桥梁毕业设计外文翻译

外文资料

The Tenth East Asia-Pacific Conference on Structural Engineering and Construction

August 3-5, 2006, Bangkok, Thailand

Structural Rehabilitation of Concrete Bridges with CFRP

Composites-Practical Details and Applications

Riyad S. ABOUTAHA1, and Nuttawat CHUTARAT2 ABSTRACT: Many old existing bridges are still active in the various highway transportation networks, carrying heavier and faster trucks, in all kinds of environments. Water, salt, and wind have caused damage to these old bridges, and scarcity of maintenance funds has aggravated their conditions. One attempt to restore the original condition; and to extend the service life of concrete bridges is by the use of carbon fiber reinforced polymer (CFRP) composites. There appear to be very limited guides on repair of deteriorated concrete bridges with CFRP composites. In this paper, guidelines for nondestructive evaluation (NDE), nondestructive testing (NDT), and rehabilitation of deteriorated concrete bridges with CFRP composites are presented. The effect of detailing on ductility and behavior of CFRP strengthened concrete bridges are also discussed and presented.

KEYWORDS: Concrete deterioration, corrosion of steel, bridge rehabilitation, CFRP composites.

1 Introduction

There are several destructive external environmental factors that limit the service life of bridges. These factors include but not limited to chemical attacks, corrosion of reinforcing steel bars, carbonation of concrete, and chemical reaction of aggregate. If bridges were not well maintained, these factors may lead to a structural deficiency, which reduces the margin of safety, and may result in structural failure. In order to rehabilitate and/or strengthen deteriorated existing bridges, thorough evaluation should be conducted. The purpose of the evaluation is to assess the actual condition of any existing bridge, and generally to examine the remaining strength and load carry capacity of the bridge.

1 Associate Professor, Syracuse University, U.S.A.

2 Lecturer, Sripatum University, Thailand.

One attempt to restore the original condition, and to extend the service life of concrete bridges is by the use of carbon fiber reinforced polymer (CFRP) composites.

In North America, Europe and Japan, CFRP has been extensively investigated and applied. Several design guides have been developed for strengthening of concrete bridges with CFRP composites. However, there appear to be very limited guides on repair of deteriorated concrete bridges with CFRP composites. This paper presents guidelines for repair of deteriorated concrete bridges, along with proper detailing. Evaluation, nondestructive testing, and rehabilitation of deteriorated concrete bridges with CFRP composites are presented. Successful application of CFRP composites requires good detailing as the forces developed in the CFRP sheets are transferred by bond at the concrete-CFRP interface. The effect of detailing on ductility and behavior of CFRP strengthened concrete bridges will also be discussed and presented.

2 Deteriorated Concrete Bridges

Durability of bridges is of major concern. Increasing number of bridges are experiencing significant amounts of deterioration prior to reaching their design service life. This premature deterioration considered a problem in terms of the structural integrity and safety of the bridge. In addition, deterioration of a bridge has a considerable magnitude of costs associated with it. In many cases, the root of a deterioration problem is caused by corrosion of steel reinforcement in concrete structures. Concrete normally acts to provide a high degree of protection against corrosion of the embedded reinforcement. However, corrosion will result in those cases that typically experience poor concrete quality, inadequate design or construction, and harsh environmental conditions. If not treated a durability problem, e.g. corrosion, may turn into a strength problem leading to a structural deficiency, as shown in Figure1.

Figure1 Corrosion of the steel bars is leading to a structural deficiency

3 Non-destructive Testing of Deteriorated Concrete Bridge Piers

In order to design a successful retrofit system, the condition of the existing bridge should be thoroughly evaluated. Evaluation of existing bridge elements or systems involves review of the asbuilt drawings, as well as accurate estimate of the condition of the existing bridge, as shown in Figure2. Depending on the purpose of evaluation, non-destructive tests may involve estimation of strength, salt contents, corrosion rates, alkalinity in concrete, etc.

Figure2 Visible concrete distress marked on an elevation of a concrete bridge pier Although most of the non-destructive tests do not cause any damage to existing bridges, some NDT may cause minor local damage (e.g. drilled holes & coring) that should be repaired right after the NDT. These tests are also referred to as partial destructive tests but fall under non-destructive testing.

In order to select the most appropriate non-destructive test for a particular case, the

purpose of the test should be identified. In general, there are three types of NDT to investigate: (1) strength, (2) other structural properties, and (3) quality and durability. The strength methods may include; compressive test (e.g. core test/rebound hammer/ ultrasonic pulse velocity), surface hardness test (e.g. rebound hammer), penetration test (e.g. Windsor probe), and pullout test (anchor test).

Other structural test methods may include; concrete cover thickness (cover-meter), locating rebars (rebar locator), rebar size (some rebar locators/rebar data scan), concrete moisture (acquameter/moisture meter), cracking (visual test/impact echo/ultrasonic pulse velocity), delamination (hammer test/ ultrasonic pulse velocity/impact echo), flaws and internal cracking (ultrasonic pulse velocity/impact echo), dynamic modulus of elasticity (ultrasonic pulse velocity), Possion’s ratio (ultrasonic pulse velocity), thickness of concrete slab or wall (ultrasonic pulse velocity), CFRP debonding (hammer test/infrared thermographic technique), and stain on concrete surface (visual inspection).

Quality and durability test methods may include; rebar corrosion rate –field test, chloride profile field test, rebar corrosion analysis, rebar resistivity test, alkali-silica reactivity field test, concrete alkalinity test (carbonation field test), concrete permeability (field test for permeability).

4 Non-destructive Evaluation of Deteriorated Concrete Bridge Piers

The process of evaluating the structural condition of an existing concrete bridge consists of collecting information, e.g. drawings and construction & inspection records, analyzing NDT data, and structural analysis of the bridge. The evaluation process can be summarized as follows: (1) Planning for the assessment, (2) Preliminary assessment, which involves examination of available documents, site inspection, materials assessment, and preliminary analysis, (3) Preliminary evaluation, this involves: examination phase, and judgmental phase, and finally (4) the cost-impact study.

If the information is insufficient to conduct evaluation to a specific required level, then a detailed evaluation may be conducted following similar steps for the above-mentioned preliminary assessment, but in-depth assessment. Successful analytical evaluation of an existing deteriorated concrete bridge should consider the actual condition of the bridge and level of deterioration of various elements. Factors, e.g. actual concrete strength, level of damage/deterioration, actual size of corroded rebars, loss of bond between steel and concrete, etc. should be modeled into a detailed analysis. If such detailed analysis is difficult to accomplish within a reasonable period of time, then

evaluation by field load testing of the actual bridge in question may be required.

5 Bridge Rehabilitation with CFRP Composites

Application of CFRP composite materials is becoming increasingly attractive to extend the service life of existing concrete bridges. The technology of strengthening existing bridges with externally bonded CFRP composites was developed primarily in Japan (FRP sheets), and Europe (laminates). The use of these materials for strengthening existing concrete bridges started in the 1980s, first as a substitute to bonded steel plates, and then as a substitute for steel jackets for seismic retrofit of bridge columns. CFRP Composite materials are composed of fiber reinforcement bonded together with a resin matrix. The fibers provide the composite with its unique structural properties. The resin matrix supports the fibers, protect them, and transfer the applied load to the fibers through shearing stresses. Most of the commercially available CFRP systems in the construction market consist of uniaxial fibers embedded in a resin matrix, typically epoxy. Carbon fibers have limited ultimate strain, which may limit the deformability of strengthened members. However, under traffic loads, local debonding between FRP sheets and concrete substrate would allow for acceptable level of global deformations before failure.

CFRP composites could be used to increase the flexural and shear strength of bridge girders including pier cap beams, as shown in Figure3. In order to increase the ductility of CFRP strengthened concrete girders, the longitudinal CFRP composite sheets used for flexural strengthening should be anchored with transverse/diagonal CFRP anchors to prevent premature delamination of the longitudinal sheets due to localized debonding at the concrete surface-CFRP sheet interface. In order to prevent stress concentration and premature fracture of the CFRP sheets at the corners of concrete members, the corners should be rounded at 50mm (2.0 inch) radius, as shown in Figure3.

Deterioration of concrete bridge members due to corrosion of steel bars usually leads in loss of steel section and delamination of concrete cover. As a result, such deterioration may lead to structural deficiency that requires immediate attention. Figure4 shows rehabilitation of structurally deficient concrete bridge pier using CFRP composites.

Figure3 Flexural and shear strengthening of concrete bridge pier with FRP composites

Figure4 Rehabilitation of deteriorated concrete bridge pier with CFRP composites

6 Summary and Conclusions

Evaluation, non-destructive testing and rehabilitation of deteriorated concrete bridges were presented. Deterioration of concrete bridge components due to corrosion may lead to structural deficiencies, e.g. flexural and/or shear failures. Application of CFRP composite materials is becoming increasingly attractive solution to extend the service life of existing concrete bridges. CFRP composites could be utilized for flexural and shear strengthening, as well as for restoration of deteriorated concrete bridge components. The CFRP composite sheets should be well detailed to prevent stress concentration and premature fracture or delamination. For successful rehabilitation of concrete bridges in corrosive environments, a corrosion protection system should be used along with the CFRP system.

第十届东亚太结构工程设计与施工会议

2006年8月3-5号，曼谷，泰国

碳纤维复合材料修复混凝土桥梁结构的详述及应用

Riyad S. ABOUTAHA1, and Nuttawat CHUTARAT2

摘要：在各式各样的公路交通网络中，许多现有的古老桥梁，在各种恶劣的环境下，如更重的荷载和更快的车辆等条件下，依然在被使用着。冲刷、腐蚀和风化对这些古老的桥梁已经造成了破坏，而维修资金短缺更加剧了它们的损坏。一个利用碳纤维增强复合材料（CFRP）来延长混凝土桥梁的使用寿命的想法使桥梁恢复了原有的状态。然而，采用碳纤维复合材料修复受损混凝土桥梁的指导和规范还非常有限。在本文中对无损探伤、无损检测和利用碳纤维复合材料修复已遭侵蚀的桥梁的方法进行了介绍。此设计对碳纤维增强混凝土桥的延性，及其应用后效果也进行了讨论和介绍。

关键词:混凝土腐蚀，钢筋锈蚀，桥梁修复，碳纤维复合材料

1 简介

在这里存在几个有害的外部环境因素影响着桥梁的耐久性。这些因素包括但又不仅限于化学物的侵蚀，受力钢筋的锈蚀，混凝土的碳化，化学物质的聚合反应。如果桥梁维护不好，这些因素可能导致结构的受损，如结构边缘不稳定或结构损毁。为了修复日渐恶化的现存桥梁，应当对其作彻底的评估。目的是通过大致检测剩余耐久度和承载力，评定出所有现存桥梁的真实情况。

应用碳纤维复合材料可以恢复混凝土桥梁最初的状况并延长其使用年限。在北美、欧洲和日本，碳纤维复合材料应经得到深入的研究和广泛的应用。碳纤维复合材料的几个设计指南也已经被应用于强化混凝土桥梁。然而，采用碳纤维复合材料修复损坏的混凝土桥梁的指导和规范还非常有限。本文通过合适的例子给出了修复受损混凝土梁桥的准则，列出了评估、无损检测、碳纤维复合材料复原受损混凝土桥梁。碳纤维复合材料的成功应用由于良好的细节设计，它主要考虑了集中力在碳纤维复合材料中依靠混凝土与碳纤维复合材料接触面间的粘合剂转移。此设计对碳纤维增强混凝土桥的延性和反应的效果也进行了讨论和介绍。

2 混凝土桥梁的损坏

桥梁的使用年限应该给予极大地关注。越来越多的桥梁在达到设计使用年限之前出现令人侧目的破损。这些过早出现的损坏使得桥梁的结构可靠性和安全性成为

1副教授，雪城大学，美国

2讲师，斯巴顿大学，泰国

了值得考虑的问题。总的来说，桥梁的损坏与考虑它的花费多少是紧密相关的。在很多情况下，损坏问题的根源是混凝土结构中受力钢筋的腐蚀。通常由混凝土保护层预防受力筋的腐蚀。然而，这些具有代表性的问题，如混凝土质量差、不适当的设计或施工和周围恶劣的环境导致了钢筋的腐蚀。如果不及时处理像钢筋腐蚀这种耐久性问题，可能会引起受力不均问题，进而导致结构失稳，如图1所示。

图1 钢筋的锈蚀导致的结构失稳

3 损坏的混凝土梁桥墩柱的无损检测

为了设计一个成功的新式系统，应该对桥梁现有的情况作彻底评估。评价现有桥梁的元素或体系需要翻看asbuilt图纸，才能准确的评估出现有桥梁的状况，如图2所示。根据评估的目的，无损测试应该包括的内容：强度的检测，盐度，腐蚀率，混凝土中碱含量等等。

虽然大多数的无损测试对现有桥梁不会造成任何损坏，一些无损检测可能导致的轻微局部损伤（如钻洞取芯），在无损检测完毕后应予以修复。这些测试也被叫

作部分破坏性测试,但属于无损检测。

图2 混凝土桥墩可见缺陷正面图 为了针对特殊情况选择最合适的无损检测，应该明确测试的目的。一般来说,有三种类型的无损检测进行调查：（1）强度；（2）其他结构性质；（3）质量及耐久性。强度测试的方法可能包括：抗压测试（如轴心抗压、反弹测试仪、超声波脉冲速度检测）；表面硬度测试（如反弹仪测试）；贯入度试验（如温莎探针）；拉拔试验（锚索抗拔试验）。

其它结构测试方法还包括：混凝土保护层厚度（保护层测量）；定位钢筋位置（钢筋定位器）；钢筋尺寸（某些钢筋定位器、钢筋数据扫描仪）；混凝土的湿度（含水量测试仪、水分测定仪）；混凝土裂缝检查（外观鉴定、回音法、超声波脉冲回波速度检查法）；混凝土分层剥离（锤击试验、超声波脉冲回波速度检查法、回音法）；缺陷和内部开裂（超声波脉冲回波速度检查法、回音法）；动态弹性模量（超声波脉冲回波速度检查法）；泊松比（超声波脉冲回波速度检查法）；混凝土板或墙的厚度（超声波脉冲回波速度检查法）；碳纤维复合材料剥离（锤击试验、红外线温度记录技术）；混凝土表面缺陷（外观鉴定）。

质量和耐久性试验方法包括：钢筋锈蚀率—现场试验，现场检测剖面氯化物，验定钢筋锈蚀率，测试钢筋电阻率，现场测定碱质与粒料反应活性，混凝土碱度测定（碳化测定），混凝土的渗透性（现场渗透性试验）。

4 损坏的混凝土梁桥墩柱的无损探伤

对一个现有混凝土桥梁结构特征的评估由各种信息组成，如图纸、构筑物的检查记录，无损检测的分析数据和桥梁的结构分析。评估过程可以概括如下：（1）计划评估；（2）预备评估，主要包括现有文件检查、实地检查、材料检验和初步分析；

（3）初步评估，主要有检查阶段，审查阶段和完成阶段。（4）有关成本影响的分析。

裸露的钢筋 裂缝平行于锈蚀的钢筋 剥离（敲击有空心声音） 弯剪/剪切裂缝

如果上述提供的信息，不足以用来进行高水平的评估。那么，我们做完上述的初步评估的步骤之后，可以再做一个详细的、深入的评估。对于某个现存损坏的混凝土桥梁成功地分析评估应当考虑桥梁的实际情况及它的各部分的损坏程度。如果在适当的一段时间内很难完成如此详细的分析，那么就可能需要谈及的依靠现场试验得到的实际桥梁的评估。

5 碳纤维复合材料修复受损桥梁的应用

碳纤维复合材料的应用延长了既有混凝土桥梁的使用年限而变得越来越引人注目。在桥梁的外部粘结碳纤维复合材料加强现有桥梁的技术被广泛应用在日本（纤维增强塑料板）和欧洲（多层纤维板）。在20世纪80年代，这些材料被应用于加强既有混凝土桥梁，最先是被用来替代钢板，后来被用来替代钢套作为桥墩的耐震补强。碳纤维复合材料由纤维强化复合材料与合成树脂基质粘结在一起组成。纤维以其独特的结构性能使两者良好复合。树脂基质支撑并保护着纤维，将外施荷载以剪应力的方式传递给纤维。大部分在建筑市场上能买到的碳纤维复合材料加固系统都是由单向纤维嵌套在树脂基质中构成，最具代表性的是环氧树脂。碳纤维的有限的极限应变可能会限制强化涂层中的元素的形变能力。然而，在交通荷载作用下，结构在破坏之前且全局的形变在可接受的程度内，碳纤维复合材料板与混凝土基质之间局部的脱胶是被允许的。

碳纤维复合材料可用于增加包括盖梁在内的桥主梁的抗弯及抗剪强度，如图3所示。为了增加碳纤维复合材料加强的混凝土主梁的延性，防止由于混凝土基质与碳纤维复合材料接触面之间产生局部脱胶而造成的纵向板过早剥离，应将用于增强抗弯强度的纵向碳纤维复合材料板、横向板及对角板互相锚固。为了防止在混凝土构件的转角处产生应力集中和碳纤维复合材料板过早断裂，这些转角应当是不小于50mm（2.0英寸）半径的圆角，如图3所示。

图3 碳纤维复合材料混凝土墩柱弯剪强度的加强

由于钢筋的锈蚀而导致的钢筋截面面积的损失和混凝土保护层的损坏是混凝土桥梁构件损坏的根本原因。因此应该时刻注意像这样可能会导致结构失稳的损坏。碳纤维复合材料对受损桥梁结构的修复如下图4所示。

弯剪/剪切裂缝

图4 碳纤维复合材料对受损桥梁的修复

6 概要和结论

在上文中对测评桥梁、无损测试和对受损混凝土桥梁的修复进行了介绍。钢筋的锈蚀可能会导致混凝土桥梁的构件发生弯曲或者剪切破坏。由于碳纤维复合材料的应用延长了现有混凝土桥梁的使用年限，因此越来越多的人正在对它投入关注。碳纤维复合材料可以被应用于增加构件的抗弯剪强度，也可以被用来修复混凝土桥梁的受损构件。碳纤维复合材料可以很好的应用于防止应力集中和构件过早的破裂及损坏。在极易被腐蚀的环境中，防腐蚀的碳纤维复合材料体系应当被应用，以便成功的修复受损的混凝土桥梁。

毕业设计外文翻译资料

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桥梁工程毕业设计外文翻译箱梁

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6 月

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机械毕业设计英文外文翻译399驱动桥

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外文翻译 专业机械设计制造及其自动化学生姓名刘链柱 班级机制111 学号1110101102 指导教师葛友华

外文资料名称： Design and performance evaluation of vacuum cleaners using cyclone technology 外文资料出处：Korean J. Chem. Eng., 23(6), (用外文写) 925-930 (2006) 附件： 1.外文资料翻译译文 2.外文原文

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本科毕业设计桥梁外文翻译

附录一：中文翻译 土木工程师 桥梁工程156 2003年3月发表于BEI 31~37页 2002年1月31日收到 C.詹姆斯 2002年12月9日通过高级土木工程师佩尔 Frischmann ，埃克塞特 关键词：桥梁；河堤；土工布；膜与土工格栅 英国锁城大桥 锁城大桥是横跨住宅发展区的铁路桥梁。由于工程施工受到周围建筑与地形的限制，该工程采取加固桥台、桥墩与桥面的刚构结构，以及预制栏杆等方法提高了大桥的使用安全程度，并降低了大桥建造与维护的费用。因此，城堡大桥科学的设计方案使工程成本降到最低。 一、引言 本文描述的是在受限制地区用最小的费用修建一座铁路桥梁使之成为开放的住宅发展区。锁城地区是位于住宅发展十分紧张的韦斯顿超 图1 锁城大桥位置远景

马雷的东部。监督桥梁建设的客户是城堡建设有限公司，它由二大房建者组成。该区的规划局是北盛捷区议会（NSDC）。该发展地区被分为布里斯托尔和埃克塞特。规划条件规定，直到建成这条横跨的铁路大桥为止，该地区南部区域不可能适应居住。可见锁城大桥的建成对该地区发展的重要性。 发展地区位于萨默塞特的边缘，这个地区地形十分的恶劣，该范围位于韦斯顿以北和A321飞机双程双线分隔线的南面。现在只有一条乡下公路，是南部区域的唯一通道。该地区是交通预期不适合住宅增加的区域。 由于盛捷地区水平高程的限制，新的铁路线在桥台两边必须设有高程差。并且该地区地形限制，允许正常横跨的区域较小，这导致在结构的布局上的一定数量的妥协。为了整个城堡地区的发展，全 图2 锁城大桥地图上位置 桥限速20公里/时，并考虑区域范围内的速度制约。这样在得到客户和NSDC的同意后，桥梁采取了最小半径的方法，这使得桥梁采用了比正常梯度更加陡峭地方法实现高程的跨越。 客户的工程师、工程顾问、一般设计原则和初步认同原则下(AIP)与NSDC发出投标文件。 该合同在2000年7月1授予安迪。投标价值1.31亿美元，合同期定为34周，到2001年4月完成。

本科毕业设计方案外文翻译范本

I / 11 本科毕业设计外文翻译 <2018届） 论文题目基于WEB 的J2EE 的信息系统的方法研究 作者姓名[单击此处输入姓名] 指导教师[单击此处输入姓名] 学科(专业 > 所在学院计算机科学与技术学院 提交日期[时间 ]

基于WEB的J2EE的信息系统的方法研究 摘要：本文介绍基于工程的Java开发框架背后的概念，并介绍它如何用于IT 工程开发。因为有许多相同设计和开发工作在不同的方式下重复，而且并不总是符合最佳实践，所以许多开发框架建立了。我们已经定义了共同关注的问题和应用模式，代表有效解决办法的工具。开发框架提供：<1）从用户界面到数据集成的应用程序开发堆栈；<2）一个架构，基本环境及他们的相关技术，这些技术用来使用其他一些框架。架构定义了一个开发方法，其目的是协助客户开发工程。 关键词：J2EE 框架WEB开发 一、引言 软件工具包用来进行复杂的空间动态系统的非线性分析越来越多地使用基于Web的网络平台，以实现他们的用户界面，科学分析，分布仿真结果和科学家之间的信息交流。对于许多应用系统基于Web访问的非线性分析模拟软件成为一个重要组成部分。网络硬件和软件方面的密集技术变革[1]提供了比过去更多的自由选择机会[2]。因此，WEB平台的合理选择和发展对整个地区的非线性分析及其众多的应用程序具有越来越重要的意义。现阶段的WEB发展的特点是出现了大量的开源框架。框架将Web开发提到一个更高的水平，使基本功能的重复使用成为可能和从而提高了开发的生产力。 在某些情况下，开源框架没有提供常见问题的一个解决方案。出于这个原因，开发在开源框架的基础上建立自己的工程发展框架。本文旨在描述是一个基于Java的框架，该框架利用了开源框架并有助于开发基于Web的应用。通过分析现有的开源框架，本文提出了新的架构，基本环境及他们用来提高和利用其他一些框架的相关技术。架构定义了自己开发方法，其目的是协助客户开发和事例工程。 应用程序设计应该关注在工程中的重复利用。即使有独特的功能要求，也

毕业设计外文翻译

毕业设计（论文） 外文翻译 题目西安市水源工程中的 水电站设计 专业水利水电工程 班级 学生 指导教师 2016年

研究钢弧形闸门的动态稳定性 牛志国 河海大学水利水电工程学院，中国南京，邮编210098 nzg_197901@https://www.wendangku.net/doc/9e18423690.html,，niuzhiguo@https://www.wendangku.net/doc/9e18423690.html, 李同春 河海大学水利水电工程学院，中国南京，邮编210098 ltchhu@https://www.wendangku.net/doc/9e18423690.html, 摘要 由于钢弧形闸门的结构特征和弹力，调查对参数共振的弧形闸门的臂一直是研究领域的热点话题弧形弧形闸门的动力稳定性。在这个论文中，简化空间框架作为分析模型，根据弹性体薄壁结构的扰动方程和梁单元模型和薄壁结构的梁单元模型，动态不稳定区域的弧形闸门可以通过有限元的方法，应用有限元的方法计算动态不稳定性的主要区域的弧形弧形闸门工作。此外，结合物理和数值模型，对识别新方法的参数共振钢弧形闸门提出了调查，本文不仅是重要的改进弧形闸门的参数振动的计算方法，但也为进一步研究弧形弧形闸门结构的动态稳定性打下了坚实的基础。 简介 低举升力，没有门槽，好流型，和操作方便等优点，使钢弧形闸门已经广泛应用于水工建筑物。弧形闸门的结构特点是液压完全作用于弧形闸门，通过门叶和主大梁，所以弧形闸门臂是主要的组件确保弧形闸门安全操作。如果周期性轴向载荷作用于手臂，手臂的不稳定是在一定条件下可能发生。调查指出:在弧形闸门的20次事故中，除了极特殊的破坏情况下，弧形闸门的破坏的原因是弧形闸门臂的不稳定;此外，明显的动态作用下发生破坏。例如:张山闸，位于中国的江苏省，包括36个弧形闸门。当一个弧形闸门打开放水时，门被破坏了，而其他弧形闸门则关闭，受到静态静水压力仍然是一样的，很明显，一个动态的加载是造成的弧形闸门破坏一个主要因素。因此弧形闸门臂的动态不稳定是造成弧形闸门(特别是低水头的弧形闸门)破坏的主要原是毫无疑问。

桥梁专业外文翻译--欧洲桥梁研究

中文1850字 附录 Bridge research in Europe A brief outline is given of the development of the European Union, together with the research platform in Europe. The special case of post-tensioned bridges in the UK is discussed. In order to illustrate the type of European research being undertaken, an example is given from the University of Edinburgh portfolio: relating to the identification of voids in post-tensioned concrete bridges using digital impulse radar. Introduction The challenge in any research arena is to harness the findings of different research groups to identify a coherent mass of data, which enables research and practice to be better focused. A particular challenge exists with respect to Europe where language barriers are inevitably very significant. The European Community was formed in the 1960s based upon a political will within continental Europe to avoid the European civil wars, which developed into World War 2 from 1939 to 1945. The strong political motivation formed the original community of which Britain was not a member. Many of the continental countries saw Britain’s interest as being purely economic. The 1970s saw Britain joining what was then the European Economic Community (EEC) and the 1990s has seen the widening of the community to a European Union, EU, with certain political goals together with the objective of a common European currency. Notwithstanding these financial and political developments, civil engineering and bridge engineering in particular have found great difficulty in forming any kind of common thread. Indeed the educational systems for University training are quite different between Britain and the European continental countries. The formation of the EU funding schemes —e.g. Socrates, Brite Euram and other programs have helped significantly. The Socrates scheme is based upon the exchange of students between Universities in different member states. The Brite Euram scheme has involved technical research grants given to consortia of academics and industrial

本科毕业设计外文翻译

Section 3 Design philosophy, design method and earth pressures 3.1 Design philosophy 3.1.1 General The design of earth retaining structures requires consideration of the interaction between the ground and the structure. It requires the performance of two sets of calculations: 1）a set of equilibrium calculations to determine the overall proportions and the geometry of the structure necessary to achieve equilibrium under the relevant earth pressures and forces; 2）structural design calculations to determine the size and properties of thestructural sections necessary to resist the bending moments and shear forces determined from the equilibrium calculations. Both sets of calculations are carried out for specific design situations (see 3.2.2) in accordance with the principles of limit state design. The selected design situations should be sufficiently Severe and varied so as to encompass all reasonable conditions which can be foreseen during the period of construction and the life of the retaining wall. 3.1.2 Limit state design This code of practice adopts the philosophy of limit state design. This philosophy does not impose upon the designer any special requirements as to the manner in which the safety and stability of the retaining wall may be achieved, whether by overall factors of safety, or partial factors of safety, or by other measures. Limit states (see 1.3.13) are classified into: a) ultimate limit states (see 3.1.3); b) serviceability limit states (see 3.1.4). Typical ultimate limit states are depicted in figure 3. Rupture states which are reached before collapse occurs are, for simplicity, also classified and

桥梁外文翻译

毕业设计/论文 外文文献翻译 院系城市建设学院 专业班级 姓名 原文出处 评分 指导教师 华中科技大学武昌分校 20 12 年3月1日

Study on nonlinear analysis of a redundant cable-stayed bridge 1．Abstract A comparison on nonlinear analysis of a highly redundant cable-stayed bridge is performed in the study. The initial shapes including geometry and prestress distribution of the bridge are determined by using a two-loop iteration method, it is an equilibrium iteration loop and a shape iteration loop. For the initial shape analysis a linear and a nonlinear computation procedure are set up. In the former all nonlinearities of cable-stayed bridges are disregarded, and the shape iteration is carried out without considering equilibrium. In the latter all nonlinearities of the bridges are taken into consideration and both the equilibrium and the shape iteration are carried out. Based on the convergent initial shapes determined by the different procedures, the natural frequencies and vibration modes are then examined in details. Numerical results show that a convergent initial shape can be found rapidly by the two-loop iteration method, a reasonable initial shape can be determined by using the linear computation procedure, and a lot of computation efforts can thus be saved. There are only small differences in geometry and prestress distribution between the results determined by linear and nonlinear computation procedures. However, for the analysis of natural frequency and vibration modes, significant differences in the fundamental frequencies and vibration modes will occur, and the nonlinearities of the cable-stayed bridge response appear only in the modes determined on basis of the initial shape found by the nonlinear computation. 2. Introduction Rapid progress in the analysis and construction of cable-stayed bridges has been made over the last three decades. The progress is mainly due to developments in the fields of computer technology, high strength steel cables, orthotropic steel decks and construction technology. Since the first modern cable-stayed bridge was built in Sweden in 1955, their popularity has rapidly been increasing all over the world. Because of its aesthetic appeal, economic grounds and ease of erection, the