Investigation of dynamic cable-deck interaction in a physical model of a cable-stayed bridge. Part I

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交通工程专业英语词汇表

30th Highest Hourly Volume，30HV 第30最高小时交通量3-Leg Interchange 三路立体交叉3-Leg Intersection 三路交叉AA.M. Peak Period 早高峰Absolute speed limit 绝对速限Abutting property 邻街建筑物Acceleration Lane 加速车道Access 出入口Access Control 出入管制；进出管制Access ramp 出入引道Accessibility 可及性Accident 肇事；事故；意外事件Accident (Crash) Rate 事故率Accident (Crash) Severity 事故严重性Accident Analysis 事故分析；意外分析；肇事分析Accident Assessment 事故鉴定Accident Casualty 事故伤亡Accident Cause 事故原因Accident Characteristics 肇事特性Accident Hazardous Location 易肇祸路段Accident Investigation 事故调查Accident Prone Location 易肇事地点Accuracy 精度Actual travel time 实际行驶时间Adaptive route choice 适应性路线选择Advanced driver information system ADIS 先进驾驶员信息系统Advanced Traffic Management Services ATMS 先进交通管理服务Advanced Traveler Information Services ATIS 先进路人信息服务Advanced vehicle control system 先进车辆控制系统Aerial Map 航测图Aerial perspective 鸟噉图；空中透视Overload, Overloading 超载Air resistance 空气阻力Alignment Design 路线设计；定线设计Algorithm 运算法则All-day Service 全天候服务Alley 巷；道Allowable Bearing Capacity 容许承载量Allowable load 容许载重Alternate Method 替代方法Alternative(s) 替代（换）方案American Concrete Institute ACI 美国混凝土学会；美国混凝土研究会American Federal Highway Administration FHWA 美国联邦公路总署American Institute of Transportation Engineers ITE 美国交通工程师学会American Society of Civil Engineers ASCE 美国土木工程师协会Amplification effect放大效应Amplifier 扩大器Annual Average Daily Traffic, AADT 年平均日交通量Annual budget 年度预算Annual Traffic 年交通量Appropriate measures 适当防制措施Arc 弧线Arrival time 到达时间Arterial 主要干道Asphalt, Asphalt Cement, Asphalt Binder 沥青（美国用语）；沥青胶泥At-Grade Intersection 平面交叉Advanced traffic management system ATMS 先进的交通管理系统；高等交通管理系统Automated toll system 自动化收费系统Automatic Cargo Identification, ACI 自动货物辨识Automatic Vehicle Classification, AVC 自动车辆分类Automatic Vehicle Identification, AVI 自动车辆辨识Automatic Vehicle Location, AVL 自动车辆定位Automatic Vehicle Monitoring, AVM 自动车辆监视Auxiliary Lanes 辅助车道Average Delay Time 平均延滞时间Average Waiting Time 平均等候时间BBalance Cut and Fill 均衡挖填Barrier, Noise barrier, Noise barrier wall 防音墙Birds' eye view 鸟噉图Blast 开炸Bleeding (沥青路面)泛油; (水泥混凝土表面)泛浆Blood alcohol concentration 血液中酒精浓度Bottleneck 瓶颈Bottleneck Road 瓶颈路段Brake failure, Defective brake 煞车失灵Brake light 煞车灯Brake Reaction time 煞车反应时间；制动反应时间Braking Distance 剎车视距（停车视距）Braking system 煞车系统Breakdowns 故障Breath alcohol concentration 呼气酒精含量Brick Pavement 砖铺路面；砖铺面Bridge 桥梁Bridge expansion joint 桥面伸缩缝Bridge inspection 桥梁检测Bridge Management System 桥梁管理系统Bridge span 桥跨Brightness contrast 辉度对照比Brittle fracture 碎裂Gravel Road 碎石路Broken Stone Surface 碎石路面Budget 预算经费Budgetary estimate 经费概算Buffer 缓冲剂；缓冲器Buffer distance 缓冲距离Buffer reach 缓冲段Buffer time 缓冲时间Buffer zone 缓冲带Building Code 建筑规则；建筑法规Bumper 保险杆Bus Exclusive Lane 公交专用道Bus operation 公交营运Bus Rapid Transit 公交捷运Bus route inquiring system 公交路线查询系统Bus scheduling 公交排班Bus station 公交停靠站Bus Terminal 公交终站；公交总站；公交场站Business District 商业区CCab, Taxi 出租车Capacitated freight distribution 零担货物运输Capacity analysis 容积分析Capacity and level of service analysis 容量与服务水准分析Capacity constraint, Capacity restriction 容量限制Capacity estimation 容量估计Capacity limitation 容量极限值Car accident, Traffic accident 交通事故Car detector, Vehicular detector 车辆侦测器Car following model 跟车模式；自动跟车系统Car navigation system 汽车导向系统Car Ownership 汽车持有；汽车持有权Car Pooling, Carpool 汽车共乘Carbon Dioxide CO2二氧化碳Casualty 伤亡Caution Light 警告灯Caution Sign 警告标；警告标志Caution Signal 注意信号；警告号志Concrete Pavement 混凝土路面Critical Speed 临界速率Census 普查Center Island 中央岛Centerline 中心线Central Business District CBD 中心商业区Charging system 收费系统Children-only Bus 幼童专用车Circulation 通风；交通Circumferential street (road) 外环（环状）道路City Rebuilding 都市重建Classification Count 分类调查Classification of road 道路分类Classification of Soil 土壤分类Clear distance 净距Clear height 净空高Clear Span 净跨距Climate Conditions 气候情况Close System Toll Station 封闭制收费站Closed Loop 封闭环路CO Detector 一氧化碳侦测器Code 规范；数值Coefficient of friction, Friction coefficient, Frictional coefficient 摩擦系数Collision Accident 碰撞事故Collision Warning Systems 碰撞预警系统Commercial Center 商业中心Commercial District 商业区Community Center 杜区中心Community Planning 社区规划Commuter 通勤者Commuter Rail, Commuter Train 通勤火车Commuting Distance 通勤距离Compatibility 兼容性Compensation 征收补偿Complex intersection 复合适交叉路口Composition of Traffic 交通组成Comprehensive Planning 综合性计划Compressibility of Soil 土壤压缩性Computer-Aided Dispatching System 计算机辅助派车系统Concave-convex 凹凸形Concrete barrier (New Jersey) 新泽西（混凝土）护栏Concrete pavement 混凝土铺面Conflicting point 冲突点Congestion degree 拥挤度Congestion pricing 拥挤定价Congestion Time 拥挤时间Congestion toll 拥挤费Construction Sign 施工标志Construction Specification 施工规范Construction/Maintenance Zone 施工维修区Contour Line 等高线Contour Map 等高线图Control of Access 出入管制Convex Function 凸函数Corridor 交通通廊Cost of Service 服务成本Count-down pedestrian signal 行人倒数计时显示器Counter flow 对向车流Country road 乡道Crash 冲撞；碰撞Critical Path 要径Critical Point 临界点Cross road 十字路口；交叉路；十字路Crown 路拱；路冠Crude Oil 原油Curb 缘石；路边石；护角Curve 曲线；曲线板；弯道Cushion material 缓冲材料Cushioning effect 缓冲效应DDaily Rainfall 日降水量Daily variation diagram 日变化图Deceleration 减速度Defective brake 煞车失灵Deformation 变形Defrosting 解冻Degree of Saturation 饱和度Delivery area 卸货区Delivery system 配送系统Delivery time 递送时间；送货时间Demand volume 需求流量Demand-Capacity Control 需求容量控制Demand-supply of parking spaces 停车空间的供需问题Demographic Data 人口资料Density of Traffic 交通密度；车流密度Design Capacity 设计容量Design curve 设计曲线Destination 目的地Destination zone 讫点区Detector 侦测器Deterioration 变质；恶化Diagonal crosswalk lines 班马纹行人穿越道Diesel Fuel 柴油Diffuse 扩散Digital image processing 数字影像处理Digital Map 数字地图Dining area 餐饮区Direction Factor 方向系数Disabled parking lots 残障停车位Dispatching efficiency 调度效率Distance 距离Distance-Measuring Equipment DME 测距仪Distribution center 配运中心Distribution center, Goods distribution center 物流中心Diverging area 分流区；分流区域Diverging point 分流点Dividing Strip 分隔带Domestic 本土的；区域的Door to door service 及门服务；及户服务Double decked bus 双层巴士Double-deck ramp 双层匝道Down Grade 下坡Downstream 下游Downtown street 闹市街道Dozer 推土机Drafting Room 制图室Drain Ditch 排水沟Drain Pipe 排水管Drainage Facilities 排水设施Driver behavior model 驾驶员行为模式Driver Information System 驾驶信息系统Driver Perception Reaction Distance 驾驶员反应距离Driver's License 汽车驾驶执照；汽车驾照Driving Simulator 驾驶仿真器Driving under the influence of alcohol 酒后驾驶Dynamic characteristics 动态特性Dynamic route choice 动态路径选择Dynamic system-optimum control model 动态系统最佳控制模式Dynamic traffic characteristic 动态交通特性Dynamic traffic signal control 动态交通号志控制系统EEarth Embankment 土堤Earth Excavation 挖土Earth Fill 填土Earthquake 地震East-West Expressway 东西向快速公路Economic benefits analysis 经济效益分析Elastic Deformation 弹性变形Elastic equilibrium 弹性平衡Electronic distance measurement instrument 电子测距仪Electronic gate 电子门；电动门Electronic Toll Collection 电子收费Elevated Highway 高架公路Elevation 标高；高程Elevator 电梯E-map of highway 公路电子地图Embankment 路堤Emergency delivery 紧急输送Emergency Escape Ramps 紧急出口匝道Emergency evacuation 紧急疏散Enforcement 执法，执行Engineering Economic Analysis 工程经济分析En-Route Driver Information 途中驾驶员信息En-Route Transit Information 途中运输信息Entrance (entry), ingress 进口路段Entrance exit 出入口Environment factor 环境因素Environmental impact assessment 环境影响评估Environmental sensitive area 环境敏感地带（环境敏感区位）Escalator 电扶梯Excavation Work 挖土工程Excess Fuel Consumption 超额燃油消耗Exclusive bike lane/Bikes only 脚踏车专用道Exclusive lane 专用车道Exit Ramp Closure 出口匝道关闭Exit Ramp Control 出口匝道控制Expansion Factor 膨胀因素；扩展系数Expansion Joint 伸,接缝Explosive 炸药Express slow traffic divider 快慢分隔岛Expressway 快速道路（进出管制或半进出管制）Glare control 眩光控制Glare screen 防眩设施Glare shield 眩光遮蔽物Global Positioning System GPS 全球定位系统Goods delivery problem 货物配送问题Grade 坡度；纵向坡度Graphical analysis 图解分析法Gravel Road 砾石路Gravity Model 重力模式Greenhouse effect 温室效应Guidance information 导引信息Guide Sign 指示标志HHazardous materials 危险物品Head light 前灯；车前大灯Head On Collision 车头对撞Heavy weight transportation management 大载重运输管理High beam 远光灯High capacity buses 高容量巴士High Occupancy Vehicle HOV 高乘载车辆High-Occupancy Vehicle Priority Control 高承载率车优先行驶控制High Speed Rail 高速铁路Highway aesthetics 公路美学Highway alignment design 公路线形设计Highway Construction and Maintenance Cost 公路建设维护成本Highway Supervision and Administration 公路监理Histogram 直方统计图Hit-and-run driving 肇事逃逸；闯祸逃逸Holding Line Marker 等候线标记Home interview 家庭访问Horizontal Clearance 侧向净宽Horizontal Curve 平曲线Hourly variation 时变化图Human characteristics 人类特性Human factor 人为因素；人事行为因素Hydrophilic 亲水性Hydrophobic 厌水性IIdeal Condition 理想状况Illegal parking 违规停车Impact 冲击Improving Highway Traffic Order and Safety Projects 道路交通秩序与交通安全改进方案Indemnity of Damage 损害赔偿Intensity of Rainfall 雨量强度Index system, Indicator system 指标体系Indirect observation 间接观测Individual difference 个人禀性的差异Infrastructure 内部结构；基础建设Inspection of Vehicle 汽车检验Intelligent Transportation System ITS 智能运输系统Intensity and Duration of Rainfall 降雨时间与密度Intercepting Drain 截水管Intercity bus industry 长途客运（业）Intersection design 交叉路口设计Interview technique 访问法；访谈法Intoxicated driving 酒后驾车JJoint Operation of Transport 联运Junction 路口LLag time 延迟时间Landscape design 景观设计Landslide/Slump 坍方Lane, traffic lane 车道Lane Width 车道宽度Latent travel demand 潜在旅次需求Lateral clearance 侧向净距Laws of randomness 随机定理Left turn lane 左转车道Left turn waiting zone 左转待转区Left turning vehicle 左转车辆Length of grade 坡长Level Crossing 平面交叉Level of Service 服务水准License Plate 汽车号牌License Suspension 吊扣驾照License Termination 吊销License Plate Recognition 车牌辨识Light Rail Rapid Transit LRRT 轻轨捷运Load limit 载重限制Loading & unloading zone 上下旅客区段或装卸货物区段Local Area Network, LAN 局域网络Logical Architecture 逻辑架构Long tunnel 长隧道Longitude 经度Longitudinal Drain 纵向排水Longitudinal Grade 纵坡度Long-Range Planning 长程规划Loop 环道（公路方面）；回路（电路方面）Lost Time 损失时间MMacro or mass analysis 汇总分析；宏观分析Magnetic Levitation Maglev 磁浮运输系统Magnetic loop detector 磁圈侦测器Mainline 主线Management Information System MIS 管理信息系统Manual counts 人工调查法Marking 标线Maximum allowable gradient 最大容许坡度Maximum capacity 最大容量Maximum Density 最大密度Maximum Likelihood Function 最大概似法Maximum Peak Hour Volume 最尖峰小时交通量Measure of Effectiveness MOE 绩效评估指针Mechanical garage 机械式停车楼（间）Merge 合并；并流；进口匝道；并入Merging area 并流区域Merging point 并流点Metropolitan Planning Area 大都会规划区Minimum Grade 最小纵断坡度Minimum sight triangle 最小视界三角形Minimum turning radius 最小转弯半径Mixed flow 混合车队Mixed traffic 混合车队营运Mixed traffic flow 混合车流Monitoring 监测Monorail 单轨铁路Mortality 死亡数Motivation 动机Mountain road 山区道路Multilayer 多层Multileg Interchange 多路立体交叉Multileg Intersection 多路交叉NNational freeway 国道National System Architecture 国家级架构Natural ventilation 自然通风Navigation 引导；导航Net Weight 净重No left turn 不准左转；请勿左转No parking 禁止停车Noise barrier, Sound insulating wall 隔音墙Noise pollution 噪音污染Noise sensitive area 噪音敏感地区Nonhomogeneous flow 不同流向的车流；非均质车流Nonskid Surface Treatment 防滑处理Nonsynchronous controller 异步控制器Novelty 新奇性Number of Passengers 客运人数Number of Registered Vehicle 车辆登记数Nurture room 育婴室OOccupational Illness 职业病Off parking facilities, Off street parking garage 路外停车场Off Season 运输淡季Off street parking 路外停车One-way arterial street 单向主要干道One-way Street 单行道One-way Ticket 单程票Operating Cost 营运成本Operating Time 营运时间Optimal path 最佳路径Optimal spacing 最适间距Optimum asphalt content 最佳沥青含量Optimum Moisture Content 最佳含水量Ordinance 条例Origin and destination study 起讫点研究Outlet Control 出口控制Overall travel time 全程行驶时间Overburden 超载；覆盖Overloaded vehicle 超载车辆Overloading experiment 超载实验Overpass 天桥；高架道Ozone layer 臭氧层PParameter 参数Parcel distribution industry 包裹配送业Park and ride system 停车转乘系统Parking behavior 停车行为Parking capacity 停车容量Parking demand 停车需求Parking discount 停车折扣Parking facility 停车设施Parking Lot 停车场Parking prohibition 禁止路边停车Parking restriction 停车限制Parking supply 停车供给Passing Sight Distance 超车视距Patrolling 巡逻Pavement aging 铺面老化Pavement Condition 铺面状况Pavement Drainage 路面排水Pavement maintenance 铺面维护Pavement rehabilitation 铺面翻修Pavement roughness 铺面糙度Pavement strength 铺面强度Pavement-width transition marking 路宽渐变段标线Peak Season 运输旺季Pedestrian Crossing 行人穿越道线Pedestrian Signals 行人号志Pedestrian行人Pedestrian factor 行人因素Pedometer 步测计Perception distance 感识距离Perception Time 认识时间Performance 绩效；功能Permeability Coefficient 透水系数Permeability test 透水试验Photoelectric detector 光电侦测器Platform 平台Pore 孔隙Priority 优先权Private Vehicle 自用车辆Provincial Highway 省道QQualitative 定性Quantification 定量Queue Length 等候线长度Queuing time 等候时间Queuing model 等候模式RRadar meter, speed gun 雷达测速仪Radial street 辐射式道路Radius of curvature 曲率半径Rainfall Frequency 降雨频率Rainfall Intensity 降雨强度Ramp closure 匝道封闭Ramp control 匝道管制；匝道仪控Reaction time 反应时间Real-time 实时Real time scheduling 实时排程Real-time Traffic Information 实时交通信息Rear-end collision 尾撞Reasonable or prudent speed limit 合理速限Reckless driving 驾驶疏忽Reliability 可靠性Remote Area 偏远地区Residential District, Residential Area 住宅区Resistance Value, R-Value 阻力值；R-值Rest Area, Rest Site 休息区Restricted curb parking 规定时限的路边停车Retail district 零售区Reversible one-way street 调拨式（可变）单行道Revocation 注销驾照Ride sharing 车辆共乘Ride Sharing Program 车辆共乘计划Right of ingress or egress 进出权Road bed, Roadbed, Subgrade 路基Road capacity 道路容量Road closure 道路封闭Road construction 道路建设Road design 道路设计Road Functional Classification 道路功能分类Road geometric factor 道路几何因素Road improvement 道路改善Road landscape, Roadscape 道路景观Road maintenance 道路维护Road pricing 道路定价Road roughness 路面粗糙度Road safety, Traffic safety 道路安全Road surface thickness, Thickness of pavement 路面厚度Road survey 道路测量Road toll 道路收费Road widening 道路拓宽Roadside interview 路旁（边）访问调查Round Trip Ticket 来回票Route choice, Route selection 路线选择Route familiarity 路径熟悉度Route Guidance 路径导引SSafe-passing sight distance 安全超车视距Safe-stopping sight distance 安全停车视距Sample 试样Sample size 抽样大小Sampling 取样Saturation capacity 饱和容量Saturation flow 饱和流量Scale 尺度；比例尺Scanning 扫描Scheduled Service 定时服务班次Scheduled Signal Control 定时号志控制Scheduling 排班School Bus 校车Seat belt （座椅）安全带Semi-actuated signal 半触动号志Semi-actuated Signal Control 半感应号志控制Semicircular 半圆式Semidynamic route guidance 准动态路径导引Sensitivity Analysis 敏感度分析Sensitivity Parameter 敏感度参数Service Area 服务区Sharp Turn 急弯Shear force 剪力Shopping center 购物中心Shortest path 最短路径Shortest path algorithm 最短路径算则Short-Range Planning 短程规划Shoulder 路肩Sidewalk 人行道Sight Triangle 视线三角形Sign 标志Signal 信号；号志Signalized intersection 号志化路口Simulation 仿真Single Journey Ticket 单程票Slope stability analysis 边坡稳定分析Slump 坍方Smart Card 智能卡Soil Stability Analysis 土壤稳定分析Sound barriers 隔音墙Specifications 规范Speed, Velocity 速度Speeding 超速Stability 稳定性Stage construction 分期施工Standard deviation 标准差Static characteristics 静态特性Static Load 静止荷重Stochastic congested network 随机性拥挤路网Strictly Decrease Monotonically 严格单调递减Strictly Increase Monotonically 严格单调递增Subcenter 次中心Superelevation 超高Suspension Bridges 吊桥Suspension from toll 暂停收费Swampy Areas 沼泽区Swerve 偏离正常行车方向；逸出常轨Synchronization 同步Synchronized watch (timer) 同步定时器Synchronous controller 同步控制器System Architecture SA 系统架构TTerminal 场站Time limit 时间限制Time-and-space restriction 时间和空间限制Toll collection station, Toll gate, Toll plaza, Toll station 收费站Tolling equity 收费公平性Topographic maps 地形图Topographic surveys 地形测量Total deformation 总变形Track of vehicle 车辆轨迹Track width 轮距宽度；轨宽Tractive Force 牵引力Trade-off 取舍权衡Traffic Accident 交通事故Traffic accident investigation form 交通事故调查表Traffic administration 交通行政管理Traffic Assignment 交通量指派Traffic Composition 交通组成Traffic congestion, Traffic jam 交通壅塞Traffic control and management 交通控制与管理Traffic Control Center TCC 交通控制中心Traffic corridor 交通走廊Traffic count (survey) 交通量调查Traffic counting program 交通量调查计划Traffic data collection system 交通资料收集系统Traffic demand 交通需求Traffic Demand Management TDM 运输需求管理Traffic Density 车流密度Traffic engineering 交通工程Traffic equilibrium 交通均衡Traffic evacuation 交通疏散Traffic facility, Transportation facility 交通设施Traffic Flow 车流；交通流Traffic impact assessment, Traffic impact evaluation 交通冲击评估Traffic improvement 交通改善Traffic light, Traffic signal 交通号志Traffic Marker 标线Traffic Mitigation Measures 交通疏缓措施Traffic monitoring facility 交通侦测设备Traffic ordinance 交通条例Traffic regulation 交通规则；道路交通安全规则Traffic simulation 交通仿真Traffic Volume/Flow 交通量/流量Transfer station 转运站Transition 渐变段Travel time 行驶时间Traveler Services Information 路人服务信息Trip Generation 旅次发生Trip purpose 旅次目的Truck terminal 货车场站Tunnel 隧道Tunnel Entrance 隧道入口Tunnel excavation 隧道开挖Turning prohibition 禁止转弯运行Turning radius 转弯半径Two lanes 双车道UUnderground Water 地下水Unit price 单价Unrestricted curb parking 未加限制的路边停车Unsignalized intersection 非号志化路口Unstable flow 不稳定车流；不稳定流动状态Uphill way 上坡路段Upstream section 上游段；上流段Urban expressway 都巿快速道路Urban Planning 都市计划VVans 厢式车Vehicle classification 车种分类Vehicle tracing system, Vehicle tracking system 车辆追踪系统Ventilation shaft 通风竖井WWeaving length 交织长度Weaving section 交织区段Weight-in-Motion WIM 行进间测重；动态地磅ZZebra Lines 斑马线。

Dynamic performance of a curved cable-stayed bridge

Engineering Structures 21(1999)1015–1027/locate/engstructDynamic performance of a curved cable-stayed bridgeJames M.W.Brownjohn*1,Jeffery Lee 2,Bernard Cheong 2School of Civil and Structural Engineering,Nanyang Technological University,Nanyang Avenue,Singapore 639798Received 14August 1997;received in revised form 26February 1998;accepted 27February 1998AbstractThe dynamic behaviour of a 100m span curved cable-stayed bridge constructed in Singapore has been studied by full-scale testing and analytical parison of test results and free vibration analyses show that modelling of the deck end ﬁxity is an important factor,while correct modelling of stay cables and stress-stiffening effects is not so important except for identifying cable modes with weak superstructure interaction which may appear in the measured response.Estimates of stay-cable tension obtained from inducing cable vibrations may be inaccurate unless the anchorage stiffness and mass distribution are well known.Despite its limitations the ambient vibration test technique is most appropriate for a structure of this size.©1999Elsevier Science Ltd.All rights reserved.Keywords:Cable stayed bridge;Finite element analysis;Structural dynamicsNomenclature E Elastic Modulusfnatural frequencyH jk (␻)frequency response function (FRF)between positions j and kH r (␻)dynamic ampliﬁcation factor for mode r j position of force inputk position of acceleration response measurement L Length (of cable)m,n positions for response measurements M mass matrixm r modal mass for mode rm mass per unit length of cable n order of vibration harmonicP (␻)Fourier transform of force input p (t )r mode number T Cable tensionX¨(␻)Fourier transform of acceleration response x (t )␦rjmode shape ordinate,mode r position j ,from ﬁnite element model*Corresponding author.Tel:(65)7911744;fax:(65)7910676.1Senior Lecturer.2Former student.0141-0296/99/$-see front matter ©1999Elsevier Science Ltd.All rights reserved.PII:S 0141-0296(98)00046-7␸rj mode shape ordinate,mode r position j ,from experimental data␻r (cricular)natural frequency,mode r ␨rfraction of critical damping,mode r1.IntroductionCable stayed bridges,are being built in more unusual styles for aesthetic as well as structural reasons [1].As well as the more regular symmetric cable stayed bridges with spans approaching 1km,the short asymmetric designs have interesting dynamic characteristics that repay investigation.Some of the more recent unusual designs include the Alamillo (Seville)bridge [2],the Itenhard pedestrian bridge (Switzerland)[3]and the Rhine bridge [4],all of which have been the subject of dynamic testing and/or modelling.Among the more unusual designs is the Safti Link Bridge [5]which is a landmark in Singapore and was studied to evaluate the bridge itself as well as the means of testing and analys-ing it.2.Bridge descriptionThe Safti Link Bridge (Fig.1)comprising a curved concrete box deck and a single independent offset pylon1016J.M.W.Brownjohn et al./Engineering Structures21(1999)1015–1027Fig.1.Safti Link Bridge.is located in western Singapore and provides vehicle access across a major expressway,linking Pasir Laba Camp and the Safti Military Institute.Fig.2shows schematic plan and elevation views of the bridge.The arc of the curved deck along the centreline spans100m between abutments and the total width of the trafﬁc lanes is8m with two2m walkways. The deck has a180m radius of curvature to the centreline where nine‘bridge stay’cables are attached at10m centres,supporting the deck from the pylon which is held in position by three pairs of‘back stay’cables.Fig.3shows details of the concrete deck girder which comprises a central2m deep box with‘wing-tip’girder plus3m of cantilever on each side.Prestressed0.3m transverse diaphragms are provided at5m intervals to improve torsional rigidity,to resist transverse bending and to transfer load between the stay cable anchorage and the bridge deck.Loads are also transferred from the deck to the bridge stays by two0.35m thick webs along the centre of the girder.The post-tensioned box-section deck was cast in-situ with grade80concrete for dura-bility considerations although grade50was assumed in thedesign.Fig.2.Schematic plan and elevation of SAFTI Link Bridge.Bridge stays are numbered1to9,back stay(cable pairs)are a,b,c.For greater stability the deck isﬁxed at the abutments, which rest on a row of1.4m diameter bored piles.A system of1.25m by1.25m ground beams links the back stay anchorages to each other and the base of the octag-onal tapered pylon(Fig.4).Five1.55m diameter bored piles support the pylon footing,while back stay anchor-ages combine an arrangement of small bored piles and ground anchors.Pile depths vary according to conditions but are a minimum25m for the pylon base,16.5m for abutments.Together with the back stays,the pylon, ground beams and ground anchors form a separated sup-port structure connected to the deck via the bridge stays. Bridge stay4is vertical,locating its termination in the pylon approximately30m above its anchorage in the deck,with the pylon continuing to a height42.55above its base.All bridge stays were stressed at anchor blocks located in the bridge deck after construction of the deck to pro-gressively lift it clear of the construction supports,while the back stays were stressed from the ground anchor caps.Bridge stays use either4315mm diameter strands of steel cable or39strands(for the shorter stays)while back stays have65strands.Each strand comprises seven 5mm diameter galvanized wires and is individually pro-tected by a high-density polyethylene(HDPE)sheath and anti-corrosion compoundﬁlling.In each cable the bundle of strands is clamped together with spacers inside1017J.M.W.Brownjohn et al./Engineering Structures 21(1999)1015–1027Fig.3.Detail of deck girder.TOP OF FOUNDATIONELEV . 167.549CABLES MILD STEEL CASING SEE DET.400125012504003300650152 - T32 - 125 (max)OF PYLON6506502000T16-150T16-150650400400125012503300T13 - 150 LINKS (TYP)ELEVATIONSECTION 1-1Fig.4.Detail of pylon.Top of foundation is at 125.000m.a HDPE duct,with the voids between sheaths and duct ﬁlled with polyurethane grout.3.Finite element modelsThe structure was modelled [6]as a composition of substructures as follows:1.A box-type ‘deck girder’with diaphragms,modelled with conventional three dimensional (3-D)beam elements,forms a ‘spine’for the deck,intended to incorporate all the bending,torsional and inertial properties of the box-deck.2.Pylon,ground beams and back stays (numbered a,b and c)are modelled as beam elements while foun-dation restraints are modelled as 3-D truss elements acting as springs.The ﬁnal values for the spring elements representing the foundations are signiﬁ-cantly higher than the original values used by the con-sultants,and essentially ﬁx the support points in translation.3.Bridge stays (numbered 1to 9)are modelled as 3-D beam elements.4.A system of ‘pseudo-beams’and quadrilateral shell elements models the notional trafﬁc lanes,all having zero density and relatively low stiffness.The function of these elements in the static load case analyses by1018J.M.W.Brownjohn et al./Engineering Structures 21(1999)1015–1027the consultant was to transfer vehicle loading to the spine beam,but these elements also help to visualise the dynamic behaviour of the deck which is not clear from the linear representation of the box deck girder.They also affect the deck ﬁxity at the abutments.Concrete with elastic modulus 35GPa was assumed for the deck girder and pylon,with 1%of the nominal 31GPa stiffness used for shell and pseudo-beams.The cables were assumed to have moduli in the range 192–195GPa.Fig.5shows the ‘reference’ﬁnite element model incorporating all the above elements.The spine of girder elements,the diaphragms and one set of shell elements (bounded by pseudo beams)are highlighted.Boundary conditions are indicated as piles.The cable tensions were initially expected to have a signiﬁcant effect on the bridge dynamic properties via geometric stiffness effects thus the free vibration analy-ses required inclusion of the stress-stiffening due to the cable tensions.For the computer code used (ANSYS [7])these tensions have to be predetermined in a prior static analysis and then carried over into the global stiffness matrix for dynamic analysis.The prior static analysis could begin with a neutral unloaded condition and impose a gravity load but this would result in initial bending stresses in the deck and low cable tensions.Instead,initial tensile strains estimated from the design tensions were set in the cables with the aim of producing neutral deck stresses and correct cable tensions,emulat-ing the actual construction process of lifting the deck up off the formwork.In fact it was necessary to iterate with different initial strains to generate close approximations to the design tension values in the cables for the dynamic analysis.The free vibration analyses then used a lin-earised stiffness matrix representing the dead load con-dition,since the small vibrations due to normal service loads do not justify non-linear dynamic analyses.The abutment restraints due to the piles wereinitiallyFig.5.Finite element model (i)deck girder with diaphragms (bold),(ii)ground beam,pylon,back stays,bridge stays and foundation piles,(iii)pseudo-beams and shell elements;1set of these is shown bold.modelled with design stiffness for translation and rotation but it became clear that inﬁnite translational stiffness (i.e.restrained translation)gave better represen-tation of deck modes as compared to observed shapes and so was adopted in all the models.At the same time the rotational restraints were released at the deck abut-ments.As well as the ‘reference model’,other variants were considered:Deck girder:variant in which the low stiffness deck shell and pseudo beams are not included and the deck is fully ﬁxed to ground at the abutments,Deck only:variant in which the bridge stays are detached from the deck and the pylon/back stay/ground beam system is ignored,Multi-element cable:variant in which two of the bridge stays are modelled with ﬁve elements rather than one single element andNo geometric stiffness:with tension in cable and/or compression in pylon ignored.4.Free vibration modes for ﬁnite element models 4.1.Reference modelTable 1gives in tabular form the mode type and natu-ral frequencies for the reference model (Fig.5).The descriptions given in column 2summarise the type of dominant vibration e.g.VA1denotes a mode that is primarily vertical movement of an antisymmetric nature of the simplest form.For a simply supported beam,vibration modes appear in a distinct sequence:VS1(no stationary points),VA1(one stationary point),VS2(two stationary points),VA2(three stationary points)etc.For this bridge the terms ‘symmetric’and ‘antisymmetric’are really misnomers due to lack of symmetry in the structure and the resulting modes but they indicate the type of mode.Also,mode types reappear e.g.at least two of the ﬁrst 20modes e.g.2,4and 5could be described as VA1.Three-dimensional (3D)mode shape plots show that signiﬁcant pylon bending features in all the modes;modes 6and 12–15are almost pure pylon (P)modes.Modes 6,8,9,13and 19feature pylon bending with a mode shape resembling static deﬂection of a propped cantilever,while the lower modes feature the simpler deﬂected shape with largest deﬂection at the tip.Due to the curved deck it is difﬁcult to interpret the deck behaviour from 3D plots,so ‘developed views’of the modes are shown in column 3of Table 1.The developed views were obtained according to the conven-tions shown in Fig.6.Vertical components U y of the modes for positions on east and west parapets,plus hori-zontal components on the east parapet resolved in the1019J.M.W.Brownjohn et al./Engineering Structures 21(1999)1015–1027Table 1Vibration modes predicted by reference FE model (Fig.5)Mode Type Developed modeFrequency 1VS1 1.344Hz 2VA1 1.883Hz 3TS1 2.596Hz 4VA1 2.931Hz 5VA1ϩP 3.214Hz 7LS1 3.784Hz 8P ϩV 3.910Hz 9P ϩVS2 4.712Hz 10V ϩT 4.852Hz 11TA1 4.879Hz 16TS27.225Hz 17LA17.354Hz 18LA1ϩTS27.416Hz 19V ϩL ϩT 7.746Hz 20VA28.059Hz KEY···EastLateral —West Vertical —East VerticalV,vertical;L,lateral;T,torsional;P,pylon;S,symmetric;A,antisymmetric.Convention for development of displacements is given in Fig.6.radial direction are plotted together in plane,normalised to unit value of vertical displacement at 4W.The plots include values for 0E to 10E (11vertical and 11lateral)plus 0W to 10W (11vertical)going from left to right.Fundamental symmetric torsional and lateral modes (TS1and LS1)are found below 4Hz but the plots show that with few exceptions,a signiﬁcant element of torsion is present in ‘vertical’teral modes are rela-tively few and usually appear together with deck torsion.The comparison of modes generated by the different models,supported by inspection of the mode shapes with the above method,provides some useful observations.4.2.Deck girderFor the deck,only the deck girder with diaphragms,item (i)in Fig.5are included.The modes generated by this variant have generally different character from the reference model but for comparable modes,vertical and lateral vibrations appear at higher frequencies (10–20%higher,due to additional rotational ﬁxity at the abutments)while torsional frequencies are similar.Thedeck girder model would be a good subject for system-atic adjustment of deck restraint stiffness parameters.4.3.Deck onlyOnly the deck component items (i)and (iii)in Fig.5plus abutment piles are included in this model,for which the lower frequency vertical modes are of course very different but the lateral and torsional modes (which do not have signiﬁcant pylon movement)are similar to the reference model.It may be supposed that a represen-tation of vertical behaviour could be obtained by introd-ucing springs at the bridge stay anchorages.4.4.Multi-element cableIn this model,selected bridge stays (nos.6and 9,indi-cated in Fig.5)were modelled using ﬁve elements instead of one making it possible to see that modes shown in Table 1have signiﬁcant cable vibrations.In addition,four completely new symmetric cable modes,two for each cable,were generated as shown in Table1020J.M.W.Brownjohn et al./Engineering Structures 21(1999)1015–1027Fig.6.Development of deck for display of radial and vertical mode components.2.These four modes featured small but noticeable verti-cal deck deﬂection.Representation of stay cables as multiple elements results in a larger,more complex FE model with a high proportion of cable modes in the eigensolution,so thatTable 2Bridge stay modes from ANSYS model Frequency/Hz Bridge stay no.Plane of vibration 2.751sc9horizontal 2.786sc9vertical 4.642sc6horizontal 4.665sc6verticalmany more modes have to be generated to produce the same number of deck modes.A good example of such a representation is given in a study of the effect of stay cable repairs on the Polvera Creek Viaduct [8].1021 J.M.W.Brownjohn et al./Engineering Structures21(1999)1015–10274.5.No geometric stiffnessThe reference model was run on different software (SAPIV[9]),with direct modiﬁcations to the global stiff-ness matrix reﬂecting the tensions in the cables and com-pression in the pylon.Setting cable tensions to zero resulted in reductions of2%and4%in frequencies for modes VA1and VS1and less than1%in other modes. Setting pylon compression to zero resulted in increases of approximately2%for the same modes and negligible effect on other modes.5.Site testingA dynamic site test[10]of the bridge was conducted over a three day period with the aim of determining the character of the three-dimensional vibration modes (shapes and frequencies)up to approximately10Hz. Access to the pylon proved to be impossible so measure-ments were made by placing accelerometers only on the deck,at locations0E to10E,0W to10W and4C (positions indicated in Fig.6),and also on bridge stay and back stay cables.Two techniques were employed: ambient vibration testing(AVT)[11]which relies on wind,trafﬁc and other‘natural’,uncontrollable force inputs to excite vibration modes,and forced vibration testing(FVT)[12]in which vibration is induced via a measurable force input,in this case an impact hammer.A set of eight Allied Signal QA-700accelerometers were used and the low-passﬁltered signals were recorded on a portable computer via a PCMCIA analog to digital converter(ADC)card.A12pound instru-mented sledgehammer was used for the FVT,and for cable measurements.All equipment was battery oper-ated.For measurement of vertical components of modes three accelerometers sensing vertically(U y)were placed at locations4E,4C and4W.Four more accelerometers were placed in east/west pairs at other locations to moni-tor the bridge vertical response in a series ofﬁve rec-ordings covering the length of the deck e.g.0E,0W, 1E and1W then moving to2E,2W,3E and3W.For some of these recordings the response of bridge stay3, adjacent to location3C was also measured to check coherence with deck vibrations.Ambient vibrations were excited by wind,occasional passing of trucks,buses or cars,by jumping or by marching soldiers.Forced vibrations with measurable input were due to vertical hammer impact between locations3E and4E.For measurements of lateral components of modes the accelerometers were placed along the east parapet,sens-ing horizontally in the radial direction(U r)in two rec-ordings covering all the measurement points.Again, vibrations were excited by wind or trafﬁc as well as by hammer impact.6.Data processingFor each combination of positions a data set of between16and48AVT records of1024samples digitised at40Hz per channel was obtained.By RMS averaging within each data set and comparing signal amplitudes at the identiﬁed natural frequencies against values at location4W a set of mode shapes was con-structed for each possible natural frequency.For each combination of locations a set of8–16FVT records was also obtained for checking against the AVT results. For response in the linear range with proportional damping the modes of vibration are real and independent and the dynamic response at a point can be regarded as the sum of response in all modes due to forces at all modes.Considering a discretised model,if a time-vary-ing force p j(t)is applied at degree of freedom(DOF)j and the acceleration response x¨k(t)is measured at DOF k then the ratio of output and input is deﬁned as the frequency response function(FRF)H jk(␻)ϭX¨k(␻)P j(␻)(1)ϭ͸rϪ␻2␸rj␸rkm r(Ϫ␻2ϩ␻2rϩ2i␨r␻r␻)where X¨k(␻)and P j(␻)are the Fourier transforms of x¨k(t)and p j(t)respectively,␻is circular frequency (radians per second),␻r is natural frequency for mode r,and␨r is fraction of critical damping.Mode shape ordinates at j and k for mode r are denoted␸rj,␸rk and m rϭ␸T r M␸r is the modal mass using discrete mass dis-tribution described by the mass matrix M.Eq.(1)deﬁnes a form of FRF having units mass−1and termed‘inertance’.If the input force can be measured the FRF can be used directly to recover values of␻r,␨r. For excitation at a single point j as in Eq.(1),for a particular mode r all parameters except the mode shape ordinate␸rk are constant so mode shape ordinates can be obtained from a set of measurements varying k. Modal mass m r can also be recovered.For multi-point excitation e.g.wind the response at k is the sum of responses to all inputs jX¨k(␻)ϭ͸j P j H jk(␻)ϭ͸j͸rP j(␻)␸rj␸rkm rH r(␻)(2)where H r(␻)ϭϪ␻2/(Ϫ␻2ϩ␻2rϩ2i␨r␻␻r).For response due to light wind the inputs P j(␻)will be random but should average to slowly varying func-tions of frequency so that over a long enough period, X¨k(␻)is effectively H r(␻)multiplied by an unknown scale factor and phase angle.Hence␻r,␨r can also be estimated from the measured response alone by curve1022J.M.W.Brownjohn et al./Engineering Structures21(1999)1015–1027ﬁtting to the shape of͉H r(␻)͉around each resonance,provided the frequencies are well separated. Recovery of mode shapes is not subject to assump-tions about the input(forcing functions).Taking the ratio of responses at two positions,X¨m(␻)and X¨n(␻)given by (2)at␻ϭ␻r,provided damping in other modes( r) is low,the contributions from other modes are small compared to that from mode r and the terms P j(␻)␸rj/m r cancel so thatX¨m(␻)/X¨n(␻)Ϸ␸rm/␸rn(3) which should be a positive or negative ratio that can be recovered directly from the amplitude ratio and phase angle(°0or180°)between the two responses.If one position n is not changed the mode shapes can be obtained directly by varying position m.The principle also applies to single input excitation(e.g.hammer impact)or a moving vehicle.The vehicles observed crossing the bridge had mass less than1%of the mass of the deck so there would have been negligible effect on the dynamic behaviour.In practice since the time histories are sampled and ﬁnite,the Fourier transforms are sampled andﬁnite,so the discrete(fast)Fourier transform or FFT is used,hav-ing values at discrete frequencies corresponding to amplitudes of the components of the signal at these dis-crete frequencies.The graph of values of magnitude of the FFT as a function of frequency is referred to here as the auto power spectrum.7.Experimental resultsFig.7a shows typical auto power spectra for vertical response at4E due to light wind with many peaks in the range0–6Hz.Strongest vertical response occurred at 1.18Hz(zero node symmetric mode,VS1)and2.76Hz (single node antisymmetric mode VA1)but numerous other modes occurred in this range.Fig.7b shows response at the same position for a period with a truck passing over the deck strongly exciting the modes at 2.76Hz and4.61Hz.Fig.7c shows vertical response due to hammer excitation with fewer peaks in the low frequency range but several strong peaks at higher fre-quencies.As expected the AVT lateral response was much weaker than the vertical response,except for the mode at3.08Hz,with,in general,positive(upwards)move-ment at4E at the same time as negative(inwards)move-ment.Fig.8shows the imaginary part of the FRF for lateral response obtained by FVT,containing only a few modes; strongest lateral response from0–10Hz occurred at 3.08Hz(zero node symmetric mode LS1)and6.1Hz (single node antisymmetric mode LA1).The unitsare Fig.7.Deck vertical acceleration response auto power spectra for different types ofexcitation.Fig.8.Imaginary part of frequency response function(FRF)for lat-eral acceleration at7E and hammer impact between3E and4E.Units of FRF are(mass)−1.(mass)−1where1Mgϭ1000kg or1metric tonne(t). Without dynamic ampliﬁcation a rigid mass equivalent to the1500t deck would have a constant FRF value of 0.67ϫ10−3t−1.FVT proved to be more effective for lateral measurements due to the weaker ambient response but to minimise the effect of the ambient ‘noise’,sharply decaying exponential windows were applied resulting in the broad peaks shown in Fig.7c and Fig.8.Experimental transfer function data could not be obtained for vertical modes because the ambient verti-cal response is at least an order of magnitude stronger.1023J.M.W.Brownjohn et al./Engineering Structures21(1999)1015–1027A structure of this size is probably the limiting case forFVT with a hammer.The ten strongest measured modes are shown in Fig.9,with the developed mode shape views using the sameconvention as in Table1.Values of experimental and FE(reference model)are given and the experimental modeshapes are compared to the FE mode shapes using ModalAssurance Criterion(MAC)values for FE referencemodel modes having the best match to the measuredmodes.The MAC for mode r is analogous to a correlationcoefﬁcient and is deﬁned asMACϭ[͸j max jϭ1␸rj␦rj]2/͸j max jϭ1␸2rjϫ͸j maxjϭ1␦2rj(4)where␦rj is the mode shape ordinate from the FE model and j max is the number of corresponding positions on the model and prototype where mode shapes are evaluated and measured.The corresponding mode numbers for the reference model(Table1)are indicated e.g.ref:1(1.34Hz)corre-sponds to measured modes at1.18Hz and1.52Hz,the former giving closer agreement.Generally,the measured vertical modes correspond well with the modes predicted by the reference model, those measured having slightly lower frequencies than computed.Other modes are not so easily compared;tor-sional modes occur at higher frequencies and lateral modes occur at lower frequencies compared to FE valu-es.Mode LS1(3.08Hz)has a strong torsional component in the opposite sense to that for the FE version (3.784Hz)while antisymmetric torsion and antisym-metric lateral motion are only found together and in one single measured mode(LA1,6.1Hz).This mode has been compared to two FE modes:11(torsion only)and 17(mainly lateral).MAC values obtained for compari-son of LS1and LA1with FE lateral modes use only the lateral displacement mode shape values.Modes at10.25Hz(VS3)and11.63Hz(TA2)were also identiﬁed but could not be compared to any of the lowest20reference model modes.Using the design values of pile stiffness in analysis with the reference model led to signiﬁcant deﬂections at the abutment that were not observed in the measure-ments.In fact vertical and lateral mode shapes show zero response at the abutments,consistent with translational restraint.In addition to the modes shown in Fig.9a strong response was observed at a frequency of2.15Hz when a column of approximately100soldiers marched over the bridge.Fig.10a shows the measured response and Fig.10b shows the response during transit of a heavy vehicle with a dominant frequency of2.76Hz.Both responses,which are shown bandpassﬁltered to remove the weaker responses outside the2Hz–3Hz range,have similar magnitude but the response at2.15Hz was only observed on the one occasion whereas the mode at 2.76Hz was also excited strongly without the truck.Pre-sumably2.15Hz is the marching footfall frequency yet there is no evidence of harmonics of this frequency;in fact the response in Fig.10a degenerates into the2.76Hz mode after35seconds.Assuming an average load per person to have a fundamental sinusoidal component of 0.3kN,and that the response is not resonant but is con-trolled by the deck mass leads to a crude estimate of resulting acceleration as0.02m/s2which is consistent with the observed response.More deck vibration modes were measured than pre-dicted;apart from the duplication of VS1,a number of smaller peaks were observed in the AVT vertical accel-eration auto power spectra(Fig.5a).Study of modes from the multi-element cable model suggests that these may be weak deck participation of cable vibrations.For this reason and to provide an estimate of stay cable ten-sions to cross-check with the design values,a series of measurements was made on the back stays and bridge stays.8.Stay cable behaviourIn FE modelling of stay cables it may often be adequate to represent the axial stiffness of a cable by a single element with a steel modulus that may be reduced to account for the necessary vertical sag.The FE models,except deck only,represented the cables in terms of the axial area of steel and pinned ter-minations at the extreme ends.For the prototype struc-ture the cable mass is increased by the HDPE sheathing and grout and anti-corrosion compound and there appears to be signiﬁcant lateral restraint due to the anchorages continuing for one or two metres from the cable tensioning surface.To model the real behaviour of the cable would require accurate determination of the mass,lateral restraint andﬂexural resistance of the arrangement.Initially it was assumed that the cables could be approximated as pin-ended wires of length L,mass per unit length m and tension T having natural frequencies f nϭn2LͩT mͪ1/2(5)for the fundamental mode(nϭ1)and n th harmonics. From this approximation it was intended to estimate the actual cable tensions for use in the FE model.With the expectation that frequencies would differ slightly in the vertical and horizontal directions,which。

实用科技英语翻译

I Answer the following quesitions related to EST Translation (3 0’) ( 2 个题)1.What’sthe definit ionof EST (Englishof Science & Technology)?EST (Englishfor Science &Technology or Technical Englishor Scientific English) is a special languagevar iety widely usedinthe fields of science andtechnology. It’sbelievedthatitfirstcame tobeinginthe1950s alongwiththerapiddevelopmentof scienceandtechnology, anditmany researchers andscholarsbegan to conduct investigation of the common features of this special genre including reading comprehension, writing and even translation.2,What are stylistic features of EST?Completely different from other genres such as everyday English, literature English, EST has its own stylistic features due to the specialty in content,field and discourse functions,and partly due to the unique habits of EST writers, which are mostly represented in lexical level and syntactical level.3, What are the general features of CompoundTechnical Terms?A. accuracy (确切性) : accurately reflect the nature of the conceptB. monosemy (单义性) : one sense for one wordC .systematization (系统性):theindividual technical terms ina givenfieldshouldbeina specific levelso as to constitute a common systemD. linguistically correct (语言的正确性) : inaccordancewiththeword-formationinthesamelanguageE. conciseness (简明性) : concise and easy to rememberF. motivation (理据性) : just as the name implies, one can know the meaning of the word.G. stability (稳定性) : stable and unlikely to changeH. productivity (能产性) : onceestablished, itis easy toproducemoreneologisms basedtheoriginalone by means of word-formation4, What are common rules for Technical Term Translation?As such, we should deal with the relationship of the following aspects:A. monosemy vs. conciseness monosemy is the priorityB. motivation vs. accuracy As science knowledge is rather abstract, motivation in translati on is preferredC. stability vs. productivity Productivity is the priorityD. systematization vs. linguistically correctBefore translation of compound technical terms, we should be aware of the nature and traditi on of Chinese word-formation.E. Chinese language trait vs. concisenessAs for the numbers of characters, we prefer to use pair characters (偶数词语) or even 4-chara cter expressions (四字结构) .II. Underline and mark out the themes and rhymes of the following sentences with the capital letters T and R respectively . (10’) ( 2 个题) . Aluminum, though much less strong than steel, can be given a strength approaching that of steel when it is alloyed with small quantities of copper, manganese and magnesium, and subje cted to hot treatment processes.Parallel ：T-R1+R2+R 3… Aluminum, though much less strong than steel, can be given a strengt h approaching that of steel when it is alloyed with small quantities of copper, manganese and ma gnesium, and subjected to hot treatment processes.Each cylinder therefore is encased in a water jacket, which forms part of a circuit through which water is pumped continuously, and cooled by means of air drawn in from the outside atm osphere by large rotary fans, worked off the main crankshaft, or in the large diesel-electric locom otives, by auxiliary motors.3.We, the authors having handled a variety of metals and alloys for over forty years, can reassure those following (Theme) that there is still much scope for craft and ingenuity in metallurgy,by man still call for intensive scientific of metals which are properties e 2) of of the many used despite the fact that great strides have been made in it as a science during the past seventy year s,(Rheme 1) and also that real fundamental understanding(Theme 1) and valid explanations (Themwork (Rheme). (Rheme 2)III.Improve the following translation.As for the first sentence you should provide your impro ved English translation and as for the second sentence you should provide the improved Chinese one. (10’) ( 2 个题).活塞与气缸的配合问题，对发动机的使用寿命影响极大。

历年英语六级阅读理解逐句翻译

历年六级阅读理解逐句翻译一、There is nothing like the suggestion of a cancer risk to scare a parent, especially one of the over-educated, eco-conscious type.没有什么事情比有得癌症的迹象更让父母感到害怕的了，尤其对于受到过度教育、对生态环境敏感的那种人来说。

So you can imagine the reaction when a recent USA Today investigation of air quality around the nation’s schools singled out those in the smugly（自鸣得意的）green village of Berkeley, Calif., as being among the worst in the country.所以当《今日美国》在近期公布的一份全国X围内的学校周边空气质量调查中，把加州伯克利的绿色环保小镇列为全国最差时，你可以想象到那些自鸣得意的人的反应。

The city’s public high school, as well as a number of daycare centers, preschools, elementary and middle schools, fell in the lowest 10%. Industrial pollution in our town had supposedly turned students into living scienceexper iments breathing in a laboratory’s worth of heavy metals like manganese, chromium and nickel each day.该市的公立高中以与为数众多的日间看护中心、学前教育机构、小学和中学都在最差的10%之列。

道路与桥梁工程中英文对照外文翻译文献

中英文对照外文翻译(文档含英文原文和中文翻译)Bridge research in EuropeA 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.IntroductionThe 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 purelyeconomic. 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 partners within a number of the states— a Brite Euram bid would normally be led by an industrialist.In terms of dissemination of knowledge, two quite different strands appear to have emerged. The UK and the USA have concentrated primarily upon disseminating basic research in refereed journal publications: ASCE, ICE and other journals. Whereas the continental Europeans have frequently disseminated basic research at conferences where the circulation of the proceedings is restricted.Additionally, language barriers have proved to be very difficult to break down. In countries where English is a strong second language there has been enthusiastic participation in international conferences based within continental Europe —e.g. Germany, Italy, Belgium, The Netherlands and Switzerland. However, countries where English is not a strong second language have been hesitant participants }—e.g. France.European researchExamples of research relating to bridges in Europe can be divided into three types of structure:Masonry arch bridgesBritain has the largest stock of masonry arch bridges. In certain regions of the UK up to 60% of the road bridges are historic stone masonry arch bridges originally constructed for horse drawn traffic. This is less common in other parts of Europe as many of these bridges were destroyed during World War 2.Concrete bridgesA large stock of concrete bridges was constructed during the 1950s, 1960s and 1970s. At the time, these structures were seen as maintenance free. Europe also has a large number of post-tensioned concrete bridges with steel tendon ducts preventing radar inspection. This is a particular problem in France and the UK.Steel bridgesSteel bridges went out of fashion in the UK due to their need for maintenance as perceived in the 1960s and 1970s. However, they have been used for long span and rail bridges, and they are now returning to fashion for motorway widening schemes in the UK.Research activity in EuropeIt gives an indication certain areas of expertise and work being undertaken in Europe, but is by no means exhaustive.In order to illustrate the type of European research being undertaken, an example is given from the University of Edinburgh portfolio. The example relates to the identification of voids in post-tensioned concrete bridges, using digital impulse radar.Post-tensioned concrete rail bridge analysisOve Arup and Partners carried out an inspection and assessment of the superstructure of a 160 m long post-tensioned, segmental railway bridge in Manchester to determine its load-carrying capacity prior to a transfer of ownership, for use in the Metrolink light rail system..Particular attention was paid to the integrity of its post-tensioned steel elements. Physical inspection, non-destructive radar testing and other exploratory methods were used to investigate for possible weaknesses in the bridge.Since the sudden collapse of Ynys-y-Gwas Bridge in Wales, UK in 1985, there has been concern about the long-term integrity of segmental, post-tensioned concrete bridges which may b e prone to ‘brittle’ failure without warning. The corrosion protection of the post-tensioned steel cables, where they pass through joints between the segments, has been identified as a major factor affecting the long-term durability and consequent strength of this type of bridge. The identification of voids in grouted tendon ducts at vulnerable positions is recognized as an important step in the detection of such corrosion.Description of bridgeGeneral arrangementBesses o’ th’ Barn Bridge is a 160 m long, three span, segmental, post-tensionedconcrete railway bridge built in 1969. The main span of 90 m crosses over both the M62 motorway and A665 Bury to Prestwick Road. Minimum headroom is 5.18 m from the A665 and the M62 is cleared by approx 12.5 m.The superstructure consists of a central hollow trapezoidal concrete box section 6.7 m high and 4 m wide. The majority of the south and central spans are constructed using 1.27 m long pre-cast concrete trapezoidal box units, post-tensioned together. This box section supports the in site concrete transverse cantilever slabs at bottom flange level, which carry the rail tracks and ballast.The center and south span sections are of post-tensioned construction. These post-tensioned sections have five types of pre-stressing:1. Longitudinal tendons in grouted ducts within the top and bottom flanges.2. Longitudinal internal draped tendons located alongside the webs. These are deflected at internal diaphragm positions and are encased in in site concrete.3. Longitudinal macalloy bars in the transverse cantilever slabs in the central span .4. Vertical macalloy bars in the 229 mm wide webs to enhance shear capacity.5. Transverse macalloy bars through the bottom flange to support the transverse cantilever slabs.Segmental constructionThe pre-cast segmental system of construction used for the south and center span sections was an alternative method proposed by the contractor. Current thinking suggests that such a form of construction can lead to ‘brittle’ failure of the ent ire structure without warning due to corrosion of tendons across a construction joint，The original design concept had been for in site concrete construction.Inspection and assessmentInspectionInspection work was undertaken in a number of phases and was linked with the testing required for the structure. The initial inspections recorded a number of visible problems including:Defective waterproofing on the exposed surface of the top flange.Water trapped in the internal space of the hollow box with depths up to 300 mm.Various drainage problems at joints and abutments.Longitudinal cracking of the exposed soffit of the central span.Longitudinal cracking on sides of the top flange of the pre-stressed sections.Widespread sapling on some in site concrete surfaces with exposed rusting reinforcement.AssessmentThe subject of an earlier paper, the objectives of the assessment were:Estimate the present load-carrying capacity.Identify any structural deficiencies in the original design.Determine reasons for existing problems identified by the inspection.Conclusion to the inspection and assessmentFollowing the inspection and the analytical assessment one major element of doubt still existed. This concerned the condition of the embedded pre-stressing wires, strands, cables or bars. For the purpose of structural analysis these elements、had been assumed to be sound. However, due to the very high forces involved,、a risk to the structure, caused by corrosion to these primary elements, was identified.The initial recommendations which completed the first phase of the assessment were:1. Carry out detailed material testing to determine the condition of hidden structural elements, in particularthe grouted post-tensioned steel cables.2. Conduct concrete durability tests.3. Undertake repairs to defective waterproofing and surface defects in concrete.Testing proceduresNon-destructi v e radar testingDuring the first phase investigation at a joint between pre-cast deck segments the observation of a void in a post-tensioned cable duct gave rise to serious concern about corrosion and the integrity of the pre-stress. However, the extent of this problem was extremely difficult to determine. The bridge contains 93 joints with an average of 24 cables passing through each joint, i.e. there were approx. 2200 positions where investigations could be carried out. A typical section through such a joint is that the 24 draped tendons within the spine did not give rise to concern because these were protected by in site concrete poured without joints after the cables had been stressed.As it was clearly impractical to consider physically exposing all tendon/joint intersections, radar was used to investigate a large numbers of tendons and hence locate duct voids within a modest timescale. It was fortunate that the corrugated steel ducts around the tendons were discontinuous through the joints which allowed theradar to detect the tendons and voids. The problem, however, was still highly complex due to the high density of other steel elements which could interfere with the radar signals and the fact that the area of interest was at most 102 mm wide and embedded between 150 mm and 800 mm deep in thick concrete slabs.Trial radar investigations.Three companies were invited to visit the bridge and conduct a trial investigation. One company decided not to proceed. The remaining two were given 2 weeks to mobilize, test and report. Their results were then compared with physical explorations.To make the comparisons, observation holes were drilled vertically downwards into the ducts at a selection of 10 locations which included several where voids were predicted and several where the ducts were predicted to be fully grouted. A 25-mm diameter hole was required in order to facilitate use of the chosen horoscope. The results from the University of Edinburgh yielded an accuracy of around 60%.Main radar sur v ey, horoscope verification of v oids.Having completed a radar survey of the total structure, a baroscopic was then used to investigate all predicted voids and in more than 60% of cases this gave a clear confirmation of the radar findings. In several other cases some evidence of honeycombing in the in site stitch concrete above the duct was found.When viewing voids through the baroscopic, however, it proved impossible to determine their actual size or how far they extended along the tendon ducts although they only appeared to occupy less than the top 25% of the duct diameter. Most of these voids, in fact, were smaller than the diameter of the flexible baroscopic being used (approximately 9 mm) and were seen between the horizontal top surface of the grout and the curved upper limit of the duct. In a very few cases the tops of the pre-stressing strands were visible above the grout but no sign of any trapped water was seen. It was not possible, using the baroscopic, to see whether those cables were corroded.Digital radar testingThe test method involved exciting the joints using radio frequency radar antenna: 1 GHz, 900 MHz and 500 MHz. The highest frequency gives the highest resolution but has shallow depth penetration in the concrete. The lowest frequency gives the greatest depth penetration but yields lower resolution.The data collected on the radar sweeps were recorded on a GSSI SIR System 10.This system involves radar pulsing and recording. The data from the antenna is transformed from an analogue signal to a digital signal using a 16-bit analogue digital converter giving a very high resolution for subsequent data processing. The data is displayed on site on a high-resolution color monitor. Following visual inspection it is then stored digitally on a 2.3-gigabyte tape for subsequent analysis and signal processing. The tape first of all records a ‘header’ noting the digital radar settings together with the trace number prior to recording the actual data. When the data is played back, one is able to clearly identify all the relevant settings —making for accurate and reliable data reproduction.At particular locations along the traces, the trace was marked using a marker switch on the recording unit or the antenna.All the digital records were subsequently downloaded at the University’s NDT laboratory on to a micro-computer.（The raw data prior to processing consumed 35 megabytes of digital data.）Post-processing was undertaken using sophisticated signal processing software. Techniques available for the analysis include changing the color transform and changing the scales from linear to a skewed distribution in order to highlight、突出certain features. Also, the color transforms could be changed to highlight phase changes. In addition to these color transform facilities, sophisticated horizontal and vertical filtering procedures are available. Using a large screen monitor it is possible to display in split screens the raw data and the transformed processed data. Thus one is able to get an accurate indication of the processing which has taken place. The computer screen displays the time domain calibrations of the reflected signals on the vertical axis.A further facility of the software was the ability to display the individual radar pulses as time domain wiggle plots. This was a particularly valuable feature when looking at individual records in the vicinity of the tendons.Interpretation of findingsA full analysis of findings is given elsewhere, Essentially the digitized radar plots were transformed to color line scans and where double phase shifts were identified in the joints, then voiding was diagnosed.Conclusions1. An outline of the bridge research platform in Europe is given.2. The use of impulse radar has contributed considerably to the level of confidence in the assessment of the Besses o’ th’ Barn Rail Bridge.3. The radar investigations revealed extensive voiding within the post-tensioned cable ducts. However, no sign of corrosion on the stressing wires had been found except for the very first investigation.欧洲桥梁研究欧洲联盟共同的研究平台诞生于欧洲联盟。

桥梁名词中英文对照(修改版)

A类部分预应力混凝土type A partially prestressed concreteA形索塔A-framed towerB类部分预应力混凝土type B partially prestressed concreteGM法Guyon-Massonet methodJM12型锚具J M 12 anchorageOVM锚具oriental cone anchorage;T[形]梁桥T-beam bridgeT形刚构桥T-shaped rigid frame bridgeT形梁T[-shaped] beamT形桥台T-abutmentU形梁U[-shaped] beamU形桥台U-abutmentVSL锚具VSL anchorage; 瑞士VSL 厂生产的国际通用夹片锚具。

W型护栏w-type guardrailXM锚具X-typed anchorage; X型三夹片式群锚。

YM锚具Y-typed anchorage, post-tensioning strand group anchorage;[桥]台后回填back filling behind abutment[桥基]沉降settlement[桥梁]动力回应试验bridge response to forced vibration[桥头]锥坡conical slope八字形桥台flare wing-walled abutment板slab板端错台faulting of slab ends板肋拱桥slab-rib arch bridge板桥slab bridge板式橡胶支座laminated rubber bearing板体断裂slab rupture板体翘曲slab warping板体温度翘曲应力slab stress due to thermal warping板桩sheet pile板桩围堰sheet pile cofferdam便桥detour bridge标准车辆荷载standard truck loading波纹钢桥面corrugated steel deck波纹管涵corrugated-metal pipe culvert波形梁护栏corrugated beam barrier超载预压surcharge preloading车道lane车道分布lane distribution车道荷载lane load车间净距vehicular gap沉管灌注桩tube-sinking cast-in-situ pile沉降差differential settlement沉井基础open caisson foundation沉井刃脚caisson cutting edge冲击系数impact factor;承台bearing platform, pile cap冲刷scouring erosion搭接钢板接缝lapped steel plate joint打入桩driven pile打桩pile driving搭接钢板接缝lapped steel plate joint打入桩driven pile打桩pile driving大跨径桥long span bridge单铰拱桥single-hinged arch bridge单室箱梁single cell box girder单索面斜拉桥single plane cable stayed bridge单向板one-way slab单向推力墩single direction thrusted pier单柱式[桥]墩single-columned pier, single shaft pier 单桩individual pile, single pile单桩承载力bearing capacity of pile弹性梁支承法elastic supported beam method弹性模量modulus of elasticity挡土墙retaining wall地震荷载earthquake load seismic force; 又称“地震力”。

专业英语(塔科马大桥)

1.塔科马大桥的简介塔科马海峡大桥位于美国华盛顿州的塔科马海峡。

绰号舞动的格蒂,大桥于1940年7月1日通车,四个月后戏剧性地被微风摧毁,同年11月,在19m/s的低风速下颤振而破坏,震动了世界桥梁界.Tacoma tacoma Narrows bridge is located in the American state of Washington tacoma tacoma Narrows. Nickname dancing getty, the bridge was opened on July 1, 1940, four months after the dramatic breeze destroyed, in November the same year, in 19 m/s flutter under low wind speed and damage, the bridge shook the world2.该桥垮塌过程及原因大桥在1940年6月底建成后不久,人们就发现大桥在微风的吹拂下会出现晃动甚至扭曲变形的情况。

因此通车后一直有专业人员进行监测。

1940年11月7日上午,7:30测量到风速38英里/小时(约61公里/小时),到了9:30风速达到42英里/小时(约68公里/小时)。

引起大桥波浪形的有节奏的起伏。

10:03突然大桥主跨的半跨路面一侧被掀起来,引起侧向激烈的扭动,另半跨随后也跟着扭动。

10:30大桥西边半跨大块混凝土开始坠落,11:08大桥最后一部分掉进大海。

Soon the bridge was built at the end of June 1940, it was found that the bridge will be shaking and even distorted the situation in the breeze. Therefore, after the opening has been a professional monitoring The morning of November 7, 1940, 7:30 to measure wind speed of 38 miles per hour (about 61 km / h), the 9:30 winds reach 42 miles per hour (about 68 km / h). Cause the rhythm of the waves of the bridge. 10:03 suddenly the main span of the bridge across the road to the side of the road waslifted up, causing a violent side of the twist, and the other half followed by twisting. 10:30 bridge on the west side of a large block of concrete began to fall, the last part of the 11:08 bridge fell into the sea.事后人们对垮塌的原因分析众说纷纭,其中空气动力学和共振流传最广。

船舶英语新

IACS意大利船级社Life saving appliance救生设备Plimsoll line普林索尔载重线Type A ship A类船Compartment 舱室Panama Canal 巴拿马运河Maritime 海事的Titanic 巨大的Maiden voyage 处女航Flood 进水Standard 规章Fire protection,detection and extinction防火、探火、灭火Liquefied gas carrier液化气船Casualty 灾难Corrosion 腐蚀Inter-governmental MaritimeConsultive OrganizationIMCO 国际政府间海事质询组织The Register of Shiping of the People’s Republic of China 中国船舶检验局Static equilibrium 静平衡Neutral equilibrium中性平衡Upright position 正浮位置Homogeneous cylinder均质柱状体Capsize 倾覆Resultant 合力Couple 力矩、力偶Righting arm 恢复力臂Capsizing moment 倾覆力矩Metacenter 稳心Initial stability at small angle of inclination 小倾角初稳性完整稳性Transverse stability 横稳性Metacentric height 稳心高Watertight integrity水密完整性Crucial element 重要因素Intact stability 完整稳性Ship hydrodynamics船舶水动力学Hydrodynamics 水动力的Hydrostatic 水静力的Eddy 漩涡Frictional resistance摩擦阻力Gradient 梯度Wetted surface 湿表面积Reynolds number 雷诺数ITTC=international Towing Tank Conference国际船模试验Wave-making resistance兴波阻力Eddy-making resistance漩涡阻力Residuary resistance剩余阻力Speed-to-length ratio速长比Nautical mile 海里Bow wave 首波Stern wave 尾波Wave pattern 波形Hole 水深凹处Shoulder 船肩Crest of wave 波峰Trough 波谷Bracket 轴支架Airfoil 水翼Angle of attack 攻角Viscosity 粘性Tangential 切向的Tangential viscous force切向粘性力Normal 法向的Drag 阻力、拖拽力Do work 做功Boundary layer 边界层Streamline 流线Curvature 曲率Paddle=oar 桨Patent 专利Fix-pitch 固定螺距式Adjustable-pitch可调螺距式Controllable-pitch可控螺距式Shrouded screw=ducted propeller导管螺旋桨Contant-pitch propeller定距螺旋桨Tunnel 隧道Sleeve 套管Contra-rotating propellers对转桨Jet propeller 喷水推进器Hub 桨毂Bolt 螺栓Astern 朝船尾Right-handed propeller右旋进桨Tip of a blade 桨叶叶梢Leading edge 导边Following edge 随边Helicoidal 螺旋面Generatrix 母线Extremity 末端Thread 螺纹Wake current 伴流Circulation theory 环流理论Blade section 叶元剖面Axial advance 轴向进速Unsymmetrical 非对称的Benoulli’s law伯努利定律Thrust 推力Torque 扭矩Cavity 空腔Cavitation 空泡Tip vortex 梢涡Worm gear 蜗杆A-bracket 人字架Aluminium alloy structure 铝合金结构Anchor recess 锚穴Angle bar 角钢Auxiliary engine seating辅机机座Auxiliary tank 调节水舱Bottom side tank 底边舱Bow door 首门Bow structure 首部结构Bracket floor 框架肋板Breasthook 首肘板Bridge 桥楼Bulwark 舷墙Cant frame 斜肋骨Cargo hatch 货舱口Catapult 弹射器Center keelson 中内龙骨Chain locker 锚链舱Clearance hole 通焊孔Clipper bow 飞剪型首Vertical bow 直立型首Vertical girder 竖绗Cofferdam 隔离舱Collision bulkhead 防撞舱壁Combatant ship 战斗舰艇Crosstie 撑杆Deck stringer 甲板边板Derrick platform起货机平台Derrick post 桅杆Doubling plate 复板Drain hole 流水孔Drain well 污水井Elevator 升降机Elliptical stern 椭圆形尾Emergency exit 应急通道Fender 护舷材glass fibre reinforced plastic 玻璃钢Flight deck 飞行甲板Forged steel stern 锻钢首柱Gusset plate 菱形板Hanger 机库Icebreaker bow 破冰形首Independent tank独立型液柜Integral tank 整体型液柜Internal insulation tanks内部隔热型液柜Mambrance tank内膜型液柜Integraled barge 分节驳Lightening hole 减轻孔Loader 装卸机Local strength 局部强度Panting beam 强胸结构Portable plate 可拆板Propeller post 螺旋桨柱Raised floor 升高肋板Raked bow 前倾型首Ramp 跳板Seam 边焊缝Single bottom 单底Shell expansion plan 外板展开图Solid floor 主肋板Sponson deck 舷伸甲板Strength deck 强力甲板Thruster 侧推器Topside tank 顶边舱Set course 设定航线Deviation 偏离Steering gear 舵机Electrohydraulic电动液压的Multi-propeller 多桨船Flanking rudders 侧翼舵Tantamount 等值的Thruster 助推器Bow thruster 首侧推器Six degrees of freedom六自由度Seasickness 晕船Antiroll fins 减摇鳍Froude number 傅汝德数Reynolds number 雷诺数Anti-pitching fins 减纵摇鳍Hydrodynamicist水动力学家Calm water 静水Dimensionless ratio无量纲比值Wave pattern 波形Mismatch 不匹配Rough water 汹涌的海面Geometrically similar form几何外形相似船型Skin friction 表面摩擦力Admiralty 海军部Model tank 船模水池Facility 设备Carriage 拖车Dynamometer 测力计Wave suppressor 消波器Sinkage 升沉Working allowance有效使用修正量Storm 风暴、扰动Open water 敞水Run 走车Cavitation tunnel 空泡水桐Speed of advance 进速Advance coefficient进速系数Self-propulsion 自航Wake 伴流Augment of resistance阻力增额Tunnel wall effect水同壁面效应Cavitation number 空泡数Ship trial 实船试验Mile post 里程标Solid interface不间断的交面Quay 与岸平行的码头Prier 与岸垂直的码头Lock 船闸King-post 主桅杆Stiffen 加强Extruded 压挤成的Section moulus 剖面模数In-plane load 面内载荷Build-up plate section组合型材Finite element 有限元Thermal effect 热效应Incremental plasticity增量塑性Mode shape 模式形状Springing 颤振Matrix method 矩阵法Uncertainty 不确定性Constraint condition 约束条件Shear buckling 剪切性屈曲Template 样板Forming operation 成型加工Flush 磨光Joggle 折曲Ledge 副梁材Leveler 矫直机Notch 开坡口Bulb plate 球头扁钢Drafsman 绘图员Loftman 放样员Allowance 公差，余量Butt weld 对缝焊接Intercostal 肋间的，加强肋Fillet weld connection贴角焊连接Back-up member 焊接垫板Axiomatic 理所固然的Taper 弄细，变尖Intervening deck 居中甲板Pillar 支柱Hostile sea 汹涌波浪Impact load 冲击载荷Slamming 砰击Deck wetness 甲板淹湿Distributed load 分布载荷Quartering sea 尾斜浪Torsional 扭转的Buckle 屈曲Tensile stress 拉应力Fastening 牢固件Deformation 变形Strain 应变Torque 扭矩Flexural 扭曲的Shear 剪切，剪力Fatigue 疲劳carling 垫板M/H cover腹板collar plate 补板slot hole 切口radius 半径web 腹板scallop 切角face flat 面板snip 剪切deliver 交货specific 详细capability 能力trial 试航investigation 投资quotation 报价broker 经济人financial 财政contract 合同negotiation 谈判agreement 协议regarding 着重于survey 鉴定guarantee service 售后服务purchase 购买in addition 另外carry out 承担storage management 保管order 订单instruction 指导，规程progress schedule 进度表berth 船台allocate 分配requisite 需要marine engineer 造机工程师naval architect 造船工程师specification 规格书stipulate 规格plan 设计图submit to 服从approval 批准认可permissible draft 许用吃水lines plan 型线图detailed plan 详细图纸shell plating 外板erection 安装架（上层建筑）bulkhead 隔舱壁framing 肋骨、骨架accommodation 居住space 舱室plumbing 水管系统electrical installation 电气装置auxiliary machinery 辅助机械layout 布置apart from 除了put forward 提出operation site 施工现场command 命令supervise 监督representative 代表fabrication 装配evaluate 评价check out 检查recommendation 建议authority 权威inspector 检查员register 登记、注册员construct 建筑comply with 符合initial 初始的continuing 后继的classification 船级assess 估价maritime nation 海运国concerned with 涉及provision 供应machinery 机械设备compulsory 强制性的adequate 适当的ship owner 船主unclassed 无船级的assignment 规定load line 载重线involved in 有关，涉及send out 派出surveyor 检查员supervisor 监造师barge carrier 载驳船a bold step 一大步in the trend toward 在某方面cargo 物资containerization 集装箱化port 港口、港泊barge 驳船lighter 港驳elevator 升降机platform 平台submerge 浸没align 成一直线trolley 拖车rail 运送ballast 压载bow 船艏stern 船艉laden 满载的hold 舱室fixture 设备erect 安装container ship 集装箱船virtually 实际上cargo liner route 货运航线terminal 港口waterproof 水密的hatch 舱口shore 岸上的idle 闲置的exclusively 专门的distinctive 独特的the very large crude carry (VLCC) 超大型油轮product tanker 成品油轮refined oil 精炼油parcel 分区的Sophisticated 完善的simultaneously 同步的edible 食用的acid 酸liquefied natural gas(LNG) 液化天然气liquefied petroleum gas(LPG)液化石油气aluminum 铝spherical 球形的prismatic-shaped 棱形的cope with 与．．．相适应expand 膨胀contract 收缩dry bulk cargo ship 散装干货船iron ore 矿砂limestone 石灰石installation 安装compartment 船舱crew 船员wheel house 驾驶室aft 船艉inner bottom plate 内底板slantingly 斜坡式knot 节１节＝１海里／小时ocean-going ship 远洋船density 比重stability 稳性rolling 横摇classification societies:Great Britain---L loyd’s Register of ShippingFrance---Bureau VeritasGermany---Germanischer LloydNorway---Det Norske VeritasItaly---Registro Italiano NavaleUnited States of America---American Bureau of Shipping Russia---Register of Shipping of the USSRJapan---Nippon Kaizi Ngokaipassenger-cargo ship 客货船property 特性sailing 航海capsize 倾覆、翻船self-turning 自身转向ferry 渡轮trailer 拖车lorry 车辆cruise liner 旅游船roll-on/roll-off ship 滚装船with a broad interpretation从广义上讲under this heading 在这一范畴内trailer ship 拖车运输船auto 汽车military vehicle 军用车辆pallet 货盘forklift truck 铲车immerse 浸没freeboard 干舷side port 舷门ramp 跳板transom stern 方形尾motorboat 汽艇sloping ramp 倾斜跳板clear deck 畅通甲板transverse bulkhead 横向隔舱壁unique 独特的arrangement 布局access 通道strategist 军事家submarine 潜水艇aircraft carrier 航空母舰humble 卑微的minesweeper 扫雷艇modular 单体的sensor 传感器personnel 人员explosion 爆炸mine-hunter 探雷器non-magnetic 无磁的glass fiber 玻璃纤维combat 战斗robot submersible 无人潜水艇inter-continental ballistic missile 洲际弹道导弹nuclear-powered 核动力bomb 炸弹ammunition 军火up and away 桥楼bridge 起飞funnel 烟囱fighter 战斗机dive-bomber 轰炸机fighter-bomber 战斗轰炸机torpedo 鱼雷hangar 飞机库spare part 备件aerial 天线row 成排turbine 汽轮机propeller 螺旋桨mount 装配arrestor 停机cable 缆绳armor 装甲beam 横梁salvage 打捞tug 拖轮pumping 抽水ice breaker 破冰船Maneuverable 易操纵的off shore 近海mobile drilling platform 移动式钻井平台self-elevating platform 自升式平台submersible 坐底式（平台）semi submersible 半潜式（平台）drill ship 钻井船jack-up 用千斤顶顶起tow 拖动limit up to 不大于offset 偏移version 翻版、变种bottom-supported unit 底坐式平台floater 浮动式平台plus the fact that 此外buoyancy 浮体rig-type 钻井机self-propelled 自推式的configuration 外形twin-hulled 双体型catamaran 双体船anchoring 锚泊ingenious 精确的dynamic positioning system 动力定位系统stabilize 使稳定fixed offshore structure 固定式近海平台template 样板，模板jacked structure 导管架平台pile 管装lateral 侧向的heavy lift ship 超重机derrick 起重机stock 铁轨voyage 航海painting 涂漆air-bubbling 气泡lubricate 润滑elegant 优雅的diesel engine 柴油机gearbox 齿轮箱fuel oil 燃油exhaust gas 排出的废气turbo-generator 涡轮（气轮）发动机electronic system 电子系统anti-collision radar 反碰撞雷达satellite navigation 卫星导航echo sounder 回声仪sensor 传感器data monitoring 数据监测spare 备件readout 数据显示装置program 编程steer 操纵，驾驶crew 船员cabin 舱室reinforce 加强vulnerable 易受损的hull form 船型robot 机器人propulsion 推进electro-magnetic generation 电磁代产品sail 船帆wind turbine 风力涡轮机high-altitude 高空convoy 护航舰队manned 有人操纵的performance 特性guiding principle 导航原理，定向原理be concerned with 与…有关seakeeping performance 海航性能floatability 漂移性stability 稳性floodability 不沉性fast speed 快速性wave-resistance 耐波性maneuverability 操纵性principal dimension 主尺度taking …into account 考虑到length overall 总长bulbous bow 球鼻艏length on the waterline 水线长design water line 设计水线full-load waterline 满载水线trim 纵倾length between perpendiculars 垂线间长rudder post 舵柱rudder post 舵梢breadth moulded 型宽breadth extreme 最大船宽overhang of deck 甲板舷伸部分fenders 护舷材depth moulded 型深base line 基线midship transverse cross section 舯横剖面rounded gunwale 圆弧舷顶边部deck line continued 甲板边线的延线draft 吃水freeboard 干舷sea-worthiness 适航性ship line 船体线型section 剖面截面intersection 相交交线orthogonal plane 正交平面body section 横剖面中剖面parallel 平行waterline 水线面（图）水线level line 水平型线面sheer profile 总剖线图buttock 后体纵剖线，纵剖线bow line 前体纵剖线fair 光顺fairing process 光顺过程space 间隔interdependence 互相协调coefficients of shipform 船型系数water plane area coefficient 水线面系数midship transverse cross section coefficient 舯剖面系数displacement coefficient 排水量系数block coefficient 方形系数longitudinal prismatic coefficient 纵向棱形系数geological characteristics of hull 船体几何特性ratios of principal dimensions 主尺度比值displacement 排水量lightload displacement 轻载排水量full-load displacement 满载排水量spare parts 备品spare gears 备件provision 粮食consumable 消耗品complement 定员normal displacement 正常排水量standard displacement 标准排水量deadweight 载重量total tonnage 总吨位net registered tonnage 净登记吨位deal with 谈到load line mark 载重线标记for the sake of 为了．．．的缘由be laid down 被制定incline 倾斜trim 纵倾heel 横倾metacenter of transverse incline nation 横倾稳心longitudinal inclination 纵向倾斜small metacentric angles 小倾角keel block 龙骨墩on being dry-docked 进入船坞时ballast water 压载水adjacent compartment 相邻舱resistance 阻力propulsion 推进friction 摩擦wave-making 兴波阻力eddy-making 涡流阻力transmission 传动propulsive coefficient 推进系数rated horsepower of the main engine 主机额定马力rolling 横摇pitching 纵摇heaving 升沉运动pattern of surface wave 表面波型deteriorate 变坏dampen 衰减rolling period 横摇周期initial stability 初稳性moderate 缓和bilge keel 舭龙骨activated fin stabilizer 主动减摇鳍passive or flume stabilizing tank 被动减摇水舱turning circle 回转范围helm 舵轮,转舵装置hull construction 船体结构superstructure 上层建筑main hull 主船体bow block 艏段midship block 舯段stern block 艉段side 舷侧upper deck 上甲板hollow structure 空心结构horizontal 水平的diaphragm 隔板lower deck 下甲板breadth 船宽transverse bulkhead 横向隔舱壁fore peak 艏尖舱aft peak 艉尖舱stem 艏柱stern post 艉柱bottom shell plating 船底外板flat plate keel 平板龙骨bilge strake 舭列板center vertical keel 中内龙骨side vertical keel 旁骨龙骨floor plate 肋板side shell plating 舷侧外板side plate 舷侧板sheer strake 舷顶列板frame 肋骨Side girder 舷侧纵桁beam 横梁deck girder 甲板板stiffener 强肋骨envelope 外壳buoyancy 浮力crisscross 纵横交错framing 骨架supplementary 补充的sea keeping performance 航海性能deckhouse 甲板室forecastle 艏楼poop 艉楼castle 桥楼trim 横倾heel 纵倾ballast water 压载水centerline stringer 中纵通材member 构件total longitudinal strength 总纵强度side girder 侧桁bend 弯曲dynamic pressure 冲击力port 左舷starboard 右舷layer 层single shell side 单层壳舷侧longitudinal big hatch 纵通长大舱口transversal framing 横向骨架web 腹板static water pressure 静水压rolling 横摇pitching 纵摇rudder 舵shaft strut 艉轴架panel stiffness 板格刚度vibration 振动weather deck 露天甲板roof 屋顶pant beam 横梁hatch beam 舱口横梁deck girder 甲板纵桁deck longitudinal 甲板纵骨hatch trunk 舱口围板pillar 支柱strength deck 强力甲板flange 翼缘boundary 边缘,界面neutral axis 中心轴plain plate 平板corrugated plate 波浪板kingpost 吊杆柱rigidity 刚性flooding 进水fore perpendicular 艏垂线fore peak zone 艏尖舱区域collision proof bulkhead 防撞舱壁sheets of plate 板材element 构件curved 曲面的but in either case 但不论哪种情况stanchion 支柱stringer 侧桁rolled 轧压(型材)extruded 挤压(型材)flanged 折边(型材)built-up plate sections 组合板型材bottom shell 外底板orient 取向center vertical keel 中内龙骨as appropriate 假如合适hull girder 船体梁passenger ship 客船ro/ro ship 滚装船bulk carrier 散货船tug 拖船cargo temperature 物资温度max pressure 最大压力min temperature最低温度max cargo density 物资最大密度Research Ship 调查船Training Ship 训练船Fire Fighting Ship 消防船Oil Recovery Ship 浮油回收船Fish Factory Ship 鱼类加工船Strengthened for Heavy Cargoes 重货加强Holds Nos may be Empty 能够舱空舱CCSS Structural safety Solutions 船舶结构分析评估系统、Greater Coastal Service 近海航区Coastal Service 沿海航区Sheltered Water Service 遮蔽航区Dalian Nagasaki Service 大连长崎In Water Survey 水下检验Enhanced Survey Programme 加强检验程序Ballast Water Management Plan 压载水治理打算lifting lug 吊马。

造船英语口语

(38) What ships do you build?你们船厂造什么船？(39) Container ships, bulk carriers, and some barges.集装箱船，散货船，还有一些驳船。

(40) How much is the maximum lifting capacity in your shipyard?你厂吊车最大起重能力是多少(41) 300 tons, it is a berth derrick, the span being 72m.300吨，是船台用起重机，跨度72m。

(42) Here, how do you pre-treat (prepare) the steel plates?在这里，你们怎样对钢板进行预处理？(43) We call it shot-blasting (sand-blasting).我们用抛丸（喷沙）的方法。

(44) After shot-blasting, do you paint the steel plates?抛丸后还要将钢板涂漆吗？(45) Yes, we do. And we call it priming paint.是的，我们称之为车间底漆。

(46) How fast is the plate moving?钢板移动的速度是多少？(47) About 5m a minute.大约每分钟5米。

(48) How do you cut a steel plate?你们怎样切割钢板？(49) For plates less than 10mm, we use mechanical cutting method.小于10mm的钢板，用机械切割法。

(50) How about the plates over 10mm(thicker plates)?那么大于10mm的呢？(51) We use the flame cutting method. Most of the cutting is done by numerical control(N/C).我们用火焰切割法。

OTC 深海技术会议2009年会议论文全部标题——中英文对照

Tahiti Spar湿式井口方案
34.
19858
Tahiti Flowline Expansion Control System
Tahiti油田出油管线的膨胀控制系统
35.
19859
Tahiti Project Subsea System Design/Qualification
Tahiti项目水下系统的设计/认证
19783
Novel Single-Trip Upper Completion System Saves Rig Time in Deepwater Offshore Brazil
巴西深水节省钻机时间的新型Single-Trip完井技术
8.
19784
Development of a Large Bore Umbilical for Deep Water Service
世界上第一个针对水下采掘的大型浮式选矿机的介绍
23.
19826
Risk Mitigation of Chemical Munitions in a Deepwater GeoHazard Assessment
如何减轻深水地质灾害评估中化学物的风险
24.
19835
Comparison of Tank Testing and Numerical Analysis for the Design of a Catamaran for Deck Installation by the Float-Over Method
超深水中水下安全阀控制系统的应用
44.
19871
Effect of Remolding and Reconsolidation on the Touchdown Stiffness of a

超大跨径桥梁结构中的特殊力学问题

第17卷　第4期重　庆　交　通　学　院　学　报1998年12月Vol.17　No.4 Journal of Chongqing Jiaotong Institute Dec11998超大跨径桥梁结构中的特殊力学问题Ξ方明山项海帆肖汝诚(厦门:厦门路桥建设投资总公司,361009)(上海:同济大学桥梁工程系,200092)摘要从超大跨径桥梁结构的两种基本体系(斜拉桥与悬索吊桥)入手,回顾了本领域理论研究现状,并揭示了超大跨径桥梁所面临的诸多亟待解决的特殊力学难点及可行的对策.分析表明,超大跨径斜拉桥力学难点在于静力稳定性问题,超大跨径悬索桥主要是风载下的空气静力、空气动力稳定性问题.关键词:超大跨径桥梁结构;斜拉桥;悬索桥;力学问题0　引言90年代以来,大跨径桥梁技术发展很快,斜位桥以主跨602m的杨浦大桥、856m的Normandie大桥及890m的Tatara大桥为标志,悬索桥则以主跨1624m大贝尔桥、主跨1991m的明石海峡大桥及即将开工的主跨3300m的Messina大桥为标志,表明当今大跨径桥梁技术已具备向超大跨度(斜拉桥L>1000m,吊桥L>2000m)冲刺的实力.由于全球经济的高速发展,建造跨海、跨州际海峡大桥的呼声越来越高.不少国家已开始计划建造2500～3000m级的跨海大桥,如意大利、日本、丹麦、土耳其、西班牙、摩洛哥等等.我国大跨桥梁技术已达世界一流水平,正规划在东南沿海一带修建1000m级的斜拉桥和2500m级的多跨多联悬索桥.随着跨径的超长化,这类超大跨径桥梁结构特性将发生改变,导致结构中某些力学问题更加突出,给桥梁的建造必然会带来许多困难.为此,有必要尽早认识这些力学问题难点,为今后超大跨径桥梁的建设做理论准备.笔者将超大跨径桥梁体系分为斜拉桥、悬索桥及斜拉2悬吊组合桥等3类基本结构体系.1　超大跨度斜拉桥中的关键力学问题以往大跨径斜拉桥跨度一般不超过500m,主梁高跨比相对较大,其梁、塔的稳定问题并不突出.近10年来,斜拉桥发展迅猛,其设计日趋纤细化,高跨比由过去的1/100降至1/300,跨度已接近900m.跨度增加引起梁、塔承受的恒载轴向压力剧增,索的垂度效应、梁塔p2Δ效应、结构大位移等几何非线性效应明显增大.这些不利因素的影响降低了桥梁Ξ收稿日期:1998204227.方明山,男,1969年生,博士.6重庆交通学院学报第17卷结构抵抗静力失稳的能力,安全系数大为减小,稳定问题愈加突出,因而静力稳定问题是制约斜拉桥向超大跨度发展的主要障碍.具体说来,其静力稳定性问题包括如下3方面:111　竖向活载引起的面内第一类稳定问题它由主梁中恒载轴向压力与活载弯矩共同作用引起.早先的分析方法有Leonhardt的弹性地基梁理论和M1C1Tang的能量法,其分析精度取决于假定的屈曲状态与实际屈曲状态之间的近似程度,属于近似的数值分析法.90年代以来,先后有不少学者对此问题进行了研究,如德国学者Reiner Saul[1]采用弹性地基梁理论对跨度为1000～1800m范围内的超大跨径斜拉桥结构进行参数分析,推得主梁的屈曲长度与主跨跨径的四次开方成正比关系.日本学者M1Nagai[2]等人运用有限元法对自锚体系及双锚体系的超大跨径斜拉桥结构进行了对比分析,从面内稳定性方面来预测其极限跨度.其分析表明,对于1400m跨径以内的自锚体系斜拉桥,其结构稳定性可以满足设计要求,超过此跨径后,可用双锚体系与悬索桥相竞争,当跨径达1700m时,双锚体系仍然具有足够的稳定性,但须注意施工阶段的稳定性问题.112　面外第一类稳定性问题超大跨径斜拉桥面外第一类稳定性问题主要是静力风载作用引起的扭转发散和横向弯扭屈曲问题.前者表现为扭转失稳,是指在临界风速下,升力矩超过桥梁的抗力矩后,引起主梁扭转并逐渐增大直到扭坏.其分析理论有二维、三维有限元法,均假定气动扭矩系数Cm (α)与扭角α呈线性函数的关系且结构刚度Kα为常数.对于超大跨径斜拉桥这类复杂的结构,这种假定是否合理尚待研究.而横向弯扭屈曲表现为横向风载作用面内的弯曲与主梁绕截面扭心的扭转复合,它是因静力三分力及塔梁自重引起的轴向压力共同作用,使结构的有效刚度减为零所致.近20年来学者们主要集中于线性横向弯扭屈曲分析,对于超大跨径斜拉桥,非线性因素的影响已不可忽略,因此必须考虑几何、材料非线性及静力三分力随攻角改变呈非线性变化的综合非线性因素影响.日本学者T1Miyata、V1Booyapinyo[3,4,5]在这方面作了比较细致的研究,先后进行了线弹性、非线弹性及弹塑性的理论分析.他们对主跨为1000m斜拉桥的风致静力稳定分析表明:在横向弯扭屈曲分析中,计及几何非线性的影响后,其临界风速值较线性分析结果降低了一半,而且其成桥及施工状态的屈曲模态截然不同,若进一步考虑材料非线性的作用,横向弯扭屈曲临界风速值还会降低;对扭转发散的分析表明,其临界风速值高于横向弯扭屈曲值;此外在施工过程中的合拢阶段,结构的临界风速明显低于成桥状态临界值.由此可见,在超大跨径斜拉桥中,面外稳定问题主要是横向弯扭屈曲失稳,而扭转发散并不严重.施工过程的合拢阶段比成桥状态对静力风载作用更为敏感,其面外稳定性更差. 113　第二类稳定问题超大跨径斜拉桥在自重、车辆等各种荷载作用下,主梁、桥塔中会产生巨大的轴压力,一旦主应力超过材料的屈服强度,材料进入塑性状态,随着荷载的不断增大,结构中进入塑性区域的地方扩大,结构切线刚度降低,最终会导致结构或主要构件出现极值型失稳,使桥梁结构发生破坏.精确分析须采用弹塑性有限位移理论进行.1995年M1Nagai[6]等对跨度为1000m～1600m范围内的斜拉桥进行分析,结果表明,当跨径L≤900m时,主梁可以满足极限承载的要求,当跨径L>1000m时,主梁截面尺寸须要加大,在经济上将无法同吊桥抗衡.若要进一步增大跨径,就必须减小主梁的恒载轴压力.为此只有采用双锚体系或轻质、高强材料来弥补,材料的开发势在必行.可见,对于1000m 级的斜拉桥,其成桥、施工阶段的静力面内、面外稳定性一般都可满足要求.因而从静力稳定性角度看,修建1000m 级的斜拉桥是切实可行的.对于1000m ～1400m 跨度范围内,须进一步增强主梁的极限承载能力.当跨径L >1400m 时,可采用双锚体系.当跨度达到1700m 时,双锚体系仍然具有足够的安全储备,可和悬索桥相竞争.2　超大跨径悬索桥中存在的特殊力学问题与斜拉桥不同,悬索桥结构的主要受力构件为主缆与桥塔.主梁以受弯为主,受力分析时它可等效为拉弯杆件,其几何非线性效应偏于安全一面.几何非线性问题虽不如斜拉桥那么突出,但因结构的超长化,使结构扭转刚度及扭频减小,颤振临界风速下降,导致其空气静、动力稳定性问题趋于严重.近年来日本的桥梁学者们在此领域展开了广泛的研究,研究方向集中在以下几方面:211　静力风载作用下的侧向位移问题在日本明石大桥(主跨为1990m )的抗风设计试验中曾发现,在静风作用下,钢加劲桁架梁跨中横向位移达33m.据Y 1Hikami 、K 1Matsuda [7]分析:当跨度为5000m 时,如采用流线形箱梁,位移仅为25m ,原因在于扁箱梁的阻力系数较低.此外还可从体系上着手,设法提高整体结构的侧向刚度.212　偏载下的扭转变形问题沿桥纵向单侧满布活载时,主梁跨中的最大扭转变形将不可忽视.据Y 1Hikami [7]的计算分析,当跨径达到5000m 时,跨中扭角达314°.如果再计入有一定攻角的静风荷载的作用,在车辆拥挤的交通状态下,可能会发生扭转失稳现象.因此必须提高结构的扭转刚度.为此可设法加强主索、吊杆的协作作用,即改变索体系来达到目的,例如采用交叉吊杆、索或将主索收敛于主塔塔顶.213　空气静力扭转发散问题一般情况下,超大跨径斜拉桥的扭转发散风速高于其颤振临界风速,大跨悬索桥也如此,但对于超大跨径悬索桥,其扭转发散风速可能会低于颤振临界风速.目前对于这种现象的机理尚认识不足,是一个亟待解决的难题.214　空气动力稳定性问题计算表明,跨度小于2000m 的悬索桥,可采取必要的抗风措施避免颤振现象.当跨径超过2500m 以后,颤振临界风速急剧下降,颤振问题将成为超大跨径悬索桥中首要解决的难题.近年来,围绕提高悬索桥结构颤振临界风速问题的研究十分活跃.主要有两种途径:11采用气动措施来提高桥梁的气动稳定性,它是通过附加外部装置或者较少修改主梁、桥塔、吊杆和拉索的外形来改变其周围的气流流动来实现;21采用机械措施来抑制空气动力行为,它通过增加结构的刚度、阻尼或者适当附加一定质量的重物来实现[8].此外随着跨径的加大,桥塔的弯曲、扭转频率也将降低,桥塔的弯曲驰振风速下降,对此必须引起足够的重视.至于抖振响应问题,因桥梁结构的恒载随跨度增加,其惯性力与抖振力之比也增大,从而弥补了扭转频率降低的不足.一些分析表明[7],在跨径为1000m ～5000m 以内,抖振响应值不超过5m ,且几乎不受跨度变化的影响.因而抖振响应问题在7第4期方明山等:超大跨径桥梁结构中的特殊力学问题8重庆交通学院学报第17卷超大跨径悬索桥中不是主要问题.可见,由于超大跨径桥梁结构具有超常规的跨度,与常规跨径桥梁相比,结构显得更加轻型、柔性化,其结构中的几何非线性效应将更为突出,风载作用下结构成桥状态及施工状态的静、动力稳定性问题将上升为主要的矛盾.3　小结综上所述,超大跨度桥梁结构的兴建,将面临着诸多亟待解决的力学难题.其中,超大跨度斜拉桥存在的关键力学难点主要是静力稳定性问题,尤其是施工阶段合拢前的横向弯扭屈曲问题,而超大跨度悬索桥主要是空气静力、动力作用下引起的静力、动力稳定性问题,尤其是静力扭转发散与颤振问题.总之,当前关于超大跨径桥梁结构力学的理论研究还刚刚起步,对于单主跨超大跨径桥梁体系中的关键力学问题的认识尚不充分,而多主跨超大跨径桥梁体系的研究只有建立在前者的基础上循序渐进,逐步探索,相信未来的桥梁领域定会更加广阔诱人!参　考　文　献1　R.Saul.On Frontiers of Cable2Stayed Bridges.“Bridges into the21st Century”.Hongkong, 19952　M.Nagai,etc.Possibilities and Limitations of Self2and Partially Earth2Anchored Long2Span Ca2 ble2Stayed Bridges.“Bridges into the21st Century”.Hongkong,19953　V.Boonyapinyo,etc.Wind2Induced Nonliear Lateral2Torsional Bucking of Cable2Stayed Bridges.19914　V.Boonyapinyo,etc.Nonliear Structural Instability of Long2Span Cable2Stayed Bridges under Gravity and Wind Loads.J SCE,19945　T.Miyata,etc.Importance of Wind Load in Buckling Instability of Super2Long Cable2Stayed Bridges.19946　M.Nagai,ETC.Development of Box Cross2Sections of G irders in Extremely Long2Span Cable2 Stayed Bridges.19947　Y.Hikami,K.matsuda.Aerodynamical Characteristic of Super2Long2Span Bridges and New Ide2 al of Gravity2Stiffened G irder Deck.HongK ong,19958　T.Miyata,etc.Aerodynamic/Structural Improvement Agaist Flutter Instability of Super Long Suspension Bridges.France,19949　S.Montons.Buckling of Cable2Stayed Decks.“Bridges into the21st Century”.Hongkong,199510　Y.Morita,etc.Investigation of Twin Box Suspension Bridge.“Bridges into the21st Century”.HongK ong,199511　H.Sato,R.Toriumi.Aerodynamic Characteristics of Slotted Box G irders.HK,199512　H.Tanaka,etc.Design of Super2Long2Span Suspension Bridges Based on Aerodynamics.HK, 199513　Dr William,C,BROWN,etc.Recent Developments in Deck Design of Suspension Bridges.HK,199514　P.Taylor,etc.Buckling Stability and Secondary Stress E ffects in the Deck G irders of Cable2 Stayed Bridges.199415　R.Walther ,D.amsler.Hybrid Suspension Systems for Very Long Bridges :Aerodynamic Anal 2ysis and Cost Estimates.France ,199416　K.Nomura ,parison of Different Cable Systems on the Static and Coupled Flutter Char 2acteristics of A 3000m Class Suspension Bridge.France ,199417　N.J.G imsing.Suspended Bridges With Very Long Spans.199418　山下羲之等.构造的耐风安定性向上策たよる超长大吊桥の试设计.土木学会论文集,199219　M.Pecora ,L.Lecce ,etc.Aeroelasic Behaviour of Long Span Bridges With “Multibox ”Type Deck Sections.J.of WEIA ,199320　C.Borri ,etc.The Aerodynamic Advantages of a Double 2effect Large Span suspension Bridge un 2der Wind Loading.J.of WEIA ,199321　rson ,N.J.G imsing.Wind Engineering Aspects of the East Bridge Tender Project.J.of WEIA ,199322　F.Brancaleoni ,G.Diana.The Aerodynamic Design of the Messina Straits Bridge.J.of WEIA ,199323　T.Miyata ,K.Y amaguchi.Aerodynamics of Wind E ffects on the Akasi 2K ailyo Bridge.J.of WEIA ,199324　O.Stenfeld.Aerodynamic of Large Bridges.SEI ,1992,325　Y.Fujino ,M.Ngai.Static and Dynamic Problems in Extremely Long 2Span Cable 2Stayed Bridges.1991K ey Mechanical Problems of Super 2Long 2Span C able 2Supported BridgesFang Mingshan(Road &Bridge Construction Investment Corporation of Xiamen ,361009)Xiang Haifan Xiao Rucheng(Department of Bridge Engineering ,Tongji University ,Shanghai 200092)AbstractThis paper discusses some key mechanical problems of super 2long 2span bridges ,which is aimed to give valuable reference to the design of the bridges to be built in the future.K ey w ords :super 2long 2span bridges ;cable 2stayed bridge ;suspension bridge ;mechanical prob 2lems9第4期方明山等:超大跨径桥梁结构中的特殊力学问题。

试验翻译

加州承载比试验 California bearing ratio test, CBR test 又称“CBR试验”。

岩土特性指标试验 geotechnical index property test标准贯入试验 standard penetration test, SPT静力触探试验 static cone penetration test动力触探试验 dynamic sounding弯沉试验 deflection test视比重试验 apparent specific gravity test吸水率试验 water absorptivity test压碎值试验 crushing value test含泥量试验 silt content test有机物含量试验 organic matter content test软颗粒含量试验 soft grain content test磨耗试验 abrasion test石料磨光值试验 polished stone value test剥落试验 stripping test饱水率试验 saturated water content test冻融试验 freezing and thawing test韧度试验 rupture test压缩试验 compression test弹性模量试验 elastic modulus test直接剪切试验 direct shear test干湿试验 wetting and drying test拉力试验 tension test冲击韧度试验 impact toughness test洛氏硬度试验 Rockwell hardness test布氏硬度试验 Brinell hardness test冷弯试验 cold bent test热弯试验 hot bent test疲劳试验 fatigue test坍落度试验 slump test稠度试验 consistency test硬练砂浆强度试验 early-dry mortar strength test软练砂浆强度试验 plastic mortar strength test促凝压蒸试验 accelerated setting autoclave test水泥安定性试验 cement soundness test石灰含量测定法 method for determining the lime content钙电极快速测定法 calcium electric rapid determination method 针入度试验 penetration test延度试验 ductility test软化点试验[环球法] softening point test [ringball method]粘滞度试验 viscosity test闪点试验[开口杯法] flash point test [open cup method]燃点试验 burning point test加热损失试验 heating loss test溶解度试验 dissolubility test蒸馏试验 distillation test浮漂度试验 floatability test薄膜加热试验 thin-film heating test脆点试验 brittle point test含蜡量试验 paraffin content test组分试验 constituent test粘结力试验 cohesion test游离碳含量试验 free carbon content test挥发分含量试验 volatile matter content test 酚含量试验 phenol content test灰分含量试验 ash content test储存稳定度试验 storage stability test车辙试验 wheel rutting test马歇尔稳定度试验 Marshall stability test铺砂法试验 sand patch test[路面]抗滑试验 anti-skid test混凝土流动性试验 concrete fluidity test钢材验收试验 steel acceptance test钢材外观检验 steel visual inspection钢丝冷拔试验 wire cold-drawn test冷拉率 cold-drawn rate[钢筋]焊接接头强度试验 welded joint strength test桥梁验收荷载试验 bridge acceptance loading test桥梁模型试验 bridge model test桥梁模型风洞试验 bridge model wind tunnel test光弹性试验 photoelastic analysis桥梁病害诊断 bridge defect diagnosis桥梁静载试验 bridge static loading test桥梁动载试验 bridge dynamic loading test挠度横向分布测量 transversal distribution measurement of girder deflection 桥梁挠度曲线 bridge deflection curve激光准直挠度测量 laser alignm ent deflection measurement索力测量 cable force measurem ent[桥梁]动力响应试验 bridge response to forced vibration行车激振 vibration excited by moving truck跳车激振 vibration excited by truck jumping from threshold on deck放松拉索激振 vibration excited by cutting off holding rope落物激振 vibration excited by dropping weight爆破激振 vibration excited by explosive action桥梁自振频率测量 bridge natural frequency measurem ent桥梁振型分析 bridge vibration mode analysis桥梁脉动测量 bridge pulsation measurement动力放大过程线 dynamic amplification duration curve峰值响应 peak response正响应区 positive response zone负响应区 negative response zone残留响应区 residual response zone滞后响应区 hysteresis response zone余振自谱分析 residual vibration auto-spectrum analysis冲击系数测定 impact factor evaluation受迫振动互谱分析 forced vibration cross-spectrum analysis无损检测 non-destructive test,NDT混凝土强度超声测量 ultrasonic test of concrete strength混凝土回弹试验 rebound test of concrete裂缝声发射检测 crack detecting by acoustic emission混凝土钻孔内窥镜检查 concrete coring hole inspecting by endoscope梁内导管空隙真空加压试验 duct void examination by vacuum pressure test 混凝土氯化物含量测量 concrete chloride content measurement氯化物含量沿深度分布测量 chloride content depth profile measurement混凝土碳化试验 concrete carbonation test碳化深度酚酞试验 carbonation depth by phenolphthalein test钢筋锈蚀活动性评定 bar corrosion activity evaluation钢筋锈蚀三因素模型 three-factor model of bar corrosion钢筋电阻率测量 bar resistivity measurement钢筋电位测量 bar potential measurement桥基沉降观测 bridge foundation settlem ent observation试桩 test pile桩轴向荷载试验 axial loading test of pile桩横向荷载试验 lateral loading test of pile桩贯入试验 pile penetration test桩完整性试验 pile integrity test钻孔直径检测 bored hole diameter measurement钻孔垂[直]度检测 bored hole verticality measurement[桩]动测法 dynamic measurement of pile钻孔泥浆试验 boring slurry test工程地质条件分析 engineering geologic condition analysis桥址稳定性评定 bridge site stability evaluation桥基稳定性评定 bridge foundation stability evaluation地震危险性评定 seismic risk evaluation桥址断层活动性评定 fault activity evaluation of bridge site液塑限联合测定仪 liquid-plastic combine tester击实仪 compaction test apparatus核子湿度密度仪 nuclear moisture and density meter核子静态湿度密度仪 nuclear moisture and density static meter核子动态湿度密度仪 nuclear moisture and density dynamic meter 贯入仪 penetration test apparatus土圆锥仪 soil cone penetrator固结仪 consolidometer维卡稠度仪 Vicat apparatus承载板 bearing plate路面曲率仪 surface-curvature apparatus路面平整度测定仪 viameter路面透水度测定仪 surface permeameter直剪仪 direct shear apparatus三轴剪切仪 triaxial shear equipm ent标准筛 standard sieves沥青抽提仪 bitumen extractor砂浆稠度仪 mortar consistency tester坍落度圆锥筒 slump cone冲击韧度试验仪 impact toughness apparatus耐磨硬度试验仪 wear hardness testing apparatus狄法尔磨耗试验机 Deval abrasion testing machine洛杉矶磨耗试验机 Los Angeles abrasion testing machine石料加速磨光仪 accelerated stone polishing tester道路几何数据收集系统 road geometry data acquisition system 路面激光测试仪 laser road surface tester路面病害摄影组合仪 photographic road survey group摩擦系数测定仪 friction tester滑溜测量仪 skidometer摆式仪 portable pendulum tester横向力系数测试仪 sideway force coefficient routine investigation machine, SCRIM 颠簸累积式平整仪 bump-integrator roughometer trailer车载式颠簸累积仪 vehicular bump-integrator纵断面分析仪 longitudinal profile analyzer构造深度仪 texture meter手推式构造深度仪 minitexture meter高速构造深度仪 high speed texture meter弯沉仪 deflectometer, Benkelman beam又称“贝克曼梁”。

Dynamic Cable Assignment On Gigabit Infrastructure

专利名称：Dynamic Cable Assignment On GigabitInfrastructure发明人：Daryl Carvis Cromer,Howard JeffreyLocker,Marc Richard Pamley申请号：US11763196申请日：20070614公开号：US20070237166A1公开日：20071011专利内容由知识产权出版社提供专利附图：摘要：A method and corresponding network interface device for communicatingbetween devices connected to a LAN includes attempting to communicate between thenetwork devices over an initial subset of the network media wires. If the communication fails, a subsequent subset of media wires is selected. The wires of this subsequent subset differ from the wires of the initial subset. If the attempted communication succeeds, the current subset of network media wires is used as the media over which subsequent network data is transmitted. Attempting to communicate over the media may include sending an initialization sequence such as an Ethernet Auto-negotiate sequence. In one embodiment, the network media is implemented as 8 wires of CAT 5 cabling suitable for use with a Gigabit Ethernet. In this embodiment, any subsequent subsets of the network media wires may consist of 4 of the 8 wires over which 100 Mbps Ethernet operation may occur.申请人：Daryl Carvis Cromer,Howard Jeffrey Locker,Marc Richard Pamley地址：Cary NC US,Cary NC US,Durham NC US国籍：US,US,US更多信息请下载全文后查看。

cabletester

cabletesterCableTester: An Essential Tool for Network Maintenance and TroubleshootingIntroductionIn the digital age, where communication networks have become an integral part of our daily lives, ensuring their proper functioning is of utmost importance. Networks are made up of various components, and one such crucial component is cables. Cables play a vital role in transmitting data reliably and at high speeds. However, over time, cables can degrade or become damaged, leading to network issues. To address this concern, cable testers have emerged as essential tools for network maintenance and troubleshooting. In this document, we will explore what cable testers are, their types, practical applications, and the benefits they offer.Understanding Cable TestersA cable tester is a diagnostic tool designed to evaluate the integrity and performance of network cables. It helps in identifying faults, such as shorts, opens, and miswiring, thatcan impede data transmission. Additionally, cable testers are capable of measuring important parameters like cable length, attenuation, crosstalk, and impedance, providing valuable insights into the cable's condition.Types of Cable TestersThere are different types of cable testers available in the market, each serving specific purposes. The most common types are:1. Basic Cable Tester: This type of tester is designed for simple continuity checks and identifying basic wiring faults. It can detect open circuits, short circuits, and crossed wires. Basic cable testers are user-friendly, cost-effective, and ideal for beginners.2. Tone Generator and Probe: In addition to basic continuity tests, this type of tester is useful for tracing cables in complex network setups. By emitting an audible tone, the tone generator helps in locating cables at the other end using a probe.3. Ethernet Cable Tester: Specifically designed for Ethernet cables, this tester can check the integrity of the cable's twisted pairs. It can detect faults like incorrect wiring, split pairs, and terminations. Ethernet cable testers are widely used in networking installations and maintenance.4. Advanced Cable Certifiers: These high-end cable testers provide comprehensive testing and certification of cabling systems. They are capable of performing sophisticated tests to verify compliance with specific standards like TIA/EIA-568. Advanced cable certifiers are generally used by professional network technicians for large-scale installations.Practical Applications of Cable TestersCable testers find extensive use in various industries and applications. Some practical applications include:1. Network Installation: Cable testers are indispensable during network installation. They ensure proper connections, diagnose faults, and validate the transmission quality of newly installed cables.2. Network Maintenance: Regular maintenance of networks is essential to ensure optimal performance. Cable testers help troubleshoot network issues and identify faulty cables quickly, minimizing downtime.3. Data Centers: Cable testers are widely used in managing and maintaining the complex cabling infrastructure of data centers. They aid in cable organization, tracking, and identifying issues in vast networks.4. Telecommunications: In the telecommunications industry, cable testers play a crucial role in ensuring the quality and reliability of cables used for voice and data transmission.Benefits of Cable TestersUsing cable testers offers several benefits, including:1. Time and Cost Savings: Cable testers enable technicians to diagnose and locate faults quickly, saving valuable time and reducing repair costs.2. Enhanced Performance: By identifying potential issues, cable testers help in maintaining optimal network performance and preventing data loss or signal deterioration.3. Improved Network Reliability: Regular cable testing minimizes the risk of sudden network failures, ensuring uninterrupted communication and preventing costly downtime.4. Easy Troubleshooting: Cable testers provide clear and concise information about cable faults, simplifying troubleshooting processes and enabling efficient repairs.ConclusionIn conclusion, cable testers have become essential tools for network maintenance and troubleshooting. They help in identifying cable issues, ensuring reliable data transmission, and maintaining network performance. With their ability to measure important parameters and detect faults accurately, cable testers offer significant benefits, including time and cost savings, enhanced network reliability, and easy troubleshooting. Whether in network installations, maintenance, data centers, or telecommunications, cabletesters play a crucial role in ensuring the smooth functioning of networks in the digital era.。

小学下册I卷英语第二单元暑期作业

小学下册英语第二单元暑期作业英语试题一、综合题(本题有100小题，每小题1分，共100分.每小题不选、错误，均不给分)1. A battery provides ______ (power) to devices.2.The chemical formula for sodium acetate is _______.3.My dad is a skilled __________ (机械师).4.The _______ (鲸鱼) is known for its songs.5.Plants can be ______ (修剪) for shape and health.6.The __________ of a substance can change with concentration.7.The color of litmus paper turns red in ______ solutions.8.What is the fastest land animal?A. ElephantB. CheetahC. HorseD. KangarooB9.__________ are used in food preservation techniques.10.The flower blooms in bright ______.11.Constellations can change depending on the ______.12.What do we call the act of looking for something?A. SearchB. InvestigationC. ExplorationD. InquiryA13.What do we call the distance around a circle?A. AreaB. DiameterC. CircumferenceD. RadiusC14.What is the name of the popular card game played with a standard deck of cards?A. PokerB. BridgeC. RummyD. SolitaireA15.The flower pot is on the _______ (花盆在_______上).16.She has a ___ (big/small) smile.17.What color is an emerald?A. RedB. BlueC. GreenD. YellowC18.The _____ (strawberry) is sweet.19. A sandpiper runs along the ______ (沙滩).20.________ is considered the father of modern physics.21. A __________ is famous for its unique traditions.22.I can play and learn with my ________ (玩具).23.Which planet is known for having the highest mountain in the solar system?A. EarthB. MarsC. JupiterD. Venus24.In a chemical reaction, the products are formed from the _______. (反应物)25.What is the main source of energy for the Earth?A. MoonB. SunC. StarsD. Wind26.My mom enjoys __________ (参加) community events.27.The ancient Egyptians practiced ______ (宗教) to honor their deities.28.What is the color of a bluebird?A. RedB. GreenC. BlueD. YellowC29.The _______ can be a wonderful subject for photography.30.The chemical formula for cyclohexane is _____.31.I like to play ______ (chess) with my dad.32.The Earth’s magnetic field protects us from harmful ______ (radiation).33.My teacher helps us understand __________ (数学问题).34.I have a _____ (笔记本) where I write stories about animals. 我有一个笔记本，写关于动物的故事。

Panduit 双绞线模块面板说明书

w w w.p a n d u i t.c omDimensions:Flat:1.72"H x 19.0"W x 1.23"D (43.7mm x 482.6mm x 31.3mm), 1 RU Angled:1.72"H x 19.0"W x 4.64"D (43.7mm x 482.6mm x 117.7mm), 1RU Weight:Flat:0.90 lbs.(0.408 kg)Angled:1.25 lbs.(0.567 kg)Mounting:Mounts to standard EIA 19" or 23" racks (use extender brackets for 23" racks)Packaging:Includes mounting/grounding screws, installation instructions, and Ultimate ID ®Label Coversk e y f e a t u r e s a n d b e n e f i t sap plicati o n st e c h n i c a l i n f o rm a t i o nThe shielded modular patch panel shall offer the choice of an installation that is fully intelligent or “intelligent ready”for future upgrades.The shielded patch panel design shall accommodate shielded copper RJ45 jack modules.The front of the panel shall includemulti-colored LEDs located above each port that indicate the connectivity status, as well as multi-functional push buttons (when intelligence modules have beenconnected) for diagnostic and configuration navigation.The panel shall offer a “common”method for labeling in compliance with TIA/EIA 606-A labeling standards.The shielded modular patch panel shall be available in both flat and angled versions.Modular designAccommodates intelligence modules that utilize no additionalrack space (zero RU) for scalability and growth of network management in a low risk and cost-effective manner Modular connectivityAccepts all Mini-Com ®STP Modules to reduce risk associated with cable maintenance and expansion, while offering greater choice of optionsSimultaneous patchingUses multi-colored LEDs to guide technicians through moves, adds, and changes, reducing time and improving accuracy of MAC activitiesLocal addressabilityAccepts a multi-function interface unit to enable patch cord tracing and diagnostic navigation from front of panel, offering convenience, improved speed and accuracy of maintenance, and troubleshootingShielded groundingProvides proper grounding using metal-to-metal contacts between shielded jack modules and the patch panel and bonding screws to make contacts between the panel and the rack, helping to protect network equipment and maximize uptimePanduit’s PViQ ™System Hardware, whichincludes intelligent patch panels, modules, and cabling, seamlessly feeds information directly into the Physical Infrastructure Manager ™(PIM ™)Software Platform to provide continuous real-time patch field monitoring and visibility of physical infrastructure connectivity for enhanced system reliability and security , and capacity management.Eliminating the need for additional rack space,the PViQ ™Patch Panels allow for directinstallation of PViQ ™Intelligence Modules within the same rack unit profile.This approach gives IT Managers the option to phase installations(installing passive connectivity now andupgrading to a fully managed system at a later time) and to quickly swap out modules forupgrades or repairs without disrupting cabling or data traffic through the panels.An interface unit at the center of the panel adds further built-in functionality such as patch cord tracing and maintenance operations, without the need for additional control equipment.PViQ ™Patch Panels are available in flat and angled solutions for UTP and STP copper connectivity , for both interconnect and cross-connect architectures.PanView iQ ™(PViQ ™) Shielded Patch Panelss p e c i f i c a t i o n sModular,intelligent,blank 24-port Flat shielded:PVQ-MIQPS24Angled,shielded:PVQ-MIQAPS24Flat unshielded:PVQ-MIQPU24Angled,unshielded:PVQ-MIQAPU24Panelmanager (PM):PVQ-PM Expansion module (EM):PVQ-EMNOTE:PM requires PanView iQ Power Supply Kit with (4) PanView iQ ™Patch Panels,(1) PanView iQ ™PM,(3) PanView iQ ™EMs,and accessories Flatunshielded kit:PVQ-MIQPS96F Angledunshielded kit:PVQ-MIQPS96AInterconnect – BasicCategory 6 UTP:PVQ-BIU6C3BU^^Category 6 UTP:PVQ-BIU6C1MBU^^^Category 6 UTP:PVQ-BIU6L1MBU^^^Interconnect – Enhanced UTP 10Gig:PVQ-EU6AC3BU^^UTP metric:PVQ-EU6AC1MBU^^^STP 10Gig:PVQ-ES6X3BU^^STP metric:PVQ-ES6X1MBU^^^Cross-ConnectCategory 6 UTP:PVUTPSPC*BBUY UTP metric:PVUTPSPC**MBBUY STP 10Gig:PVSTP6X***MB^(North America):(Europe):PVQ-PS12VDC-E (UK):PVQ-PS12VDC-U (Japan):PVQ-PS12VDC-J (China):PVQ-PS12VDC-C Base functionality module:PIM-BASE Connectivity management module:PIM-CONNECT‡Maintenance,support and warranty agreement:PIM-CAMA Software anddocumentation:PIM-MEDIA*Available in 3, 5, 7, 9, 14, or 20 feet.**Available in 1, 2, 3, 5, 7, or 10 meters.***Available in 1, 2, 3, 5, or 10 meters.^Available in BU (Blue), GR (Green), RD (Red), YL (Y ellow), or BL (Black).^^Available in 3, 5, 7, 10, 14, or 20 feet.Available in BU (Blue) or WH (White).^^^Available in 1, 2, 3, 5, or 10 meters.Available in BU (Blue) or WH (White).‡To order this module, add the appropriate letter to the end of the part number, based on the size of the installation:-S (<50 racks);-M (50-199 racks);-L (200-399 racks);-X (400+ racks).For example, the part number for the Connectivity Management Module for 250 racks is PIM-CONNECT -L.P a n V i e w i Q ™T e s t D a t a1.72[43.69]Dimensions are in inches.[Dimensions in brackets are metric].©2012 Panduit Corp.ALL RIGHTS RESERVED.PVSP76--WW-ENG Replaces WW-PVSP307/2012WORLDWIDE SUBSIDIARIES AND SALES OFFICESFor a copy of Panduit product warranties, log on to /warrantyPANDUIT CANADA Markham, Ontario ******************Phone: 800.777.3300PANDUIT EUROPE LTD.London, UK*******************Phone: 44.20.8601.7200PANDUIT JAPAN Tokyo, Japan********************Phone: 81.3.6863.6000PANDUIT SINGAPORE PTE. LTD.Republic of Singapore *****************Phone: 65.6305.7575PANDUIT AUSTRALIA PTY. LTD.Victoria, Australia ******************Phone: 61.3.9794.9020PANDUIT LATIN AMERICA Guadalajara, Mexico *****************Phone: 52.33.3777.6000ContactCustomerServicebyemail:**************or by phone: 800.777.3300Visit us at For more informationPanView iQ ™(PViQ ™) Shielded Patch Panels。

DMC电插头工具指南

Connector Tooling GuideDANIELSMANUFACTURING CORPORA TION®An ISO9001 and AS9100Registered Company© COPYRIGHT 2005 DANIELS MANUFACTURING CORPORATIONREV . 9Daniels tools have been utilized in military aircraft and aerospace programs for over 50 years (DMC founded in 1949).By continuously planning and adding to our product lines, we are now fulfilling the demands of other high technology fields such as computers, lasers, communications, and many other areas of electronic packaging.The people behind the DMC name are pleased to present our Connector Assembly Tools and Accessories on the pages that follow. We believe the application data which accompanies each section will answer your specific questions concerning tooling; however, we encourage you to contact us by telephone or fax for the personal services of our knowledgeable staff of application experts.CONTENTSImportant Facts About Crimping . . . . . . . . . . . . . . . . . . 1Tensile Test Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2MPT 500-A Heavy Duty Motorized Pull Tester . . . . . . . 4HPT -200 Hand Held Wire Crimp Pull Tester . . . . . . . . . 5Standard Adjustable Crimp Tool . . . . . . . . . . . . . . . . . . . 6M22520/1-01 (AF8)Miniature Adjustable Crimp Tools . . . . . . . . . . . . . . . . . 8M22520/2-01 (AFM8)M22520/7-01 (MH860)M22520/39-01 (39-000)Ultra Precision (MH800)Pneumatic Crimp Tools . . . . . . . . . . . . . . . . . . . . . . . . . 10(WA22)(WA22P)(WA27F)Specialty Pneumatic Tools . . . . . . . . . . . . . . . . . . . . . . 11First End Package Second End PackageLarge Gage Pneumatic Crimp Tools . . . . . . . . . . . . . . 12M22520/23-01 (WA23)Large Gage Contact Application Information . . . . . . . 13Technical Application Guide . . . . . . . . . . . . . . . . . . . . . 14Connector Illustration Contact Color Code (BIN)Wire StrippingM39029 Contact Quick Location ChartConnector/Assembly Tool Guide By Series . . . . . 16–44MIL-STD-1760 Connector Tooling . . . . . . . . . . . . . . . 27Circular Indent Crimp Tools . . . . . . . . . . . . . . . . . . . . . 45(MH801) (MH802) (MH803) (MH804)M22520/4-01 (GS100-1)M22520/31-01 (GS200-1)Coaxial Contact Tool Selection Guide . . . . . . . . . . . . . 46Open Frame Crimp Tools . . . . . . . . . . . . . . . . . . . . . . . 48M22520/5-01 (HX4)M22520/10-01 (HX3)Pneumatic Open Frame Tool . . . . . . . . . . . . . . . . . . . . 50Open Frame Operation, Dies, andEHCY Series Electric Tool . . . . . . . . . . . . . . . . . . . 51Pneumatic/Hydraulic PortableCrimp Tool Systems . . . . . . . . . . . . . . . . . . . . . . . . 52DMC Crimp Dies For A Full Rangeof Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53Typical Die Configurations and ApplicationsR.F . Connectors Tool Selection Guide . . . . . . . . . . 54–65Hydrac Hydraulic Crimping Tools . . . . . . . . . . . . . 66–69Contact Retention Test Tools . . . . . . . . . . . . . . . . . . . . 70Installing and Removal Tools . . . . . . . . . . . . . . . . . 71–73MIL-I-81969Commercial Standard Hand Crimp Tools . . . . . . . . . . 74GMT232DCT4GMTHand-Held Pneumatic Wire Stripping Tool . . . . . . . . . 75(WSP 1630)EMI/RFI Band Application System . . . . . . . . . . . . . . . . 76Connector Service Maintenance/Support Kits . . . . . . 80Limited Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81FOR WARRANTY & LIMITATION OF LIABILITY INFORMATION SEE PAGE 81DANIELS MANUFACTURING CORP .526 THORPE RD. • ORLANDO, FL 32824 U.S.A.PHONE 407/855-6161 • FAX 407-855-6884E-MAIL: DMC@ • CRIMPING: THEN AND NOW The first multi-pin connectors were terminated by soldering the conductor to non-removable contacts. However, high temperature applications andthe need for simple and reliable field service led to the introduction of connectors with removable contacts. These were crimped onto the con-ductor rather than being soldered.The first standard crimp tool developed to crimp these new con-tacts was introduced in the early sixties. MS3191-1, a military drawing, defined this tool and its accessories. The MS3191-1 utilized a four indent crimp pattern together with a positive stop locator which controlled the travel of the indenters (crimp depth).The MS3191-1 design was a compromise between simplicity of operation and crimp performance since the crimp depth for any given contact was not adjustable to accom-modate the differing diameters of the conductors to which it would be crimped. It was, however, suitable for the crimp connectors of that era.An improved tool design featuring independently adjustable crimp depths was soon introduced as MS3191-4. The MS3191-4 had an internal adjust-ment, totally independent of the loca-tor, which permitted the selection of seven separate crimp depths, allowing optimal crimping of conductors rang-ing from AWG 12 to 26 regardless of the wire barrel size of the contact.MS3191-4 also introduced the use of the double tipped indenter to produce an eight indent crimp pattern which has consistently achieved superior tensile pull off values.MS3191-4 introduced the concept of a turret head containing three loca-tors which could be used without separating any of them from the basic crimp tool.In 1969 two military specifications for crimp tools were developed to replace the existing military drawings. They were MIL-T-22520C (Navy) and MIL-T-83724 (USAF) which defined a standard size crimp tool similar to the MS3191-4, but with an expanded eight step crimp depth range. These specifications also defined a miniature crimp tool to crimp conductors as small as AWG 32.Both documents were combinedin 1971 into MIL-C-22520D. Allprevious military standards for crimptools were then cancelled includingthe MS3191.MIL-C-22520 (changed in 1996to MIL-DTL-22520) has since replacedmany other crimp tool documentsincluding: MS3198, MS22910,MS17776, MS28731, MS90388,MS14037, MS27437, MS27828,MS27832, MS55619, MS27426 andothers. This list includes specificationsfor indent crimp tools, terminal lugcrimp tools, pneumatic tools, coaxialcable crimp tools and connectorservice kits.The establishment of MIL-DTL-22520 was a milestone on the roadto crimp tool standardization. Itsdevelopment has eliminated the wasteand confusion which accompaniedthe overlapping applications of manydifferent “standard” crimp tools calledout by a deluge of unrelated militarydrawings.MIL-DTL-22520 established asingle specification which set forthperformance requirements for all crimptools to be used on military standardelectrical connectors.THE CRIMPING CONCEPTCrimping is a method of firmlyattaching a terminal or contact end toan electrical conductor by pressureforming or reshaping a metal barreltogether with the conductor. Theforming of a satisfactory crimpdepends on the correct combinationof conductor, crimp barrel and tool.When applied with a properlymatched tool, a union would beestablished which has both goodelectrical and mechanical charac-teristics. The tool will provide theserequirements consistently and reliablywith repeatability assured by qualitycycle controlled tooling. There areseveral common configurations ofcrimped joint; several examples areshown below.The electrical resistance of aproperly designed and controlledcrimped joint should be equal to, orless than, the resistance of an equalsection of wire. Specifications statethe requirements in terms of millivoltdrop at a designated current.The mechanical strength of acrimped joint and hence its pull-outforce (tensile strength), varies with thedeformation applied. Therefore, byproperly shaping the deformation ahigh pull-out force can be achieved,i.e. the crimp die of the tool deter-mines the crimp configuration anddeformation.The dies in the tool determine thecompleted crimp configuration whichis generally an element of contactand/or connector design. Some of thedesign considerations are: a) The typeof contact, its size, shape, materialand function, b) The type and size ofwires to be accommodated, c) Thetype of tooling into which the configu-ration must be built.© COPYRIGHT 2005 DANIELS MANUFACTURING CORPORATION © COPYRIGHT 2005 DANIELS MANUFACTURING CORPORATIONTHE DEPENDABLE A LPHA -TEST ™SYSTEMNow available from DMC is a line of Electronic Tensile Test Systems which may be used in conjunction with SPC Programs or other Quality Control disciplines in both OEM and maintenance applications. The elec-tronic digital readout displays are a fast and reliable source of test data,and in some models the data may be output to a printer or other RS232compatible devices.The rugged construction and theportable design of these test machines make any of them asuperior choice for on-site or laboratoryuse in an infinite variety of applications. The operation of the equipment is simple yet versatile, and DMC will customize the gripping jaws or other components to make test sample installation and removal an easy task.Models are available with output display readings in Pounds, Newtons,and/or Kilograms to conform with the requirements of the users system.Units are available for either 115 or 230 volt power input.It’s only natural that the company which supplies the best wire termina-tion tools and equipment would add the very best Digital Tensile Testers to further meet the demand for fewer sources and improved supportthrough a wider range of user needs.Also consult DMC for Model HPT -200 hand-held pull tester which blends the accuracy and rugged design of the Alphatron pull testersinto a portable battery powered unit.Featured is Model MPT -200A.Other models are listed on Page 3, 4 and 5.MODEL HPT -200 HAND-HELDPULL TESTER•.5% Accuracy (1/2 of 1%)•Portable Designs •Easy to Operate •SPC Compatible•Many Grips Available •Custom Applications Are No ProblemNow Available . . .ALPHA-TEST DATA LINKSOFTWARETo serve the data collection needs of your test labor in-process operations. Part No. 15-7010PAGE 2© COPYRIGHT 2005 DANIELS MANUFACTURING CORPORATIONMPT -500A Options:See page 4.MPT -200A Options:0-250 lb. Capacity 1 lb. Resolution • Universal Self-Tightening Cam-Type Lower Grip • Ring Terminal Lower Grip • Display Units in Kilograms • Display Units in Newtons • Lb/Kg Switching • Lb/Newtons Switching • 7.5–30″/min. Selectable Rates of Pull in 10 2.5″/min. Increments • Adjustable Set-point for Motor Stop at Pre-Set Force • RS232 Output.PT -100A Options:Extra-wide Cam Grips (.75 in. wide) • Ring Terminal Lower grip • 15 Position Slotted Lower Terminal Grip • Safety Cable Grips (Upper and Lower)PT -100 Options: Upper Self Tightening (PT -100A type) • Ring Terminal Lower Grip • Upper Assembly for Short Wires (.25 in. min.) • Spark Plug Lower Grip Assembly • 90°Plug Wire Upper Support Assembly.HPT -200 Options: See page 5.PAGE 3MANUALPULL TESTERS PT -100 & PT -100AMODEL PT -100A SHOWNHAND-HELD PORTABLE PULL TESTER MODEL HPT -200MOTORIZED PULL TESTERSMANUAL PULL TESTERSMPT -500AMPT -200APRECISION WIRECRIMP PULL TESTING FOR HIGH STRENGTH APPLICATIONS…The MPT -500A Motorized Pull Tester has a range from five pounds force to five hundred (2224.1N,226.8Kg). You can expect the same precision and dependability that has established all ALPHATRON ®testers as the first choice for wire harness builders and component suppliers throughout the industry. The 500pound capacity of this tester willextend the range of testing capabilities to size 4 Mil-Spec applications, and size 4/0 in commercial and automotive applications (Reference AS7928 and UL486 Respectively).The portable design (33 pounds,8″x10″x17″) and the rugged construc-tion (machined aluminum and steel)contribute to the versatility and reliability of the MPT -500A Pull Tester. A variety of options, including standard and custom grips for all types of wireterminations are available on this tester.The operation of the tester is simple and has automatic reset and auto-stop features incorporated into the design.The peak-hold digital display indicates the highest pull force that is measured by the accurate load cell/digital processor until the reset switch is pressed. This test value can be manually recorded, or can be inte-grated into a network database using the DMC Alpha-Test Data Link (ATDL)software, or other RS232 compatible data-point collection programs.The MPT -500A Wire Crimp Pull Tester completes the range of all digital precision ALPHATRON ®testers from DMC. Consult the factory for more specific information, and application verification.© COPYRIGHT 2005 DANIELS MANUFACTURING CORPORATIONPAGE 4Daniels Manufacturing Corporation introduces a portable tensile tester capable of pull testing wire crimps up to 200pounds (up to 10 AWG wire in most cases).THE LAB IS NOLONGER THE LIMIT…It is only natural that the company,which is known throughout the world for quality wire termination tools and equipment would add the very best portable tensile tester to meet your need for fewer sources and improved support through a wider range of capabilities. The HPT -200 hand held pull tester combines the accuracy and rugged design of the Alphatron pull testers into a portable battery powered unit. We follow that up with our expert factory service and calibration.The HPT -200 portable tester is an extension of the Alphatron Wire Crimp Pull Tester line of products, which include the PT -100, PT -100A, MPT -200A and MPT -500A. These testers perform pull-force measurements on wire terminations. The rugged con-struction and portable design of these test machines make any of them a superior choice for on-site or laborato-ry use.The lightweight Alphatron HPT -200 is a self-contained tester that extends your testing capability to the shop floor. You no longer have to wait for process samples to arrive in the QA Lab. Durable construction and a convenient carry case ensureprotection. The patented Low Stress tensioning mechanism makes the HPT -200 versatile and easy to use. A built in NIHM battery provides up to 14 hours use on a single charge and the Power Management Circuit allows use during charging.© COPYRIGHT 2005 DANIELS MANUFACTURING CORPORATIONPAGE 5SLOT DIMENSIONSize (in.)No.Size (in.).0319.25010.04711.23612.06313.21814.08015UPPER RANGE CRIMP TOOL AF8 M22520/1-01The DMC AF8 qualified toMIL-DTL-22520/1, has virtually limit-less application within the specified wire range of 12 through 26 AWG.Over a thousand turret heads are available to adapt the tool frame to your specific military or proprietary contact/wire combination. The 8impression crimp, which is standard in the AF8, assures absolute maxi-mum tensile strength with almost every closed barrel contact. In addi-tion, special indent configurations are available upon request.The precision ratchet controls cycling of the tool in both directions of handle movement. This assures the same accurate crimp every time. It’s like having a quality control inspector at every work station.Positive crimp depth is controlled by an 8 position selector knob conve-niently located on the tool frame. Theoperator simply dials the desired step for the wire being used. This setting can be secured by use of a locking pin or safety wire. The carefully engineered design achieves the absolute maxi-mum mechanical advantage; along with the tool’s light weight, operator fatigue is minimized.The AF8 measures 93⁄4″x 21⁄2″x 11⁄4″approximately and weighs 15 oz.For proper operation, the tool must be mated with one of the following optional accessories: a military standard or non-military turret head (TH-XXX Part No. Series), a military standard or non-military positioner (TP-XXX Part No. Series), or a universal head (Part No. UH2-5). This is done simply by orienting the head in the keyed posi-tion, and by tightening the hex socket screws provided as part of the head.A permanent dataplate is affixed to all turret heads and positioners. This plate lists specific contact part num-bers, the corresponding position color code (for 3 position turret heads), andsuggested selector depth settings for the wire size being used.The universal head is ideally suited for lab work and prototype production applications. This head is attached in the same manner as explained above.The selected contact is insertedthrough the entry hole on the opposite side of the tool frame from the head.The height adjusting screw is then rotated until the contact is in the proper position for crimping. Thescrew can be secured with the locknut provided. The wire sizes listed on the tool frame selector knob can be used as a reference starting point; however,some testing will be necessary todetermine the optimum selector setting for your contact/wire combination.Periodic gaging is recommended to insure accurate calibration. This can be done easily by setting the tool selector knob to position #4, and checking indenter closure with the M22520/3-1 “GO/NO-GO” gage (DMC part no. G125).© COPYRIGHT 2005 DANIELS MANUFACTURING CORPORATIONPAGE 6Other than keeping the unit clean and properly stored when not in service, no operator maintenance is required. DMC offers complete factory service by knowledgeable technicians within a reasonable turnaround plete instructions concerning the use, care and warranty are supplied with each tool. Additional copies are available on request.© COPYRIGHT 2005 DANIELS MANUFACTURING CORPORATION PAGE 7LOWER RANGE CRIMP TOOL AFM8 M22520/2-01Qualified to MIL-DTL-22520/2, the DMC AFM8 is designed for most of the miniature and sub-miniature con-nector types that are so widely used in all types of electronic systems.Originally developed for the Air Force,the AFM8 meets the need for a minia-ture tool accommodating wire sizes 20through 32 AWG.The AFM8 gives a Mil-Standard 8 impression crimp, which assures maximum tensile strength. The cycle controlled precision ratchet assures consistently accurate crimps every time. The tool frame has a built-in 8step selector knob for ease in dialing the correct crimp depth setting for the wire being used.Positioners adapt the tool frame to a particular application. The data plate on each positioner designates which contacts the positioner accommodates for its wire size and indicates selector position. Crimp depth is dialed on the8 step selector knob by merely raising the knob and rotating it to the proper position. The positioner is easily removed and changed.Periodic gaging is recommended to insure accurate calibration. This is easily accomplished with the M22520/3-1“GO/NO-GO” gage (DMC part no.G125) on SEL setting #8. The AFM8 is 6 3/4″in length and weighs approxi-mately 10 oz.Other than keeping the tool clean and properly stored when not in use,no operator maintenance is required.DMC’s complete factory service is available. Complete instructions con-cerning the use, care and warranty are supplied with each tool. Additional copies are available from the factory.© COPYRIGHT 2005 DANIELS MANUFACTURING CORPORATIONPAGE 8UL TRA PRECISION CRIMP TOOL (MODEL MH800)All DMC tools are designed and built to the highest standards of preci-sion and quality, but some applications call for more. One such case is minia-ture and sub-miniature contacts which have extremely thin wire barrel dimen-sions. The answer to this demand is the model MH800 Ultra Precision Crimp Tool which utilizes the same basic components as the Model MIDDLE RANGE CRIMPTOOL MH860 M22520/7-01Qualified to MIL-DTL-22520/7,the DMC MH860 is a recent additionto the military specification. It wasdeveloped to meet the demonstratedneed for supporting the majority ofelectrical systems with one versatilecrimp tool frame.The MH860 accepts the entiremiddle wire range of 16 through 28AWG, with positioners which adapt it toTHE MIL-C-28840 TOOLINGMIL-C-28840 connectors weredeveloped for the Navy, for use withjacketed cable in shipboard applica-tions. They are a high density circularconnector series utilizing a high shockthreaded coupling system with frontrelease crimped contacts.For these connectors DMC hasadded a new crimping tool to itsrange, the M22520/34-01, and othertools as follows:The DMC Power Crimp toolsWA27F, WA22P and WA22 are direct equivalents of their corresponding hand tools. They use the same turret heads or positioners, gages and other accessories. As production needs grow, all that needs to be added is the tool frame itself. The resulting power capability can in many instances com-pare with an automated system cost-ing thousands of dollars more.These pneumatic tools are widely used in both military and proprietary programs. Their popularity hascome about in part because of their unequaled reputation for trouble-free, dependable service and their cost saving and adaptability.Whether upper, middle or lower range, the power tools fulfill the same precise crimp requirements as the hand models. They use the same indenter configuration, the same gag-ing dimensions and selector settings. No additional operator training is necessary. Accurate calibration ismaintained by a unique 8 stepmachined steel block that holdsgaging tolerances far longer thanthe usual adjustment screw method.This solid gaging means high outputwith less downtime.The compact size and light weightof these tools allows them to be usedeasily as hand tools, as well as highproduction bench tools. The handtrigger is designed for equal ease ofuse by right or left handed operators.Bench mounted, the optional footvalve allows hands-free operation. Thebench mount will allow the tool to besecured at virtually any angle for indi-vidual comfort, thereby minimizingoperator fatigue.The foot valve, when installedin-line with an air supply, makes aportable system which is adaptableto any work bench. Air supply require-ments are 80-120 PSI (5.5 to 8.0atmospheres) clean dry air. Thesystem uses standard air fittingsreadily available in most shops.UPPER RANGE WA27F(EQUIVALENT TO AF8)accommodates TH-XXX MIL-standardand commercial series turret heads orTP-XXX MIL-standard and commercialseries positioners, length 10″, diameter2 3/4″, weight 50 oz.MIDDLE RANGE WA22P(EQUIVALENT TO MH860)accommodates MIL-standard andcommercial 86-XXX series positioners,length 8″, diameter 2 1/4″, weight 32 oz.LOWER RANGE WA22(EQUIVALENT TO AFM8)accommodates MIL-standard andcommercial K series positioners, length8″, diameter 2 1/4″, weight 32 oz.BENCH MOUNT BM-2FOOT VALVE WA10have proven themselves to be eco-four decades of use by the leading aircraft and aerospace OEMs, and equivalent pneumatic tools as their basis. Together these special tools can take first end and second end and manufacturability.FIRST END PACKAGE (QA SERIES AUTOMATIC tools (or similar versions) can be fitted with components that allow the positioner (contact locator)to extend past the indent mech-anism. When the contact is loaded into the tool, the wire barrel remains above the tool in clear view. The operator can then insert the wire into the contact (wire barrel) where the operator can see that it is inserted correctly, with all strands inside the contact.movement of the wire. When the contact reaches the correct crimp position, it will automatically apply the crimp to the contact and wire.SECOND END PACKAGE (WA22LC-X1 HAND-HELD The same basic tool that is commonly bench mounted for first tool features a smaller profile anduseful for second end terminations on vertical and horizontal wiring form boards.Consult DMC Customer Service for these and other Pneumatic Crimp Tools.part numbers and pricing.WA23 PNEUMATICCRIMP TOOLDMC’s heavy pneumatic crimp tool functions with the push of a button for operator ease. This heavy duty crimp tool accommodates large size contacts 8 through 0000 (AWG) and operates on standard 90–125 psi (5.4–8.16 BAR) shop air sources.It is engineered with the operator’ssafety in mind and features a full cyclecontrol system. This tool is portableand needs no extra booster for largesize contacts.The standard die assembly andlocator are easily interchangeablewith no special tool required. Customdies and locators may be designed tospecific requirements. An optional footvalve is available upon request.M22520/23 Tool, Dieand Locator ListCONTACT APPLICATION CROSS REFERENCEMIL-C-5015 Front Release (3400 Series)Burndy Corporation (FCI)IMPORTANT NOTICE – The tooling listed in the technical application guides of this catalog and other DMC publications represents data which has been compiled over many years of product use and application. Some tooling suggested herein may or may not cover a user’s specific contract or manufacturing requirements. It is the user’s responsibility to carry out sufficient testing to verify suitabilityof the specific DMC product selected for the specific requirements of each particular application.TYPICAL COMPLEX CABLE CONNECTORCONTACT COLOR CODE AND BIN*A.Wire SealB.Socket ContactC.Chamfered Socket Lead-InD.Peripheral O-Ring SealE.Pin ContactF .Contact Retention Clip G.Interfacial SealWIRE STRIPPING TECHNIQUE1.Determine the proper length of insulation to be removed. Wire must be visible in inspection hole. Insulation must be 1/64″– 1/32″from end of contact or inside of insulation cup.2.Insert wire into exact center of correct cutting slot for wire size to be stripped. Each slot is marked with wire size.3.Close handles together as close as possible.4.Release handles, allowing wire holder to return to open position.5.Remove stripped wire.6.After stripping, strands of wire should be twisted firmly together in the same direction as the normal lay of the wire.7.Stripped wire with nicked or cut strands is not acceptable.*BASIC IDENTIFICATION NUMBER • Example shown: 360 (Orange, Blue, Black)• Manufacturers have the option ofidentifying contacts by stamping the bin code on the shoulder or the wire barrel(size 16 and larger).CONTACTS*The three number suffix on M39029 series contacts is referred to as a “BIN” code. See page 14 for color stripe association.TYPICAL CONTACT CONFIGURATIONCONTACTSTYPICAL CONTACTCONFIGURATION*The three number suffix on M39029 series contacts is referred to as a “BIN” code. See page 14 for color stripe association.CONTACTSTYPICAL CONTACTCONFIGURATION*The three number suffix on M39029 series contacts is referred to as a “BIN” code. See page 14 for color stripe association.CONTACTSTYPICAL CONTACTCONFIGURATION*The three number suffix on M39029 series contacts is referred to as a “BIN” code. See page 14 for color stripe association.CONTACTSTYPICAL CONTACTCONFIGURATION*The three number suffix on M39029 series contacts is referred to as a “BIN” code. See page 14 for color stripe association.CONTACTSTYPICAL CONTACTCONFIGURATION*The three number suffix on M39029 series contacts is referred to as a “BIN” code. See page 14 for color stripe association.。

土木工程专业词汇

土木工程专业词汇土木( Civil )，土木工程( Civil engineering )，规划( planning )，设计( design )，施工 (construction )，结构(structures ), 土木工程师(Civil engineers ), 公共设施(public facilities )，隧道( tunnels )，大坝( dams )，海港( harbors )，电厂( power plants )，给水( water )，排水( sewage )，公共交通( mass transit )，管线( pipelines )，工业的( industrial )、商业的( commercial ) 住宅的( residential ) 大型结构( large structures )，专业( specialties )，专业人员( specialists )，电力管线( power lines )，场地( site )，测量( survey )，绘(地形)图( map )，岩土的( geotechnical )，土工试验( soil experiments ) ，环境的( environmental )，地下水( groundwater )，交通( transportation ) ，结构的( structural )，详细设计( detailed designs )，设计图( plans ) (设计)说明 ( specifications )，施工管理( construction management )，监督 (supervise ),协调 (coord in ate ),材料 (materials ),人工(labor ), 费用 (costs ), 估算( estimate )结构工程( structural engineering ) 设备基础( supports for equipment )滨海( offshore ) 项目( projects ) 特种结构( special structures ) 发射塔( transmission towers ) 承受( resist ) 外力( forces ) 自重( the own weight ) 风( wind ) 飓风( hurricane ) 温度( temperature ) 膨胀( expand ) 收缩( contract ) 地震( earthquake ) 砼( concrete ) 沥青( asphalt ) 砖( brick ) 水利工程( water resources engineering ) 防洪 ( prevent floods ) 供水( supply water ) 灌溉( irrigation ) 维护( maintain ) 运河( canals ) 水闸 ( locks ) 大型水电坝 ( huge hydroelectric dams ) 水围堰 ( water properties of soils and rocks )，沉降( settlement )，估计( evaluate )，加强( strengthen )，坡体( slopes )，填土( fills )，稳定( stability )，结构抗震( protect structures against earthquakes )，环境工程( environmental engineering )，处理( treatment )，指定倾倒场( special dump sites )，清洁垃圾填埋 ( sanitary landfills )，交通工程 (transportation engineering ) ，城市规划师( urban planners )，管道工程( Pipeline engineering ) ，安装( installation )，强度( strength )，压力( pressure ) 运输工程( transportation engineering ) ，城市规划师( urban planners )，管道工程 ( Pipeline engineering ) ，安装( installation )，强度( strength )，压力( pressure )，施工工程 (construction engineering )，业主( owners )，小区与城市规划 ( Communityand urban planning ) ，开发( develop )，摄像( Photogrametry )，工程管理 ( engineering management )，工程教学 ( engineering teaching )，咨询 ( consultants ) 。

NVD-40 NEAR VERTICAL DRUM LIFTER INSTRUCTION MANUA

NVD-40NEARSafety guidelines:Vestil diligently strives to identify foreseeable hazards associated with the use of its products. However, material handling is inherently dangerous and no manual can address every conceivable risk. The end-user ultimately is responsible for exercising sound judgment at all times.Electrocution might result if any part of the product contacts electrified wires. Reduce the likelihood of electrocution by applying common sense:DO NOT contact electrified wires with any part of this device, your body, or clothing.Always inspect the usage area before using the product & implement precautions that account for conditions.If this product is used improperly or carelessly, the operator and/or bystanders might sustain serious personal injuries or even be killed. To reduce the likelihood of injury:∙Failure to read and understand the entire manual before assembling, installing, using or servicing theProper use, maintenance, and storage are essential for this product to function properly.o Always use this product in accordance with the instructions in this manual and consistent with any training relevantIntroductionThis product is designed for the transportation of 55 gallon, closed head, steel drums using an overhead lifting device. The Drum Lifter has several features. The Hoisting Eyelet can slide along the lifter so the drum can be lifted and transport in a horizontal or in a near-vertical position. The mounting features can accommodate most top and bottom lip geometries. The Upper Bracket slides along the lifter to accommodate a range of drum heights from 16” to 40”. The steel construction makes it robust and it is powder coated for a tough finish. The Hook Plate is sold separately.Operation∙A bent lifter tube has lost its lifting integrity which can result in failure when lifting loads below the ratedcapacity. The drum may drop and roll onto a person or equipment causing damage and/or injury.Near Vertical Lift1.Verify the drum’s weight does not exceed the Drum Lift’s capacity shown on the label.2.Tilt the drum just enough to slide the Lower Bracket, item 1, under the drum.3.Slowly lower the drum so the lower rim sets inside the groove within the Lower Bracket.4.Slide the Upper Bracket, ite m 3, down so the drum’s upper rim is nested within the Upper Bracket.5.Tighten the Toggle Bolt, item6.∙If the Toggle bolts are not tightened, the drum will not be securely held during lifting, transporting orwhile lowering. The drum may drop and roll onto a person or equipment causing damage and/orinjury.6.Position the Lifting Slide Bracket, item 2, up against the Upper Bracket.7.Tighten the Toggle Bolt on the Lifting Slide Bracket.ing the Hoisting Eyelet, slowly lift the drum about a foot off the floor.9.Verify the Upper Bracket and the Lifting Slide Bracket’s position along the tube has not changed. If changes arenoticed, slowly lower the drum, loosen brackets, re-position and tighten.10.Repeat steps 8 and 9 until the drum is secure. Continue LiftingHorizontal Lift∙Do not attempt to stand a drum upright by sliding the Hoisting Eyelet while horizontally supporting adrum. The sudden weight shift may separate the drum from the Drum Lift. The drum would likelydrop and may roll onto a person or equipment causing damage and/or injury.1.Verify the drum’s weigh t does not exceed the Drum Lift’s capacity shown on the label.2.Position the Drum Lift directly on top of the drum. The Drum Lift should not be resting on the floor or located on thedrum’s side.3.Position the Lower Bracket so the drum’s lip is nested within the Lower Bracket.4.Slide the Upper Bracket, item 3, along the tube until the drum’s opposite rim is nested within the Upper Bracket.5.Tighten the Toggle Bolt, item6.6.Slide and position the Lifting Bracket so it is centered over the drum.∙If the Lifting Bracket is not centered over the drum, the Lifting Bracket may slide to one end whilelifting, transporting or while lowering and the drum could drop and may roll onto a person orequipment causing damage and/or injury.7.Tighten the Toggle Bolt, item 6.ing the Hoisting Eyelet, slowly lift the drum about a foot off the floor.9.Verify the Upper Bracket and the Lifting Slide Bracket’s position along the tube has not changed. If changes arenoticed, slowly lower the drum, loosen brackets, re-position and tighten.10.Repeat steps 8 and 9 until the drum is secure. Continue LiftingTransportingSudden changes in speed or sharp turns will increase the load’s weight and may result in the drumseparating from the Drum Lift. A falling and rolling drum may cause serious, personal injury orequipment damage.1.Increase the speed slowly.2.Slow down before and during turns.3.Decrease the speed slowly.4.Be aware of your surrounds at all times.Exploded Parts Diagram and Bill of Material0217Inspection and Maintenance∙All threads should be clean and not stripped. The drum may become unsecured, drop and may rollonto a person or equipment causing damage and/or injury.∙A bent tube has lost its lifting integrity which can result in failure when lifting loads below the ratedcapacity. The drum may drop and roll onto a person or equipment causing damage and/or injury.Every Use∙Verify the Hoisting Eyelet assembly, item 2, slides freely along the tube, item 1.∙Verify the Toggle Bolt threads, item 6, are not stripped. The Toggle Bolt should freely pass through the nut, contact the tube and can be adequately tightened.∙The Hoisting Eyelet, item 4, freely rotates about the Securing Bolt, item 5.∙Verify the Securing Bolt’s threads are not damaged. The bolt should turn freely.∙The Securing Bolt’s end should extend beyond the Hoisting Eyelet.∙Verify the Sliding Bracket slides freely along the tube.∙Verify the Sliding Bracket’s Toggle Bolt threads are not stripped. The Toggle Bolt should freely pass through the nut, contact the tube and can be adequately tightened.∙The labels should be present and legible. Contact the vendor if a new label is needed.Monthly∙Perform Every Use inspection.∙If rust is present, properly prepare the surface and paint.∙Verify thread integrity with the two Toggle Bolts, the Securing Bolt and their respective female threads are clean and not stripped. If stripped, clean threads with a tap or die.∙Verify the tube has not been deformed. It should be straight. Remove from service and recycle if observed.∙Inspect the welds for cracks and fractures. Remove from service and recycle if observed.Label PlacementLabel 993,A two sided label0217LIMITED WARRANTYVestil Manufacturing Corporation (“Vestil”) warrants this product to be free of defects in material and workmanship during the warranty period. Our warranty obligation is to provide a replacement for a defective original part if the part is covered by the warranty, after we receive a proper request from the warrantee (you) for warranty service.Who may request service?Only a warrantee may request service. You are a warrantee if you purchased the product from Vestil or from an authorized distributor AND Vestil has been fully paid.What is an “original part”?An original part is a part used to make the product as shipped to the warrantee.What is a “proper request”?A request for warranty service is proper if Vestil receives: 1) a photocopy of the Customer Invoice that displays the shipping date; AND 2) a written request for warranty service including your name and phone number. Send requests by any of the following methods:Mail Fax EmailVestil Manufacturing Corporation (260) 665-1339 ****************2999 North Wayne Street, PO Box 507 PhoneAngola, IN 46703 (260) 665-7586In the written request, list the parts believed to be defective and include the address where replacements should be delivered.What is covered under the warranty?After Vestil receives your request for warranty service, an authorized representative will contact you to determine whether your claim is covered by the warranty. Before providing warranty service, Vestil may require you to send the entire product, or just the defective part or parts, to its facility in Angola, IN. The warranty covers defects in the following original dynamic components: motors, hydraulic pumps, electronic controllers, switches and cylinders. It also covers defects in original parts that wear under normal usage conditions (“wearing parts”): bearings, hoses, wheels, seals, brushes, batteries, and the battery charger.How long is the warranty period?The warranty period for original dynamic components is 30 days. For wearing parts, the warranty period is 30 days. The warranty periods begin on the date when Vestil ships the product to the warrantee. If the product was purchased from an authorized distributor, the periods begin when the distributor ships the product. Vestil may, at its sole discretion, extend the warranty periods for products shipped from authorized distributors by up to 30 days to account for shipping time.If a defective part is covered by the warranty, what will Vestil do to correct the problem?Vestil will provide an appropriate replacement for any covered part. An authorized representative of Vestil will contact you to discuss your claim.What is not covered by the warranty?bor;2.Freight;3.Occurrence of any of the following, which automatically voids the warranty:∙Product misuse;∙Negligent operation or repair;∙Corrosion or use in corrosive environments;∙Inadequate or improper maintenance;∙Damage sustained during shipping;∙Collisions or other incidental contacts causing damage to the product;∙Unauthorized modifications: DO NOT modify the product IN ANY WAY without first receiving written authorization from Vestil. Modification(s) might make the product unsafe to use or might cause excessive and/or abnormal wear.Do any other warranties apply to the product?Vestil Manufacturing Corp.makes no other express warranties. All implied warranties are disclaimed to the extent allowed by law. Any implied warranty not disclaimed is limited in scope to the terms of this Limited Warranty.。

航运英语翻译

英译中Unit31.For your information,I would advise you that M.S.”London”arrived safely at this port yesterday just in time to get her discharged before holidays commence.谨告知，我方通知你方昨日“伦敦”轮已经安全到达此港口并正好赶上节假日开始之前卸货2.We have to inform you that 20 packages of cargo consigned ti you have arrived per M.S. “Yang Ming”,and kindly request you to take delivery of the goods within three days from this date.我们通知你方收货人为你方的20箱货物已于由“阳明”轮运抵，真挚的要求你方从今天起三日内来提货3.We wish to advise you that,as you are aware,we arrived here 35hours behind the scheduled time on account of severe N.E. monsoon gale we encountered en route from Singapore.我们想通知你方，正如你方所了解的那样，我们比原定时间晚到了35小时，原因在于我们从新加坡出发的航程中遭遇了严重且大的东北季风4.This is to inform you that certain repairs are contemplated in the M.V.”XXX”under my command,and your tender on it is solicited.兹通知贵方：我船要求进行几项修理，恳请予以安排5.You are kindly requested to send a competent surveyor on board my vessel to inspect the forepeak bulkhead.你方真挚地被要求派出一名有资质的验船师登上我方船舶来检查前尖的舱壁6.Please be advised that our radio transmitter broke down and needs repairing.谨告知我方的无线电发射机发生了故障需要修理7.Would you be kind enough to arrange for a lunch to take our crew members ashore on the morning of July 10th?能否请你安排一艘交通艇载我方的船员于7.10的早晨上岸8.We would be grateful if you could arrange for an electrical engineer to repair our refrigeration system as soon as possible.如果你方能尽快安排一名电气工程师来修理我方的冷藏系统，我方将不胜感激9.We would appreciate it if you could send us the replacement of the above mentioned parts without delay.如果你方能即时送来上述零件部分的替换件，我方将不胜感激10.The charge for the oil barge will be entered in the shipowner’s account.油舶的费用将会被打入船东的账户内11.All the expenses incurred will be charged to the shipper’s account.所有的费用开支将记在托运人的账户中12.Please debit the costs to the shipowner’s account.请将费用汇进船东账户内13.At the request of Master of M.V.”XXX”.we’ll supply you with sufficient dunnage materials before commencement of loading.应XXX轮的船长要求，我方将在装货之前提供给你方充足的铺垫材料14.In the capacity of you agent I wish to notify you that the vessel under your command is to shift from the actual berth to Buoy No.21 at 1015 hours on 12th April.瑾以船舶代理人的身份通知您，依贵方的要求，该船将于4月12日10：15时由原泊位移至NO.21浮筒处锚泊Unit41.Please could you quote your inclusive rates on following consignments?可否请你把以下货物的综合运价报一下？2.Please let us know the present freight rates for large shipments.请告知我方大宗货的现行运价3.We shall be glad to know the time of transit and frequency of sailings,and whether cargo space must be reserved;if so,please send us the necessary application forms.我方想知道运输时间和船期，以及是否要保留仓容，如需预定货舱请提供所需的托运申请单4.Please advise us of the loading dates.请告知我方装船期5.We shall be pleased to have your current tariffs.我方想要用你方的现行费率表6.It give us much pleasure to send you our quotation of the freight rates asked for in your letter of...很高兴在你方的信件中给与你方我方的运费率报价表7.In reply to your letter of 10th August,the rates we can quote you are as follows...现回复8.10日你方的信件，我方的报价如下8.Thank you for your letter of 26 June,asking for tariffs.For your information,we are airmailing under separate cover brochures giving full details of the present freight rates of our company.感谢你方6.26的询价来信。

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*Correspondence to:A.Cunha,Faculty of Engineering,University of Porto,Rua dos Bragas,4099Porto Codex,Portugal.Recei v ed 12June 1997Re v ised 27May 1999Copyright 2000John Wiley &Sons,Ltd Accepted 28September 1999EARTHQUAKE ENGINEERING AND STRUCTURAL DYNAMICSEarthquake Engng Struct .Dyn .2000;29:499}521Investigation of dynamic cable }deck interaction in a physicalmodel of a cable-stayed bridge.Part II:seismic responseE.Caetano ,A.Cunha *and C.A.TaylorFaculty of Engineering of Uni v ersity of Porto,Rua dos Bragas,4099Porto Codex,Portugal Earthquake Engineering Research Centre,Uni v ersity of Bristol,Queen +s Building,Uni v ersity Walk,Bristol BS81TR,U.K.SUMMARYThe present paper describes an investigation of the e !ect of dynamic cable interaction with the deck and towers in the seismic response of a cable-stayed bridge.This study involved shaking table tests performed on a physical model of Jindo bridge,in order to validate two alternative numerical models,which di !er in terms of consideration of coupled cable/deck and towers modes.The response to arti "cial accelerograms was calculated and correlated with measured data.Additional numerical simulations are presented in order to clarify the role that cables play in the attenuation or ampli "cation of the structural response.It was found that the cable interference with global oscillations may cause a decrease of the bridge response.However,this &system damping 'may not develop in the case where a narrow-band excitation is applied,causing large amplitude of vibrations of some cables,with signi "cant non-linearity,and inducing higher-order modes.Copyright 2000John Wiley &Sons,Ltd.KEY WORDS :cable-stayed bridges;physical models;seismic response;shaking table;cable dynamics.1.INTRODUCTIONCables are very e $cient structural elements widely used in many large span bridges,such as cable-stayed or suspension bridges.Since they are light,very #exible and lightly damped,cable structures can always face important dynamic problems under di !erent types of loads,e.g.wind,earthquake or tra $c loads,which requires appropriate modelling,in order correctly to predict and control the structural response.Evidence of signi "cant stay cable oscillations,sometimes conjugated with simultaneous vibra-tions of the deck,has been made by long-term monitoring of several modern bridges.Although several reasons have been adduced to justify that behaviour,such as the direct turbulent wind excitation,eventually conjugated with rain,vortex-shedding phenomena and motion of the cable supports,the mechanism behind these oscillations is not yet fully explained.However,it is sometimes suggested that cable vibrations can play a favourable role in terms of the dynamic behaviour of cable-stayed bridges,under wind or earthquake excitations,500 E.CAETANO,A.CUNHA AND C.A.TAYLORcontributing to the development of an additional damping(&system damping')in the structural response.This concept was"rst introduced by Leonhardt et al.[1],who attributed this peculiar behaviour of cable-stayed bridges both to the non-linear behaviour of the cables,associated with the sag e!ect,and to the interference of cable oscillations at di!erent natural frequencies.More recently,other researchers have newly de"ned a governing cause of system damping using the concept of internal resonance[2].The most common practice of numerical analysis of cable-stayed bridges consists in the development of a"nite element model where the cables are represented by single truss elements with equivalent Young modulus[3].Such a procedure precludes lateral cable vibrations,thus leading to a separate treatment of local and global vibrations[4],the"rst referring to transverse oscillations of a cable between"xed supports,while the second corresponds to the motion of the girder,pylon and cables as an assemblage,the cables behaving as elastic tendons.The interaction between local and global vibrations has been investigated by several researchers,such as Maeda et al.[2],Causevic and Sreckovic[5],Kovacs[6],Abdel-Gha!ar and Khalifa[7],Fujino et al.[4],and Tuladhar and Brotton[8].Causevic and Sreckovic modelled the cables as assemblages of linear springs and masses,and stressed the importance of the non-linearity of cable behaviour that results from the closeness between a cable natural frequency and a natural frequency of the global structure.Abdel-Gha!ar and Khalifa modelled the cables using a multiple link method previously used by Baron and Lien[9],Maeda et al.[2],Yiu and Brotton[10]and Tuladhar and Brotton[8],and showed that cable vibrations a!ect the mode shapes of the deck/towers system and the corresponding participation factors.The inadequacy of using single truss elements to model the cables and the necessity of considering a convenient discretization of the cables into several"nite elements was also stressed by Tuladhar et al.[11],who concluded that the interaction between cable vibrations and deck vibrations can have a signi"cant in#uence on the seismic response of the bridge,especially when the"rst natural frequencies of cables overlap with the"rst few frequencies of the bridge.2.OBJECTIVES OF THE STUDYTo complement the above-mentioned numerical investigations,the authors conducted an experi-mental study on an existing physical model of a cable-stayed bridge[12],the Jindo bridge(in South Korea),which was modi"ed for the purpose of studying the dynamic behaviour of the cables(Figure1).The description of this bridge and of a series of modal analysis tests performed on the model is presented in a companion paper[13].The study con"rmed the existence of interaction between the cables and the deck/towers,which in this case is characterized by the appearance of several modes of vibration with very close natural frequencies and with similar mode shape con"gurations of the deck and towers,but involving di!erent movements of the cables.The appearance of these new mode shapes proved to be conditioned by the closeness between a natural frequency of the global structure and the natural frequencies of some cables. In the present paper,the authors attempt to evaluate the importance of the dynamic cable/deck interaction in terms of the response to seismic excitations.The study involved an experimental component that consisted of a series of shaking table tests,using di!erent types of arti"cial accelerograms as input.The measured response was then used to validate"nite element models previously developed,in which the cables were idealized either as simple truss elements,or as sets of several truss elements(multiple link method).Copyright 2000John Wiley&Sons,Ltd Earthquake Engng.Struct.Dyn.2000;29:499}521Figure 1.Physical model of Jindo Bridge on the shakingtable.Figure 2.Structural discretization used in the MECS model.The analysis and comparison of the experimental and calculated responses obtained under each of the two "nite element models developed,OECS (One-Element Cable System)and MECS (Multi-Element Cable System),showed,as will be demonstrated later,the following main aspects:(i)a good correlation between the experimental and calculated responses predicted by both numerical models;and (ii)some slight di !erences between the OECS and MECS responses,which DYNAMIC CABLE }DECK INTERACTION IN BRIDGES.PART II 501Copyright 2000John Wiley &Sons,Ltd Earthquake Engng .Struct .Dyn .2000;29:499}521502 E.CAETANO,A.CUNHA AND C.A.TAYLORdid not reveal however any signi"cant&system damping'e!ect for the type of excitation con-sidered.Two di!erent numerical simulations were subsequently performed,in order to enhance and better understand this situation.The"rst consisted of modifying the natural frequency of the fundamental mode of vibration to the range of the"rst frequency of the cables.The second corresponded to the analysis of the response of the Jindo model to a severe large-amplitude base excitation de"ned in a narrow frequency range,containing both a natural frequency of the structure,and the1st frequencies of some cables.It was found that the cable interference with global oscillations may cause a signi"cant decrease of the bridge response(with regard to standard OECS analysis,where the local behaviour of the cable is not modelled).However,this &system damping'may not develop in the case where a narrow-band excitation is applied.In this case,the large amplitude of vibration of some cables may cause signi"cant non-linearity and induce higher-order modes,thus causing an increase of the response.3.MODAL PROPERTIES OF THE PHYSICAL MODEL OF JINDO BRIDGE According to the results already presented in the companion paper[13],two3-D"nite element models were developed and appropriately validated on the basis of the experimental data:the OECS and the MECS.The two models idealize the structure as an assemblage of beam and truss elements and di!er only in the number of truss elements used to represent the stay cables.The OECS employs a simple truss element to describe each stay cable,while the MECS idealizes each cable as a set of several truss elements.The calculation of natural frequencies and mode shapes presented in Reference[13]was based on a tangent sti!ness matrix,obtained at the end of a geometric non-linear static analysis of the structure under permanent load,and on a lumped mass matrix.A subspace iteration algorithm, integrated in a structural analysis software,SOLVIA[14],was used to extract the"rst20modes associated with the OECS model,in the range0}46Hz,and the"rst150modes related with the MECS model,lying in the range0}21.3Hz.A plot of the calculated frequencies obtained from the MECS analysis against the order of the mode is presented in Figure3.The frequencies associated with the OECS analysis are also represented in this"gure,in correspondence with the mode of closer characteristics obtained in the MECS analysis(VSYM and VASM*vertical symmetric and anti-symmetric bending modes; TSYM and TASM*transversal symmetric and anti-symmetric bending modes).It is clear from the"gure that the numerous modes of vibration that resulted from the modelling of local cable behaviour are separated by#at regions,which can generally be associated with a common con"guration of the deck and towers.These sets of modes involve di!erent movements of the cables,with a varying intensity level(relative to the girder/towers movement),and occur at an almost identical natural frequency.Figure4presents the participation factors calculated for both the OECS and MECS models.It is evident,from the analysis of these"gures and of the mode shape con"gurations,that(i)the structural response along the vertical(Z)and transversal(>)directions is clearly dominated by one mode of vibration(the1st VSYM and the1st TSYM modes,respectively);and(ii)the structural response along the longitudinal(X)direction is strongly conditioned by two vertical anti-symmetric modes(the1st VASM and the2nd VASM).Another aspect to refer to is that although the highest participation factors associated with the OECS modes are in some cases Copyright 2000John Wiley&Sons,Ltd Earthquake Engng.Struct.Dyn.2000;29:499}521Figure 3.OECS vs MECS naturalfrequencies.Figure 4.Participation factors associated with models OECS and MECS.DYNAMIC CABLE }DECK INTERACTION IN BRIDGES.PART II 503Copyright 2000John Wiley &Sons,Ltd Earthquake Engng .Struct .Dyn .2000;29:499}521Figure 5.Example of an arti "cial record of seismic action.Acceleration time history along thelongitudinal direction X and Fourier spectrum.slightly higher than that corresponding to modes obtained from the MECS analysis,the participation factors associated with the new mode shapes may have some signi "cance for the response evaluation.This fact justi "es the importance of the present investigation.4.SEISMIC TESTS ON THE SHAKING TABLEThe shaking table tests of the Jindo bridge physical model were conducted at the Earthquake Engineering Research Centre of the University of Bristol.Three di !erent ground acceleration time histories (with about 30s duration for the prototype)were generated and scaled (the scale factor for time measurements is S R "(150,according to Caetano et al .[13])based on three di !erent target response spectra.The de "nition of these response spectra attempted,in the "rst instance (records RRS1),to excite predominantly the fundamental modes of the cables,whereas,in a second situation,the objective was to excite essentially the "rst mode shape of the structure.The non-stationarity of the seismic action was introduced in terms of amplitude by the applica-tion of a trapezoidal time modulation function,simulating the usual three phases of a common accelerogram.A third time history was generated introducing also a non-stationarity in terms of the frequency content.Graphical representations of an acceleration time series measured on the shaking table platform and of the corresponding single-sided Fourier spectrum are presented in Figure 5.These correspond to a component of the record RRS1along the longitudinal direction X (i.e.along the axis of the deck)with about 10per cent g peak value.The response was measured for three input directions,X (longitudinal),>(transversal)and Z (vertical),and for the combinations XZ and X >Z ,with about 5and 10per cent g peak values along the two horizontal directions,and about 3and 6per cent g in the vertical direction.A total of 13small piezoelectric accelerometers and 1non-contact displacement transducer were used to obtain simultaneous measurements along the bridge.Figures 6and 7present a few examples of the measured response at some important locations (see Figure 2).5.ANALYSIS OF THE SEISMIC RESPONSEUsing the accelerograms measured on the seismic platform,the response of both OECS and MECS models to di !erent combinations of time series from the input records has been evaluated,504 E.CAETANO,A.CUNHA AND C.A.TAYLORCopyright 2000John Wiley &Sons,Ltd Earthquake Engng .Struct .Dyn .2000;29:499}521DYNAMIC CABLE}DECK INTERACTION IN BRIDGES.PART II505Figure6.Examples of measured responses for input RRS1,10%g(X):(a)node D4-Z;(b)node D5-Z.based on a direct integration algorithm(Newmark method)and on a geometric non-linear dynamic analysis.Table I summarizes some measured and calculated absolute peak values on some of the most signi"cant nodes of the structure(mid-span,node D3-Z;attachment of longest cable,node D4-Z;third of span,node D5-Z;top of left tower,node LT1-X),for an input de"ned as a XZ combination(10%g X,6%g Z)of time series from record RRS1.Due to the di$culty of accurately reproducing the real damping characteristics of the physical model,damping was numerically modelled by means of a mass proportional damping matrix, which was formed specifying a modal damping factor "1.0per cent for the"rst vertical bending mode of vibration(f "6.20Hz).This value resulted from the analysis of the measured response.It is important to note that sensitivity studies developed to"x the value of this damping coe$cient showed that it has a strong in#uence both on the peak values of the response that occur in a"rst part of the records,particularly in terms of accelerations,and on the corresponding decay phase.So the value adopted represents a compromise in order to achieve a relatively good global agreement between the experimental and numerical responses,and not exclusively in terms of local response peak values.Figure8presents a comparison between experimental and calculated responses for one speci"c node of the structure,D4-Z.Figure9presents the Fourier spectra associated with those experimental and calculated responses.The global peak response of the bridge in terms of maxima displacements,accelerations,bending moments and axial forces along the deck,the cables and one of the towers is depicted in Figures10}12.Note that only the dynamic component of the response is analysed here.Copyright 2000John Wiley&Sons,Ltd Earthquake Engng.Struct.Dyn.2000;29:499}521506 E.CAETANO,A.CUNHA AND C.A.TAYLORFigure7.Examples of measured responses for input RRS1,10%g(X),6%g(Z):(a)node D4-Z;(b)node D5-Z;(c)node LT1-X.Inspection of Table I and of Figures8}12suggest in particular the following comments: 1.The MECS model leads to a slight modi"cation of the response.The variation of the peakresponse is relatively small,as can be observed in Figures10}12and in Table II,which shows some values of the most signi"cant changes in the negative and positive peak response that resulted from a MECS analsyis,with regard to a standard OECS analysis.2.It is also possible to observe three distinct periods in the response analysis.During a"rstperiod of about1s(12s in the prototype),i.e.from1.5to2.5s,the response obtained on the basis of the OECS model is similar to the corresponding response obtained using the MECS model.Then,the MECS response starts to deviate from the OECS response,su!eringCopyright 2000John Wiley&Sons,Ltd Earthquake Engng.Struct.Dyn.2000;29:499}521Table I.Measured and calculated peak response for input RRS1:10%g (X ),6%g (Z ).Node componentExperimental OECS MECS D4!Z,displ.(m)!0.0029/0.0029!0.0026/0.0025!0.0025/0.0026D3!Z,accel.(m/s )!6.6/6.5!4.8/4.1!5.7/4.4D4!Z,accel.(m/s )!4.2/4.6!4.5/4.0!5.3/4.3D5!Z,accel.(m/s )!2.9/3.2!3.1/3.0!3.1/3.7LT1!X,accel.(m/s )!1.5/1.5!1.2/1.2!1.0/0.9Figure 8.Displacement at node D4-Z (a)calculated,OECS vs MECS,structural damping included;(b)experimental vs calculated response,MECS,structural damping included.DYNAMIC CABLE }DECK INTERACTION IN BRIDGES.PART II 507Copyright 2000John Wiley &Sons,Ltd Earthquake Engng .Struct .Dyn .2000;29:499}521508 E.CAETANO,A.CUNHA AND C.A.TAYLORFigure9.Fourier spectra at node D4-Z:(a)experimental vs MECS,structural damping included;(b)experimental vs OECS,structural damping included;(c)experimental,segment analysis;(d)MECS,segment analysis,structural damping included.a signi"cant reduction during the next2s,after which the relative di!erence maintainsapproximately constant.Figure8shows these phases for the vertical displacement at node D4.It can be observed that the MECS analysis leads to a displacement decrease at node D4-Z,of about50per cent.3.A comparison with the experimental data shows that,during the"rst1s of excitation(1.5}2.5s),both the OECS and MECS signals are slightly lower than the measured response.Figure8(b)shows a second period,from about2.5s to about5s,where a gradual phase deviation between the experimental and the numerical response occurs.This corresponds,in practice,to changes of the fundamental frequency of the measured response.The deviations in relation to the numerical response start to reduce again in the"nal part of the records.The observation of Figure9(c)indicates that,during this second part of the motion,the funda-mental frequency of the measured response is lower than the corresponding frequency at the "nal part of the record.Neither the OECS nor the MECS analyses[Figure9(d)]were able to reproduce this behaviour,probably due to the practical di$culty of accurate numerical modelling of local particularities and slight imperfections of the physical model.Figures8and9show that the structural response is strongly dominated by the"rst vertical mode shape,due to the important frequency content of the input excitation used in this analysis,Copyright 2000John Wiley&Sons,Ltd Earthquake Engng.Struct.Dyn.2000;29:499}521accelerations,bending moments and axial forces.Figure11.Peak values of cable response:(a)tension,OECS vs MECS analysis;(b)peak displacements at the midpoint of cables.Copyright 2000John Wiley&Sons,Ltd Earthquake Engng.Struct.Dyn.2000;29:499}521Table II.Change of peak response,MECS vs OECS analysis.Change of peak response (MECS/OECS)(%)Type of response Deck Node no.Towers Node no.Displacement 105.9/115.7D4-Z 96.4/99.8LT1-X Acceleration122.1/106.2D4-Z 91.4/78.6LT4-X Bending moment 100.0/115.4D498.9/100.4LT3Axial force103.4/89.5D5102.4/98.6LT3Figure 12.Peak values of the calculated response along one tower,OECS vs MECS analysis:displacements,accelerations,bending moments and axial forces.in the vicinity of the corresponding natural frequency.This mode does not involve a signi "cant cable interaction,and so the di !erences obtained between responses calculated on the basis of the OECS and MECS models are relatively small.In fact,the analysis points to the existence of a certain amount of vibration damping provided by the stay cables,which leads to a decrease of the response only a few seconds after the beginning of the excitation.However,this damping is rather small,as the amplitude of the cable movements is not induced to a great extent.Moreover,as this damping does not occur immediately after the structure starts vibrating,the e !ect on the reduction of peak response to seismic action is not signi "cant.Copyright 2000John Wiley &Sons,LtdEarthquake Engng .Struct .Dyn .2000;29:499}521Table III.Calculated natural frequencies of modi "ed modelsMode number MECS natural frequency (Hz)Associated OECS frequency (Hz)Min.ratio of cable/beam max.displ.Type of mode1 6.62 6.722.21st transv.SYM37.789.01/6.72 4.91st vert.SYM #1st transv.ASM 47.789.01/11.71 4.31stvert.SYM #1st transv.ASM88.0211.7115.61st transv.ASM 98.03 6.7213.71st transv.SYM 118.469.01 6.01st vert.SYM 128.469.017.51st vert.SYM 138.469.01 6.21st vert.SYM 148.469.01 6.11st vert.SYM 158.469.01 6.01st vert.SYM 168.469.01 6.21st vert.SYM 178.479.01 6.11st vert.SYM 218.729.0116.21st vert.SYM 258.83 6.7217.01st transv.SYM 278.989.0112.01st vert.SYM 288.989.0111.91st vert.SYM 298.989.0111.71st vert.SYM4411.29.01/6.7213.01st vert.SYM #1st transv.SYM 4511.29.01/6.7210.51stvert.SYM #1st transv.SYM5312.013.7212.51st vert.ASM 5412.013.7212.01st vert.ASM 5512.013.7214.91st vert.ASM 5612.113.7217.71st vert.ASM 5712.2 5.9tranversal 5913.613.7211.81st vert.ASM 6113.613.7213.91st vert.ASM 6313.613.7214.01st vert.ASM 6714.113.7212.01st vert.ASM 7715.813.7210.21st vert.ASM7915.813.72/6.7210.11st vert.ASM #1st transv.SYM 8516.413.72/11.7121.21st vert.ASM #1st transv.ASM 8716.413.72/11.7125.01stvert.ASM #1st transv.ASM6.NUMERICAL INVESTIGATION OF DYNAMIC CABLE INTERACTION WITHDECK AND TOWERS The seismic tests and numerical analysis described above evidenced the following particular aspects:(a)The frequency of the fundamental vertical bending mode of vibration of the bridge (6.21Hz)lies outside the range of the "rst frequency of the cables (6.81}18.92Hz,according to Irvine theory,see Table III in the companion paper [13]).This fact,accompanied by the signi "cant z -participation factor associated to this mode,may have contributed to an attenuation of the damping e !ect induced in the response by the stay cables.Copyright 2000John Wiley &Sons,Ltd Earthquake Engng .Struct .Dyn .2000;29:499}521(b)Some of the cables(cables6,10and12,with fundamental frequencies of13.11,9.39and6.81Hz,respectively)experienced higher levels of vibration than the others.Considering thatthe"rst three natural frequencies of the structure,obtained on the basis of the OECS analysis, associated with vertical bending modes,are6.21,9.12and13.74Hz,it seems clear that major cable e!ects occur when a global natural frequency lies in the range of the"rst natural frequencies of some cables.In order better to understand these points,and taking into account the existence of a signi"cant number of stay cables with fundamental frequencies close to the frequency of the"rst vertical anti-symmetric bending mode(9.12Hz),two di!erent numerical simulations were performed.The "rst consisted of modifying the mechanical characteristics of the structure,in order to increase the natural frequency of the"rst mode of vibration to the range of the"rst natural frequency of those cables.The second consisted of the application of a new arti"cially generated input signal,based on an almost rectangular power spectrum de"ned in a narrow frequency band that contains both the frequency of the third global mode of vibration(1st vertical anti-symmetric)and the"rst natural frequency of some cables.With these tests,the authors intended to analyse:(a)the dynamic behaviour of a cable-stayed bridge in a situation where the fundamental natural frequency is in the vicinity of the1st natural frequency of some stay cables;and(b)the e!ect of a narrow band excitation in a frequency range that contains both the"rst natural frequency of some cables and a global natural frequency of the bridge.6.1.E w ect of cable-deck/towers resonance at the fundamental mode of v ibrationThe numerical models of the Jindo bridge physical model were modi"ed,by increasing the Young's modulus of the materials that constitute the deck/towers and stay cables,by factors of2.8 and2,respectively.This lead to an increase of the frequency of the"rst vertical bending mode from6.21to9.01Hz,while the fundamental frequencies of the cables increased from6.81}18.92to 7.73}23.69Hz.The analysis of mode shape con"gurations for the new OECS and MECS models shows that groups of symmetric mode shapes alternate with groups of anti-symmetric modes(note that this designation is applied to describe only the con"guration of the deck and towers).It is also evident, according to Table III,which presents the mimimum ratio between the maximum normalised modal displacement components(along the three orthogonal directions x,y and z)of the group of cables and of the deck/towers,that the MECS analysis produced many new modes of vibration associated with the same"rst symmetric vertical con"guration.These modes involve signi"cant interference with cables.The participation factors along the longitudinal(X)and vertical(Z)directions,presented in Figure13,show the contribution of a signi"cant number of modes(from the MECS analysis)to the response.The calculation of the response of the OECS and MECS models of the new structure to the combination XZ(10%g(X),6%g(Z))of accelerograms from record RRS1above described,was based on a geometric non-linear formulation,using the direct integration method of Newmark and the same mass-proportional damping matrix(f"6.20Hz, "1.0per cent).Figures14and 15show the peak dynamic response along the deck and one of the towers,and along the cables, respectively,expressed in terms of displacements,accelerations and bending moments. Copyright 2000John Wiley&Sons,Ltd Earthquake Engng.Struct.Dyn.2000;29:499}521Figure13.Participation factors associated with models OECS and MECS.Figure16represents the time history of the bending moment response at node D4and the corresponding Fourier spectrum.The relative di!erence between the peak response calculated at some signi"cant locations,based on the OECS and MECS analyses,is presented in Table IV.The analysis of this table and of Figures14}16illustrates that,except for small extensions along the deck,the response obtained on the basis of the MECS analysis is much lower than the corresponding response obtained from the OECS analysis.This e!ect constitutes the so called &system damping'.The damping of the response is due mostly to the contribution of the several new modes of vibration associated with the1st symmetric vertical con"guration.These modes, occurring at close frequencies(7.78,8.46,8.47,8.72,8.98Hz)involve exclusively the movement of cables that have similar natural frequencies(e.g.mode17,freq."8.47Hz,involves vibration of cables8,9,10and11,whose"rst natural frequencies are9.39,8.94,8.29and7.75Hz,respectively).6.2.E w ect of se v ere cable excitationUsing again the3-D OECS and MECS numerical models de"ned initially,the response of the physical model of Jindo bridge to a new input signal was calculated and analysed.The new accelerogram was generated arti"cially,based on a narrow-band target power spectrum,de"ned in the range8.5}12Hz,that includes the frequency of the second vertical mode of vibration (according to the OECS analysis)and the"rst natural frequency of a few stay cables that participate in the modes of vibration obtained from the MECS analysis.Figure17presents the generated time history and the corresponding Fourier spectrum.Considering a combination of two time histories from the generated record with60and30per cent g peak values along X and Z directions,respectively,and imposing a damping factor "1.0per cent for the"rst mode of vibration(f "6.20Hz)in order to generate a mass-proportional damping matrix,the system response has been calculated for the OECS and MECS models(using a geometric non-linear formulation and the direct integration method of New-mark).Figures18}20summarize the global response of the bridge in terms of the following extreme values:displacements,accelerations,bending moments and axial forces.Figures21}23Copyright 2000John Wiley&Sons,Ltd Earthquake Engng.Struct.Dyn.2000;29:499}521。