搜档网
当前位置:搜档网 › 外文翻译

外文翻译

外文翻译
外文翻译

外文原文:

EXTRACTING LANDMARKS FOR CAR NA VIGATION

SYSTEMS USING EXISTING GIS DATABASES AND

LASER SCANNING

ABSTRACT

Today’s car navigation systems provide driving instructions in the form of maps, pictograms, and spoken language. However, they are so far not able to support landmark-based navigation, which is the most natural navigation concept for humans and which also plays an important role for upcoming personal navigation systems. In order to provide such a navigation, the first step is to identify appropriate landmarks –a task that seems to be rather easy at first sight but turns out to be quite pretentious considering the challenge to deliver such information for databases covering huge areas of Europe, Northern America and Japan. In this paper, we show approaches to extract landmarks from existing GIS databases. Since these databases in general do not contain information on building heights and visibility, we show how this can be derived from laser scanning data.

1 INTRODUCTION

Modern car navigation systems have been introduced in 1995 in upper class cars and are now available for practically any model. They are relatively complex and mature systems able to provide route guidance in

form of digital maps, driving direction pictograms,and spoken language driving instructions (Zhao, 1997).Looking back to the first beginnings in the early 1980s, many nontrivial problems have been solved such as absolute positioning, provision of huge navigable maps, fast routing and reliable route guidance.

However, the original concept of delivering the instructions has not changed very much. Still, spoken language instructions use a relatively small set of commands (like turn right now), which only refer to properties of the street network. This is not optimal, since i) features of the street network typically are not visible from a greater distance due to the low driver position and small observing angle, and ii) the most natural form of navigation for humans is the navigation by landmarks, i.e. the provision of a number of recognizable and memorizable views along the route. Obviously, the introduction of buildings as landmarks together with corresponding spoken instructions (such as turn right after the tower) would be a step towards a more natural navigation. As we argue below, this would be well integrable into today’s car navigation systems as it would not imply a major modification of systems and data structures. Thus, the main problem lies in identifying suitable landmarks and evaluating their usefulness for navigation instructions. In this paper, we show how existing databases can be exploited to tackle the first problem, while laser scanning data can be used to approach the second.

2 VISIBILITY ANALYSIS USING LASER SCANNING DATASETS 2.1 Visibility Analysis

We can do better if we base the visibility analysis directly on the DSM from laser scanning. We will not obtain “beautiful”visualizations but instead a rather good estimate on which buildings can be seen from any viewpoint (Fig. 4(c)). We realized this approach as follows. For any viewpoint, the position and viewing direction define the exterior orientation of a virtual camera of given horizontal and vertical viewing angle. This virtual camera represents the driver’s view. The height is derived from the DSM itself, whereas the viewing angle can be obtained from the orientation of the corresponding street segment in the GDF dataset.

The virtual image plane is then rastered, each pixel defining a ray in object space. All the rays are traced in object space to determine intersections with the DSM. For each hit, the corresponding object number is obtained by a lookup in an image containing rastered ground planid's. Although this method is similar to“ray tracing”used in computer graphics and often assumed to be computationally expensive, it is actually quite fast since (a) we are interested only in the first hit of the ray, and (b) the DSM is 2.5D only, so each column in the virtual image plane can be computed efficiently from bottom to top, marching in increasing distance in object space.

2.2 Tracking Visibility

In the last section, visibility was computed for a single view. However, landmarks selected for a routing instruction must be visible during the entire manoeuvre. This can be checked by tracking the visibility of objects along the trajectory defined by the corresponding manoeuvre. For our first experiment, we use only a crude approximation for the visibility, namely the area covered by the projection of the corresponding object on the virtual image plane.

Figure 1 shows an example. We assume that the white polygon is the trajectory we want the driver to use. The question then is if the town hall, identified to be a landmark by the methods of section 5, is a suitable object which can be used in a landmark-based instruction such as pass to the right of the town hall. To this end, our algorithm traces the entire trajectory, generating virtual views at equidistantly spaced positions and in the orientation de-fined by the trajectory. For each such view, the area covered by each object on the virtual image plane is determined.

Figure 2 shows a plot of all those areas along the trajectory of figure 1. One can see the typical peaked curves generated as objects appear, grow larger and finally disappear as the viewing position passes by. In this special case, one sees also that many objects become visible around frame number 65, which is when the view widens as the position leaves the narrow street and enters the plaza in front of the town hall.

In order to answer if the town hall is a suitable object, a look on figure 2 reveals that the corresponding curve (shown in bold red) is largest for frame numbers 65 to 115 (with a small exception around frame 100), i.e. the town hall is the largest object in the driver’s view. Moreover, the curve is larger than zero starting from frame number 13, which means that the town hall is –at least partly –visible about 100 meters ahead of the position where the plaza is entered (which could be a decision point). Thus, in this case we can verify both that the object appears large and that it appears early enough in the driver’s view.

Figure 1:Example trajectory, top view.

Figure 2: Visibility plotted over frame number

3 Digital Maps

The maps used by car navigation systems not only contain the geometry and connectivity of the road network but also a huge amount of additional information on objects, attributes and relationships. A good overview can be obtained from the European standard GDF, see e.g. (Geographic Data Files 3.0, 1995). Of particular interest are points of interest (POI) which include museums, theaters, cultural centers, city halls, etc.

Map data is acquired by map database vendors such as Tele Atlas or NavTech and supplied to car navigation manufacturers in an exchange format (such as GDF). There, it is converted to the proprietary formats finally found on the map CD or DVD. This conversion is highly nontrivial since the data has to be transformed from a descriptive form into a specialized form supporting effi-cient queries by the car navigation system. Often, structures and values are precomputed by this conversion process in order to relieve the navigation system’s online resources such as bandwidth and CPU time.

Part of this process is also to generate a matrix for each intersection which describes all possible turn combinations. Also, for the well-known arrow pictograms used by car navigation systems, the angles between all streets joining at an intersection are stored.

It is during this conversion process where additional information for

landmark-based navigation can be integrated. In this paper, we outline how the street geometry given by GDF can be combined with information from a cadastral map and laser scan data to identify suitable landmarks. An important point is that the additional datasets are used only during the conversion process. After that, only landmark-based driving instructions remain, which can be coded in a very compact form and are compatible with the per-intersection information already stored in proprietary map formats. Thus, the technical integration of landmark-based instructions into current car navigation systems poses no major obstacles, and the main problem is to derive those instructions in some automatic or at least semiautomatic way.

4 LASER SCANNING AND CITY MODELS

During the 1990’s, airborne laser scanning became available as a new method for obtaining surface models. Subsequently, the scanning systems were improved and direct georeferencing became feasible with sufficient accuracy. Today, airborne laser scanning is a mature technology with a multitude of companies offering systems and services (Baltsavias, 1999). Scanning of very large areas is possible, for example the entire Netherlands have been and Germany’s state of Baden-W urttemberg is in the progress of being scanned, each with an area of over 30.000 km2. Aerial laser scanners produce dense point clouds of the earth’s surface directly (Baltsavias et al., 1999). They are particularly suitable for

obtaining digital surface models (DSMs) in dense urban areas, as they conserve jump edges quite well. Most systems are capable of measuring not only the height, but also the re-flectance, as well as first, last or multiple return pulses, which allows to separate tree canopy and ground (Kraus and Rieger,1999).

The main problem is how to extract symbolic information about man-made structures from laser scanner datasets, possibly combined with aerial or terrestrial images. Especially, the automatic generation of city models has been and still is an intense research field, the discussion of which is beyond the scope of this paper. The reader is referred to the excellent proceedings of the“Ascona workshops”on this topic .

However, there is still substantial research effort necessary until highly automated object extraction systems working reliably become available. On the other hand, three-dimensional object information is still far from being common in today’s existing GIS databases. In consequence, in this paper we consider using two-dimensional GIS databases in combination with laser scanner DSMs on an iconic level, without explicitly reconstructing the three-dimensional shape of the objects as separate entities. Figure 3 shows an example of the data sources used, which is a DSM from laser scanning, regularized to a 1 m grid, the street geometry represented by center lines from a GDF data set, and the outline of buildings from a cadastral map.

Figure3:Laser scan

5 CONCLUSION AND OUTLOOK

In this paper, we have outlined how landmarks can be extracted and evaluated using existing GIS and laser scanning data. As for the extraction, we have investigated two different methods based on data mining to reveal prominent buildings. In order to evaluate the usefulness for navigation instructions, we used a visibility analysis based on DSM data from laser scanning.

Both data mining procedures have still to be tested with real data sets. The results will verify if they lead to appropriate landmarks in the real world. In addition, the analysis process has to be extended to different object types (traffic constructions, parks, sporting facilities, etc.) extracted for example from ATKIS data. Methods for data preprocessing of different object types and categories, and problems when different data mining algorithms are applied to the same data set, have to be investigated. The reliability of the extracted landmarks has to be determined by a quality measure to avoid ambiguous landmarks

misleading the user.

More route-dependent aspects to determine real landmarks have to be investigated: The influence of the users moving direction and visibility on the quality of landmarks.As we only used the“virual image size”to rate an object’s visibility,there is much room for improvement.For example,from the virtual image,one can also objet,and if it is part of the silhouette.First pulse laser scan measurements coule be integrated to get a better approxinmation for the occlusion caused by trees.The DSM could also be used to feed additional information to the extraction,for example,small towers sticking out behind a larger building could be identified.The implementation of the visibility tracking could also use equidistant time sampling instead of space sampling,based on assumed vehicle speeds in the vicinity of interections.Finally,it would be interesting to investigate to what extend POI’s already existent in GDF datasets could be used for the visibility analysis.

汽车导航系统

中英文资料外文翻译

使用GIS 数据库和激光扫描技术为汽车导航系统获取路标

索引

现在的汽车导航系统以地图,图形,以及声音的形式提供给用户行驶中的信息,然而他们还远远不能支持基于道路标记的导航,而这也是对我们来说更简单的导航理念,并且这也在不久要实现的个人导航系统中占据重要的位置。为了提供这样的一种导航,第一步就要识别恰当的道路标记——乍一看似乎很简单,但是如果考虑到要把覆盖了欧洲、北美、日本大部分地区的信息传输给数据库的挑战,我们就有理由自命不凡了。在这里,我们将讲解从已存在的GIS 数据库中获取道路标记的方法。因为这些数据库大多数没有包含建筑物的高度和视图信息,我们将展示这些信息怎样从激光扫描数据中分离出来。

1 简介

1995 年在上层阶级的汽车里汽车导航系统就已经出现了,而且现在几乎可以在任何样式的汽车中找到导航系统。他们是相对复杂和成熟的系统可以以数字地图,行驶方向图形,以及行驶中的声音信息提供路线导航。回溯 1980 年汽车导航系统开始兴起的时候,一些大的问题都得到了解决:例如绝对位置,适合导航的大量地图的提供,快速算路以及可靠的路线导航。

然而,传送这些信息的原始概念并没有得到较大的改善。声音的导航仍然用相对小的提示:(例如现在向右转),这只涉及到了道路分布的属性。这不是最理想的,因为1)路线分布的特征在较大距离的时候是不可见的,这是因为司中英文资料机受局限的位置以及视角,2)人们最习惯的导航方式是通过道路标记,也就是沿路中一系列的可识别可记忆的的图像的提供。很明显,作为道路标记的建筑物的提示与声音提示结合起来,将是导航发展中更人性化的一个方向,就像我们下边讨论的那样,这将很好的集成到今天的汽车导航系统中去因为不意味着对系统和数据结构的大的改动。所以,主要的问题在于识别合适的道路标记以及估计他们对于导航提示的可用性。这里,我们将解释已存的数据库怎

样开发以解决第一个问题,而激光浏览数据库将解决后一个。

2 使用激光扫描数据集的可见性分析

2.1 可见性分析

如果我们以来自激光扫描的DSM上直观的可见性作为分析的基础,我们会做的更好。我们将不会获得像当初估计的那样使建筑物从任何的地点都被清晰地看见。我们依照下列各项的方式,对于任何的观察点的位置和观看方向定义给予的水平线和垂直的一个虚拟的照相机的外部方位看角。这个虚拟的照相机表示为驾驶者的视野。高度起源于DSM本身,然而看角从GDF数据组中对应的街道的固定方位被获得。

虚拟图像的平面然后被光栅过滤, 每个图素定义物体空间的一道光线。所有的光线在物体空间中被追踪并且用 DSM 决定交集。对于每次击中,对应的物体数据被试映图的虚拟图像查询获得。虽然这个方法与"光线追踪"类似并用在计算机图形方面和平时假设计算中,但是自从我们只在光线的第一个击中方面感兴趣之后,它实际上相当速,而且DSM只是2.5 D,虚拟图像的飞机以此下去可能从底部到顶端被有效率地计算,向逐渐增加的物体空间进军。

2.2 追踪可见性

在最后的一个区段中,单一视野被计算。然而,道路标记被一个路线排定指令选择,而且一定在整个调遣期间是看得见的。这可能沿着对应的调遣定义的轨道追踪物体的可见性。对于我们的第一次实验,我们使用只有一个自然的附近区域作为可见,即被虚拟图像上的飞机的对应物体覆盖的区域。

图 1 显示了一个例子。我们假设白色的多角形是我们驾驶者使用的轨道。然后问题是如果以其他的方法识别它是一个道路标记的城镇大厅,是一个可以被道路标记唯一表示的适当物体。对这一次的结论,我们的运算法则是追踪整个的中英文资料轨道,以等距离隔开的位置和在轨道旁边的固定方位产生罚款者眼中虚拟的视野。对于每个如此的视野,虚拟图像中的飞机上的每个物体覆盖的区域被决定。

图 2 显示沿着图1 的轨道所有的那些区域的一种情况。当物体出现的时候, 能产生典型的有遮掩的曲线, 变化比较大和最后消失的就如被途径人所观察。在这种特别的情形中,当位置是城镇门厅之前并留下狭窄的街道和进入广场的时候,

或视野弄宽的时候,许多物体在附近看变成规格为65 号。

为了确定城镇大厅是否为一个适当的物体, 从图2上的对应的曲线看,从规格65到115号是最大的,也就是城镇大厅是驾驶者视野中最大的物体。而且,曲线比从规格13号开始的更大,这意味城镇大厅是一少部分––大约在进入广场的之前100 公尺处被看见( 可能是决定点) 因此,在这种情况下我们既能查出显示比较大的物体,也能在驾驶者的视野中将他最早显示出来。

图1 俯视图上的轨迹线

图2:基于框架数字的可见性划分

3 数据地图

汽车导航系统使用的地图不仅包含几何学和道路网络的连接性而且包含了大量的关于物体,属性和关系的附加信息。一个好的观点能够从欧洲的标准GDF获得,举例来说,(1995年3月的地理数据文件),其中包括了博物馆,戏院,文化中心和市政厅等的信息。

地图数据是被诸如电子地图的地图数据库厂商获得并通过交换的方式提供给汽车导航系统生产商的(例如GDF)。在那里,它被转换到最后在地图激光唱碟或数字化视频光上被发现的专有格式。数据必须从一种描述形式转换成被汽车导航系统支援的另一种被特殊化的形式,这转变是高度非凡的。时常,结构和

价值被这个转换过程预先计算了,目的是为了要减轻航行系统的在线资源 , 例如带宽和CPU时间。

这个模块的其中一部分也是为每个十字路口产生一个点阵式,目的是描述所有的可能转向的组合。在汽车导航系统中使用了众所周知的箭头符号来标识,这就需要所有道路的十字路口的交汇情况将被存储。

在转向过程中,对于带有路标的汽车导航系统的附加信息会被完整化。在本文中,概括说明了是怎样通过GDF与地图数据和激光扫描数据结合来确定道路几何图形的适合的路标,重要的一点是那些附加的数据信息仅仅在这个转换过程中被使用。在那之后,仅仅是基于路标的行使指示还存在,这些是行使指示可能在一种非常紧凑的形式下被编码,并且要与每一个十字路口各自的已被存储在专有地图格式的数据信息相协调。因此,路标技术的整合没有在现在的汽车导航系统中造成障碍,这些主要问题是来自那些用自动或半自动方法的指令中的。

4 激光扫描和城市模型

在二十世纪九十年代,靠空气传播的激光扫描作为获得表面的模型的新方法变得可用。随后,扫描系统提高了并且指引全球范围也因为足够的精度变得可行。今天,靠空气传播的激光扫描是一项成熟的技术为大多数公司提供系统和服务。扫描很大的区域是可能的,例如整个荷兰已经被扫描过了,德国的 Baden-W¨urttemberg 州也正在进行扫描,他们中每一个的面积都超过了30 平方千米。天线激光扫描机直接地生产地球的表面密集的点云。他们对获得密集的都市区域的数传表面模型(DSMs)是特别地适当的, 如同他们保存跳跃边缘一样相当好。大多数的系统能够测量不只有高度,也有反射系中英文资料数,和首先,最后的或多样的回行脉冲,他们允许分开树形天篷和地面。

主要的问题是怎样从激光扫描数据组中获取关于人造结构的符号信息,可能和天空的或陆地的图像联合。尤其,自动机械世代的城市模型是而且仍然是一个强烈的研究领域, 这个讨论是超过本文的范围的。在这一问题上,读者可以咨询“Ascona 工作室”的优秀的成果。

然而,实质性研究努力还是很必要的直到高度自动化的物体获取系统可以可靠地工作。另一方面,三维空间存在的物体信息在今天存在的GIS 数据库中还远远不是普遍的。所以,在本文中我们将考虑把GIS 数据库和激光扫描DSMs联

合起来在一个图标层上,不明确地重建物体的三维空间的形状而当做分开实体。图3 展示了一个数据资源被用过的例子,来自正在激光扫描的DSM,使有规则到1米的格子,街道的几何形状用从一个GDF数据组合的中心线表示,而建筑物的轮廓用从地籍图上获得的中心线表示。

图3 激光扫描

5 结论及前景

在本文中,已经概略说明路标是如何被取得的并且评估使用已存在的GIS和激光扫描数据。至于路标的取得,我们已经调查基于显示突出建筑物的二种不同的方法。为了评估导航引导的有用性,我们用了基于来自激光扫描的DSM数据的一项可见性分析。

数据挖掘程序必须用真正的数据组来测试。如果他们在现实世界中使用适中英文资料当的路标引导,这个结论将会被证实。除此之外,分析程序必须被扩展到不同的事物类型 (交通建筑,公园,体育运动设备等.)从 ATKIS 数据提取举例来说明。不同种类事物的数据预处理方法和当不同数据挖掘运算法则被提供到相同数据时产生的问题必须被调查。萃取的路标的可靠性不得不通过质量测试来决定,目的是为了避免不明确的目标误导用户。

更多的依靠路线来决定路标的问题必须被调查: 用户行驶方向和路标质量可见性的影响。当我们只用了"虚拟的图像大小" 来估价一个事物的可见性时,有很大的空间来进步。举例来说,如果一个事物被它前面或附近的事物挡住了,或者是整个轮廓的一部分,从虚拟的图像,就能获得远距离的信息。首先激光扫描测量的脉搏能够被整合,目的是为了获得一个比较好的由树导致阻塞的近似值。DSM 也可能被用来提供萃取的附加信息,例如,小塔被它前面的大建筑物挡住这个信息将被确定。跟踪可见性的执行使用等距离的时间取样来代替空间取样,这

是基于车辆在临近交叉路口的速度的。最后,存在于GDF数据中的POI数据被使用到可见性分析的扩展是非常有趣的。

外文翻译

Load and Ultimate Moment of Prestressed Concrete Action Under Overload-Cracking Load It has been shown that a variation in the external load acting on a prestressed beam results in a change in the location of the pressure line for beams in the elastic range.This is a fundamental principle of prestressed construction.In a normal prestressed beam,this shift in the location of the pressure line continues at a relatively uniform rate,as the external load is increased,to the point where cracks develop in the tension fiber.After the cracking load has been exceeded,the rate of movement in the pressure line decreases as additional load is applied,and a significant increase in the stress in the prestressing tendon and the resultant concrete force begins to take place.This change in the action of the internal moment continues until all movement of the pressure line ceases.The moment caused by loads that are applied thereafter is offset entirely by a corresponding and proportional change in the internal forces,just as in reinforced-concrete construction.This fact,that the load in the elastic range and the plastic range is carried by actions that are fundamentally different,is very significant and renders strength computations essential for all designs in order to ensure that adequate safety factors exist.This is true even though the stresses in the elastic range may conform to a recognized elastic design criterion. It should be noted that the load deflection curve is close to a straight line up to the cracking load and that the curve becomes progressively more curved as the load is increased above the cracking load.The curvature of the load-deflection curve for loads over the cracking load is due to the change in the basic internal resisting moment action that counteracts the applied loads,as described above,as well as to plastic strains that begin to take place in the steel and the concrete when stressed to high levels. In some structures it may be essential that the flexural members remain crack free even under significant overloads.This may be due to the structures’being exposed to exceptionally corrosive atmospheres during their useful life.In designing prestressed members to be used in special structures of this type,it may be necessary to compute the load that causes cracking of the tensile flange,in order to ensure that adequate safety against cracking is provided by the design.The computation of the moment that will cause cracking is also necessary to ensure compliance with some design criteria. Many tests have demonstrated that the load-deflection curves of prestressed beams are approximately linear up to and slightly in excess of the load that causes the first cracks in the tensile flange.(The linearity is a function of the rate at which the load is applied.)For this reason,normal elastic-design relationships can be used in computing the cracking load by simply determining the load that results in a net tensile stress in the tensile flange(prestress minus the effects of the applied loads)that is equal to the tensile strength of the concrete.It is customary to assume that the flexural tensile strength of the concrete is equal to the modulus of rupture of the

世界贸易和国际贸易【外文翻译】

外文翻译 原文 World Trade and International Trade Material Source:https://www.sodocs.net/doc/af12690511.html, Author: Ted Alax In today’s complex economic world, neither individuals nor nations are self-sufficient. Nations have utilized different economic resources; people have developed different skills. This is the foundation of world trade and economic activity. As a result of this trade and activity, international finance and banking have evolved. For example, the United States is a major consumer of coffee, yet it does not have the climate to grow any or its own. Consequently, the United States must import coffee from countries (such as Brazil, Colombia and Guatemala) that grow coffee efficiently. On the other hand, the United States has large industrial plants capable of producing a variety of goods, such as chemicals and airplanes, which can be sold to nations that need them. If nations traded item for item, such as one automobile for 10,000 bags of coffee, foreign trade would be extremely cumbersome and restrictive. So instead of batter, which is trade of goods without an exchange of money, the United State receives money in payment for what it sells. It pays for Brazilian coffee with dollars, which Brazil can then use to buy wool from Australia, which in turn can buy textiles Great Britain, which can then buy tobacco from the United State. Foreign trade, the exchange of goods between nations, takes place for many reasons. The first, as mentioned above is that no nation has all of the commodities that it needs. Raw materials are scattered around the world. Large deposits of copper are mined in Peru and Zaire, diamonds are mined in South Africa and petroleum is recovered in the Middle East. Countries that do not have these resources within their own boundaries must buy from countries that export them. Foreign trade also occurs because a country often does not have enough of a particular item to meet its needs. Although the United States is a major producer of sugar, it consumes more than it can produce internally and thus must import sugar.

网络营销外文翻译

E---MARKETING (From:E--Marketing by Judy Strauss,Adel El--Ansary,Raymond Frost---3rd ed.1999 by Pearson Education pp .G4-G25.) As the growth of https://www.sodocs.net/doc/af12690511.html, shows, some marketing principles never change.Markets always welcome an innovative new product, even in a crowded field of competitors ,as long as it provides customer value.Also,Google`s success shows that customers trust good brands and that well-crafted marketing mix strategies can be effective in helping newcomers enter crowded markets. Nevertheless, organizations are scrambling to determine how they can use information technology profitably and to understand what technology means for their business strategies. Marketers want to know which of their time-ested concepts will be enhanced by the Internet, databases,wireless mobile devices, and other technologies. The rapid growth of the Internet and subsequent bursting of the dot-com bubble has marketers wondering,"What next?" This article attempts to answer these questions through careful and systematic examination of successful e-mar-keting strategies in light of proven traditional marketing practices. (Sales Promotion;E--Marketing;Internet;Strategic Planning ) 1.What is E--Marketing E--Marketing is the application of a broad range of information technologies for: Transforming marketing strategies to create more customer value through more effective segmentation ,and positioning strategies;More efficiently planning and executing the conception, distribution promotion,and pricing of goods,services,and ideas;andCreating exchanges that satisfy individual consumer and organizational customers` objectives. This definition sounds a lot like the definition of traditional marketing. Another way to view it is that e-marketing is the result of information technology applied to traditional marketing. E-marketing affects traditional marketing in two ways. First,it increases efficiency in traditional marketing strategies.The transformation results in new business models that add customer value and/or increase company profitability.

建筑类外文文献及中文翻译

forced concrete structure reinforced with an overviewRein Since the reform and opening up, with the national economy's rapid and sustained development of a reinforced concrete structure built, reinforced with the development of technology has been great. Therefore, to promote the use of advanced technology reinforced connecting to improve project quality and speed up the pace of construction, improve labor productivity, reduce costs, and is of great significance. Reinforced steel bars connecting technologies can be divided into two broad categories linking welding machinery and steel. There are six types of welding steel welding methods, and some apply to the prefabricated plant, and some apply to the construction site, some of both apply. There are three types of machinery commonly used reinforcement linking method primarily applicable to the construction site. Ways has its own characteristics and different application, and in the continuous development and improvement. In actual production, should be based on specific conditions of work, working environment and technical requirements, the choice of suitable methods to achieve the best overall efficiency. 1、steel mechanical link 1.1 radial squeeze link Will be a steel sleeve in two sets to the highly-reinforced Department with superhigh pressure hydraulic equipment (squeeze tongs) along steel sleeve radial squeeze steel casing, in squeezing out tongs squeeze pressure role of a steel sleeve plasticity deformation closely integrated with reinforced through reinforced steel sleeve and Wang Liang's Position will be two solid steel bars linked Characteristic: Connect intensity to be high, performance reliable, can bear high stress draw and pigeonhole the load and tired load repeatedly.

外文翻译

Journal of Industrial Textiles https://www.sodocs.net/doc/af12690511.html,/ Optimization of Parameters for the Production of Needlepunched Nonwoven Geotextiles Amit Rawal, Subhash Anand and Tahir Shah 2008 37: 341Journal of Industrial Textiles DOI: 10.1177/1528083707081594 The online version of this article can be found at: https://www.sodocs.net/doc/af12690511.html,/content/37/4/341 Published by: https://www.sodocs.net/doc/af12690511.html, can be found at:Journal of Industrial TextilesAdditional services and information for https://www.sodocs.net/doc/af12690511.html,/cgi/alertsEmail Alerts: https://www.sodocs.net/doc/af12690511.html,/subscriptionsSubscriptions: https://www.sodocs.net/doc/af12690511.html,/journalsReprints.navReprints: https://www.sodocs.net/doc/af12690511.html,/journalsPermissions.navPermissions: https://www.sodocs.net/doc/af12690511.html,/content/37/4/341.refs.htmlCitations: - Mar 28, 2008Version of Record >>

国际贸易英文文献

Strategic transformations in Danish and Swedish big business in an era of globalisation, 1973-2008 The Danish and Swedish context In the difficult inter-war period, a state-supported, protected home market orientation had helped stabilise both Denmark’s and Sweden’s economies, but after WorldWar II priorities changed. Gradually and in accordance with the international economic development, restrictions on foreign trade were removed, and Danish and Swedish industry was exposed to international competition. As a consequence, several home market oriented industries –such as the textile and the shoe industry –were more or less outperformed, while in Sweden the engineering industry soon became the dominant leader of Swedish industry, with companies such as V olvo, Ericsson, Electrolux, ASEA and SKF. In the Danish case, the SMEs continued to be dominant but in combination with expanding export oriented industrial manufacturers such as Lego, Danfoss, Carlsberg and the shipping conglomerates ok and A.P. moller-Marsk. In Sweden and Denmark stable economic growth continued into the 1970s, but due to the problems during the oil crises, the economies came into fundamental structural troubles for the first time since World War II. In the beginning this was counteracted by traditional Keynesian policy measures. However, because of large budget deficits, inflation and increasing wages, both the Danish economy from 1974 and the Swedish economy from 1976 encountered severe problems. Towards the late 1970s Denmark’s and Sweden’s economic policies were thus increasingly questioned. It was clear that Keynesian policy could not solve all economic problems. Expansive fiscal policies in terms of continued deficits on the state budget could not compensate for the loss of both national and international markets and step by step the Keynesian economic policy was abandoned. The increased budget deficit also made it difficult for the state to support employment and regional development. These kinds of heavy governmental activities were also hardly acceptable under the more market oriented policy that developed first in Great Britain and the USA, but in the 1980s also in Denmark and Sweden (Iversen & Andersen, 2008, pp. 313–315; Sjo¨ gren, 2008, pp. 46–54). These changes in political priorities were especially noticeable in the financial market. After being the most state regulated and coordinated sector of the economy since the 1950s, then between 1980 and 1985 the Danish and Swedish financial markets underwent an extensive deregulation resulting in increased competition. Lending from banks and other credit institutes was no longer regulated, and neither were interest rates. The bond market was also opened as the issuance of new bond loans was deregulated in Sweden in 1983. When the control of foreign capital flows was liberalised in the late 1980s the last extraordinary restriction was now gone. Together with the establishment of the new money market with options and derivates, this opened up to a much larger credit market and the possibility for companies to finance investments and increase business domestically as well as abroad (Larsson, 1998, pp. 205–207). Another important part of the regulatory changes in the early 1980s were new rules for the Copenhagen and Stockholm stock exchanges. Introduction on the stock exchange was made much

建筑-外文翻译

外文文献: Risk Analysis of the International Construction Project By: Paul Stanford Kupakuwana Cost Engineering Vol. 51/No. 9 September 2009 ABSTRACT This analysis used a case study methodology to analyse the issues surrounding the partial collapse of the roof of a building housing the headquarters of the Standards Association of Zimbabwe (SAZ). In particular, it examined the prior roles played by the team of construction professionals. The analysis revealed that the SAZ’s traditional construction project was generally characterized by high risk. There was a clear indication of the failure of a contractor and architects in preventing and/or mitigating potential construction problems as alleged by the plaintiff. It was reasonable to conclude that between them the defects should have been detected earlier and rectified in good time before the partial roof failure. It appeared justified for the plaintiff to have brought a negligence claim against both the contractor and the architects. The risk analysis facilitated, through its multi-dimensional approach to a critical examination of a construction problem, the identification of an effective risk management strategy for future construction projects. It further served to emphasize the point that clients are becoming more demanding, more discerning, and less willing to accept risk without recompense. Clients do not want surprise, and are more likely to engage in litigation when things go wrong. KEY WORDS:Arbitration, claims, construction, contracts, litigation, project and risk The structural design of the reinforced concrete elements was done by consulting engineers Knight Piesold (KP). Quantity surveying services were provided by Hawkins, Leshnick & Bath (HLB). The contract was awarded to Central African Building Corporation (CABCO) who was also responsible for the provision of a specialist roof structure using patented “gang nail” roof

外文翻译中文版(完整版)

毕业论文外文文献翻译 毕业设计(论文)题目关于企业内部环境绩效审计的研究翻译题目最高审计机关的环境审计活动 学院会计学院 专业会计学 姓名张军芳 班级09020615 学号09027927 指导教师何瑞雄

最高审计机关的环境审计活动 1最高审计机关越来越多的活跃在环境审计领域。特别是1993-1996年期间,工作组已检测到环境审计活动坚定的数量增长。首先,越来越多的最高审计机关已经活跃在这个领域。其次是积极的最高审计机关,甚至变得更加活跃:他们分配较大部分的审计资源给这类工作,同时出版更多环保审计报告。表1显示了平均数字。然而,这里是机构间差异较大。例如,环境报告的数量变化,每个审计机关从1到36份报告不等。 1996-1999年期间,结果是不那么容易诠释。第一,活跃在环境审计领域的最高审计机关数量并没有太大变化。“活性基团”的组成没有保持相同的:一些最高审计机关进入,而其他最高审计机关离开了团队。环境审计花费的时间量略有增加。二,但是,审计报告数量略有下降,1996年和1999年之间。这些数字可能反映了从量到质的转变。这个信号解释了在过去三年从规律性审计到绩效审计的转变(1994-1996年,20%的规律性审计和44%绩效审计;1997-1999:16%规律性审计和绩效审计54%)。在一般情况下,绩效审计需要更多的资源。我们必须认识到审计的范围可能急剧变化。在将来,再将来开发一些其他方式去测算人们工作量而不是计算通过花费的时间和发表的报告会是很有趣的。 在2000年,有62个响应了最高审计机关并向工作组提供了更详细的关于他们自1997年以来公布的工作信息。在1997-1999年,这62个最高审计机关公布的560个环境审计报告。当然,这些报告反映了一个庞大的身躯,可用于其他机构的经验。环境审计报告的参考书目可在网站上的最高审计机关国际组织的工作组看到。这里这个信息是用来给最高审计机关的审计工作的内容更多一些洞察。 自1997年以来,少数环境审计是规律性审计(560篇报告中有87篇,占16%)。大多数审计绩效审计(560篇报告中有304篇,占54%),或组合的规律性和绩效审计(560篇报告中有169篇,占30%)。如前文所述,绩效审计是一个广泛的概念。在实践中,绩效审计往往集中于环保计划的实施(560篇报告中有264篇,占47%),符合国家环保法律,法规的,由政府部门,部委和/或其他机构的任务给访问(560篇报告中有212篇,占38%)。此外,审计经常被列入政府的环境管理系统(560篇报告中有156篇,占28%)。下面的元素得到了关注审计报告:影响或影响现有的国家环境计划非环保项目对环境的影响;环境政策;由政府遵守国际义务和承诺的10%至20%。许多绩效审计包括以上提到的要素之一。 1本文译自:S. Van Leeuwen.(2004).’’Developments in Environmental Auditing by Supreme Audit Institutions’’ Environmental Management Vol. 33, No. 2, pp. 163–1721

中国的对外贸易外文翻译及原文

外文翻译 原文 Foreign T rade o f China Material Source:W anfang Database Author:Hitomi Iizaka 1.Introduction On December11,2001,China officially joined the World T rade Organization(WTO)and be c a me its143rd member.China’s presence in the worl d economy will continue to grow and deepen.The foreign trade sector plays an important andmultifaceted role in China’s economic development.At the same time, China’s expanded role in the world economy is beneficial t o all its trading partners. Regions that trade with China benefit from cheaper and mor e varieties of imported consumer goods,raw materials and intermediate products.China is also a large and growing export market.While the entry of any major trading nation in the global trading system can create a process of adjustment,the o u t c o me is fundamentally a win-win situation.In this p aper we would like t o provide a survey of the various institutions,laws and characteristics of China’s trade.Among some of the findings, we can highlight thefollowing: ?In2001,total trade to gross domestic pr oduct(GDP)ratio in China is44% ?In2001,47%of Chinese trade is processed trade1 ?In2001,51%of Chinese trade is conduct ed by foreign firms in China2 ?In2001,36%of Chinese exports originate from Gu an gdon g province ?In2001,39%of China’s exports go through Hong Kong to be re-exported elsewhere 2.Evolution of China’s Trade Regime Equally remarkable are the changes in the commodity composition of China’s exports and imports.Table2a shows China’s annu al export volumes of primary goods and manufactured goods over time.In1980,primary goods accounted for 50.3%of China’s exports and manufactured goods accounted for49.7%.Although the share of primary good declines slightly during the first half of1980’s,it remains at50.6%in1985.Since then,exports of manufactured goods have grown at a much

相关主题