汽车专业--毕业设计外文翻译

附录附录A:英文文献与中文参考译文Automobile lamps adaptive development and reviewed in thispaperWith the development of the society and the continuous improvement of people's living standard, people on the requirements of the car has not only confined to performance, cost, but more and more requirements modern car safer, more environmental protection and more human. Car manufacturers are using more security, more environmental protection, design is more elegant and more province oil advantages to attract users. And at the same time, the new car should also must comply with the latest regulation, this has led to a new technology to get the application. As the big three auto safety thing, automobile lighting systems is one of the main active safety device, to the traditional automobile lighting system improvement and innovation also has become a hot spot in the study of the world automobile manufacturers.Therefore, how to make automotive lighting, driving more intelligent safety, more comfortable will become a very urgent and has the important practical significance of the subject. The traditional automobile lighting system mainly by the headlamps system, lightingsystem, signal car lighting system composed of three. With the progress of science and technology, traditional lighting system also experienced rapid progress, the corresponding traffic regulations also more and more perfect, headlamps system has gone through a kerosene lamp from the original to incandescent lamp, halogen lamp to now discharge lamp of the development process, the signal from the first portable lighting system development now widely applied to a kerosene lamp LED lights, the car lighting system is more and more kinds, more and more humane. But the actual use of traditional headlamps system, there are many problems. For example, the existing in the light of the close on lighting effect is very bad, especially in the urban traffic is more complex, often have a lot of drivers in the evening nearly light, and front fog lamps entirely open headlights; Vehicles in turning the corner, there are also lighting dark areas, the serious influence the driver on the corners on the judgment of the obstacles; Vehicles driving on a rainy day, the ground water reflected the headlights, produce light reflected glare, and so on. According to statistics, about 50% of the night accident happened without lighting facilities of the dark road, road lighting the poor, the greater the likelihood of accident. The night accounted for 33.1% of the total number of accidents accident (although driving at night accounts for only 1/5 of the rate during the day). The death toll is about 50%, compared to 12.4% during the day, the death rate from the accident, and the night for 33, 7%.The night and high death rate from multiple accident, and the reason is the eyesight of the driver and the lower than about 1/2. In addition the rain and fog will also make vision loss, glass and dirty water before not only reduced vision, still can make the distance distortion, which must be the attention of the driver. European car lighting research institutions in the once a special investigation, the results showed that the most wants to improve the European drivers of the wet weather is the lighting of the water came in second, a rural road lighting, the next is in turn corners lighting, highway lighting and urban lighting. The above of these problems, make developing a DuoZhong lighting function with the lighting system become necessary, and the function of switching, for security reasons, and must be automatically, thus, adaptive lighting system (ALS) will emerge as The Times require.At present, our country of all motor vehicle testing lines are equipped with headlamps inspection instrument, many experts and scholars are many important is also discussed in the paper. But, through the test of a station exploits the year two thousand Taiwan client survey analysis, vehicle headlamps a total qualified by only 45%, and these qualified vehicles and most of all foreign imports of the vehicle. Is Cause the situation are the main reasons: (1) the car factory products do not meet the national standards, and many of the car factory in just when examination is not qualified, headlamps But others just a factory qualified,but can't use how long and then aging, poor durability. (2) the most vehicles have the lack of units and the unit testing conditions and means, in the headlamps for maintenance, adjust the inaccurate even will not be adjusted. (3) because some leadership and drivers are subjective safety, think in car headlamp is not safety testing is very important, as long as the car brake performance that can assure safety, so for lack of maintenance and maintenance, headlamps on schedule maintenance and replacement cannot. (4) for most of the testing station can't test results in a timely and accurate to inform owners in testing station, in the practice of the factory also cannot fundamentally solve the problem. Make a complete year after year while still driving. This is CheJian departments and testing station should be improved and self perfection in. Automobile lamps when regular testing unqualified has the following three conditions: (1) the luminous intensity enough; (2) the bad light distribution, main beam axis skewed a quantity to exceed bid; (3) above two kinds of circumstances exist. The influence factors of its own problems have vehicles, such as: battery electric power system can't deficit or charging, test power system should be in charge state; Wire corrosion; Tire pressure is insufficient; Tire model about different; Adjustment screws to adjust the improper; Glass chimney on the dirt and headlamps quality problem. Also have a plenty of testing lines light inspection instrument installation accuracy and precision is unqualified, such as: light meter guide levelnessenough; Lines of the ground does not level off; When parking lights and the level of the instrument headlamp distance is not accurate; The longitudinal axis and inspection instrument vehicle guide not vertical; Instrument range is not accurate. These are caused by the unqualified headlamp factors, among which light inspection instrument because every year by special inspection agency calibration and qualified rear can use, therefore, the vehicle itself problem is the main reason. Vehicles unit, drivers and keep the repair personnel should be paid much attention to. Automobile lamps adaptive system to, corner sensor, abundant between front axle, control unit altitude sensor (ECU), and stepper motor of headlights. The basic principle is: when the automobile longitudinal swing, ECU acquisition sensor signal, through the internal control strategy, control the stepping motor rotation, thus promote headlamps turned the corresponding point of view, the main design to car longitudinal swing automobile lamps automatic adjust the Angle made drivers can have greater vision, reduce the driver's blind area, and avoiding risk, improve the security and stability of the car, this is very important.With more and more bright lights at night at the same time, improve visibility, how to avoid strong light onto the driveway, and to cause to car drivers of smooth shadow produces visual residual, losing the ability to identify and road conditions should be a body in a dangerous situation, socan effective improve the scope of the automotive lighting and Angle, is improve the night driving safety important issue. In addition to the steering wheel steering Angle according to the head lamp or so direction adjustment, reduce the parameters of the night vision blind Angle, but also must pay attention to the fluctuation level, because body vulnerable to load average or not is the way, ups and downs changes, resulting in body produce Angle, joint influence round the point of view of the project lamp. Pledge lamp too high, easy to make projection Angle to car drivers have dazzle light problem, when cast Angle is too low, the line of sight of driving itself could be a deficiency, or less than myself or others will be exposed to danger, so level (elevation Angle) control is necessary to maintain the stability of the lighting Angle. The head lamp level control from the early passive manual adjustment, half active into the present automatic type, half is active in a car the adjustment, automatic type is braking can also do real-time adjustments. Level automatically adjust the system based on the foundation of the original setting Angle, through the height difference sensors detect body under circumstances, calculate the light cast Angle offset, upwards or to adjust HID DengZu, maintain proper illuminate Angle. Advanced level automatically adjust the Angle projection system, will also make adjustment screw with speed.A high speed will further, in beam to real time see the greater distance road conditions, slow speed, lighting Angle to correction, avoid exposureto the driveway. Intelligent lamp is the lamp of the technology another development the mainstream. Adaptive headlights integrated operation speed, steering Angle and the degree of body forward has happened to adjust the parameters as the direction of the light source, so according to strictly can only be regarded as passively accept driver needs to adjust the lighting Angle, and active steering head lamp still had some differences. Released in 2008 and is expected to active the head lamp system, to receive more information to determine the appropriate again after the head lamp brightness and Angle projection, to the so-called active safety state. In addition to the existing wheel shaft height difference sensors, steering sensors,, the electronic control unit can order early to drive system, adjust the lighting Angle and light type.参考译文：汽车前照灯自适应发展综述随着社会的发展和人们生活水平的不断提高，人们对汽车的要求已不仅仅局限于性能，成本，而是越来越多的要求现代汽车更加安全，更加环保，更加人性化。

理工学院毕业设计(论文)外文资料翻译专业：热能与动力工程姓名：赵海潮学号：09L0504133外文出处：Applied Acoustics, 2010(71):701~707附件： 1.外文资料翻译译文；2.外文原文。

附件1：外文资料翻译译文基于一维CFD模型下汽车排气消声器的实验研究与预测Takeshi Yasuda, Chaoqun Wua, Noritoshi Nakagawa, Kazuteru Nagamura摘要目前，利用实验和数值分析法对商用汽车消声器在宽开口喉部加速状态下的排气噪声进行了研究。

在加热工况下发动机转速从1000转/分钟加速到6000转/分钟需要30秒。

假定其排气消声器的瞬时声学特性符合一维计算流体力学模型。

为了验证模拟仿真的结果，我们在符合日本工业标准（JIS D 1616）的消声室内测量了排气消声器的瞬态声学特性，结果发现在二阶发动机转速频率下仿真结果和实验结果非常吻合。

但在发动机高阶转速下（从5000到6000转每分钟的四阶转速，从4200到6000转每分钟的六阶转速这样的高转速范围内），计算结果和实验结果出现了较大差异。

根据结果分析，差异的产生是由于在模拟仿真中忽略了流动噪声的影响。

为了满足市场需求，研究者在一维计算流体力学模型的基础上提出了一个具有可靠准确度的简化模型，相对标准化模型而言该模型能节省超过90％的执行时间。

关键字消声器排气噪声优化设计瞬态声学性能1 引言汽车排气消声器广泛用于减小汽车发动机及汽车其他主要部位产生的噪声。

一般而言，消声器的设计应该满足以下两个条件：（1）能够衰减高频噪声，这是消声器的最基本要求。

排气消声器应该有特定的消声频率范围，尤其是低频率范围，因为我们都知道大部分的噪声被限制在发动机的转动频率和它的前几阶范围内。

（2）最小背压，背压代表施加在发动机排气消声器上额外的静压力。

最小背压应该保持在最低限度内，因为大的背压会降低容积效率和提高耗油量。

附录A 外文文献Overview ofDevelopment on Vehicle EPS SystemAbstractThe currentdevelopment of an electric power steering(EPS) system in an automobile is explicated. The structure, types and characteristics of electric power steering system are introduced. The modeling technologies for electric power steering system and control strategies are analyzed and compared. The development trend of electric power steering system in an automobile is also discussed. It is pointed that the electric power steering technology is one orientation ofpower steering technologies in the future, and whichwill occupy a predominantposition in power steering field.Key words:Automobile; Electric power steering system; Development trend1EPS system types and characteristics1.1EPS system classificationThe early development of EPS system is low in steering type car。

毕业设计外文文献翻译专业学生姓名班级学号指导教师优集学院外文资料名称：Knowledge-Based Engineeri--ng Design Methodology外文资料出处：Int.J.Engng Ed.Vol.16.No.1附件： 1.外文资料翻译译文2.外文原文基于知识工程(KBE)设计方法D. E. CALKINS1.背景复杂系统的发展需要很多工程和管理方面的知识、决策，它要满足很多竞争性的要求。

设计被认为是决定产品最终形态、成本、可靠性、市场接受程度的首要因素。

高级别的工程设计和分析过程(概念设计阶段)特别重要，因为大多数的生命周期成本和整体系统的质量都在这个阶段。

产品成本的压缩最可能发生在产品设计的最初阶段。

整个生命周期阶段大约百分之七十的成本花费在概念设计阶段结束时，缩短设计周期的关键是缩短概念设计阶段，这样同时也减少了工程的重新设计工作量。

工程权衡过程中采用良好的估计和非正式的启发进行概念设计。

传统CAD工具对概念设计阶段的支持非常有限。

有必要，进行涉及多个学科的交流合作来快速进行设计分析(包括性能，成本，可靠性等)。

最后，必须能够管理大量的特定领域的知识。

解决方案是在概念设计阶段包含进更过资源，通过消除重新设计来缩短整个产品的时间。

所有这些因素都主张采取综合设计工具和环境，以在早期的综合设计阶段提供帮助。

这种集成设计工具能够使由不同学科的工程师、设计者在面对复杂的需求和约束时能够对设计意图达成共识。

那个设计工具可以让设计团队研究在更高级别上的更多配置细节。

问题就是架构一个设计工具，以满足所有这些要求。

2.虚拟(数字)原型模型现在需要是一种代表产品设计为得到一将允许一产品的早发展和评价的真实事实上原型的过程的方式。

虚拟样机将取代传统的物理样机，并允许设计工程师，研究“假设”的情况，同时反复更新他们的设计。

真正的虚拟原型，不仅代表形状和形式，即几何形状，它也代表如重量，材料，性能和制造工艺的非几何属性。

毕业论文中英文资料外文翻译文献Design of an Intelligent Car ControllerBased on Embedded PlatformAbstract: The paper presents a design of an intelligent car controller using embedded ARM7 chips as core component. Modular method has been applied in the design of the hardware; the paper focuses on layout of tracking circuit for the car and design ideas for the software. The experiment result proves that the designed intelligent car is stable in operation and good in tracking performance.Keywords: ARM Intelligent Tracking1 、IntroductionIn the 21st century, with development of science and technology, researches on intelligent car and its correlative techniques have become the focus in this field. Aiming to enhance practical ability，innovation, and teamwork performance of college students across the country, theEducation Department sponsored National Undergraduate Intelligent Car Contest. Based on the background, the paper introduces the design of multifunctional intelligent car controller on embedded platform, including design of hardware circuit and software implementation for key functional modules.2、Design of hardwareBy function and application, the controlling platform for the intelligent car is divided into several modules as shown below.2.1 Design of core moduleAT91SAM7S256 microprocessor produced by ATMEL has been adopted for the controller of the car, which a 32-bit low-power RISC microprocessor chip based on ARM7 TDMI-S core, and embedded with 64KB SARM, 256KB high-speed Flash and JTAG port for downloading or debugging of the program. As the core component of the car, the microprocessor plays a key role in controlling all running statuses of the car. PWM generating module inside it can be change duty cycle of outputted square wave by programming, and thus change the voltage loaded on the DC motor, which is amplified to control the revolution speed of the motor. The ports PA0, PA1, PA2 and PA3 of the PWM module respectively control the DC motor and the steering motor to perform functions such as go forward, retreat and turn etc.2.2 Design of power moduleThe car is powered by four AA dry batteries. The voltage is outputted through low-Noise LDO regulator MIC5209-3.3 to supply power for ARM7 chips and peripheral circuits. The working current of MIC5209-3.3 is as high as 500mA. When input voltage is above 3.5V, the module of MIC5209-3.3 can output stable voltage of 3.3V and achieve low power consumption. 2.3 Temperature detection ModuleMono-line digital temperature sensor DS18B20 is used to detect temperature in the car. The measure range is from -55℃ to +125℃, with increment of 0.5℃. It is low in power consumption and small in size, occupying only one I/O port.2.4 Auto tracking module2.4.1 Principles for tracking of intelligent carTracking means that the car goes along the two-centimeter-wide black guide line on the white floor. Infrared acquisition and camera shooting acquisition are commonly used for it.Infrared acquisition: Taking advantage of the feature that infrared light can change its reflective quality according to object surface of various colors. During running the car continuously sends infrared light to the ground, which will, either be reflected back by the white floor and received by the receiving tube in the car, or be absorbed by the black guide line and thus missed by the receiving tube. By this means the black guide line is positioned to identify the path for the car.Camera shooting acquisition: In certain resolution sample the image by interlaced scanning. When scanning a point, image sensor transfers the gray threshold into corresponding voltage which will be outputted via video signal port. As the car achieves auto tracking by recognizing the black guide line on the track, the image processing is a process of extracting the destination guide line. The task of image processing program is to identify the dots in the black-and-white image and filter noise, record dot positions relative to the image, and finally, by algorithm of control strategy, realize tracking and turning of the car along the guide line.2.4.2 Installation of tracking infrared probeChoosing proper detection method and sensor is the important factor to achieve tracking. Here we choose infrared acquisition. Correct installation of device is also a decisive factor for accomplishment of tracking circuit. In terms of simplicity, easiness, practicality and reliability, four infrared probes need be installed on the front chassis of the car to fulfill two-staged directional correction control to enhance the reliability of tracking. Four tracking sensors have been fixed, all in one line, among which L1 and R1 are primary sensors for direction control; L2 and R2 are secondary sensors. The distance between the two ipsilateral sensors should nor be more than width of the black direction control. When the car is running, the black guide line is always kept right between the two primary sensors L1 and L2. When the car goes off the black line, the primary sensors detect it, and thus the ARM7 chip detect level jump and execute the pre-prepared correction program to navigate the car back onto the track. The secondary sensors are actually a back-up for the primary. Once the car offsets the track for inertia, beyond the reach of detection of the primary probes, the secondary perform to correct the motion of the car, so as to ensure the reliability of tracking.3 Design of softwareThe software is developed in C language in Keil Uvision3 IDE, debugged and downloaded in J-Link ARM emulator. J-Link is a JTAG emulator which was brought out by SEGGER in USA to support emulation chips with ARM core. It works with IDEs such as IAREWARM, ADS, Keil, WINARM, and RealView, supports all ARM7/ARM9 core chips simulation, and seamlessly connects with various IDE by RDI interface. Easy to operate and to connect to, it is the most practical tool for study and development of ARM.The key for the design of software lies in the control process of tracking. The sensors are equipped with E3F-DS10C4 integrated infrared probes with photoelectric switch. There are only three wires（power wire, ground wire, and signal wire）at the output pin of the module. Connect the signal wire to I/O port of ARM7 chip, and execute enquiry check. Low level will be detected for the black guide line, while high level for the white floor. According to the principles stated above, flows of the algorithm for control tracking of the car. Two-stage control method is adopted to ensure the car’s adherence to the black guide line, and the effect is satisdied.4 Debugging of the finished carBased on the design scheme presented above, finish making of PCB board for hardware circuit of the car, welding of components, and debugging and downloading of the software. Test the car for several times on the track made of white KT board in the middle of which a two-centimeter-wide black guide line is pasted. The results have showed that, the car runs steadily even at a high speed along straight black guide line. When around the curve, if control the speed properly, the car goes smoothly as well. Two pieces of experience as shown below: (1)E3F-DS10C4 photoelectric sensor should be fixed as close tothe ground as possible to minimize the interference of environmental light to it. Vertical height of the sensor had better be 5~8mm. Too far distance from the ground causes weak reflective signal and unstable output of up level signal;too close distance may damage the sensor and intensify the effect of diffuse reflection.(2)Due to common DC motor adopted for it, the control of thecar is not accurate and stable enough to perform a break turn unless several same photoelectric sensors are added to the bottom of the car.5 ConclusionIntelligent car is a front subject which has synthesized many other subjects and has a widely-applied prospect. It particularly helps to develop the present Chinese undergraduates’ imagination, practical abilities, team awareness, and hi-tech innovation capacity.References[1] Wu Binghua, Huang Weihua, Cheng Lei among others, Systematic Design of Intelligent Car Based on Route Identification [J]. Application of Electronic Technique, 2007(3): 80-83.[2] Wang Chaoyi, Wang Yihuai. Design of Control System of Auto Tracking Car Based on Infrared Sensor [J]; Computer and Automation Techniques, 2008, 34(11):60-62[3] Li Yi, Lu Ren Yi, & Wu Tian. Intelligence Tracking Car [J]. Electronic Techniques, 2008, 45(1): 39-41[4] Wen Quangang, Principles and Application of Embedded System Interface [M]. Beijing: Aeronautics and Astronautics University Press, 2009[5] G.C.Hua, F.C.Lee. Soft-switching technique in PWM converter[J]. IEEE Trans. on Industrial Electronics 995.42(6):595-603.Author BiographyLiu Gang: (1963-) male, senior engineer, received his Bachelor’s degree from Beijing University of Aeronautics & astronautics in 1991, main research direction: computer measurement and control technology ete基于嵌入式平台的智能小车控制器的设计摘要：本论文介绍了智能小车控制器的设计方案。

附录附录AThe frame is the most basic test bench car, all the suspension and turned to connect components are installed in frame above. If car frame flexible is too big, can make cars can neither turned, also cannot normal control. And if the car too rigid frame structure, and would cause unnecessary vibration passed to the driver and passenger's seat cabins. Auto frame and suspension structure design is not only the vehicle noise size and the decision of the vibration amplitude strength, but also will affect the quality of the car and the normal control vehicle. Car manufacturers in their production car are used in several different frame structure. Among them, through the seventy s the most commonly used is shell and girders of fission structure.At present it is still in large trucks, small tonnage truck and a truck on the application. In car shell and the beam structure in the fission, engine, transmission device, transmission gear and the car is through shell insulation devices in the body on the sole fixed. The frame of the internal insulation devices is artificial rubber pad to be able to stop road uneven and engine noise and vibration of the work related to the driver and passenger's cockpit. The second isthe single structure of automobile frame. This kind of design so far in the modern car is the most commonly used. According to the strength of the frame monomer to points, design have light structure. In this car structure as part of the beam frame welding to be directly on the shell. The weight of the chassis increased the strength of the beam. Transmission gears and transmission device via big and soft artificial rubber insulation mat installed in the frame monomer. Insulation pad weakened the noise transmission and vibration. If the insulation pad too soft, will cause transmission gears and transmission device displacement. The displacement called soft quantity, it will affect the manipulation of car performance and control performance. If the insulation pad too hard, cannot play its isolation and reduce the role of the vibration noise. Car manufacturers well-designed insulation mat, put them in proper place device car, in order to reduce the noise, vibration, make the transmission buffer for driving car, drivers and passengers take comfort. The performance of the insulation mat with use fixed number of year changing, when the old car becomes the performance of the original also changed.He third kind of structure is the first two kinds of structure of the main characteristics unifies in together. It in front of the car used car beam, in the short HouCang use a frame. A monomer, and shortrigid part of the beam's action is insulation to enhance the car.Car manufacturers in the car that choose low production cost and at the same time to meet with noise, vibration control performance requirements of high driving frame structure. The old large vehicles, trucks, and trucks often use shell and girders of fission structure. A new, smaller vehicles often use single structure frame.Engine piston connecting rod groupThe piston connecting rod group of piston, piston, piston pins, connecting rod, connecting rod bearings etc.Function: the piston is the work of gas pressure to bear, and through the piston pin to connecting rod rotation, the piston driven crankshaft top or part of the combustion chamber. Working conditions: the piston in high temperature and high pressure, high speed, bad lubrication under the conditions of the job. The piston directly with high temperature, gas contact instantaneous temperatures up to 2500 K above, therefore, heat, and cooling conditions and serious is very poor, so the piston work temperature is very high, the top as high as 600 to 700 K, and the temperature distribution is not uniform; The piston top bear gas pressure to do work, especially the greatest pressure, the gasoline engine trip up to 3 ~ 5 MPa, diesel engine as high as 6 ~ 9 MPa, this makes the piston impact, and bear the role of the lateral pressure, therefore,the piston should have enough heat resistance, to try to reduce the piston, piston cooling heating strengthen heat transfer surface, suitable enlargement, make the tops of the pistons. The highest temperature drop Inside the cylinder piston at high speed (8 to 12 m/s) reciprocating motion, and speed changing constantly, which has made a big inertia force, driving the piston is much additional load. The piston in this harsh conditions, can produce deformation work and accelerated wear, still can produce additional load and thermal stress, and the chemical corrosion function by gas. In order to reduce reciprocating inertia force, must reduce the weight of the piston as much as possible. The piston is in high temperature and high pressure, high speed (piston average speed can reach 101115 m/s) under the working conditions of the poor, the lubrication, piston and cylinder wall friction between serious. To reduce the friction, the piston surface must wear-resisting. Requirements:1)To have enough stiffness and strength, power transmission and reliable;2)Thermal conductivity, resistance to high pressure, high temperature resistant, wear resistance;3) Quality, light weight, small to minimize reciprocating inertia force. Aluminum alloy material basically meet the above requirements,therefore, the piston typically use the high-strength aluminum alloy, but in some low speed diesel engine USES the senior cast iron or heat resistant steel.Suspension systemSuspension shock absorbers and control including a spring, connecting rod device. It must be able to support the body weight and enough to load. Suspension also should be able to withstand the engine and braking to it an opposite reaction. Suspension system is the most important function of the tire and road surface contact time as far as possible the long. In support of body and load, even in rough roads should be more so. The four tire tread come in contact with the car is the only part. All output power, engine to force and power system through come in contact with the pavement of the tire tread work. Whenever tires and road surface contact or car started when the car skid, control ability (power, to force, braking force) will be weakened or even lost.Car body is supported by spring, spring can be divided into the spiral, steel plate type, twist bar type and inflatable. The spiral spring is the most widely used in modern car type. The spiral, torsion bar type and inflatable spring is need to use the connecting rod and connecting with the wheel arm in place. Leaf spring provide the horizontal and vertical vehicle control, in order to prevent thecar wheel in cars, they often unnecessary displacement with truck in the van and truck.Suspension system is along with the development of the passenger car and change and improvement. A luxury car, special vehicle, small cars and light trucks are designed completely different. Modern tire improvement continuously improve the vehicles operating performance, it is the improvement and shock absorbers, steering system and suspension control device of synchronous improvement together.In modern car of the manipulation conditions need to tires and the road, so that safe, correct contact to control and motor vehicles. To want to maximum driving safety, to remember this four tires must in any time and the road phase contact. At the same time to consider the vehicle steering flexibility, tire wear resistance, automobile driving comfort and driving safety, in order to achieve the effective control of the car. Suspension system is divided into front suspension and after suspension.The front suspension design has been rapid development. From relatively coarse hard shaft structure to the development of the modern light, high strength, support type independent suspension structure, and by increasing the connecting rod device and make the car's performance is improved. Suspension structure isimproved with the improvement of the road, and drivers need and the improvements.Most lead the engine, rear wheel drive car USES a simple after the dependency of the suspension. But a rear wheel drive independent suspension structure is complex, and high cost, and only used for a bus.To lead the engine of the car front wheel drive, through the transmission device, moved to the front suspension after only used to regulate driving control and the reaction of braking. This has the simplified of independent suspension institutions, half independent suspension institutions and independent suspension after the application, the latter a large institutions used in the design of the structure of new vehicles.附录B车架是汽车最基本的台架，所有的悬架和转向连接部件都安装在车架上面。

集成式发动机辅助混合动力系统摘要本论文介绍了用于设计和开发Honda Insight发动机的技术方法，一种新的发动机辅助混合动力汽车，其总开发目标是在广泛的行驶条件下达到当今Civic消耗量的一半，实现35km/L （日本10-15模式），3.4L/km（98/69/EC）的消耗量。

为了达到这个目标，加入了许多用于包装和集成发动机辅助系统以及改善发动机效率的新技术，开发了一种新的集成式发动机辅助混合动力发动机系统。

这是结合了一种低空气阻力的新型轻稆车身开发的。

环境性能目标也包括了低排放（日本2000年标准的一半，EU2000标准的一半），高效率和杨回收性。

对消费的关键特性全面考虑，包括碰撞安全性能，操纵性和运行特性。

1．绪论为减小汽车对社会和环境的冲击要求其更干净并且能量效率更高更节能，空气质量更好。

降低CO2排放问题作为全球环境焦点提出，解决这些问题的方法之一就是混合动力汽车。

Honda已开发并向遍及全球的几大市场输入Insight，新一代车辆设计。

Insight将混合动力系与先进的车身技术特性相结合以符合取得实际的最高燃油经济性的总目标。

混合动力系是发动机的辅助并联平行结构，把IMA叫做集成式发动机辅助。

此动力系将把一个高效电动机与一个新型小排量VTEC发动机结合起来，很轻的铝车身，改良的空气动力学以实现3.4L/100km(CO2：80g/km)98/69/EC燃油经济性。

低排放性能也已达到EU排放水平为目标。

除减速能的重用之外，集成式发动机在典型的市区行驶加速时提供大助力扭矩，显著地减小了发动机拜师，提高了发动机效率。

接近56kW每吨的功率/质量比保证了稳定的爬坡能力和高速的常速行驶能力。

新发动机技术包括促进高效快速的催化剂活性化的一种新VTEC （电子控制可变配气相位和气门升程）缸盖设计，促进稀薄燃烧能降低排放的新型稀NOx 催化转化器，广泛的减摩及减重特色也用于其中。

2．开发目标及开发理念开发目的在于达到极低燃油消耗量。

附录AA. multi-purpose vehicle chassis dynamometerWith the rapid development of the automotive industry, traffic accidents and environmental pollution on the growing threat to human life, thus increasing the importance of vehicle detection technology stand out a variety of testing equipment have emerged. As a large-scale laboratory equipment, automobile chassis dynamometer can simulate vehicle road test a variety of conditions, the completion of the car's economy test, power test, evaluation and analysis of emissions performance, reliability test and drive the car on the special test . It is in the automotive testing research, product development and quality testing new cars and the car is essential. Use complete chassis dynamometer test and the type of vehicle quality inspection and road test compared with the usual test speed, high precision, low cost, data stability, comparability and good.In view of chassis dynamometers these advantages, many domestic manufacturers have developed a series of dynamometer products, these products are mainly used to detect the following auto axle load 10 t chassis power output, the maximum absorption power of 150 kW. Test items mainly: chassis power output, the driving force, speed, acceleration, glide performance and the accuracy of the speedometer and odometer, and so on.But domestic dynamometer products there are many imperfections, must be resolved. For example: car in different conditions, different load and other conditions, the dynamic performance can not be achieved continuous measurement and control system, control method is relatively backward. This article is for these deficiencies, the control system, control method has been improved to achieve the different conditions and different load conditions, the car's dynamic performance for accurate and reliable continuous measurement and continuous measurement of emissions to increase functionality. In addition, the light of foreign advanced technology and experience, the use of computer technology for vehicle-related transmission loss, rolling resistance, altitude, temperature and other parameters of simulation and correction.Multi-purpose vehicle chassis dynamometer (hereinafter referred to as dynamometer)is a new chassis dynamometer. Aircraft measurement and control system is the key to achieve its power equipment.Dynamometer testing computer control system to control the use of high performance industrial control computer, the entire control system including computer, monitor, keyboard, mouse, printers, input and output terminal blocks, multi-PC bus interface card, SCR and its control circuit, all components have been installed in the 1.8 m high of the standard 19-inch industrial control cabinet. Dynamometer control system coupled with the mechanical part of the (bench) constitute the entire dynamometer. Bench control system by the pressure sensor, speed sensor, pneumatic lift, and eddy current machines and other equipment to complete the dynamometer measurement and control.PC bus interface board is a multi-computer interfaces and measurement equipment, control channel, on-site analog signal amplification and analog-digital conversion, digital signal measurement done by it, the interface card can also control multiple actuator movements, other The card also provides a counter for frequency measurement of the interface.Wheel drive car in the bench rotating drum, drum rotation by the optical pulse output of the decoder, access multi-function card counter, measuring speed and distance traveled. Car driving in the bench, the driving force can drum machine by the eddy current coupling the pressure sensor, the input channel signal sent to the computer, combined with the speed signal measurable car's dynamic performance. In the actual measurement process, the measured speed signal and set the speed comparison, according to a certain algorithm to adjust bias resistance (eddy current excitation current), so that speed can be stabilized at a given value, complete constant speed under the conditions of the various data measurements.Dynamometer applications from the measurement control program, the login program and database service program structure, program design using advanced C / S (Client / Server) design. Measurement control program and the login program is a client application, they exchange data with the database is a database service procedures are completed, the database structure is transparent to users, to facilitate the system and other motor vehicle testing equipment or manage network connections. User login process is complete the basic information on the vehicle, the initial set of test items;measurement control program is the core of the system program, its main function is to complete the measurement and control hardware signals, according to testing requirements set by the login program to complete the detection task, the program also provides another parameter setting, test results query, print and other auxiliary functions.Eddy current machines, also known as eddy current dynamometer, is based on the eddy current (also known physics Foucault current) work equipment. It consists of two parts, the stator and rotor. The stator frame and the stator part including the exciting coil mounted on top. The stator frame around the hole, the excitation coils installed in the hole. The framework of the central part of the stator hub, with two bearing supports the rotor shaft. Including the rotor shaft and the rotor part fixed on the axis of the two rotors, two rotors are located at both ends of the stator part of the rotor shaft can be driven by external forces and free rotation. The inside of the rotor and the stator end face to maintain a small gap, the gap is called electromagnetic air gap. The inner side of the rotor is a very smooth surface, eddy current is generated in the smooth plane.Eddy current machine field winding access current, flux through the stator, eddy current ring, the air gap, rotor constitute a closed magnetic circuit. When the car wheel and drive roller rotates the rotor eddy current machines, due to changes in magnetic flux density of the surface of the rotor eddy current, the eddy current and magnetic field interact to produce the reverse braking torque, the stator swing around the spindle axis. Pass through the leverage of the brake torque to the pressure sensor, pressure sensor gives the corresponding electrical signals, processed by the calculation, the instantaneous power can be drawn vehicle parameters. Adjust the excitation current size, you can change the eddy current machine braking torque, with a corresponding change in vehicle speed, changing the excitation current and speed the formation of a closed loop, constant speed or constant force and, ultimately, the power measurement.Eddy current machine has a maximum speed and load range. In addition, its small size, low cost, more suitable for control automation. AC motors (induction motors) with a minimum speed (800 ~ 1500r/min) and load range, less stable, with a little hard to load features. DC Braking device with high performance, easy operation, stable working conditions, the transition easy and smooth, but its test-bed high cost, low-speed braking torque is small, thus limiting the application.This system was chosen as the eddy current unit load device, because of its externalfeatures and cost, reliability, accuracy decision.Currently, the majority of domestic water vortex machine dynamometer, eddy current machine has a small amount of several major water-cooled, easy-to leakage, resulting in corrosion of the bearing parts, easy to magnetic flux leakage, constant speed control accuracy, and the volume weight, need a water cooling system and lubrication system inside the vortex, very easy to use, in northern China, especially in winter does not apply. More importantly, domestic water eddy current machine for almost all the engine power measurement of high-speed power absorption unit (maximum power absorption range of 1500 ~ 4000 r / min), does not apply to vehicle chassis dynamometer, which is the maximum power absorption range of 500 ~ 1000 r / min. The international production of this special low speed, high torque eddy current machine only company in Spain and France TELMA FRENELSA company, their product mix to air-cooled.As the dynamometer torque and power measurement of the speed and load requirements to a large extent, considering cost, reliability, accuracy in the case we have chosen FRENELSA's F16-160-type air-cooled eddy current machine group 16, the absorption maximum torque speed of 750 r / min, vortex machine voltage is DC96V, current is 35A, the maximum absorption torque of 160 kg. The vortex machine constant high precision, volume weight, simple structure, easy to operate, do not need cooling water, and built-in thermocouple 160 ℃, can overheat when the automatic power-off, to avoid eddy current machine was burned.Eddy current machine is a constant speed control accuracy of the dynamometer test one of the key factors, most of the domestic dynamometer does not really solve the problem. According to standard, constant accuracy should reach ± 2 km / h (such as China GB86-94), but because of large mechanical movement of the system inertia, and inertia of different models is different from the same time, there are dead out of control, non-linear, lag reaction speed feedback in the difficulty of making the design of constant speed control has become one of the key.Currently, we are to be addressed in several ways, one direct drive as far as possible, reducing the dead zone and hysteresis control response, and digital speed control and adaptive control to solve the different moment of inertia effects. In addition, two large closed-loop speed and current use of different sampling frequency in order to effectively control the vortex dynamics and the feedback current machine. Test proved to be stable to± 0.5 km / h, is a standard 1 / 4.Control process is as follows: the car began to accelerate, due to the speed difference between running speed and a larger set, using the experience of the control algorithm that is according to certain rules and gradually increase the resistance; Once the vehicle speed close to the set speed, adaptive control work. Because in the start-up phase, the running speed as soon as possible close to the set speed is the primary goal, and the last way in which speed is not stable in the set under consideration, the experience of control is simple and works well in control. The speed close to the set speed, the speed and stability the only objective, experience, control can not do anything at this time. The actual vehicle operating conditions is very complex, and the speed variation is difficult to predict, and thus the control of any form pre-set parameters are not always achieve the best control action, the effect of operating conditions and with the pros and cons of changing. Adaptive control is to adapt to similar conditions and developed, it can under the conditions and adjust the control parameters in order to achieve real-time optimal control.Car in idle state, the different load conditions, different speeds and different road conditions in the case of the emissions are different, the measured data for vehicle maintenance is important, but more important is to determine whether emissions from vehicles qualified to provide a basis for the environmental protection departments to provide accurate detection and rich data material. The dynamometer with the exhaust gas analyzer can be in different working conditions under the conditions of vehicle emissions testing, testing standards fully in line with the introduction of a new national standard (GB14761-1999).The following chassis dynamometer at constant speed, for example, analysis of measurement results.Experimental conditions: the initial speed of 60 km / h, the termination rate of 80 km / h, speed step of 5 km, constant and stable point 5. Test vehicle for the Santana sedan.In constant speed mode with exhaust gas analyzer, we carried out the engine output power, wheel torque and power output, transmission loss of power, CO, CO2, HC, O2, eight parameters were measured, and the speed, power, torque for real-time monitoring. In this experiment, the wheel and experience the power output values match, the engine output power wheel power output of power and transmission losses and. Maximumpower output of the corresponding wheel speed of 75 km / h. Transmission loss of power to test the vehicle drive power is an important parameter passing, it is directly related to the car's dynamic performance.Multi-function chassis dynamometer is a motor transport and maintenance industry, comprehensive performance inspection stations, environmental protection, transportation (cars scrapped in the future will be according to their dynamic performance and emissions performance may be) and other necessary test equipment industry, with broad market prospects. By computer-controlled eddy current dynamometer load to achieve resistance simulation, different conditions can be measured vehicle dynamic performance and environmental performance (emissions performance), and has correction, the actual measurement data closer to the car when driving data. The dynamometer speed control through the adaptive control algorithm to improve the car's constant stability and achieve a dynamic performance and environmental performance of continuous measurement.附录B多功能汽车底盘测功机随着汽车工业的迅猛发展，交通事故及环境污染对人类生命的威胁越来越大，因而汽车检测技术的重要性日益突出出来，各种检测设备也应运而生。

汽车车牌识别系统---车牌定位子系统的设计与实现摘要汽车车牌识别系统是近几年发展起来的计算机视觉和模式识别技术在智能交通领域应用的重要研究课题之一。

在车牌自动识别系统中，首先要将车牌从所获取的图像中分割出来实现车牌定位，这是进行车牌字符识别的重要步骤，定位的准确与否直接影响车牌识别率。

本次毕业设计首先对车牌识别系统的现状和已有的技术进行了深入的研究，在此基础上设计并开发了一个基于MATLAB的车牌定位系统，通过编写MATLAB文件，对各种车辆图像处理方法进行分析、比较,最终确定了车牌预处理、车牌粗定位和精定位的方法。

本次设计采取的是基于微分的边缘检测，先从经过边缘提取后的车辆图像中提取车牌特征，进行分析处理，从而初步定出车牌的区域，再利用车牌的先验知识和分布特征对车牌区域二值化图像进行处理，从而得到车牌的精确区域，并且取得了较好的定位结果。

关键词：图像采集，图像预处理，边缘检测，二值化，车牌定位ENGLISH SUBJECTABSTRACTThe subject of the automatic recognition of license plate is one of the most significant subjects that are improved from the connection of computer vision and pattern recognition. In LPSR, the first step is for locating the license plate in the captured image which is very important for character recognition. The recognition correction rate of license plate is governed by accurate degree of license plate location.Firstly, the paper gives a deep research on the status and technique of the plate license recognition system. On the basis of research, a solution of plate license recognition system is proposed through the software MATLAB,by the M-files several of methods in image manipulation are compared and analyzed. The methods based on edge map and das differential analysis is used in the process of the localization of the license plate,extracting the characteristics of the license plate in the car images after being checked up for the edge, and then analyzing and processing until the probably area of license plate is extracted，then come out the resolutions for localization of the car plate.KEY WORDS：imageacquisition，image preprocessing，edge detection，binarization，licence，license plate location目录前言 (1)第1章绪论 (2)§1.1 课题研究的背景 (2)§1.2 车牌的特征 (2)§1.3 国内外车辆牌照识别技术现状 (3)§1.4车牌识别技术的应用情况 (4)§1.5 车牌识别技术的发展趋势 (5)§1.6车牌定位的意义 (6)第2章MATLAB简介 (7)§2.1 MATLAB发展历史 (7)§2.2 MATLAB的语言特点 (7)第3章图像预处理 (10)§3.1 灰度变换 (10)§3.2 图像增强 (11)§3. 3 图像边缘提取及二值化 (13)§3. 4 形态学滤波 (18)第4章车牌定位 (21)§4.1 车牌定位的主要方法 (21)§4.1.1基于直线检测的方法 (22)§4.1.2 基于阈值化的方法 (22)§4.1.3 基于灰度边缘检测方法 (22)§4.1.4 基于彩色图像的车牌定位方法 (25)§4.2 车牌提取 (26)结论 (30)参考文献 (31)致谢 (33)前言随着交通问题的日益严重，智能交通系统应运而生。

本科生毕业设计(论文)外文翻译毕业设计(论文)题目:汽车主减速器的对比分析与设计外文题目:AUTOMOTIWE FINAL DRIVE译文题目:汽车主减速器AUTOMOTIWE FINAL DRIVEFINAL DRIVEA final drive is that part of a power transmission system between the drive shaft and the differential. Its function is to change the direction of the power transmitted by the drive shaft through 90 degrees to the driving axlesAt the same timeit provides a fixed reduction between the speed of the drive shaft and the axle driving the wheels.The reduction or gear ratio of the final drive is determined by dividing the number of teeth on the ring gear by the number of teeth on the pinion gearIn passenger vehicles, this speed reduction varies from about 3:1 to 5:1. In trucks it varies from about 5:1 to 11:1. To calculate rear axle ratio, count the number of teeth on each gear. Then divide the number of pinion teeth into the number of ring gear teeth. For example, if the pinion gear has 10 teeth and the ring gear has 30 30 divided by 10, the rear axle ratio would be 3:1.Manufacturers install a rear axle ratio that provides a compromise between performance and economyThe average passenger car ratio is 3.50:1.The higher axle ratio, 4.11:1 for instance, would increase acceleration and pulling power but would decrease fuel economy. The engine would have to run at a higher rpm to maintain an equal cruising speedTheloweraxleratio 3:1,wouldreduce acceleration and pulling power but would increase fuel mileageThe engine would run at a lower rpm while maintaining the same speedThe major components of the final drive include the pinion gear, connected to the drive shaft, and a bevel gear or ring gear that is bolted or riveted to the differential carrierTo maintain accurate and proper alignment and tooth contact, the ring gear and differential assembly are mounted in bearingsThe bevel drive pinion is supported by two tapered roller bearings,mountedinthedifferentialcarrier This pinion shaft is straddle mountedmeaning that a bearing is located on each side of the pinion shaft teeth. Oil seals prevent the loss of lubricant from the housing where the pinion shaft and axle shafts protrude. As a mechanic, you will encounter the final drive gears in the spiral bevel and hypoid design.Spiral Bevel GearSpiral bevel gears have curved gear teeth with the pinion and ring gear on the same center line. This type of final drive is used extensively in truck and occasionally in older automobiles. This design allows for constant contact between the ring gear and pinion. It also necessitates the use of heavy grade lubricantsHypoid Gear The hypoid gear final drive is an improvement or variation of the spiral bevel design and is commonly used in light and medium trucks and all domestic rear- wheel drive automobiles. Hypoid gears have replaced spiral bevel gears because they lower the hump in the floor of the vehicle and improve gear-meshing action. As you can see in figure 5-13, the pinion meshes with the ring gear below the center line and is at a slight angle less than 90 degreesFigure 5-13.?Types of final drives This angle and the use of heavier larger teeth permit an increased amount of power to be transmitted while the size of the ring gear and housing remain constant. The tooth design is similar to the spiral bevel but includes some of the characteristics of the worm gear. This permits the reduced drive angle. The hypoid gear teeth have a more pronounced curve and steeper angle, resulting in larger tooth areas and more teeth to be in contact at thesame time. With more than one gear tooth in contact, a hypoid design increases gear life and reduces gear noiseThe wiping action of the teeth causes heavy tooth pressure that requires the use of heavy grade lubricants.Double-Reduction Final DriveIn the final drives shown in figure 5-13, there is a singlefixedgearreduction Thisistheonlygear reduction in most automobiles and light- and some medium-duty trucks between the drive shaft and the wheels.Double-reduction final drives are used for heavy- duty trucks. With this arrangement fig. 5-14 it is not necessary to have a large ring gear to get the necessary gear reductionThe first gear reduction is obtained through a pinion and ring gear as the single fixed gear reduction final drive. Referring to figure 5-14, notice that the secondary pinion is mounted on the primary ring gear shaft. The second gear reduction is the result of the secondary pinion which is rigidly attached to the primary ring gear, driving a large helical gear which is attachedtothedifferentialcase Double-reduction final drives may be found on military design vehicles, such as the 5-ton truck. Many commercially designed vehicles of this size use a single- or double-reduction final drive with provisions for two speeds to be incorporatedFigure 5-14.?Double-reduction final driveTwo-Speed Final DriveThe two-speed or dual-ratio final drive is used to supplementthegearingoftheotherdrivetrain components and is used in vehicles with a single drive axle fig5-15The operator can select the range or speed of this axle with a button on the shifting lever of the transmission or by a lever through linkageThe two-speed final drive doubles the number of gear ratios available for driving the vehicle under variousloadandroadconditions Forexample,a vehiclewithatwo-speedunitandafive-speedtransmission,tendifferentforwardspeedsare available. This unit provides a gear ratio high enough to permit pulling a heavy load up steep grades and a low ratio to permit the vehicle to run at high speeds with a light load or no loadThe conventional spiral bevel pinion and ring gear drives the two-speed unit, but a planetary gear train is placed between the differential drive ring gear and the differential caseThe internal gear of the planetary gear train is bolted rigidly to the bevel drive gear. A ring on which the planetary gears are pivoted is bolted to the differential caseA member, consisting of the sun gear and a dog clutch, slides on one of the axle shafts and iscontrolled through a button or lever accessible to the operator When in high range, the sun gear meshes with the internal teeth on the ring carrying the planetary gears and disengages the dog clutch from the left bearing adjusting ring, which is rigidly held in the differential carrierIn this position, the planetary gear train is locked together. There is no relative motion between the differential case and the gears in the planetary drive trainThe differential case is driven directly by the differential ring gear, the same as in the conventional single fixed gear final drive.When shifted into low range, the sun gear is slid out of mesh with the ring carrying the planetary gears. The dog clutch makes a rigid connection with the left bearing adjusting ring. Because the sun gear is integral with the dog clutch, it is also locked to the bearing adjusting rings and remains stationaryThe internal gear rotates the planetary gears around the stationary sun gear, and the differential case is driven by the ring on which the planetary gears are pivoted. This action produces the gear reduction, or low speed, of the axleDIFFERENTIALACTIONThe rear wheels of a vehicle do not always turn at the same speed. When the vehicle is turning or when tire diameters differ slightly, the rear wheels must rotate at different speeds If there were asolid connection between each axle and the differential case, the tires would tend to slide, squeal, and wear whenever the operator turned the steering wheel of the vehicleA differential is designed to prevent this problemDriving Straight AheadWhen a vehicle is driving straight ahead, the ring gear, the differential case, the differential pinion gears, and the differential side gears turn as a unit. The two differential pinion gears do NOT rotate on the pinion shaft, because they exert equal force on the side gears. As a result, the side gears turn at the same speed as the ring gear, causing both rear wheels to turn at the same speedTurning Corners When the vehicle begins to round a curve, the differential pinion gears rotate on the pinion shaftThis occurs because the pinion gears must walk around the slower turning differential side gearTherefore, the pinion gears carry additional rotary motion to the faster turning outer wheel on the turn Differential speed is considered to be 100 percent. The rotating action of the pinion gears carries 90 percent of this speed to the slowing mover inner wheel and sends 110 percent of the speed to the faster rotating outer wheel. This action allows the vehicle to make the turn without sliding or squealing the wheelsFigure 5-15.?Two speed final drive汽车主减速器主减速器主减速器是在传动轴和差速器之间的一个动力传动系统的组成部分。

毕业设计（论文)外文资料翻译系别：专业：班级:姓名：学号:外文出处:附件： 1. 原文; 2。

译文2013年03月附件一：A Rapidly Deployable Manipulator SystemChristiaan J。

J。

Paredis, H. Benjamin Brown，Pradeep K. KhoslaAbstract:A rapidly deployable manipulator system combines the flexibility of reconfigurable modular hardware with modular programming tools，allowing the user to rapidly create a manipulator which is custom-tailored for a given task. This article describes two main aspects of such a system，namely，the Reconfigurable Modular Manipulator System （RMMS)hardware and the corresponding control software。

1 IntroductionRobot manipulators can be easily reprogrammed to perform different tasks, yet the range of tasks that can be performed by a manipulator is limited by mechanicalstructure。

Forexample，a manipulator well-suited for precise movement across the top of a table would probably no be capable of lifting heavy objects in the vertical direction. Therefore，to perform a given task,one needs to choose a manipulator with an appropriate mechanical structure.We propose the concept of a rapidly deployable manipulator system to address the above mentioned shortcomings of fixed configuration manipulators。

附录附录A 英文文献Along with automobile electronic technology swift and violent development, the people also day by day enhance to the motor turning handling quality request. The motor turning system changed, the hydraulic pressure boost from the traditional machinery changes (Hydraulic Power Steering, is called HPS), the electrically controlled hydraulic pressure boost changes (Elect ric Hydraulic Power Steering, is called EHPS), develops the electrically operated boost steering system (Elect ric Power Steering, is called EPS), finally also will transit to the line controls the steering system (Steer By Wire, will be called SBW).The machinery steering system is refers by pilot's physical strength achievement changes the energy, in which all power transmission all is mechanical, the automobile changes the movement is operates the steering wheel by the pilot, transmits through the diverter and a series of members changes the wheel to realize. The mechanical steering system by changes the control mechanism, the diverter and major part changes the gearing 3 to be composed.Usually may divide into according to the mechanical diverter form: The gear rack type, follows round the world -like, the worm bearing adjuster hoop type, the worm bearing adjuster refers sells the type. Is the gear rack type andfollows using the broadest two kinds round the world -like (uses in needing time big steering force).In follows round the world -like in the diverter, the input changes the circle and the output steering arm pivot angle is proportional; In the gear rack type diverter, the input changes the turn and the output rack displacement is proportional. Follows round the world -like the diverter because is the rolling friction form, thus the transmission efficiency is very high, the ease of operation also the service life are long, moreover bearing capacity, therefore widely applies on the truck. The gear rack type diverter with follows round the world -like compares, the most major characteristic is the rigidity is big, the structure compact weight is light, also the cost is low. Because this way passes on easily by the wheel the reacting force to the steering wheel, therefore has to the pavement behavior response keen merit, but simultaneously also easy to have phenomena and so on goon and oscillation, also its load bearing efficiency relative weak, therefore mainly applies on the compact car and the pickup truck, at present the majority of low end passenger vehicle uses is the gear rack type machinery steering system.Along with the vehicles carrying capacity increase as well as the people to the vehicles handling quality request enhancement, the simple mechanical type steering system were already unable to meet the needs, the power steering system arise at the historic moment, it could rotate the steering wheel while the pilot to provide the boost, the power steering system divides into the hydraulic pressure steering system and the electrically operated steering system 2kinds.Hydraulic pressure steering system is at present uses the most widespread steering system.The hydraulic pressure steering system increased the hydraulic system in the mechanical system foundation, including hydraulic pump, V shape band pulley, drill tubing, feed installment, boost installment and control valve. It with the aid of in the motor car engine power actuation hydraulic pump, the air compressor and the generator and so on, by the fluid strength, the physical strength or the electric power increases the pilot to operate the strength which the front wheel changes, enables the pilot to be possible nimbly to operate motor turning facilely, reduced the labor intensity, enhanced the travel security.The hydraulic pressure boost steering system from invented already had about half century history to the present, might say was one kind of more perfect system, because its work reliable, the technology mature still widely is applied until now. It takes the power supply by the hydraulic pump, after oil pipe-line control valves to power hydraulic cylinder feed, through the connecting rod impetus rotation gear movement, may changes the boost through the change cylinder bore and the flowing tubing head pressure size the size, from this achieved changes the boost the function. The traditional hydraulic pressure type power steering system may divide into generally according to the liquid flow form: Ordinary flow type and atmosphericpressure type 2 kind of types, also may divide into according to the control valve form transfers the valve type and the slide-valve type.Along with hydraulic pressure power steering system on automobile daily popularization, the people to operates when the portability and the road feeling request also day by day enhance, however the hydraulic pressure power steering system has many shortcomings actually: ①Because its itself structure had decided it is unable to guarantee vehicles rotates the steering wheel when any operating mode, all has the ideal operation stability, namely is unable simultaneously to guarantee time the low speed changes the portability and the high speed time operation stability;②The automobile changes the characteristic to drive the pilot technical the influence to be serious; ③The steering ratio is fixed, causes the motor turning response characteristic along with changes and so on vehicle speed, transverse acceleration to change, the pilot must aim at the motor turning characteristic peak-to-peak value and the phase change ahead of time carries on certain operation compensation, thus controls the automobile according to its wish travel. Like this increased pilot's operation burden, also causes in the motor turning travel not to have the security hidden danger; But hereafter appeared the electrically controlled hydraulic booster system, it increases the velocity generator in the traditional hydraulic pressure power steering system foundation, enables the automobile along with the vehicle speed change automatic control force size, has to a certain extent relaxed the traditional hydraulic pressure steering system existence question.At present our country produces on the commercial vehicle and the passenger vehicle uses mostly is the electrically controlled hydraulic pressure boost steering system, it is quite mature and the application widespread steering system. Although the electrically controlled hydraulic servo alleviated the traditional hydraulic pressure from certain degree to change between the portability and the road feeling contradiction, however it did not have fundamentally to solve the HPS system existence insufficiency, along with automobile microelectronic technology development, automobile fuel oil energy conservation request as well as global initiative environmental protection, it in aspect and so on arrangement, installment, leak-proof quality, control sensitivity, energy consumption, attrition and noise insufficiencies already more and more obvious, the steering system turned towards the electrically operated boost steering system development.The electrically operated boost steering system is the present motor turning system development direction, its principle of work is: EPS system ECU after comes from the steering wheel torque sensor and the vehicle speed sensor signal carries on analysis processing, controls the electrical machinery to have the suitable boost torque, assists the pilot to complete changes the operation. In the last few years, along with the electronic technology development, reduces EPS the cost to become large scale possibly, Japan sends the car company, Mitsubishi Car company, this field car company, US's Delphi automobile system company, TRW Corporation and Germany's ZFCorporation greatly all one after another develops EPS.Mercedes2Benz and Siemens Automotive two big companies invested 65,000,000 pounds to use in developing EPS, the goal are together load a car to 2002, yearly produce 300 ten thousand sets, became the global EPS manufacturer. So far, the EPS system in the slight passenger vehicle, on the theater box type vehicle obtains the widespread application, and every year by three million speed development.Steering is the term applied to the collection of components, linkages, etc. which allow for a vessel (ship, boat) or vehicle (car) to follow the desired course. An exception is the case of rail transport by which rail tracks combined together with railroad switches provide the steering function.The most conventional steering arrangement is to turn the front wheels using a hand–operated steering wheel which is positioned in front of the driver, via the steering column, which may contain universal joints to allow it to deviate somewhat from a straight line. Other arrangements are sometimes found on different types of vehicles, for example, a tiller or rear–wheel steering. Tracked vehicles such as tanks usually employ differential steering —that is, the tracks are made to move at different speeds or even in opposite directions to bring about a change of course.Many modern cars use rack and pinion steering mechanisms, where the steering wheel turns the pinion gear; the pinion moves the rack, which is a sort of linear gear which meshes with the pinion, from side to side. This motionapplies steering torque to the kingpins of the steered wheels via tie rods and a short lever arm called the steering arm.Older designs often use the recirculating ball mechanism, which is still found on trucks and utility vehicles. This is a variation on the older worm and sector design; the steering column turns a large screw (the "worm gear") which meshes with a sector of a gear, causing it to rotate about its axis as the worm gear is turned; an arm attached to the axis of the sector moves the pitman arm, which is connected to the steering linkage and thus steers the wheels. The recirculating ball version of this apparatus reduces the considerable friction by placing large ball bearings between the teeth of the worm and those of the screw; at either end of the apparatus the balls exit from between the two pieces into a channel internal to the box which connects them with the other end of the apparatus, thus they are "recirculated".The rack and pinion design has the advantages of a large degree of feedback and direct steering "feel"; it also does not normally have any backlash, or slack. A disadvantage is that it is not adjustable, so that when it does wear and develop lash, the only cure is replacement.The recirculating ball mechanism has the advantage of a much greater mechanical advantage, so that it was found on larger, heavier vehicles while the rack and pinion was originally limited to smaller and lighter ones; due to the almost universal adoption of power steering, however, this is no longer an important advantage, leading to the increasing use of rack and pinion on newercars. The recirculating ball design also has a perceptible lash, or "dead spot" on center, where a minute turn of the steering wheel in either direction does not move the steering apparatus; this is easily adjustable via a screw on the end of the steering box to account for wear, but it cannot be entirely eliminated or the mechanism begins to wear very rapidly. This design is still in use in trucks and other large vehicles, where rapidity of steering and direct feel are less important than robustness, maintainability, and mechanical advantage. The much smaller degree of feedback with this design can also sometimes be an advantage; drivers of vehicles with rack and pinion steering can have their thumbs broken when a front wheel hits a bump, causing the steering wheel to kick to one side suddenly (leading to driving instructors telling students to keep their thumbs on the front of the steering wheel, rather than wrapping around the inside of the rim). This effect is even stronger with a heavy vehicle like a truck; recirculating ball steering prevents this degree of feedback, just as it prevents desirable feedback under normal circumstances.The steering linkage connecting the steering box and the wheels usually conforms to a variation of Ackermann steering geometry, to account for the fact that in a turn, the inner wheel is actually traveling a path of smaller radius than the outer wheel, so that the degree of toe suitable for driving in a straight path is not suitable for turns.As vehicles have become heavier and switched to front wheel drive, the effort to turn the steering wheel manually has increased - often to the pointwhere major physical exertion is required. To alleviate this, auto makers have developed power steering systems. There are two types of power steering systems—hydraulic and electric/electronic. There is also a hydraulic-electric hybrid system possible.A hydraulic power steering (HPS) uses hydraulic pressure supplied by an engine-driven pump to assist the motion of turning the steering wheel. Electric power steering (EPS) is more efficient than the hydraulic power steering, since the electric power steering motor only needs to provide assist when the steering wheel is turned, whereas the hydraulic pump must run constantly. In EPS the assist level is easily tunable to the vehicle type, road speed, and even driver preference. An added benefit is the elimination of environmental hazard posed by leakage and disposal of hydraulic power steering fluid.An outgrowth of power steering is speed adjustable steering, where the steering is heavily assisted at low speed and lightly assisted at high speed. The auto makers perceive that motorists might need to make large steering inputs while manoeuvering for parking, but not while traveling at high speed. The first vehicle with this feature was the Citroën SM with its Diravi layout, although rather than altering the amount of assistance as in modern power steering systems, it altered the pressure on a centring cam which made the steering wheel try to "spring" back to the straight-ahead position. Modern speed-adjustable power steering systems reduce the pressure fed to the ram asthe speed increases, giving a more direct feel. This feature is gradually becoming commonplace across all new vehicles.Four-wheel steering (or all wheel steering) is a system employed by some vehicles to increase vehicle stability while maneuvering at high speed, or to decrease turning radius at low speed.In most four-wheel steering systems, the rear wheels are steered by a computer and actuators. The rear wheels generally cannot turn as far as the Alternatively, several systems, including Delphi's Quadrasteer and the system in Honda's Prelude line, allow for the rear wheels to be steered in the opposite direction as the front wheels during low speeds. This allows the vehicle to turn in a significantly smaller radius —sometimes critical for large trucks or vehicles with trailers.附录B 文献翻译随着汽车电子技术的迅猛发展,人们对汽车转向操纵性能的要求也日益提高。

Bid Compensation Decision Model for Projectswith Costly Bid PreparationS.Ping Ho,A.M.ASCE 1Abstract:For projects with high bid preparation cost,it is often suggested that the owner should consider paying bid compensation to the most highly ranked unsuccessful bidders to stimulate extra effort or inputs in bid preparation.Whereas the underlying idea of using bid compensation is intuitively sound,there is no theoretical basis or empirical evidence for such suggestion.Because costly bid preparation often implies a larger project scale,the issue of bid compensation strategy is important to practitioners and an interest of study.This paper aims to study the impacts of bid compensation and to develop appropriate bid compensation strategies.Game theory is applied to analyze the behavioral dynamics between competing bidders and project owners.A bid compensation model based on game theoretic analysis is developed in this study.The model provides equilibrium solutions under bid compensation,quantitative formula,and quali-tative implications for the formation of bid compensation strategies.DOI:10.1061/(ASCE )0733-9364(2005)131:2(151)CE Database subject headings:Bids;Project management;Contracts;Decision making;Design/build;Build/Operate/Transfer;Construction industry .IntroductionAn often seen suggestion in practice for projects with high bid preparation cost is that the owner should consider paying bid compensation,also called a stipend or honorarium,to the unsuc-cessful bidders.For example,according to the Design–build Manual of Practice Document Number 201by Design–Build In-stitute of America (DBIA )(1996a ),it is suggested that that “the owner should consider paying a stipend or honorarium to the unsuccessful proposers”because “excessive submittal require-ments without some compensation is abusive to the design–build industry and discourages quality teams from participating.”In another publication by DBIA (1995),it is also stated that “it is strongly recommended that honorariums be offered to the unsuc-cessful proposers”and that “the provision of reasonable compen-sation will encourage the more sought-after design–build teams to apply and,if short listed,to make an extra effort in the prepara-tion of their proposal.”Whereas bid preparation costs depend on project scale,delivery method,and other factors,the cost of pre-paring a proposal is often relatively high in some particular project delivery schemes,such as design–build or build–operate–transfer (BOT )contracting.Plus,costly bid preparation often im-plying a large project scale,the issue of bid compensation strat-egy should be important to practitioners and of great interest of study.Existing research on the procurement process in constructionhas addressed the selection of projects that are appropriate for certain project delivery methods (Molenaar and Songer 1998;Molenaar and Gransberg 2001),the design–build project procure-ment processes (Songer et al.1994;Gransberg and Senadheera 1999;Palaneeswaran and Kumaraswamy 2000),and the BOT project procurement process (United Nations Industrial Develop-ment Organization 1996).However,the bid compensation strat-egy for projects with a relatively high bid preparation cost has not been studied.Among the issues over the bidder’s response to the owner’s procurement or bid compensation strategy,it is in own-er’s interest to understand how the owner can stimulate high-quality inputs or extra effort from the bidder during bid prepara-tion.Whereas the argument for using bid compensation is intuitively sound,there is no theoretical basis or empirical evi-dence for such an argument.Therefore,it is crucial to study under what conditions the bid compensation is effective,and how much compensation is adequate with respect to different bidding situa-tions.This paper focuses on theoretically studying the impacts of bid compensation and tries to develop appropriate compensation strategies for projects with a costly bid preparation.Game theory will be applied to analyze the behavioral dynamics between com-peting bidders.Based on the game theoretic analysis and numeric trials,a bid compensation model is developed.The model pro-vides a quantitative framework,as well as qualitative implica-tions,on bid compensation strategies.Research Methodology:Game TheoryGame theory can be defined as “the study of mathematical models of conflict and cooperation between intelligent rational decision-makers”(Myerson 1991).Among economic theories,game theory has been successfully applied to many important issues such as negotiations,finance,and imperfect markets.Game theory has also been applied to construction management in two areas.Ho (2001)applied game theory to analyze the information asymme-try problem during the procurement of a BOT project and its1Assistant Professor,Dept.of Civil Engineering,National Taiwan Univ.,Taipei 10617,Taiwan.E-mail:spingho@.twNote.Discussion open until July 1,2005.Separate discussions must be submitted for individual papers.To extend the closing date by one month,a written request must be filed with the ASCE Managing Editor.The manuscript for this paper was submitted for review and possible publication on March 5,2003;approved on March 1,2004.This paper is part of the Journal of Construction Engineering and Management ,V ol.131,No.2,February 1,2005.©ASCE,ISSN 0733-9364/2005/2-151–159/$25.00.D o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y N A N J I N G U N I VE R S I T Y OF o n 01/06/14. C o p y r i g h t A S C E . F o r p e r s o n a l u s e o n l y ; a l l r i g h t s r e s e r v e d .implication in project financing and government policy.Ho and Liu (2004)develop a game theoretic model for analyzing the behavioral dynamics of builders and owners in construction claims.In competitive bidding,the strategic interactions among competing bidders and that between bidders and owners are com-mon,and thus game theory is a natural tool to analyze the prob-lem of concern.A well-known example of a game is the “prisoner’s dilemma”shown in Fig.1.Two suspects are arrested and held in separate cells.If both of them confess,then they will be sentenced to jail for 6years.If neither confesses,each will be sentenced for only 1year.However,if one of them confesses and the other does not,then the honest one will be rewarded by being released (in jail for 0year )and the other will be punished for 9years in jail.Note that in each cell,the first number represents player No.1’s payoff and the second one represents player No.2’s.The prisoner’s dilemma is called a “static game,”in which they act simultaneously;i.e.,each player does not know the other player’s decision before the player makes the decision.If the payoff matrix shown in Fig.1is known to all players,then the payoff matrix is a “common knowledge”to all players and this game is called a game of “complete information.”Note that the players of a game are assumed to be rational;i.e.,to maximize their payoffs.To answer what each prisoner will play/behave in this game,we will introduce the concept of “Nash equilibrium ,”one of the most important concepts in game theory.Nash equilibrium is a set of actions that will be chosen by each player.In a Nash equilib-rium,each player’s strategy should be the best response to the other player’s strategy,and no player wants to deviate from the equilibrium solution.Thus,the equilibrium or solution is “strate-gically stable”or “self-enforcing”(Gibbons 1992).Conversely,a nonequilibrium solution is not stable since at least one of the players can be better off by deviating from the nonequilibrium solution.In the prisoner’s dilemma,only the (confess,confess )solution where both players choose to confess,satisfies the stabil-ity test or requirement of Nash equilibrium.Note that although the (not confess,not confess )solution seems better off for both players compared to Nash equilibrium;however,this solution is unstable since either player can obtain extra benefit by deviating from this solution.Interested readers can refer to Gibbons (1992),Fudenberg and Tirole (1992),and Myerson (1991).Bid Compensation ModelIn this section,the bid compensation model is developed on the basis of game theoretic analysis.The model could help the ownerform bid compensation strategies under various competition situ-ations and project characteristics.Illustrative examples with nu-merical results are given when necessary to show how the model can be used in various scenarios.Assumptions and Model SetupTo perform a game theoretic study,it is critical to make necessary simplifications so that one can focus on the issues of concern and obtain insightful results.Then,the setup of a model will follow.The assumptions made in this model are summarized as follows.Note that these assumptions can be relaxed in future studies for more general purposes.1.Average bidders:The bidders are equally good,in terms oftheir technical and managerial capabilities.Since the design–build and BOT focus on quality issues,the prequalification process imposed during procurement reduces the variation of the quality of bidders.As a result,it is not unreasonable to make the “average bidders”assumption.plete information:If all players consider each other tobe an average bidder as suggested in the first assumption,it is natural to assume that the payoffs of each player in each potential solution are known to all players.3.Bid compensation for the second best bidder:Since DBIA’s(1996b )manual,document number 103,suggests that “the stipend is paid only to the most highly ranked unsuccessful offerors to prevent proposals being submitted simply to ob-tain a stipend,”we shall assume that the bid compensation will be offered to the second best bidder.4.Two levels of efforts:It is assumed that there are two levelsof efforts in preparing a proposal,high and average,denoted by H and A ,respectively.The effort A is defined as the level of effort that does not incur extra cost to improve quality.Contrarily,the effort H is defined as the level of effort that will incur extra cost,denoted as E ,to improve the quality of a proposal,where the improvement is detectable by an effec-tive proposal evaluation system.Typically,the standard of quality would be transformed to the evaluation criteria and their respective weights specified in the Request for Pro-posal.5.Fixed amount of bid compensation,S :The fixed amount canbe expressed by a certain percentage of the average profit,denoted as P ,assumed during the procurement by an average bidder.6.Absorption of extra cost,E :For convenience,it is assumedthat E will not be included in the bid price so that the high effort bidder will win the contract under the price–quality competition,such as best-value approach.This assumption simplifies the tradeoff between quality improvement and bid price increase.Two-Bidder GameIn this game,there are only two qualified bidders.The possible payoffs for each bidder in the game are shown in a normal form in Fig.2.If both bidders choose “H ,”denoted by ͑H ,H ͒,both bidders will have a 50%probability of wining the contract,and at the same time,have another 50%probability of losing the con-tract but being rewarded with the bid compensation,S .As a re-sult,the expected payoffs for the bidders in ͑H ,H ͒solution are ͑S /2+P /2−E ,S /2+P /2−E ͒.Note that the computation of the expected payoff is based on the assumption of the average bidder.Similarly,if the bidders choose ͑A ,A ͒,the expected payoffswillFig.1.Prisoner’s dilemmaD o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y N A N J I N G U N I VE R S I T Y OF o n 01/06/14. C o p y r i g h t A S C E . F o r p e r s o n a l u s e o n l y ; a l l r i g h t s r e s e r v e d .be ͑S /2+P /2,S /2+P /2͒.If the bidders choose ͑H ,A ͒,bidder No.1will have a 100%probability of winning the contract,and thus the expected payoffs are ͑P −E ,S ͒.Similarly,if the bidders choose ͑A ,H ͒,the expected payoffs will be ͑S ,P −E ͒.Payoffs of an n -bidder game can be obtained by the same reasoning.Nash EquilibriumSince the payoffs in each equilibrium are expressed as functions of S ,P ,and E ,instead of a particular number,the model will focus on the conditions for each possible Nash equilibrium of the game.Here,the approach to solving for Nash equilibrium is to find conditions that ensure the stability or self-enforcing require-ment of Nash equilibrium.This technique will be applied throughout this paper.First,check the payoffs of ͑H ,H ͒solution.For bidder No.1or 2not to deviate from this solution,we must haveS /2+P /2−E ϾS →S ϽP −2E͑1͒Therefore,condition (1)guarantees ͑H ,H ͒to be a Nash equilib-rium.Second,check the payoffs of ͑A ,A ͒solution.For bidder No.1or 2not to deviate from ͑A ,A ͒,condition (2)must be satisfiedS /2+P /2ϾP −E →S ϾP −2E͑2͒Thus,condition (2)guarantees ͑A ,A ͒to be a Nash equilibrium.Note that the condition “S =P −2E ”will be ignored since the con-dition can become (1)or (2)by adding or subtracting an infinitely small positive number.Thus,since S must satisfy either condition (1)or condition (2),either ͑H ,H ͒or ͑A ,A ͒must be a unique Nash equilibrium.Third,check the payoffs of ͑H ,A ͒solution.For bid-der No.1not to deviate from H to A ,we must have P −E ϾS /2+P /2;i.e.,S ϽP −2E .For bidder No.2not to deviate from A to H ,we must have S ϾS /2+P /2−E ;i.e.,S ϾP −2E .Since S cannot be greater than and less than P −2E at the same time,͑H ,A ͒solution cannot exist.Similarly,͑A ,H ͒solution cannot exist either.This also confirms the previous conclusion that either ͑H ,H ͒or ͑A ,A ͒must be a unique Nash equilibrium.Impacts of Bid CompensationBid compensation is designed to serve as an incentive to induce bidders to make high effort.Therefore,the concerns of bid com-pensation strategy should focus on whether S can induce high effort and how effective it is.According to the equilibrium solu-tions,the bid compensation decision should depend on the mag-nitude of P −2E or the relative magnitude of E compared to P .If E is relatively small such that P Ͼ2E ,then P −2E will be positive and condition (1)will be satisfied even when S =0.This means that bid compensation is not an incentive for high effort when the extra cost of high effort is relatively low.Moreover,surprisingly,S can be damaging when S is high enough such that S ϾP −2E .On the other hand,if E is relatively large so that P −2E is negative,then condition (2)will always be satisfied since S can-not be negative.In this case,͑A ,A ͒will be a unique Nash equi-librium.In other words,when E is relatively large,it is not in the bidder’s interest to incur extra cost for improving the quality of proposal,and therefore,S cannot provide any incentives for high effort.To summarize,when E is relatively low,it is in the bidder’s interest to make high effort even if there is no bid compensation.When E is relatively high,the bidder will be better off by making average effort.In other words,bid compensation cannot promote extra effort in a two-bidder game,and ironically,bid compensa-tion may discourage high effort if the compensation is too much.Thus,in the two-bidder procurement,the owner should not use bid compensation as an incentive to induce high effort.Three-Bidder GameNash EquilibriumFig.3shows all the combinations of actions and their respective payoffs in a three-bidder game.Similar to the two-bidder game,here the Nash equilibrium can be solved by ensuring the stability of the solution.For equilibrium ͑H ,H ,H ͒,condition (3)must be satisfied for stability requirementS /3+P /3−E Ͼ0→S Ͼ3E −P͑3͒For equilibrium ͑A ,A ,A ͒,condition (4)must be satisfied so that no one has any incentives to choose HS /3+P /3ϾP −E →S Ͼ2P −3E͑4͒In a three-bidder game,it is possible that S will satisfy conditions (3)and (4)at the same time.This is different from the two-bidder game,where S can only satisfy either condition (1)or (2).Thus,there will be two pure strategy Nash equilibria when S satisfies conditions (3)and (4).However,since the payoff of ͑A ,A ,A ͒,S /3+P /3,is greater than the payoff of ͑H ,H ,H ͒,S /3+P /3−E ,for all bidders,the bidder will choose ͑A ,A ,A ͒eventually,pro-vided that a consensus between bidders of making effort A can be reached.The process of reaching such consensus is called “cheap talk,”where the agreement is beneficial to all players,and no player will want to deviate from such an agreement.In the design–build or BOT procurement,it is reasonable to believe that cheap talk can occur.Therefore,as long as condition (4)is satis-fied,͑A ,A ,A ͒will be a unique Nash equilibrium.An important implication is that the cheap talk condition must not be satisfied for any equilibrium solution other than ͑A ,A ,A ͒.In other words,condition (5)must be satisfied for all equilibrium solution except ͑A ,A ,A͒Fig.2.Two-biddergameFig.3.Three-bidder gameD o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y N A N J I N G U N I VE R S I T Y OF o n 01/06/14. C o p y r i g h t A S C E . F o r p e r s o n a l u s e o n l y ; a l l r i g h t s r e s e r v e d .S Ͻ2P −3E ͑5͒Following this result,for ͑H ,H ,H ͒to be unique,conditions (3)and (5)must be satisfied;i.e.,we must have3E −P ϽS Ͻ2P −3E͑6͒Note that by definition S is a non-negative number;thus,if one cannot find a non-negative number to satisfy the equilibrium con-dition,then the respective equilibrium does not exist and the equi-librium condition will be marked as “N/A”in the illustrative fig-ures and tables.Next,check the solution where two bidders make high efforts and one bidder makes average effort,e.g.,͑H ,H ,A ͒.The ex-pected payoffs for ͑H ,H ,A ͒are ͑S /2+P /2−E ,S /2+P /2−E ,0͒.For ͑H ,H ,A ͒to be a Nash equilibrium,S /3+P /3−E Ͻ0must be satisfied so that the bidder with average effort will not deviate from A to H ,S /2+P /2−E ϾS /2must be satisfied so that the bidder with high effort will not deviate from H to A ,and condi-tion (5)must be satisfied as argued previously.The three condi-tions can be rewritten asS Ͻmin ͓3E −P ,2P −3E ͔andP −2E Ͼ0͑7͒Note that because of the average bidder assumption,if ͑H ,H ,A ͒is a Nash equilibrium,then ͑H ,A ,H ͒and ͑A ,H ,H ͒will also be the Nash equilibria.The three Nash equilibria will constitute a so-called mixed strategy Nash equilibrium,denoted by 2H +1A ,where each bidder randomizes actions between H and A with certain probabilities.The concept of mixed strategy Nash equilib-rium shall be explained in more detail in next section.Similarly,we can obtain the requirements for solution 1H +2A ,condition (5)and S /2+P /2−E ϽS /2must be satisfied.The requirements can be reorganized asS Ͻ2P −3EandP −2E Ͻ0͑8͒Note that the conflicting relationship between “P −2E Ͼ0”in condition (7)and “P −2E Ͻ0”in condition (8)seems to show that the two types of Nash equilibria are exclusive.Nevertheless,the only difference between 2H +1A and 1H +2A is that the bidder in 2H +1A equilibrium has a higher probability of playing H ,whereas the bidder in 1H +2A also mixes actions H and A but with lower probability of playing H .From this perspective,the difference between 2H +1A and 1H +2A is not very distinctive.In other words,one should not consider,for example,2H +1A ,to be two bidders playing H and one bidder playing A ;instead,one should consider each bidder to be playing H with higher probabil-ity.Similarly,1H +2A means that the bidder has a lower probabil-ity of playing H ,compared to 2H +1A .Illustrative Example:Effectiveness of Bid Compensation The equilibrium conditions for a three-bidder game is numerically illustrated and shown in Table 1,where P is arbitrarily assumed as 10%for numerical computation purposes and E varies to rep-resent different costs for higher efforts.The “*”in Table 1indi-cates that the zero compensation is the best strategy;i.e.,bid compensation is ineffective in terms of stimulating extra effort.According to the numerical results,Table 1shows that bid com-pensation can promote higher effort only when E is within the range of P /3ϽE ϽP /2,where zero compensation is not neces-sarily the best strategy.The question is that whether it is benefi-cial to the owner by incurring the cost of bid compensation when P /3ϽE ϽP /2.The answer to this question lies in the concept and definition of the mix strategy Nash equilibrium,2H +1A ,as explained previously.Since 2H +1A indicates that each bidderwill play H with significantly higher probability,2H +1A may already be good enough,knowing that we only need one bidder out of three to actually play H .We shall elaborate on this concept later in a more general setting.As a result,if the 2H +1A equilib-rium is good enough,the use of bid compensation in a three-bidder game will not be recommended.Four-Bidder Game and n-Bidder GameNash Equilibrium of Four-Bidder GameThe equilibrium of the four-bidder procurement can also be ob-tained.As the number of bidders increases,the number of poten-tial equilibria increases as well.Due to the length limitation,we shall only show the major equilibria and their conditions,which are derived following the same technique applied previously.The condition for pure strategy equilibrium 4H ,is4E −P ϽS Ͻ3P −4E͑9͒The condition for another pure strategy equilibrium,4A ,isS Ͼ3P −4E͑10͒Other potential equilibria are mainly mixed strategies,such as 3H +1A ,2H +2A ,and 1H +3A ,where the numeric number asso-ciated with H or A represents the number of bidders with effort H or A in a equilibrium.The condition for the 3H +1A equilibrium is3E −P ϽS Ͻmin ͓4E −P ,3P −4E ͔͑11͒For the 2H +2A equilibrium the condition is6E −3P ϽS Ͻmin ͓3E −P ,3P −4E ͔͑12͒The condition for the 1H +3A equilibrium isS Ͻmin ͓6E −3P ,3P −4E ͔͑13͒Illustrative Example of Four-Bidder GameTable 2numerically illustrates the impacts of bid compensation on the four-bidder procurement under different relative magni-tudes of E .When E is very small,bid compensation is not needed for promoting effort H .However,when E grows gradually,bid compensation becomes more effective.As E grows to a larger magnitude,greater than P /2,the 4H equilibrium would become impossible,no matter how large S is.In fact,if S is too large,bidders will be encouraged to take effort A .When E is extremely large,e.g.,E Ͼ0.6P ,the best strategy is to set S =0.The “*”in Table 2also indicates the cases that bid compensation is ineffec-Table pensation Impacts on a Three-Bidder GameEquilibriumE ;P =10%3H 2H +1A 1H +2A 3A E ϽP /3e.g.,E =2%S Ͻ14%*N/A N/N 14%ϽS P /3ϽE ϽP /2e.g.,E =4%2%ϽS Ͻ8%S Ͻ2%N/A 8%ϽS P /2ϽE Ͻ͑2/3͒P e.g.,E =5.5%N/AN/AS Ͻ3.5%*3.5%ϽS͑2/3͒P ϽEe.g.,E =7%N/A N/A N/A Always*Note:*denotes that zero compensation is the best strategy;and N/A =the respective equilibrium does not exist.D o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y N A N J I N G U N I VE R S I T Y OF o n 01/06/14. C o p y r i g h t A S C E . F o r p e r s o n a l u s e o n l y ; a l l r i g h t s r e s e r v e d .tive.To conclude,in a four-bidder procurement,bid compensation is not effective when E is relatively small or large.Again,similar to the three-bidder game,when bid compensation becomes more effective,it does not mean that offering bid compensation is the best strategy,since more variables need to be considered.Further analysis shall be performed later.Nash Equilibrium of n -Bidder GameIt is desirable to generalize our model to the n -bidder game,al-though only very limited qualified bidders will be involved in most design–build or BOT procurements,since for other project delivery methods it is possible to have many bidders.Interested readers can follow the numerical illustrations for three-and four-bidder games to obtain the numerical solutions of n -bidder game.Here,only analytical equilibrium solutions will be solved.For “nA ”to be the Nash equilibrium,we must have P −E ϽS /n +P /n for bidder A not to deviate.In other words,condition (14)must be satisfiedS Ͼ͑n −1͒P −nE͑14͒Note that condition (14)can be rewritten as S Ͼn ͑P −E ͒−P ,which implies that it is not likely for nA to be the Nash equilib-rium when there are many bidders,unless E is very close to or larger than P .Similar to previous analysis,for “nH ”to be the equilibrium,we must have S /n +P /n −E Ͼ0for stability requirement,and condition (15)for excluding the possibility of cheap talk or nA equilibrium.The condition for the nH equilibrium can be reorga-nized as condition (16).S Ͻ͑n −1͒P −nE ͑15͒nE −P ϽS Ͻ͑n −1͒P −nE͑16͒Note that if E ϽP /n ,condition (16)will always be satisfied and nH will be a unique equilibrium even when S =0.In other words,nH will not be the Nash equilibrium when there are many bidders,unless E is extremely small,i.e.,E ϽP /n .For “aH +͑n −a ͒A ,where 2Ͻa Ͻn ”to be the equilibrium so-lution,we must have S /a +P /a −E Ͼ0for bidder H not to devi-ate,S /͑a +1͒+P /͑a +1͒−E Ͻ0for bidder A not to deviate,and condition (15).These requirements can be rewritten asaE −P ϽS Ͻmin ͓͑a +1͒E −P ,͑n −1͒P −nE ͔͑17͒Similarly,for “2H +͑n −2͒A ,”the stability requirements for bidder H and A are S /͑n −1͒ϽS /2+P /2−E and S /3+P /3−E Ͻ0,re-spectively,and thus the equilibrium condition can be written as ͓͑n −1͒/͑n −3͔͒͑2E −P ͒ϽS Ͻmin ͓3E −P ,͑n −1͒P −nE ͔͑18͒For the “1H +͑n −1͒A ”equilibrium,we must haveS Ͻmin ͕͓͑n −1͒/͑n −3͔͒͑2E −P ͒,͑n −1͒P −nE ͖͑19͒An interesting question is:“What conditions would warrant that the only possible equilibrium of the game is either “1H +͑n −1͒A ”or nA ,no matter how large S is?”A logical response to the question is:when equilibria “aH +͑n −a ͒A ,where a Ͼ2”and equilibrium 2H +͑n −2͒A are not possible solutions.Thus,a suf-ficient condition here is that for any S Ͼ͓͑n −1͒/͑n −3͔͒͑2E −P ͒,the “S Ͻ͑n −1͒P −nE ”is not satisfied.This can be guaranteed if we have͑n −1͒P −nE Ͻ͓͑n −1͒/͑n −3͔͒͑2E −P ͒→E Ͼ͓͑n −1͒/͑n +1͔͒P͑20͒Conditions (19)and (20)show that when E is greater than ͓͑n −1͒/͑n +1͔͒P ,the only possible equilibrium of the game is either 1H +͑n −1͒A or nA ,no matter how large S is.Two important practical implications can be drawn from this finding.First,when n is small in a design–build contract,it is not unusual that E will be greater than ͓͑n −1͒/͑n +1͔͒P ,and in that case,bid compensa-tion cannot help to promote higher effort.For example,for a three-bidder procurement,bid compensation will not be effective when E is greater than ͑2/4͒P .Second,when the number of bidders increases,bid compensation will become more effective since it will be more unlikely that E is greater than ͓͑n −1͒/͑n +1͔͒P .The two implications confirm the previous analyses of two-,three-,and four-bidder game.After the game equilibria and the effective range of bid compensation have been solved,the next important task is to develop the bid compensation strategy with respect to various procurement situations.Table pensation Impacts on a Four-Bidder GameEquilibriumE ;P =10%4H 3H +1A 2H +2A 1H +3A 4A E ϽP /4e.g.,E =2%S Ͻ22%*N/A N/A N/A S Ͼ22%P /4ϽE ϽP /3e.g.,E =3%2%ϽS Ͻ18%S Ͻ2%N/A N/A S Ͼ18%P /3ϽE ϽP /2e.g.,E =4%6%ϽS Ͻ14%2%ϽS Ͻ6%S Ͻ2%N/A S Ͼ14%P /2ϽE Ͻ͑3/5͒P e.g.,E =5.5%N/A 6.5%ϽS Ͻ8%3%ϽS Ͻ6.5%S Ͻ3%S Ͼ8%͑3/5͒P ϽE Ͻ͑3/4͒P e.g.,E =6.5%N/AN/AN/AS Ͻ4%*S Ͼ4%͑3/4͒P ϽEe.g.,E =8%N/A N/A N/A N/AAlways*Note:*denotes that zero compensation is the best strategy;and N/A=respective equilibrium does not exist.D o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y N A N J I N G U N I VE R S I T Y OF o n 01/06/14. C o p y r i g h t A S C E . F o r p e r s o n a l u s e o n l y ; a l l r i g h t s r e s e r v e d .。

毕业设计外文文献翻译Graduation design of foreign literature translation 700 words Title: The Impact of Artificial Intelligence on the Job Market Abstract:With the rapid development of artificial intelligence (AI), concerns arise about its impact on the job market. This paper explores the potential effects of AI on various industries, including healthcare, manufacturing, and transportation, and the implications for employment. The findings suggest that while AI has the potential to automate repetitive tasks and increase productivity, it may also lead to job displacement and a shift in job requirements. The paper concludes with a discussion on the importance of upskilling and retraining for workers to adapt to the changing job market.1. IntroductionArtificial intelligence (AI) refers to the development of computer systems that can perform tasks that typically require human intelligence. AI has made significant advancements in recent years, with applications in various industries, such as healthcare, manufacturing, and transportation. As AI technology continues to evolve, concerns arise about its impact on the job market. This paper aims to explore the potential effects of AI on employment and discuss the implications for workers.2. Potential Effects of AI on the Job Market2.1 Automation of Repetitive TasksOne of the major impacts of AI on the job market is the automation of repetitive tasks. AI systems can perform tasks faster and moreaccurately than humans, particularly in industries that involve routine and predictable tasks, such as manufacturing and data entry. This automation has the potential to increase productivity and efficiency, but also poses a risk to jobs that can be easily replicated by AI.2.2 Job DisplacementAnother potential effect of AI on the job market is job displacement. As AI systems become more sophisticated and capable of performing complex tasks, there is a possibility that workers may be replaced by machines. This is particularly evident in industries such as transportation, where autonomous vehicles may replace human drivers, and customer service, where chatbots can handle customer inquiries. While job displacement may lead to short-term unemployment, it also creates opportunities for new jobs in industries related to AI.2.3 Shifting Job RequirementsWith the introduction of AI, job requirements are expected to shift. While AI may automate certain tasks, it also creates a demand for workers with the knowledge and skills to develop and maintain AI systems. This shift in job requirements may require workers to adapt and learn new skills to remain competitive in the job market.3. Implications for EmploymentThe impact of AI on employment is complex and multifaceted. On one hand, AI has the potential to increase productivity, create new jobs, and improve overall economic growth. On the other hand, it may lead to job displacement and a shift in job requirements. To mitigate the negative effects of AI on employment, it is essentialfor workers to upskill and retrain themselves to meet the changing demands of the job market.4. ConclusionIn conclusion, the rapid development of AI has significant implications for the job market. While AI has the potential to automate repetitive tasks and increase productivity, it may also lead to job displacement and a shift in job requirements. To adapt to the changing job market, workers should focus on upskilling and continuous learning to remain competitive. Overall, the impact of AI on employment will depend on how it is integrated into various industries and how workers and policymakers respond to these changes.。

附录Truck Main Reduction GearIn the highly competitive period following the energy crisis of the early 1970's, the automotive industry had to shift attention increasingly towards improvement of the quality of the product, yet still keeping its prices as low as possible. Prior to that GKN Axles Ltd, to take optimum advantage of economies of scale, had been producing at highly competitive prices a standard range of axles of different types and sizes, from which all customers' needs could be satisfied. Because vehicle manufacturers had not hitherto had to place such a great emphasis on fuel economy, and therefore on light weight, these standard axles could cater reliably for all conditions likely to be met in a wide variety of applications. Now vehicle manufacturers require axles designed and developed for their specific applications. As axle design is becoming increasingly specialised, customers are increasingly raising their aspirations in terms of performance an reliability. For this reason, they are turning to specialists such as GKN Axles Ltd who have the ability to provide axles for a wide variety of vehicles。

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H. P. Geering, “ O p t k l control theory for nonscalar-valued [22] L. A. Zadeh, “Optimality and non-scalar-valued performance performance criteria, Ph.D. dissertation, Dept. Elec. Eng., criteria,” I E E E Trans. Automat. Contr. (Corresp.), vol. AC-8, Mass. Inst. Technol., Cambridge, Aug. 1971 (available in the pp. 59-60, 1963. form of Microfiche Nr. AD 731213, NTIS, U. S. Dept. of Comm.). theory for H. P. Geering and M. Athans,“Optimalcontrol non-scalar-valued performance criteria,” in Proc. 5th Ann. Princeton Conf. Information Sciences and Systems, Princeton, N.J., Mar. 1971. H. Halkin, “On the necessary condition for optimal control of non-linear systems,” J . Analyse Mathhatique, vol. 12, pp. IHans P. Geering (S’7&M’71) was bornon 82, 1964. June 7, 1942. H e received the degree of H. Halkin, “Topological aspects of optimal control of dynamicalpolysystems,” Contrib. Differential Equations, vol. 3, pp. Diplomierter Elektroingenieur from the Eid377-385. 1964. genoesische Technische Hochschulein Zurich, E. B. Lee and L. Markus, Foundations of Optimal Control Switzerland, in 1966, and the M.S. and Ph.D. Theory. New York: Wiley, 1967. degrees from the Massachusetts Institute of L. W.-Neustadt, “A general theory of extremals,” J . Comput. Technology, Cambridge,in 1969 and 1971, Sci. Syst., V O ~ .3, pp. 57-92, 1969. respectively. C. Olech, “Existence theorems for optimal problems with vecIn 1967 and 1968, he worked with Sprecher tor valued cost function,” Center of Dynamical Systems, & Schuh AG in Suhr, Switzerland, and Brown University, Providence, R.I., Tech. Rep. 67-6, 1967. Oerlikon-Buehrle AG in Zurich, Switzerland, K. Ritter, “Optimization theory in linear spaces-Part I,” Math. Annul., vol. 182, pp. 189-206, 1969. From September, 1968 to August, 1971 he was a Research Assistant , “Optimization theory in linear spaces-Part 11,” Math. in the M.I.T. Electronic Systems Laboratory and a Teaching AsAnnal., vol. 183, pp. 169-180, 1969. sistant in the Department of Electrical Engineering at M.I.T. He is , “Optimization theory in linear spaces-Part 111,”Math. presently with Oerlikon-Buehrle AG. His research interests are in Annul., vol. 184, pp. 133-154, 1970. estimation and control theory. R.. T. ltockafellar, Con.vexAnalysis. Princeton, N.J.: Princeton Dr. Geel.ing is a member of Schweizerische Gesellschaft fur AutoUniv. Press, 1970. E. Tse. “On the oDtimal control of linear svstems with in- matik (IFAC) and Schweizerischer Elektrotechnischer Verein. completeinformati&,” Ph.D. dissertation, U*ep. Elec. Eng., Mass. Inst. Technol., Cambridge, Nov., 1969. [20] B. Z. Vulikh, Introduction to the Theory of Partially Ordered Spaces. Groningen, The Netherlands: Wolters-Noordhoff Sc., 1967. [21] H. S. Witsenhausen, “Minimax control of uncertain system,” Electronic Systems Lab., Mass. Inst. Technol., Cambridge, Michael Athans (S’58-M%-SM’69-F’73) for a photograph and Rep. ESGIt-269, 1966. biography see page 30 of February the issue of TRANSACTIONS. this

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