汽车安全系统分析外文文献
汽车行驶可靠性外文文献
汽车行驶可靠性外文文献可靠性在汽车行驶中扮演着重要的角色，而研究可靠性在汽车行驶中的目的就是为了确保汽车的安全和可持续性发展。
汽车作为人们日常生活中不可或缺的交通工具，其行驶可靠性直接关系到人们的生命安全和行车舒适性。
一辆可靠性高的汽车不仅能够稳定地行驶在道路上，还能够减少故障的发生，降低事故的风险。
因此，研究汽车行驶可靠性变得至关重要。
本文旨在介绍可靠性在汽车行驶中的重要性，并阐述研究的目的。
通过对现有的外文文献进行综合分析和总结，探讨汽车行驶可靠性的关键因素，为汽车制造商和相关研究机构提供参考，以提升汽车的行驶可靠性。
在接下来的章节中，我们将会对汽车行驶可靠性的概念进行界定，并探讨影响汽车行驶可靠性的因素，如零部件设计、材料选择、工艺技术、维护保养等。
通过深入研究这些因素，我们将能够更好地理解汽车行驶可靠性的本质和实现方式。
通过本文的研究，我们希望能够为汽车行驶可靠性的提升提供一定的指导和建议，以满足人们对安全可靠的汽车出行的需求。
汽车可靠性是指汽车在特定的使用条件下，保持正常运行并完成预定任务的能力。
它涉及到汽车的各个方面，包括发动机、电气系统、传动系统等。
汽车的可靠性对行驶过程至关重要。
如果汽车存在可靠性问题，可能导致行驶中的故障和事故。
因此，汽车制造商和消费者都非常关注汽车的可靠性。
汽车的可靠性不仅与汽车本身的设计和制造质量有关，还与汽车的维护、保养和使用方式有关。
定期的维护和保养可以提高汽车的可靠性，减少故障的发生率。
此外，汽车的可靠性也受到外部环境的影响。
例如，恶劣的天气条件可能会增加汽车发生故障的风险。
总之，确保汽车的可靠性对于安全和顺畅的行驶非常重要。
汽车制造商和消费者应该共同努力，提高汽车的可靠性，并采取适当的措施来保持汽车的可靠性。
在分析影响汽车可靠性的各种因素时，我们需要考虑以下几个方面：零部件质量：汽车的可靠性受到零部件质量的直接影响。
如果零部件存在设计缺陷或制造质量不合格，可能会导致汽车故障率提高，降低可靠性。
基于GSM嵌入式接口的汽车安全系统外文文献
2012 Fourth International Conference on Computational Intelligence, Communication Systems and NetworksAn Embedded Interface f for GSM Based Car Security SystemVivek Kumar Sehgal1*1Department of CSE&IT Jaypee University of Information Technology Waknaghat, Solan, HP (INDIA) e-mail: vivekseh@, vivekseh@1Mudit Singhal2, Bhart Mangla3, Sudeep Singh4, and Shivangi Kulshrestha52,3 2,3,4,5Department of CSE&IT, 4,5Department of ECE, Jaypee University of Information Technology Waknaghat, Solan, HP (INDIA)Abstract— GSM based security system are much more stout then an ordinary security system. The ordinary systems are simply based on the concept of sensors. They sound an alarm on detecting movement. This system of technology has now lost its appeal as it has become a common sighting in metros where these alarms go off unnecessarily. We e proposed a new system with GSM techniques and a better decision making process is built to make our vehicle more secure. It is a unique wireless home/car security device that t gives instant alerts on your mobile phone the moment a security breach is detected. It is designed to alert you wirelessly through a call as soon as your burglar alarm system intercepts an intrusion. This paper proposed an 8 bit embedded controller inter interfaced with GSM model. The control mechanism is based on DTMF tones generated by mobile phone when the number keys are pressed. Keywords- GSM; Microcontroller; Intelligent Car Security Embedded Algorithm;Fig. 1 DTMF FrequenciesI.INTRODUCTIONtaining to security One can look for several products pertaining systems India. Big corporate giants and many renowned companies have launched quality security products to safeguard homes and precious belongings. One can find burglar alarm, fire alarm, home security kits, new age doors and windows, security ecurity cameras, motion detectors, personal safety products, wire and wireless security products and other such products [4]. . These products are available in low end as well as high end range. Depending upon one’s budget, he or she can go for the required security system suitable to the place to be secured[6][7]. . One can also find numerous security experts who provide customized suggestions for home security. A car alarm is an electronic device installed in a vehicle in an attempt to discourage theft of the vehicle itself, its contents, or both [5][9]. Car alarms work by emitting high-volume sound (usually a siren, klaxon, prerecorded verbal warning, the vehicle's own horn, or a combination thereof) when the conditions necessary for triggering are met, as well ell as by flashing some of the vehicle's lights, and (optionally) notifying the car's owner via a paging system and interrupting various electrical circuits necessary for the car to start [8]. Car alarms should not be confused with immobilizers; although the he purpose of both may be to deter car theft, they operate in a dissimilar fashion. An immobilizer generallywill not offer any audible or visual theft deterrence, nor require any additional input from the driver than the driver of a non-immobilizer car. Car alarms can be divided into two categories: in to the vehicle at the factory) 1) OEM (built-in 2) Aftermarket (installed at any time after the car has been built, such as by the new car dealer, an auto accessories store, or the vehicle's owner) Alarms come with a mix of features. Remote car alarms typically consist of an additional radio receiver that allows the owner to wirelessly relessly control the alarm from a key fob. Remote car alarms typically come equipped with an array of sensors along with immobilizers and motion detectors [2]. Yet another class of security covers aftermarket car alarms that include 2-way way paging controllers. controller Some 2-way systems have an LCD icon display that can pinpoint the actual part of the vehicle being threatened, and many alert the user with beeps or silent vibration [1]. How to synergize the latest technologies with our system? lowing technologies in our We have included the following system as shown in Fig.2: 1. DTMF: Dual Tone Multiple Access (Fig.1). 2. Microcontroller 3. Programming language 4. GSM unit978-0-7695-4821-0/12 $26.00 © 2012 IEEE DOI 10.1109/CICSyN.2012.129Fig. 2 Block Diagram of GSM Based Car Security SystemThe organization of the paper is as follows: In section 2, we discuss the proposed design that also presents module description for our proposed system. Detailed circuit analysis description is provided for each block used in this section. In section 3, we present the software implementation along with algorithm and flow diagram. In section 4, PCB designing, actual circuit implementation on PCB and simulated schematic are shown. Finally, some conclusions are offered in section 5. II. PROPOSED WORKD. Opto-Isolator There are many situations where signals and data need to be transferred from one subsystem to another within a piece of electronics equipment, or from one piece of equipment to another, without making a direct ‘ohmic’ electrical connection. Often this is because the source and destination are (or may be at times) at very different voltage levels, like a microprocessor essor which is operating from 5V DC but being used to control a triac which is switching 240V AC. In such situations the link between the two must be an isolated one, to protect the microprocessor/microcontroller from over voltage damage. These use a beam of light to transmit the signals or data across an electrical barrier, and achieve excellent isolation. Optocoupler typically come in a small 66 pin or 8-pin pin IC package, but are essentially a combination of two distinct devices: an optical transmitter, typically typi a gallium arsenide LED (light-emitting emitting diode) and an optical receiver such as a phototransistor or light-triggered light diac. The two are separated by a transparent barrier which blocks any electrical current flow between the two, but does allow the passage of light as shown in Fig. 3.The microcontroller AT89s52 is the brain of the car security system. The signal from the car is constantly being sent to the controller which is being sensed. If there is any intrusion or any breakage then the signal breaks and then no signal is coming to the controller. As soon as the signal stops the controller send a signal to the opto-isolator isolator which is attached to the cell phone which makes a call to other cell phone whose number is stored in the emergency dialing of the phone. The LM7805 converts the 9V V supply to the 5V so as to drive the controller. The opto-isolator isolator protects the circuit from any sudden high voltage which could damage the circuit. The opto-isolator isolator itself blows out and thus saves the remaining circuit. The following components are used in the proposed circuit. A. Door Switch on switch. When someone tries to Door Switch is push-to-on open the door, it signals the controller. B. Car Battery Provides the battery voltage of 12V to the circuit circuit. C. µC AT89s52 power, high performance CMOS 8-bit The AT89s52 is a low-power, microcontroller with 4K bytes of In-System System Programmable (ISP) Flash memory. It is compatible with the industry industrystandard 80c52 instruction set and pinout. The on on-chip Flash allows the program memory to be reprogrammed in in-system or by a conventional al nonvolatile memory programmer. It can be both serially and parallely programmed. It is cost costeffective (may cost just Rs.55).Fig. 3 Internal Circuit of OptoOpto IsolatorIII.SOFTWARE IMPLEMENTATIONThe software platform used for the programming of the microcontroller 89s51 of the 8051 family is KEIL. With this software, assembly language programming can be actualized. A. Microcontroller Operation The Before programming the AT89C52, the address, data, and control signals should be set up according to the “Flash Programming Modes [3].” ].” To program the AT89C52,take the following steps: 1) Input the desired memory location on the address lines. 2) Input the appropriate data byte on the data lines. 3) Activate the correct combination of control signals. 4) Raise EA/VPP to 12V. 5) Pulse ALE/PROG once to program a byte in the Flash array or the lock bits. The byte write cycle is selftimed and typically takes no more than 50 µs. Repeat steps 1 through 5, changing the address and data for the entire array or until the end of the object file is reached. Programming is done on Keil software. Various steps to program 8051:101) 2) 3)Write the code in a notepad file. *.hex file is generated using Keil software software(Fig.4). *.hex file is burnt into the micro-controller using burner(Fig. 5).VSG4: VSG5: CALLING:JB P1.3,VSG5 JMP CALLING JMP VSGSETB P2.0 CALL DELAY CALL DELAY CLR P0.0 CALL DELAY SETB P0.0 CALL DELAY CLR P0.0 CALL DELAY SETB P0.0 CALL DELAY XXX1: XXX: DJNZ R0,XXX JMP XX CALL DELAY JMP XXX1 XX: DJNZ R1,CALLING JMP START DELAY: H1: MOV R4,#10 H2: MOV R3, #100 H3: DJNZ R3, H3 DJNZ R4, H2 DJNZ R5, H1 RET END ORG 00H CLR P2.0 MOV P0,#0FFH MOV P1,#0FFH MOV R0,#096H MOV R1,#003H JNB P1.0,VSG2 JMP CALLING JNB P1.1,VSG3 JMP CALLING JB P1.2,VSG4 JMP CALLING IV. HARDWARE IMPLEMENTATION AND SCHEMATIC DESCRIPTION With reference to Fig. 6. Vital role of Micro controllercontroller AT89C52 in ‘Remote billing of energy meter using GSM module’ is as follows [10]. 1) It will transmit the consumption amount to GSM 2) It will act as a master to communicate with memory 3) Whenever a command is sent to reset the memory ,controller resets the memory 4) Controller takes the pulses from the DTMF 5) Microcontroller also switches on the alarm. The circuit diagram shows in the Fig. Fig 6-7. It shows all the components used in the sequence in they should have been.Fig.4 Conversion of assembly language into HEX fileFig.5 Burning of Code in to Microcontroller ontroller MemoryB. Source CodeSTART: VSG: VSG2: VSG3:11Fig. . 6 Schematic of Port wise Hardware ImplementationFig. 7 Actual Hardware Implementation12V.CONCLUSION AND FUTURE SCOPES[1]REFERENCESJian Xiao; Haidong Feng; , "A low-cost extendable framework for embedded smart car security system," Networking, Sensing and Control, 2009. ICNSC '09. International Conference on , vol., no., pp.829-833, 26-29 March 2009. [2] /downloads134.html [3] /atmel/acrobat/doc0313.pdf [4] Thong, S.T.S.; Chua Tien Han; Rahman, T.A.; , "Intelligent Fleet Management System with Concurrent GPS & GSM Real-Time Positioning Technology,"Telecommunications, 2007. ITST '07. 7th International Conference on ITS , vol., no., pp.1-6, 6-8 June 2007. [5] http://arshad-umar.blogspot.in/2009/09/gsm-vehicle-control-andsecurity-using.html . [6] Sehgal, V.K.; Nitin; Chauhan, D.S.; Sharma, R.; , "Smart wireless temperature data logger using IEEE 802.15.4/ZigBee protocol," TENCON 2008 - 2008 IEEE Region 10 Conference , vol., no., pp.1-6, 19-21 Nov. 2008. [7] Sehgal, V.K.; Panda, N.; Handa, N.R.; Naval, S.; Goel, V.; , "Electronic Energy Meter with Instant Billing," Computer Modeling and Simulation (EMS), 2010 Fourth UKSim European Symposium on , vol., no., pp.27-31, 17-19 Nov. 2010. [8] Sehgal, V.K.; Dhope, S.; Goel, P.; Chaudhry, J.S.; Sood, P.; , "An Embedded Platform for Intelligent Traffic Control," Computer Modeling and Simulation (EMS), 2010 Fourth UKSim European Symposium on , vol., no., pp.541-545, 17-19 Nov. 2010. [9] http://ece-projects.blogspot.in/2011/06/gsm-based-vehiclemonitoring-security.html . [10] Hayan Lee; Hsin-Mu Tsai; Tonguz, O.K.; , "On the Security of IntraCar Wireless Sensor Networks," Vehicular Technology Conference Fall (VTC 2009-Fall), 2009 IEEE 70th , vol., no., pp.1-5, 20-23 Sept. 2009Through our initial research it was evident that the automobile sector is way behind in blending the latest information and communication technologies in their security system. Hence in this paper, we have presented an advanced security system for cars. We have used the current technology of GSM. The reason being the present highly developed infrastructure for systems supporting GSM. Our final designed system is advantageous over other similar systems because: 1) The system moves a step ahead of other current security systems available in the market such as AUTOCOP etc. Our security system has real time application; i.e. the security system doesn’t merely create noise but informs the owner wherever the person may be. 2) Cost effective. 3) It is sellable. Any product designed must be lucrative for consumers to buy. Such a smart system has the potential to be sold and attract customers. The proposed work has various future applications and can still be modified with certain new features which can be cost effective when manufactured at large scale. Also, our designed system is flexible and can accommodate new technologies such as CDMA and other code encrypted highly sophisticated techniques to further enhance the efficacy.13。
宝莱轿车的安全系统研究
［５】李春明．宝莱轿车维修手册【Ｍ】．北京：北京理工大学出版社，２００３． 【６ｌ姜立标，赵桂蕊，段新强．现代汽车最新安全控制装置构造与检修 【Ｍ】．北京：人民交通出版社，２００３． 【７】鲁植雄．防抱死制动系统故障诊断图解【Ｍ】．南京：江苏科学技术出版 社．２００４．
１
序、驱动防侧滑装置与发动机牵引力调节装置等。
２汽车防抱死系统ＡＢＳ的简介
由于汽车消费者对安全的日益重视，大部分的车都已将 ＡＢＳ列为标准配备。ＡＢＳ既有普通制动系统的制动功能，又能 防止车轮制动抱死。如果没有ＡＢＳ，紧急制动通常会造成轮胎 抱死，这时，滚动摩擦变成滑动摩擦，制动力大大下降。而且如 果前轮抱死，车辆就失去了转向能力；如果后轮先抱死，车辆 容易产生侧滑，使车行方向变得无法控制。所以，ＡＢＳ系统通 过电子机械的控制，以非常快的速度精密的控制制动液压力 的收放，来达到防止车轮抱死，确保轮胎的最大制动力以及制 动过程中的转向能力，使车辆在紧急制动时也具有躲避障碍 的能力。随着世界汽车工业的迅猛发展，安全性日益成为人们 选购汽车的重要依据。目前广泛采用的防抱制动系统（ＡＢＳ） 使人们对安全性要求得以充分的满足。 汽车防抱死制动系统是汽车在任何路面上进行较大制动 力制动时，防止车轮完全抱死的系统，是具有良好制动效果的 制动装置。这种系统利用电子电路自动控制车轮制动力，可以 充分发挥制动器的效能，提高制动减速度和缩短制动距离，并 有效的提高车辆制动的稳定性，防止车辆制动时侧滑和甩尾， 减少车祸，因此ＡＢＳ系统被认为是当前提高汽车行驶主动安 全性的最有效安全装置。目前国内外生产的各种轿车和客车 常常将ＡＢＳ系统作为标准装备，以便提高汽车主动安全性 能。 ２．１汽车防抱死系统ＡＢＳ的基本结构组成 现代轿车的ＡＢＳ系统通常由电控单元ＥＣＵ、液压控制单 元（液压调节器）和车轮转速传感器（轮速传感器）等组成。 （１）电控单元ＥＣＵ。电控单元ＥＣＵ由轮速传感器的输入 放大电路、运算电路、电磁阀控制电路、稳压电源、电源监控电 路、故障反馈电路和继电器驱动电路等几个基本电路组成。 ＥＣＵ是ＡＢＳ系统的控制中心，它是一台微型数字计算
汽车防装报警系统设英文文献翻译
毕业设计附件材料学生姓名：***学号：******所在系部：电气与电子工程学院专业班级：自动化专业（03）班指导老师：***日期：2013年6月目录1 英文文献翻译 (3)1.1英文文献原文题目 (3)1.2中文翻译 (10)2 专业阅读书目 (14)2.1 《毫米波雷达及其应用(精)》 (14)1 英文文献翻译1.1英文文献原文题目Increases massively along with the automobile, on the road the stream of vehicles rest, does not make the road traffic accident year to increase large scale by the , causes the massive personnel casualty and the property damage. News which according to Chinese male peaceful on January 14, 2005 issued: China altogether sent in 2004 to live the traffic accident 567, 753, caused 99, 217 dead, 451, 810 people the wound, the immediate goods are lost 27. 7 hundred million Yuan. Traffic accident's primary cause exercises after over speed , occupies the magical skill causes, the liquor drives, weary driving and so on. But collides is the traffic accident main manifestation, majority is the vehicle - vehicle collision and the person - vehicle collision. may affirm, along with our country automobile inventory and productivity swift growth, high speed road and first-class highway course fast extending, if does not enlarge road service peaceful the entire control, the traffic safety accident will increase massively, causes more casualties and economical the loss. the expert indicated to the road service accident's analysis result, in occurs junction passes in the accident, some 80% are because the pilot responds not promptly, does not handle, when makes to become. And some 65% accident are the automobile follows the collision to create, other belong lean the surface collision, to scratch hang the result. Therefore, Germany Mercedes-Benz Company's experts, in hands over after each kind to pass the accident to carry on the system research analysis obtains: If the pilot can before the accident has to shift to an earlier time 1 second consciousness to attend a meeting to have the traffic accident to occur, and has adopted corresponding the true measure, then the overwhelming majority accidentpossibly avoids. the automobile anti-collision early warning system to enhances the automobile travel security to be very important. Year starts from the 1971, domestic and foreign presented the ultrasonic wave, the radar, the laser, the machine to regard one after another to think, infrared as well as interactive and so on anti-collision early warning system's research or the product. This article to each kind of anti-collision aspects and so on early warning system's principle, characteristic, flaw will carry on the analysis, and proposes the automobile anti-collision early warning system's development direction. The automobile anti-collision early warning system is in the automobile travel process, as well as about the direction danger carries on the examination to automobile's around, in the automobile and the danger has in the collision danger situation, carries on the acousto-optic warning, prompts pilot dangerous thing the direction as well as the degree of hazard, with the aim of letting the pilot take the corresponding measure, avoids following the collision and the side hangs and so on traffic accident's occurrences. Automobile anti-collision early warning system general by the information acquisition, the information processing, the information judgment, the early warning information and so on four groups to become. The information acquisition present stage's technology has the ultrasonic wave, the radar, the laser, the machine vision,infrared as well as interactive, through these technical gathering automobile travel process in all around information; The information processing part is mainly carries on the processing analysis to the gathering information, sentences to break in the automobile travel process whether all around to have the danger, commonly used monolithic integrated circuit, ARM, microprocessors and so on DSP, even uses the multi-CPU special purpose computer to process; Information the judgment is according to this vehicle vehicle type, the weather, time as well as this vehicle and danger distanceto, information and so on relative velocity, relative acceleration, through the information fusion technology, real-time carries on the dangerous or the secure state dynamic identification; When the early warning information part mainly refers to information the identification for the danger, this part carries on the dangerous rank judgment, the dangerous direction as well as should a cousto-optic warning. As a result of the different information acquisition technology, its corresponding automobile against hits the early warning system to be different, below to each kind of anti-collision early warning system's principle, the characteristic, lacks to fall and so on aspects to carry on the analysis. After radar truck anti-collision early warning system use electromagnetic wave launch, meets obstacle the reflection the echo to examine and the computation unceasingly to it with the front or rear area the obstacle to the speed and the distance, undergoes the analysis judgment, with does not carry on the warning to present hazards' goal according to degree . This system by the dual-mode antenna, the directional coupler, the mixer, frequency modulation the oscillator and the processing unit is composed. When the transmitter uses microwave frequency modulated continuous wave system , in the vehicles march forward, the radar pencil beam launches the frequency modulated continuous wave signal forward, when the transmitting message meets the goal, is reflected for the identical antenna receive, after mixing enlargement processing, between the available its pulsation signal the difference expressed that the radar and goal distance leaves, may obtain the distance the corresponding signal impulse after the microprocessor processing computation to count the value, again according to the slip frequency signal difference and the relative velocity relations, calculates the goal the relative velocity which reaches to thunder , the microprocessor above two physical quantity substitution dangerous time letter counts thematrix, then figures out the dangerous time. radar sounding stable property, not easily object surface shape and color shade sound. The environment adaptation performance is good, is been big the weather effect, it has the measuring time to be short, the measuring range big (may achieve above 10km), the precision higher merit. But periphery the vehicles, the obstacle can have the electromagnetic wave disturbance to it, between trailer-mounted radar each other also has the disturbance. This system is huge, the construction cost is expensive. On the high speed road, the isolation strip and the road two side metal has limited this system's application to a great extent.Since the early 80s, many of the world famous universities and research institutions to And the United States more than 300 companies (including IBM and other computer companies) are put into research Study. Such as millimeter wave radar research, automotive radar used for more than 30GHZ The millimeter wave radar, it can reduce the electromagnetic radiation from the antenna beam angle increases Degrees, eliminating the need to reduce the reflection caused by the malfunction and interference; other Surface as the Doppler shift, the relative speed and high precision. Present primarily Used in millimeter wave broadband wireless data communications and guided weapons, but still did not put Off the radar of the inherent defects in poor anti-interference ability to detect small angle range, the steam Car driving in the jitter can not adapt, but also turn out in the road before and after testing by the To turn restrictions.② millimeter wave radar and image sensor combination with image Sensor under the direction of the road, so as to control the transfer of laser or millimeter wave radar Moving direction, laser or millimeter wave radar to follow the car driving Drive rotation. Have Effective solution to the laser or millimeter wave radar inherent part of the defect, the detection sideTo the line, perspective view of the shortcomings of small or even 0, but the image sensors And Lei da Yun station control technology high. ③improvements in algorithmic research Study [18] - [20], if the millimeter wave linear frequency modulation continuous wave (LFM - CM), two-lane Maximum matching hair, Larry detection, high-precision phase detection, narrowband compensation side Method, measured by the second difference method, etc. on the precision and improved anti-interference. Automotive collision avoidance systems are often not only in a technical, but full use of each Kind of technology expertise, the whole system performance greatly improved. An example of ChongqingAfter nearly a decade Chi Technology Co., Ltd. developed the "intelligent vehicle highway Active driving safety warning system ", Information Monitoring on each side of car is the super- Sound ranging principles. In the short-range ultrasonic distance measurement technique is very good, 4 - 5m range of powerful, but the car is moving in from the left and right sides of the information Auto close, so the use of its information gathering before and after image sensor. After nearly Decades of research, the company has been in the software algorithms have great breakthrough, as the U.S. State TI' s digital signal processor development, the company designs and more CPU Processors, so each CPU division of labor. Now, the company has been able to do per second Able to handle 37 images per second, far more than the film image, reaching as Frequency flow requirements, to ensure real-time detection, accuracy.From the twentieth century 80's, famous universities, research institutions And automobile manufacturers to actively research Automotive Collision warning systems, various transportCompanies and insurance companies are very concerned about how to reduce traffic accidents, the original Due to the following points: ① According to statistics, about 120 million people worldwide die each year payThrough accident, car accident not only caused the increase in economic losses, returned to the urban traffic Caused unnecessary congestion through to families in many wounds, so that people's health Living adversely affected, it has increasingly become concerned about social issues; ② Research That, as early as 1 s warning will reduced by 50% ~ 90% of rear-end accident; ③ security has beenThe focus of the automotive market, the survey shows that most users think the most important consideration The problem is that the safety car; ④great market prospects of the system [21]. Through the various existing features of vehicle collision avoidance warning systems, performance Analysis, we found that, ultrasonic, radar, laser has the following inherent flaw: ① in Car side there is more objective, not well identified the most dangerous targets, Lead to false positives; ② roads are not well detected corners dangerous target, subject to public Impact of road railings, also led to false positive and false negative; ③ radar and laser can be measured On the distance of several kilometers, but ineffective in the 200m the following high cost, big problemLittle to do, and they system complexity, bulky, expensive; ④ laser as Perception point of view is almost 0 directive, the weather and robustness;⑤machine vision The collision warning system with high technical requirements and hardware requirements by climate; ⑥ Infrared collision warning system is relatively the best, all-weather use,anti- Interference ability, but the system's technical requirements and hardware requirements are also high; ⑦ interaction Intelligent anti-collision warning system in the type of traffic information on a certain role in promoting, However, to supporting the use of cars widely used and requires a long process. Development of electronic technology will drive the development of collision warning systems. In order to prevent Collision warning system to overcome the shortcomings of each system above,the following aspects should : ① to improve anti-jamming capability, reduce false positives; ②increased visual angle, Improve the monitoring range; ③ enhance stability, reduce false positives, false negative; ④ increase in driving Members and automobile testing, because the collision in the driver's fatigue driving and vehicle Performance also has a relationship; ⑤ increased police decision-making factors, ultrasonic, radar, laser, etc. Alarm factor is the distance of cars and hazards should be considered relative velocity,The relative acceleration, vehicle and weather; ⑥ form of intelligent expert system to improve reporting Police real-time, accuracy, because the different models and different weather safetyDistance and time requirements of different security; ⑦industry standard form, it is imperative Because the product can not do without the successful application of industry standards.Collision Warning System will promote intelligent car, information, and Play a catalytic role on unmanned technology to make our journey in life Safe, comfortable, fast being.1.2中文翻译随着汽车大量增加,路上车流不息,使道路交通事故逐年大幅度增加,造成大量人员伤亡和财产损失。
安全专业外文文献(中英文对照PDF)
附录A动态可靠性和安全性评价人为因素技术系统：一个现代科学扎根人类的起源P. Carlo Cacciabue收稿日期：2010年1月7日/接受日期：2010年2月27日施普林格出版社有限公司于2010年在伦敦摘要:本文讨论的要求是人机实际执行互动模式。
前瞻性的回顾分析了设计和安全评估。
对Hollnagel理论能够运用“联合认知”制度全面和详进行分析,鉴定出人为因素的根本原因和潜在的复杂评价中偶然的情况.然而，死板的应用这些做法有时是过于武断,或根本不可能改善缺乏数据的缺点或构建复杂性建模架构.本文介绍了两个可行的方法，整体安全性分析是对整个工厂进行控制.另一种方法是，当明确任务和具体行为需要进行研究，提出的方法Hollnagel被认为是最先进和可以应用种最准确的工具.关键词：人类认知；可靠性建模；安全评估；根本原因分析1 介绍15年前，在1994年，我对埃里克Hollnagel在我的博士学位论文等这些方面的帮助表示感激。
当然埃里克Hollnagel已成为了我的导师并帮我解除了、试图将机器正规化的权威心理的影响。
我一开始就很尊重博士Hollnagel，很多年前，当我遇到他，他拯救了我,从一些同事之中保护了我将要被他们毁灭的最初想法，这种想法是试图寻找和谐科学和心理学的之间的基础，这是我研究活动的最后25年的方向.感谢埃里克！我永远不会忘记你，在世界许多角落陪伴着我，并通过头脑帮助我。
（Cacciabue 1994年）。
在那些日子里,需要建立必要的，明确的和无误的模式在人类管理的系统中,这导致许多研究人员严厉批评,它没有和解的可能性，所有的方法和在人类的贡献，旨在简化技术对系统的控制和事故.第一，集中在行为上，即实际的行动表现。
这种批评的主要依据是一个没有模型的认知，使审议过程和人类精神的典型功能和行为表现影响到他们的上下文相关条件（Hollnagel 1994年），第二，缺乏对审.在同一年内，制定的概念“第二代人的可靠性的方（Cacciabue和Hollnagel 1993年）和“微型的macrosimulation认知”（Cacciabue和Hollnagel 1995)随着各种技术的发展，在许多情况下是从航空运输和核医学出发，目的在于评估人类的贡献，评估安全系统和安全组织.这些问题一直是核心的科学调查问题.在90年代的Hollnagel，出版了两本关于危害和风险人类活动的分析（Hollnagel 1993年，1998年）基本书籍。
交通安全外文翻译文献中英文
外文文献翻译(含：英文原文及中文译文)英文原文POSSIBILITIES AND LIMITA TIONS OF ACCIDENT ANALYSISS.OppeAbstraetAccident statistics, especially collected at a national level are particularly useful for the description, monitoring and prognosis of accident developments, the detection of positive and negative safety developments, the definition of safety targets and the (product) evaluation of long term and large scale safety measures. The application of accident analysis is strongly limited for problem analysis, prospective and retrospective safety analysis on newly developed traffic systems or safety measures, as well as for (process) evaluation of special short term and small scale safety measures. There is an urgent need for the analysis of accidents in real time, in combination with background behavioural research. Automatic incident detection, combined with video recording of accidents may soon result in financially acceptable research. This type of research may eventually lead to a better understanding of the concept of risk in traffic and to well-established theories.Keyword: Consequences; purposes; describe; Limitations; concerned; Accident Analysis; possibilities1. Introduction.This paper is primarily based on personal experience concerning traffic safety, safety research and the role of accidents analysis in this research. These experiences resulted in rather philosophical opinions as well as more practical viewpoints on research methodology and statistical analysis. A number of these findings are published already elsewhere.From this lack of direct observation of accidents, a number of methodological problems arise, leading to continuous discussions about the interpretation of findings that cannot be tested directly. For a fruitful discussion of these methodological problems it is very informative to look at a real accident on video. It then turns out that most of the relevant information used to explain the accident will be missing in the accident record. In-depth studies also cannot recollect all the data that is necessary in order to test hypotheses about the occurrence of the accident. For a particular car-car accident, that was recorded on video at an urban intersection in the Netherlands, between a car coming from a minor road, colliding with a car on the major road, the following questions could be asked: Why did the driver of the car coming from the minor road, suddenly accelerate after coming almost to a stop and hit the side of the car from the left at the main road? Why was the approaching car not noticed? Was it because the driver was preoccupied with the two cars coming from the right and the gap before them that offered him thepossibility to cross? Did he look left before, but was his view possibly blocked by the green van parked at the corner? Certainly the traffic situation was not complicated. At the moment of the accident there were no bicyclists or pedestrians present to distract his attention at the regularly overcrowded intersection. The parked green van disappeared within five minutes, the two other cars that may have been important left without a trace. It is hardly possible to observe traffic behavior under the most relevant condition of an accident occurring, because accidents are very rare events, given the large number of trips. Given the new video equipment and the recent developments in automatic incident and accident detection, it becomes more and more realistic to collect such data at not too high costs. Additional to this type of data that is most essential for a good understanding of the risk increasing factors in traffic, it also important to look at normal traffic behavior as a reference base. The question about the possibilities and limitations of accident analysis is not lightly answered. We cannot speak unambiguously about accident analysis. Accident analysis covers a whole range of activities, each originating from a different background and based on different sources of information: national data banks, additional information from other sources, especially collected accident data, behavioral background data etc. To answer the question about the possibilities and limitations, we first have to look at the cycle of activities in the area of traffic safety. Some ofthese activities are mainly concerned with the safety management of the traffic system; some others are primarily research activities.The following steps should be distinguished:- detection of new or remaining safety problems;- description of the problem and its main characteristics;- the analysis of the problem, its causes and suggestions for improvement;- selection and implementation of safety measures;- evaluation of measures taken.Although this cycle can be carried out by the same person or group of persons, the problem has a different (political/managerial or scientific) background at each stage. We will describe the phases in which accident analysis is used. It is important to make this distinction. Many fruitless discussions about the method of analysis result from ignoring this distinction. Politicians, or road managers are not primarily interested in individual accidents. From their perspective accidents are often treated equally, because the total outcome is much more important than the whole chain of events leading to each individual accident. Therefore, each accident counts as one and they add up all together to a final safety result.Researchers are much more interested in the chain of events leading to an individual accident. They want to get detailed information abouteach accident, to detect its causes and the relevant conditions. The politician wants only those details that direct his actions. At the highest level this is the decrease in the total number of accidents. The main source of information is the national database and its statistical treatment. For him, accident analysis is looking at (subgroups of) accident numbers and their statistical fluctuations. This is the main stream of accident analysis as applied in the area of traffic safety. Therefore, we will first describe these aspects of accidents.2. The nature of accidents and their statistical characteristics.The basic notion is that accidents, whatever there cause, appear according to a chance process. Two simple assumptions are usually made to describe this process for (traffic) accidents:- the probability of an accident to occur is independent from the occurrence of previous accidents;-the occurrence of accidents is homogeneous in time.If these two assumptions hold, then accidents are Poisson distributed. The first assumption does not meet much criticism. Accidents are rare events and therefore not easily influenced by previous accidents. In some cases where there is a direct causal chain (e.g. , when a number of cars run into each other) the series of accidents may be regarded as one complicated accident with many cars involved.The assumption does not apply to casualties. Casualties are often related to the same accident andtherefore the independency assumption does not hold. The second assumption seems less obvious at first sight. The occurrence of accidents through time or on different locations are not equally likely. However, the assumption need not hold over long time periods. It is a rather theoretical assumption in its nature. If it holds for short periods of time, then it also holds for long periods, because the sum of Poisson distributed variables, even if their Poisson rates are different, is also Poisson distributed. The Poisson rate for the sum of these periods is then equal to the sum of the Poisson rates for these parts.The assumption that really counts for a comparison of (composite) situations, is whether two outcomes from an aggregation of situations in time and/or space, have a comparable mix of basic situations. E.g. , the comparison of the number of accidents on one particular day of the year, as compared to another day (the next day, or the same day of the next week etc.). If the conditions are assumed to be the same (same duration, same mix of traffic and situations, same weather conditions etc.) then the resulting numbers of accidents are the outcomes of the same Poisson process. This assumption can be tested by estimating the rate parameter on the basis of the two observed values (the estimate being the average of the two values). Probability theory can be used to compute the likelihood of the equality assumption, given the two observations and their mean.This statistical procedure is rather powerful. The Poisson assumptionis investigated many times and turns out to be supported by a vast body of empirical evidence. It has been applied in numerous situations to find out whether differences in observed numbers of accidents suggest real differences in safety. The main purpose of this procedure is to detect differences in safety. This may be a difference over time, or between different places or between different conditions. Such differences may guide the process of improvement. Because the main concern is to reduce the number of accidents, such an analysis may lead to the most promising areas for treatment. A necessary condition for the application of such a test is, that the numbers of accidents to be compared are large enough to show existing differences. In many local cases an application is not possible. Accident black-spot analysis is often hindered by this limitation, e.g., if such a test is applied to find out whether the number of accidents at a particular location is higher than average. The procedure described can also be used if the accidents are classified according to a number of characteristics to find promising safety targets. Not only with aggregation, but also with disaggregation the Poisson assumption holds, and the accident numbers can be tested against each other on the basis of the Poisson assumptions. Such a test is rather cumbersome, because for each particular case, i.e. for each different Poisson parameter, the probabilities for all possible outcomes must be computed to apply the test. In practice, this is not necessary when the numbers are large. Then the Poissondistribution can be approximated by a Normal distribution, with mean and variance equal to the Poisson parameter. Once the mean value and the variance of a Normal distribution are given, all tests can be rephrased in terms of the standard Normal distribution with zero mean and variance one. No computations are necessary any more, but test statistics can be drawn from tables.3. The use of accident statistics for traffic safety policy.The testing procedure described has its merits for those types of analysis that are based on the assumptions mentioned. The best example of such an application is the monitoring of safety for a country or region over a year, using the total number of accidents (eventually of a particular type, such as fatal accidents), in order to compare this number with the outcome of the year before. If sequences of accidents are given over several years, then trends in the developments can be detected and accident numbers predicted for following years. Once such a trend is established, then the value for the next year or years can be predicted, together with its error bounds. Deviations from a given trend can also be tested afterwards, and new actions planned. The most famous one is carried out by Smeed 1949. We will discuss this type of accident analysis in more detail later.(1). The application of the Chi-square test for interaction is generalised to higher order classifications. Foldvary and Lane (1974), inmeasuring the effect of compulsory wearing of seat belts, were among the first who applied the partitioning of the total Chi-square in values for the higher order interactions of four-way tables.(2). Tests are not restricted to overall effects, but Chi-square values can be decomposed regarding sub-hypotheses within the model. Also in the two-way table, the total Chisquare can be decomposed into interaction effects of part tables. The advantage of 1. and 2. over previous situations is, that large numbers of Chi-square tests on many interrelated (sub)tables and corresponding Chi-squares were replaced by one analysis with an exact portioning of one Chi-square.(3). More attention is put to parameter estimation. E.g., the partitioning of the Chi-square made it possible to test for linear or quadratic restraints on the row-parameters or for discontinuities in trends.(4). The unit of analysis is generalised from counts to weighted counts. This is especially advantageous for road safety analyses, where corrections for period of time, number of road users, number of locations or number of vehicle kilometres is often necessary. The last option is not found in many statistical packages. Andersen 1977 gives an example for road safety analysis in a two-way table. A computer programme WPM, developed for this type of analysis of multi-way tables, is available at SWOV (see: De Leeuw and Oppe 1976). The accident analysis at this level is not explanatory. It tries to detect safety problems that need specialattention. The basic information needed consists of accident numbers, to describe the total amount of unsafety, and exposure data to calculate risks and to find situations or (groups of) road users with a high level of risk. 4. Accident analysis for research purposes.Traffic safety research is concerned with the occurrence of accidents and their consequences. Therefore, one might say that the object of research is the accident. The researcher’s interest however is less focused at this final outcome itself, but much more at the process that results (or does not result) in accidents. Therefore, it is better to regard the critical event in traffic as his object of study. One of the major problems in the study of the traffic process that results in accidents is, that the actual occurrence is hardly ever observed by the researcher.Investigating a traffic accident, he will try to reconstruct the event from indirect sources such as the information given by the road users involved, or by eye-witnesses, about the circumstances, the characteristics of the vehicles, the road and the drivers. As such this is not unique in science, there are more examples of an indirect study of the object of research. However, a second difficulty is, that the object of research cannot be evoked. Systematic research by means of controlled experiments is only possible for aspects of the problem, not for the problem itself. The combination of indirect observation and lack of systematic control make it very difficult for the investigator to detectwhich factors, under what circumstances cause an accident. Although the researcher is primarily interested in the process leading to accidents, he has almost exclusively information about the consequences, the product of it, the accident. Furthermore, the context of accidents is complicated. Generally speaking, the following aspects can be distinguished: - Given the state of the traffic system, traffic volume and composition, the manoeuvres of the road users, their speeds, the weather conditions, the condition of the road, the vehicles, the road users and their interactions, accidents can or cannot be prevented.- Given an accident, also depending on a large number of factors, such as the speed and mass of vehicles, the collision angle, the protection of road users and their vulnerability, the location of impact etc., injuries are more or less severe or the material damage is more or less substantial. Although these aspects cannot be studied independently, from a theoretical point of view it has advantages to distinguish the number of situations in traffic that are potentially dangerous, from the probability of having an accident given such a potentially dangerous situation and also from the resulting outcome, given a particular accident.This conceptual framework is the general basis for the formulation of risk regarding the decisions of individual road users as well as the decisions of controllers at higher levels. In the mathematical formulation of risk we need an explicit description of our probability space, consistingof the elementary events (the situations) that may result in accidents, the probability for each type of event to end up in an accident, and finally the particular outcome, the loss, given that type of accident.A different approach is to look at combinations of accident characteristics, to find critical factors. This type of analysis may be carried out at the total group of accidents or at subgroups. The accident itself may be the unit of research, but also a road, a road location, a road design (e.g. a roundabout) etc.中文译文交通事故分析的可能性和局限性S.Oppe摘要交通事故的统计数字, 尤其国家一级的数据对监控和预测事故的发展, 积极或消极检测事故的发展, 以及对定义安全目标和评估工业安全特别有益。
汽车防抱死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)The anti lock braking system (ABS) analysisAbstract: Automobile anti lock braking technology is a mature technology. Equipped with an anti lock system (ABS) of the vehicle under various driving conditions especially when braking, emergency braking, can not only utilize the potential of adhesion between tire and road surface, improve the anti sliding stability of the riding direction, keep the steering operation, but also can give full play to the braking efficiency, shorten braking distance, improve safety this paper mainly introduces the performance of vehicle anti lock braking system of automobile wheel (ABS) analysis of the definition, structure and working principle, composition and principle of the electronic control part and ABS system, wheel speed sensor, hydraulic control components and principle of device. It introduces the anti lock system (ABS) fault light in the ABS, ABS know the use and maintenance of. By the wheel anti lock braking system (ABS) based to introduce its working principle, the analysis of the working principle of ABS control device is introduced.Key words:ABS; system; composition; principle; controlOne、wheel anti lock braking system (ABS)1.1 wheel anti lock braking system (ABS) technology is introducedIn early twentieth Century, people began to study the anti lock braking technology. Began to apply to the aircraft and railway, until the late 50's, ABS technology began to be used in the car. The core idea is to avoid making the same as the power switch, the hydraulic system power control in zero or the biggest, but according to the speed of the wheel, to control the hydraulic pressure, so that the braking performance to get the maximum improvement.First, a wheel speed sensor is measured with a wheel or a drive shaft to rotate the tooth number of the sensing gear, and the frequency and the wheel speed are proportional to the AC signal. The AC signal of the wheel speed sensor is fed into an electronic controller. The electronic controller calculates the speed of the wheel, the speed of the wheel, the speed of the wheel, and the speed of the vehicle. The pressure regulator pump installed in the brake master pump and brake system, receive controller instructions, by the pressure regulating solenoid valve to control the braking pressure increase or decrease the device, thereby regulating the braking torque, and make the ground adhesion status of the wheels are locked to prevent brake. The electronic controller also controls the other components of the ABS. When the components are in trouble, the controller makes the alarm lamp light, and makes the whole system stop working.1.2 wheel anti lock braking system (ABS) classificationABS according to the transmission medium of the brake system, can be divided into the air pressure system, gas liquid system and hydraulic system.Air pressure system is mainly used for heavy duty truck and trailer, the compressed air generated by the engine directly control the pressure of the pump.Gas cap system is generally used for large and medium sized vehicles, in the front and rear axle of the original brake pipe in each of the air compressor, through the control of the power gas chamber of the input pressure to indirectly control the hydraulic cylinder output.Hydraulic system for cars, vans and light trucks, system increased a brake transmission medium independent supply device, such as tributaries motor and recycle pump.ABS according to the number of control channels and the number of sensors, can be divided into single channel, dual channel, three channel and four channel type.According to the control mode, ABS can be divided into mechanical and electronic type. Due to mechanical ABS control accuracy, response is slow, can not guarantee the emergency brake wheel is not locked, has basically been replaced by electronic ABS.According to the arrangement of the pressure regulator, the ABS is divided into the integral type and the separation type. The integral type, which is made into a pressure regulator and a brake master cylinder, is called a separation type of independent brake pressure regulator and an independent brake master cylinder.Two、wheel anti lock braking system (ABS) composition and principle 2.1 wheel anti lock braking system (ABS) structureWhen the car is normal, the brake shoe 10 and the friction plate 9 in the spring 13, and fixed on the wheel hub brake drum 8 to maintain a certain gap, so that the brake drum can rotate with the wheels. Wants to make a moving car to slow or stop, as long as the driver to step on brake pedal 1, you can make the body of the braking energy through a push rod 2 and brake master cylinder piston 3 4, the master cylinder brake fluid pressure into the brake wheel cylinder 6, and through two wheel cylinder piston 7 to promote the two brake shoes 10 together with friction plate 9 around the branch underwriting turned 12, the friction plate outer circle face pressure in the brake drum 8 of the surface of the inner circle. In this way, the brake shoe friction plate is fixed to the rotating drum of the brake drum and the friction torque is Mu, and its direction is opposite to the rotation direction of the wheel. Brake drum to the brake torque transmitted to the wheels, due to the wheels and the road surface adhesion, wheel on the road surface. A forward edge force, brake braking force Fu. At the same time, the road also gives the wheel a backward reaction, that is, the road system power Fb, which is to force the car to slow down when the brake until the parking brake force. The greater the road braking force, the greater the car to reduce the speed. When thedriver releases the brake pedal, Back to the spring 13 is about to brake shoes back in place, the outer circle of the friction plate and the inner circle of the brake drum to resume the original gap, friction torque Mu and braking force Fb to lift, the brake function is also terminated.It is not difficult to see that the road to stop the road from the car's driving Fb not only depends on the brake force Fu size, but also by the tire and road adhesion conditions. That is, the car brake system only has a sufficient brake brake force Fu, while the road and can provide a large F1, to get a larger road braking force Fb.2.2 working process of brake system:1、Parking brake.Car parking, manipulation hand brake valve 3, releasing parking brake three-way pipe 6 and a quick release valve in the compressed air, the spring energy storage type rear brake air chamber in the spring release, and promote the rear drum brake shoe open, friction plate is tightly pressed in the brake drum with a round face, parking brake. In the brake, the brake three through the tube in the compressed air has been lost, there are still parking brake.2、To lift parking brake.Start the engine, driven by air compressor operation, the brake system air supply pipeline and two storage cylinder with compressed air, compressed air pressure can be the barometer 12 to instructions. At this point in the parking brake supply line in the quick release valve 4 and the air pressure alarm switch 5 no air pressure, the alarm switch to control the alarm and the alarm lights, indicating the car is in the parking brake state. Manipulation of the hand brake valve 3 to remove the brake position, when air pressure is lower, the pressure warning lamp still light, said brake pressure is insufficient; enough air pressure brake, parking brake gas pipeline through the quick release valve 4 and three-way pipe joint so that the parking brake air chamber air supplying, rear wheel brake air chamber storage compression spring the rear brake hoof piece is returned, rear wheel brake is in a non brake state, pressure alarm lights, car brake pressure enough, you can start.3、Driving brake.Driving in the brake system air supply pipeline pressure enough, set foot driving brake foot brake pedal, make a straight foot brake valve 2 action, compressed air through the four-way 21 for to the front brake chamber joint, before the brake wheel, this time brake lamp switch 22 is switched on, the brake lights; compressed air proportion by a sense of the load storage valve 8 and a three-way pipe joint 6 to donor of air chamber, the rear wheel brake, when installed in the load sensing proportional valve rear brake lamp switch is powered, the brake light bright. The vehicle braking strength is controlled by the pedal type brake valve, the brake pedal stroke is strong, and the brake pedal travel is small and weak. When insufficient air pressure in the brake system, installed in the wet storage cylinder 16 on the low pressure alarm switch is turned on, low pressure alarm lights and sirens, said brake pressure is insufficient.4、The driving hand brake.When the foot brake failure or no air pressure, can control the hand brake valve to the brake position, can make the rear wheel brake.5、The no pressure release the parking brake.The car parked in a long time, may be in a non pressure state. At this time the car parking brake. The engine does not start, you want to drag the car away, can be used to rotate the two rear wheel brake spring brake air chamber of the lifting of the brake bolts, lift rear parking brake. To recover the parking brake, to cycle the bolt.2.3 wheel anti lock braking system (ABS) control principleNow the popularity of the car on the ABS is basically an integrated control of electro hydraulic. And that is to make the mechanical device, the control device to become the electronic control. The general principle is to detect the wheel by the wheel speed sensor, and then the wheel speed sensor to measure the speed of the signal passed through the amplification of the ECU car (some of the ABS computer is integrated with the engine management computer and so on). Then the computer through the sensor measurement data to determine whether the wheel locking, if the wheel is not functioning properly, may be locked or has been locking) then a computer can immediately issued a directive to the solenoid valve, electromagnetic valve in a vacuum state, so as to achieve braking force isreduced, until the locking lift, if at this time the driver still vigorously brake, so the ABS to lift control wheel will return to the locked state, so the ABS again access the know lock once again to remove. This is why we are driving the ABS car to brake the brake pedal will produce a strong jitter, which is the ABS of the three solenoid valve in the work, the hydraulic circuit and sometimes the pressure from time to time, so the brake pedal pulse jitter phenomenon.The control of ABS can be more accurate and more active by electronic devices. But even the electronic control of the ABS according to the different types of its configuration also has a lot of. First of all from the hardware configuration is mainly divided into: 1 channel 2 sensor, 2 channel 3 sensor, 3 Channel 4 sensor, 4 channel 1 sensor type, four.For the first way, it can be said to be the earliest and most original ABS control mode. Also is to achieve the above said computer control all, but whether it is information access channels (sensors) or control channels (channels) are only one. As described above, it is the most dangerous for the braking of the rear wheels locked first. For vehicle emergency braking especially on slippery surfaces under the emergency brake, rear wheel is the most easy to lock. If the rear wheels than the front wheels locked first, and that at this point the driver and intent of the steering, the car will be the danger of skidding flick. So for the single channel ABS is of course to give priority to the rear wheel lock. So the ABS sensor is installed in the rear differential, which is used to perception of the rear wheels locking, and solenoid valve installed on the rear brake hydraulic pipe, which is used to lift the locking crisis. Because only a sensor and an electromagnetic valve to control the wheel braking force, so computer only for overall rear wheel lock to deal with the crisis. If the friction coefficient of the pavement is different, then the system will be very difficult to adjust the size of the braking force automatically.For the 2 Channel 2 sensor ABS, the situation will be better. But this hardware configuration can be divided into two solutions. The first solution is the two sensor and two channels are assigned to front and rear wheels. This can only prevent locking with the whole of the front wheels and can prevent the rear wheels locked, but for on the left and right wheels running on the pavement withdifferent friction coefficients is powerless; another is for X piping mode settings. The so-called X is to make the brake hydraulic piping diagonal distribution. In other words, the hydraulic 50% from the total pump out of the left front wheel and the right rear wheel, while the other 50% are assigned to the right front wheel and rear wheel. The only two channels are fitted on the main side of the left and right wheels. So this ABS can in the case of hardware limited part of the solution before and after the wheel lock and around the wheel lock.But for channel 3 3 sensor hardware equipment situation would be a lot better, this kind of ABS in front of using two channel and two sensor, using a channel and a sensor (rear control Documentary Channel single sensor design) in the rear, so it can not only to automatic distribution before and after the overall braking force, but also independent regulation of the front wheel braking force. But this is not the most perfect ABS. The most perfect ABS is currently the most widely used 4 Channel 4 sensor ABS. This kind of ABS really satisfies the requirement of the system power adjustment on the hardware. So whether it is front wheel locked first or the first locking rear can regulate effectively, and even the four wheels of road surface friction coefficient are different, ABS can also automatically adjust, let each wheel won't lock. So the 4 channels of the ABS system and the system with more than one additional feature called EBD electronic system power automatic allocation. In fact, in the purchase of a car, if the manufacturers to promote this car equipped with EBD electronic power distribution, then the car's ABS for the 4 Channel 4 sensor design. But even the 4 Channel 4 sensor ABS according to the different performance of the solenoid valve is also different. This ABS solenoid valve is mainly divided into two types: one is the 3 solenoid valve, the other is the 2 solenoid valve. Also is the solenoid valve, the realization of the function is not the same. 3 solenoid valve to the brake hydraulic control into three kinds of state, namely: the pressure state, the state of decompression and balance. And the 2 bit of the solenoid valve can only be the brake hydraulic control into: the state and balance of the two kinds of state. Although the performance of a compression function is not the same as that of a pressure function.The 2 is equipped with a solenoid valve ABS, it can only play the role ofpreventing the brake locking. Because it can only reduce or maintain the brake fluid, that is, only after the brake pedal to the brake pedal, he can play a role. So even if it is the 4 sensor 4 channels, can only achieve the power of EBD electronic system power automatically assigned. And for equipped with three ABS solenoid valve, from the hardware, it meets the ESP electronic stability system, TCS traction control system and EDL electronic braking speed requirements of the poor. The reason is called 3 solenoid valve, is compared with the 2 solenoid valve to increase the pressure function. That is, even if the driver did not step on the brake pedal, the computer can also automatically control a single wheel brake. Then what good is it? We first simply from the function of the brake. If the computer can automatically control the increase in hydraulic, then we will get a more secure performance in the high speed and strong braking. Because of the high temperature of the brake system, the brake system is very high, and the brake disc is very hot. The so-called thermal attenuation is actually due to the brake disc and brake shoe is too high temperature, resulting in the surface or local on the verge of melting, the engineering strength is reduced, so the brake force will weaken. The same reason, when we are at a speed of 120, or even 160 of the speed of the speed is, if the need to speed up the speed of the brake system to 20 or even the load is very large. Due to the driver's habits is to keep the brake pedal to form the same so caliper braking force is constant, so as to the later stage brake due to the high temperature begins to decay, the driver is often difficult to find the weakening of the braking force, and so will not be active continue to increase braking power. So because the three solenoid valve and control of the brake line pressure function, so it can automatically increase the braking force, so that the speed of the brake to maintain linear, even to the end of the brake and thermal decay, can also be due to the brake force is not linear to the safety risk. But this is just the three bit of the solenoid valve on the brake side, in fact, the contribution of the three solenoid valve is far more than that. Its biggest role is to realize the computer automatically to a single wheel brake, so that ESP or EDL can be achieved.We know that ESP is a BOSCH development of a set of electronic stability program, to achieve such an electronic stability, we must have a 4 Channel 4sensors and 3 solenoid valve is equipped with hardware. ESP was able to let front wheel drive car reduce understeer, drive reduce oversteer, because it can on the slip rate exceeds a critical value of the wheel (i.e. skidding of the wheels) separate braking, so as to get rid of the out of control of the situation, all these do not need human intervention, and is in a very short period of time by computer control to complete. Simply, the principle is that the computer detects the speed of each wheel by means of the four wheel speed sensor, and then calculates the speed of a wheel by means of a vehicle speed sensor and a steering angle sensor. If the actual speed of the four wheels and the theoretical speed does not match the computer will determine the wheel has the risk of slipping out of control, then ECU will immediately notify the three solenoid valve to the wheel to brake, so he returned to normal speed under the restriction of braking force. So he can improve the active safety performance of the car to a great extent, make the car have better tracking.For EDL, its working principle is similar to that of ESP. Is the wheel speed sensor detection of active wheel speed value, if two active wheel speed difference in the normal range (through the steering angle sensor judgment, because in turn driven wheel speed difference is normal), so the ABS does not work; if detected about two driving wheel speed difference is too large, the computer will determine the high rotational speed of the wheel is slipping, so in three solenoid valve under the action to the spin of the wheel braking forces applied additional, power can be transmitted to the no skid wheel there to, make the car can still have normal traction control. Of course, for the four wheel drive car this electronic differential braking is more important, because it can be through a single wheel to adjust the braking force distribution. Set can make the power on any one of the wheels from the 0%-100% regulation. So it is not required to increase the case of other hardware devices to achieve such a number of derivatives. That is to say the 4 Channel 4 sensor and equipped with three 4 bit solenoid valve ABS is currently the highest market specifications ABS, as long as the program supports, you can achieve all the functions mentioned above汽车防抱死系统（ABS）的研究分析摘要：汽车制动车轮防抱死技术是一项比较成熟的技术。
汽车安全装置的应用现状与分析
汽车安全装置的应用现状与分析作者：马银余谭识博来源：《时代汽车》2021年第19期摘要：汽车安全系统一般可以从结构上划分成两大部件，分别称为汽车被动安全系统和汽车主动安全系统，这两个部件分别可以在不同的条件下发挥各自的功能。
关键词：安全裝置现状分析Analysis of Application Status of Automobile safety devicesMa Yinyu，Tan ShiboAbstract：Automotive safety systems can generally be divided into two major components structurally， which are called automotive passive safety systems and automotive active safety systems. These two components can perform their respective functions under different conditions.Key words：safety device， status quo， analysis1 汽车被动安全系统汽车被动安全设备是一种泛指在道路交通事故中发生时能尽可能地减小对人身造成损害的安全设备，其中包括对于乘客和行人的防护。
1.1 安全带安全带的主要目的是为了有效地保护驾驶员和汽车乘员的安全人身并且为了避免与其他汽车之间的可能会发生的严重撞击事故所预计的设置，主要按形状可以分为两点型安全带和弧度式三角形两种。
这种双重两点式仅仅是用来固定了一名副驾驶员的上下腹部，无法将其固定在车上半身，一般也不适合用于控制驾驶员乘坐前座。
三点式是在两点设计的基础上它还增设了一根由斜向横跨至汽车的肩部并将汽车上半身紧紧地固定起来的圆形连接带子，固定这个圆形带子的汽车固定具体点位一共有三个，它们既不仅可以直接将其固定在汽车乘员的头部肩膀或者上半身，又大大提高了汽车驾驶员的运动安全性。
汽车防盗报警器外文文献翻译中英文
外文文献翻译(含：英文原文及中文译文)译文字数：3297字文献出处：SF Marseken. Automobile burglar alarm[J] Betascript Publishing, 2016,vol.1,no.3:10-21英文原文Automobile burglar alarmSF MarsekenThe automobile is the present humanity's main transportation vehicle, is also the modern civilization symbol. The world the automobile sales volume reaches more than 6000 ten thousand every year, the inventory has surpassed 400,000,000. Is using the vehicles are more, but the following traffic accident and the automobile which robbed are been also getting more and more, has created the personnel casualty and the economical property loss. The people set a higher request to motor vehicle's operational performance and the security performance. The auto safety becomes an important social question. In order to reduce motor vehicle accident's formation rate, for has automobile's user to provide the security sense, develops one kind simply reliable, the ease of operation, can automatic detection automobile various part of conditions, discover that the normal condition can send out the warning reminder and thesecurity warning safety system to the pilot, has the actual design significance.The car alarm is a device that is installed in the car to increase the difficulty of car theft and prolong the period of car theft. With the advancement of science and technology, in order to deal with the escalating methods of car theft, people have developed anti-theft devices of various methods and structures from generation to generation. Currently, anti-theft devices can be divided into three categories according to their structure: mechanical, electronic and Network type. Hook locks, steering wheel locks and shift locks are basically mechanical anti-theft devices. They mainly rely on locking clutches, brakes, throttles, or steering wheels and shift gears to achieve the purpose of anti-theft. However, only anti-theft alarms are not provided.Insert-type, button-type and remote control are all electronic anti-theft devices. It mainly aims to prevent theft by locking the ignition or starting. It also has anti-theft and sound alarm functions.GPS satellite positioning car alarm system is a network-based anti-theft device, it is mainly to lock the ignition or start to achieve the purpose of theft, but also through the GPS satellite positioning system (or other network system), the alarm information and alarm vehicle location Silently transmitted to the alarm center.Characteristics of remote-controlled car alarms Remote-controlledcar alarms are developed with the advancement of electronic technology and are the most widely popularized in the market. It is characterized by remote control of the entire function of the alarm, reliable and convenient, with vibration detection, gate protection and microwave or infrared probes and other functions. As the demand for anti-theft devices in the market continues to increase, remote control car alarms have also added many convenient functions, such as remote control central locks, remote air heaters, remote control electric doors and windows, and remote control of open luggage compartments.The value of automobiles is very high. As the number of automobiles continues to increase, automobiles have become the target of thefts by theft victims. Theft of automobiles has also become a major concern in today's society and is an urgent problem to be solved. At present, a variety of car anti-theft methods and products are constantly being updated. Although anti-theft mechanical locks have been installed on the doors and vehicle engines, the robbers can use the master key to open the doors without driving the car. Therefore, the car theft prevention problem is still not completely resolved. Today's car theft in society has the following ways:First, mechanical security, the main principle is to use a lock to lock a part of the car, so that it can not play its due role. There are several kinds of theft prevention methods as follows: transmission gear locks,steering wheel locks, brake pedal locks, and clutch pedal locks. The corresponding trouble is that mechanical locks are large in size, and the owner must carry a key with him at the same time. And there are many ways to crack it. Since the core is a lock in the end, it is hard to stop at the door. It is even more difficult to avoid large-scale car thefts such as hydraulic shears; losing the keys if they are not careful, etc. is also one of the possibilities for car theft.The second is electronic security. This is the most commonly used anti-theft measure in the current automotive market. When the anti-theft system is activated, the ignition coil and the fuel supply circuit can be cut off. Only when the unlocking key is under control can the alarm be released. There are a wide variety of such anti-theft products. Most domestic and foreign cars have been equipped with a key chip anti-piracy system when they leave the factory. This is to use the chip's transmitting radio in the key to connect with the ECU of the car and start the car engine. In addition to the sound and light alarm system, a light emitting diode (LED) is installed on the dashboard of the car to allow the owner to know the working status of the system, and it can also exert mental pressure on the car thieves in the car. When the car vibrates due to an external force or the door, back cover, and front cover are forcibly opened, the system will sound an alarm to deter car thief. There is also a two-way alarm system, which is more than the general light and sound alarmsystem can notify the owner of the function, when the car is affected by the outside world, people in the vicinity of the owner can be through the car with a LCD key to know the car Current state.The third is a network type anti-theft system, which mainly relies on social public networks to monitor the movement of vehicles. There are two kinds. One is the GPS satellite positioning anti-theft system. This system uses GPS satellite positioning to determine the vehicle position, and then transmits the position and alarm information to the alarm center through the GSM network. The alarm center controls the power off and fuel off of the car through the GSM network. The disadvantage of this kind of system is that the price is relatively high; moreover, it needs to pay for the service frequently; the power of the system is also relatively large; privacy will be affected; if the vehicle is left unused for a long time, the level of electricity will be lost. And cars parked underground, under big trees, building rafts, and indoor systems would not work. 2 is GSM, GPRS mobile anti-theft device, GSM mobile anti-theft device relies on GSM communication network, intelligent anti-theft linkage of mobile phones and cars, it has anti-theft, monitoring, remote control, remote alarm, positioning and anti-robbery and other functions. A very effective means of safeguarding public security and protecting the interests of car owners. Compared with similar products, the system also has multiple features such as concealed installation, advanced technology and reliableperformance. It has the advantage of not having to build base stations and the alarm is not limited by distance. The disadvantage is that it requires monthly fees for GSM numbers because it depends on the coverage of the GSN network. The thieves' method is also to use the jammer of the mobile phone signal, cut off the connection between the vehicle and the alarm center, and make the anti-theft system invalid.The fourth is the biometric anti-theft system, which uses the human body feature as the only unlocking key to lock the car engine into theft protection mode. Specific products include the owner's fingerprint activation controller and vein scan controller. It takes advantage of the sufficient information carried by human fingerprints and the feature that each person's fingerprint coincidence rate is almost zero. The owner's fingerprint information is stored in the memory of the system in advance, and the car can be started after verifying the identity through the fingerprint comparison, even if the car theft. Thieves who steal all the car keys will be helpless. However, its disadvantage is that it takes more than 2 seconds for the fingerprint to be compared before starting the car. If the thief cannot get your fingerprints, he will not be able to steal your car. However, in fact, the thieves steal the keys of the owner may not be able to crack all the anti-theft measures. When the biometric anti-theft, only the fingerprint car alarm can protect your car in the true sense.At present, GPS satellite positioning systems on the market arealready the most advanced anti-theft devices at home and abroad. The GPS system has vehicle positioning, anti-robbery alarm, network security, remote control to make it turn off, vehicle interior monitoring, rescue after anchoring, traffic information inquiry, electronic Dog navigation has been a lot of features such as vehicle information query. The GPS satellite positioning system is a network-based anti-theft device. It mainly relies on locking the ignition and starting to achieve the purpose of theft prevention. At the same time, the GPS satellite positioning system can transmit the alarm information to the alarm center along with the location of the alarm vehicle. However, experts also reminded that the name of this anti-theft technology sounds very loud, although there is a certain anti-theft effect, but it is not very practical to use, and the price is expensive, the actual effect is not great, satellite tracking anti-theft is mainly a return on automotive equipment The location of the vehicle is displayed via a satellite screen. Therefore, according to the installation of a tracking system in a stolen vehicle, the transmission system is destroyed, that is, the power supply is cut off, making it impossible for the satellite to track the position of the vehicle and lose the anti-theft effect. Such a system is very expensive. It costs 6000-7000 yuan to install a GPS without a display screen. It also pays a service fee of nearly a thousand yuan each year to a GPS system service company. Expensive purchase fees and usage fees make many owners discouraged. Economic efficiencyis not optimistic. Electrical alarm came into being. The electronic alarm system is based on the original central door lock, and an anti-piracy system control circuit has been added to control the movement of the car. At the same time, the electronic alarm is also an ideal alarm device. If there is a theft intention of theft, the anti-theft system will not only cut off the start circuit, ignition circuit, oil circuit, fuel circuit and transmission circuit, brake lock function, but also send a different sound and light distress signal to alarm , to mentally attack car theft to stop the car theft process.Since the world's first T-type Ford sedan was stolen, car-trafficking has become one of the most common crimes in big cities. The number of cars has increased, and the number of stolen vehicles has also increased year by year. As a result, social unrest has become larger and larger. They are worried that their cars are stolen. With the popularity of convertible cars, the lock on the car door is no longer the most solid. The concept of car door locks has gradually faded, and as a result, the car anti-theft system has emerged. The types of electronic anti-theft systems currently on the market are very large, and can be purchased for 300-400 yuan. Most of the new cars on the market today are equipped with original factory-built anti-theft devices. Some vehicles have anti-theft chips on their keys. They can randomly change their unlocking codes so that thieves cannot unlock them through high-tech methods, and such keys arelost. Only with the registration of vehicle users to the original manufacturer and a set of car keys. According to the latest automotive technical data, some vehicles have begun to replace the key with an invisible IC card. If the vehicle owner is within 3-5 meters of the vehicle, the car alarm will be automatically released. When the owner sits in the car, the ignition switch is pressed. The vehicle will start. The owner will automatically lock the door 5 meters away from the car. The anti-theft system will not be foolproof. Many cars nowadays have installed a computer anti-theft system for vehicles before they enter the market. When the data of the key chip and the data saved on the on-board computer are in agreement, the computer starts to work on the relevant system and allows the engine to start. Cars with on-board computer systems no longer need to install electronic anti-theft devices. If it is repeatedly installed, it may easily conflict with the originally installed computer anti-theft system; if it is necessary to install an electronic anti-theft device again, it is necessary to pay attention to separation from the ignition system, or it will make the engine unable to start and a series of other failures. If there is a failure, the owner cannot dismantle it himself. Use a professional device to clear the fault code and contact failure in a professional service shop.中文译文汽车防盗报警器SF Marseken目前汽车是人类最为主要的交通工具, 也是现代文明的标志。
汽车安全系统和技术的研究和分析外文文献翻译、中英文翻译、外文翻译
1.ABS制动系统
Ant-lock制动系统(ABS刹车系统,锁定计算机作为ABS),液压装置,车轮速度传感器、制动液压管道、电线等,其结构如下所示。
ABS的流苏在各种驾驶汽车制动性能和制动条件安全特别重要,尤其是紧急制动,可以充分利用轮胎和路面附着力属性之间的峰值,提高汽车抗侧滑性能,减少制动距离、制动性能充分发挥,但也增加了汽车制动过程控制。以减少交通事故的可能性。
2.安全气囊前发生了强烈的碰撞,因为惯性,谁骑身体向前快速移动,然后安全带,将尝试“拉动式”骑在人体内,吸收部分冲击能量,而“目镜趋势”的安全气囊充气,完全打开,然后骑上身体会沉到安全气囊,气也开始从通风空气均匀逃跑,和吸收大部分冲击能量;随后,坐后座,回到身体。上述整个过程几乎总是发生在一瞬间,谁骑完全在被动的情况下,在这种情况下,被动依赖辅助乘员保护系统是唯一的选择。安全气囊开发设计是基于保护安全带有限公司有限公司;他们相互合作骑玩辅助的保护作用。
没有安装ABS汽车,如果踩制动踏板的驱动力,轮将迅速降低速度,最后车轮停止转动,但身体由于惯性仍向前滑动。这种现象在车轮和路面之间发生更大的“滑”,出现这种情况,汽车轮胎的汽车侧滑几乎消失,所以可怜的力将会出现以下现象:
(1)操纵稳定性下降:方向盘是无效的,操纵车辆尾部的卷发,严重时汽车圈或出现折叠现象;
系好安全带安全气囊发挥我们的作用也是一个重要条件。因为乘坐的安全气囊的作用最大化物理位置的影响,坐在即时行动有非常严格的要求。否则,安全气囊开始强烈瞬时瓦勒普斯也脆弱的网站,可能造成严重的损伤,特别是儿童,这种损害可以是致命的。即使是最普通的三个腰带,试着可以及时在崩溃住骑包,确保上部骑的安全气囊完全扩展范围,使安全气囊最有效地发挥功效。因此,不能因为汽车配备安全气囊和感觉无忧无虑的安全带系好,只有减少或消除交通事故的发生。
ESP汽车电子稳定系统论文
ESP汽车电子稳定系统论文毕业设计（论文）题目：ESP汽车电子稳定系统学院：班级：学号：学生姓名：指导老师：二〇一二年五月四日摘要汽车电子稳定系统(Electronic Stability Program，简称ESP)。
ESP是一种汽车新型主动安全系统。
ESP系统包含ABS（防抱死刹车系统）及ASR（防侧滑系统），是这两种系统功能上的延伸。
因此，ESP称得上是当前汽车防滑装置的最高级形式。
ESP 系统实际是一种牵引力控制系统，与其他牵引力控制系统比较，ESP不但控制驱动轮，而且可控制从动轮。
如后轮驱动汽车常出现的转向过多情况，此时后轮失控而甩尾，ESP便会刹慢外侧的前轮来稳定车子；在转向过少时，为了校正循迹方向，ESP则会刹慢内后轮，从而校正行驶方向。
有ESP与只有ABS及ASR的汽车，它们之间的差别在于ABS 及ASR只能被动地作出反应，而ESP则能够探测和分析车况并纠正驾驶的错误，防患于未然。
ESP对过度转向或不足转向特别敏感，例如汽车在路滑时左拐过度转向（转弯太急）时会产生向右侧甩尾，传感器感觉到滑动就会迅速制动右前轮使其恢复附着力，产生一种相反的转矩而使汽车保持在原来的车道上。
当然，任何事物都有一个度的范围，如果驾车者盲目开快车，现在的任何安全装置都难以保全。
关键词：ESP 主动安全系统汽车防滑装置电子控制AbstractElectronic stability system (Electronic Stability Program, ESP). ESP is a new type of automotive active safety systems. The ESP system with ABS (antilock brake system) and ASR (anti-skid system), is the extension of these two systems function. Therefore, the ESP regarded as the most advanced form of automotive anti-skid device. The ESP system is actually a traction control system and other traction control systems, ESP not only control the driving wheel driven wheel, and can be controlled. Such as the rear-wheel drive vehicles often turn to excessive rear wheel out of control while the drift, the ESP will brake slow the outside front wheel to stabilize the car; turning over came from order to correct the tracking direction, ESP will slowly brake the inside rear wheel, in order to correct the direction of travel.Car with ESP and ABS and ASR, the difference between them lies in the ABS and ASR can only passively react, ESP is able to detect and analyze the condition and correct driving errors and take preventive measures. ESP on oversteer or understeer are particularly sensitive, such as cars turn left in slippery when oversteer (a turn too fast) will have to drift to the right side of the sensor felt the right front wheel slide will brake quickly to restore adhesion produce an opposing torque leaving the car remained in the original lane. Of course, everything has a range of motorists speeding blindly any safety devices are difficult to preserve.Key words: ESP Active safety systems Automotive anti-skid device Electronic control第一章ESP汽车电子稳定系统简介1.1ESP的概念汽车电子稳定系统或动态偏航稳定控制系统(Electronic Stability Program，ESP)是防抱死制动系统ABS、驱动防滑控制系统ASR、电子制动力分配系统EBD、牵引力控制系统TCS和主动车身横摆控制系统AYC(Active Yaw Contr01)等基本功能的组合，是一种汽车新型主动安全系统。
汽车颜色与碰撞风险汽车安全外文文献翻译中英文
汽车颜色是否会影响碰撞风险外文文献翻译中英文（节选重点翻译）英文Does vehicle colour influence crash risk?Stuart Newstead，Angelo D’EliaAbstractAn often asked question regarding vehicle safety is whether vehicle colour has an influence on crash risk and if so, what is the differential in risk between the various colours of vehicles available. The major objective of this study was to assess the relationship between vehicle colour and crash risk through the analysis of real crash outcomes described in Police reported crash data. The study employed induced exposure methods utilising single vehicle crashes as the comparison crash type. It estimated the crash risk associated with each vehicle colour relative to a reference colour which was chosen to be white. Results of the analysis identified a clear statistically significant relationship between vehicle colour and crash risk. Compared to white vehicles, a number of colours were associated with higher crash risk. These colours were black, blue, grey, green, red and silver. The association between vehicle colour and crash risk was strongest during daylight hours where relative crash risks were higher for the colours listed compared to white by up to around 10%. No colour had a statistically significantly lower crash risk than white although crash risks for a number of other colours were not statistically significantly different from white.Keywords：Crash risk，Vehicle colour，Statistical analysis，Induced exposure IntroductionRelatively few studies have investigated the question of whether vehicle colour has an influence on crash risk and if so, what is the differential in risk between the various colours of vehicles available. Identifying a measurable difference would enable a more informed choice to be made. The few studies that have been undertaken to investigate the relationship have produced conflicting results and in some instances used methodology which may have led to biased results.One study attempting to address this question using a case–control design (Furness et al., 2003) concluded that silver cars were 50% less likely to be involved in a crash resulting in serious injury than white cars. However, whilst the case–control design attempted to match for a number of confounding factors, some that are possibly critical to the results obtained were not included. The first of these is vehicle type. The market sector a vehicle is from may determine both its colour and crash risk simultaneously. An example of this is commercial vehicles that are predominantly white and might be expected to have a relatively high crash risk due to high exposure. Second, there may be an association between colour choice and driver safety culture or, more broadly, personality traits of the driver. For example, a more conservative, safety conscious, family buyer may choose silver whilst someone with a more sporting pretence to their driving behaviour, and hence higher crash risk, may choose a colour such as black or yellow.In contrast, a prior study by Lardelli-Claret et al. (2002) found that light (white and yellow) coloured vehicles were associated with a slightly lower risk of being passively involved in a collision compared with vehicles of other colours. A paired case–control study was used with data from a database of traffic crashes. Only collisions where one of the drivers committed an infraction were included with violators constituting the control group and other drivers forming the case group. Driver, vehicle and environmental variables were also collected and a logistic regression analysis was run to obtain odds ratios adjusted for certain driver and vehicle characteristics. Although this study attempted to account for a large number of confounding factors, perhaps to a greater extent than Furness et al. (2003), the study design still contains the inherent weakness that it is not possible to match controls or to otherwise adjust the results for unknown, unmeasured or unmeasurable confounding factors.In their paper on the influence of colour on fire vehicle accidents, Solomon and King (1995) use probability theory to show that lime-yellow/white fire vehicles are significantly statistically safer than red and red/white fire vehicles. They refer to research by Allen (1970) which states that the luminance of a well-worn highway andthe luminance of its scenery are about the same. Light colours, which include white and yellow, are the most visible against this background. They also point to work by Southall (1961) which states that the relative brightness of the various parts of the daylight spectrum as it appears to a normal bright-adapted eye reaches its peak somewhere in the greenish-yellow region.As evident from the difference in results between the studies previously undertaken, there is still some uncertainty about the role of vehicle colour in influencing crash risk. Consequently, a need was identified to further investigate the issue, ideally avoiding the use of case–control methodologies and the inherent weaknesses potentially evident in this approach with respect to not being able to control for factors such as vehicle exposure and driver personality which are difficult to measure. The major objective of this project was to re-assess the relationship between vehicle colour and crash risk through the analysis of real crash outcomes described in mass crash data. The study aimed to achieve this through application of an alternative study design based on induced exposure methods in order to address the apparent weaknesses in prior studies.The generic null hypothesis being tested by the study was that there was no association between vehicle colour and crash risk. This was assessed against the generic alternative hypothesis that there is differential crash risk between at least two vehicle colours, all other factors being held constant. As will be made clear in Section 3, these hypotheses have been tested across the light vehicle fleet as a whole as well as within particular strata of interest. The alternative hypothesis is two-sided since there is no consistent evidence from previous studies to give any a priori expectation about the direction in which various vehicle colours might influence crash risk.DataPolice reported crash data from Australian crashes during 1987–2004 formed the basis of the data used in this study. In particular, as vehicle colour is only recorded in crash data from the states of Victoria and Western Australia, only data from these states was used. Nonetheless, there was considered to be sufficient crash data toachieve meaningful analysis outcomes. In Victoria, the Roads Corporation (VicRoads) maintains a database of all crashes reported to the Police. Crashes are reported to the Police if a person is killed or injured. The Victorian data covered 102,559 drivers of 1982–2004 model light vehicles involved in Police reported crashes during 1987–2004. In Western Australia crashes must be reported to the Police if anyone involved is killed or injured or the crash results in property damage greater than A$1000 (2001). The Western Australian Department of Main Roads maintains a database of all Police reported crashes. The Western Australian data included 752,699 drivers of light vehicles manufactured between 1982 and 2004 involved in Police reported crashes during 1991–2004. Out of the 752,699 drivers, 103,544 were killed or injured.For the analysis, the Victorian and Western Australian data were combined and variables which allowed for stratification along the lines of key variables of interest were prepared. These included light condition at the time of crash, vehicle type, crash injury severity and state. In addition, the relatively large number of variations on vehicle colour in the Western Australian data was reduced to match the 17 colour definitions used in the Victorian data. The colour classifications used were black, blue, brown, cream, fawn, gold, green, grey, maroon, mauve, orange, pink, purple, red, silver, yellow and white. Clearly, there is potential for significant variation in actual vehicle colour hues and saturation within each colour category. However, this was the maximum resolution the data allowed for analysis. Cases involving commercial vehicles (a majority of which are white) and Victorian taxis (which are mostly yellow) were discarded from the analysis due to significant differences in the way these vehicles are often used and the narrower range of environments (typically urban) in which they are used. Furthermore, the relative uniformity of colour of these vehicle types did not allow adequate contrasting in the analysis design.DiscussionGovernment agencies and automobile clubs in Australia report a high level of consumer interest in the issue of crash risk related to vehicle colour. As identified in the literature, there have only been a small number of studies attempting to addressthis issue. Unfortunately the results published from these studies are conflicting which does little for providing solid consumer advice. The two major prior studies attempting to research the issue have both been based on case–control designs. Case–control designs can provide good statistical analysis power when examining rare outcomes, hence their popularity in medical research. However, the strength of the analysis outcomes relies heavily on how well the control crashes are matched to the case crashes on all important factors affecting the outcome of interest apart from the factor being assessed. As noted, there are some concerns about how well the cases and controls have been matched in the previously published studies on vehicle colour and crash risk.Ideally, crash risk would be best assessed through the use of an appropriate exposure measure such as vehicle travel. Such exposure measures are generally not available on a vehicle by vehicle basis required for studying the effects of specific vehicle properties such as colour. Furthermore, exposure based crash risk measures still need to be adjusted for the influence of confounding factors that may differ between levels of the factor of interest before unbiased estimates of the influence of the factor of interest on crash risk can be assessed. Like the case–control study, the confounding factors are not always available in the analysis data and in some instances cannot be readily measured.Use of an induced exposure design for this study offered the potential to overcome the lack of suitable exposure data whilst making maximum use of the available crash data. It also offered potential to overcome the limitations of case–control studies and address the research hypothesis in a different analytical setting. Certainly, driver behavioural characteristics associated with vehicle colour choice which are difficult to measure in the case–control study can be better controlled in the induced exposure setting since vehicle crash distributions within the same colour type are being compared. However, induced exposure studies can have some of the similar failings to case–control studies if the crash type from which exposure is induced does not appropriately represent exposure in the group affected by the factor of interest. In other words, although “inducing” the exposure goes a longway to address the weaknesses of case–control studies, the use of such methods cannot remove all possible confounding. For example, the induced exposure crash group includes all single vehicle run-off-road crashes. These crash types are associated with young drivers, alcohol use, speeding and rural roads. Clearly it is possible that the exposure group does not necessarily fully accurately represent exposure in the group affected by colour, which could lead to biases in the results. Without access to detailed exposure data it is difficult to quantify this bias.Key confounding factors identified in this study include type of vehicle being driven, the light conditions and jurisdiction of crash. Using the stratified induced exposure design allowed the adjustment of the analysis results for the confounding influences of each of these factors. Conveniently, it also allowed differential effects of vehicle colour on crash risk to be assessed within the levels of each of these confounding factors. The fact that differential relative crash risks by vehicle colour were found between the levels of the confounding factors justifies the need for their control in the analysis. Whether there are other factors that should also have been controlled for in the analysis is difficult to assess and ultimately must be judged on the intuitive nature of the results and their relationship to other established research data.The results from the analysis using the induced exposure study design, presented in Section 3 show that vehicle colour effects on crash risk were greatest in daylight hours compared to twilight or dark times. Of the statistically significant results for daylight hours, black, grey and silver vehicles were estimated to have the highest crash risks relative to white of 12%, 11% and 10% higher, respectively. The other statistically significant results were for the colours blue and red which were also estimated to have higher crash risks relative to white. It should be noted that although these colours had a statistically significantly higher estimated daylight crash risk than white, it was not possible to statistically differentiate the relative crash risks of these colours. The estimated relative risks for gold and yellow vehicles were close to 1 and based on sufficiently large quantities of data to conclude that these colours do not have a different crash risk to white during daylight hours with a high degree of statistical confidence. For a number of other colours, the results of the study indicateda possibly higher crash risk than white but were inconclusive due to the limited quantities of crash data for vehicles of these colours. They included maroon, brown, cream and purple. There was also an indication that orange vehicles may have a lower daylight crash risk than white although this again was inconclusive due to limited crash data quantities. Further analysis based on larger crash data quantities is necessary to determine the relative crash risks of these colours compared to white. Additional crash data would also allow the statistical differentiation of the relative crash risks of those vehicle colours with crash risks significantly higher than white.Although relative risks for the twilight and dark analyses were generally less, there were still some statistically significant results. For the dawn or dusk stratum, the results for black and silver vehicles were again statistically significant with a nearly statistically significant result being achieved for grey. In this case black vehicles were found to have a 47% higher crash risk relative to white, silver 15% higher and grey 25% higher.The results for silver vehicles in particular are in direct contrast with the study by Furness et al. (2003) which concluded that silver cars were 50% less likely to be involved in a crash resulting in serious injury than white cars. However the results are generally consistent with the investigation of Lardelli-Claret et al. (2002) which found that light (white and yellow) coloured vehicles were associated with a slightly lower risk of being passively involved in a collision compared with vehicles of other colours.It was stated earlier that cases involving commercial vehicles (a majority of which are white) and Victorian taxis (which are mostly yellow) were removed for this study. The strength of using induced exposure methods lies in the ability of the induced exposure group to take into account influencing factors, especially unknown, unmeasured or unmeasurable confounding factors. In this way the inherent weaknesses of prior vehicle colour studies were largely overcome. Although the stratified induced exposure methods have the advantage of accounting for confounding factors effectively, the method by which the colour affected and induced exposure crash groups were identified relies on an assumed constant proportionalexposure split between the colour dependent and induced exposure crash types across all vehicle colours. For this reason it was deemed sensible to remove commercial vehicles and taxis. Such vehicles are driven predominantly in the metropolitan location and would therefore be more prone to the types of crashes that occur there, in particular, vehicle to vehicle crashes and crashes where a pedestrian was struck. This would see a bias towards inclusion of these vehicles in the colour affected crash group. Including taxis would see a biased crash risk estimated for yellow vehicles whilst including commercial vehicles would bias the results for all vehicle colours which were estimated relative to the colour white.One key limitation in interpreting the results of this study relates to the definition and interpretation of the vehicle colour classifications. Obviously, vehicle colours cover an almost infinite spectrum of hues and saturations. Due to pragmatic requirements, vehicle registers are forced to record these into a fixed number of discrete classifications. Consequently, there will be significant variation in the tomes of colour classified within each of the 17 colour groupings used for this study. For example, blue can range from a shade close to black up to almost silver. With such a variation, the associated crash risk could vary significantly within the one colour classification. To be borne in mind when interpreting the results is that they represent the average risk across all colour variations within the defined category of vehicle colour.A further limitation of the study is that using vehicle colour as the predictor of crash risk does not necessarily give an insight into the physical mechanisms leading to the increased crash risk. The study merely shows and association between certain colours and their crash risk relative to white. As described in Section 3, consideration was given to the use of a visibility index in place of simply vehicle colour. In doing so, the hope was of gaining a better insight into the physical mechanisms by which certain vehicle colours elevate crash risk through relating the visibility index and its construct elements to the estimated risks. Unfortunately an existing colour visibility index relevant to each of the light conditions considered in this study was not found in the literature and it was beyond the scope of this study to develop one. Developmentof a suitable colour visibility index and study of its relationship to crash risk using a study design such as demonstrated here is recommended for future research.Comparison of the relative crash risks for each vehicle colour between the two Australian states from which data was drawn for this study shows significant variation. In general, Appendix A shows there is a much higher dispersion in the crash risk odds estimated for Victoria than for Western Australia. There are two possible reasons for this. First, Australian Bureau of meteorology historical statistics show Western Australia has more hours of sunshine annually than Victoria and a lower number of rainy days. It is possible that visibility in Western Australia may be generally better and hence the influence of vehicle colour on crash risk correspondingly less than in Victoria. Again, this might be possible to investigate more thoroughly if a colour visibility index could be developed and used in place of colour in a subsequent analysis. A second key difference is in the reporting criteria for road crashes between the two states. The official Police reported crash data in Victoria only includes crashes involving someone being injured. In contrast, Western Australia’s crash data includes non-injury crashes where a vehicle is towed from the crash scene or a minimum damage cost is reached. As such, the relative crash risks associated with vehicle colour estimated for Victoria are relative risks of an injury crash whereas results for Western Australia give the relative risks of all crashes of tow-away or greater severity. The overall results given in Table 1 are a weighted average of results from the two states. Differential crash risks associated with vehicle colour by crash severity would explain the difference in results between the two states.Another apparent difference in the influence of vehicle colour on crash risk highlighted by the analysis results is between vehicle types. Appendix C Estimated crash risk odds ratios relative to white – extended model by vehicle type, Appendix D Estimated crash risk odds ratios relative to white – extended model by light condition and vehicle typeshow the relative crash risks between various colours vary much more for 4WD vehicles than for other passenger cars with darker coloured 4WDs having much higher relative crash risks than the same coloured regular passenger cars. The reasons behind this result remain unclear but could be related to the lowerdynamic abilities of 4WDs giving less opportunity for such vehicles to avoid crashes in circumstances where they were not seen by the collision partner. Further research would be required to better understand this result.Given the results of this study are likely to be used for consumer advice it is important to consider their practical meaning and significance. A basic finding of the study has been to confirm that the colour of a vehicle can significantly influence the risk of being involved in a crash, particularly in daylight hours. Although black, grey and silver appear to have the highest relative crash risk compared to white, statistically it is not possible to give a firm ranking of risk due to the level of statistical uncertainty in the estimated risks. No colour was statistically significantly safer than white although a number of other colours could not be distinguished from white statistically in terms of relative crash risk. Appropriate consumer advice would be that purchasing vehicles of those colours can lead to a higher crash risk than if a white vehicle were chosen.Table 5 shows the percentage breakdown of colours of vehicles appearing in the crash data analysed. It shows that whilst white is by far the most prevalent colour, vehicles with colours associated with a crash risk significantly higher than white represent almost 50% of all vehicles. This suggests there could be reductions made in reducing the overall crash risk of the vehicle fleet by influencing consumers choice of vehicle colour away from those higher risk colours. It is important, however, to keep the magnitude of the potential risk modification in perspective. Firstly, the study has found associations between crash risk and vehicle colour. Clearly it is not the colour itself that generates a safety benefit, but rather the contrast of the vehicle against its background, whether that is the road environment or other vehicles. It follows that if all vehicles were of the safest colour, this does not necessarily mean that the crash risk of the fleet would be reduced by the same amount as found for that colour. Rather the benefit of consumer advice is in the selection of a safe colour that maximises contrast with both the environment and other consumers. Secondly, whilst campaigns to modify vehicle colour choice could alter crash risk for the fleet, colour is a much less influential crash risk modifier than behavioural traits such as drink driving andspeeding which can alter crash risks by orders of magnitude. Technologies such as ESC have also proven to be greater modifiers of overall crash risk and hence should receive higher priority for consumer awareness. Furthermore, it may be possible that simple solutions such as the use of daytime running lights or headlights could effectively negate the elevated risks of those identified higher risk vehicle colours. However further research on the interaction between vehicle colour and the use of daytime running light on crash risk would need to be conducted before this recommendation could be made on an evidence base.ConclusionThis study has assessed the relationship between vehicle colour and crash risk through the analysis of real crash outcomes described in mass crash data using induced exposure methods. Results of the analysis identified a clear statistically significant relationship between vehicle colour and crash risk. Compared to white vehicles, a number of colours were associated with higher crash risk. These colours were black, blue, grey, green, red and silver. No colour was statistically significantly safer than white although a number of other colours could not be distinguished from white statistically in terms of relative crash risk. The association between vehicle colour and crash risk was strongest during daylight hours where relative crash risks were higher for the colours listed compared to white by up to around 10%.中文汽车颜色是否会影响碰撞风险？摘要关于车辆安全性的一个常见问题是，车辆颜色是否会影响碰撞风险，如果影响，则可用的各种颜色的车辆之间的风险差异如何？这项研究的主要目的是通过分析警方报告的碰撞数据中描述的实际碰撞结果来评估车辆颜色与碰撞风险之间的关系。
汽车电子系统中英文对照外文翻译文献
汽车电子系统中英文对照外文翻译文献汽车电子系统中英文对照外文翻译文献1汽车电子系统中英文对照外文翻译文献(文档含英文原文和中文翻译)The Changing Automotive Environment: High-Temperature ElectronicsR. Wayne Johnson, Fellow, IEEE, John L. Evans, Peter Jacobsen, James R. (Rick) Thompson, and Mark ChristopherAbstract —The underhood automotive environment is harsh and current trends in the automotive electronics industry will be pushing the temperatureenvelope for electronic components. The desire to place engine control unitson the engine and transmission control units either on or in the transmissionwill push the ambient temperature above 125125℃℃.However, extreme cost pressures,increasing reliability demands (10 year/241 350 km) and the cost of field failures (recalls, liability, customer loyalty) will make the shift to higher temperatures occur incrementally. The coolest spots on engine and in the transmission will be used. These large bodies do provide considerableheat sinking to reduce temperature rise due to power dissipation in the controlunit. The majority of near term applications will be at 150 ℃ or less andthese will be worst case temperatures, not nominal. The transition toX-by-wire technology, replacing mechanical and hydraulic systems with electromechanical systems will require more power electronics. Integrationof power transistors and smart power devices into the electromechanical℃ to 200℃ . Hybridactuator will require power devices to operate at 175electric vehicles and fuel cell vehicles will also drive the demand for higher temperature power electronics. In the case of hybrid electric and fuel cell vehicles, the high temperature will be due to power dissipation. Thealternates to high-temperature devices are thermal management systems which add weight and cost. Finally, the number of sensors in vehicles is increasingas more electrically controlled systems are added. Many of these sensors mustwork in high-temperature environments. The harshest applications are exhaustgas sensors and cylinder pressure or combustion sensors. High-temperature electronics use in automotive systems will continue to grow, but it will be gradual as cost and reliability issues are addressed. This paper examines themotivation for higher temperature operation,the packaging limitations evenat 125 C with newer package styles and concludes with a review of challenge at both the semiconductor device and packaging level as temperatures push beyond 125 ℃.Index Terms—Automotive, extreme-environment electronics.I. INTRODUCTIONI N 1977, the average automobile contained $110 worth of electronics [1]. By 2003 the electronics content was $1510 per vehicle and is expected to reach$2285 in 2013 [2].The turning point in automotive electronics was governmentTABLE IMAJOR AUTOMOTIVE ELECTRONIC SYSTEMSTABLE IIAUTOMOTIVETEMPERATUREEXTREMES(DELPHIDELCOELECTRONIC SYSTEMS) [3]regulation in the 1970s mandating emissions control and fuel economy. The complex fuel control required could not be accomplished using traditional mechanical systems. These government regulations coupled with increasing semiconductor computing power at decreasing cost have led to an ever increasing array of automotive electronics. Automotive electronics can be divided into five major categories as shown in Table I.The operating temperature of the electronics is a function of location, power dissipation by the electronics, and the thermal design. The automotive electronics industry defines high-temperature electronics as electronics operating above 125 ℃. However, the actual temperature for various electronics mounting locations varies considerably. Delphi Delco Electronic Systems recently published the typical continuous maximum temperatures as reproduced in Table II [3]. The corresponding underhood temperatures are shown in Fig. 1. The authors note that typical junction temperatures for integrated circuits are 10 ℃to15℃ higher than ambient or baseplate temperature, while power devices can reach 25 ℃ higher. At-engine temperatures of 125℃ peak can be maintained by placing the electronics on theintake manifold.Fig. 1. Engine compartment thermal profile (Delphi Delco Electronic Systems) [3].TABLE III THEAUTOMOTIVEENVIRONMENT(GENERALMOTORS ANDDELPHIDELCO ELECTRONICSYSTEMS) [4]TABLE IV REQUIREDOPERATIONTEMPERATURE FORAUTOMOTIVEELECTRONIC SYSTEMS(TOYOTAMOTORCORP. [5]TABLE VMECHA TRONICMAXIMUMTEMPERA TURERANGES(DAIMLERCHRYSLER,EA TONCORPORA TION, ANDAUBURNUNIVERSITY) [6]Fig. 2. Automotive temperatures and related systems (DaimlerChrysler) [8].automotive electronic systems [8]. Fig. 3 shows an actual measured transmission transmission temperature temperature temperature profile profile profile during during during normal normal normal and and excessive excessive driving drivingconditions [8]. Power braking is a commonly used test condition where the brakes are applied and the engine is revved with the transmission in gear.A similar real-world situation would be applying throttle with the emergencybrake applied. Note that when the temperature reached 135135℃℃,the over temperature light came on and at the peak temperature of 145145℃℃,the transmission was beginning to smell of burnt transmission fluid.TABLE VI2002I NTERNA TIONAL T ECHNOLOGY R OADMAPFOR S EMICONDUCTORS A MBI ENTOPERA TINGTEMPERA TURES FORHARSHENVIRONMENTS (AUTOMOTIVE) [9]The 2002 update to the International Technology Roadmap for Semiconductors (ITRS) did not reflect the need for higher operating temperatures for complex integrated circuits, but did recognize increasing temperature requirements for power and linear devices as shown in Table VI [9]. Higher temperature power devices (diodes and transistors) will be used for the power section of power converters and motor drives for electromechanical actuators. Higher temperature linear devices will be used for analog control of power converters and for amplification and some signal processing of sensor outputs prior to transmission to the control units. It should be noted that at the maximum rated temperature for a power device, the power handling capability is derated to zero. Thus, a 200℃ rated power transistor in a 200℃ environment would have zero current carrying capability. Thus, the actual operating environments must be lower than the maximum rating.In the 2003 edition of the ITRS, the maximum junction temperatures identified forharsh-environment complex integrated circuits was raised to 150℃through 2018 [9]. Theambient operating temperature extreme for harsh-environment complex integrated circuits was defined as 40℃to 125℃ through 2009, increasing to 40℃to 150℃for 2010 and beyond. Power/linear devices were not separately listed in 2003.The ITRS is consistent with the current automotive high-temperature limitations. Delphi Delco Electronic Systems offers two production engine controllers (one on ceramic and one on thin laminate) for direct mounting on the engine. These controllers are rated for operation over the temperature range of 40℃to 125℃. The ECU must be mounted on the coolest spot on the engine. The packaging technology is consistent with 140℃ operation, but the ECU is limited by semiconductor and capacitor technologies to 125℃.The future projections in the ITRS are not consistent with the desire to place controllers on-engine or in-transmission. It will not always be possible to use the coolest location for mounting control units. Delphi Delco Electronics Systems has developed an in-transmission controller for use in an ambient temperature of 140℃[10] using ceramic substrate technology. DaimlerChrysler is also designing an in-transmission controller for usewith a maximum ambient temperature of 150℃ (Figs. 4 and 5) [11].II. MECHATRONICSMechatronics, or the integration of electrical and mechanical systems offers a number ofadvantages in automotive assembly. Integration of the engine controller with the engine allows pretest of the engine as a complete system prior to vehicle assembly. Likewise with the integration of the transmission controller and the transmission, pretesting and tuning to account for machining variations can be performed at the transmission factory prior to shipment to the automobile assembly site. In addition, most of the wires connecting to a transmission controller run to the solenoid pack inside the transmission. Integration of the controller into the transmission reduces the wiring harness requirements at the automobile assembly level.Fig. 4. Prototype DaimlerChrysler ceramic transmission controller [11]Fig. 5. DaimlerChrysler in-transmission module [11].The trend in automotive design is to distribute control with network communications. As the industry moves to more X-by-wire systems, this trend will continue. Automotivefinalassembly plants assemble subsystems and components supplied by numerous vendors to build the vehicle. Complete mechatronic subsystems simplify the design, integration, management, inventory control, and assembly of vehicles. As discussed in the previous section, higher temperature electronics will be required to meet future mechatronic designs.III. PACKAGINGCHALLENGES AT125℃Trends in electronics packaging, driven by computer and portable products are resulting in packages which will not meet underhood automotive requirements at 125℃. Most notable are leadless and area array packages such as small ball grid arrays (BGAs) and quadflatpacks no-lead (QFNs). Fig. 6 shows the thermal cycle test 40 ℃to 125℃ results for two sizes of QFN from two suppliers [12]. A typical requirement is for the product to survive 2000–2500 thermal cycles with<1% failure for underhood applications. Smaller I/O QFNs have been found to meet the requirements.Fig. 7 presents the thermal cycle results for BGAs of various body sizes [13]. The die size in the BGA remained constant (8.6 *8.6 mm). As the body size decreases so does the reliability. Only the 23-mm BGA meets the requirements. The 15-mm BGA with the 0.56-mm-thick BT substrate nearly meets the minimum requirements. However, the industry trend is to use thinner BT substrates (0.38 mm) for BGA packages.One solution to increasing the thermal cycle performance of smaller BGAs is to use underfill. Capillary underfill was dispensed and cured after reflow assembly of the BGA. Fig. 8 shows a Weibull plot of the thermal cycle data for the 15-mm BGAs with four different underfills. Underfill UF1 had no failures after 5500 cycles and is, therefore, not plotted. Underfill, therefore, provides a viable approach to meeting underhood automotive requirements with smaller BGAs, but adds process steps, time, and cost to the electronics assembly process.Since portable and computer products dominate the electronics market, the packages developed for these applications are replacing traditional packages such as QFPs for new devices. The automotive electronics industry will have to continuedeveloping assembly approaches such as underfill just to use these new packages in current underhood applications.IV. TECHNOLOGY CHALLENGES ABOVE125 ℃The technical challenges for high-temperature automotive applications are interrelated, but can be divided into semiconductors, passives, substrates,interconnections, and housings/connectors. Industries such as oil well logging have successfully fielded high-temperature electronics operating at 200℃ and above. However, automotive electronics are further constrained by high-volume production, low cost, and long-term reliability requirements. The typical operating life for oil well logging electronics may only be 1000 h, production volumes are in the range of 10s or 100s and, while cost is a concern, it is not a dominant issue. In the following paragraphs, the technical challenges for high-temperature automotive electronics are discussed.Semiconductors: The maximum rated ambient temperature for most silicon basedintegrated circuits is 85℃, which is sufficient for consumer, portable, and computing product applications. Devices for military and automotive applications are typically rated to 125℃. A few integrated circuits are rated to 150℃, particularly for power supply controllers and a few automotive applications. Finally, many power semiconductor devices are derated to zero power handling capability at 200℃.Nelmset al.and Johnsonet al.have shown that power insulated-gate bipolar transistors (IGBTs) and metal–oxide–semiconductorfield-effect transistors (MOSFETs) can be used at 200℃[14], [15]. The primary limitations of these power transistors at the higher temperatures are the packaging (the glass transition temperature of common molding compounds is in the 180℃ to 200℃range) and the electrical stress on the transistor during hard switching.A number of factors limit the use of silicon at high temperatures. First, with a bandgap of 1.12 eV, the silicon p-n junction becomes intrinsic at high temperature (225℃ to 400℃depending on doping levels). The intrinsic carrier concentration is given by (1)As the temperature increases, the intrinsic carrier concentration increases. When the intrinsic carrier concentration nears the doping concentration level, p-n junctions behave as resistors, not diodes, and transistors lose their switching characteristics. One approach used in high-temperature integrated circuit design is to increase the doping levels, which increases the temperature at which the device becomes intrinsic. However, increasing the doping levels decreases the depletion widths, resulting in higher electricfields within the device that can lead to breakdown.A second problem is the increase in leakage current through a reverse-biased p-n junction with increasing temperature. Reverse-biased p-n junctions are commonly used in IC design to provide isolation between devices. The saturation current (I,the ideal reverse-bias current of the junction) is proportional to the square of the intrinsic carrier concentrationwhere Ego=bandgap energy atT= 0KThe leakage current approximately doubles for each 10℃rise in junction temperature. Increased junction leakage currents increase power dissipation within the device and can lead to latch-up of the parasitic p-n-p-n structure in complimentary metal–oxide–semiconductor (CMOS) devices. Epitaxial-CMOS (epi-CMOS) has been developed to improve latch-up resistance as the device dimensions are decreased due to scaling and provides improved high-temperature performance compared to bulk CMOS.Silicon-on-insulator (SOI) technology replaces reverse-biased p-n junctions with insulators, typically SiO2 , reducing the leakage currents and extending the operating range of silicon above 200℃. At present, SOI devices are more expensive than conventional p-njunction isolated devices. This is in part due to the limited use of SOI technology. With the continued scaling of device dimensions, SOI is being used in some high-performance applications and the increasing volume may help to eventually lower the cost.Other device performance issues at higher temperatures include gate threshold voltage shifts, decreased noise margin, decreased switching speed, decreased mobility, decreased gain-bandwidth product, and increased amplifier input–offset voltage [16]. Leakage currents also increase for insulators with increasing temperature. This results in increased gate leakage currents, and increased leakage of charge stored in memory cells (data loss). For dynamic memory, the increased leakage currents require faster refresh rates. For nonvolatile memory, the leakage limits the life of the stored data, a particular issue for FLASH memory used in microcontrollers and automotive electronics modules.Beyond the electrical performance of the device, the device reliability must also be considered. Electromigration of the aluminum metallization is a major concern. Electromigration is the movement of the metal atoms due to their bombardment by electrons (current flow). Electromigration results in the formation of hillocks and voids in the conductor traces. The mean time to failure (MTTF) for electromigration is related to the current density (J)and temperature(T) as shown in (3)The exact rate of electromigration and resulting time to failure is a function of the aluminum microstructure. Addition of copper to the aluminum increases electromigration resistance. The trend in the industry to replace aluminum with copper will improve the electromigration resistance by up to three orders of magnitude [17].Time dependent dielectric breakdown (TDDB) is a second reliability concern. Time to failure due to TDDB decreases with increasing temperature. Oxide defects, including pinholes, asperities at the Si–SiO2 interface and localized changes in chemical structure that reduce the barrier height or increase the charge trapping are common sources of early failure [18]. Breakdown can also occur due to hole trapping (Fowler–Nordheim tunneling). The holes can collect at weak spots in the Si–SiO2 interface, increasing the electricfield locally and leading to breakdown [18]. The temperature dependence of time-to-breakdown(tBD) can be expressed as [18]Values reported for Etbd vary in the literature due to its dependence on the oxidefield and the oxide quality. Furthermore, the activation energy increases with breakdown time [18].With proper high-temperature design, junction isolated silicon integrated circuits can be used to junction temperatures of 150℃ to 165℃, epi-CMOS can extend the range to 225℃to 250℃ and SOI can be used to 250℃ to 280℃ [16, pp. 224]. High-temperature, nonvolatile memory remains an issue.For temperatures beyond the limits of silicon, silicon carbidebased semiconductors are being developed. The bandgap of SiC ranges from 2.75–3.1 depending on the polytype. SiC has lower leakage currents and higher electric field strength than Si. Due to its wider bandgap, SiC can be used as a semiconductor device at temperatures over 600℃. Theprimary focus of SiC device research is currently for power devices. SiC power devices may eventuallyfind application as power devices in braking systems and direct fuel injection. High-temperature sensors have also been fabricated with SiC. Berget al.have demonstrated a SiCbased sensor for cylinder pressure in combustion engines [19] at up to 350℃ and Casadyet al.[20] have shown a SiC-based temperature sensor for use to 500℃. At present, the wafer size, cost, and device yield have made SiC devices too expensive for general automotive use. Most SiC devices are discrete, as the level of integration achieved in SiC to date is low.Passives: Thick and thin-film chip resistors are typically rated to 125 ℃. Naefeet al.[21] and Salmonet al.[22] have shown that thick-film resistors can be used at temperatures above 200℃ if the allowable absolute tolerance is 5% or greater. The resistors studied were specifically formulated with a higher softening point glass. The minimum resistance as afunction of temperature was shifted from 25℃to 150℃to minimize the temperature coefficient of resistance (TCR) over the temperature range to 300℃. TaN and NiCr thin-film resistors have been shown to have less than 1% drift after 1000 h at 200℃ [23]. Thus, for tighter tolerance applications, thin-film chip resistors are preferred. Wire wound resistors provide a high-temperature option for higher power dissipation levels [21].High-temperature capacitors present more of a challenge. For low-value capacitors, negative-positive-zero (NPO) ceramic and MOS capacitors provide low-temperature coefficient of capacitance (TCC) to 200℃. NPO ceramic capacitorshave been demonstrated to 500℃ [24]. Higher dielectric constant ceramics (X7R, X8R, X9U), used to achieve the high volumetric efficiency necessary for larger capacitor values, exhibit a significant capacitance decrease above the Curie temperature, which is typically between 125℃ to 150℃. As the temperature increases, the leakage current increases, the dissipation factor increases, and the breakdown strength decreases. Increasing the dielectric tape thickness to increase breakdown strength reduces the capacitance and is a tradeoff. X7R ceramic capacitors have been shown to be stable when stored at 200℃ [23]. X9U chip capacitors are commercially available for use to 200 C, but there is a significant decrease in capacitance above 150℃.Consideration must also be given to the capacitor electrodes and terminations. Ni is now being substituted for Ag and PdAg to lower capacitor cost. The impact of this change on hightemperature reliability must be evaluated. The surface finish for ceramic capacitor terminations is typically Sn. The melting point of the Sn (232℃) and its interaction with potential solders/brazes must also be considered. Alternate surfacefinishes may be required.For higher value, low-voltage requirements, wet tantalum capacitors show reasonable behavior at 200℃ if the hermetic seal does not lose integrity [23]. Aluminum electrolytics are also available for use to 150℃. Mica paper (260℃) and Teflonfilm (200℃) capacitors can provide higher voltage capability, but are large and bulky [25]. High-temperature capacitors are relatively expensive. V capacitors are relatively expensive. Volumetrically efficient, high-voltage, highcapacitance, olumetrically efficient, high-voltage, highcapacitance, high-temperature and low-cost capacitors are still needed.Standard transformers and inductor cores with copper wire and teflon insulation are suitable for operation to 200℃. For higher temperature operation, the magnetic core, the conductor metal (Ni instead of Cu) and insulator must be selected to be compatible with the higher temperatures [16, pp. 651–652] Specially designed transformers can be used to 450℃ to 500℃, however, they are limited in operating frequency.Crystals are required for clock frequency generation for microcontrollers. Crystals with acceptable frequency shift over the temperature range from 55℃to 200℃ have been demonstrated [22]. However, the selection of packaging materials and assembly process for the crystal are key to high-temperature performance and reliability. For example, epoxies used in assembly must be compatible with 200℃ operation.Substrates: Thick-film substrates with gold metallization have been used in circuits to 500℃ [21], [23]. Palladium silver, platinum silver, and silver conductors are morecommonly used in automotive hybrids for reduced cost. Silver migration has been observed with an unpassivated PdAg thick-film conductor under bias at 300℃ [21]. The time-to-failure needs to be examined as a function of temperature and bias voltage with and without passivation. Low-temperature cofired ceramic (LTCC) and high-temperature cofired ceramic (HTCC) are also suitable for high-temperature automotive applications. Embedded resistors are standard to thick-film hybrids, LTCC, and some HTCC technologies. As previously mentioned, thick-film resistors have been demonstrated at temperatures 200℃. Dielectric tapes for embedded capacitors have also been developed for LTCC and HTCC. However, these embedded capacitors have not been characterized for high-temperature use.High-Tg laminates are also available for fabrication of hightemperature printed wiring boards. Cyanate esters [Tg=250℃by differential scanning calorimetry (DSC)], polyimide (260℃by DSC), and liquid crystal polymers(Tm>280℃）provide options for use to 200℃. Cyanate ester boards have been used successfully in test vehicles at 175℃, but failed when exposed to 250℃ [26]. The higher coefficient of thermal expansion (CTE) of the laminate substrates compared to the ceramics must be considered in the selection of component attachment materials. The temperature limits of the laminates with respect to assembly temperatures must also be carefully considered. Work is ongoing to develop and implement embedded resistor and capacitor technology for laminate substrates for conventional temperature ranges. This technology has not been extended to high-temperature applications.One method many manufacturers are using to address the higher temperatures whilemaintaining lower cost is the use of laminate substrates attached to metal. The typical design involves the use of higher Tg( +140℃ and above) laminate substrates attached to an aluminum plate (approximately 2.54-mm thick) using a sheet or liquid adhesive. To assist in thermal performance, the laminate substrate is often thinner (0.76 mm) than traditional automotive substrates for under-the-hood applications. While this design provides improved thermal performance, the attachment of the laminate to aluminum increases the CTE for the overall substrates. The resultant CTE is very dependent on the ability of the attachment material to decouple the CTE between the laminate substrate and the metal backing. However, regardless of the attachment material used, the combination of the laminate and metal will increase the CTE of the overall substrate above that of a stand-alone laminate substrate. This impact can be quite significant in the reliability performance for components with low CTE values (such as ceramic chip resistors). Fig. 9 illustrates the impact of two laminate-to-metal attachment options compared to standard laminate substrates [27], [28]. The reliability data presented is for 2512 ceramic chip resistors attached to a 0.79-mm-thick laminate substrate attached to aluminum using two attachment materials. Notice that while one material significantly outperforms the other, both are less reliable than the same chip resistor attached to laminate without metal backing.This decrease in reliability is also exhibited on small ball grid array (BGA) packages. Fig. 10 shows the reliability of a 15-mm BGA package attached to laminate compared to the same package attached to a laminate substrate with metal backing [27], [28]. The attachment material used for the metal-backed substrate was the best material selected from previous testing. Notice again that the metal-backed substrate deteriorates the reliability. This reliability deterioration is of particular concern since many IC packages used for automotive applications are ball grid array packages and the packaging trend is for reduced packaging size. These packaging trends make the use of metal-backed substrates difficult for next generation products.One potential solution to the above reliability concern is the use of encapsulants and underfills. Fig. 11 illustrates how conformal coating can improve component reliability for surface mount chip resistors [27], [28]. Notice that the reliability varies greatly depending on material composition. However, for components which meet a marginal level of reliability, conformal coatings may assist the design in meeting the target reliability requirements. The same scenario can be found for BGA underfills. Typical underfill materials may extend the component life by a factor of two or more. For marginal IC packages, this enhancement may provide enough reliability improvement toall the designs to meet under-the-hood requirements. Unfortunately, the improvements provided byencapsulants and underfills increase the material cost and adds one or more manufacturing processes for material dispense and cure.Interconnections: Methods of mechanical and electrical interconnection of the active and passive components to the board include chip and wire,flip-chip, and soldering of packaged parts. In chip and wire assembly, epoxy die-attach materials can beused to 165℃ [29]. Polyimide and silicone die-attach materials can be used to 200℃. For higher temperatures, SnPb ( >90Pb), AuGe, AuSi, AuSn, and AuIn have been used. However,with the exception of SnPb, these are hard brazes and with increasing die size, CTE mismatches between the die and the substrate will lead to cracking with thermal。
汽车防盗安全系统的研究与开发
汽车防盗安全系统的研究与开发一、引言汽车防盗安全系统是保障汽车安全行驶和防止车辆被盗的重要装置，它不仅有利于保护车主的财产安全，也有助于减少违法犯罪的发生。
随着汽车行业的不断发展和技术的不断成熟，汽车防盗安全系统也在不断升级和改进。
本文将围绕汽车防盗安全系统的研究和开发展开探讨。
二、传统的汽车防盗安全系统设计传统的汽车防盗安全系统采用的是机械式的锁具和钥匙，这种设计方法存在着安全性能低、易被破解等缺陷。
因此，现代汽车防盗安全系统已经逐渐从机械式锁具向数字电子式技术转型。
现代汽车普遍采用无钥匙进入系统（KESSY）、电子防盗系统（ETACS）和一键启动系统等技术，这些技术的采用不仅提高了汽车防盗安全性和可靠性，还提升了汽车的智能化和舒适性。
三、基于无线通信的汽车防盗安全系统随着智能手机的普及，基于无线技术的汽车防盗安全系统也逐渐得到了广泛的应用。
这类汽车防盗安全系统主要是通过智能手机或其他无线设备与汽车进行无线通信，控制汽车的启动、锁定和解锁等功能。
目前，市面上的智能汽车防盗安全系统多采用与手机蓝牙进行链接的方式，只有与特定手机匹配成功才能解锁或启动汽车。
这种系统的优点在于操作方便，同时具备良好的防盗能力，但缺点是可能存在手机失窃或被盗的风险。
四、汽车防盗安全系统的研究和发展趋势随着智能化和数字化的发展，汽车防盗安全系统的研究和开发也在不断深入。
未来的汽车防盗安全系统可能会集成更多的传感器、控制器和输出器等元器件，以实现更加智能化的功能。
目前，自动驾驶技术的发展也推动了汽车防盗安全系统的研究。
未来汽车防盗安全系统可能会集成自动驾驶技术，以实现更加智能化的防盗功能和更高的安全性能。
此外，基于区块链技术的汽车防盗安全系统也正在逐渐成熟。
这种系统通过去中心化的数据管理方式来实现汽车防盗安全性能的提升，并通过区块链技术来实现数据的真实性和完整性。
五、结论汽车防盗安全系统的研究和开发是行业的必然趋势，它不仅有助于提高汽车的安全性能和智能化程度，还可以减少汽车被盗的发生。
汽车ABS系统毕业论文
毕业论文（设计）题目：奥迪A6轿车ABS系统故障诊断与维修摘要：从汽车诞生至今，汽车上使用ABS系统已有60多年的历史。
如今ABS系统是车辆评比安全级别的重要标志之一。
ABS系统可以显著提高或改善汽车紧急制动时的操控性、稳定性及缩短了制动距离，有效提高行车的安全性。
是一种新型的汽车制动（电子控制技术）辅助产品，并得到了广泛的应用。
本文以奥迪A6轿车ABS系统论述对象，首先简要描述了ABS系统的组成、工作原理和功能，其次结合实例展开研究奥迪A6轿车ABS系统的常见故障进行诊断分析和排除，最后总结奥迪A6轿车ABS系统日常使用的注意事项。
关键词：汽车ABS系统故障 ABS工作原理诊断与排除目录前言 (3)1 汽车ABS系统的简介 (3)1.1汽车ABS系统的发展历史 (3)1.2汽车ABS系统的特点 (4)1.3汽车ABS系统的重要性 (5)2 奥迪A6轿车ABS系统的组成与工作原理 (5)2.1奥迪A6轿车ABS系统的结构组成 (5)2.2奥迪A6轿车ABS系统的工作原理 (6)2.3 奥迪A6轿车ABS系统的工作特点 (7)3 奥迪A6轿车ABS系统的实例故障诊断与排除 (8)3.1 奥迪A6轿车ABS 使用与检修的一般注意事项 (8)3.2 奥迪A6轿车ABS系统自诊断 (8)3.3 奥迪A6轿车ABS灯常亮故障诊断与排除实施 (9)结论 (11)参考文献 (13)致谢 (14)前言人们生活不断的改善，科技在高速发展，汽车工业也在不断的完善。
今天的汽车已经踏入了千家万户的门槛，然而汽车使用中产生的安全问题，越来越受到人们的重视。
汽车防抱死制动系统(简称ABS)是提高和改善汽车制动性能的重要途径，它能充分发挥轮胎与路面的潜在附着力，最大限度地改善汽车的制动性能，以满足行车安全的需要，它一直是人们追求的目标。
虽ABS的理论基础早已确立，但鉴于相关工业如电子技术水平的限制，使可靠性、价格效益比成为ABS发展道路上的两大障碍。
汽车功能安全参考书
汽车功能安全参考书
以下是一些推荐的汽车功能安全参考书：
1. "Automotive Safety Handbook" by Ulrich Seiffert and Manfred Wirth
《汽车安全手册》作者Ulrich Seiffert和Manfred Wirth
2. "Principles of Automotive Vehicle Safety" by Robert Bosch GmbH
《汽车车辆安全原理》作者Robert Bosch GmbH
3. "Automotive Safety" by Paul-Werner Krumme
《汽车安全》作者Paul-Werner Krumme
4. "Introduction to Automotive Safety Systems" by Koorosh Naghshineh
《汽车安全系统简介》作者Koorosh Naghshineh
5. "Vehicle Crash Mechanics" by Matthew Huang
《汽车碰撞力学》作者Matthew Huang
这些参考书提供了关于汽车功能安全的详细信息，涵盖了各个方面，从基本的概念到具体的技术应用。
无论是从事汽车工程、安全工程或其他相关领域的专业人士，这些书籍都会提供有价值的知识和指导。
汽车防抱死制动系统ABS毕业论文中英文资料对照外文翻译文献综述
中英文资料对照外文翻译文献综述汽车防抱死制动系统(ABS)摘要:本文简要介绍了汽车防抱死制动系统（Ant-lock Braking System，简称ABS)的控制原理，对目前汽车防抱死制动系统所采用的控制技术进行了综述，并对其发展趋势了进行了预测。
关键词:防抱死制动系统；滑移率；控制技术。
1.前言随着汽车工业的迅猛发展和高速公路的不断修建，汽车的行驶安全性越来越为人们重视。
为了全面满足制动过程中汽车对制动的要求，使制动器制动力分配更趋合理。
汽车防抱死制动.系统(简称ABS)已越来越多地应用在汽车上。
“ABS”也叫“防抱死制动系统”.它是一种具有防滑、防锁死等优点的汽车安全控制系统。
ABS是常规刹车装置基础上的改进型技术，可分机械式和电子式两种。
现代汽车上大量安装防抱死制动系统，ABS既有普通制动系统的制动功能，又能防止车轮锁死，使汽车在制动状态下仍能转向，保证汽车的制动方向稳定性，防止产生侧滑和跑偏，是目前汽车上最先进、制动效果最佳的制动装置。
普通制动系统在湿滑路面上制动，或在紧急制动的时候，车轮容易因制动力超过轮胎与地面的摩擦力而安全抱死。
汽车防抱死制动系统是指汽车在制动过程中能实时判定车轮的滑动率，自动调节作用在车轮上的制动力矩，防止车轮抱死。
从而获得最佳制动效能的电子装置。
它能把车轮的滑动率控制在一定的范围之内，充分地利用轮胎与路面之间的附着力，有效地缩短制动距离，显著地提高车辆制动时的可操纵性和稳定性，从而避免了车轮抱死时易出现的各种交通事故。
随着制动强度的增加，车轮滚动成分越来越少，而滑动成分越来越多，一般用滑动率s来说明制动过程中滑动成分的多少。
滑动率越大，滑动成分越少。
其中:u—车轮中心的速度;r—没有地面制动力时的车轮滚动半径;一车轮的角速度。
纵向和侧向附着系数可表达为车轮滑动率的函数(如图1)的滑动率称为临界稳定点SK。
根据控制理论把滑动率小于SK。
最人纵向附着系数所对应的区域称为稳定制动区，SK以后的为非稳定制动区。
安全工程英文文献
安全工程英文文献Safety Engineering Literature ReviewAbstract:Safety engineering is a multidisciplinary field that focuses on preventing accidents, minimizing risks, and ensuring the safety of people, equipment, and the environment. This literature review aims to explore the key concepts, methodologies, and advancements in safety engineering, with a focus on the English literature. The review will cover topics such as safety management systems, risk assessment, hazard identification, safety culture, and emerging technologies in safety engineering.1. Introduction:Safety engineering plays a crucial role in various industries, including construction, transportation, manufacturing, and healthcare. It involves the application of scientific and engineering principles to design, implement, and maintain systems that ensure safety. The goal is to identify potential hazards, assess risks, and develop effective control measures to prevent accidents and mitigate their consequences.2. Safety Management Systems:Safety management systems (SMS) are structured frameworks that help organizations manage safety effectively. They provide a systematic approach to identify hazards, assess risks, and implement control measures. The review will discuss various SMS models, such as the Plan-Do-Check-Act (PDCA) cycle, and the role of leadership, training, and employee involvement in developing a robust safety culture.3. Risk Assessment and Hazard Identification:Risk assessment is a critical component of safety engineering. It involves identifying potential hazards, assessing their likelihood and consequences, and prioritizing control measures. The review will explore different risk assessment methodologies, such as the Failure Mode and Effects Analysis (FMEA) and the Bowtie analysis, and theirapplications in different industries. It will also discuss the importance of hazard identification techniques, including hazard and operability studies (HAZOP) and job safety analysis (JSA).4. Safety Culture:Safety culture refers to the attitudes, beliefs, and values within an organization that influence safety-related behaviors. A positive safety culture is essential for the effective implementation of safety engineering principles. The review will discuss the components of a strong safety culture, including leadership commitment, employee involvement, communication, and continuous learning. It will also highlight strategies to promote and sustain a positive safety culture in organizations.5. Emerging Technologies in Safety Engineering:Advancements in technology have the potential to revolutionize safety engineering. The review will explore emerging technologies such as artificial intelligence (AI), Internet of Things (IoT), and virtual reality (VR) and their applications in safety engineering. It will discuss how these technologies can improve hazard identification, risk assessment, training, and emergency response.6. Conclusion:Safety engineering is a dynamic field that continually evolves to address new challenges and opportunities. This literature review provided an overview of key concepts, methodologies, and advancements in safety engineering. It highlighted the importance of safety management systems, risk assessment, hazard identification, safety culture, and emerging technologies. The review emphasized the need for interdisciplinary collaboration and continuous learning to ensure the highest level of safety in various industries.In conclusion, safety engineering is a critical discipline that plays a vital role in protecting the well-being of individuals and the environment. The review highlighted the importance of implementing robust safety management systems, conducting thorough risk assessments, fostering a positive safety culture, and leveraging emergingtechnologies. By incorporating these principles and advancements, organizations can enhance their safety practices and minimize the occurrence and impact of accidents.。
汽车安全系统分析外文文献
Automotive safety systems and technologyresearch and analysis As traffic tools of the modernization and absolute number increase sharply，traffic accidents are also increasing. Car accident has become severe global social issues。
Undoubtedly, advanced auto safety facilities are the driving safety indispensable safeguard. So, we should start, from technology to research and development of high performance，high safety car，also want to strengthen the regular inspection in cars，so timely maintenance investigation，make cars often in good technical status, so as to improve the safety performance of the car.Here we introduced active safety technology and automobile car passive safety technology. Auto safety is according to the traffic accident happened before and after the classified。
One is in a traffic accident take safety measures, especially before immediately will produce risk condition, drivers manipulate the steering wheel avoid or emergency brake to avoid traffic accidents。
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Automotive safety systems and technology research and analysis As traffic tools of the modernization and absolute number increase sharply, traffic accidents are also increasing. Car accident has become severe global social issues. Undoubtedly, advanced auto safety facilities are the driving safety indispensable safeguard. So, we should start, from technology to research and development of high performance, high safety car, also want to strengthen the regular inspection in cars, so timely maintenance investigation, make cars often in good technical status, so as to improve the safety performance of the car.Here we introduced active safety technology and automobile car passive safety technology. Auto safety is according to the traffic accident happened before and after the classified. One is in a traffic accident take safety measures, especially before immediately will produce risk condition, drivers manipulate the steering wheel avoid or emergency brake to avoid traffic accidents. In the car, drive in usually to ensure the basic manipulation stability, drivers on the surrounding environment and to ensure the visual recognition sex drive the car itself, developed the basic performance ant-lock braking system (ABS), prevent slippery drive system (ASR), active suspension, power steering and four-wheel drive (4WD), four-wheel steering (4WS), lighting system, wiper, the rearview mirror, prevent from rear-end collision car alarm system and laser radar, etc. These security devices and technology, called active safety system, can also be called preventive security system. On the other hand, in order to reduce traffic accidents and company by personnel directly suffer degree, ensure company take staff and pedestrian safety, says the security for passive safety, can also be called conflict safety. When after the accident, in order to prevent disasters, including prevent the expansion of fire and make crew from traffic accident can extricate the security devices and systems, called prevent disaster expand security system. One．Automobile active security technology1. ABS braking systemAnt-lock Braking System (Braking System, lock do by ABS computers as ABS), hydraulic device, the wheel speed sensors, brake hydraulic pipeline and electrical wiring etc. Their structures are shown below.ABS tasseled for the car in various driving conditions braking performance and brake safety particularly important, especially is emergency braking, can make full use of the peak between tire and road surface adhesion properties, improve performance and reduce automobile fightsideslip braking distance, give full play to the braking performance, but also increase the automobile braking process control. So as to reduce the possibility of car accidents.No installation ABS car, if the driving force trample brake pedal, wheel will rapidly lower speed, and finally wheels stop turning, but body because of inertia remains forward sliding. This phenomenon was at the wheel and pavement occur between larger "slip", appear this kind of situation, the car tires of automobile lateral spreads almost disappear, so poor force will appear the following phenomena:(1) Steering stability fall: the steering wheel is ineffective, vehicle tail manipulation of curl, serious when vehicle circles or appear folding phenomenon;(2) Handling fall: manipulate the steering wheel and short of steering requirements;(3) Braking distance extended: more than general braking distance.So, we can imagine to have installed ABS system of the car safety is very important.2．the ASR drive torque control systemABS are used to prevent car braking process wheel lock, will wheel sliding rate control in ideal range, so as to shorten the braking distance, improve automobile braking direction stability and steering control, so as to improve the safety of the car. Along with the increase of vehicle performance requirements, not only in braking process required to prevent wheel lock, and asked the driver to prevent drive roller skating turn in the process, making cars in the direction stability, driving process steering control ability and acceleration performance, so are improved by the car drive torque steering system ASR (Accelerations Regulation) Slip. ASR is the perfect complement and ABS ASR, but most alone is set with ABS combined together, commonly used ABS/ASR says, called antiskid control system.ASR is mainly used to prevent car in the beginning, accelerate the wheels, guarantee slip in the car accelerated rate and improve the stability in bad pavement drive attached conditions. It makes no difference speed in the car lock ice roads and muddy road started and to improve its capacity, also can prevent high in speed by turning cars gliding pavement and rear lateral spreads phenomenon.Anyhow, prevent the wheel because ASR slip, can maximize the engine driving moment of cars had enough, ensure the longitudinal force, lateral force and manipulation of power, make cars in starting, steering and accelerate the process, in gliding and muddy road, in a mountain area downhill process can steadily driving, guarantees the safety, reducing tire wear and fuelconsumption, and improves the car driving capability.3．VDC systemABS/ASR system successfully solves the brake and the car when driven direction stability problem, but cannot solve the vehicle steering stability problem driving direction. For example when steering road, inevitably by lateral and longitudinal force, only local surface can provide full lateral and longitudinal force, the pilot can control vehicles. If the ground adhesion ability lower lateral, will damage cars driving ability predetermined direction. Rainy days cars driving, often high-speed steering lateral sliding out, it is the ground because of insufficient lateral adhesion ability. To resolve the issue, and developed countries automobile industry recently in ABS/ASR system on the basis of the development of dynamic Control system (into car Dynamics Control, the abbreviation VDC Vehicle). The system of the car brake, driving, suspension, steering, engine and so on various main assembly control system in function, structure organic ground comprehensive together, can make cars in all kinds of bad working conditions, such as ice road pavement, commuting, river bend pavement and took evasive action moving line, braking and acceleration and the downhill for different conditions, such as bearing, different type pressure and different levels of type wear all have good direction stability, to show the best driving performance. VDC applications, in braking, acceleration and steering aspects of driver's fully released request, is the car of active safety driving a new milestone.VDC of steering control system is mainly by driving for each wheel brake control and engine power output control to realize. For example, if the car turn left front wheel for steering the inadequate capacity tend to slip out of the corner, VDC system can measure imminent, just know lateral spreads left rear brake adopt appropriate measures. If at the same corner, because rear wheel tend to slip out of favor of lateral overmuch, VDC system is proper braking to front-right wheel failure, maintain the stability of the vehicle driving. In extreme cases, VDC system can also take reduce engine to reduce the power output, and to reduce the speed of the demand side adhesion ability to maintain the stability of the vehicle driving. Adopt VDC system, automobile in folio pavement or corner of pavement braking distance still can further reduce.4．CCS cars cruise control systemAuto cruise Control System (Cruiser Control System, abbreviation for CCS) is can make automobile work in engine favorable speed range, reduce driver's driving manipulate laborintensity, improve the driving comfort the automatic driving device.Car cruising system (CCS) role is required by the driver: after a normally-closed switch, no speed on the accelerator pedal can automatically keep the speed, make the vehicle with the fixed speed. Using this device, when on the highway after a long time, the driver driving not have to control the accelerator pedal, reduce fatigue, while reducing unnecessary speed change, can reduce save fuel.Auto cruise control system is the earliest development of the automotive electronic control system. This system USES another speed sensor, will speed signal input engine control microcomputer, by microcomputer control vacuum system work. This system can make use of the server, speed control switch lever and brake pedal on vacuum lift switches etc, its function and basic system the same.In this system, electronic control device can accord change of driving resistance, automatic regulation engine throttle Angle, make the speed constant. Such not only reduce unnecessary speed change, which saves fuel, also reduced the driver's burden. The electronic cruise control system which is shown in figure 2.Two. Automobile passive safety technology1. Seat beltCar seat belt is a safety device, it can in car collision or sharp turn, make crew to keep its original position as possible without mobile and rotation, avoid collision with in-car hard parts caused damage. Seat belts and airbags, as modern cars are safety devices, but the long history of the former, popularize the scope.The seemingly simple seat belt actually not "simple". Attention has been at the forefront of traffic safety, through the analysis of general motors after a car accident found: seat belt not only makes people protect the lives, can be in more than half of the accident to reduce or even eliminate drivers, motorists are the chance of injury. Car collision or unexpected emergency braking force generated great inertia, will allow the driver and passenger and car windscreen, steering wheel, seat, collision happened objects such as secondary to drive is caused extremely easily crew serious damage, even drive occupant seats or threw the apex, seat belts can will ride in the seat. Bondage personnel When has the accident, which can effectively prevent the collision, and its buffer role can absorbs a great deal of kinetic energy, reduce rides personnelextent of the injuries.Fasten your seat belt airbags play our role is also an important condition. Because the airbag to maximize role for the ride in the impact of the physical location, sitting instant action have extremely strict and the requirements. Otherwise, the airbag started strong instantaneous wallops to head are fragile site, may cause serious damage, especially for children, this damage can be fatal. Even the most ordinary three belts, try a can timely in crash that lived rides the bundle, ensure the upper part of a ride in the airbag fully extended range, make the airbag most effectively play efficacy. Accordingly, must not because the car is equipped with airbags and feel carefree seat belt fastened, only to reduce or eliminate the traffic accident happen.2. The airbagWhen the front collision happened strong, because inertia, who rides the body forward fast moving, then seat belts and will try to "pull" rides on person the body, absorb some of the impact energy, while the airbag with "the eyepiece trend" inflatable and completely open; Then the rides the upper body will sink to airbags, gas also began from the vent air uniform escaping, and absorbed most of the impact energy; Subsequently, the ride back seat and return to the body. Above the whole process is almost always happens in a flash, who rides the completely in passive situation, in this case, the passive rely on auxiliary occupant protection system is the only option. Airbags development design is based on the protection on seat belt Co., LTD; they cooperate with each other to ride the play the auxiliary protective effect.Seat belt usage in under the condition of the crew, balloon help reduce chest, head and facial injuries in the seriousness of the collision. When car collision happened before, the first is the car to stop motion, car under the action of inertial force crews to go forward with the original speed still sport. Not wearing a seatbelt crews will and steering dish, front windscreen together, so it can be severely hurt; Wearing a seatbelt as car stop the crew can stop moving forward movement and gradually. If collision violent, crew forward movement of the seat belts, even faster in the complete stop before motion, still and in-car things together. If this fashion in steering the disk or within the popup balloon inflated dash, it can protect the occupant reduce the possibility of car together with things, more uniform dispersion head, chest, absorb the impact energy of movement, thus crew has added effect of seat belts.In addition to seat belts and airbags outside car passive safety technology includes car bumper, automobile safety glass, security body, occupant head and neck protection system(WHIPS), etc. These vehicles to improve the safety performance has very important contribution Three. Automobile active safety new technology1. Eye Car skillsEye Car technology can make each driver eyes in the same relative height, guarantee of pavement and the surrounding a six-lane unimpeded sight and best visibility. This technology can also offer a specific driving environment.Eye Car through the use of first-class motor mobile automatic will different figure driver's eyes tuned to the same height to solve the problem, meanwhile, visibility of steering dish, brake and accelerate pedals and floor and the central adjustment to constitute console to their respective driving conditions. Meanwhile to the former pillar design, will it again from drivers sights removed. Because the bus driver received the most crucial information generally have 90% from outside, acquired through the eyes observe. So, this improvement for vehicle safety is of great significance.2. Cam Car technologyCam Car technology aims to help improve the driver of perception. The technical features are:(1) Installed in the car to camera system on both sides before to make drivers can bypass the large vehicle behind a car or see ahead of pedestrians. In a typical driving situation in the crowded traffic, the pilot of the centre-left cornering could more easily view the opposite of vehicles.(2) Side after buy video camera provides broader visual profile of vision. The camera coverage than traditional rearview mirror wants wide, especially for the adjacent driveway.(3) Installed in a car, the four miniatures sectored form to decorate after a camera can obtain the car panoramic perspective. Image via electronic synthesis, has the zoom and 160 °wide-angle ability.(4) "night eye" (Night Eye) camera can be in low illumination conditions, when the car is in reverse gear, even in a dark cases can also provide car close range after small images.Four. Automobile passive safety new technology1. Future airbags(1) It cans inflatable screen system. This is a new safety design; its basic principle is to protect in-car occupant's head, when that happens it will carry on the air, air after the tent shape is swelling.(2) Tubular inflatable structure head air sac. This system for supplement current side protection system, still stopover in protecting the chest and abdomen, brachial ministry, to head protection were insufficient. It with rigid body structure, the door body protective just beams, side air sac, can form a complete side safe defend net, this will be the future security protection trend.(3) Head support system. Head support system generally called the headrest, vehicles which the headrest, with seats, not just for comfortable fact is more important to safety. Vehicle if in an emergency brake, the body will have strong to and fro, because the principle of inertia occupant body swinging, especially neck must follow. If no head support buffer headrest, neck injury caused by damage is very surprising.(4) The external airbags.2. Adaptive constraint technology system (ARTS)New adaptive constraint technology system (ARTS) use a series of sensors to monitor the driver seat, seat belt use, in front of the occupant take quality and location and intensity of the collision of the collisions and collision force direction, then according to the specific information such as the collision of each front airbag characteristics of the crew on regulated. The system can further reduce due to improper airbag for crew on the damage, especially for smaller front row figure crew.3. Automobile energy-absorbing direction columnAuto absorbing in automobile direction tubing through collisions of redistribution to steering wheel wallop, would wallop path to deliver shunt quickly, making the minimum of load on the steering wheel. The steering column by hollow tubes and steering bearings form. Traditional hollow tubes and the steering column steering bearings is integral, steering shaft top and steering connections, the connecting with direction below. And suck can direction string of characteristic is will the steering column in two, divided into unblock steering column and the steering column under two parts; Inside of the steering shaft also divided into two sections, with outgoing quarter agencies between them connected. Once a collision make direction, outgoingquarter mechanism has displacement bottom tailor-made steering shaft will fold, under the steering column move on the steering column, to achieve "indented within" and thus expand space reduce damage.Five. The tire pressure monitoring systemIn a car's tyros high-speed process, all drivers fault is the most worry and the most difficult to prevent, is also sudden traffic accident happened important reasons. According to statistics, China highway in the traffic accident is caused due to 70% of a flat tire, and in the U.S. this ratio is as high as 80%. How to prevent a blowout has become an important task of safe driving. According to the national quality supervise center of rubber tires in the expert analysis, maintain the standard tire pressure driving and the timely discovery tire is to prevent leakage of key blowout. Tire Pressure and Monitoring System (TPMS) - car Tire Pressure Monitoring System will no doubt is the ideal tool. The system is mainly used in automobile driving to tire pressure real-time automatic monitoring; to a flat tire and depression are the police, in order to ensure safety.Drivers from the monitors can know each tire pressure value, when tire pressure below the club set pressure limit, monitor will automatically alarm.Anyhow, car active safety technology and passive safety technology for the safety of automobile driving is very important, and besides, such as environmental factor, artificial factor of the vehicle safety is also very important. Therefore, we must be prepared to all aspects of requirements and technology, to ensure the safety of vehicle driving.。