土木工程外文文献及翻译

外文文献：

Original Article

deformed 12 and 16?mm mild steel reinforcing bars. The corrosion was induced by chloride contamination of the concrete and an applied DC current. The principal parameters investigated were confinement of the reinforcement, the cover depth, bar diameter, degree of corrosion and the surface crack width. The results indicated that potential relationship between the crack width and the bond strength. The results also showed an increase in bond strength at the point where initial surface

cracking was observed for bars with confining stirrups. No such increase was observed with unconfined specimens.

Keywords:??bond?;corrosion?;?rebar?;?cover?;?crack width?;?concrete

1 ? Introduction

The corrosion of steel reinforcement is a major cause of the deterioration of reinforced concrete structures throughout the world. In uncorroded structures the bond between the steel reinforcement and the concrete ensures that reinforced

can

bearing

and

Previous research has investigated the impact of corrosion on bond [2–5, 7, 12, 20, 23–25, 27, 29], with a number of models being proposed [4, 6, 9, 10, 18, 19, 24, 29]. The majority of this research has focused on the relationship between the level of corrosion (mass loss of steel) or the current density degree (corrosion current applied in accelerated testing) and crack width, or on the relationship between bond strength and level of corrosion. Other research has investigated the mechanical behaviour of corroded steel [1, 11] and the friction characteristics

[13]. However, little research has focused on the relationship between crack width and bond [23, 26, 28], a parameter that can be measured with relative ease on actual structures.

The corrosion of the reinforcing steel results in the formation of iron oxides which occupy a larger volume than that of the parent metal. This expansion creates tensile stresses within the surrounding concrete, eventually leading to cracking of the cover concrete. Once cracking occurs there is a loss of confining force from

tested. The confined specimens had three sets of 6?mm stainless steel stirrups equally spaced from the plastic tube, at 75?mm centres.

This represents four groups of specimens with a combination of different bar diameter and with/without confinement. The specimens were selected in order to investigate the influence of bar size, confinement and crack width on bond strength.

2.2 ? Materials

The mix design is shown, Table?1. The cement was Type I Portland cement, the aggregate was basalt with specific gravity 2.99. The coarse and fine aggregate were prepared in accordance with AS 1141-2000. Mixing was undertaken in accordance with AS 1012.2-1994. Specimens were cured for 28?days under wet hessian before testing.

Table?1?Concrete mix design

Materi al Cement w/c Sand

10?mm

washed

aggrega

te

7?mm

washed

aggrega

te

Salt Slump

Quanti ty 381?kg/

m3

0.4

9

517?kg/

m3

463?kg/

m3

463?kg/

m3

18.84?kg

/m3

140?±?25?m

m

In order to compare bond strength for the different concrete compressive strengths, Eq.?1 is used to normalize bond strength for non-corroded specimens as has been used by other researcher [8].

(1)

where is the bond strength for grade 40 concrete, τ exptl is the experimental bond strength and f c is the experimental compressive strength.

The tensile strength of the Φ12 and Φ16?mm steel bars was nominally 500?MPa, which equates to a failure load of 56.5 and 100.5?kN, respectively.

2.3 ? Experiment methodology

Accelerated corrosion has been used by a number of authors to replicate the corrosion of the reinforcing steel happening in the natural environment [2, 3, 5, 6, 10, 18, 20, 24, 27, 28, 30]. These have involved experiments using impressed currents or artificial weathering with wet/dry cycles and elevated temperatures to reduce the time until corrosion, while maintaining deterioration mechanisms representative of natural exposure. Studies using impressed currents have used current densities between 100?μA/cm2 and 500?mA/cm2 [20]. Research has suggested that current densities up to 200?μA/cm2 result in similar stresses during the early stages of corrosion w hen compared to 100?μA/cm2 [21]. As such an applied current density of 200?μA/cm2 was selected for this study—representative of the lower end of the spectrum of such current densities adopted in previous research. However, caution should be applied when accelerating the corrosion using impressed current as the acceleration process does not exactly replicate the mechanisms involved in

actual structures. In accelerated tests the pits are not allowed to progress naturally, and there may be a more uniform corrosion on the surface. Also the rate of corrosion may impact on the corrosion products, such that different oxidation state products may be formed, which could impact on bond.

The steel bars served as the anode and four mild steel metal plates were fixed on the surface to serve as cathodes. Sponges (sprayed with salt water) were placed between the metal plates and concrete to provide an adequate contact, Fig.?2.

Fig.?2?Accelerated corrosion system

testing

surface

width

crack

tested.

the specimen during loading.

Fig.?3?Pull-out test, 16?mm bar unconfined

Fig.?4?Schematic of loading. Note: only test bar shown for clarity

3 ? Experimental results and discussion

3.1 ? Visual inspection

Following the accelerated corrosion phase each specimen was visually inspected for the location of cracks, mean crack width and maximum crack width (Sect.?2.3).

While each specimen had a mean target crack width for each bar, variations in this crack width were observed prior to pull out testing. This is due to corrosion and cracking being a dynamic process with cracks propagating at different rates. Thus, while individual bars were disconnected, once the target crack width had been achieved, corrosion and crack propagation continued (to some extent) until all bars had achieved the target crack width and pull out tests conducted. This resulted in a range of data for the maximum and mean crack widths for the pull out tests.

reached

grew

opposed to

and

by the

did not appear to be related to the presence of vertical cracks observed (in specimens with stirrups) during the corrosion phase as reported above.

Fig.?6?Longitudinal cracking after pull-out

Fig.?7?Diagonal cracking after pull-out

The bars were initially (precasting) cleaned with a 12% hydrochloric acid solution, then washed in distilled water and neutralized by a calcium hydroxide

solution before being washed in distilled water again. Following the pull-out tests, the corroded bars were cleaned in the same way and weighed again.

The corrosion degree was determined using the following equation

where G 0 is the initial weight of the steel bar before corrosion, G is the final weight of the steel bar after removal of the post-test corrosion products, g 0 is the weight per unit length of the steel bar (0.888 and 1.58?g/mm for Φ12 and Φ16?mm?bars, respectively), l is the embedded bond length.

overall

the

with

stress was observed for specimens with 0.28 and 0.35?mm mean crack widths, however, a decrease in bond stress was observed for at the mean crack width of 0.05?mm.

The 12?mm bars with stirrups displayed an increase in bond stress of approximately 25% from the control values to the maximum bond stress. An increase of approximately 14% was observed for the 16?mm specimens. Other researchers [17, 24, 25] have reported enhancements of bond stress of between 10 and 60% due to confinement, slightly higher to that observed in these experiment. However the

loading techniques and cover depths have not all been the same. Variations in experimental techniques include a shorter embedded length and a lower cover. The variation on the proposed empirical relationship between bond strength, degree of corrosion, bar size, cover, link details and tensile strength predicted by Rodriguez [24] has been discussed in detail in Tang et al. [28]. The analysis demonstrates that there would be an expected enhancement of bond strength due to confinement of approximately 25%—corresponding to a change of bond strength of approximately

(14

with

There was also a significantly better fit for the unconfined specimens than the confined specimens. This is consistent with the observation that in the unconfined specimens the bond strength will be related to the bond between the bars

bond As

location, orientation and chemistry within the crack will control the relationship between bond stress and degree of corrosion, which will vary from specimen to specimen. Hence the large variations in corrosion degree and bond stress for high levels of corrosion.

Fig.?14?Bond stress versus corrosion degree, 12?mm bars, unconfined specimen Significantly larger crack widths were observed for the unconfined specimens,

compared to the confined specimens with similar levels of corrosion and mass lost.

The largest observed crack for unconfined specimens was 2.5?mm compared to 1.4?mm for the confined specimens. This is as expected and is a direct result of the confinement which limits the degree of cracking.

3.4 ? Effect of confinement

The unconfined specimens for both 16 and 12?mm bars did not display the initial increase in bond strength observed for the confined bars. Indeed the unconfined specimens with cracks all displayed a reduced bond stress compared to the control specimens. This is in agreement with other authors [16, 24] findings for cracked

zero,

in these

impact on the bond stress in uncracked concrete. However, once cracking has taken place the confinement does have a beneficial effect on the bond.

It may also be that the compressive strength of the concrete combined with the cover will have an effect on the bond stresses for uncorroded specimens. The data presented here has a cover of three times bar diameter and a strength of 40?MPa, other research ranges from 1.5 to four times cover with compressive strengths from 40 to 77?MPa.

3.5 ? Comparison of 12 and 16?mm rebar

The maximum bond stress for 16?mm unconfined bars was measured at 8.06?MPa and for the 12?mm?bars it was 8.43?MPa. These both corresponded to the control specimens with no corrosion. The unconfined specimens for both the 12 and 16?mm?bars showed no increase in bond stress due to corrosion. For the confined specimens the maximum bond stress for the control specimens were 7.29?MPa for the 12?mm?bars and 6.34?MPa for the 16?mm bars. The maximum bond stress for both sets of confined specimens corresponded to point of the initial cracking. The maximum bond stresses were

bars

of the mean bond stress of all bars located in the bottom of the section—for both unconfined and confined bars. This is probably due to the level of cover. The results reported previously are on specimens with one times cover [14]. However, at three times cover it would be anticipated that greater compaction would be achieved around the top cast bars. Thus the area of voids would be reduced and thus the effect of the corrosion product filling these voids and increasing the bond strength would be reduced.

Fig.?15?Bond stress versus mean crack width for 12?mm bars, top and bottom cast positions, confined

specimen

4 ? Conclusions

A relationship was observed between crack width and bond stress. The correlation was better for maximum crack width and bond stress than for mean crack width and bond stress.

Confined bars displayed a higher bond stress at the point of initial cracking than where no corrosion had occurred. As crack width increase the bond stress reduced

中文译文：

约束和无约束的钢筋对裂缝宽度的影响

收稿日期：2010年1月14 纳稿日期：2010年12月14日线上发表时间：2010年1月23日

摘要

本报告公布了局限约束和自由的变形对粘结强度12、16毫米钢筋的表面腐蚀程度和裂

纹影响的比较结果。腐蚀是氯化物污染的混凝土的诱导和外加直流电流的引起的。调查的主要参数有钢筋剥离，保护层厚度，钢筋直径，腐蚀程度和表面裂缝宽度。结果表明了裂缝宽度和粘结强度之间的潜在关系。同时还发现在围箍筋处发现表面裂纹的地方粘结强度增加，而无侧限的样本中没有观察到粘结强度增加。

关键词：粘结；腐蚀；螺纹钢；保护层；裂缝宽度；混凝土

引言

在世界各地，钢筋的腐蚀是钢筋混凝土结构的恶化的重要原因。在未腐蚀的结构中钢

[12，25]

表明粘结能力的损失可能与纵向裂缝宽度有关[12]。然而，以混凝土的剥离可以在一定程度上抵消粘结力的损失。最新研究主要与剥离样本有关。本文报道的一项研究比较了有侧限和无侧限样本的粘结力损失。

2.实验研究

2.1样本

梁端样本[28]被选定为这项研究的研究对象。这种撤去偏心或“梁端”模式样本以一个典型的简支梁锚固区的粘结长度支撑。样本的矩形截面投在纵向钢筋的各处，如图1。由于

没有增强下方横反应的钢筋，试样提供了一个80毫米的塑料管，以确保粘结强度（横向）压缩力超过这个长度的钢筋。

图1梁端试样

试验调查了由3倍直径厚的保护层保护的12和16毫米直径的钢筋。重复测试有侧限和自由样本。在密闭的塑料管中有3套6毫米的不锈钢箍筋从其间穿过，在75毫米中心。

这代表了四组不同钢筋直径和有侧限/无约束的样本。以调查钢筋规格，混凝土剥离和裂缝宽度对粘结强度的影响。

加速腐蚀已被许多作者用于重现在自然环境中发生的腐蚀钢筋钢 [2，3，5，6，10，18，20，24，27，28，30]。这些相关实验使用外加电流或干湿周期人工风化和升高温度延缓腐蚀时间，同时保持恶化机制处于自然状态。采用外加电流的研究使用的电流密度在100μA/cm2与500 mA/cm2之间 [20]。有研究表明，电流密度200μA/cm2与100μA/cm2相比，200的结果与早期阶段的腐蚀更相似 [21]。随着施加电流密度200μA/cm2被选定为研究使用电流，这在以前的研究中成为电流密度频谱的低端代表。然而，应谨慎应用外加电流的加速腐蚀，加速过程并不完全复制在实际结构中所涉及的机制。在加速测试中不允许违背自然的发展，并有可能在表面上更均匀腐蚀。腐蚀率也可能会影响腐蚀的产品，这些产品

可能会形成不同的氧化状态，这可能会影响粘结强度。

钢筋作为阳极和四个碳钢金属板固定在表面作为阴极。金属板和混凝土之间放置海绵（用盐水喷洒）提供足够的接触，如图2。

图2加速腐蚀系统

当裂缝宽度要求需适应特殊钢筋时应该终止施加外加电流。当所有四个位置出现规定的裂缝宽度，试样就会被拆除撤离测试。平均表面裂缝宽度0.05，0.5，1和1.5毫米作为目标裂缝宽度。表面裂纹宽度沿钢筋长度测量间隔20mm，从约束（塑料管）末端开始20mm

3.1

2.3

有的钢筋已达到目标的裂缝宽度，再终止试验进行。这产生了一系列的最大裂缝和终止测试时的平均裂缝宽度数据。

视觉检测的样本显示了三个阶段的裂解过程。初始裂缝发生在很短的时间内，通常在几天之内产生。在此之后，大多数裂缝以一个恒定的速度增长，直到3-4周后首次开裂，他们达到1毫米。裂缝达到了1毫米后，它们的增长速度非常缓慢，甚至一些裂缝一点都不增加。侧限和自由的样本表面裂纹往往发生在侧面（如对侧的顶部或底部），并沿钢筋方向发展。一般情况下无侧限的样本只有仅有的一部分裂缝，而自由的样本裂缝的发展却

十分常见，观察到的裂缝垂直对齐下边，垂直向下侧相邻的链接，如图5。

图5典型裂纹模式

在拉出测试时最常见的侧限和自由的故障是剥离失败，这是由于随着在荷载作用下腐蚀的扩大形成裂缝，最终导致右上角/边缘剥落，如图6。但是一些侧限的样本，存在第二种破坏模式，在侧墙对角线出现裂缝，如图7。在腐蚀阶段，这些裂缝的出现与观察到的垂直裂缝如上面报道的，并不相关。

图6拉出后纵向开裂

是每单

8，这3.2

图10 16毫米的钢筋平均裂缝宽度、粘结应力

图11 12毫米的钢筋平均裂缝宽度、粘结应力

图12 16毫米的钢筋最大裂缝宽度、粘结应力

图13 12毫米的钢筋最大裂缝宽度、粘结应力

数据显示12毫米箍筋样本的初始粘结强度增加，这与其他作者[12，15]的结论相同。对于16毫米箍筋样本观察到的裂缝宽度0.28和0.35毫米，但是，裂缝宽度减少了粘结应

力，观察到的平均裂缝宽度为0.05毫米。

12mm钢筋与箍筋粘结力从控制值到最大粘结应力粘结应力增加25%粘结力。16毫米的样本增加约14％。其他研究[17，24，25]报道的观察结果，由于约束在这些实验中得到的粘结应力有10%到60％增强。然而，装卸装置和保护层都不尽相同。实验技术的变化，包括较短的嵌入式长度和较薄的保护层。粘结强度，腐蚀程度，钢筋尺寸，保护层，节点的详细信息和拉伸强度之间的异变由罗德里格斯预测等已经被详细讨论。 [28]。分析表明由于侧限提升粘结力约25％，相应的16毫米的钢筋的粘结力（2％的部分损失评估）约有0.75

钢筋同时会影响粘结力和裂缝。

3.3腐蚀程度和粘结应力

很明显（如图14），对于腐蚀度小于5％粘结应力的相关性很好。然而随着腐蚀程度的增加，就没有可观察到的相关性。在对比观测到的裂缝宽度和粘结应力的关系时，得出了一个合理的相关性，甚至裂缝宽度增加到了2到2.5毫米。这种变化的一个可能是腐蚀初始阶段几乎所有溶解的铁离子发生反应形成了膨胀腐蚀产物。这种反应影响粘结应力和裂纹的形成。然而一旦裂缝形成，铁离子就可能沿混凝土裂缝分离。由于粘结已失去，任

何铁离子都可溶解在裂缝中和从混凝土中分离，这直接导致腐蚀程度的增加，但这不影响表面裂纹宽度。内裂纹的位置，方向和化学控制粘结应和腐蚀程度会影响粘结了和腐蚀级别，这将改变样本与样本之间的关系。因此，腐蚀水平高的粘结应力腐蚀程度有很大变化。

图14 12毫米自由钢筋粘结应力与腐蚀程度

与相同腐蚀程度和质量损失的侧限样本相比自由样本的裂缝宽度明显较大。自由样本观测到的最大裂纹是2.5毫米而侧限样本为1.4毫米。这是限制裂缝等级的隔离样本直接表现出的结果，也是预期结果。

3.4

Fang

3倍

40至

3.5 12和16毫米螺纹钢的比较

测定16mm自由钢筋的最大粘结强度8.06兆帕，测定12mm自由钢筋的最大粘结强度8.43兆帕。这些都符合无腐蚀控制样本。由于腐蚀12和16毫米钢筋的自由样本无粘结应力的增加。对于12mm侧限对照钢筋样本最大粘结应力为7.29兆帕，16毫米的钢筋为6.34兆帕。对于两类侧限腐蚀样本最大的粘结压力的初始裂缝，最大的粘结应力的12毫米的钢筋平均裂缝宽度0.01毫米，16mm钢筋平均裂缝宽度0.28毫米。相应的粘结应力8.45和7.20兆帕。总体上12毫米钢筋与16毫米钢筋相比有较高的粘结强度不论裂缝宽度多少。这是不

同的故障模式造成的。 16毫米的样本出现分裂失败而12毫米的钢筋粘结失败。

3.6铸造位置的影响

一旦发现开裂，由于钢筋位置（顶部或底部）粘结强度没有显着性差异，如图15。然而对于无腐蚀控制样本底部铸造钢筋比顶端铸造钢筋粘结强度略高。这些发现在与其他作者[4，11，15，22]一致。由于腐蚀产品填补空隙，顶部铸造钢筋下往往有进一步腐蚀 [14]，未腐蚀的底部铸造钢筋与顶部铸造钢筋粘结强度显着改善，这被普遍接受。腐蚀也可以作为“锚”，类似肋骨变形钢筋，增加负荷。总的来说对于自由和侧限钢筋，位于顶端的所

总的来说，结果表明最大裂缝宽度和粘结应力之间存在潜在关系。本文中样本结果应谨慎分析其变异性，这种异变不仅因为加速腐蚀和自然腐蚀，也因为实际开裂机理的复杂性。

土木工程外文翻译.doc

项目成本控制 一、引言 项目是企业形象的窗口和效益的源泉。随着市场竞争日趋激烈，工程质量、文明施工要求不断提高，材料价格波动起伏，以及其他种种不确定因素的影响，使得项目运作处于较为严峻的环境之中。由此可见项目的成本控制是贯穿在工程建设自招投标阶段直到竣工验收的全过程，它是企业全面成本管理的重要环节，必须在组织和控制措施上给于高度的重视，以期达到提高企业经济效益的目的。 二、概述 工程施工项目成本控制，指在项目成本在成本发生和形成过程中，对生产经营所消耗的人力资源、物资资源和费用开支，进行指导、监督、调节和限制，及时预防、发现和纠正偏差从而把各项费用控制在计划成本的预定目标之内，以达到保证企业生产经营效益的目的。 三、施工企业成本控制原则 施工企业的成本控制是以施工项目成本控制为中心，施工项目成本控制原则是企业成本管理的基础和核心，施工企业项目经理部在对项目施工过程进行成本控制时，必须遵循以下基本原则。 3.1 成本最低化原则。施工项目成本控制的根本目的，在于通过成本管理的各种手段，促进不断降低施工项目成本，以达到可能实现最低的目标成本的要求。在实行成本最低化原则时，应注意降低成本的可能性和合理的成本最低化。一方面挖掘各种降低成本的能力，使可能性变为现实；另一方面要从实际出发，制定通过主观努力可能达到合理的最低成本水平。 3.2 全面成本控制原则。全面成本管理是全企业、全员和全过程的管理，亦称“三全”管理。项目成本的全员控制有一个系统的实质性内容，包括各部门、各单位的责任网络和班组经济核算等等，应防止成本控制人人有责，人人不管。项目成本的全过程控制要求成本控制工作要随着项目施工进展的各个阶段连续 进行，既不能疏漏，又不能时紧时松，应使施工项目成本自始至终置于有效的控制之下。 3.3 动态控制原则。施工项目是一次性的，成本控制应强调项目的中间控制，即动态控制。因为施工准备阶段的成本控制只是根据施工组织设计的具体内容确

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PA VEMENT PROBLEMS CAUSED BY COLLAPSIBLE SUBGRADES By Sandra L. Houston,1 Associate Member, ASCE (Reviewed by the Highway Division) ABSTRACT: Problem subgrade materials consisting of collapsible soils are com- mon in arid environments, which have climatic conditions and depositional and weathering processes favorable to their formation. Included herein is a discussion of predictive techniques that use commonly available laboratory equipment and testing methods for obtaining reliable estimates of the volume change for these problem soils. A method for predicting relevant stresses and corresponding collapse strains for typical pavement subgrades is presented. Relatively simple methods of evaluating potential volume change, based on results of familiar laboratory tests, are used. INTRODUCTION When a soil is given free access to water, it may decrease in volume, increase in volume, or do nothing. A soil that increases in volume is called a swelling or expansive soil, and a soil that decreases in volume is called a collapsible soil. The amount of volume change that occurs depends on the soil type and structure, the initial soil density, the imposed stress state, and the degree and extent of wetting. Subgrade materials comprised of soils that change volume upon wetting have caused distress to highways since the be- ginning of the professional practice and have cost many millions of dollars in roadway repairs. The prediction of the volume changes that may occur in the field is the first step in making an economic decision for dealing with these problem subgrade materials. Each project will have different design considerations, economic con- straints, and risk factors that will have to be taken into account. However, with a reliable method for making volume change predictions, the best design relative to the subgrade soils becomes a matter of economic comparison, and a much more rational design approach may be made. For example, typical techniques for dealing with expansive clays include: (1) In situ treatments with substances such as lime, cement, or fly-ash; (2) seepage barriers and/ or drainage systems; or (3) a computing of the serviceability loss and a mod- ification of the design to "accept" the anticipated expansion. In order to make the most economical decision, the amount of volume change (especially non- uniform volume change) must be accurately estimated, and the degree of road roughness evaluated from these data. Similarly, alternative design techniques are available for any roadway problem. The emphasis here will be placed on presenting economical and simple methods for: (1) Determining whether the subgrade materials are collapsible; and (2) estimating the amount of volume change that is likely to occur in the 'Asst. Prof., Ctr. for Advanced Res. in Transp., Arizona State Univ., Tempe, AZ 85287. Note. Discussion open until April 1, 1989. To extend the closing date one month,

土木工程外文文献及翻译

本科毕业设计 外文文献及译文 文献、资料题目：Designing Against Fire Of Building 文献、资料来源：国道数据库 文献、资料发表（出版）日期：2008.3.25 院（部）：土木工程学院 专业：土木工程 班级：土木辅修091 姓名：武建伟 学号：2008121008 指导教师：周学军、李相云 翻译日期： 20012.6.1

外文文献: Designing Against Fire Of Buliding John Lynch ABSTRACT: This paper considers the design of buildings for fire safety. It is found that fire and the associ- ated effects on buildings is significantly different to other forms of loading such as gravity live loads, wind and earthquakes and their respective effects on the building structure. Fire events are derived from the human activities within buildings or from the malfunction of mechanical and electrical equipment provided within buildings to achieve a serviceable environment. It is therefore possible to directly influence the rate of fire starts within buildings by changing human behaviour, improved maintenance and improved design of mechanical and electrical systems. Furthermore, should a fire develops, it is possible to directly influence the resulting fire severity by the incorporation of fire safety systems such as sprinklers and to provide measures within the building to enable safer egress from the building. The ability to influence the rate of fire starts and the resulting fire severity is unique to the consideration of fire within buildings since other loads such as wind and earthquakes are directly a function of nature. The possible approaches for designing a building for fire safety are presented using an example of a multi-storey building constructed over a railway line. The design of both the transfer structure supporting the building over the railway and the levels above the transfer structure are considered in the context of current regulatory requirements. The principles and assumptions associ- ated with various approaches are discussed. 1 INTRODUCTION Other papers presented in this series consider the design of buildings for gravity loads, wind and earthquakes.The design of buildings against such load effects is to a large extent covered by engineering based standards referenced by the building regulations. This is not the case, to nearly the same extent, in the

土木工程专业英语翻译

a common way to construct steel truss and prestressed concrete cantilever spans is to counterbalance each cantilever arm with another cantilever arm projecting the opposite direction,forming a balanced cantilever. they attach to a solid foundation ,the counterbalancing arms are called anchor arms /thus,in a bridge built on two foundation piers,there are four cantilever arms ,two which span the obstacle,and two anchor arms which extend away from the obstacle,because of the need for more strength at the balanced cantilever's supports ,the bridge superstructure often takes the form of towers above the foundation piers .the commodore barry bridge is an example of this type of cantilever bridge 一种常见的方法构造钢桁架和预应力混凝土悬臂跨度是每一个悬臂抗衡预测相反的方向臂悬臂，形成一个平衡的悬臂。他们重视了坚实的基础，制约武器被称为锚武器/因此，在两个基础上建一座桥桥墩，有四个悬臂式武器，这两者之间跨越的障碍，和两个锚武器哪个延长距离的障碍，因为为更多的在平衡悬臂的支持力量的需要，桥梁上部结构往往表现为塔墩基础之上形成的准将巴里大桥是这种类型的例子悬臂桥 steel truss cantilever support loads by tension of the upper members and compression of the lower ones .commonly ,the structure distributes teh tension via teh anchor arms to the outermost supports ,while the compression is carried to the foundation beneath teh central towers .many truss cantilever bridges use pinned joints and are therefore statically determinate with no members carrying mixed loads 钢桁架悬臂由上层成员和下层的紧张压缩支持负载。通常，结构分布通过锚武器的最外层的支持紧张，而压缩抬到下方的中央塔的基础。桁架悬臂许多桥梁使用固定的关节，是静定，没有携带混合负载的成员，因此 prestressed concrete balanced cantilever bridges are often built using segmental construction .some steel arch bridges are built using pure cantilever spans from each sides,with neither falsework below nor temporary supporting towers and cables above ,these are then joined with a pin,usually after forcing the union point apart ,and when jacks are removed and the bridge decking is added the bridge becomes a truss arch bridge .such unsupported construction is only possible where appropriate rock is available to support the tension in teh upper chord of the span during construction ,usually limiting this method to the spanning of narrow canyons 预应力混凝土平衡悬臂桥梁往往建立使用段施工。一些钢拱桥是使用各方面的纯悬臂跨度既无假工作下面也临时支撑塔和电缆上面，这些都是再加入了一根针，通常在迫使工会点外，当插孔删除，并添加桥梁甲板桥成为桁架拱桥，这种不支持的建设，才可能在适当情况下的岩石可用于支持在施工期间的跨度弦上的张力，通常限制这狭隘的峡谷跨越方法 an arch bridge is a bridge with abutments at each end shaped as a curved arch .arch bridges work by transferring the weight of the bridge and its loads partially into a horizontal thrust restrained by the abutments at either side .a viaduct may be made from a series of arches ,although other more economical structures are typically used today 在拱桥桥台的桥梁，是一个在一个弧形拱状，每年年底。拱桥通过转移到由部分在两边的桥台水平推

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不是说富于想象力的结构设计就能够创造出伟大建筑。正相反，有许多例优美的建筑仅得到结构工程师适当的支持就被创造出来了，然而，如果没有天赋甚厚的建筑师的创造力的指导，那么，得以发展的就只能是好的结构，并非是伟大的建筑。无论如何，要想创造出高层建筑真正非凡的设计，两者都需要最好的。 虽然在文献中通常可以见到有关这七种体系的全面性讨论，但是在这里还值得进一步讨论。设计方法的本质贯穿于整个讨论。设计方法的本质贯穿于整个讨论中。 抗弯矩框架 抗弯矩框架也许是低，中高度的建筑中常用的体系，它具有线性水平构件和垂直构件在接头处基本刚接之特点。这种框架用作独立的体系，或者和其他体系结合起来使用，以便提供所需要水平荷载抵抗力。对于较高的高层建筑，可能会发现该本系不宜作为独立体系，这是因为在侧向力的作用下难以调动足够的刚度。 我们可以利用STRESS，STRUDL 或者其他大量合适的计算机程序进行结构分析。所谓的门架法分析或悬臂法分析在当今的技术中无一席之地，由于柱梁节点固有柔性，并且由于初步设计应该力求突出体系的弱点，所以在初析中使用框架的中心距尺寸设计是司空惯的。当然，在设计的后期阶段，实际地评价结点的变形很有必要。 支撑框架 支撑框架实际上刚度比抗弯矩框架强，在高层建筑中也得到更广泛的应用。这种体系以其结点处铰接或则接的线性水平构件、垂直构件和斜撑构件而具特色，它通常与其他体系共同用于较高的建筑，并且作为一种独立的体系用在低、中高度的建筑中。

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姓名： 学号： 10447425 X X 大学 毕业设计（论文）外文翻译 （2014届） 外文题目Developments in excavation bracing systems 译文题目开挖工程支撑体系的发展 外文出处Tunnelling and Underground Space Technology 31 (2012) 107–116 学生XXX 学院XXXX 专业班级XXXXX 校内指导教师XXX 专业技术职务XXXXX 校外指导老师专业技术职务 二○一三年十二月

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英文原文： Building construction concrete crack of prevention and processing Abstract The crack problem of concrete is a widespread existence but again difficult in solve of engineering actual problem, this text carried on a study analysis to a little bit familiar crack problem in the concrete engineering, and aim at concrete the circumstance put forward some prevention, processing measure. Keyword:Concrete crack prevention processing Foreword Concrete's ising 1 kind is anticipate by the freestone bone, cement, water and other mixture but formation of the in addition material of quality brittleness not and all material.Because the concrete construction transform with oneself, control etc. a series problem, harden model of in the concrete existence numerous tiny hole, spirit cave and tiny crack, is exactly because these beginning start blemish of existence just make the concrete present one some not and all the characteristic of quality.The tiny crack is a kind of harmless crack and accept concrete heavy, defend Shen and a little bit other use function not a creation to endanger.But after the concrete be subjected to lotus carry, difference in temperature etc. function, tiny crack would continuously of expand with connect, end formation we can see without the

土木工程专业英语课文原文及对照翻译

土木工程专业英语课文原 文及对照翻译 Newly compiled on November 23, 2020

Civil Engineering Civil engineering, the oldest of the engineering specialties, is the planning, design, construction, and management of the built environment. This environment includes all structures built according to scientific principles, from irrigation and drainage systems to rocket-launching facilities. 土木工程学作为最老的工程技术学科，是指规划，设计，施工及对建筑环境的管理。此处的环境包括建筑符合科学规范的所有结构，从灌溉和排水系统到火箭发射设施。 Civil engineers build roads, bridges, tunnels, dams, harbors, power plants, water and sewage systems, hospitals, schools, mass transit, and other public facilities essential to modern society and large population concentrations. They also build privately owned facilities such as airports, railroads, pipelines, skyscrapers, and other large structures designed for industrial, commercial, or residential use. In addition, civil engineers plan, design, and build complete cities and towns, and more recently have been planning and designing space platforms to house self-contained communities. 土木工程师建造道路，桥梁，管道，大坝，海港，发电厂，给排水系统，医院，学校，公共交通和其他现代社会和大量人口集中地区的基础公共设施。他们也建造私有设施，比如飞机场，铁路，管线，摩天大楼，以及其他设计用作工业，商业和住宅途径的大型结构。此外，土木工程师还规划设计及建造完整的城市和乡镇，并且最近一直在规划设计容纳设施齐全的社区的空间平台。 The word civil derives from the Latin for citizen. In 1782, Englishman John Smeaton used the term to differentiate his nonmilitary engineering work from that of the military engineers who predominated at the time. Since then, the term civil engineering has often been used to refer to engineers who build public facilities, although the field is much broader 土木一词来源于拉丁文词“公民”。在1782年，英国人John Smeaton为了把他的非军事工程工作区别于当时占优势地位的军事工程师的工作而采用的名词。自从那时起，土木工程学被用于提及从事公共设施建设的工程师，尽管其包含的领域更为广阔。 Scope. Because it is so broad, civil engineering is subdivided into a number of technical specialties. Depending on the type of project, the skills of many kinds of civil engineer specialists may be needed. When a project begins, the site is surveyed and mapped by civil engineers who locate utility placement—water, sewer, and power lines. Geotechnical specialists perform soil experiments to determine if the earth can bear the weight of the project. Environmental specialists study the project’s impact on the local area: the potential for air and

土木工程外文翻译参考3篇

学校 毕业设计（论文）附件 外文文献翻译 学号： xxxxx 姓名： xxx 所在系别： xxxxx 专业班级： xxx 指导教师： xxxx 原文标题： Building construction concrete crack of prevention and processing 2012年月日 .

建筑施工混凝土裂缝的预防与处理1 摘要 混凝土的裂缝问题是一个普遍存在而又难于解决的工程实际问题，本文对混凝土工程中常见的一些裂缝问题进行了探讨分析，并针对具体情况提出了一些预防、处理措施。 关键词：混凝土裂缝预防处理 前言 混凝土是一种由砂石骨料、水泥、水及其他外加材料混合而形成的非均质脆性材料。由于混凝土施工和本身变形、约束等一系列问题，硬化成型的混凝土中存在着众多的微孔隙、气穴和微裂缝，正是由于这些初始缺陷的存在才使混凝土呈现出一些非均质的特性。微裂缝通常是一种无害裂缝，对混凝土的承重、防渗及其他一些使用功能不产生危害。但是在混凝土受到荷载、温差等作用之后，微裂缝就会不断的扩展和连通，最终形成我们肉眼可见的宏观裂缝，也就是混凝土工程中常说的裂缝。 混凝土建筑和构件通常都是带缝工作的，由于裂缝的存在和发展通常会使内部的钢筋等材料产生腐蚀，降低钢筋混凝土材料的承载能力、耐久性及抗渗能力，影响建筑物的外观、使用寿命，严重者将会威胁到人们的生命和财产安全。很多工程的失事都是由于裂缝的不稳定发展所致。近代科学研究和大量的混凝土工程实践证明，在混凝土工程中裂缝问题是不可避免的，在一定的范围内也是可以接受的，只是要采取有效的措施将其危害程度控制在一定的范围之内。钢筋混凝土规范也明确规定：有些结构在所处的不同条件下，允许存在一定宽度的裂缝。但在施工中应尽量采取有效措施控制裂缝产生，使结构尽可能不出现裂缝或尽量减少裂缝的数量和宽度，尤其要尽量避免有害裂缝的出现，从而确保工程质量。 混凝土裂缝产生的原因很多，有变形引起的裂缝：如温度变化、收缩、膨胀、不均匀沉陷等原因引起的裂缝；有外载作用引起的裂缝；有养护环境不当和化学作用引起的裂缝等等。在实际工程中要区别对待，根据实际情况解决问题。 混凝土工程中常见裂缝及预防: 1.干缩裂缝及预防 干缩裂缝多出现在混凝土养护结束后的一段时间或是混凝土浇筑完毕后的一周左右。水泥浆中水分的蒸发会产生干缩，且这种收缩是不可逆的。干缩裂缝的产生主要是由于混凝土内外水分蒸发程度不同而导致变形不同的结果：混凝土受外部条件的影响，表面水分损失过快，变形较大，内部湿度变化较小变形较小，较大的表面干缩变形受到混凝土内部约束，产生较大拉应力而产生裂缝。相对湿度越低，水泥浆体干缩越大，干缩裂缝越易产 1原文出处及作者：《加拿大土木工程学报》

土木工程毕业设计外文翻译最终中英文

7 Rigid-Frame Structures A rigid-frame high-rise structure typically comprises parallel or orthogonally arranged bents consisting of columns and girders with moment resistant joints. Resistance to horizontal loading is provided by the bending resistance of the columns, girders, and joints. The continuity of the frame also contributes to resisting gravity loading, by reducing the moments in the girders. The advantages of a rigid frame are the simplicity and convenience of its rectangular form.Its unobstructed arrangement, clear of bracing members and structural walls, allows freedom internally for the layout and externally for the fenestration. Rig id frames are considered economical for buildings of up to' about 25 stories, above which their drift resistance is costly to control. If, however, a rigid frame is combined with shear walls or cores, the resulting structure is very much stiffer so that its height potential may extend up to 50 stories or more. A flat plate structure is very similar to a rigid frame, but with slabs replacing the girders As with a rigid frame, horizontal and vertical loadings are resisted in a flat plate structure by the flexural continuity between the vertical and horizontal components. As highly redundant structures, rigid frames are designed initially on the basis of approximate analyses, after which more rigorous analyses and checks can be made. The procedure may typically inc lude the following stages: 1. Estimation of gravity load forces in girders and columns by approximate method. 2. Preliminary estimate of member sizes based on gravity load forces with arbitrary increase in sizes to allow for horizontal loading. 3. Approximate allocation of horizontal loading to bents and preliminary analysis of member forces in bents. 4. Check on drift and adjustment of member sizes if necessary. 5. Check on strength of members for worst combination of gravity and horizontal loading, and adjustment of member sizes if necessary. 6. Computer analysis of total structure for more accurate check on member strengths and drift, with further adjustment of sizes where required. This stage may include the second-order P-Delta effects of gravity loading on the member forces and drift.. 7. Detailed design of members and connections.