本科毕业设计外文文献及译文2
本科毕业论文外文翻译【范本模板】
本科毕业论文外文翻译外文译文题目:不确定条件下生产线平衡：鲁棒优化模型和最优解解法学院：机械自动化专业：工业工程学号: 201003166045学生姓名: 宋倩指导教师：潘莉日期: 二○一四年五月Assembly line balancing under uncertainty: Robust optimization modelsand exact solution methodÖncü Hazır , Alexandre DolguiComputers ＆Industrial Engineering，2013,65：261–267不确定条件下生产线平衡：鲁棒优化模型和最优解解法安库·汉泽，亚历山大·多桂计算机与工业工程，2013，65：261–267摘要这项研究涉及在不确定条件下的生产线平衡，并提出两个鲁棒优化模型。
假设了不确定性区间运行的时间。
该方法提出了生成线设计方法,使其免受混乱的破坏。
基于分解的算法开发出来并与增强策略结合起来解决大规模优化实例.该算法的效率已被测试,实验结果也已经发表。
本文的理论贡献在于文中提出的模型和基于分解的精确算法的开发.另外，基于我们的算法设计出的基于不确定性整合的生产线的产出率会更高，因此也更具有实际意义。
此外,这是一个在装配线平衡问题上的开创性工作,并应该作为一个决策支持系统的基础。
关键字：装配线平衡；不确定性; 鲁棒优化；组合优化；精确算法1.简介装配线就是包括一系列在车间中进行连续操作的生产系统。
零部件依次向下移动直到完工。
它们通常被使用在高效地生产大量地标准件的工业行业之中。
在这方面，建模和解决生产线平衡问题也鉴于工业对于效率的追求变得日益重要。
生产线平衡处理的是分配作业到工作站来优化一些预定义的目标函数。
那些定义操作顺序的优先关系都是要被考虑的,同时也要对能力或基于成本的目标函数进行优化。
就生产（绍尔，1999）产品型号的数量来说，装配线可分为三类：单一模型（SALBP）,混合模型(MALBP）和多模式（MMALBP）。
毕业论文(设计)外文文献翻译及原文
金融体制、融资约束与投资——来自OECD的实证分析R．SemenovDepartment of Economics，University of Nijmegen，Nijmegen（荷兰内梅亨大学，经济学院）这篇论文考查了OECD的11个国家中现金流量对企业投资的影响.我们发现不同国家之间投资对企业内部可获取资金的敏感性具有显著差异,并且银企之间具有明显的紧密关系的国家的敏感性比银企之间具有公平关系的国家的低.同时，我们发现融资约束与整体金融发展指标不存在关系.我们的结论与资本市场信息和激励问题对企业投资具有重要作用这种观点一致，并且紧密的银企关系会减少这些问题从而增加企业获取外部融资的渠道。
一、引言各个国家的企业在显著不同的金融体制下运行。
金融发展水平的差别(例如，相对GDP的信用额度和相对GDP的相应股票市场的资本化程度），在所有者和管理者关系、企业和债权人的模式中，企业控制的市场活动水平可以很好地被记录.在完美资本市场,对于具有正的净现值投资机会的企业将一直获得资金。
然而，经济理论表明市场摩擦，诸如信息不对称和激励问题会使获得外部资本更加昂贵，并且具有盈利投资机会的企业不一定能够获取所需资本.这表明融资要素，例如内部产生资金数量、新债务和权益的可得性，共同决定了企业的投资决策.现今已经有大量考查外部资金可得性对投资决策的影响的实证资料（可参考，例如Fazzari（1998）、 Hoshi(1991)、 Chapman（1996）、Samuel(1998））.大多数研究结果表明金融变量例如现金流量有助于解释企业的投资水平。
这项研究结果解释表明企业投资受限于外部资金的可得性。
很多模型强调运行正常的金融中介和金融市场有助于改善信息不对称和交易成本，减缓不对称问题,从而促使储蓄资金投着长期和高回报的项目,并且提高资源的有效配置（参看Levine（1997)的评论文章）。
因而我们预期用于更加发达的金融体制的国家的企业将更容易获得外部融资.几位学者已经指出建立企业和金融中介机构可进一步缓解金融市场摩擦。
本科毕业设计外文翻译需要注意的问题
外文翻译需要注意的问题，
1 外文文献的出处不要翻译成中文，且写在中文译文的右上角（不是放在页眉处）；会议要求：名称、地点、年份、卷（期），等
2 作者姓名以及作者的工作单位也不用必须翻译；
3 abstract翻译成“摘要”，不要翻译成“文章摘要”等其他词语；
4 Key words翻译成“关键词”
5 introduction 翻译成“引言”(不是导言)
6 各节的标号I、II等可以直接使用，不要再翻译成“第一部分”“第二部分”，等。
7 注意排版格式，都是单排版，行距1.25，字号小4号，等（按照格式要求）
8 里面的图可以拷贝粘贴，但要将图标、横纵指标的英文标注翻译成中文
9里面的公式、表不可以拷贝粘贴，要自己重新录入、重新画表格
大家翻译时，可以将太长的句子用两句或多句描述。
预应力混凝土Prestressed-Concrete大学毕业论文外文文献翻译及原文
毕业设计（论文）外文文献翻译文献、资料中文题目：预应力混凝土文献、资料英文题目：Prestressed Concrete文献、资料来源：文献、资料发表（出版）日期：院（部）：专业：班级：姓名：学号：指导教师：翻译日期： 2017.02.14毕业设计（论文）外文资料翻译外文出处：The Concrete structure附件：1、外文原文；2、外文资料翻译译文。
1、外文资料原文Prestressed ConcreteConcrete is strong in compression, but weak in tension: Its tensile strength varies from 8 to 14 percent of its compressive strength. Due tosuch a Iow tensile capacity, fiexural cracks develop at early stages ofloading. In order to reduce or prevent such cracks from developing, aconcentric or eccentric force is imposed in the longitudinal direction of the structural element. This force prevents the cracks from developing by eliminating or considerably reducing the tensile stresses at thecritical midspan and support sections at service load, thereby raising the bending, shear, and torsional capacities of the sections. The sections are then able to behave elastically, and almost the full capacity of the concrete in compression can be efficiently utilized across the entire depth of the concrete sections when all loads act on the structure.Such an imposed longitudinal force is called a prestressing force,i.e., a compressive force that prestresses the sections along the span ofthe structural elementprior to the application of the transverse gravitydead and live loads or transient horizontal live loads. The type ofprestressing force involved, together with its magnitude, are determined mainly on the basis of the type of system to be constructed and the span length and slenderness desired.~ Since the prestressing force is applied longitudinally along or parallel to the axis of the member, the prestressing principle involved is commonly known as linear prestressing.Circular prestressing, used in liquid containment tanks, pipes,and pressure reactor vessels, essentially follows the same basic principles as does linear prestressing. The circumferential hoop, or "hugging" stress on the cylindrical or spherical structure, neutralizes the tensile stresses at the outer fibers of the curvilinear surface caused by the internal contained pressure.Figure 1.2.1 illustrates, in a basic fashion, the prestressing action in both types of structural systems and the resulting stress response. In(a), the individual concrete blocks act together as a beam due to the large compressive prestressing force P. Although it might appear that the blocks will slip and vertically simulate shear slip failure, in fact they will not because of the longitudinal force P. Similarly, the wooden staves in (c) might appear to be capable of separating as a result of the high internal radial pressure exerted on them. But again, because of the compressive prestress imposed by the metal bands as a form of circular prestressing, they will remain in place.From the preceding discussion, it is plain that permanent stresses in the prestressed structural member are created before the full dead and live loads are applied in order to eliminate or considerably reduce the net tensile stresses caused by these loads. With reinforced concrete,it is assumed that the tensile strength of the concrete is negligible and disregarded. This is because the tensile forces resulting from the bending moments are resisted bythe bond created in the reinforcement process. Cracking and deflection are therefore essentially irrecoverable in reinforced concrete once the member has reached its limit state at service load.The reinforcement in the reinforced concrete member does not exert any force of its own on the member, contrary to the action of prestressing steel. The steel required to produce the prestressing force in the prestressed member actively preloads the member, permitting a relatively high controlled recovery of cracking and deflection. Once the flexural tensile strength of the concrete is exceeded, the prestressed member starts to act like a reinforced concrete element.Prestressed members are shallower in depth than their reinforced concrete counterparts for the same span and loading conditions. In general, the depth of a prestressed concrete member is usually about 65 to 80 percent of the depth of the equivalent reinforced concrete member. Hence, the prestressed member requires less concrete, and,about 20 to 35 percent of the amount of reinforcement. Unfortunately, this saving in material weight is balanced by the higher cost of the higher quality materials needed in prestressing. Also, regardless of the system used, prestressing operations themselves result in an added cost: Formwork is more complex, since the geometry of prestressed sections is usually composed of. flanged sections with thin-webs.In spite of these additional costs, if a large enough number of precast units are manufactured, the difference between at least the initial costs of prestressed and reinforced concrete systems is usually not very large.~ And the indirect long-term savings are quite substantial, because less maintenance is needed; a longer working life is possible due to better quality control of the concrete, and lighter foundations are achieved due to the smaller cumulative weight of the superstructure.Once the beam span of reinforced concrete exceeds 70 to 90 feet (21.3 to 27.4m), the dead weight of the beam becomes excessive, resulting in heavier members and, consequently, greater long-term deflection and cracking. Thus, for larger spans, prestressed concrete becomes mandatory since arches are expensive to construct and do not perform as well due to the severe long-term shrinkage and creep they undergo.~ Very large spans such as segmental bridges or cable-stayed bridges can only be constructed through the use of prestressing.Prestressd concrete is not a new concept, dating back to 1872, when P. H. Jackson, an engineer from California, patented a prestressing system that used a tie rod to construct beams or arches from individual blocks [see Figure 1.2.1 (a)]. After a long lapse of time during which little progress was made because of the unavailability of high-strength steel to overcome prestress losses, R. E. Dill of Alexandria, Nebraska, recognized the effect of the shrinkage and creep (transverse material flow) of concrete on the loss of prestress. He subsequently developed the idea that successive post-tensioning of unbonded rods would compensate for the time-dependent loss of stress in the rods due to the decrease in the length of the member because of creep and shrinkage. In the early 1920s,W. H. Hewett of Minneapolis developed the principles of circular prestressing. He hoop-stressed horizontal reinforcement around walls of concrete tanks through the use of turnbuckles to prevent cracking due to internalliquid pressure, thereby achieving watertightness. Thereafter, prestressing of tanks and pipes developed at an accelerated pace in the United States, with thousands of tanks for water, liquid, and gas storage built and much mileage of prestressed pressure pipe laid in the two to three decades that followed.Linear prestressing continued to develop in Europe and in France, in particular through the ingenuity of Eugene Freyssinet, who proposed in 1926--1928 methods to overcome prestress losses through the use of high-strength and high-ductility steels. In 1940, he introduced thenow well-known and well-accepted Freyssinet system.P. W. Abeles of England introduced and developed the concept of partial prestressing between the 1930s and 1960s. F. Leonhardt of Germany, V. Mikhailov of Russia, and T. Y. Lin of the United States also contributed a great deal to the art and science of the design of prestressed concrete. Lin's load-balancing method deserves particular mention in this regard, as it considerably simplified the design process, particularly in continuous structures. These twentieth-century developments have led to the extensive use of prestressing throughoutthe world, and in the United States in particular.Today, prestressed concrete is used in buildings, underground structures, TV towers, floating storage and offshore structures, power stations, nuclear reactor vessels, and numerous types of bridge systems including segn~ental and cable-stayed bridges, they demonstrate the versatility of the prestressing concept and its all-encompassing application. The success in the development and construction of all these structures has been due in no small measures to the advances in the technology of materials, particularly prestressing steel, and the accumulated knowledge in estimating the short-and long-term losses in the prestressing forces.~2、外文资料翻译译文预应力混凝土混凝土的力学特性是抗压不抗拉：它的抗拉强度是抗压强度的8％一14％。
毕业论文和外文翻译要求内容
毕业论⽂和外⽂翻译要求内容沈阳农业⼤学本科⽣毕业论⽂（设计）撰写要求与格式规范（2008年7⽉修订）毕业论⽂（设计）是培养学⽣综合运⽤所学知识，分析和解决实际问题，提⾼实践能⼒和创造能⼒的重要教学环节，是记录科学研究成果的重要⽂献，也是学⽣申请学位的基本依据。
为保证本科⽣毕业论⽂（设计）质量，促进国内外学术交流，特制定《沈阳农业⼤学本科⽣毕业论⽂（设计）撰写要求与格式规范》。
⼀、毕业论⽂（设计）的基本结构毕业论⽂（设计）的基本结构是：1.前置部分：包括封⾯、任务书、选题审批表、指导记录、考核表、中（外）⽂摘要、关键词和⽬录等。
2.主体部分：包括前⾔、正⽂、参考⽂献、附录和致谢等。
⼆、毕业论⽂（设计）的内容要求（⼀）前置部分1．封⾯由学校统⼀设计。
2．毕业论⽂（设计）任务书毕业论⽂（设计）任务由各教学单位负责安排，并根据已确定的论⽂（设计）课题下达给学⽣，作为学⽣和指导教师共同从事毕业论⽂（设计）⼯作的依据。
毕业论⽂（设计）任务书的内容包括课题名称、学⽣姓名、下发⽇期、论⽂（设计）的主要内容与要求、毕业论⽂（设计）的⼯作进度和起⽌时间等。
3．论⽂（设计）选题审批表4．论⽂（设计）指导记录5．毕业论⽂（设计）考核表指导教师评语、评阅⼈评审意见分别由指导教师和评阅⼈填写，答辩委员会意见、评定成绩以及是否授予学⼠学位的建议等材料应由答辩委员会填写。
6．中（外）⽂摘要摘要是毕业论⽂（设计）研究内容及结论的简明概述，具有独⽴性和⾃含性。
其内容包括论⽂（设计）的主要内容、试（实）验⽅法、结果、结论和意义等。
中⽂摘要不少于400字；英⽂摘要必须⽤第三⼈称，采⽤现在时态编写。
7．关键词关键词均应为专业名词（或词组），注意专业术语的通⽤性，数量⼀般为3－5个；外⽂关键词与中⽂关键词⼀⼀对应。
8．⽬录⽬录由论⽂（设计）的章、节、附录等序号、名称和页码组成。
（⼆）主体部分1.前⾔（引⾔或序⾔）简要说明本项研究课题的提出及其研究意义（学术、实⽤价值），本项研究的前⼈⼯作基础及其欲深⼊研究的⽅向和思路、⽅法以及要解决的主要问题等。
本科毕业设计外文文献翻译
（Sheaｒ waｌl ｓt ｒuctural desigｎ ofh ｉgh-ｌev ｅl fr ａmeworkＷｕ Jiche ｎgＡbstract ： In t ｈis pape ｒ the basic c ｏｎcepts of ｍａn ｐow ｅr ｆｒom th ｅ ｆra ｍｅ sh ｅａr w ａｌl str ｕc ｔｕｒｅ, analy ｓis of the ｓtruct ｕr ａｌ des ｉgn ｏf th ｅ c ｏnt ｅnt ｏｆ t ｈe fr ａme she ａr wall, in ｃｌudi ｎg the ｓeism ｉc wa ｌl she ａr spa本科毕业设计外文文献翻译学校代码： 10128学 号：题 目：Shear wall structural design of high-level framework 学生姓名： 学 院：土木工程学院 系 别：建筑工程系 专 业：土木工程专业（建筑工程方向） 班 级：土木08-（5）班 指导教师： (副教授)ｎratiｏdesign, ａnd a concrｅtｅｓtruｃtuｒe in thｅmｏst co ｍmonｌy useｄframe shear walｌstｒｕcturｅtｈｅdesign of p ｏiｎｔs to note.Keyworｄs: cｏncrｅｔｅ; fｒaｍｅshｅａｒwall sｔｒucｔｕre；hiｇh－risｅbuildｉｎｇsThe wall is aｍoｄern high－rｉｓe buiｌdiｎgs is an iｍpo ｒｔant buiｌdinｇconｔｅnt, the ｓize of thｅfraｍe sheａr wall must comｐly with buildｉng reguｌａtｉons. The pｒｉnｃipｌe is ｔhat the largeｒsｉzｅbｕt the thｉｃknessｍuｓt ｂｅsmaller gｅoｍetric featｕrｅｓshoｕlｄｂe ｐｒeｓented ｔo the pｌatｅ,ｔｈe forｃe is close to cylｉndrｉcal.Ｔhe waｌl sｈｅar wa ｌl strｕｃｔure ｉs a flaｔcomｐonent. Itｓeｘposure to tｈe force aｌoｎg ｔhe ｐlane leｖｅl of theｒole ofｓｈear and momｅｎt, must also take ｉｎtｏａccounｔthe veｒｔical preｓsure.Opeｒate unｄer thｅcomｂiｎed actｉｏn oｆbenｄing momeｎts and axial force aｎｄsheａr forcｅbｙthe caｎtilｅｖｅr deep beａm uｎder ｔｈe acｔion of the force leveｌｔo lｏo ｋinto ｔｈe bottom mouｎted on ｔhe basｉs of. Sheaｒｗaｌl ｉｓdiｖidｅｄinｔo a whole walｌand ｔheａssoｃiated ｓｈeａr wall in thｅactual project,a wholｅwａlｌfor ｅxａmpl ｅ, suｃh as ｇenｅraｌhｏusiｎｇｃonstｒuction in tｈe gablｅｏr fish bｏne strｕcture ｆｉlｍwａｌls ａnd small opｅningｓwall.Cｏupled Sｈeａr ｗalls are ｃonnｅcted bｙｔhｅcｏupｌing ｂeam shｅａr wall.Buｔｂecause tｈeｇｅnerａlｃｏupling beaｍstｉｆfness is less thaｎｔhe wall stiｆfnｅsｓof the lｉmbs，ｓｏ. Wａlｌliｍb aｌonｅis obviｏus.The ｃｅntral beam of tｈeｉnflｅｃtion pｏｉnｔtｏpay aｔtenｔiｏｎto tｈeｗaｌl pressｕre thａn the limiｔs of the lｉmb axis. Will forｍa shortｗiｄe beａms，widｅcolｕmn wａll liｍｂｓhear wａll ｏpｅnings toｏlarge ｃomｐonｅnt aｔbothｅn ｄs ｗith jｕst the domain of vａｒiabｌe crosｓ－ｓecｔｉon ro ｄin ｔhe intｅrｎａｌforcｅｓｕnder tｈｅaｃtioｎof maｎy Ｗalｌlｉmb iｎflｅcｔion point Ｔhｅｒeｆoｒe, ｔhe cａｌcula ｔions ａｎd consｔruction sｈouldAccordinｇtｏappｒoxiｍａｔe tｈe framｅstｒucｔure to ｃonsideｒ.Tｈe desｉｇｎof ｓhｅａr walls ｓhoulｄbe based on the cｈａractｅrisｔics ｏf ａvａｒｉｅty oｆwall itseｌｆ,ａnd dｉfferｅnｔmeｃhanical ch ａrａcteｒisｔｉcｓand requireｍents,wall oｆthｅinternａｌforceｄistrｉbutｉon and failurｅmoｄｅs ｏf sｐecific and cｏmprehensive ｃonｓideration of the design rｅinｆorcemｅnt aｎd stｒuctural measｕres. Ｆrame sｈear wall ｓｔrｕctuｒe deｓiｇn is to cｏｎsider the ｓtructｕre of the oｖerall ａnａｌysis for ｂoｔh dｉrecｔｉｏｎsｏｆthｅhｏrｉzontal and vｅrtiｃalｅfｆects. Oｂtain thｅinternal force ｉs reｑuirｅd in ａccｏrdancｅｗｉｔｈtｈe bias or paｒtｉal ｐull normal sｅcｔｉon forｃｅｃaｌculatiｏn.The waｌl strｕcture oｆtheｆｒame sｈear ｗall ｓｔructural dｅsign of ｔhe coｎtent frame hｉgh-rise buildings, in ｔhe actual ｐrｏjeｃｔiｎｔhｅuse of thｅｍoｓt seisｍic ｗａlls have suffiｃient quantitｉeｓto meｅt ｔheｌｉmitsｏf the lａyer displacement, the loｃation iｓｒelａtiｖely flexiblｅ. Seiｓmic wａll for cｏntinuous layout，ｆulｌ-length ｔhroｕgh．Should bｅdesigned to avoid the waｌl mutaｔioｎs ｉn limb ｌｅｎgth and alignment is noｔuｐａnd down the ｈolｅ. The samｅtｉme．Tｈe inｓide of ｔhe hole marginｓcｏlｕｍｎshｏｕld not ｂｅｌｅssｔhan３00mm ｉｎordｅｒtｏguaraｎteｅtheｌengtｈof the colｕｍn ａs the edgｅof tｈe coｍponent and constｒａiｎt eｄgｅcｏｍponeｎts．Thｅbi-direc ｔiｏnal laｔerａl forｃe ｒesiｓting strucｔurａl fｏrm of verticａl aｎｄhorｉzontaｌwalｌcoｎnected.Eａｃh ｏｔhｅr as ｔhe ａffiｎiｔｙof the shｅar wall. Ｆor ｏnｅ, two seismic frａme sｈe ａr ｗalｌｓ,ｅｖen beam highｒatio ｓhould noｔgreateｒthan 5 aｎd a height of nｏt less thaｎ400mm.Midline colｕmnａnd beａmｓ,wall ｍｉdline shouｌdｎoｔbe greaｔer tha ｎthe ｃoｌｕmｎwidｔｈof1/4，ｉn ordｅr ｔｏreｄuce thｅtoｒsional eｆfect of the sｅiｓmｉｃacｔion ｏnｔｈｅｃolｕmn．Oｔhｅrwｉsｅcan be taken tｏstrengthｅn theｓtirruprａｔｉo iｎｔhe cｏlｕmn tｏmake ｕp.If thｅshear wａｌl sheａｒsｐａn ｔhａnｔhe ｂig twｏ. Ｅveｎthe beａｍcro ｓs-heｉｇht ratiｏgreateｒthan 2.5, ｔhen tｈe design presｓｕｒe ｏf thｅｃｕt shoulｄnoｔmａkｅａｂig 0.2. Howevｅｒ, ｉf the sheａｒwallｓheａr sｐａｎｒatiｏof ｌess than two couｐlinｇｂeａms sｐan of ｌeｓs than ２．5, then the shear coｍｐres ｓiｏn rａｔiｏis noｔgreaｔer thａn 0.15. Thｅｏther haｎｄ，ｔhe bｏttom oｆthe fraｍe ｓhｅar walｌstructure ｔo enhａnce tｈｅdｅsign sｈould ｎoｔbe leｓs thaｎ２０0mmａnd noｔlesｓthaｎstorey 1/１6，othｅｒｐaｒtｓｓhｏulｄnot be lｅss than 160mm ａnd ｎｏt ｌｅss thaｎｓtoｒey １/20. Arounｄthe wall of the frame ｓhｅar ｗall strucｔure sｈｏulｄbe set ｔo the beａm or dark bｅamａnd the sｉｄe columｎｔｏform a borｄｅr. Ｈoｒizｏntａl ｄｉｓtrｉbuｔioｎoｆsｈear waｌls cａn from the sheａr effect，tｈｉs design wｈen ｂuilｄｉng higｈｅr longeｒor fｒaｍｅｓtructｕre reinfoｒcｅment shｏuld be aｐprｏpｒiatelｙincｒeａｓed, ｅspｅcｉａlｌy in the sｅnｓitivｅｐarts of the beam pｏsition ｏr teｍperaｔuｒe, stiffnｅsｓchａnge is besｔappｒopriatｅly increased, ｔｈeｎcｏnsidｅration sｈoulｄbe ｇｉveｎｔo the wａlｌvertｉcaｌreiｎforｃemeｎt,becaｕse ｉt is mａinly fｒom the bｅnding efｆecｔ, aｎｄtake in ｓome ｍｕlti-ｓtorｅｙshｅａｒｗａll structuｒereinforcｅｄreｉnｆorceｍent rate -likｅlｅsｓconｓtｒained edgｅｏｆｔhｅcomｐonent or components reinforｃemeｎt of thｅedge ｃomｐｏnent.Referｅnces: [1 sad Hａyaｓhi,He Yaming. Ｏn the shorｔshｅar ｗall ｈigh-riｓe bｕilｄinｇｄesign ［J]．Kｅｙｕaｎ, 2008, (O2).高层框架剪力墙结构设计吴继成摘要: 本文从框架剪力墙结构设计的基本概念人手, 分析了框架剪力墙的构造设计内容, 包括抗震墙、剪跨比等的设计, 并出混凝土结构中最常用的框架剪力墙结构设计的注意要点。
毕业论文外文文献翻译
2013届本科生毕业论文英文参考文献翻译
Oracle虚拟机服务器软件虚拟化在一个64位
Linux环境的性能和可扩展性
（译文）
学院（系）：
信息工程
专业年级：
学生姓名：
指导教师：
合作指导教师：
完成日期：
2013年6月
Oracle虚拟机服务器软件虚拟化在一个64位Linux环境的性能和可扩展性
benefits, however, this has not been without its attendantproblems and anomalies, such as performance tuning anderratic performance metrics, unresponsive virtualized systems,crashed virtualized servers, misconfigured virtual hostingplatforms, amongst others. The focus of this research was theanalysis of the performance of the Oracle VM servervirtualization platform against that of the bare-metal serverenvironment. The scalability and its support for high volumetransactions were also analyzed using 30 and 50 active usersfor the performance evaluation. Swingbench and LMbench,two open suite benchmark tools were utilized in measuringperformance. Scalability was also measured using Swingbench.Evidential results gathered from Swingbench revealed 4% and8% overhead for 30 and 50 active users respectively in theperformance evaluation of Oracle database in a single OracleVM. Correspondingly, performance metric法
食品科学与工程外文参考文献译文及原文
本科毕业设计（论文）外文参考文献译文及原文学院轻工化工学院专业食品科学与工程年级班别2006级（2）班学号3106002145学生姓名龚张卫指导教师姜燕2010 年 6 月目录1. 介绍 (1)2. 材料与方法 (1)2.1 原料 (2)2.1.1市售猕猴桃果酱/果酱 (2)2.1.2水果............................................................ .......... (2)2.1.3渗透溶液............................................. (2)2.1.4胶凝剂 (3)2.1.5酸度调节剂 (3)2.2猕猴桃果酱/橙果酱详细制作过程 (3)2.2.1传统制作过程 (3)2.2.2渗透失水水果制作过程 (3)2.3分析 (3)2.3.1理化性质 (3)2.3.2 色泽测量......... ...... ...... ...................... . ...... . (3)2.3.3 流动性能......................................... ... ............................ . (4)3. 结果和讨论 (4)结论 (9)参考资料 (9)渗透脱水水果制作果酱的研究E. García-Martínez, G. Ruiz-Diaz, J. Martínez-Monzó, M. M. Camacho, N.Martínez-Navarrete and A. Chiralt瓦伦西亚大学食品技术系，巴伦西亚，46071摘要：果酱是由水果和糖按比例混合制得的产品，最终产品含有最小30％果肉成分和最低45糖度值。
传统果酱制作需要通过热处理来浓缩加工，从改变感官和营养特性提高产品质量，营养特性的改变主要是果酱中抗坏血酸损耗量的多少。
外文翻译--燃气报警器
外文翻译--燃气报警器福州大学至诚学院本科生毕业设计（论文）外文翻译题目：基于单片机可燃气体检测报警器的设计姓名：蔡佳阳学号： 211014128系别：信息工程系专业：电子信息工程年级： 2010级指导教师：（签名）年月日附录：外文文献及译文外文原文1 ：Combustible gas alarmCombustible gas alarmto prevent gas leakage as a powerful weapon, it has, however, does not seem to have attracted the attention it deserves. This security and household fire extinguishers can be placed on a par, or even more than the fire extinguisher into the family of the little things that most families do not see it as one thing, do not even know there can be such a fundamental solution to gas poisoning and gas explosion, "the protection of God" exists. Shanghai as an example, last year, due to poisoning and cooking gas water heater overflow out, piece of rubber hose off the aging caused by gas leakage and poisoning caused by a total of 86 deaths, accounting for all the gas data of accidents were 84%. However, according to an authoritative department to another survey released shows that in Shanghai, about three million gas users, the installation of domesticgas leakage alarm of less than 10%.In their daily lives, whether it is gas poisoning or gas explosion, because of gas leak into the sky. Home life, no one is inseparable from the use of gas, no matter what you do more preventive measures, but a hundred secret inevitably very careful, not to mention of any fire safety measures are not taken on even more dangerous family. Therefore it is necessary to prepare a Combustible gas at home at any time for the owner guardian of the gas appliances, a gas alert to this invisible killer slipped quietly out to help the owner of the elimination offamily problems in the bud, the domestic security of the good housekeeper, so that family members with the use of gas, the use of hearts at ease. For example, there are many families of fire gas explosion, do not know in the room full of gas leaking out, the blind use of electricalswitches and tragedy in an instantif there is an alarm, a tragedy like this ,can be greatly avoided.Combustible gas alarm into the family, will become a good home security to help, this is an indisputable fact Product Description:Detection of gas: natural gas, liquefied petroleum gas, city gas (H2)Size: 115mm * 71mm * 43.3mm(1) add automatic sensor drift compensation, the real and omitted to prevent the false positives.(2) The failure prompted the police to enable the user to replace and repair, to prevent the non-reported.(3) MCU control the entire process, working temperature -40 degrees to 80 degrees. Operating voltage: 220V AC or 110V AC, 12VDC-20VDC Additional features: linkage exhaust fan, the manipulator, the solenoid valveNetworking: wired networking functions: (NO, NC) Wireless networking: 315MHZ/433MHZ (2262 OR 1527)译文：燃气报警器燃气报警器作为预防燃气泄漏的有力武器，它的出现却似乎并没有引起人们应有的注意。
外文翻译模板
本科生毕业论文(设计)外文参考文献译文本译文题目出处：作者单位作者姓名专业班级作者学号指导教师（职称）年月译文要求一、译文内容须与课题（或专业内容）联系，并需在封面注明详细出处。
二、出处格式为图书：作者.书名.版本（第×版）.译者.出版地：出版者，出版年.起页～止页期刊：作者.文章名称.期刊名称，年号，卷号（期号）：起页～止页三、译文不少于2000汉字。
四、翻译内容用小四号宋体字编辑，采用A4号纸双面打印，封面与封底采用浅蓝色封面纸（卡纸）打印。
要求内容明确，语句通顺。
五、译文及其相应参考文献一起装订，顺序依次为封面、译文、文献。
六、翻译应在第七学期完成。
译文评阅导师评语应根据学校“译文要求”，对学生译文翻译的准确性、翻译数量以及译文的文字表述情况等做具体的评价后，再评分。
评分：___________________（百分制）指导教师（签名）：___________________年月日题 目（黑体3号, 字母、阿拉伯数字为Time New Roman5号加粗，居中，段前3行，段后2行）1.前言（黑体小3号, 字母、阿拉伯数字为Time New Roman 小3号加粗）×××××××××××××××××××××××××××××××××××××××××××××××××××××××××××××× （宋体小4号，行间距固定1.5倍行距，字符间距为标准）2. ×××××××××××××××××××××××××××××××，其×××××可表示如下：)2sin(101111path t f A E ϕϕπ++= (2-1） )2sin(202222path t f A E ϕϕπ++= (2-2）×××××××××××××××××××××××××××× (如表2-1所示)表2-1□××××××××××××××× ××× ××× ××× ××××× ×× ×× ×× ××××× ×× ×× ×× ××××× ×× ×× ×× ×××××××××××（表标题：位于表格上方，宋体5号，字母、阿拉伯数字为Time New Roman 5号，表内容：宋体5号，字母、阿拉伯数字为Time New Roman 5号）××××××××××××××××××××××××××× (如图2-1所示)图2-1□××××××××××（图标题：位于图下方，宋体5号，字母、阿拉伯数字为Time New Roman 5号）............................陕西师范大学本科生毕业论文(设计)外文参考文献译文本参考文献原文(纸质版可打印附后，电子版可截图附后)。
建筑学毕业设计的外文文献及译文
建筑学毕业设计的外文文献及译文文献、资料题目：《Advanced Encryption Standard》文献、资料发表（出版）日期:2004.10.25系（部）：建筑工程系生：陆总LYY外文文献：Modern ArchitectureModern architecture, not to be confused with Contemporary architecture1, is a term given to a number of building styles with similar characteristics, primarily the simplification of form and the elimination of ornament. While the style was conceived early in the 20th century and heavily promoted by a few architects, architectural educators and exhibits, very few Modern buildings were built in the first half of the century. For three decades after the Second World War, however, it became the dominant architectural style for institutional and corporate building.1. OriginsSome historians see the evolution of Modern architecture as a social matter, closely tied to the project of Modernity and hence to the Enlightenment, a result of social and political revolutions.Others see Modern architecture as primarily driven by technological and engineering developments, and it is true that the availability of new building materials such as iron, steel, concrete and glass drove the invention of new building techniques as part of the Industrial Revolution. In 1796, Shrewsbury mill owner Charles Bage first used his "fireproof design, which relied on cast iron and brick with flag stone floors. Such construction greatly strengthened the structure of mills, which enabled them to accommodate much bigger machines. Due to poor knowledge of iron's properties as a construction material, a number of early mills collapsed. It was not until the early 1830s that Eaton Hodgkinson introduced the section beam, leading to widespread use of iron construction, this kind of austere industrial architecture utterly transformed the landscape of northern Britain, leading to the description, πDark satanic millsπof places like Manchester and parts of West Yorkshire. The Crystal Palace by Joseph Paxton at the Great Exhibition of 1851 was an early example of iron and glass construction; possibly the best example is the development of the tall steel skyscraper in Chicago around 1890 by William Le Baron Jenney and Louis Sullivan∙ Early structures to employ concrete as the chief means of architectural expression (rather than for purely utilitarian structure) include Frank Lloyd Wright,s Unity Temple, built in 1906 near Chicago, and Rudolf Steiner,s Second Goetheanum, built from1926 near Basel, Switzerland.Other historians regard Modernism as a matter of taste, a reaction against eclecticism and the lavish stylistic excesses of Victorian Era and Edwardian Art Nouveau.Whatever the cause, around 1900 a number of architects around the world began developing new architectural solutions to integrate traditional precedents (Gothic, for instance) with new technological possibilities- The work of Louis Sullivan and Frank Lloyd Wright in Chicago, Victor Horta in Brussels, Antoni Gaudi in Barcelona, Otto Wagner in Vienna and Charles Rennie Mackintosh in Glasgow, among many others, can be seen as a common struggle between old and new.2. Modernism as Dominant StyleBy the 1920s the most important figures in Modern architecture had established their reputations. The big three are commonly recognized as Le Corbusier in France, and Ludwig Mies van der Rohe and Walter Gropius in Germany. Mies van der Rohe and Gropius were both directors of the Bauhaus, one of a number of European schools and associations concerned with reconciling craft tradition and industrial technology.Frank Lloyd Wright r s career parallels and influences the work of the European modernists, particularly via the Wasmuth Portfolio, but he refused to be categorized with them. Wright was a major influence on both Gropius and van der Rohe, however, as well as on the whole of organic architecture.In 1932 came the important MOMA exhibition, the International Exhibition of Modem Architecture, curated by Philip Johnson. Johnson and collaborator Henry-Russell Hitchcock drew together many distinct threads and trends, identified them as stylistically similar and having a common purpose, and consolidated them into the International Style.This was an important turning point. With World War II the important figures of the Bauhaus fled to the United States, to Chicago, to the Harvard Graduate School of Design, and to Black Mountain College. While Modern architectural design never became a dominant style in single-dwelling residential buildings, in institutional and commercial architecture Modernism became the pre-eminent, and in the schools (for leaders of the profession) the only acceptable, design solution from about 1932 to about 1984.Architects who worked in the international style wanted to break with architectural tradition and design simple, unornamented buildings. The most commonly used materials are glass for the facade, steel for exterior support, and concrete for the floors and interior supports; floor plans were functional and logical. The style became most evident in the design of skyscrapers. Perhaps its most famous manifestations include the United Nations headquarters (Le Corbusier, Oscar Niemeyer, Sir Howard Robertson), the Seagram Building (Ludwig Mies van der Rohe), and Lever House (Skidmore, Owings, and Merrill), all in New York. A prominent residential example is the Lovell House (Richard Neutra) in Los Angeles.Detractors of the international style claim that its stark, uncompromisingly rectangular geometry is dehumanising. Le Corbusier once described buildings as πmachines for living,∖but people are not machines and it was suggested that they do not want to live in machines- Even Philip Johnson admitted he was πbored with the box∕,Since the early 1980s many architects have deliberately sought to move away from rectilinear designs, towards more eclectic styles. During the middle of the century, some architects began experimenting in organic forms that they felt were more human and accessible. Mid-century modernism, or organic modernism, was very popular, due to its democratic and playful nature. Alvar Aalto and Eero Saarinen were two of the most prolific architects and designers in this movement, which has influenced contemporary modernism.Although there is debate as to when and why the decline of the modern movement occurred, criticism of Modern architecture began in the 1960s on the grounds that it was universal, sterile, elitist and lacked meaning. Its approach had become ossified in a πstyleπthat threatened to degenerate into a set of mannerisms. Siegfried Giedion in the 1961 introduction to his evolving text, Space, Time and Architecture (first written in 1941), could begin ,,At the moment a certain confusion exists in contemporary architecture, as in painting; a kind of pause, even a kind of exhaustion/1At the Metropolitan Museum of Art, a 1961 symposium discussed the question πModern Architecture: Death or Metamorphosis?11In New York, the coup d r etat appeared to materialize in controversy around the Pan Am Building that loomed over Grand Central Station, taking advantage of the modernist real estate concept of πair rights,∖[l] In criticism by Ada Louise Huxtable and Douglas Haskell it was seen to ,,severπthe Park Avenue streetscape and πtarnishπthe reputations of its consortium of architects: Walter Gropius, Pietro Belluschi and thebuilders Emery Roth & Sons. The rise of postmodernism was attributed to disenchantment with Modern architecture. By the 1980s, postmodern architecture appeared triumphant over modernism, including the temple of the Light of the World, a futuristic design for its time Guadalajara Jalisco La Luz del Mundo Sede International; however, postmodern aesthetics lacked traction and by the mid-1990s, a neo-modern (or hypermodern) architecture had once again established international pre-eminence. As part of this revival, much of the criticism of the modernists has been revisited, refuted, and re-evaluated; and a modernistic idiom once again dominates in institutional and commercial contemporary practice, but must now compete with the revival of traditional architectural design in commercial and institutional architecture; residential design continues to be dominated by a traditional aesthetic.中文译文:现代建筑现代建筑，不被混淆与‘当代建筑’，是一个词给了一些建筑风格有类似的特点，主要的简化形式,消除装饰等.虽然风格的设想早在20世纪,并大量造就了一些建筑师、建筑教育家和展品，很少有现代的建筑物，建于20世纪上半叶.第二次大战后的三十年，但最终却成为主导建筑风格的机构和公司建设.1起源一些历史学家认为进化的现代建筑作为一个社会问题，息息相关的工程中的现代性, 从而影响了启蒙运动，导致社会和政治革命.另一些人认为现代建筑主要是靠技术和工程学的发展，那就是获得新的建筑材料，如钢铁，混凝土和玻璃驱车发明新的建筑技术，它作为工业革命的一部分.1796年，Shrewsbury查尔斯bage首先用他的‘火’的设计，后者则依靠铸铁及砖与石材地板.这些建设大大加强了结构，使它们能够容纳更大的机器.由于作为建筑材料特性知识缺乏,一些早期建筑失败.直到1830年初，伊顿Hodgkinson预计推出了型钢梁，导致广泛使用钢架建设，工业结构完全改变了这种窘迫的面貌,英国北部领导的描述，〃黑暗魔鬼作坊〃的地方如曼彻斯特和西约克郡.水晶宫由约瑟夫paxton的重大展览，1851年,是一个早期的例子, 钢铁及玻璃施工；可能是一个最好的例子，就是1890年由William乐男爵延长和路易沙利文在芝加哥附近发展的高层钢结构摩天楼.早期结构采用混凝土作为行政手段的建筑表达（而非纯粹功利结构），包括建于1906年在芝加哥附近，劳埃德赖特的统一宫，建于1926 年瑞士巴塞尔附近的鲁道夫斯坦纳的第二哥特堂,.但无论原因为何，约有1900多位建筑师，在世界各地开始制定新的建筑方法,将传统的先例（比如哥特式）与新的技术相结合的可能性.路易沙利文和赖特在芝加哥工作,维克多奥尔塔在布鲁塞尔，安东尼高迪在巴塞罗那，奥托瓦格纳和查尔斯景mackintosh格拉斯哥在维也纳，其中之一可以看作是一个新与旧的共同斗争.2现代主义风格由1920年代的最重要人物，在现代建筑里确立了自己的名声.三个是公认的柯布西耶在法国，密斯范德尔德罗和瓦尔特格罗皮乌斯在德国.密斯范德尔德罗和格罗皮乌斯为董事的包豪斯，其中欧洲有不少学校和有关团体学习调和工艺和传统工业技术.赖特的建筑生涯中，也影响了欧洲建筑的现代艺术,特别是通过瓦斯穆特组合但他拒绝被归类与他们.赖特与格罗皮乌斯和Van der德罗对整个有机体系有重大的影响.在1932年来到的重要moma展览,是现代建筑艺术的国际展览，艺术家菲利普约翰逊. 约翰逊和合作者亨利-罗素阁纠集许多鲜明的线索和趋势，内容相似,有一个共同的目的, 巩固了他们融入国际化风格这是一个重要的转折点.在二战的时间包豪斯的代表人物逃到美国，芝加哥，到哈佛大学设计黑山书院.当现代建筑设计从未成为主导风格单一的住宅楼，在成为现代卓越的体制和商业建筑，是学校（专业领导）的唯一可接受的，设计解决方案，从约1932年至约1984 年.那些从事国际风格的建筑师想要打破传统建筑和简单的没有装饰的建筑物。
Financial-Risk-Management财务风险管理大学毕业论文外文文献翻译及原文
毕业设计（论文）外文文献翻译文献、资料中文题目：财务风险管理文献、资料英文题目：Financial Risk Management 文献、资料来源：文献、资料发表（出版）日期：院（部）：专业：班级：姓名：学号：指导教师：翻译日期： 2017.02.14财务管理类本科毕业论文外文翻译译文：[美]卡伦·A·霍契.《什么是财务风险管理？》.《财务风险管理要点》.约翰.威立国际出版公司,2005:P1-22.财务风险管理尽管近年来金融风险大大增加，但风险和风险管理不是当代的主要问题。
全球市场越来越多的问题是，风险可能来自几千英里以外的与这些事件无关的国外市场。
意味着需要的信息可以在瞬间得到，而其后的市场反应，很快就发生了。
经济气候和市场可能会快速影响外汇汇率变化、利率及大宗商品价格，交易对手会迅速成为一个问题。
因此，重要的一点是要确保金融风险是可以被识别并且管理得当的。
准备是风险管理工作的一个关键组成部分。
什么是风险？风险给机会提供了基础。
风险和暴露的条款让它们在含义上有了细微的差别。
风险是指有损失的可能性，而暴露是可能的损失，尽管他们通常可以互换。
风险起因是由于暴露。
金融市场的暴露影响大多数机构，包括直接或间接的影响。
当一个组织的金融市场暴露，有损失的可能性，但也是一个获利或利润的机会。
金融市场的暴露可以提供战略性或竞争性的利益。
风险损失的可能性事件来自如市场价格的变化。
事件发生的可能性很小，但这可能导致损失率很高，特别麻烦，因为他们往往比预想的要严重得多。
换句话说，可能就是变异的风险回报。
由于它并不总是可能的，或者能满意地把风险消除，在决定如何管理它中了解它是很重要的一步。
识别暴露和风险形式的基础需要相应的财务风险管理策略。
财务风险是如何产生的呢？无数金融性质的交易包括销售和采购，投资和贷款，以及其他各种业务活动，产生了财务风险。
它可以出现在合法的交易中，新项目中，兼并和收购中，债务融资中，能源部分的成本中，或通过管理的活动，利益相关者，竞争者，外国政府，或天气出现。
外文翻译格式及规范
嘉兴学院毕业论文（设计）外文翻译撰写格式规范一、外文翻译形式要求1、要求本科生毕业论文（设计）外文翻译部分的外文字符不少于1.5万字, 每篇外文文献翻译的中文字数要求达到2000字以上，一般以2000~3000字左右为宜。
2、翻译的外文文献应主要选自学术期刊、学术会议的文章、有关著作及其他相关材料，应与毕业论文（设计）主题相关，并作为外文参考文献列入毕业论文（设计）的参考文献。
3、外文翻译应包括外文文献原文和译文，译文要符合外文格式规范和翻译习惯。
二、打印格式嘉兴学院毕业论文（设计）外文翻译打印纸张统一用A4复印纸，页面设置：上：2.8；下：2.6；左：3.0；右：2.6；页眉：1.5；页脚：1.75。
段落格式为：1.5倍行距，段前、段后均为0磅。
页脚设置为：插入页码，居中。
具体格式见下页温馨提示：正式提交“嘉兴学院毕业论文（设计）外文翻译”时请删除本文本中说明性的文字部分（红字部分）。
嘉兴学院本科毕业论文（设计）外文翻译题目：（指毕业论文题目）学院名称：服装与艺术设计学院专业班级：楷体小四学生姓名：楷体小四一、外文原文见附件（文件名：12位学号+学生姓名+3外文原文．文件扩展名）。
二、翻译文章翻译文章题目（黑体小三号，1.5倍行距，居中）作者（用原文，不需翻译，Times New Roman五号，加粗，1.5倍行距，居中）工作单位（用原文，不需翻译，Times New Roman五号，1.5倍行距，居中）摘要：由于消费者的需求和汽车市场竞争力的提高，汽车检测标准越来越高。
现在车辆生产必须长于之前的时间并允许更高的价格进行连续转售……。
(内容采用宋体五号，1.5倍行距)关键词：汽车产业纺织品，测试，控制，标准，材料的耐用性1 导言（一级标题，黑体五号，1.5倍行距，顶格）缩进两个字符，文本主体内容采用宋体（五号），1.5倍行距参考文献（一级标题，黑体五号， 1.5倍行距，顶格）略（参考文献不需翻译，可省略）资料来源：AUTEX Research Journal, V ol. 5, No3, September 2008*****译****校（另起一页）三、指导教师评语***同学是否能按时完成外文翻译工作。
本科毕业论文文献综述及英文翻译撰写要求与格式规范
本科毕业论文（设计）文献综述和外文翻译撰写要求与格式规范一、毕业论文（设计）文献综述（一）毕业论文（设计）文献综述的内容要求1．封面：由学校统一设计，普通A4纸打印即可。
2.正文综述正文部分需要阐述所选课题在相应学科领域中的发展进程和研究方向，特别是近年来的发展趋势和最新成果。
通过与中外研究成果的比较和评论，说明自己的选题是符合当前的研究方向并有所进展，或采用了当前的最新技术并有所改进，目的是使读者进一步了解本课题的意义。
文中的用语、图纸、表格、插图应规范、准确，量和单位的使用必须符合国家标准规定，不得使用已废弃的单位，如：高斯（G和Gg）、亩、克、分子浓度（M）、当量能度（N）等。
量和单位用法定符号表示。
引用他人资料要有标注。
文献综述字数在3000字以上。
正文前须附300字左右中文摘要，末尾须附参考文献。
列出的参考文献限于作者直接阅读过的、最主要的且一般要求发表在正式出版物上的文献。
参考文献的著录按在文章中出现的先后顺序编号。
期刊类文献书写方法:[序号]作者（不超过3人，多者用等或etal表示）.题（篇）名[J].刊名,出版年,卷次（期次）:起止页次.图书类文献书写方法:[序号]作者.书名[M].版本.出版地:出版者,出版年:起止页次.论文集类文献书写方法:[序号]作者.篇名[C].论文集名.出版地:出版者,出版年:起止页次.学位论文类书写方法:[序号]作者.篇名[D].出版地:单位名称,年份.电子文献类书写方法:[序号]主要责任者. 题名:其他题名信息[文献类型标志/文献载体标志]出版地:出版者,出版年（更新或修改日期）[引用日期].获取和访问途径.参考文献应在10篇以上。
（二）毕业论文（设计）文献综述撰写与装订的格式规范第一部分：封面1.封面：由学校统一设计。
第二部分：文献综述主题1.中文摘要与关键词摘要标题（五号，宋体，顶格，加粗）摘要内容(五号，宋体)关键词标题（五号，宋体，顶格，加粗）关健词内容（五号，宋体，词间用分号隔开）2.正文标题标题最多分四级。
外文文献翻译范例
StatusComplete
Type：Office
Location：Hong Kong
Construction started：18 April 1985
Completed：1990
Opening：17 May 1990
HeightAntenna spire：367.4 m (1,205.4 ft)
2011年6月8日
外文文献翻译（译成中文1000字左右）：
【主要阅读文献不少于5篇，译文后附注文献信息，包括：作者、书名（或论文题目）、出 版 社（或刊物名称）、出版时间（或刊号）、页码。提供所译外文资料附件（印刷类含封面、封底、目录、翻译部分的复印件等，网站类的请附网址及原文）
原文网址：/TALLEST_TOWERS/t_sears.htm
译文
建筑师：Bruce Graham, design partner, Skidmore, Owings and Merrill
地点：Chicago
甲方：Sears Roebuck and Company
工程师：Fazlur Khan of Skidmore, Owings and Merrill.项目年份：2008
香港1985年4月18日开工建设1990年完成1990年5月17日开幕高度天线尖顶三百六十七点四米2418英尺屋顶三百一十五点米10335英尺顶层二百八十八点二米九百四十五点五英尺技术细节地上楼层数724层楼建筑面积一十三点五万平方米1450000平方英尺电梯数45由奥的斯电梯公司生产的设计与施工主要承建商香港建设控股有限公司引文需要熊谷组香港贝聿铭建筑师事务所建筑师事务所谢尔曼西贡有限公司sl的托马斯博阿达莱斯利罗伯逊结构工程师协会rllp参考文献对中国塔简称中银大厦银行是中环香港最知名的摩天大楼之一
本科毕业设计外文文献及译文1
本科毕业设计外文文献及译文文献、资料题目：Transit Route Network Design Problem:Review文献、资料来源：网络文献、资料发表（出版）日期：2007.1院（部）：xxx专业：xxx班级：xxx姓名：xxx学号：xxx指导教师：xxx翻译日期：xxx外文文献：Transit Route Network Design Problem:Review Abstract:Efficient design of public transportation networks has attracted much interest in the transport literature and practice,with manymodels and approaches for formulating the associated transit route network design problem _TRNDP_having been developed.The presentpaper systematically presents and reviews research on the TRNDP based on the three distinctive parts of the TRNDP setup:designobjectives,operating environment parameters and solution approach.IntroductionPublic transportation is largely considered as a viable option for sustainable transportation in urban areas,offering advantages such as mobility enhancement,traffic congestion and air pollution reduction,and energy conservation while still preserving social equity considerations. Nevertheless,in the past decades,factors such as socioeconomic growth,the need for personalized mobility,the increase in private vehicle ownership and urban sprawl have led to a shift towards private vehicles and a decrease in public transportation’s share in daily commuting (Sinha2003;TRB2001;EMTA2004;ECMT2002;Pucher et al.2007).Efforts for encouraging public transportation use focuses on improving provided services such as line capacity,service frequency,coverage,reliability,comfort and service quality which are among the most important parameters for an efficient public transportation system(Sinha2003;Vuchic2004.) In this context,planning and designing a cost and service efficientpublic transportation network is necessary for improving its competitiveness and market share. The problem that formally describes the design of such a public transportation network is referred to as the transit route network design problem(TRNDP);it focuses on the optimization of a number of objectives representing the efficiency of public transportation networks under operational and resource constraints such as the number and length of public transportation routes, allowable service frequencies,and number of available buses(Chakroborty2003;Fan and Machemehl2006a,b).The practical importance of designing public transportation networks has attractedconsiderable interest in the research community which has developed a variety of approaches and modelsfor the TRNDP including different levels of design detail and complexity as well as interesting algorithmic innovations.In thispaper we offer a structured review of approaches for the TRNDP;researchers will obtain a basis for evaluating existing research and identifying future research paths for further improving TRNDP models.Moreover,practitioners will acquire a detailed presentation of both the process and potential tools for automating the design of public transportation networks,their characteristics,capabilities,and strengths.Design of Public Transportation NetworksNetwork design is an important part of the public transportation operational planning process_Ceder2001_.It includes the design of route layouts and the determination of associated operational characteristics such as frequencies,rolling stock types,and so on As noted by Ceder and Wilson_1986_,network design elements are part of the overall operational planning process for public transportation networks;the process includes five steps:_1_design of routes;_2_ setting frequencies;_3_developing timetables;_4_scheduling buses;and_5_scheduling drivers. Route layout design is guided by passenger flows:routes are established to provide direct or indirect connection between locations and areas that generate and attract demand for transit travel, such as residential and activity related centers_Levinson1992_.For example,passenger flows between a central business district_CBD_and suburbs dictate the design of radial routes while demand for trips between different neighborhoods may lead to the selection of a circular route connecting them.Anticipated service coverage,transfers,desirable route shapes,and available resources usually determine the structure of the route network.Route shapes areusually constrained by their length and directness_route directness implies that route shapes are as straight as possible between connected points_,the usage of given roads,and the overlapping with other transit routes.The desirable outcome is a set of routesconnecting locations within a service area,conforming to given design criteria.For each route, frequencies and bus types are the operational characteristics typically determined through design. Calculations are based on expected passenger volumes along routes that are estimated empirically or by applying transit assignmenttechniques,under frequency requirement constraints_minimum and maximum allowedfrequencies guaranteeing safety and tolerable waiting times,respectively_,desired load factors, fleet size,and availability.These steps as well as the overall design.process have been largely based upon practical guidelines,the expert judgment of transit planners,and operators experience_Baaj and Mahmassani1991_.Two handbooks by Black _1995_and Vuchic_2004_outline frameworks to be followed by planners when designing a public transportation network that include:_1_establishing the objectives for the network;_2_ defining the operational environment of the network_road structure,demand patterns,and characteristics_;_3_developing;and_4_evaluating alternative public transportation networks.Despite the extensive use of practical guidelines and experience for designing transit networks,researchers have argued that empirical rules may not be sufficient for designing an efficient transit network and improvements may lead to better quality and more efficient services. For example,Fan and Machemehl_2004_noted that researchers and practitioners have been realizing that systematic and integrated approaches are essential for designing economically and operationally efficient transit networks.A systematic design process implies clear and consistent steps and associated techniques for designing a public transportation network,which is the scope of the TRNDP.TRNDP:OverviewResearch has extensively examined the TRNDP since the late1960s.In1979,Newell discussed previous research on the optimal design of bus routes and Hasselström_1981_ analyzed relevant studies and identified the major features of the TRNDP as demand characteristics,objective functions,constraints,passengerbehavior,solution techniques,and computational time for solving the problem.An extensive review of existing work on transit network design was provided by Chua_1984_who reported five types of transit system planning:_1_manual;_2_marketanalysis;_3_systems analysis;_4_systems analysis with interactive graphics;and_5_ mathematical optimization approach.Axhausemm and Smith_1984_analyzed existing heuristic algorithms for formulating the TRNDP in Europe,tested them,anddiscussed their potential implementation in the United States.Ceder and Wilson_1986_reportedprior work on the TRNDP and distinguished studies into those that deal with idealized networks and to those that focus on actual routes,suggesting that the main features of the TRNDP include demand characteristics,objectivesand constraints,and solution methods.At the same period,Van Nes et al._1988_grouped TRNDP models into six categories:_1_ analytical models for relating parameters of the public transportation system;_2_models determining the links to be used for public transportation route construction;_3_models determining routes only;_4_models assigning frequencies to a set of routes;_5_two-stage models for constructing routes and then assigning frequencies;and_6_models for simultaneously determining routes and frequencies.Spacovic et al._1994_and Spacovic and Schonfeld_1994_proposed a matrix organization and classified each study according to design parameters examined,objectives anticipated,network geometry,and demand characteristics. Ceder and Israeli_1997_suggested broad categorizations for TRNDP models into passenger flow simulation and mathematical programming models.Russo_1998_adopted the same categorization and noted that mathematical programming models guarantee optimal transit network design but sacrifice the level of detail in passenger representation and design parameters, while simulation models address passenger behavior but use heuristic procedures obtaining a TRNDP solution.Ceder_2001_enhanced his earlier categorization by classifying TRNDP models into simulation,ideal network,and mathematical programming models.Finally,in a recent series of studies,Fan and Machemehl_2004,2006a,b_divided TRNDP approaches into practical approaches,analytical optimization models for idealized conditions,and metaheuristic procedures for practical problems.The TRNDP is an optimization problem where objectives are defined,its constraints are determined,and a methodology is selected and validated for obtaining an optimal solution.The TRNDP is described by the objectives of the public transportation network service to be achieved, the operational characteristics and environment under which the network will operate,and the methodological approach for obtaining the optimal network design.Based on this description of the TRNDP,we propose a three-layer structure for organizing TRNDP approaches_Objectives, Parameters,and Methodology_.Each layer includes one or more items that characterize each study.The“Objectives”layer incorporates the goals set when designing a public transportation system such as the minimization of the costs of the system or the maximization of the quality of services provided.The“Parameters”layer describes the operating environment and includes both the design variables expected to be derived for the transit network_route layouts,frequencies_as well as environmental and operational parameters affecting and constraining that network_for example,allowable frequencies,desired load factors,fleet availability,demand characteristics and patterns,and so on_.Finally,the“Methodology”layer covers the logical–mathematical framework and algorithmic tools necessary to formulate and solve the TRNDP.The proposed structure follows the basic concepts toward setting up a TRNDP:deciding upon the objectives, selecting the transit network items and characteristics to be designed,setting the necessary constraints for the operating environment,and formulating and solving the problem. TRNDP:ObjectivesPublic transportation serves a very important social role while attempting to do this at the lowest possible operating cost.Objectives for designing daily operations of a public transportation system should encompass both angles.The literature suggests that most studies actually focus on both the service and economic efficiency when designing such a system. Practical goals for the TRNDP can be briefly summarized as follows_Fielding1987;van Oudheudsen et al.1987;Black1995_:_1_user benefit maximization;_2_operator cost minimization;_3_total welfare maximization;_4_capacity maximization;_5_energy conservation—protection of the environment;and_6_individual parameter optimization.Mandl_1980_indicated that public transportation systems have different objectives to meet. He commented,“even a single objective problem is difficult to attack”_p.401_.Often,these objectives are controversial since cutbacks in operating costs may require reductions in the quality of services.Van Nes and Bovy_2000_pointed out that selected objectives influence the attractiveness and performance of a public transportation network.According to Ceder and Wilson_1986_,minimization of generalized cost or time or maximization of consumer surplus were the most common objectives selected when developing transit network design models. Berechman_1993_agreed that maximization of total welfare is the most suitable objective for designing a public transportation system while Van Nes and Bovy_2000_argued that the minimization of total user and system costs seem the most suit able and less complicatedobjective_compared to total welfare_,while profit maximization leads to nonattractive public transportation networks.As can be seen in Table1,most studies seek to optimize total welfare,which incorporates benefits to the user and to the er benefits may include travel,access and waiting cost minimization,minimization of transfers,and maximization of coverage,while benefits for the system are maximum utilization and quality of service,minimization of operating costs, maximization of profits,and minimization of the fleet size used.Most commonly,total welfare is represented by the minimization of user and system costs.Some studies address specific objectives from the user,theoperator,or the environmental perspective.Passenger convenience,the number of transfers, profit and capacity maximization,travel time minimization,and fuel consumption minimization are such objectives.These studies either attempt to simplify the complex objective functions needed to setup the TRNDP_Newell1979;Baaj and Mahmassani1991;Chakroborty and Dwivedi2002_,or investigate specific aspects of the problem,such as objectives_Delle Site and Fillipi2001_,and the solution methodology_Zhao and Zeng2006;Yu and Yang2006_.Total welfare is,in a sense,a compromise between objectives.Moreover,as reported by some researchers such as Baaj and Mahmassani_1991_,Bielli et al._2002_,Chackroborty and Dwivedi_2002_,and Chakroborty_2003_,transit network design is inherently a multiobjective problem.Multiobjective models for solving the TRNDP have been based on the calculation of indicators representing different objectives for the problem at hand,both from the user and operator perspectives,such as travel and waiting times_user_,and capacity and operating costs _operator_.In their multiobjective model for the TRNDP,Baaj and Majmassani_1991_relied on the planner’s judgment and experience for selecting the optimal public transportation network,based on a set of indicators.In contrast,Bielli et al._2002_and Chakroborty and Dwivedi_2002_,combined indicators into an overall,weighted sum value, which served as the criterion for determining the optimaltransit network.TRNDP:ParametersThere are multiple characteristics and design attributes to consider for a realistic representation of a public transportation network.These form the parameters for the TRNDP.Part of these parameters is the problem set of decision variables that define its layout and operational characteristics_frequencies,vehicle size,etc._.Another set of design parameters represent the operating environment_network structure,demand characters,and patterns_, operational strategies and rules,and available resources for the public transportation network. These form the constraints needed to formulate the TRNDP and are,a-priori fixed,decided upon or assumed.Decision VariablesMost common decision variables for the TRNDP are the routes and frequencies of the public transportation network_Table1_.Simplified early studies derived optimal route spacing between predetermined parallel or radial routes,along with optimal frequencies per route_Holroyd1967; Byrne and Vuchic1972;Byrne1975,1976;Kocur and Hendrickson1982;Vaughan1986_,while later models dealt with the development of optimal route layouts and frequency determination. Other studies,additionally,considered fares_Kocur and Hendrickson1982;Morlok and Viton 1984;Chang and Schonfeld1991;Chien and Spacovic2001_,zones_Tsao and Schonfeld1983; Chang and Schonfeld1993a_,stop locations_Black1979;Spacovic and Schonfeld1994; Spacovic et al.1994;Van Nes2003;Yu and Yang2006_and bus types_Delle Site and Filippi 2001_.Network StructureSome early studies focused on the design of systems in simplified radial_Byrne1975;Black 1979;Vaughan1986_,or rectangular grid road networks_Hurdle1973;Byrne and Vuchic1972; Tsao and Schonfeld1984_.However,most approaches since the1980s were either applied to realistic,irregular grid networks or the network structure was of no importance for the proposed model and therefore not specified at all.Demand PatternsDemand patterns describe the nature of the flows of passengers expected to be accommodated by the public transportation network and therefore dictate its structure.For example,transit trips from a number of origins_for example,stops in a neighborhood_to a single destination_such as a bus terminal in the CBD of a city_and vice-versa,are characterized as many-to-one_or one-tomany_transit demand patterns.These patterns are typically encountered in public transportation systems connecting CBDs with suburbs and imply a structure of radial orparallel routes ending at a single point;models for patterns of that type have been proposed by Byrne and Vuchic_1972_,Salzborn_1972_,Byrne_1975,1976_,Kocur and Hendrickson _1982_,Morlok and Viton_1984_,Chang and Schonfeld_1991,1993a_,Spacovic and Schonfeld_1994_,Spacovic et al._1994_,Van Nes_2003_,and Chien et al._2003_.On the other hand,many-to-many demand patterns correspond to flows between multiple origins and destinations within an urban area,suggesting that the public transportation network is expected to connect various points in an area.Demand CharacteristicsDemand can be characterized either as“fixed”_or“inelastic”_or“elastic”;the later meaning that demand is affected by the performance and services provided by the public transportation network.Lee and Vuchic_2005_distinguished between two types of elastic demand:_1_demand per mode affected by transportation services,with total demand for travel kept constant;and_2_total demand for travel varying as a result of the performance of the transportation system and its modes.Fan and Machemehl_2006b_noted that the complexity of the TRNDP has led researchers intoassuming fixed demand,despite its inherent elastic nature.However,since the early1980s, studies included aspects of elastic demand in modeling the TRNDP_Hasselstrom1981;Kocur and Hendrickson1982_.Van Nes et al._1988_applied a simultaneous distribution-modal split model based on transit deterrence for estimatingdemand for public transportation.In a series of studies,Chang and Schonfeld_1991,1993a,b_ and Spacovic et al._1994_estimated demand as a direct function of travel times and fares with respect to their elasticities,while Chien and Spacovic2001_,followed the same approach assuming that demand is additionally affected by headways,route spacing and fares.Finally, studies by Leblanc_1988_,Imam_1998_,Cipriani et al._2005_,Lee and Vuchic_2005_;and Fan and Machemehl_2006a_based demand estimation on mode choice models for estimating transit demand as a function of total demand for travel.中文译文：公交路线网络设计问题：回顾摘要：公共交通网络的有效设计让交通理论与实践成为众人关注的焦点，随之发展出了很多规划相关公交路线网络设计问题（TRNDP）的模型与方法。
汽车变速器设计Transmission-design毕业论文外文文献翻译及原文
毕业设计（论文）外文文献翻译文献、资料中文题目：汽车变速器设计文献、资料英文题目：Transmission design文献、资料来源：文献、资料发表（出版）日期：院（部）：专业：机械设计制造及其自动化班级：姓名：学号：指导教师：翻译日期： 2017.02.14毕业论文（设计）外文文献翻译汽车变速器设计我们知道，汽车发动机在一定的转速下能够达到最好的状态，此时发出的功率比较大，燃油经济性也比较好。
因此，我们希望发动机总是在最好的状态下工作。
但是，汽车在使用的时候需要有不同的速度，这样就产生了矛盾。
这个矛盾要通过变速器来解决。
汽车变速器的作用用一句话概括，就叫做变速变扭，即增速减扭或减速增扭。
为什么减速可以增扭，而增速又要减扭矩呢？设发动机输出的功率不变，功率可以表示为N=wT，其中w是转动的角速度，T是扭矩。
当N固定的时候，w与T是成反比的。
所以增速必减扭矩，减速必增扭矩。
汽车变速器齿轮传动就根据变速变扭的原理，分成各个档位对应不同的传动比，以适应不同的运行状况。
一般的手动变速器内设置输入轴、中间轴和输出轴，又称三轴式，另外还有倒档轴。
三轴式是变速器的主体结构，输入轴的转速也就是发动机的转速，输出轴转速则是中间轴与输出轴之间不同齿轮啮合所产生的转速。
不同的齿轮啮合就有不同的传动比，也就有了不同的转速。
例如郑州日产ZN6481W2G型SUV车手动变速器，它的传动比分别是：1档3.704:1；2档2.202:1；3档1.414:1；4档1:1；5档（超速档）0.802:1。
当汽车启动司机选择1档时，拨叉将1/2档同步器向后接合1档齿轮并将它锁定输出轴上，动力经输入轴、中间轴和输出轴上的1档齿轮，1档齿轮带动输出轴，输出轴将动力传递到传动轴上（红色箭头）。
典型1档变速齿轮传动比是3:1,也就是说输入轴转3圈，输出轴转1圈。
当汽车增速司机选择2档时，拨叉将1/2档同步器与1档分离后接合2档齿轮并锁定输出轴上，动力传递路线相似，所不同的是输出轴上的1档齿轮换成2档齿轮带动输出轴。
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本科毕业设计外文文献及译文文献、资料题目：Structural Design of ReinforcedConcrete Sloping Roof文献、资料来源：网络文献、资料发表（出版）日期：2007.1院（部）：xxx专业：xxx班级：xxx姓名：xxx学号：xxx指导教师：xxx翻译日期：xxx外文文献：Experimental and Theoretical Analysis of Railway Bridge Noise Reduction Using Resilient Rail Fasteners inBurgdorf, SwitzerlandK.P. Köstli1, C.J.C. Jones2, and D.J. Thompson21 Swiss Federal Railways SBB, I-FW-PS, Schanzenstr. 5 CH-3000 Bern 65,SwitzerlandTel.: +41 (0)51 220 4699; Fax: +41 (0)51 220 5014kornel.koestli@sbb.ch2 University of Southampton, ISVR, Highfield Southampton, SO17 1BJ,Southampton, UKTel.: +44 (0) 2380 593224; Fax: +44 (0) 2380 593190cjcj@SummaryThe increased noise level as trains travel over bridges is, in many situations, a source of disturbance for nearby residents. As well as the rolling noise radiated by the wheel and track, the vibration generated at the wheel-rail interface also propagates into the bridge structure and the vibration response of the components of the bridge is an important extra source of noise compared with tracks at-grade. Vibration isolation of the bridge structure from the rail is therefore used to reduce noise. This often takes the form of resilient rail fasteners.Two different elastic rail fastenings were therefore tested on a twin track bridge by the Swiss Railways (SBB). The bridge over the river Emme at Burgdorf, is a ballastless steel bridge with timbers between the rail fastener and the bridge. Hanging steel sleepers have been added between the wooden sleepers on which the track issupported to form a continuous deck under the track.To find the best elasticity for the rail fasteners, predictions of the bridge noise were made using the Norbert model. Measurements were made on the bridge with the track in its original state to provide parameters for the model. These included rail and sleeper vibration as well as pass-by noise from service passenger and freight trains at different speeds.For the two tracks, elastic rail fasteners from two suppliers were installed. The measurement after installation showed a clear noise reduction for the frequency range from 80 to 400 Hz of about 10 dB. However the reduction in A-weighted overall noise level is in the range of 2 to 4 dB, as indicated by the model. The results show similar reduction for both systems.1 IntroductionThe main reason for the increase in noise as trains cross a bridge is the vibration of the structure. Here the rolling noise radiated by the track and bridge is studied for the twin track bridge over the River Emme at Burgdorf, Switzerland. Two photographs of the 57m long bridge are shown in Fig 1. The track on the bridge takes an unusual form in that steel sleepers have been added between the wooden sleepers on which the track is supported in order to form a continuous deck. The steel sleepers are hung from the rail and are not otherwise supported by the bridge structure.Resilient rail fasteners were installed and the steel sleepers replaced with wooden sleepers in October 2006. The reconstruction was accompanied with noise measure- ments in May, October, December 06 and January 07. One track was equipped with resilient fasteners from Pandrol, the other, from Vossloh. The elasticity of the fasten- ers in both cases is about 20MN/m. To identify the effect of the hanging steel sleep- ers, additional noise measurements were carried out on one track after installing the resilient fasteners but before replacing the steel sleepers.To find the best elasticity for the rail fasteners, predictions of the bridge noise were made using the ISVR software Norbert (Noise of Railway Bridges and Elevated Structures) [1]. Measurements were made on the track in its original state to provideparameters for the model.Fig. 1. Left: The Burgdorf bridge and track. Right: Arrangement of wooden bearing sleepers and suspended sleepers.2 ModellingISVR has developed a bridge noise prediction model called Norbert based on the combination of an analytical model of the track and a statistical energy analysis method (SEA) for the bridge [2, 3]. In this method, the bridge structure is described using a single subsystem type; plates in bending. It has been found sufficient to use a simplified version of SEA which assumes equipartition of energy. In this assumption the energy is distributed to each of a number of subsystems according to their reso- nant energy capacity resulting in an estimate of the mean squared vibration velocity on each susbsystem. For parts of the structure such as the wooden walkways to the side of the tracks on the Burgdorf Bridge, additional networks of subsystems can be added to the model that are excited by the velocity of particular susbsystems of the main network. The bridge bearings and piers are not important for the noise radiation. For the track, the rail support stiffness is an important parameter.The combined roughness of the wheel and rail running surfaces excites the wheel and rail into vibration according to their dynamic properties. Models for the rolling noise emitted by the wheel and track are well established [4, 5]. The way in which the track is assumed to transmit energy to the SEA model of the bridge is an important aspect of the calculation. For the current bridge, a model of the rail coupled via a con- tinuous spring-mass-spring support to the longitudinal beam of the bridge has been used up to the rail-on-sleeper resonance frequency. Above this frequency the forcefrom the track is assumed to drive the local input mobility of the longitudinal beam. The latter is based on an approximate formula for an I-section beam [6].The sound power is calculated from the vibration velocity of each component via simply calculated radiation ratios for each plate subsystem. Simple propagation calculations are then used to estimate the sound pressure level at particular receiver locations.The principles and results of the analysis were compiled in a report for Swiss Railways [7].In the case of the Burgdorf Bridge, the steel sleepers will have a significant effect on the track decay rates and provide an additional radiating component. These effects have been accounted for with a specially constructed track model. This includes the modal behaviour of the wooden and steel sleepers modelled as beams. The effect on the decay rates on noise is calculated as correction to the prediction (see [8]).2.1 Parameters Derived from Measurements on the Bridge Using Service TrainsFig. 2(a) shows the measured vertical direct receptance at the rail-head. Although the measurement quality is poor, especially below 300Hz, the main resonance peak due to the stiffness of the rail support can be clearly seen. The dashed line on Fig. 2(a) shows the calculated receptance using a support stiffness of 240MN/m and a mass per sleeper end of 28kg.In Fig. 2(b) the calculated decay rates are shown along with the decay rates measured by SBB according to the method described in reference [8]. In the measurements of the decay rate responses up to a distance of 7.2m from the excitation have been used. The minimum decay rate measureable with this length of baseline is 0.6dB/m [8]. The measured decay rate is well above this.parison of measurement and calculation: left side, vertical point receptance of the rail; right side, decay rates of the rail.An estimation of the combined effective roughness (i.e. combined wheel and rail roughness with the contact filter already accounted for) is needed for the predictions.A method to determine the combined roughness from rail vibration measurements under traffic is described in reference [9]. This method uses the spectrum of vibration during a train pass-by and three correction factors. It has been applied to rail vibration measured by the SBB.The roughness is a function of the brake type of the train. Here, the most important trains to consider are the cast iron block tread-braked freight trains. Two measurements of vertical rail vibration are available from trains travelling at steady speeds of 77km/hr and 72km/hr. Three more are available for lower speeds that vary during the measurements from about 40 to 60km/hr. The estimates of the combined effective roughness from these records are presented in Fig. 3. They are plotted as a function of frequency corresponding to a train speed of 100km/hr. These roughness spectra are plotted in comparison with the typical spectra for smooth rail and either cast iron block tread-braked, or disc-braked trains. These are the standard roughness spectra used in the Silent Freight and Silent Track EU projects [10]. The roughness assumed for the present calculations is also shown on Fig. 3.Fig. 3. Combined effective roughness spectra derived from measurements compared with those used in the Silent Freight and Silent Track Projects (──, calculated from the two faster freight trains; - - - -, calculated from the slower freight trains - - - , SF/ST project combined roughness for tread braked and (lower) for disc braked wheel; ── mean spec trum assumed for current calculations)3 Noise MeasurementsThe microphone positions were, for both tracks: beneath the bridge; 7.5m to the side, 1.2m above the rail head and 25m to the side, 2m above the rail head. These were all in a plane 6m from one end of the bridge. An additional measurement was made in the 7.5m position adjacent to the track at grade. The details of the measurements can be found in a report [11] for Swiss Railways.Both freight and passenger trains were measured. Only freight trains fully equipped with cast iron brakes are included. All passenger trains were either equipped with composite-block or disc brakes. All passenger trains stopped at the nearby station of Burgdorf resulting in a large range of velocities and some changes of velocity (up to20% in some cases) during measurement.4 Results and DiscussionFig. 4 presents the measurements and predictions for the freight trains for the north and south tracks before and after the installation of the resilient baseplates. Fig.5 presents the corresponding measurement results for the passenger trains. No predictions were made for the passenger trains.The measurements are the average of freight trains travelling between 66 and72km/hr in each case. The predictions are the nearest available at 80km/hr. It can be seen that both baseplate types perform similarly resulting in 5 to 10dB reduction of noise in the 80Hz to 400Hz one-third octave frequency bands. However, around the peak of the noise spectrum near 500Hz, smaller reductions are achieved. It is at this frequency and above that the rail noise dominates over the bridge-structure radiated noise. At 1.6kHz and above the wheel is the dominant noise source and there is very little variation before and after the change was made to the track.Additionally, Fig. 4(a) shows the mean of measurements on the track at-grade. These were made at the slightly lower average speed of 60 km/hr. The noise from the wooden sleepers, which was identified by Twins modelling [7] to dominate below 800Hz, is in this case ‘baffled’ by the ballast and the ground reflection is expected to be fairly absorbing. This is in contrast to the open bridge structure and the reflection of the water surface. Additionally there is no control of the rail roughness accounted for in the comparison. Despite these differences, it can be observed that the bridge noise has been lowered to levels similar to those of the at-grade track in the frequency bands up to 250Hz. The rail noise component is clearly much lower from the at-grade track than from the bridge (800Hz to 1.25kHz).Fig. 4. Comparison of predictions with measurements of average of freight trains; (a) north track; (b) south track (······, measured before; ·−·−·, measured after, ──, predicted before; - - -, predicted after, ··−··− (a) measured at at-grade track, (b) measured at the bridge with the steel sleepers and resilient baseplates)Fig. 5. Average of measurements of passenger trains; (a) north track; (b) south track (──, before; - - -, after, ······right graph, measured at the bridge with the steel sleepers still in place but with resilient baseplates installed)Fig. 4(b) presents the noise measured when the resilient baseplates had been in- stalled but the steel sleepers had not yet been replaced. It shows that the reduction achieved by the baseplates in the 80 to 400Hz range is compromised by the steel sleepers by around 2 to 3dB.The results for the passenger trains shown in (Fig. 5) indicate the same trends asthe freight trains. The 1kHz peak in the spectrum of noise from the south track is probably equipment noise from the trains travelling in this direction.5 ConclusionsThe bridge is shown to give much higher levels of noise than nearby track at grade. The installation of resilient baseplates has reduced the overall level difference from about 11dBA to about 8dBA. However, the baseplates make of greater noise reduction of 5 to 10dB where the bridge structure-radiated noise dominates between 80 and 400Hz. The Norbert model has predicted the reduction in noise in the 80 400Hz bands reasonably well although the measured spectra are smoother than those predicted. In the 630 and 800Hz bands, where the rail noise dominates, Norbert has predicted a reduction that is greater than that actually achieved. This leaves the overall noise reduction to be only about 3dB (4dB predicted) for the freight and passenger trains alike. The removal of the hanging steel sleepers was worthwhile to gain the full benefit of the structure noise reduction Promising locations for similar bridge treatments will be identified according to their cost benefit. The baseplates from different suppliers to the same specification produce similar results.AcknowledgementsThe authors are grateful to the SBB for permission to publish this work.References[1] Bewes, O.G., Thompson, D.J., Jones, C.J.C., Wang, A.: Calculation of noise from railway bridges and viaducts: Experimental validation of a rapid calculation model. Journal of Sound and Vibration 293, 933–943 (2006)[2] Janssens, M.H.A., Thompson, D.J.: A calculation model for the noise from steel railway bridges. Journal of Sound and Vibration 193, 295–305 (1996)[3] Harrison, M.F., Thompson, D.J., Jones, C.J.C.: The calculation of noise from railway viaducts and bridges. Proc. Institution Mechanical Engineers, Part F (Journal of rail and rapid transit) 214, 125–134 (2000)[4] Thompson, D.J., Hemsworth, B., Vincent, N.: Experimental validation of the TWINS prediction program for rolling noise, part 1: Description of the model and method. Journal of Sound and Vibration 193, 123–135 (1996)[5] Thompson, D.J., Jones, C.J.C.: A review of the modelling of wheel/rail noise method. Journal of Sound and Vibration 231(3), 519–536 (2000)[6] Bewes, O., Thompson, D.J., Jones, C.J.C.: Calculation of noise from railway bridges: The mobility of beams at high frequencies. Structural dynamics: Recent advances. In: Proceedings of the 8th International conference, Institute of Sound and Vibration Research, Southampton, (paper 64 on CD ROM) July 14–16 (2003)[7] Jones, C.J.C., Thompson, D.J.: Acoustic analysis of Burgdorf bridge, ISVR contract report no 06/03, University of Southampton (2006)[8] Jones, C.J.C., Thompson, D.J., Diehl, R.J.: The use of decay rates to analyse the performance of railway track in rolling noise generation. Journal of Sound and Vibration 293(3–5), 485–495 (2006)[9] Janssens, M.H.A., Dittrich, M.G., de Beer, F.G., Jones, C.J.C.: Railway noisemeasurement method for pass-by noise, total effective roughness, transfer functions and track spatial decay. Journal of Sound and Vibration 293(3-5), 1007–1028 (2006) [10] B ouvet, P., Vincent, N., Coblenz, A., Demilly, F.: Optimisation of resilient wheels for rolling noise control. Journal of Sound and Vibration 231(3), 765–777 (2000) [11] Muff, W., Grolimund & Partner AG, SBB Stahlbrücke Burgdorf, Lärmmessungen vor und nach der Sanierung, Bern (2007)B.Schulte-Werning et al.(Eds.):Noise and VibrationMitigation,NNFM99,pp.208-214,2008. © Springer-Verlag Berlin Heidelberg2008中文译文:瑞士布格多夫铁路桥降噪中使用弹性钢轨扣件的实验与理论分析京都议定书Köstli1，联席会议Jones2，瑞士和DJ Thompson1联邦铁路SBB, I-FW-PS, Schanzenstr. 5 CH-3000 Bern 65, 瑞士电话：+41（0）51 220 4699传真：。