at all road segments, we only handle cars and we use simple rule bases for knowledge representation.Types of agents in urban intersection controlAs we divide the system in several, recognisable, parts we define the following 4 types of agents:- Roads are represented by special road segment agents (RSA),- Controlled intersections are represented by intersection agents (ITSA),- For specific, defined, areas there is an area agent (higher level),- For specific routes there can be route agents, that spans several adjoining road segments (higher level).We have not chosen for one agent per signal. This may result in a more simple solution but available traffic control programs do not fit in that kind of agent. We deliberately choose a more complex agent to be able to use standard traffic control design algorithms and programs. The idea still is the optimisation on a local level (intersection), but with local and global control. Therefor we use area agents and route agents. All communication takes place between neighbouring agents and upper and lower level ones.Design of our agent based systemThe essence of a, demand responsive and pro-active agent based UTC consists of several ITSA's (InTerSection Agent).,some authority agents (area and route agents) and optional Road Segment Agents (RSA). The ITSA makes decisions on how to control its intersection based on its goals, capability, knowledge, perception and data. When necessary an agent can request for additional information or receive other goals or orders from its authority agent(s).For a specific ITSA, implemented to serve as an urban traffic control agent, the following actions are incorporated (Roozemond, 1998):- data collection / distribution (via RSA - information on the current state of traffic; from / to other ITSA's - on other adjoining signalised intersections);- analysis (with an accurate model of the surrounds and knowing the traffic and traffic control rules define current trend; detect current traffic problems);- calculation (calculate the next, optimal, cycle mathematically correct);- decision making (with other agent deciding what to use for next cycle; handle current traffic problems);- control (operate the signals according to cycle plan).In figure 1 a more specific example of a simplified, agent based, UTC system is given. Here we have a route agent controlling several intersection agents, which in turn manage their intersection controls helped by RSA's. The ITSA is the agent that controls and operates one specific intersection of which it is completely informed. All ITSA's have direct communication with neighbouring ITSA's, RSA's and all its traffic lights. Here we use the agent technology to implement a distributed planning algorit hm. The route agents’ tasks are controlling, co-ordinating and leading the ITSA’s towards a more global optimum. Using all available information the ITSA (re)calculates the next, most optimal, states and control strategy and operates the traffic signals accordingly. The ITSA can directly influence the control strategy of their intersection(s) and is able to get insight into on-coming trafficThe internals of the ITSA modelTraffic dependent intersection control normally works in a fast loop. The detectordata is fed into the control algorithm. Based upon predetermined rules a control strategy is chosen and the signals are operated accordingly. In this research we suggest the introduction of an extra, slow, loop where rules and parameters of a prediction- model can be changed by a higher order meta-model.ITSA modelThe internals of an ITSA consists of several agents. For a better overview of the internal ITSA model-agents and agent based functions see figure 2. Data collection is partly placed at the RSA's and partly placed in the ITSA's. The needed data is collected from different sources, but mainly via detectors. The data is stored locally and may be transmitted to other agents. The actual operation of the traffic signals is left to an ITSA-controller agent. The central part of the ITSA, acts as a control strategy agent. That agent can operate several control strategies, such as anti-blocking and public transport priority strategies. The control strategy agent uses the estimates of the prediction model agent which estimates the states in the near future. The ITSA-prediction model agent estimates the states in the near future. The prediction model agent gets its data related to intersection and road segments - as an agent that ‘knows’ the forecasting equations, actual traffic conditions and constraints - and future traffic situations can be calculated by way of an inference engine and it’s knowledge and data base. On-line optimisation only works if there is sufficient quality in traffic predictions, a good choice is made regarding the performance indicators and an effective way is found to handle one-time occurrences (Rogier, 1999).Prediction modelWe hope to include pro-activeness via specific prediction model agents with a task of predicting future traffic conditions. The prediction models are extremely important for the development of pro active traffic control. The proposed ITSA-prediction model agent estimates the states of the traffic in the near future via its own prediction model. The prediction meta-model compares the accuracy of the predictions with current traffic and will adjust the prediction parameters if the predictions were insufficient or not accurate. The prediction model agent is fed by several inputs: vehicle detection system, relevant road conditions, control strategies, important data on this intersection and its traffic condition, communication with ITSA’s of nearby intersections and higher level agents. The agent itself has a rule-base, forecasting equations, knows constraints regarding specific intersections and gets insight into current (traffic) conditions. With these data future traffic situations should be calculated by its internal traffic forecasting model. The predicted forecast is valid for a limited time. Research has shown that models using historic, up-stream and current link traffic give the best results (Hobeika & Kim, 1994).Control strategy modelThe prediction of the prediction model is used in the control strategy planning phase. We have also included a performance indicating agent, necessary to update thecontrol parameters in the slower loop. The control strategy agent uses the estimates of the prediction model agent to calculate the most optimal control strategy to pro-act on the forecasts of the prediction model agent, checks with other adjoining agents its proposed traffic control schema and then plans the signal control strategy The communication schema is based on direct agent to agent communication via a network link. The needed negotiation finds place via a direct link and should take the global perspective into consideration. Specific negotiation rules still have to be developed. Some traffic regulation rules and data has to be fed into the system initially. Data on average flow on the links is gained by the system during run-time. In the near future computer based programs will be able to do, parts of, these kind of calculus automatically. For real-time control the same basic computer programs, with some artificial knowledge, will be used. Detectors are needed to give information about queues and number of vehicles. The arrival times can also be given by the RSA so that green on demand is automatically covered.Conclusions and future workAdaptive signal control systems that are able to optimise and adjust the signal settings are able to improve the vehicular throughput and minimise delay through appropriate response to changes in the measured demand patterns. With the introduction of two un-coupled feed back loops, whether agent technology is used or not, a pro-active theory of traffic control can be met. There are several aspects still unresearched. The first thing we are going to do is to build a prototype system of a single intersection to see if the given claims of adaptability and pro activeness can be realised. A working prototype of such system should give appropriate evidence on the usability of agent based control systems. There are three other major subjects to be researched in depth; namely self adjustable control schema's, on-line optimisation of complex systems and getting good prediction models. For urban traffic control we need to develop self adjustable control schemes that can deal with dynamic and actuated data. For the optimisation we need mathematical programming methodologies capable of real-time on-line operation. In arterial and agent based systems this subject becomes complex due to several different, continuously changing, weights and different goals of the different ITSA's and due to the need for co-ordination and synchronisation. The research towards realising real-time on-line prediction models needs to be developed in compliance with agent based technology. The pro-active and re-active nature of agents and the double loop control schema seems to be a helpful paradigm in intelligent traffic management and control. Further research and simulated tests on a control strategy, based on intelligent autonomous agents, is necessary to provide appropriate evidence on the usability of agent-based control systems.代理控制交通灯作者：Danko A. Roozemond，Jan L.H. Rogier出处：Delft University of Technology前言（城市）交通控制系统的好坏决定于系统控制模式和实际交通流量模式是否相符。
交通灯外文翻译
Traffic lights and PLCWith economic development, increased the number of vehicles, road congestion is becoming increasingly serious, intelligent traffic lights on the emerged. At present, the world's Intelligent Transportation System will be: a huge structure, management difficulties, such as the maintenance of large inputs. In order to improve the existing traffic conditions, and to overcome the existing shortcomings of intelligent transportation system I designed analog control traffic lights in urban and rural areas of small-scale smart traffic lights. It has small size, intelligence, maintenance into small, easy to install and so on. And other intelligent transportation system compared to the system to adapt to economic and social development, in line with the current status of scientific and technological development.Intelligent traffic lights are a comprehensive use of computer network communication technology, sensor technology to manage the automatic control system of traffic lights. Urban traffic control system is used for urban traffic data monitoring, traffic signal control and traffic management computer system; it is the modern urban traffic control system command and the most important component. In short, how to use the appropriate control method to maximize the use of costly cities to build high-speed roads, trunk road and the ramp to alleviate urban areas with the neighboring state of traffic congestion has become more andmore traffic management and urban planning departments need to address the the main problem.Nowadays, traffic lights installed in each crossing, has become the most common and dredge the traffic, the most effective means. The developme nt of the society, people's consumption level unceasing enhancement, pri vate vehicles unceasing increase. And more cars roads are narrow road tra ffic is clear. So adopting effective method to control the traffic light is im perative. PLC intelligent control principle is the core of the control syste m, PLC put the things direction or north-south direction according to qua ntity of vehicles, the corresponding scale what divides class given the gre en light direction between north and south direction according to certain r ules too long. It can realize divides class according to a given the green ca rs duration scale of maximum car release, reduce crossroads vehicles, eas e traffic congestion stagnation, realize the optimal control, so as to impro ve the efficiency of the traffic control system.The application of PLC is continuously, and drive to the deepening traditi onal control test new month benefit updates. It is simple in structure, prog ramming and high reliability etc, convenient already widely used in indus trial processes and position in the automatic control. Due to use of PLC h as the characteristics of environmental adaptable, and its internal timer is very rich in resources, but the current widely used "progressive" lights, es pecially for precise control more than thecrossway control can be easily realized. So now increasingly applying P LC traffic light system.Meanwhile, PLC itself also has communication networking function, will the same path as part of a LAN signal unified dispatching management, can shorten the traffic wait times, realize scientific manage ment. In real-time detection and automatic control of PLC application sys tem, PLC is often used as a core components.In the 21st century, PLC will have greater development. Technically, the c omputer technology can morely new achievements used in programmable controller design and manufacturing, there will be faster, s torage and larger capacity, intelligent stronger varieties appear; Look fro m product size, can further to mini and super-large direction; Look from p roduct compatibility, the variety of our products will be more rich, specifi cation more complete, perfect man-machine interface and complete com munication equipment can better adapt to all kinds of industrial control oc casion demands; Look from the market, all countries to their production of multiple products with international competition intensifies and break, c an appear a few brand monopoly international market situation, can appea r international general programming languages; Judging from the develop ment of the network, programmable controller and other industrial control computernetworking constitute a large control system is programmable controller t echnology development direction. The current computer distributed contr ol system DCS has already a lot of programmable controller applications. Along with the development of computer network, the programmable con troller as automation control network andinternational general network will be an important part of the industry an d industry, the numerous fields outside play an increasing role.In China the increasing amount of motor vehicles, many big cities like Be ijing, Shanghai, nanjing and other ground appeared trafficoverload running condition, traffic accidents problem also more and m ore serious. And because the various special vehicles (such as an ambulance, 119 120 car, police and various special vehicle 110 in emergency situa tions, by red under limited to traffic bring a lot of inconvenience, even ca use traffic accident. And now, most traffic lights at the same moment will appear two or more than two direction at the same time for the green situa tion, and increase the incidence of the traffic accident. Therefore, design a kind of designed for special vehicles through and not cause any traffic ac cident, normal traffic control any time only one direction of modern intell igent traffic light green traffic control system is urgently needed.交通灯与PLC随着经济的发展，车辆的数目不断增加，道路堵车现象日益严重，智能交通灯就应运而生了。
汽车照明系统外文文献翻译、中英文翻译、外文翻译
The lighting system of a motor vehicle consists of lighting and signalling devices mounted or integrated to the front, rear, sides, and in some cases the top of a motor vehicle.This lights theroadway for the driver and increases the conspicuity of the vehicle, allowing other drivers and pedestrians to see a vehicle's presence, position, size, direction of travel, and the driver's intentions regarding direction and speed of travel.Emergency vehicles usually carry distinctive lighting equipment to warn drivers and indicate priority of movement in traffic.HistoryEarly road vehicles used fueled lamps, before the availability of electric lighting. For example, the first introduced Ford Model T used carbide lamps for headlamps and oil lamps for tail lamps. It did not have all-electric lighting as a standard feature until after several years on the market.Dynamos for automobile headlamps were first fitted around 1908 and became commonplace in 1920s automobiles. Tail lamps and brake lamps were introduced around 1915, and by 1919 "dip" headlamps were available. The sealed beam headlamp was introduced in 1936 andstandardised as the only acceptable type in the USA in 1940. Self-cancelling turn signals were developed in 1940. By 1945 headlamps and signal lamps were integrated into the body styling. Halogen headlamp light sources were developed in Europe in 1960. HID headlamps were producedstarting in 1991. In 1993, the first LED tail lamps were installed on mass-production automobiles.LED headlamps were introduced in the first decade of the 21st century.Light sourcesThe incandescent light bulb was long the light source used in all automotive lighting devices.Many types of bulbs have been used. Standardized type numbers are used by manufacturers toidentify bulbs with the same specifications. Bases may be bayonet-type with one or two contacts, plastic or glass wedge, or dual wire loops or ferrules used on tubular "festoon" lamps. Screw-base lamps are never used in automobile applications due to their loosening under vibration. Signal lamps with internal or external coloured lenses use colourless bulbs; conversely, lamps with colourless lenses may use red or amber bulbs to provide light of the required colours for the various functions.Typically, bulbs of 21 to 27watts, producing 280 to 570lumens(22 to 45mean spherical candlepower) are used for stop, turn, reversing and rear fog lamps, while bulbs of 4 to 10W, producing 40 to 130lm(3 to 10 mscp) are used for tail lamps, parking lamps, side marker lamps andside turn signal repeaters.LEDs(Light emitting diodes)are being used with increasing frequency in automotive lamps. They offer very long service life, extreme vibration resistance, and can permit considerably shallower packagingcompared to most bulb-type assemblies. LEDs also offer a potential safety benefit when employed in stop lights, because when power is applied they rise to full intensity approximately250milliseconds(¼ second) faster than incandescent bulbs.[106]This fast rise time not only improvesthe intentional conspicuity of the stop lamp,[citation needed]but could also provide following drivers with increased time to react to the appearance of the stop lamps. However, this faster rise time has not been shown to make cars with LED stop lamps less likely to be struck from behind.[107]LEDs were first applied to automotive lighting in centre high mount stop lamps (CHMSL), beginning in the late 1980s. Adoption of LEDs for other signal functions on passenger cars is gradually increasingwith demand for the technology and related styling updates. In North America, the 2000Cadillac Deville was the first passenger car with LED taillights.[108]The 2002Kia Opirus/Amanti was an early adopter of LED front turn signals.The 2007Audi R8sports car uses two strips of optically focused high-intensity LEDs for its daytime running lamps. Optional on the R8 outside North America was the world's first LED headlamp made by AL-Automotive Lighting. The low and high beams along with the position (parking) lamp and front turn signal are all realised with LEDs. The Lexus LS 600h features LED low beam, position and side marker lamps in North America, and the 2009Cadillac Escalade Platinum uses LEDs for the low and high beams, as well as for the position and side marker lamps.The Mercedes-Benz S-Class (W222)has no non-LED lamps at all, not even in the most basic trim level.Distributive lightingIn distributive light systems, the light from a single source is sent via optical fibres or light guides to wherever it is needed in the automobile. Light guides are commonly used to distributively light dashboard displays,and premium vehicles are beginning to use distributive systems for lighting such items as door locks, window controls, and cup holders.Distributive exterior lighting has also been explored, with high-intensity central light sources.Emergency vehicle lightsMain article: Emergency vehicle lighting Emergency vehicles such as fire engines,ambulances,police cars,snow-removal vehicles and tow trucks are usually equipped with intense warning lights of particular colours. These may be motorised rotating beacons, xenon strobes, or arrays of LEDs.[105]The prescribed colours differ by jurisdiction; in most countries, blue and red special warning lamps are used on police, fire, and medical-emergency vehicles. In the United States and some other jurisdictions, amber lights are for tow trucks, private security personnel, construction vehicles, and other nonofficial special-service vehicles, while volunteer firefighters use red, blue, or green, depending on jurisdiction. In the U.S. it is a violation of the D.O.T. (Department of Transportation) Uniform Vehicle Code for any non-emergency vehicle (Police/Fire/Ambulance) to operate forward-facing red lights of any kind. Cars in the U.S. only have red tail-lights, and no blue lights; a vehicle displaying a red (forward-facing) light (flashing or not) coming towards a driver, or from behind the driver (in rear view mirror) indicates that an official emergency vehicle is coming, requiring the driver to yield, pull off to the side of the road, or otherwise get out of its way. Some U.S. States allow emergency vehicles to have blue lights that can be turned on to warn drivers of an emergency vehicle in action; blue and red lights can be combined, forward- and/or rear-facing, also. In the UK, doctors may use green warning lamps although these do not allow the user to claim any exemption from road traffic regulations compared to the blue lights used by statutory emergency services when responding to calls. Special warning lights, usually amber, are also sometimes mounted on slow and/or wide vehicles such as mobile cranes,excavators,tractors, and even mobility scooters in certain conditions.注：1. 指导教师对译文进行评阅时应注意以下几个方面：①翻译的外文文献与毕业设计（论文）的主题是否高度相关，并作为外文参考文献列入毕业设计（论文）的参考文献；②翻译的外文文献字数是否达到规定数量（3 000字以上）；③译文语言是否准确、通顺、具有参考价值。
毕业设计论文外文文献翻译智能交通信号灯控制中英文对照
英语原文Intelligent Traffic Light Controlby Marco Wiering The topic I picked for our community project was traffic lights. In a community, people need stop signs and traffic lights to slow down drivers from going too fast. If there were no traffic lights or stop signs, people’s lives would be in danger from drivers going too fast.The urban traffic trends towards the saturation, the rate of increase of the road of big city far lags behind rate of increase of the car.The urban passenger traffic has already become the main part of city traffic day by day and it has used about 80% of the area of road of center district. With the increase of population and industry activity, people's traffic is more and more frequent, which is unavoidable. What means of transportation people adopt produces pressure completely different to city traffic. According to calculating, if it is 1 to adopt the area of road that the public transport needs, bike needs 5-7, car needs 15-25, even to walk is 3 times more than to take public transits. So only by building road can't solve the city traffic problem finally yet. Every large city of the world increases the traffic policy to the first place of the question.For example，according to calculating, when the automobile owning amount of Shanghai reaches 800,000 (outside cars count separately ), if it distributes still as now for example: center district accounts for great proportion, even when several loop-lines and arterial highways have been built up , the traffic cannot be improved more than before and the situation might be even worse. So the traffic policy Shanghai must adopt , or called traffic strategy is that have priority to develop public passenger traffic of city, narrow the scope of using of the bicycle progressively , control the scale of growth of the car traffic in the center district, limit the development of the motorcycle strictly.There are more municipals project under construction in big city. the influence on the traffic is greater.Municipal infrastructure construction is originally a good thing of alleviating the traffic, but in the course of constructing, it unavoidably influence the local traffic. Some road sections are blocked, some change into an one-way lane, thus the vehicle can only take a devious route . The construction makes the road very narrow, forming the bottleneck, which seriously influence the car flow.When having stop signs and traffic lights, people have a tendency to drive slower andlook out for people walking in the middle of streets. To put a traffic light or a stop sign in a community, it takes a lot of work and planning from the community and the city to put one in. It is not cheap to do it either. The community first needs to take a petition around to everyone in the community and have them sign so they can take it to the board when the next city council meeting is. A couple residents will present it to the board, and they will decide weather or not to put it in or not. If not put in a lot of residents might be mad and bad things could happened to that part of the city.When the planning of putting traffic lights and stop signs, you should look at the subdivision plan and figure out where all the buildings and schools are for the protection of students walking and riding home from school. In our plan that we have made, we will need traffic lights next to the school, so people will look out for the students going home. We will need a stop sign next to the park incase kids run out in the street. This will help the protection of the kids having fun. Will need a traffic light separating the mall and the store. This will be the busiest part of the town with people going to the mall and the store. And finally there will need to be a stop sign at the end of the streets so people don’t drive too fast and get in a big accident. If this is down everyone will be safe driving, walking, or riding their bikes.In putting in a traffic light, it takes a lot of planning and money to complete it. A traffic light cost around $40,000 to $125,000 and sometimes more depending on the location. If a business goes in and a traffic light needs to go in, the business or businesses will have to pay some money to pay for it to make sure everyone is safe going from and to that business. Also if there is too many accidents in one particular place in a city, a traffic light will go in to safe people from getting a severe accident and ending their life and maybe someone else’s.The reason I picked this part of our community development report was that traffic is a very important part of a city. If not for traffic lights and stop signs, people’s lives would be in danger every time they walked out their doors. People will be driving extremely fast and people will be hit just trying to have fun with their friends. So having traffic lights and stop signs this will prevent all this from happening.Traffic in a city is very much affected by traffic light controllers. When waiting for a traffic light, the driver looses time and the car uses fuel. Hence, reducing waiting times before traffic lights can save our European society billions of Euros annually. To make traffic light controllers more intelligent, we exploit the emergence of novel technologies such as communication networks and sensor networks, as well as the use of more sophisticated algorithms for setting traffic lights. Intelligent traffic light control does not only mean thattraffic lights are set in order to minimize waiting times of road users, but also that road users receive information about how to drive through a city in order to minimize their waiting times. This means that we are coping with a complex multi-agent system, where communication and coordination play essential roles. Our research has led to a novel system in which traffic light controllers and the behaviour of car drivers are optimized using machine-learning methods.Our idea of setting a traffic light is as follows. Suppose there are a number of cars with their destination address standing before a crossing. All cars communicate to the traffic light their specific place in the queue and their destination address. Now the traffic light has to decide which option (ie, which lanes are to be put on green) is optimal to minimize the long-term average waiting time until all cars have arrived at their destination address. The learning traffic light controllers solve this problem by estimating how long it would take for a car to arrive at its destination address (for which the car may need to pass many different traffic lights) when currently the light would be put on green, and how long it would take if the light would be put on red. The difference between the waiting time for red and the waiting time for green is the gain for the car. Now the traffic light controllers set the lights in such a way to maximize the average gain of all cars standing before the crossing. To estimate the waiting times, we use 'reinforcement learning' which keeps track of the waiting times of individual cars and uses a smart way to compute the long term average waiting times using dynamic programming algorithms. One nice feature is that the system is very fair; it never lets one car wait for a very long time, since then its gain of setting its own light to green becomes very large, and the optimal decision of the traffic light will set his light to green. Furthermore, since we estimate waiting times before traffic lights until the destination of the road user has been reached, the road user can use this information to choose to which next traffic light to go, thereby improving its driving behaviour through a city. Note that we solve the traffic light control problem by using a distributed multi-agent system, where cooperation and coordination are done by communication, learning, and voting mechanisms. To allow for green waves during extremely busy situations, we combine our algorithm with a special bucket algorithm which propagates gains from one traffic light to the next one, inducing stronger voting on the next traffic controller option.We have implemented the 'Green Light District', a traffic simulator in Java in which infrastructures can be edited easily by using the mouse, and different levels of road usage can be simulated. A large number of fixed and learning traffic light controllers have already been tested in the simulator and the resulting average waiting times of cars have been plotted and compared. The results indicate that the learning controllers can reduce average waiting timeswith at least 10% in semi-busy traffic situations, and even much more when high congestion of the traffic occurs.We are currently studying the behaviour of the learning traffic light controllers on many different infrastructures in our simulator. We are also planning to cooperate with other institutes and companies in the Netherlands to apply our system to real world traffic situations. For this, modern technologies such as communicating networks can be brought to use on a very large scale, making the necessary communication between road users and traffic lights possible.中文翻译：智能交通信号灯控制马克·威宁我所选择的社区项目主题是交通灯。
MCGS交通灯控制系统中英文对照外文翻译文献
中英文对照外文翻译文献(文档含英文原文和中文翻译)Design of traffic light control system based on MCGS Abstract: One kind of traffic light control system using programmable logic controller (PLC), via software control traffic lights run automatically. In the system, the original line is the program instead of the relay, programmable logic controller (PLC) system hardware and software resources to be fair use. Normal operation and emergency transport for a detailed description and from the East and West emergencies can be mutually linked. Traffic signal systems and two seven-segment digital display in the countdown order; also discussed in detail the wiring of the hardware and PLC ladder. Traffic lights at the crossroads of the remote monitoring system design configuration software MCGS, real-time monitoring of traffic lights, greatly improving the reliability of data transmission. At the same time, we can configure the traffic lights to change the status of photographs.Keywords: switching power,supply protection, circuit system designSignal 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 andcomputer 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 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.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 fuzzycontrol 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 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.1. IntroductionWith the social development and progress, traffic flow becomes increasingly important. On the one hand, too many crossroads, more and more vehicles, which are causing serious traffic congestion. On the other hand, in the limited time it is necessary to maintain the vehicle and pedestrian fast and safe. Therefore, one kind of traffic light control systemdesign, can be used to display time countdown, with computer controlled real-time data. In addition, the configuration technology for real-time images that reflect the traffic lights, understand the historical crossroads of work to get traffic lights visualization. The system consists of host computer and a low computer. MCGS configuration is installed in the host computer is lower by the PLC control system.Normal traffic signal timing diagram shown in Figure 1. But there are some urgent matters, for example. There are a number of ambulances to transport patients to the hospital or to deal with a number of fire engines and fire. Fire engines and ambulances rushed to take precedence over other traffic scene. According to urban traffic control system, under normal circumstances, two control methods and urgency traffic control factors into account. This process can show 14 segment encoder. U.S. traffic lights instant record of the monitoring process.Emergency control signals to control traffic emergency switch. If there is no emergency lights all work, but when an emergency open. In this case, the car is urgent priority pass. Once the emergency vehicle passes, emergency switch off immediately. The green light in the same direction of the vehicle quickly flashes three times, followed by the normal operation. If you were from the north-south and east-west two emergency vehicles, traffic control systems can respond quickly came early, and then another.2. Traffic Control System DesignA. Hardware designCP1H series PLC as controller, display the procedure should stop when the time series of abnormal system operation, the time will not be displayed. When the emergency procedures are completed time series, countdown display program should be reset. At 220 V AC system is used to control traffic lights, 24 V DC control segment encoder, Figure 2 shows the scheme Eastern time display. CP1H series programmable logic controller (PLC) is a simple controller, which consists of 24 inputs and sixteen outputs. Because the output to twenty In this system, an I / O module must be extended. Circuit is shown in Figure 2.B. Control Program DesignSix timers and two special normal open pulse is used in this system, the green light flashes for all north-south and east-timer and a special pulse; eight kinds of interlockinginternal relay is used to implement the urgency and transmit pulse two directions to PLC, shown in the figure. Two SDEC instructions are used to display the countdown display the corresponding light. As an important part of the countdown display program, east and west of the green light reflected in the view 4 in these programs downloaded to the programmable logic controller (PLC), all the traffic lights running accuracy, urgency, and things can be interlocked from north to south strictly, all the lights can be set back to the urgency of passing state. Therefore, these control program is correct, simple.C. Monitoring SystemComputer system has two main functions: an output signal acquisition and display real-time status of the programmable logic controller (PLC) to control traffic lights, traffic lights. Another notification robot status and history of the state real-time curve by examining the history and alarm window.This monitoring system design and configuration software MCGS configuration is easy. The serial communication is implemented as follows.Data inspection methods: double endedSerial Communications Number: COM0 endedThe minimum sampling period: 200 msProgrammable Logic Controller (PLC) The parameters are defined as follows:The minimum sampling period of the basic properties: 200 msThree read / write channel: X0, X1, X2Six read-only access (read U.S. traffic lights): Q0-Q5All channels must be connected to a variable defined in a real-time database access visits and other parameters to their default values. After a successful relationship, PLC and computer control system is able to change the color of the analog signal lights in the picture on the PC being collected data through the serial port.. In contrast, by changing the parameters of the host, the corresponding value is written to the PLC internal relay control, intersection traffic lights can be implemented. Experimental results show that the system is usually good enough and animation. Online monitoring system of traffic lights in Figure 5:3. ConclusionExperimental results show that the system is usually configured with enough goodphotos. This system simplifies the programmable logic controller (PLC) and the communication between the host computer using industrial configuration software development time is greatly reduced. In particular, more suitable for complex control systems. We can control the traffic lights by the PLC and MCGS configuration, replace the original relay control, improve the system's lifetime. At the same time, this method can be applied to control the motor and fluid levels. Remote control and configuration combined with the simulation, can be applied to similar control zone.4. References1. M.G.H. Bell, Future Directions in Traffic Signal Control, Transportation Research26 (992) 303-313.2. R. Cignoli, M.L. D'Ottaviano, D. Mundici, Algebraic Foundations of many valuedReasoning, to appear.3. U. H"ohle, On the Fundamentals of Fuzzy Set Theory. J. of Math. Anal. and Appl.201 (1996) 786-826.基于MCGS的交通灯控制系统设计摘要：一种交通灯控制系统采用可编程序控制器(PLC), 通过软件控制交通灯自动运行。
交通灯控制系统外文翻译
本科生毕业设计（论文）外文文献翻译毕业设计题目：交通灯智能控制系统学院：信息科学与工程学院专业班级：测控技术与仪器0703班学生姓名：王欣指导教师：桑海峰2011年3月19日外文原文Intelligent Traffic Light Control Marco Wiering, Jelle van Veenen, Jilles Vreeken, and Arne Koopman IntelligentSystems GroupInstitute of Information and Computing Sciences Utrecht UniversityPadualaan 14, 3508TB Utrecht, The Netherlandsemail: marco@cs.uu.nlJuly 9, 2004AbstractVehicular travel is increasing throughout the world, particularly in large urban areas.Therefore the need arises for simulating and optimizing traffic control algorithms to better accommodate this increasing demand. In this paper we study the simulation and optimization of traffic light controllers in a city and present an adaptive optimization algorithm based on reinforcement learning. We have implemented a traffic light simulator, Green Light District, that allows us to experiment with different infrastructures and to compare different traffic light controllers. Experimental results indicate that our adaptive traffic light controllers outperform other fixed controllers on all studied infrastructures.Keywords: Intelligent Traffic Light Control, Reinforcement Learning, Multi-Agent Systems (MAS), Smart Infrastructures, Transportation Research1 IntroductionTransportation research has the goal to optimize transportation flow of people and goods.As the number of road users constantly increases, and resources provided by current infrastructures are limited, intelligent control of traffic will become a very important issue in the future. However, some limitations to the usage of intelligent traffic control exist. Avoiding traffic jams for example is thought to be beneficial to both environment and economy, but improved traffic-flow may also lead to an increase in demand [Levinson, 2003].There are several models for traffic simulation. In our research we focus on microscopic models that model the behavior of individual vehicles, and thereby can simulate dynamics of groups of vehicles. Research has shown that such models yield realistic behavior [Nagel and Schreckenberg, 1992, Wahle and Schreckenberg, 2001].Cars in urban traffic can experience long travel times due to inefficient traffic light control. Optimal control of traffic lights using sophisticated sensors and intelligent optimization algorithms might therefore be very beneficial. Optimization of traffic light switching increases road capacity and traffic flow, and can prevent traffic congestions. Traffic light control is a complex optimization problem and several intelligent algorithms, such as fuzzy logic, evolutionary algorithms, and reinforcement learning (RL) have already been used in attempts to solve it. In this paper we describe a model-based, multi-agent reinforcement learning algorithm for controlling traffic lights.In our approach, reinforcement learning [Sutton and Barto, 1998, Kaelbling et al., 1996] with road-user-based value functions [Wiering, 2000] is used to determine optimal decisions for each traffic light. The decision is based on a cumulative vote of all road users standing for a traffic junction, where each car votes using its estimated advantage (or gain) of setting its light to green. The gain-value is the difference between the total time it expects to wait during the rest of its trip if the light for which it is currently standing is red, and if it is green. The waiting time until cars arrive at their destination is estimated by monitoring cars flowing through the infrastructure and using reinforcement learning (RL) algorithms.We compare the performance of our model-based RL method to that of other controllers using the Green Light District simulator (GLD). GLD is a traffic simulator that allows us to design arbitrary infrastructures and traffic patterns, monitor traffic flow statistics such as average waiting times, and test different traffic light controllers. The experimental results show that in crowded traffic, the RL controllers outperform all other tested non-adaptive controllers. We also test the use of the learned average waiting times for choosing routes of cars through the city (co-learning), and show that by using co-learning road users can avoid bottlenecks.This paper is organized as follows. Section 2 describes how traffic can be modelled, predicted, and controlled. In section 3 reinforcement learning is explained and some of its applications are shown. Section 4 surveys several previous approaches to traffic light control, and introduces our new algorithm. Section 5 describes thesimulator we used for our experiments, and in section 6 our experiments and their results are given. We conclude in section 7.2 Modelling and Controlling TrafficIn this section, we focus on the use of information technology in transportation.A lot of ground can be gained in this area, and Intelligent Transportation Systems (ITS) gained interest of several governments and commercial companies [Ten-T expert group on ITS, 2002, White Paper, 2001, EPA98, 1998].ITS research includes in-car safety systems, simulating effects of infrastructural changes, route planning, optimization of transport, and smart infrastructures. Its main goals are: improving safety, minimizing travel time, and increasing the capacity of infrastructures. Such improvements are beneficial to health, economy, and the environment, and this shows in the allocated budget for ITS.In this paper we are mainly interested in the optimization of traffic flow, thus effectively minimizing average traveling (or waiting) times for cars. A common tool for analyzing traffic is the traffic simulator. In this section we will first describe two techniques commonly used to model traffic. We will then describe how models can be used to obtain real-time traffic information or predict traffic conditions. Afterwards we describe how information can be communicated as a means of controlling traffic, and what the effect of this communication on traffic conditions will be. Finally, we describe research in which all cars are controlled using computers.2.1 Modelling Traffic.Traffic dynamics bare resemblance with, for example, the dynamics of fluids and those of sand in a pipe. Different approaches to modelling traffic flow can be used to explain phenomena specific to traffic, like the spontaneous formation of traffic jams. There are two common approaches for modelling traffic; macroscopic and microscopic models.2.1.1 Macroscopic models.Macroscopic traffic models are based on gas-kinetic models and use equations relating traffic density to velocity [Lighthill and Whitham, 1955, Helbing et al., 2002].These equations can be extended with terms for build-up and relaxation of pressure to account for phenomena like stop-and-go traffic and spontaneous congestions [Helbing et al., 2002, Jin and Zhang, 2003, Broucke and Varaiya, 1996]. Although macroscopic models can be tuned to simulate certain driver behaviors, they do not offer a direct, flexible, way of modelling and optimizing them, making them less suited for our research.2.1.2 Microscopic models.In contrast to macroscopic models, microscopic traffic models offer a way of simulating various driver behaviors. A microscopic model consists of an infrastructure that is occupied by a set of vehicles. Each vehicle interacts with its environment according to its own rules. Depending on these rules, different kinds of behavior emerge when groups of vehicles interact.Cellular Automata. One specific way of designing and simulating (simple) driving rules of cars on an infrastructure, is by using cellular automata (CA). CA use discrete partially connected cells that can be in a specific state. For example, a road-cell can contain a car or is empty. Local transition rules determine the dynamics of the system and even simple rules can lead to chaotic dynamics. Nagel and Schreckenberg (1992) describe a CA model for traffic simulation. At each discrete time-step, vehicles increase their speed by a certain amount until they reach their maximum velocity. In case of a slower moving vehicle ahead, the speed will be decreased to avoid collision. Some randomness is introduced by adding for each vehicle a small chance of slowing down. Experiments showed realistic behavior of this CA model on a single road with emerging behaviors like the formation of start-stop waves when traffic density increases.Cognitive Multi-Agent Systems. A more advanced approach to traffic simulation and optimization is the Cognitive Multi-Agent System approach (CMAS), in which agents interact and communicate with each other and the infrastructure. A cognitive agent is an entity that autonomously tries to reach some goal state using minimal effort. It receives information from the environment using its sensors, believes certain things about its environment, and uses these beliefs and inputs toselect an action. Because each agent is a single entity, it can optimize (e.g., by using learning capabilities) its way of selecting actions. Furthermore, using heterogeneous multi-agent systems, different agents can have different sensors, goals, behaviors, and learning capabilities, thus allowing us to experiment with a very wide range of (microscopic) traffic models.Dia (2002) used a CMAS based on a study of real drivers to model the drivers’ response to travel information. In a survey taken at a congested corridor, factors influencing the choice of route and departure time were studied. The results were used to model a driver population, where drivers respond to presented travel information differently. Using this population, the effect of different information systems on the area where the survey was taken could be simulated. The research seems promising, though no results were presented.A traffic prediction model that has been applied to a real-life situation, is described in [Wahle and Schreckenberg, 2001]. The model is a multi-agent system (MAS) where driving agents occupy a simulated infrastructure similar to a real one. Each agent has two layers of control; one for the (simple) driving decision, and one for tactical decisions like route choice. The real world situation was modelled by using detection devices already installed. From these devices, information about the number of cars entering and leaving a stretch of road are obtained. Using this information, the number of vehicles that take a certain turn at each junction can be inferred. By instantiating this information in a faster than real-time simulator, predictions on actual traffic can be made. A system installed in Duisburg uses information from the existing traffic control center and produces real-time information on the Internet. Another system was installed on the freeway system of North Rhine-Westphalia, using data from about 2.500 inductive loops to predict traffic on 6000 km of roads.中文译文智能交通灯控制马克威宁，简丽范威，吉尔威瑞肯，安瑞库普曼智能系统小组乌得勒支大学信息与计算科学研究所荷兰乌得勒支Padualaan14号邮箱：marco@cs.uu.nl2004年7月9日摘要世界各地的车辆运行逐渐增多，尤其是在一个大的本地区域。
红绿灯的英文怎么读翻译及例句
红绿灯的英文怎么读翻译及例句红绿灯的英文traffic lights英[trfik laits]美[trfk lats]红绿灯的词组习语plastic traffic light1.塑胶交通灯light traffic1.轻闲交通2.比较畅通的交通红绿灯的英文例句1. Just past the Barlby roundabout theres temporary traffic lights. 在刚过巴尔比环岛的地方，有一个临时红绿灯。
2. We drove through red traffic lights, the horn blaring.我们鸣着喇叭，闯过红灯。
3. The traffic lights were on amber.交通信号黄灯亮了。
4. Traffic lights have been placed at all major intersections.所有重要的交叉路口都安装了交通信号灯。
5. The car stopped at the traffic lights.汽车在交通信号灯前停了下来。
6. Turn left at the traffic lights.在交通信号灯处向左拐。
7. Cross over at the traffic lights, where the road is safe.在交通指挥灯处过马路, 那儿安全.8. Dont start moving until the traffic lights change to green.交通信号灯改变为绿灯之前,不要开动汽车.9. These lights flickered continuously like traffic lights which havegone mad.这些灯象发狂的交通灯一样不停地闪动着.10. There are traffic lights at each crossing.每个十字路口都有红绿灯.11. Cross with care at the traffic lights.横穿马路时要留心看交通指挥灯.12. The speedy car ignored the traffic lights and, with its horn blaring, roared down the street.那辆飞速的汽车无视交通信号灯, 响着喇叭,奔腾呼啸, 顺着大街开过去了.13. I had to stop at the traffic lights and put down the sun visor to shade my eyes from the light.我不得不在红绿灯处停车，然后放下遮阳板来遮挡阳光。
汽车照明系统外文文献翻译、中英文翻译、外文翻译
发光二极管首先被应用于汽车照明中心高位刹车灯，在 80 年代末开始。采用发光二极 管乘用车上的其他信号功能逐渐增加对技术和相关的样式更新的需求。在北美， 2000 年凯迪 拉克 Deville 是第一辆客车，与 LED 尾灯。 2002 年起亚欧菲莱斯 /雇佣了早期 的 LED 前面转信号。 2007 年奥迪 R8 跑车使用两个条状的光学聚焦高强度发光二极管为 其白天运行灯。在北美以外是世界上第一个 LED 头灯由铝汽车照明的奥迪 R8 是可选的。低和 远光位置停车灯和前转向灯和所有 led 的意思。雷克萨斯 LS600h 功能 LED 低梁位置、 侧标 志灯在北美，以及 2009 年卡迪拉克凯雷德白金利用发光二极管为低和高的横梁，以及位置和 侧标志灯。梅赛德斯-奔驰 S 级 (W222) 根本没有非 LED 灯，即使是在最基层的修剪。
通常，21 到 27瓦，生产 280至 570W（22 至 45平均球面光） 用于停止，灯泡转， 扭转前后雾灯，而 4到 10W 的灯泡，生产 40到 130W (3 到 10平均球面光 )用于尾灯、 停车灯、 侧标志灯和侧转向灯中继器。
Led 被用在汽车灯的次数越来越多。他们提供很长的使用寿命，耐极端振动，并且可以 允许浅得多的包装相比，大多数灯泡类型的程序集。发光二极管也提供潜在的安全效益时从 事停车灯，因为接通电源时他们上升到充分的强度大约 250 毫秒为单位 （¼ 秒） 快比白 炽灯泡。此快速上升的时间，不仅提高了刹车灯，故意误传但可能与增加的时间作出反应的 停车灯外观后还提供以下驱动程序。然而，不显示这个更快的上升时间使汽车 ,刹车灯可能从
History
Early road vehicles used fueled lamps, before the availability of electric ligh ng. For example, the first introduced Ford Model T used carbide lamps for headlamps and oil lamps for tail lamps. It did not have all-electric ligh ng as a standard feature un l a er several years on the market. Dynamos for automobile headlamps were first fi ed around 1908 and became commonplace in 1920s automobiles. Tail lamps and brake lamps were introduced around 1915, and by 1919 "dip" headlamps were available. The sealed beam headlamp was introduced in 1936 and standardised as the only acceptable type in the USA in 1940. Self-cancelling turn signals were developed in 1940. By 1945 headlamps and signal lamps were integrated into the body styling. Halogen headlamp light sources were developed in Europe in 1960. HID headlamps were produced
四年级下册用英语短文介绍交通灯5句
四年级下册用英语短文介绍交通灯5句要想提高英语水平，掌握一些常用的词汇是非常重要的。
下面我们就一起来学习交通灯。
了解：什么是交通灯？交通灯是一种信号灯，根据其作用可以分为两类：主动的和被动的灯。
第一类是不停闪烁，用来提醒驾驶员注意前方道路情况；第二类则是不断闪烁提示，提醒我们走到了十字路口要停止通行。
如何理解？在英文教材中，每个人都有一套定义，但是很多同学并不清楚这个定义：在没有信号灯不明的情况下如何前行？举个例子：我们都知道十字路口没有信号灯，但有人为了快速通过十字路口而跑过马路去看向红绿灯。
作者想通过两种方式让大家知道十字路口附近有一个指示牌可以让大家更加快速地通过这个路口。
1.红灯停，绿灯行。
我们来看第一句。
这里说的是当红灯亮起时，没有红绿灯指示牌上标明“绿灯”字样的意思。
那么，你在做什么呢？要想快速通过十字路口，首先得找到交通灯的“红灯”字样。
所以，在第一句中我们用到了非常多的单词来强调。
举个例子：在十字路口没有信号灯时，你可以做什么？最常见的就是停在马路边等红灯了，但是这种做法也有很大危害。
因为没有信号灯的情况下你无法判断自己的行为是否正确，可能会发生危险。
2.绿灯行，黄灯亮起或变红当红灯亮起，我们需要停下来等待。
如果前面有车停下来等红灯，前面的车可以继续前行；如果红灯没有停下来，前面的车必须继续前行。
这时只要信号灯不变，其他车辆就不用再向前行驶了。
接下来继续前进：当绿灯亮起时，注意观察前面是否有行人、车辆和交通标志（红绿灯),如果绿灯行了则必须停下或者开始通过该路口。
等待期间一定不要跑过马路（这里指没有信号灯的情况下)!不要与行人接触。
注意：如果因为红灯时间过长而失去了优先权时，其他车辆就可以继续通行。
3.黄灯不变，直行指示图我们从下面这张图中可以看到，在前面没有信号灯，没有灯的情况下，有两种通行方式：直行和黄灯。
这是因为直行需要通过较长行车距离才能到达红绿灯。
但是根据美国的规定：绿灯开始工作时间不能超过10秒。
交通灯外文翻译1
Traffic lightsSignal 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 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.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 orimpossible 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 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 veryseldom 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 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 forcontrolling 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 experience2. control engineer's knowledge3. fuzzy modelling of the operator's control actions4. fuzzy modelling of the process5. crisp modeling of the process6. heuristic design rules7. 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.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 thesecond 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 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.交通灯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。
交通灯外文翻译
Traffic lights and PLC With economic development, increased the number of vehicles, road congestion is becoming increasingly serious, intelligent traffic lights on the emerged. At present, the world's Intelligent Transportation System will be: a huge structure, management difficulties, such as themaintenance of large inputs. In order to improve the existing traffic conditions, and to overcome the existing shortcomings of intelligent transportation system I designed analog control traffic lights in urban and rural areas of small-scale smart traffic lights. It has small size, intelligence, maintenance into small, easy to install and so on. And other intelligent transportation system compared to the system to adapt to economic and social development, in line with the current status of scientific and technological development. Intelligent traffic lights are a comprehensive use of computer network communication technology, sensor technology to manage the automatic control system of traffic lights. Urban traffic control system is used for urban traffic data monitoring, traffic signal control and trafficmanagement computer system; it is the modern urban traffic control system command and the most important component. In short, how to use the appropriate control method to maximize the use of costly cities to build high-speed roads, trunk road and the ramp to alleviate urban areas with the neighboring state of traffic congestion has become more and 、管路敷设技术通过管线敷设技术，不仅可以解决吊顶层配置不规范问题，而且可保障各类管路习题到位。
交通灯用英语怎么说
交通灯用英语怎么说交通灯是维持马路秩序的重要角色之一，有了它才能使交通变得有序。
那么你知道交通灯用英语怎么说吗?下面跟店铺一起学习一下交通灯的英语知识吧。
交通灯的英语说法traffic lighttrafficlight交通灯的相关短语在交通灯处 at the traffic lights智能交通灯 intelligen traffic light交通灯助手 Traffic Light Assist交通灯系列 Traffic Light Series交通灯是红色 Traffic lights are red订明交通灯 prescribed light signal行人触发交通灯 actuated signal黄色交通灯号 amber traffic signal light交通灯的英语例句1. More regard must be paid to safety on the roads.必须更加注意公路上的交通安全.2. These traffic regulations are decreed by governments for national traffic safety.这些交通规则是为国民交通安全着想而由各国政府颁布的.3. Measures must be taken to insure traffic safety.必须采取措施保证交通安全.4. Therefore, road safety evaluation of safety workers become the primary task.因此, 道路交通安全评价成为交通安全工作者的首要任务.5. To increase public knowledge of railway safety, railway track safety awareness specificity.提高公众铁路安全常识、铁路轨道交通安全特殊性的认识.6. Fifth, the management of industrial and traffic safety needs to be strengthened.五是加强生产、交通安全管理,健全安全责任制.7. This evidence shows that the importance of traffic safety cannot be overemphasized.例:这证据显示交通安全的重要性在怎么强调都不为过.8. The National Highway Traffic Safety Administration ( NHTSA ) ordered the Volvo recall.美国国家公路交通安全管理局要求沃尔沃强制性召回这些车辆.9. Now she is reminding her younger brother about road safety.她正在提醒她的弟弟交通安全.10. Which well - known saying, advertising verbals or slogan do have about traffic safety?关于交通安全有哪些名言, 广告词或标语?11. It's very important to teach the children about road safety.把交通安全常识教给孩子们是非常重要的.12. Finally, using MORT to improve the air - traffic management safety.最后, 引入MORT方法以提高空中交通安全管理的安全性.13. Reducing driving speed has an essential role to play in traffic safety.降低车速在交通安全议题上扮演了一个很重要的角色.14. All countries should enforce communications and improve handing in road traffic safety.各国应加强信息交流,相互学习与借鉴,共同提高道路交通安全水平.15. Is safety facilities product manufacturing, installation of comprehensive enterprise.是交通安全设施产品生产制造、安装的综合性企业.关于交通灯英文阅读：人工智能遇上交通灯交通堵塞或成历史Groundbreaking new traffic lights fitted with artificial intelligence could create safer roads and bring an end to rush hour gridlock.开创性的人工智能交通灯将为行人创造更为安全的道路环境，使路况高峰期的交通拥堵不再发生。
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本科毕业设计(论文)外文翻译（附外文原文）学院：课题名称：专业(方向)：班级：学生：指导教师：日期：文献出处: 赵亚妮. 基于PLC的智能交通控制系统的设计与实现[D]. 西安: 长安大学出版社，2007分类号:U4910710——20040531硕士学位论文基于PLC的智能交通控制系统的设计与实现赵亚妮导师姓名职称：苏诗琳副教授申请学位级别：硕士论文提交日期：2007年5月10日学科专业名称：交通信息工程及控制论文答辩日期：2007年6月3日学位授予单位：长安大学答辩委员会主席：巨永锋教授学位论文评阅人：武自芳教授赵忠洁副教授摘要城市道路交通智能控制技术是当前控制领域和交通工程领域的研究热点之一,由于交通控制具有较强的非线性。
不确定性,用传统的理论与方法很难对其进行有效控制。
模糊控制是一种不依赖模型的智能控制方法,通过模拟人的思维和经验进行控制,是一种前景广阔的城市智能交通控制方式。
本文以标准的单交叉路口作为研究对象,提出了定时控制和模糊控制相结合的智能交通控制方法。
在非高峰状态下对交叉路口进行模糊控制,高峰时期采用定时控制。
通过研究和设计相应的控制规则库以及推理单元完成了模糊算法的设计,运用MATALB软件的SIMULINK工具箱和模糊逻辑工具箱完成了对模糊控制的仿真,并在VB环境下完成了模糊控制算法的程序开发。
这种模糊控制和定时控制相结合的控制方法,发挥了传统定时控制的优势,克服了模糊控制在高峰时期控制效果不佳的状态。
关键词:单交叉口,模糊控制,智能控制,可编程控制器,串口通讯第一章绪论 (5)1.1 研究背景 (5)1.1.1 国外典型城市交通信号控制系统介绍 (5)1.1.2 国内城市交通信号控制系统的现状 (6)1.2 基于模糊逻辑的城市交通控制研究 (6)1.3 课题研究的意义 (6)第二章城市交通信号控制的基本理论 (7)2.1 交通信号控制的基本参数 (7)2.2 平面交叉口信号控制的评价指标 (9)2.2.1 信号控制下的车辆运动过程及车辆延误 (9)第三章平面单交叉口的模糊控制器设计 (10)3.1 模糊控制基本理论 (10)3.1.1 单交叉路口智能控制器的控制算法 (10)3.1.2 模糊控制器的设计 (11)第四章智能交通控制系统的总体设计 (11)4.1 PLC控制系统设计原则和设计步骤 (11)4.1.1 PLC中的相关模块介绍 (13)4.1.2 系统的输入输出信号的地址分配 (15)结论与展望 (19)展望 (19)参考文献 (21)致谢 (22)第一章绪论1.1研究背景城市交通系统是社会经济的“血液循环系统”,是衡量一个城市文明进步的标志,随着社会经济的不断发展和城市规模不断膨胀,城市的经济贸易和社会活动日益繁忙,交通量持续增长,使得交通拥挤和阻塞现象越来越突出,城市交通问题越来越严重,城市交通问题成为我国严重的城市病之一,影响着城市功能的正常发挥和城市的持续化发展,如果我们不及早采取综合措施加以治理,则城市交通必将成为影响我国经济发展和城市功能发挥的瓶颈。
解决城市交通问题的根本途径有两条,一是加快道路设施规划建设,健全城市道路网络体系,这种方法是一种外延型的发展途径。
诚然道路设施是发展城市交通、满足各种交通需求的物质载体,但受到道路建设资金和城市土地空间的限制,因此,我们除了要保证每年有一定资金用于道路建设外,更重要的是采取其他投资少见效快的方法,第二种解决城市交通问题的途径是采用先进的科学技术,对城市交通进行现代化的管理与控制,提高现有道路的通行能力,这种方法是一种内涵的方法,加强交通管理与控制是目前公认的效益显著、投资少的方法。
从英、美、澳等国所走过的道路及所采用的方法可以看出,传统的预测控制方法似乎不是今后的研究方向，智能控制可能是解决城市交通控制问题的有效途径,应是今后重点研究的对象。
1.1.1 国外典型城市交通信号控制系统介绍随着计算机和自动控制技术的发展、以及交通流理论的不断完善,交通运输组织与优化理论技术水平的不断提高,交通管制的功能得到增强,控制手段越来越先进,形成了一批高水平有实效的城市道路交通控制系统。
当前世界各国广泛使用的最有代表性且有成效的交通控制系统有TRANSYT系统、SCATS系统和SCOOT系统。
1.1.2 国内城市交通信号控制系统的现状我国在交通信号控制系统开发与应用方面起步较晚,1973年开始进行单点信号机的研制,1985年在北京“前三门大街”实现城市交通线控系统控制。
作为“七五”国家重大攻关项口,南京市在同济大学的协助下开发了一套国产智能化交通信号控制系统,由于种种原因,一些重要功能如实时自适应配时等没有使用。
天津大学1989—1991年研究开发的城市交通控制系统TICS(Traffic Intelligent Control system)首次成功地把自学习智能原理应用于交通信号控制系统中。
吉林大学于2000-2002年在杨兆升教授主持下研究开发了适合我国城市混合交通特点的自适应信号控制系统及其软件一混合交通自适应信号控制系统,该系统纳入了对自行车交通流量的检测,在进行信号配时优化时考虑自行车流量对配时方案的影响,并在实际工程应用,取得了良好的应用效果。
1.2基于模糊逻辑的城市交通控制研究zadeh提出的模糊集理论对解决复杂过程中不确定性的问题提供了一个很好的概念框架,它对那些人们只能进行粗糙近似的过程的建模和分析提供了强大的概念基础,因而能在一定范围内利用人工经验进行决策。
城市交通控制具有十分复杂的特性,同时又在长期的实践中积累了大量的人工控制经验,因而十分适合模糊控制方法的应用。
目前,模糊控制已成为智能自动化控制研究中最为活跃而又富有成果的领域之一,并为世界科学家所瞩目。
大量的模糊技术产品己经在工业及民用方面中得到应用。
例如1986年,模糊控制器在日本就己经成为商品。
1987年,基于模糊控制的仙台地铁开通,而后,各种家电的模糊产品相继研制成功并投入市场。
1.3课题研究的意义1、理论意义深入研究了交通信号控制理论,探讨模糊控制和和定时控制相结合的控制方法,并通过应用在工业上应用成熟的可编程控制器,实现了本文的设计思想,对实现区域控制有一定的借鉴意义。
2、实际应用价值城市交通管理在交通运输系统有着举足轻重的作用。
高速发展的经济,落后的交通设施和管理手段,使得我国城市交通管理工作面临严峻的挑战。
根据我国城市中机动车数量逐年增加、交通秩序日趋恶化、出行时间延长、交通事故呈逐年上升趋势的实际情况,充分发挥现有路网的效率,缓解城市交通拥挤堵塞,依靠科技进步开发智能交通控制系统是一种投入少、见效快的有效途径。
该系统的实施能最大限度地利用城市己有的交通设施,提高路网的利用率,有效的控制城市交通状况,减少交通拥挤,减少环境污染,提高经济效益具有重要的意义；同时对我国智能运输系统ITS的研究和发展也具有重要的意义。
第二章城市交通信号控制的基本理论由于论文中所涉及的城市道路交通控制主要是指道路交叉口的信号灯控制。
本章将主要介绍道路交通控制方面的一些理论知识。
2.1交通信号控制的基本参数为便于论文的叙述,本节简单介绍交通信号控制的基本术语。
信号周期:用于指挥交通的信号总是一步一步循环变化的,一个循环由有限个步构成。
一个循环内各步的步长之和称为信号周期,以C表示。
若一个循环有n步,各步步长分别为tl,t2,···,tn,则C=t1+t2+···+tn (2.1)相位:交通控制中,为了避免平面交叉口上各个方向交通流之间的冲突,通常采用分时通行的方法,即在一个周期的某一个时间段,交叉口上某一支或几支交通流具有通行权(即该方向上的信号灯为绿色或绿箭头),而与之冲突的其它交通流不能通行(即该方向上的信号灯为红色)。
在一个周期内,平面交叉口上某一支或几支交通流所获得的通行权称为信号相位。
一个周期内有几个信号相位,则称该信号系统为几相位系统。
绿信比:在一个信号周期中,各相位的有效绿灯时间与周期长度的比称为绿信比。
若设tGi为第i相信号的有效绿灯时间,C为周期长度,则该相信号的绿信比λi为λi=tGi/C (2.2)绿信比反映了该信号相位交通流在一个周期中需要绿时的大小。
经过优化的绿信比能够恰当地把绿时分配给各相位的交通流,从而使总延误或停车次数最小。
相位差:相位差是交通干线协调控制系统中的一个重要概念,分为绝对相位差和相对相位差。
交通干线协调控制系统中,干线上所有路口的信号周期相同,各路口规定某一相位参加协调,称为协调相位。
把干线上某一路口作为基准路口,其他各路口的协调相位起始时刻滞后于基准路口的协调相位起始时间的最小时间差,称为绝对相位差。
沿车辆行驶方向任意相邻路口的协调相位起始时刻的最小时间差,称为相对相位差。
标准车辆单位：车流中车辆的种类繁多,一般有大型的的、轻型的、重型的等等,不同类型的车辆所占的道路面积、运行灵活性都不一样,通过停车线所用的时间也会不一样。
为了计算信号的方便,可选择一种类型的车辆作为标准车辆单位,而把其它各种类型车辆按规定的系数折算成标准车辆单位。
韦伯斯特根据英国的交通状况,提出了采用“折算标准小客车单位”作为计算车道饱和流量的标准单位,其建议的不同车辆的折算系数如表1.1所示。
表1.l不同车辆的折算系数国内采用的折算系数略有不同。
按照国内车辆的分类方法,小客车和微卡车称成为小型车,而大卡车和拖挂车折算为标准小型车的方法如下:l辆大型车=1.48PCU,l辆托挂车=2.34PCU在混合型车道上,当大型车和拖挂车比重小于或等于35%时,小型车基本不受阻滞影响,则小型车就视为一辆标准小客车:若大型车和拖挂车比重大于35%且不大于85%时,则每辆小型车折算为1.15辆标准小客车；若大型车和拖挂车比重大于85%则每辆小型车折算1.35辆标准小客车。
2.2平面交叉口信号控制的评价指标2.2.1 信号控制下的车辆运动过程及车辆延误一般来讲,车辆通过交叉路口的延误时间主要受车辆到达率和交叉路口的通行能力的影响。
在交叉路口的通行能力不变的情况下,延误时间主要取决于车辆到达率。
为了分析信号控制下交叉口某一进口道的延误,不妨设车辆的到达率为q(PCU/h),同时设绿灯期间车辆的驶出率为S(PCU/h)。
进口道周期时间可分为绿灯时间tg和红灯时间tr(可理解为包括黄灯时间和损失时间)。
显然周期C=tg+tr,如图l.1所示,描述了车辆到达交叉路口和驶离交叉路口的过程(图中假设到达率和驶离率均为常数)。
在红灯期间,车辆的驶离率为0,车辆排队等待;当信号转换为绿灯时,排队车辆以s(PCU/h)驶出率离开交叉口。
绿灯开启后g0(s)内,队长消失。