本科畢設(shè)論文--基于cmos圖像傳感器的視覺導(dǎo)航智能小車設(shè)計(jì)

蘭州理工大學(xué)畢業(yè)論文.2程序初始化流程圖程序初始化流程圖如圖16所示。4.3OV7620工作流程圖OV7620工作流程圖如圖17所示。五、參考文獻(xiàn)5.1主要參考文獻(xiàn)和技術(shù)資料[1]卓晴.學(xué)做智能車--挑戰(zhàn)“飛思卡爾”杯[M].北京：北京航空航天大學(xué)出版社2007[2]沙占友.集成化智能傳感器原理與應(yīng)用[M].北京：電子工業(yè)出版社，2004[3]沙占友.智能傳感器系統(tǒng)設(shè)計(jì)與應(yīng)用[M].北京：電子工業(yè)出版社，2005[4]劉迎春.現(xiàn)代新型傳感器原理與應(yīng)用[M].北京:國防工業(yè)出版社，1998[5]單成祥.傳感器的理論與設(shè)計(jì)基礎(chǔ)及其應(yīng)用[M].北京：國防工業(yè)出版社，1999[6]馮英.傳感器電路原理與應(yīng)用[M].成都：電子科技大學(xué)出版社，第一版，1997[7]黃繼昌.傳感器工作原理及應(yīng)用實(shí)例[M].北京：人民郵電出版社，第一版，1998[8]曲波，肖圣兵.工業(yè)常用傳感器選型指南[M].北京：清華大學(xué)出版社，2002[9]CarstenSteger.機(jī)器視覺算法與應(yīng)用[M].北京：清華大學(xué)出版社，2008[10]白英彩.微型計(jì)算機(jī)常用芯片手冊[M].上海：上海科技出版社，2000[11]謝宜仁.單片機(jī)實(shí)用技術(shù)問答[M].北京：人民郵電出版社，2005[12]劉必虎.中小規(guī)模集成電路的原理與應(yīng)用[M].上海：上?？萍汲霭嫔?，2000[13]馬忠梅，籍順心，張凱等.單片機(jī)的C語言應(yīng)用程序設(shè)計(jì)[M].北京航空航天大學(xué)出版社，2006.[14]張毅剛，彭喜元，董繼成.單片機(jī)原理及應(yīng)用[M].高等教育出版社，2003.[15]高吉祥，黃智偉，丁文霞.數(shù)字電子技術(shù)[M].電子工業(yè)出版社，2003.[16]謝自美，閻樹蘭，趙云娣等.電子線路設(shè)計(jì)·實(shí)驗(yàn)·測試（第二版）[M].華中理工大學(xué)出版社，2000年[17]童詩白，華成英.模擬電子技術(shù)[M].高等教育出版社，2006年.[18]劉建清.輕松玩轉(zhuǎn)51單片機(jī)C語言[M].北京航空航天大學(xué)出版社，2010.[19]安巖.自動(dòng)循跡智能小車的設(shè)計(jì)[A].蘇州科技學(xué)院學(xué)報(bào)，2010，第23卷（第1期）：起止頁碼72-75.[20]周君芝.基于NRF905的智能小車控制教學(xué)案例淺析[A].長江大學(xué)學(xué)報(bào)，2010，理工卷：起止頁碼402-403.[21]王玉成，王庭有，徐麗娟.智能控制小車常用傳感器實(shí)現(xiàn)[A].數(shù)字技術(shù)與應(yīng)用，2010，第5期：起止頁碼36-36.5.2相關(guān)網(wǎng)站六、外文原文和翻譯6.1外文原文：TheIntelligentVehicleInitiativeInthewakeofthecomputerandinformationrevolution,motorvehiclesareundergoingthemostdramaticchangesintheircapabilitiesandhowtheyinteractwithdrivessincetheearlyyearsofthecentury.In1908,HenryFord’sModelTexemplifiedmajorbreakthroughsinautomotivedesign.Notonlydiditsinterchangeablepartsinaugurateeasyandeconomicalmassproduction,butits“user-friendly”operationallowedalmostanyonetodrive.Nearly90yearslater,themotorvehicleisresemblinglessandlessFord’ssimplemachineandquicklybecomingacomplex“mobilecomputer”,capableofactingasanavigatorasafeguard,andeven,aseconddrive.Thesenewcapabilitieswillnotonlychangehowwedrive;intelligentvehiclescouldalsoenhancetransportationservices,savelives,andbolsterthecompetitivenessofU.S.industries.However,intelligentvehiclesaren’tquitehere.Instead,thecomponentsthatmakevehiclessmarter–newinformation,safety,andautomationtechnologies–arearrivingonthemarketaspiecemealaccessories,offeredeitherasoptionalequipmentbynewvehiclemanufacturersorasspecialcomponentsbyafter-marketsuppliers.Theretechnologiesarebeingdevelopedandmarketedtoincreasedrivesafety,performance,andconvenience.Theseindividualtechnologies,however,haveyettobeingintegratedtocreateafullyintelligentvehiclethatworkscooperativelywiththedrive.Theautomotiveindustryisalreadyawareofandaddressingpotentialproblemsassociatedwiththeuncoordinatedinfluxoftechnology.Buttheirprogressishamperedbytechnicalandeconomicobstacles,uncertainconsumerinterest,andinsufficientstandardsandguidelines.Also,neitheroriginalvehiclemanufacturersorgovernmentregulators(unlesssafetyproblemsareclearlyproven)havecontroloverafter-marketproducts,especiallytheiruseintrucksandbuses.However,withouta“human-centered”designapproachfortheintelligentvehiclethatattemptstointegratorandcoordinatevarioustechnologies,wemaynotonlylosetheopportunitytorealizethebenefitsofferedbynewin-vehicletechnologies,butwecouldinadvertentlydegradesafetyandperformance.Recognizingtheimportanceofsmartvehiclesandthepotentialforunintendedconsequencesifhumanfactorsarenotplacedatthecenteroftheirdesign,DotlaunchedtheIntelligentVehicleInitiative(IVI)in1997.Thisinitiativeaimstoacceleratethedevelopment,availability,anduseofintegratedin-vehiclesystemsthathelpdriversofcars,trucks,andbusesoperatemoresafetyandeffectively.The1980stelevisionseries“KnightRider“featuredanintelligentvehiclethatcouldleapmoderatelytallbuildings,driveitselfatseeminglysupersonicspeeds,spyonbadguys,andhadthedictionandpersonalityofanEnglishbutler.Thecarwasnotonlysmart,butsmart-alecky.Althoughintelligentvehiclesintherealworldwillnotbeabletoflyoverstandingtraffic,theywillhaveformidablecapabilities.AsenvisionedbyIVI,smartvehicleswillbeabletogiveroutedirections,senseobjects,warndriversofimpendingcollisions,automaticallysignalforhelpinemergencies,keepdriversalert,andmayultimatelybeabletotakeoverdriving.Theuseofinformationandcomputer-basedtechnologiesinmotorvehicles,however,isnotnew.Widescalecomputerizationofmotorvehiclesbeganinthe1980swithtechnologiesdesignedtoenhancevehicleoperationanddrivecomfort.Thesetechnologiesincludedelectronicfuelinjectiontocontrolengineperformance,particularlyaimedatenhancingthecapabilitiesofthevehicles,themostrecentwaveofin-vehicletechnology,whichisofmostinteresttoIVI,aretheintelligenttransportationsystemsdesignedtoenhancethecapabilitiesofthedriver.Thesesystemsincludewarningandinformation,driverassistance,andautomationtechnologies.Justaspeoplepossessdifferentspecializedabilities,in-vehicleITStechnologiesendowvehicleswithdifferenttypesandlevelsof“intelligence”tocomplementthedriver,Driverinformationsystemsexpandthedriver’sknowledgeofroutesandlocations.Warningsystems,suchascollision-avoidancetechnologies,enhancethedriver’sabilitytosensewhat’sgoingoninthesurroundingenvironment.Anddriverassistanceandautomationtechnologiessimulateadriver’sthinkingandphysicalactionstooperateavehicletemporarilyemergenciesorforprolongedperiods.Butwhileasmartvehiclewillextendthedriver’scapabilities,itwillalsopotentiallyexpandthedriver’straditionalrole.Inparticular,inthemidstofnewin-vehicletechnologies,thehumanroleexpandsfromthatsensory-motorskill,writesThomasSheridan,aprofessorwhoheadstheHuman-MachineSystemsLaboratoryattheMassachusettsInstituteofTechnology(MIT),“tothatofplanner,programmer,monitoroftheautomation,diagnostician…,learnerandmanager,”Integration:TheKeytohuman-CenteredDesign.Akeycriteriaofhuman-centereddesignisensuringthatatechnologyprovidestheintendedbenefitswithoutengenderingunintendedadverseconsequences.Drivingisapotentiallydangerousactivitythatrequiresattentiveandalertdrivers.Althoughtechnologiesinthevehiclecanenhancethedriver’scapabilitiesandcomfort,theycanalsocreatepotentialdistractionsthattransformeventhebestdriverintoaroadhazard.TheNationalPublicServicesResearchInstitute,forexample,foundthatindividualswithcellularphonesintheircarshada34-percenthigherchanceofhavingacollision.ITSresearchhasalreadyshownthebenefitsandfeasibilityofmanyofthetechnologiesthatwillbecontainedwithinintelligentvehicle:Routeguidancesystemswillhelpdriversbetternavigateunfamiliarstreetsorfindthequickestroutetotheirdestinations.IntheTravTekfieldtestinOrlando,sponsoredbyDOTin1992and1993,touristsdrivingvehiclesequippedwithrouteguidancesystemsmade30percentfewerwrongturnsandshortenedtheirtraveltimesby20percentcomparedtodriverswhousedpapermaps.Collision-avoidancesystemswillexpandtheparadigmoftrafficsafetyfromprotectingtheoccupantofcrashesatintersectionandabout30percentofhead-oncollisioncouldbeavoidedifdrivershadanadditionalhalf-secondtoreact.Nearly75percentofvehicularcrashesarecausedbyinattentivedrivers.NHTSAestimatesthatthreetypesofcollision-avoidancesystemscouldprevent1.1millionaccidentsintheUnitedStateseachyear–17percentofalltrafficaccidents.Thesesamesystemswouldsave17,500lives(comparedtoall10,500livessavedbyseatbeltsandairbags)and$26billioninaccident-relatedcosts.Othersafetyinnovationsthatarenowintestingincludeautomaticcollisionnotificationsystems,whichwillimmediatelysignalforhelpifavehicle’sairbagdeploys,anddrowsy-driverwarningsystemsthatwillhelpdriversfromfallingasleepatthewheel.IN-vehicleautomationsystemswilltemporarilytakeoverdrivingduringemergenciesorallowauto-pilotingforprolongeddurations.In1996,NHTSAbeganfieldtestingintelligentcruise-controlsystems,whichwillautomaticallyadjustavehicle’scruisingspeedtomaintainasafedistancefromvehiclesahead,toevaluatethesafetyimpactofthistechnology.Inamoredramaticsteptowards“hands-off,feet-off“driving,theNationalAutomatedHighwaySystemsConsortium(NAHSC),whichisapartnershipofDOTandnineotherpublicandprivateorganizations,demonstratedautomatedvehicleprototypesona12-kilometertestsectionof1-15inSanDiegothispastsummer.Inthefuture,automatedhighwaysystemswillallowtrafficmanagerstodoubleoreventripletheeffectivecapacityofhighwaysbyincreasingspeedsandshorteningdistancesbetweenvehicles.Automatedhighwayscouldalsopotentiallyimprovehighwaysafetybyeliminatingaccidentscausedbyhumanerror.Asidefromdeliveringsafetyandefficiencybenefitsforthetravellingpublic,thefederalgovernmentexpectsthatindigenousdevelopmentofintelligentvehiclescouldpromoteAmerica’seconomiccompetitiveness.Forintelligentvehiclestoreachtheirmaximumpotential,theymustbeabletocommunicatewithanintelligenttransportationinfrastructureandwithotherintelligentvehicles.Forexample,communicationwithasmartinfrastructurewouldallowanintelligentvehicletolearnofincidentsandthenproactivelysuggestalternativeroutesinrealtime.Smartvehiclescouldalsoactasprobesthatcouldsendinformationabouttravelconditionsbacktotheinfrastructuretocreatearicherbaseofknowledgeabouttravelconditionsonroadsandhighways.Inaddition,fullyautomatedvehicleswilllikelyrelyonsomeextentontheguidanceprovidedbyanintelligentinfrastructureandoncommunicationwithotherextentsmartvehicles.Forexample,intherecentAHSdemonstrationinSanDiego,automatedvehicleswithmagneticsensorsundertheirbumperswereguidedbymagnetsimplantedat1.2meterintervalsjustbelowtheroadsurface.Overthenextfivetotenyears,weshouldseethefirstgenerationwithadvancesinthecapabilitiesofindividualdriverinformationandwarningsystems.Thesesystemswillbecomeincreasinglyintegratedwithinformationcoordinatedthroughdisplays.Driverswillstillmaintainfullcontrolovertheirvehiclesalthoughcollision-warningsystemswillprovidelimitedautomatedassistance.Inaddition,vehicleswouldhaveagreaterintelligenceaboutroadconditioninrealtimeduetorudimentarycommunicationswithanintelligentinfrastructure.Inabouttentofifteenyears.theapplicationofimprovementsinindividualITSsystemswillbringonasecondgenerationwithmoreandbetterintelligenceinthevehicle.Althoughdriverswillstillmaintainfullcontrolovertheirvehicles,collision-avoidancesystemscouldtakecontroltemporarilyduringemergencies.Inaddition,moresophisticatedvoicerecognitionsystemswillbeincorporatedwithinthedriver-vehicleinterface.Vehicleswillbeabletocommunicatewitheachothertoimprovecollision-avoidancecapabilities.Andcommunicationwithanintelligentinfrastructurewillbemoreinteractive.Inabouttwentyyears,inthethirdgeneration,wecouldseefullyautomatedhighwaysystems,cooperativessystemsofvehiclesandinfrastructure,andadvancesinthedriver-vehicleinterface,suchasuseofvisionenhancementsandhead-updisplays.Lookingbackonacenturyinundatedbytechnology,themotorvehiclestandsoutasasingularlydynamicinvention.Inthenextcentury,thisdynamismwillbedrivenbyadvancesininformationandcomputertechnology.Ourchallengeistoensurethatnewinformation,safety,andautomationtechnologiesareintegratedtocreatehuman-centeredintelligentvehiclesthatcanadvancesafety,surfacetransportationefficiency,andeconomiccompetitiveness.6.2翻譯智能車計(jì)劃本世紀(jì)初期，在計(jì)算機(jī)和信息革命的影響下，汽車經(jīng)歷了性能和與駕駛者之間的互動(dòng)方面最富戲劇性的變革。1908年，亨利福特T型車的出現(xiàn)體現(xiàn)了汽車設(shè)計(jì)上的重大突破。它不僅開創(chuàng)了輕松更換零件和大量生產(chǎn)的先和，而且其“用戶友好”的運(yùn)作方式，讓任何人都可以輕松駕駛。近90年來，類似于福特T型車的簡單汽車越來越少，汽車迅速成為一種復(fù)雜的“移動(dòng)電腦”，扮演著領(lǐng)航者、護(hù)航者，甚至第二司機(jī)的角色。這些新特性不僅改變了我們的駕駛方式，還提高了運(yùn)輸服務(wù)質(zhì)量和挽救生命的能力，并對(duì)美國工業(yè)的競爭力提供了支持然而，智能車的表現(xiàn)不僅如此。相反的，使車輛更加智能的這些組件，如新信息，安全性和自動(dòng)化技術(shù)，是作為零配件抵達(dá)市場的，或作為可選設(shè)備，或作為售后服務(wù)的特殊配件。為了提高司機(jī)的安全性，這些技術(shù)不斷發(fā)展并上市銷售。但是個(gè)別的技術(shù)還沒有得到整合，不能創(chuàng)造出與四級(jí)高度協(xié)作的完全智能的車輛。汽車行業(yè)已經(jīng)意識(shí)到并解決了潛在的不協(xié)調(diào)技術(shù)的大量涌入為題。但他們的進(jìn)步受到技術(shù)和經(jīng)濟(jì)障礙，不確定的消費(fèi)者喜好，不完善的標(biāo)準(zhǔn)和準(zhǔn)則的阻礙。此外，無論是傳統(tǒng)的汽車制造商或者是政府監(jiān)管機(jī)構(gòu)（除非安全問題非常明顯）都不能控制售后的產(chǎn)品的使用，特別是在卡車和公共汽車的使用方面。然后，還沒有一個(gè)“以人為本”的智能車輛試圖整合和協(xié)調(diào)各種技術(shù)以解決問題。我們也許不僅僅會(huì)失去實(shí)現(xiàn)新的車載技術(shù)的機(jī)遇，甚至可能會(huì)在無意中降低行車的安全性和性能。意識(shí)到智能車輛的重要性和汽車設(shè)計(jì)中人為因素所產(chǎn)生的潛在危險(xiǎn)之后，交通部于1997年啟動(dòng)智能車輛倡議（IVI）。這一舉措旨在加快汽車系統(tǒng)的發(fā)展和集成，用以幫助汽車、卡車及巴士司機(jī)更安全和有效地操作。二十世紀(jì)八十年代的電視連續(xù)劇“霹靂游俠”功能的智能車輛可以跨越頗高的大廈，并有英文用詞和管家的個(gè)性。這款車不僅是聰明，而且自作聰明。瑞然在現(xiàn)實(shí)世界中的智能車輛還無法飛躍，但他們將擁有強(qiáng)大的能力。正如所設(shè)想的，智能車輛將能夠提供路線指示，感覺對(duì)象，警告即將發(fā)生的碰撞司機(jī)，自動(dòng)信號(hào)在緊急情況下幫助司機(jī)保持警覺，并可能最終接管駕駛。信息和機(jī)動(dòng)車輛的電腦為基礎(chǔ)的技術(shù)，然后，是不是新的用途，將廣泛的汽車電腦開始了旨在提高車輛運(yùn)行和駕駛員舒適型技術(shù)的20世紀(jì)80年代。這些技術(shù)包括電子控制燃油噴射發(fā)動(dòng)機(jī)的性能，特別是減少汽車排放，提高燃油經(jīng)濟(jì)性，防抱死制動(dòng)系統(tǒng)，以幫助司機(jī)保持在濕滑路面控制，巡航控制系統(tǒng)以減輕很長一段時(shí)間司機(jī)的駕駛乏味性。而這些技術(shù)主要加強(qiáng)對(duì)車輛，在車輛技術(shù)的最新篇，其中最感興趣的是IVI的能力的目的，是智能交通，旨在加強(qiáng)對(duì)駕駛員的能力的系統(tǒng)。這些系統(tǒng)包括預(yù)警和信息，駕駛輔助和自動(dòng)化技術(shù)。正如人們具有不同的專業(yè)能力，個(gè)類型和層次的車載智能車輛技術(shù)賦予“情報(bào)”，以補(bǔ)充該驅(qū)動(dòng)程序。駕駛員信息系統(tǒng)，擴(kuò)大了駕駛員的路線和地點(diǎn)知識(shí)。預(yù)警系統(tǒng)，如防撞技術(shù)，提高了駕駛員的感知能力，知道在周圍環(huán)境發(fā)生了什么事。自動(dòng)化和驅(qū)動(dòng)技術(shù)援助和模擬駕駛者的思想和行動(dòng)，以實(shí)際操作或在緊急情況下，長時(shí)間的暫停車輛。但是，在智能車輛將擴(kuò)大司機(jī)能力的同時(shí)，它也可能會(huì)增加司機(jī)的傳統(tǒng)角色。特別是，在新的技術(shù)中，人的感覺運(yùn)動(dòng)技能作用擴(kuò)大。在美國麻省理工學(xué)院負(fù)責(zé)人機(jī)系統(tǒng)實(shí)驗(yàn)室的托馬斯謝里登教授寫道，“智能車的設(shè)計(jì)者、程序員、自動(dòng)化部分、診斷者以及學(xué)習(xí)和管理者”。ITS的研究顯示出將在智能車輛中應(yīng)用的許多技術(shù)，這些技術(shù)好處的可行性：路線引導(dǎo)系統(tǒng)將幫助司機(jī)更好的行駛在不熟悉的街道或找到到達(dá)目的地最快的路線。1992