本科毕设论文--基于cmos图像传感器的视觉导航智能小车设计

兰州理工大学毕业论文.2程序初始化流程图程序初始化流程图如图16所示。4.3OV7620工作流程图OV7620工作流程图如图17所示。五、参考文献5.1主要参考文献和技术资料[1]卓晴.学做智能车--挑战“飞思卡尔”杯[M].北京：北京航空航天大学出版社2007[2]沙占友.集成化智能传感器原理与应用[M].北京：电子工业出版社，2004[3]沙占友.智能传感器系统设计与应用[M].北京：电子工业出版社，2005[4]刘迎春.现代新型传感器原理与应用[M].北京:国防工业出版社，1998[5]单成祥.传感器的理论与设计基础及其应用[M].北京：国防工业出版社，1999[6]冯英.传感器电路原理与应用[M].成都：电子科技大学出版社，第一版，1997[7]黄继昌.传感器工作原理及应用实例[M].北京：人民邮电出版社，第一版，1998[8]曲波，肖圣兵.工业常用传感器选型指南[M].北京：清华大学出版社，2002[9]CarstenSteger.机器视觉算法与应用[M].北京：清华大学出版社，2008[10]白英彩.微型计算机常用芯片手册[M].上海：上海科技出版社，2000[11]谢宜仁.单片机实用技术问答[M].北京：人民邮电出版社，2005[12]刘必虎.中小规模集成电路的原理与应用[M].上海：上海科技出版社，2000[13]马忠梅，籍顺心，张凯等.单片机的C语言应用程序设计[M].北京航空航天大学出版社，2006.[14]张毅刚，彭喜元，董继成.单片机原理及应用[M].高等教育出版社，2003.[15]高吉祥，黄智伟，丁文霞.数字电子技术[M].电子工业出版社，2003.[16]谢自美，阎树兰，赵云娣等.电子线路设计·实验·测试（第二版）[M].华中理工大学出版社，2000年[17]童诗白，华成英.模拟电子技术[M].高等教育出版社，2006年.[18]刘建清.轻松玩转51单片机C语言[M].北京航空航天大学出版社，2010.[19]安岩.自动循迹智能小车的设计[A].苏州科技学院学报，2010，第23卷（第1期）：起止页码72-75.[20]周君芝.基于NRF905的智能小车控制教学案例浅析[A].长江大学学报，2010，理工卷：起止页码402-403.[21]王玉成，王庭有，徐丽娟.智能控制小车常用传感器实现[A].数字技术与应用，2010，第5期：起止页码36-36.5.2相关网站六、外文原文和翻译6.1外文原文：TheIntelligentVehicleInitiativeInthewakeofthecomputerandinformationrevolution,motorvehiclesareundergoingthemostdramaticchangesintheircapabilitiesandhowtheyinteractwithdrivessincetheearlyyearsofthecentury.In1908,HenryFord’sModelTexemplifiedmajorbreakthroughsinautomotivedesign.Notonlydiditsinterchangeablepartsinaugurateeasyandeconomicalmassproduction,butits“user-friendly”operationallowedalmostanyonetodrive.Nearly90yearslater,themotorvehicleisresemblinglessandlessFord’ssimplemachineandquicklybecomingacomplex“mobilecomputer”,capableofactingasanavigatorasafeguard,andeven,aseconddrive.Thesenewcapabilitieswillnotonlychangehowwedrive;intelligentvehiclescouldalsoenhancetransportationservices,savelives,andbolsterthecompetitivenessofU.S.industries.However,intelligentvehiclesaren’tquitehere.Instead,thecomponentsthatmakevehiclessmarter–newinformation,safety,andautomationtechnologies–arearrivingonthemarketaspiecemealaccessories,offeredeitherasoptionalequipmentbynewvehiclemanufacturersorasspecialcomponentsbyafter-marketsuppliers.Theretechnologiesarebeingdevelopedandmarketedtoincreasedrivesafety,performance,andconvenience.Theseindividualtechnologies,however,haveyettobeingintegratedtocreateafullyintelligentvehiclethatworkscooperativelywiththedrive.Theautomotiveindustryisalreadyawareofandaddressingpotentialproblemsassociatedwiththeuncoordinatedinfluxoftechnology.Buttheirprogressishamperedbytechnicalandeconomicobstacles,uncertainconsumerinterest,andinsufficientstandardsandguidelines.Also,neitheroriginalvehiclemanufacturersorgovernmentregulators(unlesssafetyproblemsareclearlyproven)havecontroloverafter-marketproducts,especiallytheiruseintrucksandbuses.However,withouta“human-centered”designapproachfortheintelligentvehiclethatattemptstointegratorandcoordinatevarioustechnologies,wemaynotonlylosetheopportunitytorealizethebenefitsofferedbynewin-vehicletechnologies,butwecouldinadvertentlydegradesafetyandperformance.Recognizingtheimportanceofsmartvehiclesandthepotentialforunintendedconsequencesifhumanfactorsarenotplacedatthecenteroftheirdesign,DotlaunchedtheIntelligentVehicleInitiative(IVI)in1997.Thisinitiativeaimstoacceleratethedevelopment,availability,anduseofintegratedin-vehiclesystemsthathelpdriversofcars,trucks,andbusesoperatemoresafetyandeffectively.The1980stelevisionseries“KnightRider“featuredanintelligentvehiclethatcouldleapmoderatelytallbuildings,driveitselfatseeminglysupersonicspeeds,spyonbadguys,andhadthedictionandpersonalityofanEnglishbutler.Thecarwasnotonlysmart,butsmart-alecky.Althoughintelligentvehiclesintherealworldwillnotbeabletoflyoverstandingtraffic,theywillhaveformidablecapabilities.AsenvisionedbyIVI,smartvehicleswillbeabletogiveroutedirections,senseobjects,warndriversofimpendingcollisions,automaticallysignalforhelpinemergencies,keepdriversalert,andmayultimatelybeabletotakeoverdriving.Theuseofinformationandcomputer-basedtechnologiesinmotorvehicles,however,isnotnew.Widescalecomputerizationofmotorvehiclesbeganinthe1980swithtechnologiesdesignedtoenhancevehicleoperationanddrivecomfort.Thesetechnologiesincludedelectronicfuelinjectiontocontrolengineperformance,particularlyaimedatenhancingthecapabilitiesofthevehicles,themostrecentwaveofin-vehicletechnology,whichisofmostinteresttoIVI,aretheintelligenttransportationsystemsdesignedtoenhancethecapabilitiesofthedriver.Thesesystemsincludewarningandinformation,driverassistance,andautomationtechnologies.Justaspeoplepossessdifferentspecializedabilities,in-vehicleITStechnologiesendowvehicleswithdifferenttypesandlevelsof“intelligence”tocomplementthedriver,Driverinformationsystemsexpandthedriver’sknowledgeofroutesandlocations.Warningsystems,suchascollision-avoidancetechnologies,enhancethedriver’sabilitytosensewhat’sgoingoninthesurroundingenvironment.Anddriverassistanceandautomationtechnologiessimulateadriver’sthinkingandphysicalactionstooperateavehicletemporarilyemergenciesorforprolongedperiods.Butwhileasmartvehiclewillextendthedriver’scapabilities,itwillalsopotentiallyexpandthedriver’straditionalrole.Inparticular,inthemidstofnewin-vehicletechnologies,thehumanroleexpandsfromthatsensory-motorskill,writesThomasSheridan,aprofessorwhoheadstheHuman-MachineSystemsLaboratoryattheMassachusettsInstituteofTechnology(MIT),“tothatofplanner,programmer,monitoroftheautomation,diagnostician…,learnerandmanager,”Integration:TheKeytohuman-CenteredDesign.Akeycriteriaofhuman-centereddesignisensuringthatatechnologyprovidestheintendedbenefitswithoutengenderingunintendedadverseconsequences.Drivingisapotentiallydangerousactivitythatrequiresattentiveandalertdrivers.Althoughtechnologiesinthevehiclecanenhancethedriver’scapabilitiesandcomfort,theycanalsocreatepotentialdistractionsthattransformeventhebestdriverintoaroadhazard.TheNationalPublicServicesResearchInstitute,forexample,foundthatindividualswithcellularphonesintheircarshada34-percenthigherchanceofhavingacollision.ITSresearchhasalreadyshownthebenefitsandfeasibilityofmanyofthetechnologiesthatwillbecontainedwithinintelligentvehicle:Routeguidancesystemswillhelpdriversbetternavigateunfamiliarstreetsorfindthequickestroutetotheirdestinations.IntheTravTekfieldtestinOrlando,sponsoredbyDOTin1992and1993,touristsdrivingvehiclesequippedwithrouteguidancesystemsmade30percentfewerwrongturnsandshortenedtheirtraveltimesby20percentcomparedtodriverswhousedpapermaps.Collision-avoidancesystemswillexpandtheparadigmoftrafficsafetyfromprotectingtheoccupantofcrashesatintersectionandabout30percentofhead-oncollisioncouldbeavoidedifdrivershadanadditionalhalf-secondtoreact.Nearly75percentofvehicularcrashesarecausedbyinattentivedrivers.NHTSAestimatesthatthreetypesofcollision-avoidancesystemscouldprevent1.1millionaccidentsintheUnitedStateseachyear–17percentofalltrafficaccidents.Thesesamesystemswouldsave17,500lives(comparedtoall10,500livessavedbyseatbeltsandairbags)and$26billioninaccident-relatedcosts.Othersafetyinnovationsthatarenowintestingincludeautomaticcollisionnotificationsystems,whichwillimmediatelysignalforhelpifavehicle’sairbagdeploys,anddrowsy-driverwarningsystemsthatwillhelpdriversfromfallingasleepatthewheel.IN-vehicleautomationsystemswilltemporarilytakeoverdrivingduringemergenciesorallowauto-pilotingforprolongeddurations.In1996,NHTSAbeganfieldtestingintelligentcruise-controlsystems,whichwillautomaticallyadjustavehicle’scruisingspeedtomaintainasafedistancefromvehiclesahead,toevaluatethesafetyimpactofthistechnology.Inamoredramaticsteptowards“hands-off,feet-off“driving,theNationalAutomatedHighwaySystemsConsortium(NAHSC),whichisapartnershipofDOTandnineotherpublicandprivateorganizations,demonstratedautomatedvehicleprototypesona12-kilometertestsectionof1-15inSanDiegothispastsummer.Inthefuture,automatedhighwaysystemswillallowtrafficmanagerstodoubleoreventripletheeffectivecapacityofhighwaysbyincreasingspeedsandshorteningdistancesbetweenvehicles.Automatedhighwayscouldalsopotentiallyimprovehighwaysafetybyeliminatingaccidentscausedbyhumanerror.Asidefromdeliveringsafetyandefficiencybenefitsforthetravellingpublic,thefederalgovernmentexpectsthatindigenousdevelopmentofintelligentvehiclescouldpromoteAmerica’seconomiccompetitiveness.Forintelligentvehiclestoreachtheirmaximumpotential,theymustbeabletocommunicatewithanintelligenttransportationinfrastructureandwithotherintelligentvehicles.Forexample,communicationwithasmartinfrastructurewouldallowanintelligentvehicletolearnofincidentsandthenproactivelysuggestalternativeroutesinrealtime.Smartvehiclescouldalsoactasprobesthatcouldsendinformationabouttravelconditionsbacktotheinfrastructuretocreatearicherbaseofknowledgeabouttravelconditionsonroadsandhighways.Inaddition,fullyautomatedvehicleswilllikelyrelyonsomeextentontheguidanceprovidedbyanintelligentinfrastructureandoncommunicationwithotherextentsmartvehicles.Forexample,intherecentAHSdemonstrationinSanDiego,automatedvehicleswithmagneticsensorsundertheirbumperswereguidedbymagnetsimplantedat1.2meterintervalsjustbelowtheroadsurface.Overthenextfivetotenyears,weshouldseethefirstgenerationwithadvancesinthecapabilitiesofindividualdriverinformationandwarningsystems.Thesesystemswillbecomeincreasinglyintegratedwithinformationcoordinatedthroughdisplays.Driverswillstillmaintainfullcontrolovertheirvehiclesalthoughcollision-warningsystemswillprovidelimitedautomatedassistance.Inaddition,vehicleswouldhaveagreaterintelligenceaboutroadconditioninrealtimeduetorudimentarycommunicationswithanintelligentinfrastructure.Inabouttentofifteenyears.theapplicationofimprovementsinindividualITSsystemswillbringonasecondgenerationwithmoreandbetterintelligenceinthevehicle.Althoughdriverswillstillmaintainfullcontrolovertheirvehicles,collision-avoidancesystemscouldtakecontroltemporarilyduringemergencies.Inaddition,moresophisticatedvoicerecognitionsystemswillbeincorporatedwithinthedriver-vehicleinterface.Vehicleswillbeabletocommunicatewitheachothertoimprovecollision-avoidancecapabilities.Andcommunicationwithanintelligentinfrastructurewillbemoreinteractive.Inabouttwentyyears,inthethirdgeneration,wecouldseefullyautomatedhighwaysystems,cooperativessystemsofvehiclesandinfrastructure,andadvancesinthedriver-vehicleinterface,suchasuseofvisionenhancementsandhead-updisplays.Lookingbackonacenturyinundatedbytechnology,themotorvehiclestandsoutasasingularlydynamicinvention.Inthenextcentury,thisdynamismwillbedrivenbyadvancesininformationandcomputertechnology.Ourchallengeistoensurethatnewinformation,safety,andautomationtechnologiesareintegratedtocreatehuman-centeredintelligentvehiclesthatcanadvancesafety,surfacetransportationefficiency,andeconomiccompetitiveness.6.2翻译智能车计划本世纪初期，在计算机和信息革命的影响下，汽车经历了性能和与驾驶者之间的互动方面最富戏剧性的变革。1908年，亨利福特T型车的出现体现了汽车设计上的重大突破。它不仅开创了轻松更换零件和大量生产的先和，而且其“用户友好”的运作方式，让任何人都可以轻松驾驶。近90年来，类似于福特T型车的简单汽车越来越少，汽车迅速成为一种复杂的“移动电脑”，扮演着领航者、护航者，甚至第二司机的角色。这些新特性不仅改变了我们的驾驶方式，还提高了运输服务质量和挽救生命的能力，并对美国工业的竞争力提供了支持然而，智能车的表现不仅如此。相反的，使车辆更加智能的这些组件，如新信息，安全性和自动化技术，是作为零配件抵达市场的，或作为可选设备，或作为售后服务的特殊配件。为了提高司机的安全性，这些技术不断发展并上市销售。但是个别的技术还没有得到整合，不能创造出与四级高度协作的完全智能的车辆。汽车行业已经意识到并解决了潜在的不协调技术的大量涌入为题。但他们的进步受到技术和经济障碍，不确定的消费者喜好，不完善的标准和准则的阻碍。此外，无论是传统的汽车制造商或者是政府监管机构（除非安全问题非常明显）都不能控制售后的产品的使用，特别是在卡车和公共汽车的使用方面。然后，还没有一个“以人为本”的智能车辆试图整合和协调各种技术以解决问题。我们也许不仅仅会失去实现新的车载技术的机遇，甚至可能会在无意中降低行车的安全性和性能。意识到智能车辆的重要性和汽车设计中人为因素所产生的潜在危险之后，交通部于1997年启动智能车辆倡议（IVI）。这一举措旨在加快汽车系统的发展和集成，用以帮助汽车、卡车及巴士司机更安全和有效地操作。二十世纪八十年代的电视连续剧“霹雳游侠”功能的智能车辆可以跨越颇高的大厦，并有英文用词和管家的个性。这款车不仅是聪明，而且自作聪明。瑞然在现实世界中的智能车辆还无法飞跃，但他们将拥有强大的能力。正如所设想的，智能车辆将能够提供路线指示，感觉对象，警告即将发生的碰撞司机，自动信号在紧急情况下帮助司机保持警觉，并可能最终接管驾驶。信息和机动车辆的电脑为基础的技术，然后，是不是新的用途，将广泛的汽车电脑开始了旨在提高车辆运行和驾驶员舒适型技术的20世纪80年代。这些技术包括电子控制燃油喷射发动机的性能，特别是减少汽车排放，提高燃油经济性，防抱死制动系统，以帮助司机保持在湿滑路面控制，巡航控制系统以减轻很长一段时间司机的驾驶乏味性。而这些技术主要加强对车辆，在车辆技术的最新篇，其中最感兴趣的是IVI的能力的目的，是智能交通，旨在加强对驾驶员的能力的系统。这些系统包括预警和信息，驾驶辅助和自动化技术。正如人们具有不同的专业能力，个类型和层次的车载智能车辆技术赋予“情报”，以补充该驱动程序。驾驶员信息系统，扩大了驾驶员的路线和地点知识。预警系统，如防撞技术，提高了驾驶员的感知能力，知道在周围环境发生了什么事。自动化和驱动技术援助和模拟驾驶者的思想和行动，以实际操作或在紧急情况下，长时间的暂停车辆。但是，在智能车辆将扩大司机能力的同时，它也可能会增加司机的传统角色。特别是，在新的技术中，人的感觉运动技能作用扩大。在美国麻省理工学院负责人机系统实验室的托马斯谢里登教授写道，“智能车的设计者、程序员、自动化部分、诊断者以及学习和管理者”。ITS的研究显示出将在智能车辆中应用的许多技术，这些技术好处的可行性：路线引导系统将帮助司机更好的行驶在不熟悉的街道或找到到达目的地最快的路线。1992