自动化控制工程毕业论文中英文资料外文翻译文献(编辑修改稿)

自动化控制工程毕业论文中英文资料外文翻译文献(编辑修改稿)内容摘要：

(1980) listed eight reasons for the increase in flightdeck automation: (a) Increase in available technology, such as FMS, Ground Proximity Warning System (GPWS), Traffic Alert and Collision Avoidance System (TCAS), etc.。 (b) concern for safety。 (c) economy, maintenance, and reliability。 (d) workload reduction and twopilot transport aircraft certification。 (e) flight maneuvers and navigation precision。 (f) display flexibility。 (g) economy of cockpit space。 and (h) special requirements for military missions. Disadvantages of Automation. Automation also has a number of disadvantages that have been noted. Automation increases the burdens and plexities for those responsible for operating, troubleshooting, and managing systems. Woods (1996) stated that automation is ...a wrapped package a package that consists of many different dimensions bundled together as a hardware/software system. When new automated systems are introduced into a field of practice, change is precipitated along multiple dimensions. As Woods (1996) noted, some of these changes include: ( a) adds to or changes the task, such as device setup and initialization, configuration control, and operating sequences。 (b) changes cognitive demands, such as requirements for increased situational awareness。 (c) changes the roles of people in the system, often relegating people to supervisory controllers。 (d) automation increases coupling and integration among parts of a system often resulting in data overload and transparency。 and (e) the adverse impacts of automation is often not appreciated by those who advocate the technology. These changes can result in lower job satisfaction (automation seen as dehumanizing human roles), lowered vigilance, faultintolerant systems, silent failures, an increase in cognitive workload, automationinduced failures, overreliance, placency, decreased trust, manual skill erosion, false alarms, and a decrease in mode awareness (Wiener, 1989). Adaptive Automation Disadvantages of automation have resulted in increased interest in advanced automation concepts. One of these concepts is automation that is dynamic or adaptive in nature (Hancock amp。 Chignell, 1987。 Morrison, Gluckman, amp。 Deaton, 1991。 Rouse, 1977。 1988). In an aviation context, adaptive automation control of tasks can be passed back and forth between the pilot 中英文资料 and automated systems in response to the changing task demands of modern aircraft. Consequently, this allows for the restructuring of the task environment based upon (a) what is automated, (b) when it should be automated, and (c) how it is automated (Rouse, 1988。 Scerbo, 1996). Rouse (1988) described criteria for adaptive aiding systems: The level of aiding, as well as the ways in which human and aid interact, should change as task demands vary. More specifically, the level of aiding should increase as task demands bee such that human performance will unacceptably degrade without aiding. Further, the ways in which human and aid interact should bee increasingly streamlined as task demands increase. Finally, it is quite likely that variations in level of aiding and modes of interaction will have to be initiated by the aid rather than by the human whose excess task demands have created a situation requiring aiding. The term adaptive aiding is used to denote aiding concepts that meet [these] requirements. Adaptive aiding attempts to optimize the allocation of tasks by creating a mechanism for determining when tasks need to be automated (Morrison, Cohen, amp。 Gluckman, 1993). In adaptive automation, the level or mode of automation can be modified in real time. Further, unlike traditional forms of automation, both the system and the pilot share control over changes in the state of automation (Scerbo, 1994。 1996). Parasuraman, Bahri, Deaton, Morrison, and Barnes (1992) have argued that adaptive automation represents the optimal coupling of the level of pilot workload to the level of automation in the tasks. Thus, adaptive automation invokes automation only when task demands exceed the pilot39。 s capabilities. Otherwise, the pilot retains manual control of the system functions. Although concerns have been raised about the dangers of adaptive automation (Billings amp。 Woods, 1994。 Wiener, 1989), it promises to regulate workload, bolster situational awareness, enhance vigilance, maintain manual skill levels, increase task involvement, and generally improve pilot performance. Strategies for Invoking Automation Perhaps the most critical challenge facing system designers seeking to implement automation concerns how changes among modes or levels of automation will be acplished (Parasuraman et al., 1992。 Scerbo, 1996). Traditional forms of automation usually start with some task or functional analysis and attempt to fit the operational tasks 中英文资料 necessary to the abilities of the human or the system. The approach often takes the form of a functional allocation analysis (., Fitt39。 s List) in which an attempt is made to determine whether the human or the system is better suited to do each task. However, many in the field have pointed out the problem with trying to equate the two in automated systems, as each have special characteristics that impede simple classification taxonomies. Such ideas as these have led some to suggest other ways of determining humanautomation mixes. Although certainly not exhaustive, some of these ideas are presented below. Dynamic Workload Assessment. One approach involves the dynamic assessment of measures that index the operators39。 state of mental engagement. (Parasuraman et al., 1992。 Rouse,1988). The question, however, is what the trigger should be for the allocation of functions between the pilot and the automation system. Numer。