毕业设计中英文翻译

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采矿工程毕业设计_外文翻译英译汉中英文

ROOM-AND-PILLAR METHOD OF OPEN-STOPE MINING空场采矿法中的房柱采矿法Chapter 1.A Classification of the Room-and-Pillar Method of Open-Stope Mining第一部分，空场采矿的房柱法的分类OPEN STOPING空场采矿法An open stope is an underground cavity from which the initial ore has been mined. Caving of the opening is prevented (at least temporarily) by support from the unmined ore or waste left in the stope,in the form of pillars,and the stope walls (also called ribs or abutments). In addition to this primary may also be required using rockbolts , reinforcing rods, split pipes ,or shotcrete to stabilize the rock surface immediately adjacent to the opening. The secondary reinforcement procedure does not preclude the method classified as open stoping.露天采场台阶是开采了地下矿石后形成的地下洞室。

通过块矿或采场的支柱和（也称为肋或肩）采场墙形式的废料的支持来（至少是暂时的）预防放顶煤的开幕。

除了这个，可能还需要使用锚杆，钢筋棒，分流管，或喷浆，以稳定紧邻开幕的岩石表面。

办公楼毕业设计英文翻译(外文翻译)

办公楼毕业设计英文翻译（外文翻译）原文：The future of the tall buildingAnd structure of buildingsZoning effects on the density of tall buildings and solar design may raise ethical challenge.A combined project of old and new buildings may bring back human scale to our cities. Owners and conceptual designers will be challenged in the 1980s to produce economically sound, people-oriented buildings.In 1980 the Level House, designed by Skidmore, Owings and Merril1 (SOM) received the 25-year award from the American Institut e of Architects “in recognition of architectural design of enduring significance”. This award is given once a year for a building between 25and 35 years old .Lewis Mumford described the Lever House as “the first office building in which modern materials, m odern construction, modern functions have been combined with a modern plan”. At the time, this daring concept could only be achieved by visionary men like Gordon Bunshaft , the designer , and Charles Luckman , the owner and then-president of Lever Brothers . The project also included a few “first” : (1) it was the first sealed glass tower ever built ; (2) it was the first office building designed by SOM ;and (3) it was the first office building on Park Avenue to omit retail space on the first floor. Today, after hundreds of look-alike and variations on the grid design, we have reached what may be the epitome of tall building design: the nondescript building. Except for a few recently completed buildings that seem to be people-oriented in their lower floors, most tall buildings seem to be a repletion of the dull, graph-paper-like monoliths in many of our cities. Can this be the end of the design-line for tall buildings? Probably not. There are definite signs that are most encouraging. Architects and owners have recently begun to discuss the design problem publicly. Perhaps we are at the threshold of a new era. The 1980s may bring forth some new visionaries like Bunshaft and Luckman. If so, what kinds of restrictions or challenges do they face?译文：高层建筑展望及建筑结构区域规划对高层建筑物的密度和对自然采光设计可能引起道德问题将产生影响。

毕业设计中英文翻译

本科生毕业设计（论文）外文翻译毕业设计（论文）题目：电力系统检测与计算外文题目：The development of the single chipmicrocomputer译文题目：单片机技术的发展与应用学生姓名： XXX专业： XXX指导教师姓名： XXX评阅日期：单片机技术的发展与应用从无线电世界到单片机世界现代计算机技术的产业革命，将世界经济从资本经济带入到知识经济时代。

在电子世界领域，从 20 世纪中的无线电时代也进入到 21 世纪以计算机技术为中心的智能化现代电子系统时代。

现代电子系统的基本核心是嵌入式计算机系统(简称嵌入式系统)，而单片机是最典型、最广泛、最普及的嵌入式系统。

一、无线电世界造就了几代英才。

在 20 世纪五六十年代，最具代表的先进的电子技术就是无线电技术，包括无线电广播，收音，无线通信(电报)，业余无线电台，无线电定位，导航等遥测、遥控、遥信技术。

早期就是这些电子技术带领着许多青少年步入了奇妙的电子世界，无线电技术展示了当时科技生活美妙的前景。

电子科学开始形成了一门新兴学科。

无线电电子学，无线通信开始了电子世界的历程。

无线电技术不仅成为了当时先进科学技术的代表，而且从普及到专业的科学领域，吸引了广大青少年，并使他们从中找到了无穷的乐趣。

从床头的矿石收音机到超外差收音机；从无线电发报到业余无线电台；从电话，电铃到无线电操纵模型。

无线电技术成为当时青少年科普、科技教育最普及，最广泛的内容。

至今，许多老一辈的工程师、专家、教授当年都是无线电爱好者。

无线电技术的无穷乐趣，无线电技术的全面训练，从电子学基本原理，电子元器件基础到无线电遥控、遥测、遥信电子系统制作，培养出了几代科技英才。

二、从无线电时代到电子技术普及时代。

早期的无线电技术推动了电子技术的发展，其中最主要的是真空管电子技术向半导体电子技术的发展。

半导体电子技术使有源器件实现了微小型化和低成本，使无线电技术有了更大普及和创新，并大大地开阔了许多非无线电的控制领域。

毕业设计中英文翻译

英文The road (highway)The road is one kind of linear construction used for travel. It is made of the roadbed, the road surface, the bridge, the culvert and the tunnel. In addition, it also has the crossing of lines, the protective project and the traffic engineering and the route facility.The roadbed is the base of road surface, road shoulder, side slope, side ditch foundations. It is stone material structure, which is designed according to route's plane position .The roadbed, as the base of travel, must guarantee that it has the enough intensity and the stability that can prevent the water and other natural disaster from corroding.The road surface is the surface of road. It is single or complex structure built with mixture. The road surface require being smooth, having enough intensity, good stability and anti-slippery function. The quality of road surface directly affects the safe, comfort and the traffic.The route marking is one kind of traffic safety facility painted by oil paint or made by the concrete and tiles on high-level, less high-type surface. Its function is coordinating the sign to make the effective control to the transportation, directing the vehicles skip road travel, serving unimpeded and the safe purpose. Our country’s road route marking has the lane median line, the traffic lane boundary, the curb line, the parking line, the conduction current belt, the pedestrian crossing line, the four corners center circle, the parking azimuth line. The route marking has the continual solid line, the broken line and the arrow indicator and its color uses the white or the yellow.The arch of bridge is the structure which strides over rivers, mountain valley and channel. It is made generally by steel rod, concrete and stone.The tunnel is the cave which connects both sides of the road. The technique of this construction is very complex, the cost of the projects is higher than common road .However, it reduces the driving distance between two places, enhances the grade of the technical in building the road and guarantees the cars can drive fast and safely, thus reduces the cost of transportation.The protective project is to protect and consolidate the roadbed in order that it can guarantee the intensity and the stability of the road, thus maintains the automobile to pass through safely.In order to guarantee that safe operation of the highway transportation, besides the highway engineering and the vehicles performance, it must have some traffic signal, route marking, each kind of director and demonstrate facility. The highway marking uses certain mark and draw symbol, simple words and number, then installs in the suitable place to indicate the front road's condition or the accident condition including the informational sign, the warning signal, the prohibitory sign, the road sign and so on.The road which Join city, village and industry, mainly are used for the automobile and has certain technical standard and the facility path can be called the highway. “The highway” in Chinese is the modern view, but it was not existed in old day. It gets the name from the meaning of being used for the public traffic. Where are the human, there are the road. It is a truth. However, the road is not the highway. If we talk the history about the road, the earliest highway is that built by the old Egyptians for making the pyramid. Next is the street which built by the Babylon people about 4000 years ago. All these are much earlier than our country.About 500 B.C., the Persian Empire road has linked up East and West, and connected the road to China. It is the earliest and longest Silk Road. 2500 years ago, it might be the greatestroad .The ancient Rome Empire’s road was once celebrated; it took Rome as the center, all around built 29 roads. Therefore it came out one common saying: every road leads to Rome.The road's construction is the process to enhance technique and renew the building materials. The earliest is the old road, it is easy to build but it is also to destroy. If there is too much water or cars, it will be uneven and even be destroyed. The macadam road appeared in the Europe which outbalanced the earliest mud road. Then the brick road appeared which was earlier than China. It was one great breach that we molded bitumen on the macadam road. From ancient times to the present, China has courier station and courier road, while the first more advance road was the one that from Long Zhou in Gang Xi to Zhen Nan Guan in 1906.The difference between Road and pathThe path is the project for each kind of vehicles and people to pass through. According to its function, we can divide it into the urban road, the road, the factories and mines path, the forest road and county road.The classification of roadFirst, according to administrative rank, it includes national highway, province road, county road and the special road. Generally the national highway and province road are named main line; the county road is named branch line.The national road is the main line and has political and economy significance, including the important national defense road and the road collecting our capital with other provinces, autonomous regions and municipalities. It is also the road links the economy center, seaport hinge, factory and important strategic place. The highway striding over different provinces are built, protected and managed by the special organizations which are approved by the ministry of communications.The provincial road is the main line built, protected, managed by the road manage department .It is full of political and economic sense to the whole province.The single way four levels of roads can adapt below each day and night medium-duty truck volume of traffic 200.The county route is refers to has county-wide (county-level city) politics,the econom-icsignificance, connects in the county and the county the main township (town), the prin-cipal commodities production and the collection and distribution center road, as well as does not belong to the federal highway, provincial road's county border the road. The coun-ty route by the county, the city road Department responsible for the work is responsibleto construct, the maintenance and the management.The township road refers to mainly the road which for the township (town) the villa-geeconomy,the culture, the administration serves, as well as does not belong to above t-hecounty route between road's township and the township and the township and the exte-rior contact road. Township is responsible by the people's government to construct, the m-aintenance and the management.The special-purpose road is refers to feeds specially or mainly supplies the factories andmines,the forest region, the farm, the oil field, the tourist area, the military importantplace and so on and the external relations road. The special-purpose road is responsibleby the special-purpose unit to construct, the maintenance and the management. May also entrust the local road department to construct, the maintenance and the management.Second, according to the use duty, the function and adapts the volume of traffic division.According to our country present "Highway engineering Technical standard" the roadaccording to the use duty, the function and the adaptation volume of tra-fficdivides into highway,arterial road, second-class road, tertiary highway, four level of road five ranks: 1st, the highway to feed specially the automobile and should control the difference c-ompletely respectively toward the dividing strip on roads travel the multiple highway.The four traffic lane highways ought to be able to adapt each kind of automobile reduce passenger vehicle's year mean diurnal volume of traffic 25000~55000.The six traffic lane highways ought to be able to adapt each kind of automobile reduce passenger vehicle's year mean diurnal volume of traffic 45000~80000.The eight traffic lane highways ought to be able to adapt each kind of automobile r-educe passenger vehicle's year mean diurnal volume of traffic 60000~100000.2nd, the arterial road to supply the automobile and may according to need to control the difference respectively toward the dividing strip on roads travel the multiple highway.The four traffic lane arterial roads ought to be able to adapt each kind of automobil reduce passenger vehicle's year mean diurnal volume of traffic 15000~30000.The six traffic lane arterial roads ought to be able to adapt each kind of automobile reduce passenger vehicle's year mean diurnal volume of traffic 25000~55000.3rd, the second-class road to supply the automobile travel the two-lane highway.Can adapt each day and nights 3000~7500 medium-duty truck volume of traffic generally.4rd, tertiary highways to mainly supply the automobile travel the two-lane highway.Can adapt each day and nights 1000~4000 medium-duty truck volume of traffic generally.The 5, four levels of roads to mainly supply the automobile travel the two-lane or the single-lane highway.The two-lane four levels of roads can adapt below each day and night medium-duty truck volume of traffic 1500.Highway engineering includes Highway planning location design and maintenance. Before the design and construction of a new highway or highway improvement can be undertaken there mint be general planing and consideration of financing As part of general planning it is decided what the traffic need of the rea will be for a considerable period, generally 20 years, and what construction will meet those needs. To assess traffic needs the highway engineer collects and analyzes information about the physical features of existing facilities, the volume, distribution, and character of present traffic, and the changes to be expected in these factor. The highway engineer must determine the most suitable location layout, and capacity of the new route and structures. Frequently, a preliminary line or location and several alternate routes are studied. The detailed design is normally begun only when the preferred location has been chosen.In selecting the best route, careful consideration is given to the traffic requirements terrain to be traversed value of land needed for the right-of-way. and estimated cost of construction for the various plans. The photogrammetric method, which makes use of aerial photographs is used extensively to indicate the character of the terrain on large projects where it is most economical. On small project,Financing considerations determine whether the project can be carried out t\t one time or whether construction must be in stages with each stage initiated as funds become available. In deciding the best method of financing the work, the engineer makes an analysis of whom it willbenefit. Important highways and streets benefit* in varying degrees, three groups* users owners of adjacent property and the general public.Users of improved highways benefit from decreased cost of transportation, greater travel comfort, increased safety and saving of time. They also obtain recreational and educational benefits. Owners of abutting or adjacent property may benefit from better access, increased property value, more effective police and fire protection, improved street parking greater pedestrian traffic safety, and the use of the street right-of-way for the location of public utilities such as water lines and sewers.Evaluation of various benefits from highway construction is often difficult but is a most important phase of highway engineering. Some benefits can be measured with accuracy, but the evaluation of others is more speculative. As a result numerous methods arc used to finance construction, and much engineering work may he involved in selecting the best procedure.Environmental evaluation. The environmental impact of constructing highways has received increased attention and importance. Many projects have been delayed and numerous others canceled because ot environmental problems. The environmental study or report covers many factors, including noise generation, air pollution disturbance of areas traversed destruction of existing housing and possible alternate routes.Highway engineers must also assist in the acquisition of right-of-way needed for new highway facilities Acquisition of the land required for construction of expressway lending into the central business areas of cities has proved extremely difficult i the public is demanding that traffic engineers work closely with c i t y planners, architects, sociologists and all groups interested in beautification and improvement of cities to assure that expressways extendinx through metropolitan areas be built only after coordinated evaluation of all major questions, including the following;(1) Is sufficient attention being paid -to beautification of the expressway itself? (2) Would a change in location preserve major natural beauties of the city? (3) Could a depressed design he logically substituted for those sections where an elevated expressway is proposed? (4) Can the general design he improved to reduce the noise created by large volumes of traffic? (5) Are some sections of the city being isolated by the proposed location?Detailed design. Detailed design of a highway project includes preparation of drawings or blueprints to be used for construction. These plans show, for example, the location, the dimensions of such elements as roudway width* the finaj pro (he road, the location and type of drainage facilities, and the quantities of work involved, including earthwork and surfacing.In planning the grading operations the design engineer considers the type of material to be encountered in excavating or in cutting away the high points along the project and how the rnaterial removed can best be utilised for fill or for constructing embankments across low areas elsewhere on the project. For this the engineer must analyze the gradation and physical properties of the soil, determine how the embankments can best be compacted, and calculate the volume of earthwork to be done. Electronic calculating procedures are now sometimes used for the last step. Electronic equipment has also speeded up many other highway engineering calculations. Powerful and highly mobile earth moving machines have been developed TO permit rapid and economical operations., Selection of the type and thickness of roudway surfacing to be constructed is an important part of design. The type chosen depends upon the maximum loads to be accommodated, thefrequency of these loads and other factors. For some mures, traffic volume may be so low that no surfacing is economically justified and natural soil serves as the roadway. As traffic increases, a surfacing of sandy cluy, crushed slag, crushed stone caliche crushed oyster shells, or a combination of these may be applied. If gravel is used, it usually contains sufficient clay and fine material to help stabilize the surfacing. Gravel surfaces may be further stubilized by application of calcium chloride, which also aids in controlling dust. Another surfacing is composed of Portland cement and water mixed iuto the upper few inches of the suhgrade and compacted with rollers. This procedure forms A soil-cement base that can be surfaced with bituminous materials. Roadways ro carry large volumes of heavy vehicles must be carefully designed and made of considerable thickness.Much of highway engineering is devoted to the planing and construction of facilities to drain the highway or street and lo carry streams across the highway right-of-way.Removal of surface water from the road or street is known a surface druiuage. It is accomplished by constructing the road so that it has a crown and by sloping the shoulders and adjacent areas so as to control the flow of water either toward existing natural drainage, such as open ditches, or into a storm drainage system of calehbasins and underground pipes. If a storm drainage system is used, as it would be with city streets, the design engineer must give consideration to the rntal area draining onto the street, the maximum rate of runoff expected, the duration of the design storm, the amount of ponding allowable at each carchbasin, and the proposed spacing of the catchbasins along the street. From this information the desired capacity of the individual eatehbaxin and the size of the underground piping network urc calculated. In designing facilities to carry streams under the highway the engineer must determine the area to be drained the maximum probable precipitation over the drainage basin, the highest expected runoff rare.and then, using (hit information, must calculate the required capacity of llit: drainage structure. Generally designs are made adequate to accommodate not only the largest flow ever recorded for that location but the greatest discharge that might be expected under the most adverse conditions for a given number of years.Factor considered in calculating the expected flow through a culvert opening include size, length, and shape of the opening, roughness of the walls, shape of t h e entrance and downstream end of the conduit, maximum allowable height of water at the entrance, and water level at the outletMuch engineering und construction work has been done to provide rest stops along major expressway routes t especially the national system of interstate highways. These facilities must be carefully located to permit easy and safe exit and return access to the highway. Many units have been built ^ scenic locations in forested areas to permit picnic grounds and walkways through the forest. These rest areas are especially beneficial to tho«e drivers traveling long distances with few stops.. The control and reduction of noise along busy routes, especially expressways, has become an important part of highway engineering. In many communities high walls have been huilt along either side of the expressway. Such walls can he costly to construct, hut can prove very beneficial, barriers can reduce overall noise levels by over 50%.Construction operations. Although much engineering and planing must be done preliminary to it, the actual construction is normally the costliest part of making highway uud street improvements.Willi t h e award of a construction contract following the preparation of the detailed plans and specifications t engineers go onto the ftite and lay out the project. As part of this staking out. limits of earthwork are shown, location of drainage structures indicated, and profiles established.Heavy rollers are used to compact the soil or subgrade below the roadway in order to eliminate later settlement. Pneumatic tired rollers and sheepsfoot rollers (steel cylinders equipped with numerous short steel teeth or feet J are often employed for this operation. Vibratory rollers have been developed and used on some projects in recent years. One type vibrates up to 3400 times/min, compacting the underlying material to an appreciable depth.Maintenance and operation. Highway maintenance consists of the repair and upkeep of surfacing and shoulders, bridges and drainage facilities? signs, traffic control devices, guard rails, traffic striping on the pavement, retaining walls, and side slopes. Additional operations include ice control und snow removal, because it is valuable to know why some highway designs give better performance and prove less costly to maintain than others, engineers supervising maintenance can offer valuable guidance to design engineers. Consequently, maintenance and operation arc important parts of highway engineering.中文公路是供汽车或其他车辆行驶的一种线形带状结构体。

毕业设计中英文翻译

Bridge Waterway OpeningsIn a majority of cases the height and length of a bridge depend solely upon the amount of clear waterway opening that must be provided to accommodate the floodwaters of the stream. Actually, the problem goes beyond that of merely accommodating the floodwaters and requires prediction of the various magnitudes of floods for given time intervals. It would be impossible to state that some given magnitude is the maximum that will ever occur, and it is therefore impossible to design for the maximum, since it cannot be ascertained. It seems more logical to design for a predicted flood of some selected interval ---a flood magnitude that could reasonably be expected to occur once within a given number of years. For example, a bridge may be designed for a 50-year flood interval; that is, for a flood which is expected (according to the laws of probability) to occur on the average of one time in 50 years. Once this design flood frequency, or interval of expected occurrence, has been decided, the analysis to determine a magnitude is made. Whenever possible, this analysis is based upon gauged stream records. In areas and for streams where flood frequency and magnitude records are not available, an analysis can still be made. With data from gauged streams in the vicinity, regional flood frequencies can be worked out; with a correlation between the computed discharge for the ungauged stream and the regional flood frequency, a flood frequency curve can be computed for the stream in question. Highway CulvertsAny closed conduit used to conduct surface runoff from one side of a roadway to the other is referred to as a culvert. Culverts vary in size from large multiple installations used in lieu of a bridge to small circular or elliptical pipe, and their design varies in significance. Accepted practice treats conduits under the roadway as culverts. Although the unit cost of culverts is much less than that of bridges, they are far more numerous, normally averaging about eight to the mile, and represent a greater cost in highway. Statistics show that about 15 cents of the highway construction dollar goes to culverts, as compared with 10 cents for bridge. Culvert design then is equally as important as that of bridges or other phases of highway and should be treated accordingly.Municipal Storm DrainageIn urban and suburban areas, runoff waters are handled through a system of drainage structures referred to as storm sewers and their appurtenances. The drainage problem is increased in these areas primarily for two reasons: the impervious nature of the area creates a very high runoff; and there is little room for natural water courses. It is often necessary to collect the entire storm water into a system of pipes and transmit it over considerable distances before it can be loosed again as surface runoff. This collection and transmission further increase the problem, since all of the water must be collected with virtually no ponding, thus eliminating any natural storage; and though increased velocity the peak runoffs are reached more quickly. Also, the shorter times of peaks cause the system to be more sensitive to short-duration, high-intensity rainfall. Storm sewers, like culverts and bridges, are designed for storms of various intensity –return-period relationship, depending upon the economy and amount of ponding that can be tolerated.Airport DrainageThe problem of providing proper drainage facilities for airports is similar in many ways to that of highways and streets. However, because of the large and relatively flat surface involved the varying soil conditions, the absence of natural water courses and possible side ditches, and the greater concentration of discharge at the terminus of the construction area, some phases of the problem are more complex. For the average airport the overall area to be drained is relatively large and an extensive drainage system is required. The magnitude of such a system makes it even more imperative that sound engineeringprinciples based on all of the best available data be used to ensure the most economical design. Overdesign of facilities results in excessive money investment with no return, and underdesign can result in conditions hazardous to the air traffic using the airport.In other to ensure surfaces that are smooth, firm, stable, and reasonably free from flooding, it is necessary to provide a system which will do several things. It must collect and remove the surface water from the airport surface; intercept and remove surface water flowing toward the airport from adjacent areas; collect and remove any excessive subsurface water beneath the surface of the airport facilities and in many cases lower the ground-water table; and provide protection against erosion of the sloping areas. Ditches and Cut-slope DrainageA highway cross section normally includes one and often two ditches paralleling the roadway. Generally referred to as side ditches these serve to intercept the drainage from slopes and to conduct it to where it can be carried under the roadway or away from the highway section, depending upon the natural drainage. To a limited extent they also serve to conduct subsurface drainage from beneath the roadway to points where it can be carried away from the highway section.A second type of ditch, generally referred to as a crown ditch, is often used for the erosion protection of cut slopes. This ditch along the top of the cut slope serves to intercept surface runoff from the slopes above and conduct it to natural water courses on milder slopes, thus preventing the erosion that would be caused by permitting the runoff to spill down the cut faces.12 Construction techniquesThe decision of how a bridge should be built depends mainly on local conditions. These include cost of materials, available equipment, allowable construction time and environmental restriction. Since all these vary with location and time, the best construction technique for a given structure may also vary. Incremental launching or Push-out MethodIn this form of construction the deck is pushed across the span with hydraulic rams or winches. Decks of prestressed post-tensioned precast segments, steel or girders have been erected. Usually spans are limited to 50～60 m to avoid excessive deflection and cantilever stresses , although greater distances have been bridged by installing temporary support towers . Typically the method is most appropriate for long, multi-span bridges in the range 300 ~ 600 m ,but ,much shorter and longer bridges have been constructed . Unfortunately, this very economical mode of construction can only be applied when both the horizontal and vertical alignments of the deck are perfectly straight, or alternatively of constant radius. Where pushing involves a small downward grade (4% ~ 5%) then a braking system should be installed to prevent the deck slipping away uncontrolled and heavy bracing is then needed at the restraining piers.Bridge launching demands very careful surveying and setting out with continuous and precise checks made of deck deflections. A light aluminum or steel-launching nose forms the head of the deck to provide guidance over the pier. Special teflon or chrome-nickel steel plate bearings are used to reduce sliding friction to about 5% of the weight, thus slender piers would normally be supplemented with braced columns to avoid cracking and other damage. These columns would generally also support the temporary friction bearings and help steer the nose.In the case of precast construction, ideally segments should be cast on beds near the abutments and transferred by rail to the post-tensioning bed, the actual transport distance obviously being kept to the minimum. Usually a segment is cast against the face of the previously concerted unit to ensure a good fit when finally glued in place with an epoxy resin. If this procedure is not adopted , gaps of approximately 500mm shold be left between segments with the reinforcements running through andstressed together to form a complete unit , but when access or space on the embankment is at a premium it may be necessary to launch the deck intermittently to allow sections to be added progressively .The correponding prestressing arrangements , both for the temporary and permanent conditions would be more complicated and careful calculations needed at all positions .The pricipal advantage of the bridge-launching technique is the saving in falsework, especially for high decks. Segments can also be fabricated or precast in a protected environment using highly productive equipment. For concrete segment, typically two segment are laid each week (usually 10 ~ 30 m in length and perhaps 300 to 400 tonnes in weight) and after posttensioning incrementally launched at about 20 m per day depending upon the winching/jacking equipment.Balanced Cantiulever ConstructionDevelopment in box section and prestressed concrete led to short segment being assembled or cast in place on falsework to form a beam of full roadway width. Subsequently the method was refined virtually to eliminate the falsework by using a previously constructed section of the beam to provide the fixing for a subsequently cantilevered section. The principle is demonsrated step-by-step in the example shown in Fig.1.In the simple case illustrated, the bridge consists of three spans in the ratio 1:1:2. First the abutments and piers are constructed independently from the bridge superstructure. The segment immediately above each pier is then either cast in situ or placed as a precast unit .The deck is subsequently formed by adding sections symmetrically either side.Ideally sections either side should be placed simultaneously but this is usually impracticable and some inbalance will result from the extra segment weight, wind forces, construction plant and material. When the cantilever has reached both the abutment and centre span,work can begin from the other pier , and the remainder of the deck completed in a similar manner . Finally the two individual cantilevers are linked at the centre by a key segment to form a single span. The key is normally cast in situ.The procedure initially requires the first sections above the column and perhaps one or two each side to be erected conventionally either in situ concrete or precast and temporarily supported while steel tendons are threaded and post-tensioned . Subsequent pairs of section are added and held in place by post-tensioning followed by grouting of the ducts. During this phase only the cantilever tendons in the upper flange and webs are tensioned. Continuity tendons are stressed after the key section has been cast in place. The final gap left between the two half spans should be wide enough to enable the jacking equipment to be inserted. When the individual cantilevers are completed and the key section inserted the continuity tendons are anchored symmetrically about the centre of the span and serve to resist superimposed loads, live loads, redistribution of dead loads and cantilever prestressing forces.The earlier bridges were designed on the free cantilever principle with an expansion joint incorporated at the center .Unfortunately，settlements , deformations , concrete creep and prestress relaxation tended to produce deflection in each half span , disfiguring the general appearance of the bridge and causing discomfort to drivers .These effects coupled with the difficulties in designing a suitable joint led designers to choose a continuous connection, resulting in a more uniform distribution of the loads and reduced deflection. The natural movements were provided for at the bridge abutments using sliding bearings or in the case of long multi-span bridges, joints at about 500 m centres.Special Requirements in Advanced Construction TechniquesThere are three important areas that the engineering and construction team has to consider:(1) Stress analysis during construction: Because the loadings and support conditions of the bridge are different from the finished bridge, stresses in each construction stage must be calculated to ensurethe safety of the structure .For this purpose, realistic construction loads must be used and site personnel must be informed on all the loading limitations. Wind and temperature are usually significant for construction stage.(2) Camber: In order to obtain a bridge with the right elevation, the required camber of the bridge at each construction stage must be calculated. It is required that due consideration be given to creep and shrinkage of the concrete. This kind of the concrete. This kind of calculation, although cumbersome, has been simplified by the use of the compiters.(3) Quality control: This is important for any method construction, but it is more so for the complicated construction techniques. Curing of concrete, post-tensioning, joint preparation, etc. are detrimental to a successful structure. The site personnel must be made aware of the minimum concrete strengths required for post-tensioning, form removal, falsework removal, launching and other steps of operations.Generally speaking, these advanced construction techniques require more engineering work than the conventional falsework type construction, but the saving could be significant.大桥涵洞在大多数情况中桥梁的高度和跨度完全取决于河流的流量，桥梁的高度和跨度必须能够容纳最大洪水量.事实上，这不仅仅是洪水最大流量的问题,还需要在不同时间间隔预测不同程度的水灾。

电气毕业设计用外文翻译(中英文对照)

The Transformer on load ﹠Introduction to DC Machine sThe Transformer on loadIt has been shown that a primary input voltage 1V can be transformed to any desired open-circuit secondary voltage 2E by a suitable choice of turns ratio. 2E is available for circulating a load current impedance. For the moment, a lagging power factor will be considered. The secondary current and the resulting ampere-turns 22N I will change the flux, tending to demagnetize the core, reduce m Φ and with it 1E . Because the primary leakage impedance drop is so low, a small alteration to 1E will cause an appreciable increase of primary current from 0I to a new value of 1I equal to ()()i jX R E V ++111/. The extra primary current and ampere-turns nearly cancel the whole of the secondary ampere-turns. This being so , the mutual flux suffers only a slight modification and requires practically the same net ampere-turns 10N I as on no load. The total primary ampere-turns are increased by an amount 22N I necessary to neutralize the same amount of secondary ampere-turns. In the vector equation , 102211N I N I N I =+; alternatively, 221011N I N I N I -=. At full load, the current 0I is only about 5% of the full-load current and so 1I is nearly equal to 122/N N I . Because in mind that 2121/N N E E =, the input kV A which is approximately 11I E is also approximately equal to the output kV A, 22I E .The physical current has increased, and with in the primary leakage flux to which it is proportional. The total flux linking the primary ,111Φ=Φ+Φ=Φm p , is shown unchanged because the total back e.m.f.,（dt d N E /111Φ-）is still equal and opposite to 1V . However, there has been a redistribution of flux and the mutual component has fallen due to the increase of 1Φ with 1I . Although the change is small, the secondary demand could not be met without a mutual flux and e.m.f. alteration to permit primary current to change. The net flux s Φlinking the secondary winding has been further reduced by the establishment of secondary leakage flux due to 2I , and this opposes m Φ. Although m Φ and2Φ are indicated separately , they combine to one resultant in the core which will be downwards at the instant shown. Thus the secondary terminal voltage is reduced to dt d N V S /22Φ-= which can be considered in two components, i.e. dt d N dt d N V m //2222Φ-Φ-=or vectorially 2222I jX E V -=. As for the primary, 2Φ is responsible for a substantially constant secondaryleakage inductance 222222/Λ=ΦN i N . It will be noticed that the primary leakage flux is responsiblefor part of the change in the secondary terminal voltage due to its effects on the mutual flux. The two leakage fluxes are closely related; 2Φ, for example, by its demagnetizing action on m Φ has caused the changes on the primary side which led to the establishment of primary leakage flux.If a low enough leading power factor is considered, the total secondary flux and the mutual flux are increased causing the secondary terminal voltage to rise with load. p Φ is unchanged in magnitude from the no load condition since, neglecting resistance, it still has to provide a total back e.m.f. equal to 1V . It is virtually the same as 11Φ, though now produced by the combined effect of primary and secondary ampere-turns. The mutual flux must still change with load to give a change of 1E and permit more primary current to flow. 1E has increased this time but due to the vector combination with 1V there is still an increase of primary current.Two more points should be made about the figures. Firstly, a unity turns ratio has been assumed for convenience so that '21E E =. Secondly, the physical picture is drawn for a different instant of time from the vector diagrams which show 0=Φm , if the horizontal axis is taken as usual, to be the zero time reference. There are instants in the cycle when primary leakage flux is zero, when the secondary leakage flux is zero, and when primary and secondary leakage flux is zero, and when primary and secondary leakage fluxes are in the same sense.The equivalent circuit already derived for the transformer with the secondary terminals open, can easily be extended to cover the loaded secondary by the addition of the secondary resistance and leakage reactance.Practically all transformers have a turns ratio different from unity although such an arrangement issometimes employed for the purposes of electrically isolating one circuit from another operating at the same voltage. To explain the case where 21N N ≠ the reaction of the secondary will be viewed from the primary winding. The reaction is experienced only in terms of the magnetizing force due to the secondary ampere-turns. There is no way of detecting from the primary side whether 2I is large and 2N small or vice versa, it is the product of current and turns which causes the reaction. Consequently, a secondary winding can be replaced by any number of different equivalent windings and load circuits which will give rise to an identical reaction on the primary .It is clearly convenient to change the secondary winding to an equivalent winding having the same number of turns 1N as the primary.With 2N changes to 1N , since the e.m.f.s are proportional to turns, 2212)/('E N N E = which is the same as 1E .For current, since the reaction ampere turns must be unchanged 1222'''N I N I = must be equal to 22N I .i.e. 2122)/(I N N I =.For impedance , since any secondary voltage V becomes V N N )/(21, and secondary current I becomes I N N )/(12, then any secondary impedance, including load impedance, must become I V N N I V /)/('/'221=. Consequently, 22212)/('R N N R = and 22212)/('X N N X = .If the primary turns are taken as reference turns, the process is called referring to the primary side. There are a few checks which can be made to see if the procedure outlined is valid.For example, the copper loss in the referred secondary winding must be the same as in the original secondary otherwise the primary would have to supply a different loss power. ''222R I must be equal to 222R I . ）222122122/()/(N N R N N I ∙∙ does in fact reduce to 222R I .Similarly the stored magnetic energy in the leakage field )2/1(2LI which is proportional to 22'X I will be found to check as ''22X I . The referred secondary 2212221222)/()/(''I E N N I N N E I E kVA =∙==.The argument is sound, though at first it may have seemed suspect. In fact, if the actual secondarywinding was removed physically from the core and replaced by the equivalent winding and load circuit designed to give the parameters 1N ,'2R ,'2X and '2I , measurements from the primary terminals would be unable to detect any difference in secondary ampere-turns, kVA demand or copper loss, under normal power frequency operation.There is no point in choosing any basis other than equal turns on primary and referred secondary, but it is sometimes convenient to refer the primary to the secondary winding. In this case, if all the subscript 1’s are interchanged for the subscript 2’s, the necessary referring constants are easily found; e.g. 2'1R R ≈,21'X X ≈; similarly 1'2R R ≈ and 12'X X ≈.The equivalent circuit for the general case where 21N N ≠ except that m r has been added to allow for iron loss and an ideal lossless transformation has been included before the secondary terminals to return '2V to 2V .All calculations of internal voltage and power losses are made before this ideal transformation is applied. The behaviour of a transformer as detected at both sets of terminals is the same as the behaviour detected at the corresponding terminals of this circuit when the appropriate parameters are inserted. The slightly different representation showing the coils 1N and 2N side by side with a core in between is only used for convenience. On the transformer itself, the coils are , of course , wound round the same core.Very little error is introduced if the magnetising branch is transferred to the primary terminals, but a few anomalies will arise. For example ,the current shown flowing through the primary impedance is no longer the whole of the primary current. The error is quite small since 0I is usually such a small fraction of 1I . Slightly different answers may be obtained to a particular problem depending on whether or not allowance is made for this error. With this simplified circuit, the primary and referred secondary impedances can be added to give: 221211)/(Re N N R R += and 221211)/(N N X X Xe +=It should be pointed out that the equivalent circuit as derived here is only valid for normal operation at power frequencies; capacitance effects must be taken into account whenever the rate of change of voltage would give rise to appreciable capacitance currents, dt CdV I c /=. They are important at high voltages and at frequencies much beyond 100 cycles/sec. A further point is not theonly possible equivalent circuit even for power frequencies .An alternative , treating the transformer as a three-or four-terminal network, gives rise to a representation which is just as accurate and has some advantages for the circuit engineer who treats all devices as circuit elements with certain transfer properties. The circuit on this basis would have a turns ratio having a phase shift as well as a magnitude change, and the impedances would not be the same as those of the windings. The circuit would not explain the phenomena within the device like the effects of saturation, so for an understanding of internal behaviour .There are two ways of looking at the equivalent circuit:(a) viewed from the primary as a sink but the referred load impedance connected across '2V ,or (b) viewed from the secondary as a source of constant voltage 1V with internal drops due to 1Re and 1Xe . The magnetizing branch is sometimes omitted in this representation and so the circuit reduces to a generator producing a constant voltage 1E (actually equal to 1V ) and having an internal impedance jX R + (actually equal to 11Re jXe +).In either case, the parameters could be referred to the secondary winding and this may save calculation time .The resistances and reactances can be obtained from two simple light load tests.Introduction to DC MachinesDC machines are characterized by their versatility. By means of various combination of shunt, series, and separately excited field windings they can be designed to display a wide variety of volt-ampere or speed-torque characteristics for both dynamic and steadystate operation. Because of the ease with which they can be controlled , systems of DC machines are often used in applications requiring a wide range of motor speeds or precise control of motor output.The essential features of a DC machine are shown schematically. The stator has salient poles and is excited by one or more field coils. The air-gap flux distribution created by the field winding is symmetrical about the centerline of the field poles. This axis is called the field axis or direct axis.As we know , the AC voltage generated in each rotating armature coil is converted to DC in the external armature terminals by means of a rotating commutator and stationary brushes to which the armature leads are connected. The commutator-brush combination forms a mechanical rectifier,resulting in a DC armature voltage as well as an armature m.m.f. wave which is fixed in space. The brushes are located so that commutation occurs when the coil sides are in the neutral zone , midway between the field poles. The axis of the armature m.m.f. wave then in 90 electrical degrees from the axis of the field poles, i.e., in the quadrature axis. In the schematic representation the brushes are shown in quarature axis because this is the position of the coils to which they are connected. The armature m.m.f. wave then is along the brush axis as shown.. (The geometrical position of the brushes in an actual machine is approximately 90 electrical degrees from their position in the schematic diagram because of the shape of the end connections to the commutator.)The magnetic torque and the speed voltage appearing at the brushes are independent of the spatial waveform of the flux distribution; for convenience we shall continue to assume a sinusoidal flux-density wave in the air gap. The torque can then be found from the magnetic field viewpoint.The torque can be expressed in terms of the interaction of the direct-axis air-gap flux per pole d Φ and the space-fundamental component 1a F of the armature m.m.f. wave . With the brushes in the quadrature axis, the angle between these fields is 90 electrical degrees, and its sine equals unity. For a P pole machine 12)2(2a d F P T ϕπ= In which the minus sign has been dropped because the positive direction of the torque can be determined from physical reasoning. The space fundamental 1a F of the sawtooth armature m.m.f. wave is 8/2π times its peak. Substitution in above equation then gives a d a a d a i K i mPC T ϕϕπ==2 Where a i =current in external armature circuit;a C =total number of conductors in armature winding;m =number of parallel paths through winding;And mPC K a a π2=Is a constant fixed by the design of the winding.The rectified voltage generated in the armature has already been discussed before for an elementary single-coil armature. The effect of distributing the winding in several slots is shown in figure ,in which each of the rectified sine waves is the voltage generated in one of the coils, commutation taking place at the moment when the coil sides are in the neutral zone. The generated voltage as observed from the brushes is the sum of the rectified voltages of all the coils in series between brushes and is shown by the rippling line labeled a e in figure. With a dozen or so commutator segments per pole, the ripple becomes very small and the average generated voltage observed from the brushes equals the sum of the average values of the rectified coil voltages. The rectified voltage a e between brushes, known also as the speed voltage, is m d a m d a a W K W mPC e ϕϕπ==2 Where a K is the design constant. The rectified voltage of a distributed winding has the same average value as that of a concentrated coil. The difference is that the ripple is greatly reduced.From the above equations, with all variable expressed in SI units:m a a Tw i e =This equation simply says that the instantaneous electric power associated with the speed voltage equals the instantaneous mechanical power associated with the magnetic torque , the direction of power flow being determined by whether the machine is acting as a motor or generator.The direct-axis air-gap flux is produced by the combined m.m.f. f f i N ∑ of the field windings, the flux-m.m.f. characteristic being the magnetization curve for the particular iron geometry of the machine. In the magnetization curve, it is assumed that the armature m.m.f. wave is perpendicular to the field axis. It will be necessary to reexamine this assumption later in this chapter, where the effects of saturation are investigated more thoroughly. Because the armature e.m.f. is proportional to flux timesspeed, it is usually more convenient to express the magnetization curve in terms of the armature e.m.f. 0a e at a constant speed 0m w . The voltage a e for a given flux at any other speed m w is proportional to the speed,i.e. 00a m m a e w w e Figure shows the magnetization curve with only one field winding excited. This curve can easily be obtained by test methods, no knowledge of any design details being required.Over a fairly wide range of excitation the reluctance of the iron is negligible compared with that of the air gap. In this region the flux is linearly proportional to the total m.m.f. of the field windings, the constant of proportionality being the direct-axis air-gap permeance.The outstanding advantages of DC machines arise from the wide variety of operating characteristics which can be obtained by selection of the method of excitation of the field windings. The field windings may be separately excited from an external DC source, or they may be self-excited; i.e., the machine may supply its own excitation. The method of excitation profoundly influences not only the steady-state characteristics, but also the dynamic behavior of the machine in control systems.The connection diagram of a separately excited generator is given. The required field current is a very small fraction of the rated armature current. A small amount of power in the field circuit may control a relatively large amount of power in the armature circuit; i.e., the generator is a power amplifier. Separately excited generators are often used in feedback control systems when control of the armature voltage over a wide range is required. The field windings of self-excited generators may be supplied in three different ways. The field may be connected in series with the armature, resulting in a shunt generator, or the field may be in two sections, one of which is connected in series and the other in shunt with the armature, resulting in a compound generator. With self-excited generators residual magnetism must be present in the machine iron to get the self-excitation process started.In the typical steady-state volt-ampere characteristics, constant-speed primemovers being assumed. The relation between the steady-state generated e.m.f. a E and the terminal voltage t V isa a a t R I E V -=Where a I is the armature current output and a R is the armature circuit resistance. In a generator, a E is large than t V ; and the electromagnetic torque T is a countertorque opposing rotation.The terminal voltage of a separately excited generator decreases slightly with increase in the load current, principally because of the voltage drop in the armature resistance. The field current of a series generator is the same as the load current, so that the air-gap flux and hence the voltage vary widely with load. As a consequence, series generators are not often used. The voltage of shunt generators drops off somewhat with load. Compound generators are normally connected so that the m.m.f. of the series winding aids that of the shunt winding. The advantage is that through the action of the series winding the flux per pole can increase with load, resulting in a voltage output which is nearly constant. Usually, shunt winding contains many turns of comparatively heavy conductor because it must carry the full armature current of the machine. The voltage of both shunt and compound generators can be controlled over reasonable limits by means of rheostats in the shunt field. Any of the methods of excitation used for generators can also be used for motors. In the typical steady-state speed-torque characteristics, it is assumed that the motor terminals are supplied from a constant-voltage source. In a motor the relation between the e.m.f. a E generated in the armature and the terminal voltage t V isa a a t R I E V +=Where a I is now the armature current input. The generated e.m.f. a E is now smaller than the terminal voltage t V , the armature current is in the opposite direction to that in a motor, and the electromagnetic torque is in the direction to sustain rotation ofthe armature.In shunt and separately excited motors the field flux is nearly constant. Consequently, increased torque must be accompanied by a very nearly proportional increase in armature current and hence by a small decrease in counter e.m.f. to allow this increased current through the small armature resistance. Since counter e.m.f. is determined by flux and speed, the speed must drop slightly. Like the squirrel-cage induction motor ,the shunt motor is substantially a constant-speed motor having about 5 percent drop in speed from no load to full load. Starting torque and maximum torque are limited by the armature current that can be commutated successfully.An outstanding advantage of the shunt motor is ease of speed control. With a rheostat in the shunt-field circuit, the field current and flux per pole can be varied at will, and variation of flux causes the inverse variation of speed to maintain counter e.m.f. approximately equal to the impressed terminal voltage. A maximum speed range of about 4 or 5 to 1 can be obtained by this method, the limitation again being commutating conditions. By variation of the impressed armature voltage, very wide speed ranges can be obtained.In the series motor, increase in load is accompanied by increase in the armature current and m.m.f. and the stator field flux (provided the iron is not completely saturated). Because flux increases with load, speed must drop in order to maintain the balance between impressed voltage and counter e.m.f.; moreover, the increase in armature current caused by increased torque is smaller than in the shunt motor because of the increased flux. The series motor is therefore a varying-speed motor with a markedly drooping speed-load characteristic. For applications requiring heavy torque overloads, this characteristic is particularly advantageous because the corresponding power overloads are held to more reasonable values by the associated speed drops. Very favorable starting characteristics also result from the increase in flux with increased armature current.In the compound motor the series field may be connected either cumulatively, so that its.m.m.f.adds to that of the shunt field, or differentially, so that it opposes. The differential connection is very rarely used. A cumulatively compounded motor hasspeed-load characteristic intermediate between those of a shunt and a series motor, the drop of speed with load depending on the relative number of ampere-turns in the shunt and series fields. It does not have the disadvantage of very high light-load speed associated with a series motor, but it retains to a considerable degree the advantages of series excitation.The application advantages of DC machines lie in the variety of performance characteristics offered by the possibilities of shunt, series, and compound excitation. Some of these characteristics have been touched upon briefly in this article. Still greater possibilities exist if additional sets of brushes are added so that other voltages can be obtained from the commutator. Thus the versatility of DC machine systems and their adaptability to control, both manual and automatic, are their outstanding features.负载运行的变压器及直流电机导论负载运行的变压器通过选择合适的匝数比，一次侧输入电压1V 可任意转换成所希望的二次侧开路电压2E 。

绿色建筑毕业设计外文翻译中英文对照(可编辑)

绿色建筑毕业设计外文翻译中英文对照（可编辑）########## 大学本科毕业设计外文资料译文年级: 2008级学号: 20087221姓名: 朱莉专业: 铁道工程指导老师:2012年6月原文:Green BuildingAbstract: Green building refers to doing its best to imizeconservation of resources energy, land, water, and wood,protecting the environment and reducing pollution in its life cycle. Providing people with healthy, appropriate and efficient use of space, and nature in harmony symbiosis buildings. I described more details of green building design’ notion, green building’ de sign, as well as the significance of the concept of green building and improving the effectivenessanalysis of the external effects of green building measures, Key words: green buildings; protect the ecology; signification ; analysing the effectsWhat is a green buildingGreen building refers to building life cycle,the imum conservation of resources energy, land, water and materials, protecting the environment and reducing pollution, providing people with healthy, appropriate and efficient use of space, and nature harmony of the buildingThe so-called green building "green" does not mean a general sense of three-dimensional green, roof garden, but represents a concept or symbol, refers to building environmentally and friendly, makes full use of natural resources, environment and basic ecological damage to the environment without balance of a building under construction, but also known as sustainable building, eco-building, back into the wild construction, energy saving construction Green building interior layout is very reasonable, to minimize the use of synthetic materials, full use of the sun, saves energy for the residents and creates almost-natural feeling People, architectures and the natural environment for the harmonious development goals, in the use of natural and artificial means to create good conditions and healthy living environment, as much as possible to control and reduce the use and destruction of the natural environment, to fully reflect the nature obtain and return balance2. the meaning of green buildingThe basic connotation of green building can be summarized as: to reduce the load on the environment architecture, which saves energy and resources; provides a safe, healthy, comfortable living space with goods; affinity with the natural environment, so that people and building's coexistence with the environment and sustainable development becomes harmonious3.Development of the significance of green building rating systemEstablish green building rating system is a revolution in the fieldof architecture and the Enlightenment, its far more than energy savings. It is innovative in many ways and organic synthesis, thereby building in harmony with nature, full utilization of resources and energy, create healthy, comfortable and beautiful living space. It's revolutionary for the field of architecture from the technical, social and economicangles3.1 Technical SignificanceGreen building study of early technical problems of individual-based, technology is isolated and one-sided, not formed an organic whole, the integration of design and economic study of consciousness is far fromthe only strategy of economic analysis phase of the subsidiary's knowledgeHowever, individual technical research results of early modern green building techniques for the multi-dimensional development and systems integration will lay a solid foundation. Since the nineties of the 20th century, with the understanding of green building gradually deepen and mature, people give up way too utopian thinking environmental consciousness and moral constraints and spontaneous green behavior, turned to explore more workable environmental philosophy, environmental and capital combined into the future world with the new direction of development of environmental protection, green building has entereda result of ecological ethics from the practice of promoting ecological research to deepen the new stage. Green Building Technology takes on the natural science, social science, humanities, computer science,information science and other subjects the trend of integration of research results, making green building design into the multi-dimensional stage of development strategy study. The deepening of green building technology strategy and development in materials, equipment, morphology and so on. Various advanced fields, in technology development, technology and other design elements of the integration is also starting from the past the simple addition, more attention to the periphery ofthe retaining structure itself design technology and architecture to combine the overall system change, gradually becoming green building systems. Green building rating system was established green building technologies gradually improve and systematize the inevitable result, it is the organic integration of green building technology, a platformbuilt to green building technology, information technology, computer technology and many other subjects can be a unified platform in their respective roles, the establishment of a comprehensive evaluation system for designers, planners, engineers and managers a more simple, Guizhangmingque green building assessment tools and design guidelines with clear rule3.2 The social significanceGreen building rating system reflects the socialsignificance of the main advocates of the new way of life,heightened awareness and public participation in the continuation oflocal culture are two aspects To promote a healthy lifestyle. Green building rating system, the social significance of the primary advocatea healthy lifestyle, which is based on the design and construction ofgreen buildings as a community education process. The principles of green building rating system is the effective use of resources and ecological rules to follow, based on the health of building space to create and maintain sustainable development. The concept of the past to correct people's misconceptions about consumer lifestyles, that can not blindly pursue material luxury, but should keep the environment under the premise of sustainable use of modest comfort to pursue life. From the fundamental terms, construction is to meet human needs built up of material goods as people's lifestyle is not sustainable when, the value of green building itself will be reduced, but only had a real social need When the requirements of sustainable development and way of life that matches the green building to achieve the best results Enhanced awareness of public participation. Green Building Rating system is not a monopoly for the design staff of professional tools, but for planners, designers, engineers, managers, developers, property owners, jointly owned by the public and other assessment tools. It brokes the previous professional development of the monopoly to encourage the participation of the publicand other public officers. Through public participation, the introduction of architects and other building users, the construction of dialogue participants, making the original design process dominated by the architect becomes more open. Proved the involvement of various views and a good help to create a dynamic culture, embody social justice community3.3 The economic significanceGreen building rating system, theeconomic significance can be divided into macro and micro levels. At the macro level, the green building rating system from the system life-cycle perspective, the green building design integrated into the economic issues involved in the production from the building materials, design, construction, operation, resource use, waste disposal, recycling of demolition until the natural resources the whole process. Economic considerations of green building is no longer limited to the design process itself, while the policy extended to the design of the narrow role to play to support the policy level, including the establishment of "green labeling" system, improving the construction environmental audit and management system, increase and construction-related energy consumption, pollutant emissions and other acts of tax efforts, improve the legal system of environmental protection, from the increase in government construction projects on the sustainability of economic support and raise the cost to the construction of polluting the environment acts as the costs for green buildings design and construction to create a favorable externalenvironment. This goal is not entirely the responsibility of government agencies, as the architects involved in design work as a sound system of responsibility for recommendations obligations, because only the most from the practice of the need is real and urgent. The related policy issues in green building design strategies, building a system to solve the economic problems facing the important aspects. At the micro level, the current from the economic point of Design Strategyis more fully consider the economic operation of the project, and specific technical strategies accordingly adjusted3.4 Ethical SignificanceGreen building rating system, the theoretical basis of the concept of sustainable development, therefore, whether the evaluation system of each country how much difference in structure, they all have one thing in common: To reduce the burden of ecological environment, improve construction quality of the environment for future generations to remain the development of room. This radically changes the long-sought human blindly to the natural attitude, reflecting people's understanding of the relationship between man and nature by the opposition to the uniform change. According to the current global energy reserves and resources distribution, the Earth's natural environment is also far from the edge of exhaustion, enough people enjoy the luxury of contemporary material life. But now we have to consume a resource, it means that future generations will be less of a living space. More importantly, if we consume the natural environment more than it can limit self-renewal, then the future of the younger generation is facing the planet's ecosystems can not recover the risk into a real crisis. Therefore we can say, the development of green buildings and their corresponding evaluation system, for more contemporary people is the responsibility and obligations. For more the interests of future generations and advantages for green building design.4.Green building design include the followings:Saving energy: full use of solar energy, using energy-efficient building reducing heating and air conditioning use. Set according to the principle of natural ventilation cooling system that allows efficient use of building to the dominant wind direction in summer. Adapted to local climatic conditions, building use form and general layout of the plane Resource conservation: in the building design, construction and selection of construction materials, are considered fair use and disposal of resources. To reduce the use of resources, strive to make the use of renewable resources. Conserve water resources, including water conservation and greeningReturn to Nature: Green Building exterior to emphasize integration with the surrounding environment, harmony, movement each other so that the protection of natural ecological environment5 .Effects of green building5.1 Effects of the composition of green buildingEffects of green building, including internal effects and external effects, direct benefits and direct costs as the internal effect, known as the indirect benefits and indirect costs of external effects, according to engineering economics point of view: the internal effects can be financial evaluation, external effects should be economic evaluation, economic evaluation is based on the so-called rational allocation of scarce resources and socio-economic principles of sustainable development, from the perspective of the overall national economy, study projects spending of social resources and contributions to the community to evaluate the project's economic and reasonable andexternal effects generally include industry effects, environmental and ecological effects, technology diffusion effect, the external effectwill cause the private costs internal costs or indirect costs and social costs inconsistent, leading to the actual price is different from the best price. From the perspective of sustainable development, green building assessment effects of the main indicators of external effectsSince beginning the development of green building, unity of quantitative indicators system is still not established, I believe that the following aspects should be analyzed: 1 strictly control the construction industry, size, limit the number of employees. Extensive growth model epitomized by the struggle over the construction project, the construction process using human wave tactics, once the state limit the scale of construction, will form the "adequate", which will not reduce the degree of mechanization, labor, thelow level. 2 more investments in upgrade technology, establish and perfect the mechanism for scientific and technical equipment. Focus on the development and application of building technology, combined with the project, the characteristics of future construction, a planned way scientific and technological research and development of new machinery, new processes, new materials, and actively introduction, absorb and assimilate the advanced scientific and technological achievements of science and technology to improve the level of mechanization. 3 in urban planning, survey and design through the "green building" ideas. Family housing and urban construction or alteration must remain in the room,from lighting, ventilation, drainage and control the damages to the environment. 4 construction work, reduced resource consumption, the production process in construction, energy saving measures should be adopted to prevent the excessive consumption of land resources, water resources, power resources5.2 External effects of the challenges to building the economyUnder the control of the government's intervention, to a certain extent on the efficient allocation of resources to strengthen the implementation of energy conservation mandatory standards for construction supervision. To further improve the building energy monitoring system, and strengthen the mandatory building energy efficiency standards in order to carry out the implementation of the project as the main content of the whole process of monitoring, particularly for large public buildings to enhance the building energy regulation, reflected in the project cost on the part of internal costs, making the "non-green building" project's internal costs, internal efficiency and reducing the external costs of green building, the external efficiency increasing, so that effective economic resources to the rational flow of green building6. to improve the external effects of green building measuresEnterprise architecture in the new economy to obtain a competitive advantage, improve the external effects only continually tap the ways and means to improve the external efficiency, reduce external costs, the basic ideas and principles: 1 Construction of natural resources in thelife cycle and minimized energy consumption; 2 reducing building life cycle emissions; 3 protecting the ecological natural environment; 4 to form a healthy, comfortable and safe indoor space; 5 the quality of construction, functionality, performance and environmental unitySummary described above, the meaning of green building design and analysisof its effectiveness and improve the external effects of green building measures. But how does the future design of green buildings need a degree in practice we try to figure out, I believe that green building will become the trend of future construction.译文:绿色建筑摘要: 绿色建筑是指在建筑的全寿命周期内,最大限度地节约资源节能、节地、节水、节材、保护环境和减少污染,为人们提供健康、适用和高效的使用空间,与自然和谐共生的建筑。

本科毕业设计方案中英文翻译高层建筑.doc

本科毕业设计方案中英文翻译高层建筑1外文资料翻译High-Rise BuildingsIntroductionIt is difficult to define a high-rise building . One may say that a low-rise building ranges from 1 to 2 stories . A medium-rise building probably ranges between 3 or 4 stories up to 10 or 20 stories or more .Although the basic principles of vertical and horizontal subsystem design remain the same for low- , medium- , or high-rise buildings , when a building gets high the vertical subsystems become a controlling problem for two reasons . Higher vertical loads will require larger columns , walls , and shafts . But , more significantly , the overturning moment and the shear deflections produced by lateral forces are much larger and must be carefully provided for .The vertical subsystems in a high-rise building transmit accumulated gravity load from story to story , thus requiring larger column or wall sections to support such loading . In addition these same vertical subsystems musttransmit lateral loads , such as wind or seismic loads , to the foundations. However , in contrast to vertical load , lateral load effects on buildings are not linear and increase rapidly with increase in height . For example under wind load , the overturning moment at the base of buildings varies approximately as the square of a buildings may vary as the fourth power of buildings height ,other things being equal. Earthquake produces an even more pronounced effect.When the structure for a low-or medium-rise building is designed for dead and live load , it is almost an inherent property that the columns , walls , and stair or elevator shafts can carry most of the horizontal forces . The problem is primarily one of shear resistance . Moderate addition bracing for rigid frames in“short”buildings can easily be provided by filling certain panels ( or even all panels > without increasing the sizes of the columns and girders otherwise required for vertical loads.Unfortunately , this is not is for high-rise buildings because the problem is primarily resistance to moment and deflection rather than shear alone . Special structural arrangements will often have to be made and additionalstructural material is always required for the columns , girders , walls , and slabs in order to made a high-rise buildings sufficiently resistant to much higher lateral deformations .As previously mentioned , the quantity of structural material required per square foot of floor of a high-rise buildings is in excess of that required for low-rise buildings . The vertical components carrying the gravity load , such as walls , columns , and shafts , will need to be strengthened over the full height of the buildings . But quantity of material required for resisting lateral forces is even more significant .With reinforced concrete , the quantity of material also increases as the number of stories increases . But here it should be noted that the increase in the weight of material added for gravity load is much more sizable than steel ,whereas for wind load the increase for lateral force resistance is not that much more since the weight of a concrete buildings helps to resist overturn . On the other hand , the problem of design for earthquake forces . Additional mass in the upper floors will give rise to a greater overall lateral force under the of seismic effects .In the case of either concrete or steel design , there are certain basic principles for providing additional resistance to lateral to lateral forces and deflections in high-rise buildings without too much sacrifire in economy .1.Increase the effective width of the moment-resisting subsystems . This is very useful becauseincreasing the width will cut down the overturnforce directly and will reduce deflection by thethird power of the width increase , other thingsremaining cinstant . However , this does requirethat vertical components of the widened subsystembe suitably connected to actually gain this benefit.2.Design subsystems such that the components are madeto interact in the most efficient manner . Forexample , use truss systems with chords anddiagonals efficiently stressed , place reinforcingfor walls at critical locations , and optimizestiffness ratios for rigid frames .3.Increase the material in the most effectiveresisting components . For example , materialsadded in the lower floors to the flanges of columnsand connecting girders will directly decrease theoverall deflection and increase the moment resistance without contributing mass in the upper floors where the earthquake problem is aggravated .4.Arrange to have the greater part of vertical loadsbe carried directly on the primary moment-resisting components . This will help stabilize the buildings against tensile overturning forces by precompressing the major overturn-resisting components .5.The local shear in each story can be best resistedby strategic placement if solid walls or the use of diagonal members in a vertical subsystem .Resisting these shears solely by vertical members in bending is usually less economical , since achieving sufficient bending resistance in the columns and connecting girders will require more material and construction energythan using walls or diagonal members .6.Sufficient horizontal diaphragm action should beprovided floor . This will help to bring the various resisting elements to work together instead of separately .。

出租车计价器毕业设计方案中英文翻译

ABSTRACTIn this paper, a multi-channel taximeter that is able to deal with more than one passenger simultaneously is proposed.In order to demonstrate the theory of operation of the proposed system, a complete design for an experimental three-channel taximeter (whose prototype has been built under grant from the EgyptianAcademyfor Scientific and Technological Research> is presented.System location, outline, block diagrams as well as detailed circuit diagrams for the experimental taximeter are also included.1. INTRODUCTIONTransporting people in the morning from their homes to their works and back in the afternoon has become a big problem in big cities especially in undeveloped countries. As a partial solution of this problem, the authorities in some countries had, unofficially, left the taxicab drivers to carry different passengers to different places at the Same time. For example, a taxicab with four seats may carry four different passengers without any relation between them except that their way of travelling is the same.Accordingly, it has become very difficult to rely on the present conventional single-channel taximeter to determine the fare required from each passenger separately. Accordingly, an unfair financial relation was created between the taxicab driver, owner, passengers and the state taxation department.Under these circumstances, taxicab drivers force the passengers to pay more than what they should pay. In some cases passengers had to pay double fare they should pay. With the present conventional single-channel taximeter, taxicab owners are not able to determine the daily income of their taxicab.In some cases (a taxicab with four seats> they may only get one quarter of the income of the taxicab (collected by the taxicab driver>. From which they should pay the salary of the taxicab driver as well as the cost of fuel, minor and major repairs in addition to the car depreciation. As a matter of fact the position of the taxicab owners is not so bad as it seems. A general agreement has been reached between the taxicab drivers and owners such that the drivers should guarantee a fixed daily income to the owners as well as the paying for the cost of fuel as well as the minor repaires. Even though the taxicab drivers still share the large portion ofthe income of the taxicab. Also with the presence of the single-channel taximeter, it has become very difficultfor the state taxation department to know the yearly income of the taxicab and accordingly it has become very difficult to estimate the taxes to be paid by the taxicab owners.In order to face this problem, the state taxation department had to impose a fixed estimated taxes for each seat of the taxicab whatever the income of the taxicab. In this paper, we introduced a multichannel taximeter that can deal with more than one passenger simultaneously. I t should be pointed out that by the term passenger we mean a one person or a group of related persons. I t should also be pointed out that our proposed multi-channel taximeter is not, simply, a multi display readouts. As a matter of fact it contains logic circuits that automatically changes the fare per killometer of travelling distance or per minutes of 'waiting time according to the number of passengers hiring the taxicab. In the following part and as an example, we will present a complete design for a three-channel taximeter.Block diagrams as well as detailed circuit diagrams of the experimental three-channel taximeter are also included. A prototype has been built under grant from the EgyptianAcademy for Scientific and Technological Research.2. AN EXPERIMENTAL THREECHANNEL TAXIMETERTheory of operation of our experimental device to work as an electronic digital taximeter is based on t h e fact thathe speedometer cable rotates one revolution for each meter of travelling distance.Accordingly, if the speedometer cable is coupled with a speed sensor that generates a single pulse for each meter of travelling distance, then our taximeter could be three up counter modules associated with a speed sensor unit.However, our experimental taximeter is not simply a three display readouts. As a matter offact it contains logic circuits that automatically changes the fare per kilometer of travelling distance or per minutes of waiting time according to the number of passengers hiring the taxicab. The device may be splitted into two main parts: The first is the speed sensor unit which may be located anywhere in the taxicab such that an easy coupling to the speedometer cable can be achieved. The second unit contains the main electronic circuit, the displayand control panel. The unit should be located somewhere in front of both the driver and the passengers.A possible components locations is shown in Figure 1.A. Speed Sensor UnitThe main function of this unit is to supply train of pulses whose frequency isproportional to the angular rotation of the wheels. A possible form of a speed sensor is shown in Figure 2.If may consist of a tj.pica1 permanent magnet sine wave generator with its output connected to a pulse shapping circuit (two general purpose silicon diodes, 1K ohms resistor and a schmit trigger inverter>.In order to find some way to detect the movement of the taxicab, the output of the sine wave generator is rectified through a general purpose silicon diode Dl then smoothed by a 1000 F capacitor. The output voltage at terminal Q is then limited to the value of 4.7 volts by using a Ik ohms resistor as well as a zener diode ZD. The level of the voltage at terminal Q would be high whenever the taxicab is moving and will be zero otherwise. This voltage can be used for the automatic switching from distance fare to time fare.B. Main Electronic and Display Unit A suggested shape for the main electronic and display unit is shown in Figure 3. The control and display panel contains all ' controls necessary for operating the taximeter as well as four readout displays. The first channel will give the sum of money required from the first passenger, while the second and third readouts are for the second and third passengers, respectively. The fourth readout will give the total income of the taxicab.The contents of the last readout should be nonvolatile and be able to be retained even during parking the taxicab. The channel rotary selector switchs 1 , 2 and 3 have fully clockwise/anticlockwise positions. In the fully anticlockwise position, the counter of the corresponding readout is blancked and disabled.In the fully clockwise position, the counter is unblanked, cleared to zero and enabled to be ready for counting the sum of money required from the first, second and third passengers, respectively.Pushing the total sum pushbutton 4 unblanks the fourth readout enabling any person to retain the readout corresponding to the total income. After the release of the pushbutton, the fourth readout will be blanked again. This unit also contains the main electronic circuit which will be fully described in the following section.3. DESCRIBTION OF THE MAIN ELECTRONIC CIRCUITThe general block diagram of the main electronic circuit is shown in Figure 4. It consists of five subcircuits designated by the symboles CTI up to CT4supporting circuits, these are: The number of passenger deticition circuit CTI, travelling distance scaling circuit CT2, waiting time scaling circuit CT3, circuit CT4 which generatesclock pulses for the display circuit.A. Number of Passengers Detection Circuit CT1 As shown from the general block diagram, the circuit CTI has three inputs I, 2 and 3 as well as three outputs J, K and L. The function of the circuit is to supply a high level voltage at terminals J, K or L if and only if one, two or three passengers are hiring the taxicab, respectively. The term passenger, here, means one person or a group of related persons. When a passenger is getting into the cab, we simply turn on a free readout display by turning the corresponding rotary selector switch to a fully clockwise direction.This will automatically disconnect the corresponding terminal I, 2 or 3 from ground. The logical relation between various input terminals I, 2 and 3 and the output terminals J, K and L is shown in Table 1.As a combinational circuit we start the design by deriving a set of boolean functions. A possible simplified boolean functions that gives minimum number of inputs to gates may be obtained from Table I.A possible logical diagram that is based on the above derived expressions is shown in Figure 5.It consists of two inverters, four 2-input AND, to3-input AND two 3-input OR gates B. Tavelling Distance Scaling Circuit CT2As shown from the block diagram of Figure 4, the circuit CT2 has four input J, K, L and E and one output M. The function of the circuit is to supply a single pulse at the output M for a certain number of pulses generated at the output of the speed sensor (certain number of meters travelled by the taxicab>, according to the number of passengers hiring the car. A suggested fare per kilometer of travelling distance is shown in colomn two of Table 2. the circuit, in this case, should supply a single pulse at the output M for every 100, 125 or 143 pulses generated at the input terminal E according to the level of voltage at input terminale 3, K or L, respectively.Our circuit could be, as shown in Figure 5, three decade counters, connected as a three digit frequency divider whose dividing ratios 100, 125 and 143 are automatically selected by the voltage level at terminals J, K and L, respectively.A possible circuit diagram that may verify the above function is shown in Figure 6. It consists of three decade counters type 7490, one BCD-to decimal decoder type 7445, three 4-input AND, one 3-input ANDone 2-input AND two 3-input OR gates.C. Time Scaling Circuit CT3As shown in the block diagram, the time scalingcircuit will have four inputs J, K, L and F and one output N. The function of this circuit and accordingto colomn three of Table 2 (fare per 2 minuts of waiting time> is to supply a single pulse at the output N for every 120, 240 or 360 pulses supplied at the input terminal F from the I Hz clock according to level of voltage at inputs J, K and L, respectively.Time scaling circuit would be similar to the distance scaling circuit but with different diving ratios. A Possible circuit diagram is shown in figure 7.It consists, in this case, of three decade counter type 7490, two 3-input AND, one 5-input AND, one 2-input AND one 3-input OR gates.D. Circuit CT4 Which Generates Clock Pulses for Display CircuitThe function of this circuit is to supply one, two or three pulses at the output terminal R for each pulse generated at any of the terminals N or M, according to the voltage level at the input terminals J, K or L, respectively. The output P will receive a pulse for each pulse generated at any of the input terminals N or M. This function can be performed by the circuit shown in Figure 8, it consists of one ripple counter type 7493, one half of a dual JK masterslave flip-flops circuit type 7476, three inverters, three 2-input AND, one 3-input AND, one 2-input OR and one 3-input OR gates. When a pulse is generated at either input terminals N or M, a high level voltage will be generated at the output Q of the flip-flop. This will g a t e t h e I Khz signal to be connected to the input A of the ripple counter as well as to the output terminal R. When one, two or three pulses are counted by the ripple counter, according to the level of voltage at the input terminals J, K and L, respectively, a high is generated to reset the counter and change the state of the flip-flopsuch that Q becomes low.Hence, the 1 KHz signal is disabled to reach the outputerminal R or the input A of the ripple counter. In order to ensure the proper function of the circuit, the flip-flop should be cleared whenever a new channel is operated. This has been achieved by the input 5 and will be explained later when describingthe function of the channels rotary selector switchs.E. Display CircuitAs shown in Figure 2, the display panel would contain three 4-digit displays that give the sumof money required from each passenger separately as well as a one six-digit display that gives the total income of the taxicab. A possible wiring diagram for the display circuit is shown in Figure 9. Rotating any of the rotary selector switches to fully clockwise direction will supply the corresponding display by5 volts through terminals 1, 2 and 3, respectively.The corresponding display will be unblanked by supplying a low level of voltage through terminals A, C and G, respectively. Keeping terminals 8, D and H, respectively, at low level will keep them reset to zero. The corresponding display is then enabled by removing the low voltage from terminals B, D, and H, respectively, to be ready for counting the sum of money required from the corresponding passenger starting from zero.The counting pulses for these three displays are supplied through terminal P. The total sum display will be enabled whenever any of the three displays is enabled (this is done by a 3-input OR gate as shown in Figure 8>. Retaining the contents of the last display will be done by unblanking it by supplying a low level of voltage to terminal I as shown in Figure 10 b.F. Changing Over Between Time and Distance FaresIn the following part, two different methods for changing over between time andistance fares are suggested:The first is to switch to time fare whenever the distance fare is less than the time fare. Hence,a simple look to fares table (Table 2> can show that time fare should be used whenever the taxicab moves with speed less than 50 m/min. A possible circuitthat can perform this switching action is shown in Figure IO c. It contains one rpm limit switch and a one inverter as well as two 2-input AND gates.The contacts of the limit switch are normally closed and will be opened whenever the angular speed of the speedometer cablexceeds 50 rmp. The second alternation is to connect the input of the inverter in Figure 10 c. to the output terminal Q of the speedometer circuit, Figure 2.In this case, the switching into time fare will be done whenever the taxicab is at stand still.G. Function of the Rotary Selector Switches The voltage levels that should be supplied bythe terminals of the rotary selector switches in order to ensure proper operation by the electronic circuit are given in Table 3. Connection of three rotary selector switches each witb four decks of five poles each, that satisfy the logic function of Table 3, is shown in Figure 10 a. Rotating any of the three switches into fully clockwise direction will pass through five positions. The function of the rotary selector switches can be described starting from the first position passing through variousteps until reaching the final position as follows:Initial position: In this position a low voltage level is applied to terminals I, 2 and 3, this will disconnect the 5 volts supply from the three first displays, set the three inputs of the number of passenger detection circuit CTI to low level. A low voltage level is applied to terminals 8, D and H, this is to ensure that the total income display is disabled.V oltage levels at terminals A, C, G and S are at no care condition.Step I: Rotating any of the rotary selector switches one step toward clockwise direction will supply 5 volts to the corresponding display, provides a high level voltage at terminals 1, 2 or 3 indicating that one passenger have entered the taxicab. A high level voltage should be applied to terminals A, C or G in order to ensure that the corresponding display is still blanked. Other terminals B, D, H and S are kept unchanged. Step 2: Rotating the rotary selector switch onestep further, will change the state of voltages at terminal A, C or G to be at low level and unblanks the corresponding display. States of voltages at terminals I, 2, 3 and S are remained unchanged.Terminals B, D and H should be remained at low level to ensure that the corresponding readout is cleared to zero while unblanking the display.二、中文翻译摘要本文提出了一种出租车多通道计价的方案，能同时处理一个以上乘客的情形。

电子商务网络安全毕业设计英文原文及翻译-论文[管理资料]

电子商务网络安全毕业设计英文原文及翻译-论文电子商务网络安全毕业设计英文原文及翻译|计算机专业全套免费毕业设计论文网|任务书|本科毕业设计课题目作品下载附录Ａ---英文原文Web Security Privacy & CommerceThe running battle between hackers and network security professionals has moved beyond the perimeter firewall to hand-to-hand combat at individual Web and corporate servers．And new security weapons have emerged that use ingenious methods to protect Web sites and corporate networks from external and internal security threats．Here are some of the latest tools at your disposal.No exitGillian G-Server doesn’t care how the hacker got in or what changes they may have made to your Web site．Gillian Exit Control technology prevents the world from seeing the consequences of a security breach．Gillian G-Server sits between the Web server and the router or firewall that connects the Web server to the Internet, inspecting every piece of content that goes out. The Exit Control G-Server contains a collection of digital signatures made from authorized Web content during the publication process．Each time the site content producers publish a new or revised object，the G-Server saves a digital backup of the object along with a digital signature.Signatures that don match send up a red flag which triggers the G-Server to immediately replace a bogus page with a secure archived copy of the original，while simultaneously alerting appropriate personnel．Tripwire，Inc. Tripwire for Servers is a similar data and network integrity product．However，Tripwire for Servers takes a different approach ——its software is loaded onto the server that you want to protect．It monitors all file changes，whether they originate from inside or outside the company，and reports back if a change violates predetermined policies.Honeypots or decoysHoneypots are designed to lure and contain an intruder on the network．Honeypots are decoy devices that can divert attacks from production systems and let security administrators study or understand what happening on the network．ManTrap，from Recourse，is a powerful honeypot that deployed next to data servers，if it being used to deflect internal attacks，and located off the firewall in the demilitarized zone (DMZ) if it being used against external threats．The majority of users deploy it internally to get suspicious activity under control.In that scenario，a ManTrap server would be set up to look like a file server that stores intellectual property or business plans．A successful deployment of ManTrap depends on a variety of factors including quality，naming scheme，placement and security policy．For example，deceptive defenses are most effective when deployed in quantities equal to or greater than that of the production system．Honeypots can get expensive which is why companies must pick and choose the critical servers they want to protect.What attracts an attacker to ManTrap is configuring it to make it look more vulnerable than other servers．Once the hacker is on the decoy server，security managers can log the hacker activity and gain insight into what the intruder is trying to accomplish. Fall into the gapAir gap technology provides a physical gap between trusted and untrusted networks, creating an isolated path for moving files between an external server and a company internal network and systems. Vendors include RVT Technologies, Spearhead Technology and Whale Communications.Whale e-Gap Web Shuttle is a nonprogrammable device that switches a memory bank between two computer hosts. The e-Gap Web Shuttle creates an air gap between the Internet and a company back-office systems. Companies might use e-Gap Web Shuttle between an external service running e-commerce applications, such as online banking, and internal databases that might be queried by external users.The e-Gap system consists of the e-Gap appliance that is attached to two PC hosts, one internal and one external. The internal host connects to the company internal network and the external host sits in the DMZ in front of the firewall.All URLs to Web pages are directed to a mock location on the external host. Pages do not actually reside on this host. The external host strips off the protocol headers, extracts only the content of the Secure Sockets Layer (SSL) traffic and passes it to the e-Gap Web Shuttle. The e-Gap Web Shuttle transports the encrypted data to the internal host using a toggling e-disk. The e-Gap internal host decrypts SSL traffic, authenticates the user and filters the URL content. It then passes the URL request to the company production Web server that resides on the back-office network.The fix is inSecurity and vulnerability assessment tools, designed to be used in-house, can detect weaknesses in an organization systems before problems occur and can fix those problems.Retina , from eEye, scans, monitors, alerts and automatically fixes network security vulnerabilities. The product works on Windows NT SP3 or higher and Windows 2000.The software is installed on any machine within the network. The network administrator types in a range of IP addresses to scan and pushes a button. The product scans the network for vulnerabilities, software flaws and policy problems and reports any vulnerabilities.The product “fix it” feature provides network administrator with a description of any found vulnerabilities, information on how to fix it, or access to a fix it button that can repair the vulnerability locally or remotely.Demolishing DoS attacksPerhaps one of the newest categories of security is products that target denial-of-service (DoS) attacks and more. By definition, DoS attacks make computer systems inaccessible by exploiting software bugs or overloading servers or networks so that legitimate users can no longer access those resources. The product category is so new that some products are still in beta test or on the cusp of entering the marketplace. Going after one of the most malicious types of computer vandalism, the DoS attack, are Arbor Networks, of Waltham, Mass.; Mazu Networks, of Cambridge, Mass.; and Asta Networks in Seattle.Mazu’s solution to distributed DoS attacks works via intelligent traffic analysis and filtering across the network. A monitoring device, such as a packet sniffer or packet analyzer, evaluates packets on the network at speeds up to 1G bit/sec. A monitoring device then determines which traffic needs to be filtered out.The good, the bad and the uglyThe good news about all of these new security techniques is that they theoretically offer companies additional layers of security protection, providing better overall security. What this ultimately means to businesses is that additional security mechanisms can succeed where others have failed. Another plus about some of the new products is that they are optimized for a particular application, such as integrity of the Web servers.However, as with any technology, there are pros and cons to consider. In fact, there are some downsides to implementing these new security products. For example: They are all incremental solutions, not replacements.They require a certain amount of expertise.Many vendors are start-ups and there a risk as to how long theyl be around.There a concern, in many IT shops, about adding preventive controls because of associated overhead——a concern that can be easily remedied by investing in additional horsepower.What too much? When does a company run the risk because of having too many products to manage?The bottom line is that security is never a done deal. It a continuing process that a new crop of innovative vendors are making more interesting.Benevolent WormsAlthough the prospect of using virus technology to simplify the task of delivering patches and software updates is tempting, the dangers can outweigh the benefits when the process is too automated. For example, the improved Windows Update feature in Windows XP now allows patches and updates to be downloaded automatically,altho ugh installation is still at the user’s discretion.Trojan horses, worms, and other malicious code forms have proven to be incredibly successful at paralyzing e-mail systems and Internet providers. It is therefore only logical to conceive of ways to use them for productive purposes, much as the Bible exhorts its readers to beat their swords into plowshares and their spears into pruning hooks.Granted, it would be wonderful if IT administrators could distribute patches and software updates to desktops and servers as quickly as an e-mail virus can spread from one machine to the next. But is such a magic wand really a good idea?Well, maybe not exactly. After all, unlike the human immune system, which produces defenses, or antibodies, automatically, the computer must wait for a human to analyze samples of a computer virus, prepare antidotes and vaccines for that specific situation, and only then apply the cure.This observation alone would seem to discredit the idea of a “digital immune system” that the sec urity community has tossed around during the past few years, but there’s an even more important point to consider. Similar to the way that autoimmune diseases turn the body’ s own defenses against itself, so could one turn a viruslike software delivery system against its own computers. Although it would be difficult to monkey with the digital certificates that would conceivably be used to identify trusted patches, it’s not impossible to subvert the certificate issuing system, as Microsoft and VeriSign found to their dismay last March.Ultimately, a viruslike software delivery system would require software publishers to deliberately put a back door into their systems, and few customers will tolerate that practice, even under shrinkwrap licensing terms. Becau se there’s no guarantee thatsuch a tempting target wouldn’t be exploited by hackers, any IT manager deploying such a system would be foolhardy in the extreme.Virus behavior that standpoint go to see from the operate system, is some normal behaviors, and say for the operate system that don't break the law , therefore at kill the virus software to check to kill the virus, usually meeting because operate system of obstruction-" the document was take upped by system and can't change the code at system "," virus the inside to circulate" etc. reason, but can't clean the virus , we at kill the virus of time also want to speak to investigate some techniques, and go to the round over the operate system's obstruction, from success of virus is from the system Speak here of kill the virus method is:Kill the virus with the tool under the safe mode to kill the virus under the pure DOS mode.Why want the pure DOS mode to down kill the virus?Because the virus procedure is under the operate system explain the mode to circulate o, such as:Script virus" new and happiness time", virus etc., they can't circulate in the inside memory, and system also argue all legal procedures but as to it's take in to protect, and guarantee it continue to circulate, prohibition against in the movement procedure right proceed modification, this result ined virus can't quilt the clearance's result for aegis for having under the pure DOS mode, connecting the Windows operate system all don't can quilt circulating, virus more impossible movement, for this reason this hour as to it's checking killing, round over system, attaining cleanly killing the virus.The usage special tool under the safe mode to kill the virusThe each of Windows operate system for edition all contain a safe mode to circulate the way, and here circulate the way bottom can only circulate the most basic procedure, again this mode bottom, you can cancel all of from start the item,avoid the virus's special tool is small and very shrewd, and use it can under the safe mode normal weakness is a result for can aim atting the popular virus of some comparisons, can't attaining completely killing the virus.For attain to kill the clean virus result, we can synthesize to use these two kinds of methods.Kill the virus not equal to defend the virus, and hard work should be protected . Privacy-Protecting techniquesIn this chapter, we will look at some proven techniques to protect your privacy when you use the Internet. Most of these techniques are simple, commonsense rules that you can put into effect immediately-choosing a good service provider, using good password, cleaning up after yourself online, avoiding Spam and junk email, and protecting yourself from identity theft.Choosing a good service providerThe first and most important technique for protecting your privacy is to pick service providers who respect your privacy.Here are some things to consider when you choose an ISP:. Unless you take special measures to obscure the content and destinations of your Internet usage, your ISP can monitor every single web page that you visit, every email message that you send, every email message that you receive, and many others about your Internet usage.. If you have a dialup ISP ,your ISP can also infer when you are at home ,when you go on vacation, and other aspects of your schedule.. If you check your email from work ,your ISP can learn where you work.. Many ISPs routinely monitor the actions of their subscribers for the purposes of testing equipment, learning about their user population, or collecting per-user demographics.. Some ISPs will monitor the web sites that you visit and sell this information for the purpose of increasing their revenue. In some cases, the ISPs clearly state this policy and, in fact ,use the sale of the data as a way of subsidizing the cost of Internet access .Other ISPs silently engage in this practice.. Equipment is now on the market that allows ISPs to monitor the advertisements that are downloaded to your computer and ,in some case, replace the advertisements with different ones. This equipment is also capable of generating detailed user-level statistics.. Some ISPs have strict policies regarding which employees have access to user data and how that data must be protected .Other ISPs have no policies at all.. Many policies that are in use basically say “we can monitor anything that we want.”However,not all ISPs that have these policies actually monitor their users. Picking a Great PasswordPasswords are the simplest from of authentication. Passwords are a secret that you share with the you log in, you type your password to prove to the computer that you are who you claim to be. The computer ensures that the password you type matches the account that you have specified. If they match, you allowed to proceed.Using good passwords for your Internet service is a first line of defense for your privacy. If you pick a password that is easy to guess, then somebody who is targeting you will find it easier to gain access to your personal information. If you use the same password on a variety of different services ,then a person who is able to discover the password for one of your services will be able to access other services.Good Passwords: locked DoorsGood passwords are passwords that are difficult to guess. The best passwords are difficult to guess because they:-Have both uppercase and lowercase letters-Have digits and/or punctuation characters as well as letters-May include some control characters and /of spaces-Are easy to remember, so they do not have to be written down-Are at least seven of eight characters long-Can be typed quickly ,so somebody cannot determine what you type by watching over your shoulderIt is easy to pick a good password. Here are some suggestions:.Take two short words and combine them with a special character or a number, like robot4my or eye-con..Put together an acronym that is special to you, like Notfsw(None of this fancy stuff works),auPEGC(All Unix programmers eat green cheese),orTtl*Hiww(Twinkle,twinkle,little star. How I w onder what…).Cleaning Up After YourselfWhen you use the Internet, you leave traces of the web sites that you visit and the information that you see on your computer. Another person can learn a lot about the web sites that you have visited by examining your computer for these electronic footprints. This process of computer examination is called computer forensics, and it has become a hot area of research in recent years. Special-purpose programs can also examine your computer and either prepare a report, or transmit the report over the Internet to someone else.Although it can be very hard to remove all traces of a web site that you have seen or an email message that you have downloaded, you can do a good job of cleaning up your computer with only a small amount of work. There are also a growing number of programs that can automatically clean up your computer at regular intervals as we will see in the next chapter.Avoiding Spam and Junk EmailUnwanted electronic mail is the number one consumer complaint on the Internet today. A 1999 study by BrightMail,a company that develops antispam technology, found that 84 percent of Internet users had received Spam;42 percent loathed the time it takes to handle Spam;30 percent found it to be a “significant invasion of privacy;”15 percent found it offensive; and ISPs suffered account churn rates as high as percent as a direct result of Spam.Protect Your Email AddressTo send you junk mail, a spammer must have your email address. By understanding how spammers get email addresses, you can keep your mailbox relatively Spam-free: Do not put your email address on your home page, Take your name out of online directories, Do not post to public mailing lists, Do not post to Usenet, Pick an unusual username.附录Ｂ---中文翻译网络上的个人和商业安全原文见于，请对照参考。

【设计】土木工程毕业设计英语论文及翻译

【关键字】设计土木工程毕业设计英语论文及翻译篇一：土木工程毕业设计外文文献翻译外文文献翻译Reinforced ConcreteConcrete and reinforced concrete are used as building materials in every country. In many, including the United States and Canada, reinforced concrete is a dominant structural material in engineered construction. The universal nature of reinforced concrete construction stems from the wide availability of reinforcing bars and the constituents of concrete, gravel, sand, and cement, the relatively simple skills required in concrete construction, and the economy of reinforced concrete compared to other forms of construction. Concrete and reinforced concrete are used in bridges, buildings of all sorts underground structures, water tanks, television towers, offshore oil exploration and production structures, dams, and even in ships.Reinforced concrete structures may be cast-in-place concrete, constructed in their final location, or they may be precast concrete produced in a factory and erected at the construction site. Concrete structures may be severe and functional in design, or the shape and layout and be whimsical and artistic. Few other building materials off the architect and engineer such versatility and scope.Concrete is strong in compression but weak in tension. As a result, cracks develop whenever loads, or restrained shrinkage of temperature changes, give rise to tensile stresses in excess of the tensile strength of the concrete. In a plain concrete beam, the moments about the neutral axis due to applied loads are resisted by an internal tension-compression couple involving tension in the concrete. Such a beam fails very suddenly and completely when the first crack forms. In a reinforced concrete beam, steel bars are embedded in the concrete in such a way that the tension forces needed for moment equilibrium after the concrete cracks can be developed in the bars.The construction of a reinforced concrete member involves building a from of mold in the shape of the member being built. The form must be strong enough to support both the weight and hydrostatic pressure of the wet concrete, and any forces applied to it by workers, concrete buggies, wind, and so on. The reinforcement is placed in this form and held in place during the concreting operation. After the concrete has hardened, the forms are removed. As the forms are removed, props of shores are installed to support the weight of the concrete until it has reached sufficient strength to support the loads by itself.The designer must proportion a concrete member for adequate strength to resist the loads and adequate stiffness to prevent excessive deflections. In beam must be proportioned so that it can be constructed. For example, the reinforcement must be detailed so that it can be assembled in the field, and since the concrete is placed in the form after the reinforcement is in place, theconcrete must be able to flow around, between, and past the reinforcement to fill all parts of the form completely.The choice of whether a structure should be built of concrete, steel, masoy, or timber depends on the availability of materials and on a number of value decisions. The choice of structural system is made by the architect of engineer early in the design, based on the following considerations:1. Economy. Frequently, the foremost consideration is the overall const of the structure. This is, of course, a function of the costs of the materials and the labor necessary to erect them. Frequently, however, the overall cost is affected as much or more by the overall construction time since the contractor and owner must borrow or otherwise allocate money to carry out the construction and will not receive a return on this investment until the building is ready for occupancy. In a typical large apartment of commercial project, the cost of construction financing will be a significant fraction of the total cost. As a result, financial savings due to rapid construction may more than offset increased material costs. For this reason, any measures the designer can take to standardize the design and forming will generally pay off in reduced overall costs.In many cases the long-term economy of the structure may be more important than the first cost. As a result, maintenance and durability are important consideration.2. Suitability of material for architectural and structural function.A reinforced concrete system frequently allows the designer to combine the architectural and structural functions. Concrete has the advantage that it is placed in a plastic condition and is given the desired shapeand texture by means of the forms and the finishing techniques. This allows such elements ad flat plates or other types of slabs to serve as load-bearing elements while providing the finished floor and / or ceiling surfaces. Similarly, reinforced concrete walls can provide architecturally attractive surfaces in addition to having the ability to resist gravity, wind, or seismic loads. Finally, the choice of size of shape is governed by the designer and not by the availability of standard manufactured members.3. Fire resistance. The structure in a building must withstand the effects of a fire and remain standing while the building is evacuated and the fire is extinguished. A concrete building inherently has a 1- to 3-hour fire rating without special fireproofing or other details. Structural steel or timber buildings must be fireproofed to attain similar fire ratings.4. Low maintenance. Concrete members inherently require less maintenance than do structural steel or timber members. This is particularly true if dense, air-entrained concrete has been used for surfaces exposed to the atmosphere, and if care has been taken in the design to provide adequate drainage off and away from the structure. Special precautions must be taken for concrete exposed to salts such as deicing chemicals.5. Availability of materials. Sand, gravel, cement, and concrete mixing facilities are verywidely available, and reinforcing steel can be transported to most job sites more easily than can structural steel. As a result, reinforced concrete is frequently used in remote areas.On the other hand, there are a number of factors that may cause one to select a material other than reinforced concrete. These include:1. Low tensile strength. The tensile strength concrete is much lower than its compressive strength ( about 1/10 ), and hence concrete is subject to cracking. In structural uses this is overcome by using reinforcement to carry tensile forces and limit crack widths to within acceptable values. Unless care is taken in design and construction, however, these cracks may be unsightly or may allow penetration of water. When this occurs, water or chemicals such as road deicing salts may cause deterioration or staining of the concrete. Special design details are required in such cases. In the case of water-retaining structures, special details and / of prestressing are required to prevent leakage.2. Forms and shoring. The construction of a cast-in-place structure involves three steps not encountered in the construction of steel or timber structures. These are ( a ) the construction of the forms, ( b ) the removal of these forms, and (c) propping or shoring the new concrete to support its weight until its strength is adequate. Each of these steps involves labor and / or materials, which are not necessary with other forms of construction.3. Relatively low strength per unit of weight for volume. The compressive strength of concrete is roughly 5 to 10% that of steel, while its unit density is roughly 30% that of steel. As a result, a concrete structure requires a larger volume and a greater weight of material than does a comparable steel structure. As a result, long-span structures are often built from steel.4. Time-dependent volume changes. Both concrete and steel undergo-approximately the same amount of thermal expansion and contraction. Because there is less mass of steel to be heated or cooled, and because steel is a better concrete, a steel structure is generally affected by temperature changes to a greater extent than is a concrete structure. On the other hand, concrete undergoes frying shrinkage, which, if restrained, may cause deflections or cracking. Furthermore, deflections will tend to increase with time, possibly doubling, due to creep of the concrete under sustained loads.In almost every branch of civil engineering and architecture extensive use is made of reinforced concrete for structures and foundations. Engineers and architects requires basic knowledge of reinforced concrete design throughout their professional careers. Much of this text is directly concerned with the behavior and proportioning of components that make up typical reinforced concrete structures-beams, columns, and slabs. Once the behavior of these individual elements is understood, the designer will have the background to analyze and design a wide range of complex structures, such as foundations, buildings, and bridges, composed of these elements.Since reinforced concrete is a no homogeneous material that creeps, shrinks, and cracks, its stresses cannot be accurately predicted by the traditional equations derived in a course instrength of materials forhomogeneous elastic materials. Much of reinforced concrete design in therefore empirical, i.e., design equations and design methods are based on experimental and time-proved results instead of being derived exclusively from theoretical formulations.A thorough understanding of the behavior of reinforced concrete will allow the designer to convert an otherwise brittle material into tough ductile structural elements and thereby take advantage of concrete’s desirable characteristics, its high compressive strength, its fire resistance, and its durability.Concrete, a stone like material, is made by mixing cement, water, fine aggregate ( often sand ), coarse aggregate, and frequently other additives ( that modify properties ) into a workable mixture. In its unhardened or plastic state, concrete can be placed in forms to produce a large variety of structural elements. Although the hardened concrete by itself, i.e., without any reinforcement, is strong in compression, it lacks tensile strength and therefore cracks easily. Because ueinforced concrete is brittle, it cannot undergo large deformations under load and fails suddenly-without warning. The addition fo steel reinforcement to the concrete reduces the negative effects of its two principal inherent weaknesses, its susceptibility to cracking and its brittleness. When the reinforcement is strongly bonded to the concrete, a strong, stiff, and ductile construction material is produced. This material, called reinforced concrete, is used extensively to construct foundations, structural frames, storage takes, shell roofs, highways, walls, dams, canals, and innumerable other structures and building products. Two other characteristics of concrete that are present even when concrete is reinforced are shrinkage and creep, but the negative effects of these properties can be mitigated by careful design.A code is a set technical specifications and standards that control important details of design and construction. The purpose of codes it produce structures so that the public will be protected from poor of inadequate and construction.Two types f coeds exist. One type, called a structural code, is originated and controlled by specialists who are concerned with the proper use of a specific material or who are involved with the safe design of a particular class of structures.篇二：土木工程毕业设计中英文翻译附录：中英文翻译英文部分：LOADSLoads that act on structures are usually classified as dead loads or live loads.Dead loads are fixed in location and constant in magnitude throughout the life of the ually the self-weight of a structure is the most important part of the structure and the unit weight of the material.Concrete density varies from about 90 to 120 pcf (14 to 19 KN/m2)for lightweight concrete,and is about 145 pcf (23 KN/mKN/m2)for normal concrete.In calculating the dead load of structural concrete,usually a 5pcf (1 )increment is included with the weight of the concrete to account for the presence of the 2 reinforcement.Live loads are loads such as occupancy,snow,wind,or traffic loads,or seismic forces.They may be either fully or partially in place,or not present at all.They may also change in location.Althought it is the responsibility of the engineer to calculate dead loads,live loads are usually specified by local,regional,or national codes and specifications.Typical sources are the publications of the American National Standards Institute,the American Association of State Highway and Transportation Officials and,for wind loads,the recommendations of the ASCE Task Committee on Wind Forces.Specified live the loads usually include some allowance for overload,and may include measures such as posting of maximum loads will not be exceeded.It is oftern important to distinguish between the specified load,and what is termed the characteristic load,that is,the load that actually is in effect under normal conditions of service,which may be significantly less.In estimating the long-term deflection of a structure,for example,it is the characteristic load that is important,not the specified load.The sum of the calculated dead load and the specified live load is called the service load,because this is the maximum load which may reasonably be expected to act during the service resisting is a multiple of the service load.StrengthThe strength of a structure depends on the strength of the materials from which it is made.Minimum material strengths are specified in certain standardized ways.The properties of concrete and its components,the methods of mixing,placing,and curing to obtain the required quality,and the methods for testing,are specified by the American Concrete Insititue(ACI).Included by refrence in the same documentare standards of the American Society for Testing Materials(ASTM)pertaining to reinforcing and prestressing steels and concrete.Strength also depends on the care with which the structure is built.Member sizes may differ from specified dimensions,reinforcement may be out of position,or poor placement of concrete may result in voids.An important part of the job of the ergineer is to provide proper supervision of construction.Slighting of this responsibility has had disastrous consequences in more than one instance.Structural SafetySafety requires that the strength of a structure be adequate for all loads that may conceivably act on it.If strength could be predicted accurately and if loads were known with equal certainty,then safely could be assured by providing strength just barely in excess of the requirements of the loads.But there are many sources of uncertainty in the estimation of loads as well as in analysis,design,and construction.These uncertainties require a safety margin.In recent years engineers have come to realize that the matter of structural safety isprobabilistic in nature,and the safety provisions of many current specifications reflect this view.Separate consideration is given to loads and strength.Load factors,larger than unity,are applied to the calculated dead loads and estimated or specified service live loads,to obtain factorde loads that the member must just be capable of sustaining at incipient failure.Load factors pertaining to different types of loads vary,depending on the degree of uncertainty associated with loads of various types,and with the likelihood of simultaneous occurrence of different loads.Early in the development of prestressed concrete,the goal of prestressing was the complete elimination of concrete ternsile stress at service loads.The concept was that of an entirely new,homogeneous material that woukd remain uncracked and respond elastically up to the maximum anticipated loading.This kind of design,where the limiting tensile stressing,while an alternative approach,in which a certain amount of tensile amount of tensile stress is permitted in the concrete at full service load,is called partial prestressing.There are cases in which it is necessary to avoid all risk of cracking and in which full prestressing is required.Such cases include tanks or reservious where leaks must be avoided,submerged structures or those subject to a highly corrosive envionment where maximum protection of reinforcement must be insured,and structures subject to high frequency repetition of load where faatigue of the reinforcement may be a consideration.However,there are many cses where substantially improved performance,reduced cost,or both may be obtained through the use of a lesser amount of prestress.Full predtressed beams may exhibit an undesirable amount of upward camber because of the eccentric prestressing force,a displacement that is only partially counteracted by the gravity loads producing downward deflection.This tendency is aggrabated by creep in the concrete,which magnigies the upward displacement due to the prestress force,but has little influence on the should heavily prestressed members be overloaded and fail,they may do so in a brittle way,rather than gradually as do beams with a smaller amount of prestress.This is important from the point of view of safety,because suddenfailure without warning is dangeroud,and gives no opportunity for corrective measures to be taken.Furthermore,experience indicates that in many cases improved economy results from the use of a combination of unstressed bar steel and high strength prestressed steel tendons.While tensile stress and possible cracking may be allowed at full service load,it is also recognized that such full service load may be infrequently applied.The typical,or characteristic,load acting is likely to be the dead load plus a small fraction of the specified live load.Thus a partially predtressed beam may not be subject to tensile stress under the usual conditions of loading.Cracks may from occasionally,when the maximum load is applied,but these will close completely when that load is removed.They may be no more objectionable in prestressed structures than in ordinary reinforced.They may be no more objectionable in prestressed structures than in ordinary reinforced concrete,in which flexural cracks alwaysform.They may be considered a small price for the improvements in performance and economy that are obtained.It has been observed that reinforced concrete is but a special case of prestressed concrete in which the prestressing force is zero.The behavior of reinforced and prestressed concrete beams,as the failure load is approached,is essentially the same.The Joint European Committee on Concrete establishes threee classes of prestressed beams.Class 1:Fully prestressed,in which no tensile stress is allowed in the concrete at service load.Class 2:Partially prestressed, in which occasional temporary cracking is permitted under infrequent high loads.Class 3:Partially prestressed,in which there may be permanent cracks provided that their width is suitably limited.The choise of a suitable amount of prestress is governed by a variety of factors.These include thenature of the loading (for exmaple,highway or railroad bridged,storage,ect.),the ratio of live to dead load,the frequency of occurrence of loading may be reversed,such as in transmission poles,a high uniform prestress would result ultimate strength and in brittle failure.In such a case,partial prestressing provides the only satifactory solution.The advantages of partial prestressing are important.A smaller prestress force will be required,permitting reduction in the number of tendons and anchorages.The necessary flexural strength may be provided in such cases either by a combination of prestressed tendons and non-prestressed reinforcing bars,or by an adequate number of high-tensile tendons prestredded to level lower than the prestressing force is less,the size of the bottom flange,which is requied mainly to resist the compression when a beam is in the unloaded stage,can be reduced or eliminated altogether.This leads in turn to significant simplification and cost reduction in the construction of forms,as well as resulting in structures that are mor pleasing esthetically.Furthermore,by relaxing the requirement for low service load tension in the concrete,a significant improvement can be made in the deflection characteristics of a beam.Troublesome upward camber of the member in the unloaded stage fan be avoeded,and the prestress force selected primarily to produce the desired deflection for a particular loading condition.The behavior of partially prestressed beamsm,should they be overloaded to failure,is apt to be superior to that of fully prestressed beams,because the improved ductility provides ample warning of distress.英译汉：荷载作用在结构上的荷载通常分为恒载或活载。

毕业设计论文外文文献翻译智能交通信号灯控制中英文对照

英语原文Intelligent Traffic Light Controlby Marco Wiering The topic I picked for our community project was traffic lights. In a community, people need stop signs and traffic lights to slow down drivers from going too fast. If there were no traffic lights or stop signs, people’s lives would be in danger from drivers going too fast.The urban traffic trends towards the saturation, the rate of increase of the road of big city far lags behind rate of increase of the car.The urban passenger traffic has already become the main part of city traffic day by day and it has used about 80% of the area of road of center district. With the increase of population and industry activity, people's traffic is more and more frequent, which is unavoidable. What means of transportation people adopt produces pressure completely different to city traffic. According to calculating, if it is 1 to adopt the area of road that the public transport needs, bike needs 5-7, car needs 15-25, even to walk is 3 times more than to take public transits. So only by building road can't solve the city traffic problem finally yet. Every large city of the world increases the traffic policy to the first place of the question.For example，according to calculating, when the automobile owning amount of Shanghai reaches 800,000 (outside cars count separately ), if it distributes still as now for example: center district accounts for great proportion, even when several loop-lines and arterial highways have been built up , the traffic cannot be improved more than before and the situation might be even worse. So the traffic policy Shanghai must adopt , or called traffic strategy is that have priority to develop public passenger traffic of city, narrow the scope of using of the bicycle progressively , control the scale of growth of the car traffic in the center district, limit the development of the motorcycle strictly.There are more municipals project under construction in big city. the influence on the traffic is greater.Municipal infrastructure construction is originally a good thing of alleviating the traffic, but in the course of constructing, it unavoidably influence the local traffic. Some road sections are blocked, some change into an one-way lane, thus the vehicle can only take a devious route . The construction makes the road very narrow, forming the bottleneck, which seriously influence the car flow.When having stop signs and traffic lights, people have a tendency to drive slower andlook out for people walking in the middle of streets. To put a traffic light or a stop sign in a community, it takes a lot of work and planning from the community and the city to put one in. It is not cheap to do it either. The community first needs to take a petition around to everyone in the community and have them sign so they can take it to the board when the next city council meeting is. A couple residents will present it to the board, and they will decide weather or not to put it in or not. If not put in a lot of residents might be mad and bad things could happened to that part of the city.When the planning of putting traffic lights and stop signs, you should look at the subdivision plan and figure out where all the buildings and schools are for the protection of students walking and riding home from school. In our plan that we have made, we will need traffic lights next to the school, so people will look out for the students going home. We will need a stop sign next to the park incase kids run out in the street. This will help the protection of the kids having fun. Will need a traffic light separating the mall and the store. This will be the busiest part of the town with people going to the mall and the store. And finally there will need to be a stop sign at the end of the streets so people don’t drive too fast and get in a big accident. If this is down everyone will be safe driving, walking, or riding their bikes.In putting in a traffic light, it takes a lot of planning and money to complete it. A traffic light cost around $40,000 to $125,000 and sometimes more depending on the location. If a business goes in and a traffic light needs to go in, the business or businesses will have to pay some money to pay for it to make sure everyone is safe going from and to that business. Also if there is too many accidents in one particular place in a city, a traffic light will go in to safe people from getting a severe accident and ending their life and maybe someone else’s.The reason I picked this part of our community development report was that traffic is a very important part of a city. If not for traffic lights and stop signs, people’s lives would be in danger every time they walked out their doors. People will be driving extremely fast and people will be hit just trying to have fun with their friends. So having traffic lights and stop signs this will prevent all this from happening.Traffic in a city is very much affected by traffic light controllers. When waiting for a traffic light, the driver looses time and the car uses fuel. Hence, reducing waiting times before traffic lights can save our European society billions of Euros annually. To make traffic light controllers more intelligent, we exploit the emergence of novel technologies such as communication networks and sensor networks, as well as the use of more sophisticated algorithms for setting traffic lights. Intelligent traffic light control does not only mean thattraffic lights are set in order to minimize waiting times of road users, but also that road users receive information about how to drive through a city in order to minimize their waiting times. This means that we are coping with a complex multi-agent system, where communication and coordination play essential roles. Our research has led to a novel system in which traffic light controllers and the behaviour of car drivers are optimized using machine-learning methods.Our idea of setting a traffic light is as follows. Suppose there are a number of cars with their destination address standing before a crossing. All cars communicate to the traffic light their specific place in the queue and their destination address. Now the traffic light has to decide which option (ie, which lanes are to be put on green) is optimal to minimize the long-term average waiting time until all cars have arrived at their destination address. The learning traffic light controllers solve this problem by estimating how long it would take for a car to arrive at its destination address (for which the car may need to pass many different traffic lights) when currently the light would be put on green, and how long it would take if the light would be put on red. The difference between the waiting time for red and the waiting time for green is the gain for the car. Now the traffic light controllers set the lights in such a way to maximize the average gain of all cars standing before the crossing. To estimate the waiting times, we use 'reinforcement learning' which keeps track of the waiting times of individual cars and uses a smart way to compute the long term average waiting times using dynamic programming algorithms. One nice feature is that the system is very fair; it never lets one car wait for a very long time, since then its gain of setting its own light to green becomes very large, and the optimal decision of the traffic light will set his light to green. Furthermore, since we estimate waiting times before traffic lights until the destination of the road user has been reached, the road user can use this information to choose to which next traffic light to go, thereby improving its driving behaviour through a city. Note that we solve the traffic light control problem by using a distributed multi-agent system, where cooperation and coordination are done by communication, learning, and voting mechanisms. To allow for green waves during extremely busy situations, we combine our algorithm with a special bucket algorithm which propagates gains from one traffic light to the next one, inducing stronger voting on the next traffic controller option.We have implemented the 'Green Light District', a traffic simulator in Java in which infrastructures can be edited easily by using the mouse, and different levels of road usage can be simulated. A large number of fixed and learning traffic light controllers have already been tested in the simulator and the resulting average waiting times of cars have been plotted and compared. The results indicate that the learning controllers can reduce average waiting timeswith at least 10% in semi-busy traffic situations, and even much more when high congestion of the traffic occurs.We are currently studying the behaviour of the learning traffic light controllers on many different infrastructures in our simulator. We are also planning to cooperate with other institutes and companies in the Netherlands to apply our system to real world traffic situations. For this, modern technologies such as communicating networks can be brought to use on a very large scale, making the necessary communication between road users and traffic lights possible.中文翻译：智能交通信号灯控制马克·威宁我所选择的社区项目主题是交通灯。

毕业设计英文翻译中英文对照版

Feasibility assessment of a leading-edge-flutter wind power generator前缘颤振风力发电机的可行性评估Luca Caracoglia卢卡卡拉克格里亚Department of Civil and Environmental Engineering, Northeastern University, 400 Snell Engineering Center, 360 Huntington A venue, Boston, MA 02115, USA美国东北大学土木与环境工程斯内尔工程中心400，亨廷顿大道360，波士顿02115This study addresses the preliminary technical feasibility assessment of a mechanical apparatus for conversion of wind energy. 这项研究涉及的是风能转换的机械设备的初步技术可行性评估。

The proposed device, designated as ‘‘leading-edge-fl utter wind power generator’’, employs aeroelastic dynamic instability of a blade airfoil, torsionally rotating about its leading edge. 这种被推荐的定义为“前缘颤振风力发电机”的设备，采用的气动弹性动态不稳定叶片翼型，通过尖端旋转产生扭矩。

Although the exploitation of aeroelastic phenomena has been proposed by the research community for energy harvesting, this apparatus is compact, simple and marginally susceptible to turbulence and wake effects.虽然气动弹性现象的开发已经有研究界提出可以通过能量采集。

毕业设计中英文翻译

Key to the development of four-rotors micro air vehicletechnologyTo date, micro d experimental study on the basic theory of rotary wing aircraft and have made more progress, but to really mature and practical, also faces a number of key technical challenges.1. Optimal designOverall design of rotary-wing aircraft when small, need to be guided by the following principles: light weight, small size, high speed, low power consumption and costs. But these principles there are constraints and conflicting with each other, such as: vehicle weights are the same, is inversely proportional to its size and speed, low energy consumption. Therefore, when the overall design of miniature four-rotor aircraft, first select the appropriate body material based on performance and price, as much as possible to reduce the weight of aircraft; second, the need to take into account factors such as weight, size, speed and energy consumption, ensuring the realization of design optimization.2. The power and energyPower unit includes: rotor, micro DC motor, gear reducer, photoelectric encoder and motor drive module, the energy provided by onboard batteries. Four-rotors micro air vehicle's weight is a major factor affecting their size and weight of the power and energy devices accounted for a large share of the weight of the entire body. For the OS4 II, the proportion is as high as 75%. Therefore, development of lighter, more efficient power and energy devices is further miniaturized four key to rotary wing aircraft.The other hand, the lifting occurs with a power unit, most airborne energy consumption. For example, OS4 II power 91% power consumption. To increase the efficiency of aircraft, the key is to improve the efficiency of the power plant. In addition to maximize transmission efficiency, you must alsoselect the motor and reduction ratios, taking into account the maximum efficiency and maximum power output under the premise of two indicators, electric operating point within the recommended run area.3. The establishment of mathematical modelIn order to achieve effective control of four-rotors micro air vehicles, must be established accurately under various flight model. But during the flight, it not only accompanied by a variety of physical effects (aerodynamic, gravity, gyroscopic effect and rotor moment of inertia, also is vulnerable to disturbances in the external environment, such as air. Therefore, it is difficult to establish an effective, reliable dynamic model. In addition, the use of rotary wing, small size, light weight, easy to shape, it is difficult to obtain accurate aerodynamic performance parameters, and also directly affects the accuracy of the model.Establishment of mathematical model of four-rotor MAV, must also be studied and resolved problems rotor under low Reynolds number aerodynamics. Aerodynamics of micro air vehicle with conventional aircraft is very different, many aerodynamic theory and analysis tools are not currently applied, requires the development of new theories and research techniques.4. Flight controlFour-rotors micro air vehicle is a six degrees of freedom (location and attitude) and 4 control input (rotor speed) of underactuated system (Underactuated System), have more than one variable, linear, strongly coupled and interfere with sensitive features, makes it very difficult to design of flight control system. In addition, the controller model accuracy and precision of the sensor performance will also be affected.Attitude control is the key to the entire flight control, because four-rotors micro air vehicle's attitude and position a direct coupling (roll pitch p directly causes the body to move around before and after p), if you can precisely control the spacecraft attitude, then the control law is sufficient to achieve itsposition and velocity PID control. International study to focus on with attitude control design and validation, results show that although the simulation for nonlinear control law to obtain good results, but has a strong dependence on model accuracy, its actual effect rather than PID control. Therefore, developed to control the spacecraft attitude, also has strong anti-jamming and environment-Adaptive attitude control of a tiny four-rotary wing aircraft flight control system of priorities.5. Positioning, navigation and communicationMiniature four-rotor aircraft is primarily intended for near-surface environments, such as urban areas, forests, and interior of the tunnel. However, there are also aspects of positioning, navigation and communication. One hand, in near-surface environments, GPS does not work often requires integrated inertial navigation, optics, acoustics, radar and terrain-matching technology, development of a reliable and accurate positioning and navigation technology, on the other, near-surface environment, terrain, sources of interference and current communication technology reliability, security and robustness of application still cannot meet the actual demand. Therefore, development of small volume, light weight, low power consumption, reliability and anti-jamming communication chain in four-rotors micro air vehicle technology (in particular the multi-aircraft coordination control technology) development, are crucial.微小型四旋翼飞行器发展的关键技术迄今为止，微小型四旋翼飞行器基础理论与实验研究已取得较大进展，但要真正走向成熟与实用，还面临着诸多关键技术的挑战。

毕业设计机电工程系中英文翻译对照

English translationThe E- Behind EverythingElectricity and magnetism run nearly everything we plug in or turn on. Although it’s something we take for granted, it has taken hundreds of years of experimentation and research to reach the point where we flick a switch and the lights go on.People knew about electricity for a long time. Ancient Greeks noticed that if they rubbed a piece of amber, feathers would stick to it. You’ve experienced a similar thing if you’ve ever had your hair stick up straight after you combed it, or had your socks stick together when you removed them from the drier. This is called static electricity, but back then nobody knew how to explain it or what to do with it.Experiments using friction to generate static electricity led to machines that could produce large amounts of static electricity on demand. In 1660 German Otto von made the first electrostatic generator with a ball of sulfur and some cloth. The ball symbolized the earth, and he believed that this little replica of the e arth would shed part of its electric “soul” when rubbed. It worked, and now scientists could study electric shocks and sparks whenever they wanted.As scientists continued to study electricity, they began thinking of it as an invisible fluid and tried to capture and store it. One of the first to do this was Pieter van, Holland. In 1746 he wrapped a water-filled jar with metal foil and discovered that this simple device could store the energy produced by an electrostatic generator. This device became known as the jar. were very important in other people’s experiments, such as Benjamin Franklin’s famous kite experiment. Many people suspected that lightning and static electricity were the same thing, since both crackled and produced bright sparks. In 1752 Franklin attached a key to a kite and flew it in a storm-threatened sky. (NOTE that Franklin did not fly a kite in an actual storm. NEVER do that!) When a thundercloud moved by, the key sparked. This spark charged the jars and proved that lightning was really electricity. Like many experimenters and scientists Franklin used one discovery to make another. Franklin was not the only scientist inspired to conduct experiments with electricity. In the 1780s, the Italian scientist Luigi m ade a dead frog’s leg move by means of an electric current. called this “animal electricity.” He thought that the wet animal tissue generated electricity when it came in contact with metal probes. He even suggested that the soul was actually Italian Alessandro Volta was skeptical of con clusions. In 1799 he discovered that it wasn’t animal tissue alone producing the electric current at all. Volta believed that the current was actually caused by the interaction of water and chemicals in the animal tissue with the metal probes. Volta stacked metal disks separated by layers of cardboard soaked in salt water. This so-called voltaic pile produced an electric current without needing to be charged like a jar. This invention is still around today, but we call it the battery.Volta’s pile was a lot different from the batteries you put in your Discman. It was big, ugly, and messy, but it worked, making Volta the first person to generate electricity with a chemical reaction. His work was so important that the term volt—the unit of electrical tension or pr—is named in his honor. As for Galvani, although he was proven wrong, his work stimulated research on electricity and the body. That research eventually proved that nerves do carry electrical impulses, an important medical discovery. Like electricity, magnetism was baffling to the earliest researchers. Today manufactured magnets are common, but in earlier timesthe only available magnets were rare and mysterious rocks with an unexplainable attraction for bits of iron. Explanations of the way they work sound strange today. For example, in the 1600, English doctor William Gilbert published a book on magnetism. He thought that these strange substances, called “lodestones,” had a soul that accounted for the attraction of a lodestone to iron and steel. The only real use for lodestones was to make compasses, and many thought the compass needle’s movement was in response to its attraction to the earth’s “soul.” By 1800, after many years of study, scientists began wondering if these two mysterious forces—electricity and magnetism—were related. In 1820 Danish physicist Hans Oersted showed that whenever an electric current flows through a wire, it produces a magnetic field around the wire. French mathematician André-Marie used algebra to come up with a mathematical formula to describe this relationship between electricity and magnetism. He was one of the first to develop measuring techniques for electricity. The unit for current, the ampere, abbreviated as amp or as A, is named in his honor. Groundbreaking experiments in electromagnetism were conducted by British scientist Michael Faraday. He showed that when you move a loop of a wire in a magnetic field, a little bit of current flows through the loop for just a moment. This is called induction. Faraday constructed a different version of it called the induction ring. In later years, engineers would use the principle of the induction ring to build electrical transformers, which are used today in thousands of electrical and electronic devices. Faraday also invented a machine that kept a loop of wire rotating near a magnet continuously. By touching two wires to the rotating loop, he could detect the small flow electric current. This machine used induction to produce a flow of current as long as it was in motion, and so it was an electromagnetic generator. However, the amount of electricity it produced was very tiny. There was still another use for induction. Faraday also created a tiny electric motor—too small to do the work of a steam engine but still quite promising. For thousands of years electricity and magnetism were subjects of interest only to experimenters and scientists. Nobody thought of a practical way of using electricity before the 1800s and it was of little interest to most people. But by Faraday’s time invento rs and engineers were gearing up to transform scientific concepts into practical machines.Telegraphs and TelephonesOne of the most important ways that electricity and magnetism have been put to use is making communication faster and easier. In this day o f instant messaging, cell phones, and pagers, it’s hard to imagine a time when messages had to be written and might spend weeks or even months reaching their destination. They had to be carried great distances by ships, wagon, or even by horseback—you coul dn’t just call somebody up to say hello. That all changed when inventors began using electricity and magnetism to find better ways for people to talk to each other. The telegraph was first conceived of in the 1700s, but few people pursued it. By the 1830s, however, advancements in the field of electromagnetism, such as those made by Alessandro Volta and Joseph Henry, created new interest in electromagnetic communication. In 1837, English scientist Charles Wheatstone opened the first com telegraph line between London and Camden Town, a distance of 1.5 miles. Building on, Samuel Morse, an American artist and inventor, designed a line to connect Washington, DC and Baltimore, Maryland in 1844. Morse’s telegraph was a simple device that used a battery, a switch, and a small electromagnet, but it allowed people miles apart to communicate instantly. Although Morse is often credited with inventing the telegraph, his greatest contribution was actually Morse, a special language designed for the telegraph. Morse'scommercialization of the telegraph spread the technology quickly. In 1861 California was connected to the rest of the United States with the first transcontinental telegraph line. Five years later, engineers found a way of spanning the Atlantic Ocean with telegraph lines, thus connecting the United States and Europe. This was an enormous and challenging job. To do it engineers had to use a huge ship called The Great Eastern to lay the cable across the ocean. It was the only ship with enough room to store all that cable. The world was connected by wire before the nation was connected by rail—the transcontinental railroad wasn’t completed until 1869! The telegraph was the key to fast, efficient railroad service. The railroads and the telegraph expanded side-by-side, crisscrossing every continent, except Anta, in the late 1800s. In the late 19th and early 20th centuries, telegraphy became a very lucrative business for companies such as Western Union. It also provided women with new career options. As convenient as the telegraph was, people dreamt of hearing the voices of loved ones who lived far away. Pretty soon, another instrument to communicate across distances was invented. Alexander Graham Bell, a teacher and inventor, worked with the deaf and became fascinated with studying sound. In 1875, Bell discovered a way to convert sound waves to an undulating current that could be carried along wires. This helped him invent the telephone. The first phone conversation was an inadvertent one between Bell and Watson, his ass istant in the next room. After spilling some acid, Bell said “Mr. Watson, come here.I want you.” He patented his device the same year. Early phone service wasn’t as portable and convenient as today’s. At first, telephones we connected in pairs. You could call only one person, and they could only call you. The telephone exchange changed all that. The first exchange was in New Haven, Connecticut in 1878. It allowed people who subscribed to it to call one another. Operators had to connect the calls, but in 1891 an automatic exchange was invented. Some problems had to be solved, though, before long-distance telephoning could work. The main one was that the signal weakened with distance, disappearing if the telephone lines were too long. A solution was found in 1912 with a way to amplify electrical signals, and transcontinental phone calls were possible. A test took place in 1914, and the next year, Bell, who was in New York, called Watson, who was in San Francisco. He said the same thing he had said during the first phone conversation. Watson’s answer? “It will take me five days to get there now!”Plc development1.1 MotivationProgrammable Logic Controllers (PLC), a computing device invented by Richard E. Morley in 1968, have been widely used in industry including manufacturing systems, transportation systems, chemical process facilities, and many others. At that time, the PLC replaced the hardwired logic with soft-wired logic or so-called relay ladder logic (RLL), a programming language visually resembling the hardwired logic, and reduced thereby the configuration time from 6 months down to 6 days [Moody and Morley, 1999].Although PC based control has started to come into place, PLC based control will remain the technique to which the majority of industrial applications will adhere due to its higher performance, lower price, and superior reliability in harsh environments. Moreover, according to a study on the PLC market of Frost and Sullivan [1995], an increase of the annual sales volume to 15 million PLCs per year with the hardware value of more than 8 billion US dollars has been predicted, though the prices of computing hardware is steadily dropping. The inventor of the PLC, Richard E Morley, fairly considers the PLC market as a 5-billion industry at the present time.Though PLCs are widely used in industrial practice, the programming of PLC based control systems is still very much relying on trial-and-error. Alike software engineering, PLC software design is facing the software dilemma or crisis in a similar way. Morley himself emphasized this aspect most forcefully by indicating [Moody and Morley, 1999, p. 110]:`If houses were built like software projects, a single woodpecker could destroy civilization.” Particularly, practical problems in PLC programming are to eliminate software bugs and to reduce the maintenance costs of old ladder logic programs. Though the hardware costs of PLCs are dropping continuously, reducing the scan time of the ladder logic is still an issue in industry so that low-cost PLCs can be used.In general, the productivity in generating PLC is far behind compared to other domains, for instance, VLSI design, where efficient computer aided design tools are in practice. Existent software engineering methodologies are not necessarily applicable to the PLC based software design because PLC-programming requires a simultaneous consideration of hardware and software. The software design becomes, thereby, more and more the major cost driver. In many industrial design projects, more than SO0/a of the manpower allocated for the control system design and installation is scheduled for testing and debugging PLC programs [Rockwell, 1999].In addition, current PLC based control systems are not properly designed to support the growing demand for flexibility and reconfigurability of manufacturing systems. A further problem, impelling the need for a systematic design methodology, is the increasing software complexity in large-scale projects.1.2 Objective and Significance of the ThesisThe objective of this thesis is to develop a systematic software design methodology for PLC operated automation systems. The design methodology involves high-level description based on state transition models that treat automation control systems as discrete event systems, a stepwise design process, and set of design rules providing guidance and measurements to achieve a successful design. The tangible outcome of this research is to find a way to reduce the uncertainty in managing the control software development process, that is, reducing programming and debugging time and their variation, increasing flexibility of the automation systems, and enabling software reusability through modularity. The goal is to overcome shortcomings of current programming strategies that are based on the experience of the individual software developer.A systematic approach to designing PLC software can overcome deficiencies in the traditional way of programming manufacturing control systems, and can have wide ramifications in several industrial applications. Automation control systems are modeled by formal languages or, equivalently, by state machines. Formal representations provide a high-level description of the behavior of the system to be controlled. State machines can be analytically evaluated as to whether or not they meet the desired goals. Secondly, a state machine description provides a structured representation to convey the logical requirements and constraints such as detailed safety rules. Thirdly, well-defined control systems design outcomes are conducive to automatic code generation- An ability to produce control software executable on commercial distinct logic controllers can reduce programming lead-time and labor cost. In particular, the thesis is relevant with respect to the following aspects.Customer-Driven ManufacturingIn modern manufacturing, systems are characterized by product and process innovation, become customer-driven and thus have to respond quickly to changing system requirements. A majorchallenge is therefore to provide enabling technologies that can economically reconfigure automation control systems in response to changing needs and new opportunities. Design and operational knowledge can be reused in real-time, therefore, giving a significant competitive edge in industrial practice.Higher Degree of Design Automation and Software QualityStudies have shown that programming methodologies in automation systems have not been able to match rapid increase in use of computing resources. For instance, the programming of PLCs still relies on a conventional programming style with ladder logic diagrams. As a result, the delays and resources in programming are a major stumbling stone for the progress of manufacturing industry. Testing and debugging may consume over 50% of the manpower allocated for the PLC program design. Standards [IEC 60848, 1999; IEC-61131-3, 1993; IEC 61499, 1998; ISO 15745-1, 1999] have been formed to fix and disseminate state-of-the-art design methods, but they normally cannot participate in advancing the knowledge of efficient program and system design.A systematic approach will increase the level of design automation through reusing existing software components, and will provide methods to make large-scale system design manageable. Likewise, it will improve software quality and reliability and will be relevant to systems high security standards, especially those having hazardous impact on the environment such as airport control, and public railroads.System ComplexityThe software industry is regarded as a performance destructor and complexity generator. Steadily shrinking hardware prices spoils the need for software performance in terms of code optimization and efficiency. The result is that massive and less efficient software code on one hand outpaces the gains in hardware performance on the other hand. Secondly, software proliferates into complexity of unmanageable dimensions; software redesign and maintenance-essential in modern automation systems-becomes nearly impossible. Particularly, PLC programs have evolved from a couple lines of code 25 years ago to thousands of lines of code with a similar number of 1/O points. Increased safety, for instance new policies on fire protection, and the flexibility of modern automation systems add complexity to the program design process. Consequently, the life-cycle cost of software is a permanently growing fraction of the total cost. 80-90% of these costs are going into software maintenance, debugging, adaptation and expansion to meet changing needs [Simmons et al., 1998].Design Theory DevelopmentToday, the primary focus of most design research is based on mechanical or electrical products. One of the by-products of this proposed research is to enhance our fundamental understanding of design theory and methodology by extending it to the field of engineering systems design. A system design theory for large-scale and complex system is not yet fully developed. Particularly, the question of how to simplify a complicated or complex design task has not been tackled in a scientific way. Furthermore, building a bridge between design theory and the latest epistemological outcomes of formal representations in computer sciences and operations research, such as discrete event system modeling, can advance future development in engineering design. Application in Logical Hardware DesignFrom a logical perspective, PLC software design is similar to the hardware design of integrated circuits. Modern VLSI designs are extremely complex with several million parts and a product development time of 3 years [Whitney, 1996]. The design process is normally separated into acomponent design and a system design stage. At component design stage, single functions are designed and verified. At system design stage, components are aggregated and the whole system behavior and functionality is tested through simulation. In general, a complete verification is impossible. Hence, a systematic approach as exemplified for the PLC program design may impact the logical hardware design.1.3 Structure of the ThesisFigure 1.1 illustrates the outline of the following thesis. Chapter 2 clarifies the major challenges and research issues, and discourses the relevant background and terminology. It will be argued that a systematic design of PLC software can contribute to higher flexibility and reconfigurability of manufacturing systems. The important issue of how to deal with complexity in engineering design with respect to designing and operating a system will be debated. The research approach applied in this thesis is introduced starting from a discussion of design theory and methodology and what can be learnt from that field.Chapter 3 covers the state-of-the-art of control technology and the current practice in designing and programming PLC software. The influences of electrical and software engineering are revealed as well as the potentially applicable methods from computer science are discussed. Pros and cons are evaluated and will lead to the conclusion that a new methodology is required that suffices the increasing complexity of PLC software design.Chapter 4 represents the main body of the thesis and captures the essential features of the design methodology. Though design theory is regarded as being in a pre- scientific stage it has advanced in mechanical, software and system engineering with respect to a number of proposed design models and their evaluation throughout real-world examples. Based on a literature review in Chapter 2 and 3 potential applicable design concepts and approaches are selected and applied to context of PLC software design. Axiomatic design is chosen as underlying design concept since it provides guidance for the designer without restriction to a particular design context. To advance the design concept to PLC software design, a formal notation based on statechart formalism is introduced. Furthermore, a design process is developed that arranges the activities needed in a sequential order and shows the related design outcomes.In Chapter 5, a number of case studies are given to demonstrate the applicability of the developed design methodology. The examples are derived from a complex reference system, a flexible assembly system. The achieved insights are evaluated in a concluding paragraph.Chapter 6 presents the developed computerized design tool for PLC software design on a conceptual level. The software is written in Visual Basic by using ActiveX controls to provide modularity and reuse in a web-based collaborative programming environment. Main components of the PLC software are modeling editors for the structural (modular) and the behavioral design, a layout specification interface and a simulation engine that can validate the developed model. Chapter 7 is concluding this thesis. It addresses the achievements with respect to the research objectives and questions. A critical evaluation is given alongside with an outlook for future research issues.电力的故事当我们插上电源,打开旋钮,电和磁差不多在每样东西上都运行着,今天我们知道这是什么,这一些花了人们上百年时间的实验和研究来达到这一点—当我们按下按钮时,光亮已经开始，人们对电的了解已经有很长一段时间了.古希腊人注意到,摩擦一块琥珀,羽毛将能被吸住.你已经经历过相类似的事情,当你梳头时,头发将垂直竖起,当你从干燥机中拿袜子时,袜子也会粘在一起.这被称作静电.但是在以前人们不知道如何解释此类现象或如何应用这种现象，使用摩擦产生的静电来带动机器的实验可以产生大量所需要的静电.在1660年,德国人Otto von Guericke用一个硫磺球和一些布制造了第一台静电发电机.硫磺球象征大地,他深信这种小型地球复制品被摩擦时将流出电的灵魂,他成功了,现在的科学家可以在任何想要的时候来研究电击和电火花.随着科学家们持续对电的研究,他们开始认为它以一种看不见的方式流动,并试图去捕获并储存.第一次去做这项研究的是荷兰Leyden的Pieter van Musschenbroek.1746,他用一个金属箔片包一个装满水的罐子,发现这种简单的设备能储存由静电发电机产生的能量.这个设备后来著名的莱顿瓶.莱顿瓶在其他人的实验中有非常重要的作用.如Benjamin Franklin著名的风筝实验.许多人认为闪电和静电是同一种东西,由于双方碰撞产生明亮的电火花.1752年, Franklin将一把钥匙绑在风筝上,在一个暴风即将来临的天气里放飞(请记住Franklin不是在一个真正的暴风寸中放飞的,永远不要这样做),当一块雷雨云经过时,钥匙被闪电击中,闪电充满莱顿瓶,由此证明闪电实际也是一种电力.同其他实验人和科学家一样, Franklin用一个发现来做另外一个. Franklin并不是唯一的在电力实验方面灵光突现的科学家.18世纪80年代,意大利的科学家Luigi Galvani用电流让一只切断的青蛙的腿移动. Galvani称之为生物电.他认为当潮湿的动物组织同金属探测针接触时产生电能.他甚至大胆预测精神也是一种电能。

土木工程毕业设计外文翻译最终中英文

7 Rigid-Frame StructuresA rigid-frame high-rise structure typically comprises parallel or orthogonally arranged bents consisting of columns and girders with moment resistant joints. Resistance to horizontal loading is provided by the bending resistance of the columns, girders, and joints. The continuity of the frame also contributes to resisting gravity loading, by reducing the moments in the girders.The advantages of a rigid frame are the simplicity and convenience of its rectangular form.Its unobstructed arrangement, clear of bracing members and structural walls, allows freedom internally for the layout and externally for the fenestration. Rigid frames are considered economical for buildings of up to' about25 stories, above which their drift resistance is costly to control. If, however,a rigid frame is combined with shear walls or cores, the resulting structure is very much stiffer so that its height potential may extend up to 50 stories or more. A flat plate structure is very similar to a rigid frame, but with slabs replacing the girders As with a rigid frame, horizontal and vertical loadings are resisted in a flat plate structure by the flexural continuity between the vertical and horizontal components.As highly redundant structures, rigid frames are designed initially on the basis of approximate analyses, after which more rigorous analyses and checks can be made. The procedure may typically include the following stages:1. Estimation of gravity load forces in girders and columns by approximate method.2. Preliminary estimate of member sizes based on gravity load forces witharbitrary increase in sizes to allow for horizontal loading.3. Approximate allocation of horizontal loading to bents and preliminary analysisof member forces in bents.4. Check on drift and adjustment of member sizes if necessary.5. Check on strength of members for worst combination of gravity and horizontalloading, and adjustment of member sizes if necessary.6. Computer analysis of total structure for more accurate check on memberstrengths and drift, with further adjustment of sizes where required. This stage may include the second-order P-Delta effects of gravity loading on the member forces and drift..7. Detailed design of members and connections.This chapter considers methods of analysis for the deflections and forces for both gravity and horizontal loading. The methods are included in roughly the order of the design procedure, with approximate methods initially and computer techniques later. Stability analyses of rigid frames are discussed in Chapter 16.7.1 RIGID FRAME BEHAVIORThe horizontal stiffness of a rigid frame is governed mainly by the bending resistance of the girders, the columns, and their connections, and, in a tall frame, by the axial rigidity of the columns. The accumulated horizontal shear above any story of a rigid frame is resisted by shear in the columns of that story (Fig. 7.1). The shear causes the story-height columns to bend in double curvature with points of contraflexure at approximately mid-story-height levels. The moments applied to a joint from the columns above and below are resisted by the attached girders, which also bend in double curvature, with points of contraflexure at approximately mid-span. These deformations of the columns and girders allow racking of the frame and horizontal deflection in each story. The overall deflected shape of a rigid frame structure due to racking has a shear configuration with concavity upwind, a maximum inclination near the base, and a minimum inclination at the top, as shown in Fig.7.1.The overall moment of the external horizontal load is resisted in each story level by the couple resulting from the axial tensile and compressive forces in the columns on opposite sides of the structure (Fig. 7.2). The extension and shortening of the columns cause overall bending and associated horizontal displacements of the structure. Because of the cumulative rotation up the height, the story drift dueto overall bending increases with height, while that due to racking tends to decrease. Consequently the contribution to story drift from overall bending may, in. the uppermost stories, exceed that from racking. The contribution of overall bending to the total drift, however, will usually not exceed 10% of that of racking, except in very tall, slender,, rigid frames. Therefore the overall deflected shape of a high-rise rigid frame usually has a shear configuration.The response of a rigid frame to gravity loading differs from a simply connected frame in the continuous behavior of the girders. Negative moments are induced adjacent to the columns, and positive moments of usually lesser magnitude occur in the mid-span regions. The continuity also causes the maximum girder moments to be sensitive to the pattern of live loading. This must be considered when estimating the worst moment conditions. For example, the gravity load maximum hogging moment adjacent to an edge column occurs when live load acts only on the edge span andalternate other spans, as for A in Fig. 7.3a. The maximum hogging moments adjacent to an interior column are caused, however, when live load acts only on the spans adjacent to the column, as for B in Fig. 7.3b. The maximum mid-span sagging moment occurs when live load acts on the span under consideration, and alternate other spans, as for spans AB and CD in Fig. 7.3a.The dependence of a rigid frame on the moment capacity of the columns for resisting horizontal loading usually causes the columns of a rigid frame to be larger than those of the corresponding fully braced simply connected frame. On the other hand, while girders in braced frames are designed for their mid-span sagging moment, girders in rigid frames are designed for the end-of-span resultant hogging moments, which may be of lesser value. Consequently, girders in a rigid frame may be smaller than in the corresponding braced frame. Such reductions in size allow economy through the lower cost of the girders and possible reductions in story heights. These benefits may be offset, however, by the higher cost of the more complex rigid connections.7.2 APPROXIMATE DETERMINATION OF MEMBER FORCES CAUSED BY GRAVITY LOADSIMGA rigid frame is a highly redundant structure; consequently, an accurate analysis can be made only after the member sizes are assigned. Initially, therefore, member sizes are decided on the basis of approximate forces estimated either by conservativeformulas or by simplified methods of analysis that are independent of member properties. Two approaches for estimating girder forces due to gravity loading are given here.7.2.1 Girder Forces—Code Recommended ValuesIn rigid frames with two or more spans in which the longer of any two adjacent spans does not exceed the shorter by more than 20 %, and where the uniformly distributed design live load does not exceed three times the dead load, the girder moment and shears may be estimated from Table 7.1. This summarizes the recommendations given in the Uniform Building Code [7.1]. In other cases a conventional moment distribution or two-cycle moment distribution analysis should be made for a line of girders at a floor level.7.2.2 Two-Cycle Moment Distribution [7.2].This is a concise form of moment distribution for estimating girder moments in a continuous multibay span. It is more accurate than the formulas in Table 7.1, especially for cases of unequal spans and unequal loading in different spans.The following is assumed for the analysis:1. A counterclockwise restraining moment on the end of a girder is positive anda clockwise moment is negative.2. The ends of the columns at the floors above and below the considered girder are fixed.3. In the absence of known member sizes, distribution factors at each joint aretaken equal to 1 /n, where n is the number of members framing into the joint in the plane of the frame.Two-Cycle Moment Distribution—Worked Example. The method is demonstrated by a worked example. In Fig, 7.4, a four-span girder AE from a rigid-frame bent is shown with its loading. The fixed-end moments in each span are calculated for dead loading and total loading using the formulas given in Fig, 7.5. The moments are summarized in Table 7.2.The purpose of the moment distribution is to estimate for each support the maximum girder moments that can occur as a result of dead loading and pattern live loading.A different load combination must be considered for the maximum moment at each support, and a distribution made for each combination.The five distributions are presented separately in Table 7.3, and in a combined form in Table 7.4. Distributions a in Table 7.3 are for the exterior supports A andE. For the maximum hogging moment at A, total loading is applied to span AB with dead loading only on BC. The fixed-end moments are written in rows 1 and 2. In this distribution only .the resulting moment at A is of interest. For the first cycle, joint B is balanced with a correcting moment of - (-867 + 315)/4 = - U/4 assigned to M BA where U is the unbalanced moment. This is not recorded, but half of it, ( - U/4)/2, is carried over to M AB. This is recorded in row 3 and then added to the fixed-end moment and the result recorded in row 4.The second cycle involves the release and balance of joint A. The unbalancedmoment of 936 is balanced by adding -U/3 = -936/3 = -312 to M BA (row 5), implicitly adding the same moment to the two column ends at A. This completes the second cycle of the distribution. The resulting maximum moment at A is then given by the addition of rows 4 and 5, 936 - 312 = 624. The distribution for the maximum moment at E follows a similar procedure.Distribution b in Table 7.3 is for the maximum moment at B. The most severe loading pattern for this is with total loading on spans AB and BC and dead load only on CD. The operations are similar to those in Distribution a, except that the T first cycle involves balancing the two adjacent joints A and C while recording only their carryover moments to B. In the second cycle, B is balanced by adding - (-1012 + 782)/4 = 58 to each side of B. The addition of rows 4 and 5 then gives the maximum hogging moments at B. Distributions c and d, for the moments at joints C and D, follow patterns similar to Distribution b.The complete set of operations can be combined as in Table 7.4 by initially recording at each joint the fixed-end moments for both dead and total loading. Then the joint, or joints, adjacent to the one under consideration are balanced for the appropriate combination of loading, and carryover moments assigned .to the considered joint and recorded. The joint is then balanced to complete the distribution for that support.Maximum Mid-Span Moments. The most severe loading condition for a maximum mid-span sagging moment is when the considered span and alternate other spans and total loading. A concise method of obtaining these values may be included in the combined two-cycle distribution, as shown in Table 7.5. Adopting the convention that sagging moments at mid-span are positive, a mid-span total; loading moment is calculated for the fixed-end condition of each span and entered in the mid-span column of row 2. These mid-span moments must now be corrected to allow for rotation of the joints. This is achieved by multiplying the carryover moment, row 3, at the left-hand end of the span by (1 + 0.5 D.F. )/2, and the carryover moment at the right-hand end by -(1 + 0.5 D.F.)/2, where D.F. is the appropriate distribution factor, and recording the results in the middle column. For example, the carryover to the mid-span of AB from A = [(1 + 0.5/3)/2] x 69 = 40 and from B = -[(1+ 0.5/4)/2] x (-145) = 82. These correction moments are then added to the fixed-end mid-span moment to give the maximum mid-span sagging moment, that is, 733 + 40 + 82 = 855.7.2.3 Column ForcesThe gravity load axial force in a column is estimated from the accumulated tributary dead and live floor loading above that level, with reductions in live loading as permitted by the local Code of Practice. The gravity load maximum column moment is estimated by taking the maximum difference of the end moments in the connected girders and allocating it equally between the column ends just above and below the joint. To this should be added any unbalanced moment due to eccentricity of the girderconnections from the centroid of the column, also allocated equally between the column ends above and below the joint.第七章框架结构高层框架结构一般由平行或正交布置的梁柱结构组成，梁柱结构是由带有能承担弯矩作用节点的梁、柱组成。

本科毕业设计(论文)外文翻译译文

本科毕业设计（论文）外文翻译译文学生姓名：院（系）：油气资源学院专业班级：物探0502指导教师：完成日期：年月日地震驱动评价与发展：以玻利维亚冲积盆地的研究为例起止页码：1099——1108出版日期：NOVEMBER 2005THE LEADING EDGE出版单位：PanYAmericanYEnergyvBuenosYAiresvYArgentinaJPYBLANGYvYBPYExplorationvYHoustonvYUSAJ.C.YCORDOVAandYE.YMARTINEZvYChacoYS.A.vYSantaYCruzvYBolivia 通过整合多种地球物理地质技术，在玻利维亚冲积盆地，我们可以减少许多与白垩纪储集层勘探有关的地质技术风险。

通过对这些远景区进行成功钻探我们可以验证我们的解释。

这些方法包括盆地模拟，联井及地震叠前同时反演，岩石性质及地震属性解释，A VO/A V A,水平地震同相轴，光谱分解。

联合解释能够得到构造和沉积模式的微笑校正。

迄今为止，在新区有七口井已经进行了成功钻探。

基质和区域地质。

Tarija/Chaco盆地的subandean 褶皱和冲断带山麓的中部和南部，部分扩展到玻利维亚的Boomerange地区经历了集中的成功的开采。

许多深大的泥盆纪气田已经被发现，目前正在生产。

另外在山麓发现的规模较小较浅的天然气和凝析气田和大的油田进行价格竞争，如果他们能产出较快的油流而且成本低。

最近发现气田就是这种情况。

接下来，我们赋予Aguja的虚假名字就是为了讲述这些油田的成功例子。

图1 Aguja油田位于玻利维亚中部Chaco盆地的西北角。

基底构造图显示了Isarzama背斜的相对位置。

地层柱状图显示了主要的储集层和源岩。

该油田在Trija和冲积盆地附近的益背斜基底上，该背斜将油田和Ben i盆地分开（图1），圈闭类型是上盘背斜，它存在于连续冲断层上，Aguja有两个主要结构：Aguja中部和Aguja Norte,通过重要的转换压缩断层将较早开发的“Sur”油田分开Yantata Centro结构是一个三路闭合对低角度逆冲断层并伴随有小的摆幅。

液压专业毕业设计外文翻译(有译文、外文文献)值得收藏哦!

外文原文：The Analysis of Cavitation Problems in the Axial Piston Pumpshu WangEaton Corporation,14615 Lone Oak Road,Eden Prairie, MN 55344This paper discusses and analyzes the control volume of a piston bore constrained by the valve plate in axial piston pumps. The vacuum within the piston bore caused by the rise volume needs to be compensated by the flow; otherwise, the low pressure may cause the cavitations and aerations. In the research, the valve plate geometry can be optimized by some analytical limitations to prevent the piston pressure below the vapor pressure. The limitations provide the design guide of the timings and overlap areas between valve plate ports and barrel kidneys to consider the cavitations and aerations. _DOI: 10.1115/1.4002058_Keywords: cavitation , optimization, valve plate, pressure undershoots1 IntroductionIn hydrostatic machines, cavitations mean that cavities or bubbles form in the hydraulic liquid at the low pressure and collapse at the high pressure region, which causes noise, vibration, and less efficiency.Cavitations are undesirable in the pump since the shock waves formed by collapsed may be strong enough to damage components. The hydraulic fluid will vaporize when its pressure becomes too low or when the temperature is too high. In practice, a number of approaches are mostly used to deal with the problems: (1) raise the liquid level in the tank, (2) pressurize the tank, (3) booster the inlet pressure of the pump, (4) lower the pumping fluid temperature, and (5) design deliberately the pump itself.Many research efforts have been made on cavitation phenomena in hydraulic machine designs. The cavitation is classified into two types in piston pumps: trapping phenomenon related one (which can be preventedby the proper design of the valve plate) and the one observed on the layers after the contraction or enlargement of flow passages (caused by rotating group designs) in Ref. (1). The relationship between the cavitation and the measured cylinder pressure is addressed in this study. Edge and Darling (2) reported an experimental study of the cylinder pressure within an axial piston pump. The inclusion of fluid momentum effects and cavitations within the cylinder bore are predicted at both high speed and high load conditions. Another study in Ref. (3) provides an overview of hydraulic fluid impacting on the inlet condition and cavitation potential. It indicates that physical properties (such as vapor pressure, viscosity, density, and bulk modulus) are vital to properly evaluate the effects on lubrication and cavitation. A homogeneous cavitation model based on the thermodynamic properties of the liquid and steam is used to understand the basic physical phenomena of mass flow reduction and wave motion influences in the hydraulic tools and injection systems (4). Dular et al. (5, 6) developed an expert system for monitoring and control of cavitations in hydraulic machines and investigated the possibility of cavitation erosion by using the computational fluid dynamics (CFD) tools. The erosion effects of cavitations have been measured and validated by a simple single hydrofoil configuration in a cavitation tunnel. It is assumed that the severe erosion is often due to the repeated collapse of the traveling vortex generated by a leading edge cavity in Ref. (7). Then, the cavitation erosion intensity may be scaled by a simple set of flow parameters: the upstream velocity, the Strouhal number, the cavity length, and the pressure. A new cavitation erosion device, called vortex cavitation generator, is introduced to comparatively study various erosion situations (8).More previous research has been concentrated on the valve plate designs, piston, and pump pressure dynamics that can be associated with cavitations in axial piston pumps. The control volume approach and instantaneous flows (leakage) are profoundly studied in Ref. [9]. Berta et al. [10] used the finite volume concept to develop a mathematical model in which the effects of port plate relief grooves have been modeled andthe gaseous cavitation is considered in a simplified manner. An improved model is proposed in Ref. [11] and validated by experimental results. The model may analyze the cylinder pressure and flow ripples influenced by port plate and relief groove design. Manring compared principal advantages of various valve plate slots (i.e., the slots with constant, linearly varying, and quadratic varying areas) in axial piston pumps [12]. Four different numerical models are focused on the characteristics of hydraulic fluid, and cavitations are taken into account in different ways to assist the reduction in flow oscillations [13].The experiences of piston pump developments show that the optimization of the cavitations/aerations shall include the following issues: occurring cavitation and air release, pump acoustics caused by the induced noises, maximal amplitudes of pressure fluctuations, rotational torque progression, etc. However, the aim of this study is to modify the valve plate design to prevent cavitation erosions caused by collapsing steam or air bubbles on the walls of axial pump components. In contrastto literature studies, the research focuses on the development of analytical relationship between the valve plate geometrics and cavitations. The optimization method is applied to analyze the pressure undershoots compared with the saturated vapor pressure within the piston bore.The appropriate design of instantaneous flow areas between the valveplate and barrel kidney can be decided consequently.2 The Axial Piston Pump and Valve PlateThe typical schematic of the design of the axis piston pump is shown in Fig. 1. The shaft offset e is designed in this case to generate stroking containment moments for reducing cost purposes.The variation between the pivot center of the slipper and swash rotating center is shown as a. The swash angle αis the variable that determines the amount of fluid pumped per shaft revolution. In Fig. 1, the n th piston-slipper assembly is located at the angle ofθ. The displacement of the n thnpiston-slipper assembly along the x-axis can be written asx n= R tan（α）sin（θ）+ a sec（α）+ e tan(α) (1)nwhere R is the pitch radius of the rotating group.Then, the instantaneous velocity of the n th piston isx˙n = R 2sec ()αsin （n θ）α+ R tan （α）cos （n θ）ω+ R 2sec ()αsin （α）α + e 2sec ()αα (2)where the shaft rotating speed of the pump is ω=d n θ / dt .The valve plate is the most significant device to constraint flow inpiston pumps. The geometry of intake/discharge ports on the valve plateand its instantaneous relative positions with respect to barrel kidneys areusually referred to the valve plate timing. The ports of the valve plateoverlap with each barrel kidneys to construct a flow area or passage,which confines the fluid dynamics of the pump. In Fig. 2, the timingangles of the discharge and intake ports on the valve plate are listed as(,)T i d δ and (,)B i d δ. The opening angle of the barrel kidney is referred to asϕ. In some designs, there exists a simultaneous overlap between thebarrel kidney and intake/discharge slots at the locations of the top deadcenter (TDC) or bottom dead center (BDC) on the valve plate on whichthe overlap area appears together referred to as “cross -porting” in thepump design engineering. The cross-porting communicates the dischargeand intake ports, which may usually lower the volumetric efficiency. Thetrapped-volume design is compared with the design of the cross-porting,and it can achieve better efficiency 14]. However, the cross-porting isFig. 1 The typical axis piston pumpcommonly used to benefit the noise issue and pump stability in practice.3 The Control Volume of a Piston BoreIn the piston pump, the fluid within one piston is embraced by the piston bore, cylinder barrel, slipper, valve plate, and swash plate shown in Fig. 3. There exist some types of slip flow by virtue of relativeFig. 2 Timing of the valve platemotions and clearances between thos e components. Within the control volume of each piston bore, the instantaneous mass is calculated asM= n V(3)nwhere ρ and n V are the instantaneous density and volumesuch that themass time rate of change can be given asFig. 3 The control volume of the piston boren n n dM dV d V dt dt dtρρ=+ (4) where d n V is the varying of the volume.Based on the conservation equation, the mass rate in the control volume isn n dM q dtρ= (5)where n q is the instantaneous flow rate in and out of one piston. From the definition of the bulk modulus,n dP d dt dtρρβ= (6) where Pn is the instantaneous pressure within the piston bore. Substituting Eqs. (5) and (6) into Eq. (4) yields(?)n n n n n ndP q dV d V w d βθθ=- (7) where the shaft speed of the pump is n d dtθω=. The instantaneous volume of one piston bore can be calculated by using Eq. (1) asn V = 0V + P A [R tan （α）sin （n θ）+ a sec （α） + e tan(α) ] (8)where P A is the piston sectional area and 0V is the volume of eachpiston, which has zero displacement along the x-axis (when n θ=0, π).The volume rate of change can be calculated at the certain swash angle, i.e., α =0, such thattan cos n p n ndV A R d αθθ=（）（） (9) in which it is noted that the piston bore volume increases or decreaseswith respect to the rotating angle of n θ.Substituting Eqs. (8) and (9) into Eq. (7) yields0[tan()cos()] [tan sin sec tan() ]n P n n n p n q A R dP d V A R a e βαθωθαθαα-=-++（）（）（）(10)4 Optimal DesignsTo find the extrema of pressure overshoots and undershoots in the control volume of piston bores, the optimization method can be used in Eq. (10). In a nonlinear function, reaching global maxima and minima is usually the goal of optimization. If the function is continuous on a closed interval, global maxima and minima exist. Furthermore, the global maximum (or minimum) either must be a local maximum (or minimum) in the interior of the domain or must lie on the boundary of the domain. So, the method of finding a global maximum (or minimum) is to detect all the local maxima (or minima) in the interior, evaluate the maxima (or minima) points on the boundary, and select the biggest (or smallest) one. Local maximum or local minimum can be searched by using the first derivative test that the potential extrema of a function f( · ), with derivative ()f ', can solve the equation at the critical points of ()f '=0 [15].The pressure of control volumes in the piston bore may be found as either a minimum or maximum value as dP/ dt=0. Thus, letting the left side of Eq. (10) be equal to zero yieldstan()cos()0n p n q A R ωαθ-= (11)In a piston bore, the quantity of n q offsets the volume varying and thendecreases the overshoots and undershoots of the piston pressure. In this study, the most interesting are undershoots of the pressure, which may fall below the vapor pressure or gas desorption pressure to cause cavitations. The term oftan()cos()p n A R ωαθ in Eq. (11) has the positive value in the range of intake ports (22ππθ-≤≤), shown in Fig. 2, which means that the piston volume arises. Therefore, the piston needs the sufficient flow in; otherwise, the pressure may drop.In the piston, the flow of n q may get through in a few scenariosshown in Fig. 3: (I) the clearance between the valve plate and cylinder barrel, (II) the clearance between the cylinder bore and piston, (III) the clearance between the piston and slipper, (IV) the clearance between the slipper and swash plate, and (V) the overlapping area between the barrel kidney and valve plate ports. As pumps operate stably, the flows in the as laminar flows, which can be calculated as [16]312IV k k Ln i I k h q p L ωμ==∑ (12)where k h is the height of the clearance, k L is the passage length,scenarios I –IV mostly have low Reynolds numbers and can be regarded k ω is the width of the clearance (note that in the scenario II, k ω =2π· r, in which r is the piston radius), and p is the pressure drop defined in the intake ports as p =c p -n p (13)where c p is the case pressure of the pump. The fluid films through theabove clearances were extensively investigated in previous research. The effects of the main related dimensions of pump and the operating conditions on the film are numerically clarified inRefs. [17,18]. The dynamic behavior of slipper pads and the clearance between the slipper and swash plate can be referred to Refs. [19,20]. Manring et al. [21,22] investigated the flow rate and load carrying capacity of the slipper bearing in theoretical and experimental methods under different deformation conditions. A simulation tool calledCASPAR is used to estimate the nonisothermal gap flow between the cylinder barrel and the valve plate by Huang and Ivantysynova [23]. The simulation program also considers the surface deformations to predict gap heights, frictions, etc., between the piston and barrel andbetween the swash plate and slipper. All these clearance geometrics in Eq.(12) are nonlinear and operation based, which is a complicated issue. In this study, the experimental measurements of the gap flows are preferred. If it is not possible, the worst cases of the geometrics or tolerances with empirical adjustments may be used to consider the cavitation issue, i.e., minimum gap flows.For scenario V, the flow is mostly in high velocity and can be described by using the turbulent orifice equation as((Tn d i d d q c A c A θθ= (14)where Pi and Pd are the intake and discharge pressure of the pump and ()i A θ and ()d A θ are the instantaneous overlap area between barrel kidneys and inlet/discharge ports of the valve plate individually.The areas are nonlinear functions of the rotating angle, which is defined by the geometrics of the barrel kidney, valve plate ports,silencing grooves, decompression holes, and so forth. Combining Eqs.(11) –(14), the area can be obtained as3()K IV A θ==(15)where ()A θ is the total overlap area of ()A θ=()()i d A A θλθ+, and λ is defined as=In the piston bore, the pressure varies from low tohigh while passing over the intake and discharge ports of the valve plates. It is possible that the instantaneous pressure achieves extremely low values during the intake area( 22ππθ-≤≤ shown in Fig. 2) that may be located below the vapor pressure vp p , i.e., n vp p p ≤;then cavitations canhappen. To prevent the phenomena, the total overlap area of ()A θ mightbe designed to be satisfied with30()K IV A θ=≥(16)where 0()A θ is the minimum area of 0()A θ=0()()i d A A θλθ+ and 0λis a constant that is0λ=gaseous form. The vapor pressure of any substance increases nonlinearly with temperature according to the Clausius –Clapeyron relation. With the incremental increase in temperature, the vapor pressure becomes sufficient to overcome particle attraction and make the liquid form bubbles inside the substance. For pure components, the vapor pressure can be determined by the temperature using the Antoine equation as /()10A B C T --, where T is the temperature, and A, B, and C are constants[24].As a piston traverse the intake port, the pressure varies dependent on the cosine function in Eq. (10). It is noted that there are some typical positions of the piston with respect to the intake port, the beginning and ending of overlap, i.e., TDC and BDC (/2,/2θππ=- ) and the zero displacement position (θ =0). The two situations will be discussed as follows:(1) When /2,/2θππ=-, it is not always necessary to maintain the overlap area of 0()A θ because slip flows may provide filling up for the vacuum. From Eq. (16), letting 0()A θ=0,the timing angles at the TDC and BDC may be designed as31cos ()tan()122IV c vpk k i I P k p p h A r L ωϕδωαμ--≤+∑ (17) in which the open angle of the barrel kidney is . There is nocross-porting flow with the timing in the intake port.(2) When θ =0, the function of cos θ has the maximum value, which can provide another limitation of the overlap area to prevent the low pressure undershoots suchthat 30(0)K IVA =≥ (18)where 0(0)A is the minimum overlap area of 0(0)(0)i A A =.To prevent the low piston pressure building bubbles, the vaporpressure is considered as the lower limitation for the pressure settings in Eq. (16). The overall of overlap areas then can be derived to have adesign limitation. The limitation is determined by the leakage conditions, vapor pressure, rotating speed, etc. It indicates that the higher the pumping speed, the more severe cavitation may happen, and then the designs need more overlap area to let flow in the piston bore. On the other side, the low vapor pressure of the hydraulic fluid is preferred to reduce the opportunities to reach the cavitation conditions. As a result, only the vapor pressure of the pure fluid is considered in Eqs. (16)–(18). In fact, air release starts in the higher pressure than the pure cavitation process mainly in turbulent shear layers, which occur in scenario V.Therefore, the vapor pressure might be adjusted to design the overlap area by Eq. (16) if there exists substantial trapped and dissolved air in the fluid.The laminar leakages through the clearances aforementioned are a tradeoff in the design. It is demonstrated that the more leakage from the pump case to piston may relieve cavitation problems.However, the more leakage may degrade the pump efficiency in the discharge ports. In some design cases, the maximum timing angles can be determined by Eq. (17)to not have both simultaneous overlapping and highly low pressure at the TDC and BDC.While the piston rotates to have the zero displacement, the minimum overlap area can be determined by Eq. 18 , which may assist the piston not to have the large pressure undershoots during flow intake.6 ConclusionsThe valve plate design is a critical issue in addressing the cavitation or aeration phenomena in the piston pump. This study uses the control volume method to analyze the flow, pressure, and leakages within one piston bore related to the valve plate timings. If the overlap area developed by barrel kidneys and valve plate ports is not properly designed, no sufficient flow replenishes the rise volume by the rotating movement. Therefore, the piston pressure may drop below the saturated vapor pressure of the liquid and air ingress to form the vapor bubbles. To control the damaging cavitations, the optimization approach is used to detect the lowest pressure constricted by valve plate timings. The analytical limitation of the overlap area needs to be satisfied to remain the pressure to not have large undershoots so that the system can be largely enhanced on cavitation/aeration issues.In this study, the dynamics of the piston control volume is developed by using several assumptions such as constant discharge coefficients and laminar leakages. The discharge coefficient is practically nonlinear based on the geometrics, flow number, etc. Leakage clearances of the control volume may not keep the constant height and width as well in practice due to vibrations and dynamical ripples. All these issues are complicated and very empirical and need further consideration in the future. Theresults presented in this paper can be more accurate in estimating the cavitations with these extensive studies.Nomenclature0(),()A A θθ= the total overlap area between valve plate ports and barrel kidneys 2()mmAp = piston section area 2()mmA, B, C= constantsA= offset between the piston-slipper joint and surface of the swash plate 2()mmd C = orifice discharge coefficiente= offset between the swash plate pivot and the shaft centerline of the pump 2()mmk h = the height of the clearance 2()mmk L = the passage length of the clearance 2()mmM= mass of the fluid within a single piston (kg)N= number of pistonsn = piston and slipper counter,p p = fluid pressure and pressure drop (bar)Pc= the case pressure of the pump (bar)Pd= pump discharge pressure (bar)Pi = pump intake pressure (bar)Pn = fluid pressure within the nth piston bore (bar)Pvp = the vapor pressure of the hydraulic fluid(bar)qn, qLn, qTn = the instantaneous flow rate of each piston(l/min)R = piston pitch radius 2()mmr = piston radius (mm)t =time (s)V = volume 3()mmwk = the width of the clearance (mm)x ,x ˙= piston displacement and velocity along the shaft axis (m, m/s) x y z --=Cartesian coordinates with an origin on the shaft centerline x y z '''--= Cartesian coordinates with an origin on swash plate pivot ,αα=swash plate angle and velocity (rad, rad/s)β= fluid bulk modulus (bar)δδ= timing angle of valve plates at the BDC and TDC (rad),B Tϕ= the open angle of the barrel kidney(rad)ρ= fluid density(kg/m3),θω= angular position and velocity of the rotating kit (rad, rad/s)μ=absolute viscosity(Cp),λλ= coefficients related to the pressure drop外文中文翻译：在轴向柱塞泵气蚀问题的分析本论文讨论和分析了一个柱塞孔与配流盘限制在轴向柱塞泵的控制量设计。

自动化专业毕业设计--中英文翻译

中英文翻译Classification of control systems there are three ways: by automatic classification methods in order to participate in the control mode classification, to adjust the law category.One way to control category 1, the open-loop control system if the computer output of open loop control system to exercise control of the production process, but the control results --- the state of the production process does not affect the computer control systems, computer \ controller \ production and other sectors does not constitute a closed loop, is called open-loop control system computer. the production process of the state is no feedback to the computer, but by the operator to monitor the status of the production process, decision control program, and tell the computer to control the role of exercising control. 2, closed loop control system computer to the production of an object or process control, the state can directly influence the production process computer control system, called the closed-loop control system computer. Control of the computer monitor in the operator, the automatic acceptance of the production process state test results, calculate and determine the control scheme, the direct command and control units (devices) of action, the role of exercising control of the production process. In such systems, aircraft control components under control of control information sent to control device operation, the other running equipment condition as the output, measured by the detection part, the feedback as input to the control computer; to make control Computer \ Control Components \ production \ test components form a closed loop. We will call this form of control computer control closed-loop control. Closed loop control system computer, using a mathematical model to set the value of the production process and test results of the best value of the deviation between the feedback and control the production process to run at their best. 3, line control system as long as the computer controlled production of the controlled object or process, to exercise direct control, without human intervention are called the control computer on-line control, or on-line control system. 4, offline control system control computer does not directly participate in the control object or the controlled production process. It only managed to complete the process of the controlled object or the status of testing, and testing of data processing; and then develop control programs, the output control instruction, operator reference control instructions manually controlled operation to control parts of the object or subject control process control. This control form is called off-line computer control system. 5, real-time control system control computer real-time control system iscontrolled by the control of the object or process, or request when the request processing control, the control function in a timely manner to address and control systems, commonly used in the production process is interrupted for the occasion. Such as steel, each one refining furnace steel is a process; and if the process rolling, rolling out each piece of steel considered a process, each process is repeated. Only enter the process only requires a computer control. Once control of the computer, it requires a computer from the production process information in the required time to respond to or control. Such systems often use sophisticated interrupt system and interrupt handling procedures to achieve. In summary, an online system is not necessarily a real-time system. But a real-time system must be an online system.Second, in order to participate in the control mode to Category 1, direct digital control system by the control computer to replace conventional analog instruments and direct regulation to control the production process, as the computer as digital signals, so named after the DDC control. Actually controlled the production process control components, control signals received by the process controller input / output channels of D / (D / A) converter output of the digital control computer volume to be converted into analog; analog input control machine to go through the process of input / output channels of analog / digital (A / D) converter into a digital number into the computer. DDC control systems often use a small computer or microprocessor, the time-sharing system to achieve multiple points of control. Is in fact a discrete sampling with the controller, to achieve discrete multi-point control. DDC computer control system that has become the main control computer control system forms. DDC control of the advantage of flexibility, large, focused on high reliability and low cost. Can use several forms of digital computing circuits, or even dozens of loop production process, integral to proportional --- --- differential (PID) control to maintain the industrial state of the controlled object at a given value, the deviation small and stable. And as long as the change of control algorithms and applications can achieve more complex control. Such as feedforward control and the best control. Under normal circumstances, DDC-level control often more complex as the implementation of advanced control level. 2, supervisory computer control system supervisory computer control system for a particular production process, according to the production process of various states, according to the production process of the mathematical model to calculate the best production equipment should be running a given value, and the best value automatically or manually on the DDCExecutive-level computer or analog meter to align the regulation or control of the target set. By a DDC or adjust the instrument at various points on the production process (running equipment) to exercise control. SCC system is that it can guarantee the production process is always controlled the situation in the best condition to run, so get the most benefit. SCC results directly affect the merits of the first of its mathematical model, this should always improve the operation process model, and modify the control algorithm, and application control procedures. 3, multi-level control systems in modern manufacturing enterprises in the production process not only the need to address the problem of online control, and Huan Zhi Li called for a solution of production problems, the daily product line, the number of arrangements for planning and scheduling, and Rose plans develop a long term planning, notice Xiaoshou prospects, there was multi-level control system. DDC class is mainly used for direct control of the production process, for PID, or feedforward control; SCC level is mainly used for optimal control or adaptive control or learning control calculation, and command and control the same DDC class report back to the MIS class. DDC level usually microcomputers, SCC-level general use of small computers or high-end microcomputers. MIS Workshop main function of governance is based on plant-level production of varieties issued, the number of orders and collect up the production process of the state of information, at any time reasonable schedule to achieve optimal control, command and SCC-level supervisory control. Factory management level MIS main function is to accept the company and factory production tasks assigned by the actual situation of optimized computing, Zhi Ding factory production plans and short-term (ten days or weeks or days) arrangements, and then issued to the plant-level production tasks. Corporate governance level MIS main function is to guess the market demand computing to develop strategic long-term development planning, and contract orders, raw material supply situation and the production conditions, comparison of the optimal production program selection and calculation, work out the entire company business a long time (months or ten days) of the production plan, sales plan, assigned to the task of the factory management level. MIS-level main function is to achieve real-time information processing, decision-makers at all levels to provide useful information, make on the production planning \ scheduling and management programs to plan the coordination and management control in the optimal state. This one can control the size and scope of enterprise size divided into several levels. Each level has to be addressed accordingto the size of the amount of information to determine the type of computer used. MIS generally use small computer shop class or high-grade micro-computer, the factory management level of the MIS with a medium-sized computer, and corporate governance level MIS is to use large-scale computer, or use super computer. 4, distributed control or distributed control system distributed control or distributed control, the control system is divided into a number of independent local control subsystems to complete the controlled production process control task. Since the emergence of micro-computers and rapid development of distributed control to provide for the realization of the material and technical basis, in recent years, decentralized control can be different almost normal development, and has become an important trend in the development of computer control. Since the 70's, appeared focused on distributed control system, called DCS. It is a decentralized local control of the new computer control system.Three, classified according to the law regulating 1, program control if the computer control system the division of a predetermined time function control, such control is called program control. Such as the furnace temperature-time curves Anzhao some control on the process control. Here the procedure is time-varying changes have to determine the corresponding value, rather than the computer running. 2, sequence control in the process control based on the generated sequence control, computer, over time, as can be determined according to the corresponding control value and previous results at the moment both to exercise on the production process control system, called the order of the computer control . 3, proportional - integral - differential analog PID control regulation of conventional PID control instrument can be completed. Micro-computer can also be achieved with PID control. 4, feedforward control is usually the feedback control system, have certain effects on the interference in order to generate feedback over the role of inhibitory control of interference, and thus delay the control of undesirable consequences. In order to overcome the negative lag control, with the computer accepts the interference signal after the, did not produce effects in the Huan insert a feedforward control Zuoyong, it Ganghao interference point in the interference of the control to completely offset the effect on the variable, it was Ming Wei Yin Er disturbance compensation control. 5, optimal control (optimal control) system control computer, such as to have controlled object is best known as the best run of the control system control system. Such as computer control system is limited in the existing conditions, select appropriate control law(mathematical model), the controlled object indicators in optimal running condition. Such as the largest output, consumption of the largest, highest quality standards, such as the least scrap rate. Best is determined by a set of mathematical models, sometimes several in a limited range of the best indicators of the pursuit of individual, sometimes the best indicators of comprehensive requirements. 6, the adaptive control system, optimal control, when the working conditions or qualifications change, we can not get the best control effects. If the situation changes in working conditions, the control system can still be controlled in the best state of the object's control, such control system called the adaptive system. This requires mathematical model reflects the change in the conditions, how to achieve the best state. Control computer to detect changes in terms of the information given by the laws of mathematical models to calculate, to change the control variables, the controlled objects still in the best condition. 7, self-learning control system if the computer can keep the results under the controlled object gain experience running their own change and improve the control law so that more and better control effect, this control system is called self-learning control system. Above mentioned optimal control, adaptive control and self-learning control are related to multi-parameter, multi-variable complex control systems, are all problems of modern control theory. Determine the stability of the system, many factors affect the control of complex mathematical models, have to be a production control, production technology, automation, instrumentation, programming, computer hardware, each with various personnel to be realized. Controlled object by the length of reaction time required to control the number of points and mathematical models to determine the complexity of the computer use scale. Generally speaking, a strong need to functionality (speed and computing power) of the computer can be achieved. The Zhuzhong control, can be a single type also is not single, you can combine several forms to achieve control of the production process. This should address the actual situation of the controlled object, the system analysis, system design determined at the time.Keywords ：open the control,closed loop control控制系统的分类有三种方法：以自动控制方式分类、以参于控制方式分类、以调节规律分类。

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