毕业设计中英文翻译

毕业设计中英文翻译 篇一：毕业论文外文翻译(中英文)淮 阴 工 学 院毕业设计(论文)外文资料翻译学 院：专 业：姓 名：学 号： 外文出处： 附 件：交通工程学院 交通运输 杨宇 1081501135 IEEE 1.外文资料翻译译文；2.外文原文。注：请将该封面和附件装订成册。附件1：外文资料翻译译文交通拥堵收费和城市交通系统的可连续发展摘要：城市化和机动化的快速增加，通常有利于城市交通系统的发展，是经济性，环境性和社会可连续性的表现，但其结果是交通量无情增加，造成交通拥挤。道路拥挤定价已经提出了很数次，作为一个经济方法缓解城市交通拥挤，但还没有见过在实践中广泛使用，因为道路收费的部分潜在的影响依然不明。本文首先回顾可连续运输系统的概念，它应该满足集体经济发展，环境保护和社会正义的目标。然后，依据可连续交通系统的特点，使拥挤收费能够促进经济增加，环境保护和社会正义。研究结果表明，交通拥堵收费是一个切实有效的方法，能够促进城市交通系统的可连续发展。一、介绍城市交通是一个在世界各地的大城市迫切关注的话题。伴随中国的城市化和机动化的快速发展，交通拥堵已成为一个越来越严重的问题，造成较大的时间延迟，增加能源消耗和空气污染，降低了道路网络的可靠性。在很多城市，交通挤塞情况被看作是经济发展的障碍。我们能够使用多个方法来处理交通挤塞，包含新的基础设施建设，改进基础设施的维护和操作，并利用现有的基础设施，经过需求管理策略，包含定价机制，更有效地降低运输密度。交通拥堵收费在很久以前就已提出，作为一个有效的方法，来缓解的交通挤塞情况。交通拥堵收费的标准和目标是经过对选择在高峰拥挤时段的设施的使用实施附加收费，以纾缓拥堵情况。转移非高峰期部分出行路线，远离拥挤的设施或高占用车辆，或完全阻止部分出行，交通拥堵收费计划将在节约时间和降低经营成本的基础上，改进空气中的质量，降低能源消耗和改进过境生产力。此计划在世界很多国家和地方全部有成功的应用。继在20世纪70年代初和80年代中期挪威和新加坡实施收费环，在2021年2月伦敦金融城推出了面积收费;直至现在，它全部是已经开始实施拥挤收费的大城市圈中一个最著名的例子。然而，交通拥堵收费因为理论和政治的原因未能在实践中广泛使用。道路收费的部分潜在的影响尚不清楚，和城市发展的拥塞定价可连续性，需要深入研究。可连续发展通常作为运输政策的评定基础目标。可连续交通的想法已经出现在交通运输部门的可连续发展的概念中，能够定义以下，“可连续发展的交通基础设施和出行政策是服务于经济发展，环境管理和社会公平的多重目标，用这个目标来优化交通运输系统的使用，并达成经济和相关的社会和环境目标，以实现在不牺牲后代的能源的前提下，达成相同的目标。”可连续运输系统的要求是目前和未来几代的可连续发展的要求，即经济发展，环境保护和社会正义的关键支柱之间的动态平衡。在可连续发展的运输系统背景下，拥挤收费怎样能够促进经济增加，环境保护和社会正义，是本文研究的课题。本文的其他部分的结构以下。在第2节，对经济发展对交通挤塞定价的影响进行了论述。第3节是对保护环境，社会正义和拥挤定价之间的关系进行了分析。有些结论是在第5节二、经济发展交通拥堵，造成旅行时间的增加，交通事故，能源消耗和环境恶化，已经造成了大量的经济损失。据报道，由交通挤塞所造成的经济损失在2021年的北京和上海占其我国生产总值的1 / 3，每十二个月达4000万元。在很多危害中，交通拥堵已被视为经济发展的障碍。任何可连续的交通管理政策应符合提升交通运输对经济发展的目标的影响，而且没有造成不利的环境影响和经济的深入增加。那么拥塞的定价策略怎样有效降低交通堵塞，降低污染物和温室气体排放，降低燃料使用，并降低目前交通运输系统的其它不利影响呢？交通拥堵收费的基础经济标准，能够在图1所表示。从理论上说，个人用户决定是否使用一个特定的道路的成本权衡她们将负担对自己的利益。社会总效益能够由下图1中的面积测量。 MPC的曲线表示用户成本只反应每个用户负担的成本为新用户 即“边缘”的用户 。然而，边际用户的场所，如空气污染，延迟给其它用户，她不负担额外的社会成本。每个边缘用户和她所造成的社会成本的负担的总成本是每次出行的边际社会成本。边际社会成本是由图1中的MSC曲线表示。图1交通拥堵收费的影响假如有?车辆在交通运输系统中，意味着用户的成本是由MPC表示，一个边际的用户将增加平均用户成本MPC +MPC。所以，边际社会成本能够表述为：MSC= N + 1 MPC +MPC - nMPC = MPC +MPC+nMPC拥挤收费是交通需求管理的主要手段，最初只是影响交通出行的决定。实践证实拥挤收费能有效地规范交通出行时间和空间分布，促进道路资源的有效利用，提升运输业务的效率。在新加坡的拥塞定价实施表明，交通量下降了17，在高峰时段，伦敦的经验也表明，定价方案是成功的。我们能够得出结论，降低交通挤塞，将促进经济的可连续发展。收费会影响旅客的预算，将造成不但在模式上的转换，而且是更广泛的经济改变，将伴伴随地理再分配的过程。部分人担心，交通拥堵收费可能对中部地域的经济产生负面影响，尤其是在零售方面。产生了相反的论调，不过，降低交通挤塞，应该是服务于更广泛的业务，以降低成本，使她们成为更含有竞争力的国家。零售活动的位置也是由个人首选的购物场所。众所周知，个人倾向于购置的商店在她们的居住地周围，所以零售企业不能轻易迁出关键区，因为很多人住在中心区。这种方便用户的依靠，解释了为何零售生产跌幅小于关键区的其它关键行业的输出。交通拥堵收费降低在繁忙时间的挤塞情况，并增加在其它时段的交通挤塞情况。经过向公共交通和大量出租车辆转向，交通拥堵收费降低全部时段定价领域人次。除降低交通挤塞，假如考虑到改进空气质量和降低燃料消耗等方面，交通拥堵收费形成的经济效益将是相当可观的。三、环境保护在中国，环境问题日益严重。据报道，中国是二氧化碳排放大国，有7个城市在世界严重污染的城市名单中。交通运输对环境的影响，涵盖了不一样的影响，包含空气污染，噪音，气候改变的范围，比如。汽车是城市空气和噪音污染的占主导地位的生产者，包含一氧化碳，氮氧化物和大气飘尘。这些污染物是关键原因，很多呼吸系统疾病，如哮喘，和其它的影响人体健康的方面，如头疼，眼疾等症状。据世界银行估量，在发展中国家，有0.5亿人每十二个月死亡和于交通工具空气污染物排放相关，这是和交通事故类似的死亡人数。交通是不可替换的，因为它是生产链的一部分。出于这个原因，交通系统必需发展和标准化，运输服务的有效性，是必需增加的，同时必需降低或预防环境污染。因为道路交通排放是一个复杂的系统，不能完全统一一个输出。从车辆样本分析不一样的驾驶条件下的排放量这是自然的。加州空气资源委员会指出车辆的拥堵走走停停显著增加了排放量。作为一个例子，一个汇报估量，10英里的旅程，用一般的1987年的汽车，以55英里的速度运行HC排放废气的重量为1克，而HC在20英里的平均速度下的排放量是7克，经典的走走停停模式。四、社会正义可连续发展有三个广泛的目标：经济的可连续发展，环境保护和社会正义，这三个目标全部要处理可连续发展这个问题。经济发展和环境保护的投入一直受到关注，但投入给社会正义的关注较少。社会正义 公平 包含的经济权益和环境权益。 经济公平的问题，造成交通拥堵收费是难以完全处理的。有些人认为道路收费是倒退，因为它更多地让负担较差的汽车用户，只需短距离行程的用户，或是生活水平欠佳的用户，不论是什么原因，别无选择，只能乘车。这些参数能够经过制订愈加灵活的收费制度，在一定程度上抵消。它已被接收的任何形式的道路收费将引入部分不公平现象。关键是要保持这些最低程度，并找到那些没有受益于交通拥堵收费的赔偿方法。在实践中，收入最低的旅客，她们通常乘坐公共交通工具或徒步旅行，是最有可能受益的。对于传统的运输系统，对汽油的税率是相同的，不论运输业的用户是否是在拥挤或非拥挤的时段行驶。拥挤收费是选择在交通高峰期间对拥挤设施的使用实施附加费，估计这么将降低这种不公平的公平问题处理在运输已基础上包括经济权益，包含公共交通和私人交通之间的篇二：本科高层建筑外文资料翻译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 must transmit 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 additional structural 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 ofstories 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 isvery useful because increasing the width will cut down the overturn force directly and will reduce deflection by the third power of the width increase , other things remaining cinstant . However , this does require that vertical components of the widened subsystem be suitably connected to actually gain this benefit.2. Design subsystems such that the components are made to interact in themost efficient manner . For example , use truss systems with chords and diagonals efficiently stressed , place reinforcing for walls at critical locations , and optimize stiffness ratios for rigid frames .3. Increase the material in the most effective resisting components . Forexample , materials added in the lower floors to the flanges of columns and connecting girders will directly decrease the overall 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 loads be carried directly on theprimary 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 resisted by strategic placement ifsolid 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 energy than using walls or diagonal members .6. Sufficient horizontal diaphragm action should be provided floor . This willhelp to bring the various resisting elements to work together instead of separately .7. Create mega-frames by joining large vertical and horizontal componentssuch as two or more elevator shafts at multistory intervals with a heavy floor subsystems , or by use of very deep girder trusses .Remember that all high-rise buildings are essentially vertical cantilevers which are supported at the ground . When the above principles are judiciously applied , structurally desirable schemes can be obtained by walls , cores , rigid frames, tubular construction , and other vertical subsystems to achieve horizontal strength andrigidity . Some of these applications will now be described in subsequent sections in the following .Shear-Wall SystemsWhen shear walls are compatible with other functional requirements , they can be economically utilized to resist lateral forces in high-rise buildings . For example , apartment buildings naturally require many separation walls . When some of these are designed to be solid , they can act as shear walls to resist lateral forces and to carry the vertical load as well . For buildings up to some 20storise , the use of shear walls is common . If given sufficient length ,such walls can economically resist lateral forces up to 30 to 40 stories or more .However , shear walls can resist lateral load only the plane of the walls ( i.e.not in a diretion perpendicular to them ) . There fore ,it is always necessary to provide shear walls in two perpendicular directions can be at least in sufficient orientation so that lateral force in any direction can be resisted . In addition , that wall layout should reflect consideration of any torsional effect .In design progress , two or more shear walls can be connected to from L-shaped or channel-shaped subsystems . Indeed , internal shear walls can be connected to from a rectangular shaft that will resist lateral forces very efficiently . If all external shear walls are continuously connected , then the whole buildings acts as tube , and connected , then the whole buildings acts as a tube , and is excellent Shear-Wall Seystems resisting lateral loads and torsion .Whereas concrete shear walls are generally of solid type with openings when necessary , steel shear walls are usually made of trusses . These trusses can have single diagonals , “X”diagonals , or“K”arrangements . A trussed wall will have its members act essentially in direct tension or compression under the action of view , and they offer some opportunity and deflection-limitation point of view , and they offer some opportunity for penetration between members . Of course , the inclined members of trusses must be suitable placed so as not to interfere with requirements for wiondows and for circulation service penetrations though these walls .As stated above , the walls of elevator , staircase ,and utility shafts form natural tubes and are commonly employed to resist both vertical and lateral forces . Since these shafts are normally rectangular or circular in cross-section , they can offer an efficient means for resisting moments and shear in all directions due to tube structural action . But a problem in the design of these shafts is provided sufficient strength around door openings and other penetrations through these elements . For reinforced concrete construction , special steel reinforcements are placed around such opening .In steel construction , heavier and more rigid connections are required to resist racking at the openings .In many high-rise buildings , a combination of walls and shafts can offer excellent resistance to lateral forces when they are suitably located ant connected to one another . It is also desirable that the stiffness offered these subsystems be more-or-less symmertrical in all directions .Rigid-Frame SystemsIn the design of architectural buildings , rigid-frame systems for resisting vertical and lateral loads have long been accepted as an important and standard means for designing building . They are employed for low-and medium means for designing buildings . They are employed for low- and medium up to high-rise building perhaps 70 or 100 stories high . When compared to shear-wall systems , these rigid frames both within and at the outside of a buildings . They also make use of the stiffness in beams and columns that are required for the buildings in any case , but the columns are made stronger when rigidly connected to resist the lateral as well as vertical forces though frame bending .Frequently , rigid frames will not be as stiff as shear-wall construction , and therefore may produce excessive deflections for the more slender high-rise buildings designs . But because of this flexibility , they are often considered as being more ductile and thus less susceptible to catastrophic earthquake failure when compared with ( some ) shear-wall designs . For example , if over stressing occurs at certain portions of a steel rigid frame ( i.e.,near the joint ) , ductility will allow the structure as a whole to deflect a little more , but it will by no means collapse even under a much larger force than expected on the structure . For this reason , rigid-frame construction is considered by some to be a “best”seismic-resisting type for high-rise steel buildings . On the other hand ,it is also unlikely that a well-designed share-wall system would collapse.In the case of concrete rigid frames ,there is a divergence of opinion . It true that if a concrete rigid frame is designed in the conventional manner , without special care to produce higher ductility , it will not be able to withstand a catastrophic earthquake that can produce forces several times lerger than the code design earthquake forces . therefore , some believe that it may not have additional capacity possessed by steel rigid frames . But modern research and experience has indicated that concrete frames can be designed to be ductile , when sufficient stirrups and joinery reinforcement are designed in to the frame . Modern buildings codes have specifications for the so-called ductile concrete frames . However , at present , these codes often require excessive reinforcement at certain points in the frame so as to cause congestion and result in construction difficulties 。Even so , concrete frame design can be both effective and economical 。Of course , it is also possible to combine rigid-frame construction with shear-wall systems in one buildings ，For example , the buildings geometry may be such that rigid frames can be used in one direction while shear walls may be used in the other direction。SummaryAbove states is the high-rise construction ordinariest structural style. In the design process, should the economy practical choose the reasonable form as far as possible.外文资料翻译 译文高层建筑前 沿高层建筑的定义极难确定。能够说2-3层的建筑物为底层建筑，而从3-4层地10层或20层的建筑物为中层建筑，高层建筑最少为10层或更多。尽管在原理上，高层建筑的竖向和水平构件的设计同低层及多层建筑的设计没什么区分，但使竖向构件的设计成为高层设计有两个控制性的原因：首先，高层建筑需要较大的柱体、墙体和井筒；更主要的是侧向里所产生的倾覆力矩和剪力变形要大的多，必须谨慎设计来确保。高层建筑的竖向构件从上到下逐层对累积的重力和荷载进行传输，这就要有较大尺寸的墙体或柱体来进行承载。同时，这些构件还要将风荷载及地震荷载等侧向荷载传给基础。不过，侧向荷载的分布不一样于竖向荷载，它们是非线性的，而且沿着建筑物高度的增加而快速地增加。比如，在其它条件全部相同时，风荷载在建筑物底部引发的倾覆力矩随建筑物高度近似地成平方规律改变，而在顶部的侧向位移和其高度的四次方成正比。地震荷载的效应更为显著。对于低层和多层建筑物设计只需考虑恒荷载和部分动荷载时，建筑物的柱、墙、楼梯或电梯等就自然能承受大部分水平力。所考虑的问题关键是抗剪问题。对于当代的钢架系统支撑设计，如无特殊承载需要，无需加大柱和梁的尺寸，而经过增加板就能够实现。不幸的是，对于高层建筑首先要处理的不但仅是抗剪问题，还有抵御力矩和抵御变形问题。高层建筑中的柱、梁、墙及板等常常需要采取特殊的结构部署和特殊的材料，以抵御相当高的侧向荷载和变形。如前所述，在高层建筑中每平方英尺建筑面积结构材料的用量要高于低层建筑。支撑重力荷载的竖向构件，如墙、柱及井筒，在沿建筑物整个高度方向上全部应给予加强。用于抵御侧向荷载的材料要求更多。对于钢筋混凝土建筑，虽着建筑物层数的增加，对材料的要求也伴随增加。篇三：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 routes 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 countrys 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 roads 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