ROADGUARD BARRIER SYSTEM The roadguard barrier, 6 feet long, 3.5 feet high, 2 feet wide at base, with its patented design, is the only barrier of its type that self locks without the need for additional assistance.
No barrier, other than the roadguard barrier, can self-lock without the need of additional apparatus, such as a cable, strap, rod or coupler.
In addition, the roadguard barrier, because of its unique patented design allows for curved configurations of up to 15 degrees at each barrier connection, in either direction, while remaining locked to the adjacent barrier. No other barrier can make that claim!
Also, the roadguard barrier is designed for the addition of signs screens and flashers because of the built in slots for such devises and is easier to maneuver because of its weight and two carrying slots contained in each barrier.
The patented interior design of the roadguard barrier prevents bulging and keeps its side’s straight and trim while maintaining a weight of only 125 lbs. Empty but a secure 1675 lbs.
The roadguard corner connector barrier is designed for use with the roadguard barrier as a connecting barrier unit to allow for either left or right angle turns, or both simultaneously, of between 75 to 105 degrees while locking together all connecting barriers. In addition, the corner connector barrier allows for the initial roadguard barrier line to continue after connecting barrier line extensions to the left and/or the right.
Lightweight and easy to handle, the roadguard corner connector barrier is 2 feet in length and width and 3.5 feet in height, designed to correspond with the roadguard barrier.
Directly beneath the filling hole of the roadguard corner connector barrier is a pin extending upward internally from the bottom of the barrier to secure firmly a
pole or pipe that can be inserted downward through the filling hole. Said pole or pipe can be used to attach signage, privacy screens or security panels that extend above the barrier line height.
The roadguard highway assembly is a reinforcement system for highway barriers that distribute and transfer forces that may occur upon impact of a vehicle so that the overall highway barrier system will have greater strength and integrity. The roadguard highway assembly system meets all NCHRP 350, Test Level 3 Truck and Car Crash Test Specifications, and is approved by the FHWA for use on highway construction projects where the posted vehicle speed in a work zone can be as high as 62-mph/100kph.
The roadguard highway assembly is a fabricated steel assembly designed to easily mount to the roadguard barriers. This ASSEMBLY provides two distinct functions: Providing a strong and resilient outer surface to resist the wheel and bumper of a striking vehicle, and to link the barriers more securely to each other and create a very robust linear system such that the force of a striking vehicle will be distributed over many barriers, minimizing the lateral movement at the point of impact.
The roadguard security panel is used for perimeter security, safety, crowd control and general site protection. These 6’ x 4’ chain link fence panel units install firmly on a roadguard barrier to give a stable 8 foot high continuous, unbroken protective fence for all security and safety needs. Optional solid material, screen, or interwoven chain link panels are available.
Our study area lies in the north of modern delta of the Huanghe River and it was formed by the river way of Diaokou in 1964-1976.The Huanghe River has the largest content of silt and may transport about 10.6Gt/a silt into the Bohai sea. The sub-delta was built quickly under the supply of abundant sediments. The rapid accumulation in the delta always makes the river course to be diverted frequently. The abandoned delta would be eroded and retreated rapidly after
diversion because the lack of supply. The gradient of the coastal slope in the delta is very gentle, the water depth is only 10m in the place about 10km apart from the coastal bank. A few of kilometers-wide tidal flat would be exposed during ebb tide that makes us work on the tidal flat conveniently. The sediments on the tidal flat are mainly composed of fine sands, silt and clay.
With the development of economic construction, various kinds of modernized traffic facility, is it pay to set up such as expressway , city, overpass function blown strengthen day by day in communications and transportation, the development of and the communications and transportation has caused the rapid rising of the traffic accident, traffic Safe and own through becoming a great world difficult problem
The rigidity guardrail is offended the guardrail form not basically out of shape by the automobile, generally point the concept of adopting " safe appearance " of guardrail of modes in Chinese operatic music of concrete wall of concrete guardrail , through the different sides of slope of appearance mainly, make the automobile moderate , it is high to climb, change direction, last making not colliding kinds of guardrail angle smaller than 100 car not medium-sized making a change effective to, make automobile receive lighter damage, as angle of colliding, collide when relatively heavy speed having, the automobile damages seriously.
According to rigidity with can divide into flexible guardrail , semi-rigid guardrail and rigidity guardrail safe form of guardrail. 1)The flexible guardrail generally points the cable guardrail , is one kind with structure that fixes of many roots on the pillar of cable of exerting prestressing force, totally relying on the stress of drawing of the cable to resist the vehicle and collide, the form is beautiful , not oppressing the sense while going, but the sight leads worse, the fabrication cost is relatively high, do not generally use. 2)The semi-rigid guardrail generally points the roof beam type guardrail , is a kind of roof beam
type structure fixed with the pillar , depend on the guardrail crooked and out of shape and a pulling force resist the collision of the vehicle. There are a lot of kinds of the roof beam type guardrail , use the most extensive one to be the roof beam guardrail of the wave form . Have certain rigidity and toughness, easy to change after damaging, can lead the sight , the appearance is beautiful . 3)The rigidity guardrail generally points the cement concrete wall type guardrail , is a kind of concrete wall type structure of cement with certain section form , rely on the automobile to climb high , out of shape and rubing to absorb the energy of colliding . The guardrail security high, can prevent two accident effectively, itself difficult to damage, the maintenance cost is low, but have sense of oppressing to go to the vehicle, it is relatively serious to damage the vehicle.
Security guardrail of expressway should prevent high-speed vehicle that go from exceed outlet, pass through central authorities is it is it is it to lane , can lead the driver's sight correctly to intrude upon to take to separate, make the vehicle get back to normal travel direction, and it is minimum to reduce malignant degree of the accident to. In a word, high-speed highway safety guardrail reduce traffic accident and reduce accident malignant effective measure of degree, but in shouldn't set up place of the guardrail set up the guardrail , become the new barrier instead, it is dangerous to increase the accident. So, should grasp the characteristic of the guardrail to the design of the safe guardrail first and combine the traffic condition of the expressway, on the premise of meeting basic function of the guardrail , select the suitable guardrail form for use, adopt the rational establishment principle.
Because topographical terms , make the investment and technological terms to restrain from many kinds of factor, way side have barrier unavoidably, to exceed vehicle of outlet form the potential danger. Way side guardrail set up in be able to reduce accident serious place of degree only, its design principle is confirmed according to people's subjective judgement of such factors as class of
highway , volume of traffic , vehicle making up and way side characteristic ,etc..
The most ideal guardrail form is that meet function's needs as well as the cost is the lowest, and elegant in appearance, and can lead the sight of driving a vehicle . The cable guardrail is suitable for not having evenly no sinking , snow , long straight line , highway section with the special beautiful demand ; The concrete guardrail is suitable for very dangerous stepping such highway sections as the river bridge , cliff ,etc.; Wave form guardrail have heavy suitability, suitable for all highway section basically, especially small radius curved dish is it lead highway section of sight to need. Require according to norm and Hunan Province many pieces of high-speed highway safety guardrail design experience, the general way side of highway section adopts the roof beam guardrail of the wave form , the specific very difficult dangerous highway section adopts the concrete guardrail .
In a situation that the volume of traffic is big, vehicle go at a high speed, is it cross central authorities separate the situation led to happen, may produce the serious consequence , so, the central authorities separate the width that bring as the important basis of setting up guardrail . Anticollision cushion through absorb vehicle collide energy make vehicle's stopping safely, make the vehicle change travel direction, avoid the department and take advantage of personnel's receiving facilities of the serious injury. The anticollision cushion is with low costs, have very high security performance . It mainly applies from taking in the middle of not having to bringing and carrying out the transition while having, the usual friendship channelizing island shunts one, has regular barriers when the pilosity highway section of the traffic accident. The anticollision cushion has plastic cushions of systematic anticollision of intermediate layer , fill out such various forms as the sand plastic barrel anticollision cushion , sand bag ,etc.. Practice has proved , the anticollision cushion is a kind of effective facility , it is mainly serious degree which reduces the accident, but not reduce the emergence
of the accident. With the rapid development of the expressway of our country, people have improved a lot understanding of the importance of safe guardrail, while building the guardrail, should compare from such many aspects as performance , view and economy ,etc. conscientiously , consider in an all-round way.
The anticollision guardrail includes the concrete functions of four respects: 1)Prevent vehicle from jump outlet (bridge ) outside, is it bring to separate to central authorities but speech, is it prevent vehicle from pass through central authorities is it take but intrude upon correctly the lane to separate to want; Meanwhile , is it get off vehicle get out under partial toing the breast board , or break the guardrail to defend; 2)The guardrail should be able to make the vehicle reply to and stop travel direction frequently ; 3)While colliding , the damage to the passenger is the minimum degree: 4)Can lead the sight of the persons who drive . Can be found out from above-mentioned functions, the guardrail must have suitable intensity of mechanics and collision in order to keep out the vehicle of rigidity , prevent the vehicle from crossing outside of outlet (the bridge ): Meanwhile, rigidity of guardrail can too heavy, can is it injure or lighten the degree of injuring to protect passenger from better.
Real car full size is it is it offend with actual automobile guardrail is it imitate a kind of research approach of traffic accident to come to test to bump into. It can get automobile sport orbit and sport posture in the course of striking , such true believable technical parameters as the number value of shock power ,etc. of deformation and damage characteristic and colliding of the automobile and guardrail , thus offered the scientific basis for the dependability of other research approach income results of design and verification of the safe and reliable guardrail structure. Now, various countries bump into the test of the real car of the system to regard as the basic prerequisite studied to the guardrail .
Because the way side guardrail itself is a barrier , in a situation that the
condition is permitted, the side guardrail of the way should be set up as much as possible and far away from the runway. So, the vehicle which deviates from the runway can perhaps is it answer to sail in the runway again having no accidents most heavy . Way side object exceed from runway edge sure to after worthing , take as the barrier , driver can because reducing speed last position. This distance is called and leant towards the location horizontally . This distance varies with speed, must pay attention to guaranteeing the proper transition is designed when No. link with other structures thing in side guardrails ; Should also pay attention to guaranteeing the proper distance between the guardrail and barrier . The deformation when the guardrail collides is not only an important factor that the form is chosen, but also an important factor set up . When the barrier especially protected is a rigidity object, the distance between the guardrail and object should be large in order to prevent the vehicle from stumbling hindering on the rigidity object enough. Set up the side guardrail of the way to guaranteeing the function on the way with safe side is great rationally, but the diversification of the side guardrail form of the way and influence factor of establishment make the design of the side guardrail of the way very complicated numerously
Guardrail as superhighway a important one safety devices most one of , can prevent vehicle from go out highway or intrude upon to to go the lane, have function of reducing accident losses , guaranteeing the traffic safety, for improving sense of safety and comfortableness that the department rides personnel, it is indispensable to improve the economy of highway transportation and social benefit.
The guardrail is one of the most important safety devices of expressway . According to the difference which can suck the way, the guardrail is divided into the following 3 typical forms : Rigidity guardrail , the semi-rigid guardrail and flexible guardrail . The function of the guardrail is: When the automobile and guardrail collide , under one's own situation not destroyed , absorb the energy of
colliding partly, and channel the automobile into the runway , guarantee the automobile does not cross the guardrail and rushes into the relative lane or puts the bank protection rollingly . So the requisition for guardrail is: Must have enough intensity and proper rigidity , there should the stronger one that can suck the characteristic and certain direction ability at the same time.
Obviously, it is different that systematic security with colliding to " the automobile - the semi-rigid guardrail " of study on " security that the automobile collides " is studied, in " automobile collide security " research results that make can is it guide semi-rigid design of guardrail to use for directly either in studying "; Or regard the automobile as and have no form of geometry and the particle of the size or simple spring - quality - damping system, is it is it study semi-rigid guardrail for line elastomer semi-rigid designing technique of guardrail wait for such as anticollision mechanism to come to simplify at the same time.Have not already while studying considered the ball plasticity of the semi-rigid guardrail moves on the influence of the law to the automobile big and out of shape, consider geometry form , size and automobile car body structure of automobile play plasticity to be heavy and out of shape to semi-rigid guardrail heavy influence out of shape too, have not considered the emergency rate effect of the material and inertia effect are to the automobile car body structure and large influence out of shape of semi-rigid guardrail , have not considered the influence of each and one's own the automobile and semi-rigid guardrail and contact and friction each other even more. In a word , have not considered any coupling dynamics phenomenon . Obviously, the essence that the designing technique of semi-rigid guardrail received like this can not reflect the question , result its unfavorable to special, great malignant traffic accident prevent and cure improvement of competence.
We think , two inalienable components in the system that the automobile and semi-rigid guardrail collide in the automobile bumps into this incident of
semi-rigid guardrail , the mutual coupling of two , influencing each other , form an organic whole together. While the automobile bumps into the semi-rigid guardrail , the automobile will keep in touch with the semi-rigid guardrails , and position and area of contact that are exposed to will change with sport of the automobile , the contact area changed will produce the contact strength and frictional force changed changed , under acting on commonly in contact strength and frictional force changed of changing, semi-rigid guardrail and automobile car body structure will take place size and whom position change heavy and out of shape (this kind is big and out of shape and often closely related to the emergency rate effect of the material and inertia effect), This kind heavy to can cause new contact while being out of shape (including automobile car body structure and semi-rigid guardrail are one's own since contact , position and area are in changing contact each other), then influence the size and direction exposed to strength and frictional force , influence the sport orbit of the automobile, this kind feedback function make " automobile - semi-rigid guardrail " collide system strike shape at specific coupling each other.
Now, people collide structure basic principle of dynamics apply other relevant field, including the study on semi-rigid guardrail , but the restriction that divided because of the speciality, in design technical research of the semi-rigid guardrail , have not made breakthrough progress yet. Through the response characteristic analysis of the human body in the car in the course to colliding, is it collide course various kinds of sport law that automobile might appear human body bludgon the influence law responded into to car to find out, confirm in view of the above that it is most favorable to human body's safe automobile ideal sport law in the car in the course to collide .
This research and past research are different. Collision security of automobile study for a large number of research results, author go on a large number of automobile collide security study too in the past, but the one that
study is all that the automobile stipulating bumps into this kind of special operating mode of rigidity wall in safety standards of automobiles, purpose that study to judge mechanics , automobile of structure characteristic suitable and how improve the automobile structural design, the automobile set up collides though the model is very complicated, but that serves for the mechanics characteristic of confirming the automobile structure, it is unnecessary too to consider target's impact on structural mechanics characteristic of the automobile struck. And the study on anticollision mechanism of semi-rigid guardrail , is it consider mechanics characteristic , automobile of structure to want too (whether former research automobile that set up collide model can for is it serve to study originally after dealing with), but the more important thing is that will consider the influence on course of colliding of mechanics characteristic of the semi-rigid guardrail , and various kinds of coupling phenomena set up through contacting interfaces between the automobile and semi-rigid guardrail , obviously, such research and research in the past were different.
The setting-up of the system intact coupling dynamics big system model is the most key question that " the automobile- the semi-rigid guardrail " collides . Should consider the semi-rigid guardrail and one's own great phenomena out of shape of ball plasticity of automobile in the model, and also consider the semi-rigid guardrail and automobile one's own geometry form and size, consider such complicated factors as the contact and friction between the automobile and guardrail ,etc., it is more suitable to adopt the finite element model. For is it calculate precision and computational efficiency two demand of respect to give consideration to, to is it is it is it adopt explicit integration form to plan to solve to ask model, all units adopt some total mark and leading parameter sand and leak the control technology , in order to improve the computational speed. In order to make the big system model set up can be used in the research of various kinds of structure forms of semi-rigid guardrail and design parameters and law
giving consideration to the model more conveniently, plan to set up an automobile in common use and simplify models, and set up the guardrail model storehouse made up of several model and characteristic of semi-rigid guardrail according to the need.
To automobile being structure complicated and a existing one used in automobile collide automobile that security study calculate model too huge characteristic, is it is it at the foundation , security of research results , collide to automobile security commonly used automobile collide model simplify rationally in studying to collide in existing automobile to plan, set up concise , ocular , swift , scientific automobile and simplify models. Simplifying models can adopt the model of mixing that nodal shell unit and nodal entity's unit eight four form , use shell unit simulation of the part that may be contacted with the semi-rigid guardrail on the automobile, other parts adopt entity's unit simulation.
Use " automobile - semi-rigid guardrail " collide system intact coupling dynamics model, carry on sensitivity , structure of design parameter analyse , study semi-rigid guardrail structure form to collide automobile actual sport influence law of law in the course at first, automobile law and its the most unanimous optimum structure form of ideal sport law of real sport by fixing making . Then to optimum structure form, is it use " automobile - semi-rigid guardrail " collide system intact coupling dynamics model to continue, study the law of impact on real sport law of the automobile of design parameter of the structure, in order to confirm the optimum design parameter.
The experimental number of times that reducible to collide , obtained the considerable direct economic benefits. For a long time , to semi-rigid design of guardrail , adopt experience design method , half analyze technology and test method is it go on to mix all, though can design the feasible guardrail , costly and time-consuming only according to testing and trying playing, very unremunerative, and difficult to make the security level of the semi-rigid
guardrail in optimum state. If there is semi-rigid guardrail that designs the new technology and does guidance, can dispel the potential safety hazard during the course of designing , reduce and collide the experimental number of times, reduce once the test of colliding , can economize 100,000-200,000 yuan . In addition, can optimize the structure of guardrail in the forming and design parameter, has solved the problem that the traditional method is difficult to solve .
The new mechanism of the anticollision of semi-rigid guardrail is used in the design and improvement of the semi-rigid guardrail on the expressway and special-purpose Class I Highway of automobile mainly, certainly, can apply to the design and improvement of the semi-rigid guardrail on other highways at all levels too.
However, impact kinetic energy and its travel speed that the automobile has are the square of in direct radio, once the high-speed automobile that goes crosses the traffic accident outside the outlet (the proportion of taking the total amount of traffic accidents of this kind of accident is about 45%, about 30% on the expressway on the ordinary arterial highway), the consequence will be more serious . At this moment , design the furnishing that the unreasonable guardrail will become the danger , and then influence the effective use of the expressway and superhighway seriously, can't give full play to the high-speed advantage that transport safely . Practice indicates , the semi-rigid guardrail is a kind of guardrail form with very good performance , already used widely worldwide, because new mechanism semi-rigid to protect design of fence new technology can make semi-rigid high-speed collision safe performance of guardrail improve further on the basis of semi-rigid guardrail anticollision, exceed to vehicle outlet prevention and cure of the traffic accident (accident this kind of the main reason that cause special , great malignant traffic accident ) have important meanings, therefore have wide application prospects .
Study on new mechanism of the anticollision of semi-rigid guardrail to guarantee highway communication transportation system realize at a high speed transporting basic research of purpose one of safely, it is a subject for research of crossing in fields multi-disciplinarily, the value of academic research with importance and prospect of using. It break through professional restriction that divide in the past, collide the system as a big system of coupling " automobile- semi-rigid guardrail", proceed from the angle of guaranteeing the safe level is optimum that the passenger collides in the car , study and collide the ideal sport law which the automobile should possess in the course, On this basis, through set up " automobile - semi-rigid guardrail " collide systematic coupling dynamics artificial model is it study guardrail anticollision new mechanism to come, improve the precondition of designing competence of semi-rigid guardrail to the great break-through of the designing technique of traditional guardrail , have important meanings to the prevention and cure of the special , great malignant accident in the traffic accident of the road, so, should launch the study on it , the improvement of competence in order to guarantee road traffic's security , moulding industry's new image of communications and transportation to establish the technological foundation in a more cost-effective manner .
The rigidity guardrails and semi-rigid guardrails are the important safety devices on the expressway . Studies have shown rigidity guardrail though out of shape basically in colliding in accident, but because one's own structure rigidity is great, not only the ability to absorb energy is low, but also apt to cause two accidents. The semi-rigid guardrail is a kind of continuous roof beam post type guardrail structure, because there are certain rigidity and flexibility, have certain energy absorbability , but lighten the injury to the passenger and vehicle greatly , so already widely applied to the highway engineering. The roof beam guardrail of the wave form is a main form of the semi-rigid guardrail , carry on research of performance and energy absorbability of safe protection to it, will play a
instructing role to the construction of the expressway of mountain area , will offer the theoretical foundation for some designs of composite guardrail .
Improve the environmental quality of the underground space and ventilation result, offer the comfortable environment of going by bus to passenger, offer the good condition of work to station equipment and staff member , make the underground environment get effective control. Satisfied when the fire accident happens in the station or the annex, arrange cigarettes and ventilate effectively, guarantee passenger's evacuating safely and staff members and equipment security. When the train blocks the trouble, can maintain passenger's requirements for fresh air in the carriage .
U.S.A. began the research and use of the guardrail from 1920, on the basis of theory analysis and simulation experiment, protect and block and collide to verify the application practice on the experiment and highway through the full size of real car, have accumulated a large number of materials and abundant experience. The national traffic research institute of research association of U.S.A. made the evaluation criterion of the expressway safety devices in 1981, organized guardrail structure of the expressway and a series of research work of different safety devices and wrote various kinds of design specifications around 1970 and 1986. Such countries as France , Britain , Germany ,etc. were beginning the research work of the structure of the guardrail long ago too, set up and amplify a whole set of experiment facilities and corresponding experiment rules, have studied the guardrail structure of many kinds from theory and experiment . The research work of the ones that began in this respect in the fifties in Japan, and began to use the guardrail regularly in the supernatural expressway of the name. In short more than ten years, numerous research institution of Japan carry on extensive and profound developmental research to various kinds of guardrail structure, made the guardrail to set up the outline in 1965, to the scope of application of the guardrail, structural design, the function has required,
constructed such respects as installation ,etc. and made the clear regulation. Have so far formed two kinds of typical guardrail forms in the United States and Japan. Other a lot of countries, have roughly launched the research of the design standard of the guardrail structure of each country in succession too in 50 , the sixties.
Hyundai Motor's production technology and technological level improve day by day, the speed of design of the vehicle soars; At the same time there is a very great demand too for the speed of operation as the main artery that is transported fast in the expressway ; The vehicle that the speed is lower than 70km/h has already forbidden entering the expressway now, and common speed of going on the expressway is all in above 100km/h. People in addition driven by the interests, overload and is it become thing that remain incessant after repeated prohibition already to overspeed. Confirm with different fields high speed that automobile go take , then a following one to is it collide improvement of speed to result in. Because the impact kinetic energy and its quality of the automobile are in direct radio, and its the travel speed is the square of in direct radio, once exceeding outside the outlet or accident of bumping against the roadside barrier of high-speed automobile that goes , impact its violent degree will increase obviously , cause heavy danger to passenger, the rational establishment of the semi-rigid guardrail is more meaningful at this moment.
In recent years, the recoverable amount of motor vehicle of our country is increasing constantly, the following road traffic accident is soaring constantly too. Show according to the recent statistical data , the traffic security situation is still very severe , the traffic accident is threatenning the social economic development and security of people's lives and properties seriously. Expressway guardrail concern life security of people, at the same time for mould new image of traffic safety of road of our country have great meanings, should launch the profound research of relevant respects in a more cost-effective manner . With flourishing
development of road construction of our country and the advancing triumphantly of development of western regions, the demand of the guardrail will increase rapidly, and the security anticollision guardrail that really accord with the situation of road traffic of our country is a basic meaning and long-term vitality. This too puts the problem urgently to be solved in front of our country scientific workers of traffic safety of the road.
公路防撞护栏体系
随着经济建设的发展，各种现代化的交通设施，如高速公路、城市立交、高架道路在交通运输中所起的作用日益增强，而交通运输的发展也导致了交通事故的急剧上升，交通安全己经成为一个世界性的大难题。
刚性护栏是受汽车冲撞基本不变形的护栏形式，一般指混凝土护栏混凝土墙板式护栏采用“安全外形”的概念，主要通过外形坡度不同的侧面，使汽车减速，爬高，转向，这种护栏设计能有效的使碰撞角小于100的中型轿车改向，并使汽车不受或受较轻的损伤，当碰撞角度、碰撞速度较大时，汽车损伤严重.
安全护栏的形式按刚度的不同可分为柔性护栏、半刚性护栏和刚性护栏。1) 柔性护栏一般指缆索护栏,是一种以多根施加了预应力的缆索固定于支柱上的结构,完全依靠缆索的拉应力来抵抗车辆碰撞,形式美观,行驶时没有压迫感,但视线诱导较差,造价较高,一般不用。2) 半刚性护栏一般指梁式护栏,是一种用支柱固定的梁式结构,依靠护栏的弯曲变形和张拉力来抵抗车辆的碰撞。梁式护栏有许多种,应用最广泛的为波形梁护栏。具有一定的刚性和韧性,损坏后容易更换,能诱导视线,外形美观。3) 刚性护栏一般指水泥砼墙式护栏,是一种具有一定断面形状的水泥砼墙式结构,依靠汽车爬高、变形和摩擦来吸收碰撞能量。这种护栏安全性高,能有效防止二次事故,本身
不易损坏,维修费用低,但对车辆行驶有压迫感,对车辆损坏较严重。
高速公路上的安全护栏既要阻止高速行驶的车辆越出路外,或穿越中央分隔带闯入对向车道,还要能诱导驾驶员的视线,使车辆回到正常行驶方向,并将事故中恶性程度降低到最小。总之,高速公路安全护栏是减少交通事故和降低事故恶性程度的有效措施,但在不该设置护栏的地方设置护栏,反而成为新的障碍物,增加了事故危险。因此,对安全护栏的设计首先要掌握护栏的特点,结合高速公路的交通条件,在满足护栏基本功能的前提下,选用合适的护栏形式,并采取合理的设置原则。
由于受到地形条件、投资和技术条件等多种因素的制约,路侧难免存在障碍物,对越出路外的车辆构成潜在的危险。路侧护栏仅设置在能降低事故严重度的地方,其设计原则根据人们对公路等级、交通量、车辆组成和路侧特征等因素的主观判断而确定。
最理想的护栏形式是既满足功能需要又成本最低,而且美观大方,并能诱导行车视线。缆索护栏适合有不均匀下沉、积雪、长直线、有特殊美观要求的路段；混凝土护栏适合特别危险的跨河大桥、悬崖等路段；波形护栏有更大的适用性,基本上适合所有路段,特别是小半径弯道和需要诱导视线的路段。根据规范要求和湖南省多条高速公路安全护栏设计经验,一般路段路侧采用波形梁护栏,个别特别困难危险路段采用混凝土护栏。
在交通量大的情况下,车辆高速行驶,一旦发生横越中央分隔带的情况,就可能产生严重的后果,因此,中央分隔带的宽度作为设置护栏的重要依据。防撞垫是通过吸收车辆碰撞能量使车辆安全停住,并使车辆改变行驶方向,避免司乘人员受到严重伤害的设施。防撞垫成本低,具有很高的安全性能。它主要应用于从无中间带向有中间带过渡、平交导流岛分流点、有固定障碍物等交通事故多发路段。防撞垫有夹层系统防撞塑料垫、填砂塑料桶防撞垫、砂袋等多种形式。实践证明,防撞垫是一种有效的设施,它主要是降低事故的严重度,而不是减少事故的发生。随着我国高速公路的迅速发展,人们对安全护栏重要性的认识有了很大提高,建造护栏时,要从性能、景观和经济等多方面认真比较,全面考虑。
防撞护栏包括四个方面的具体功能：1)阻止车辆跃出路〔桥)外，对中央分隔带而言，则要阻止车辆穿越中央分隔带而闯入对向车道；同时，还要防出车辆从护栏板底下钻出，或将护栏冲断；2)护栏应能使车辆回复到止常行驶方向;3)发生碰撞时，对乘客的损伤为最小程度:4)能诱导驶员的视线。从上述功能可以看出，护栏必须具有相当的力学强度和刚度以抵挡车辆的冲撞，防止车辆越出路(桥)外:同时，护栏的刚度又不能太大，从而可以更好地保护乘客免受伤害或减轻伤害程度。
实车足尺撞击试验是用实际汽车冲撞护栏来模拟交通事故的一种研究方法.它可以得到汽车在撞击过程中的运动轨迹和运动姿态、汽车与护栏的变形和损伤特征以及碰撞冲击力的数值等真实可信的技术参数，从而为安全可靠的护栏结构的设计和验证其它研究方法所得结果的可靠性提供了科学的依据。现在，各国都把系统的实车撞击试验作为对护栏研究的基本前提。
由于路侧护栏本身也是障碍物, 在条件许可的情况下, 路侧护栏应设置得尽可能远离行车道。这样,偏离行车道的车辆能够最大可能地无事故地重新驶回行车道。路侧物体距离行车道边缘超过一定值后, 就不被认作障碍物, 驾驶者一般不会因之降低车速或改变车辆在行车道上的位置。这个距离称为横向偏位。这个距离随车速的不同而不同,必须注意要确保路侧护栏与其他构造物相连时适当的过渡设计；还应注意要确保护栏与障碍物之间适当的距离。护栏碰撞时的变形不仅是形式选择的重要因素,也是设置的重要因素。尤其是被防护的障碍物是刚性物体时, 护栏与物体之间的距离应足够大以避免车辆在刚性物体上绊阻。合理设置路侧护栏对保证路侧安全的作用重大,但是路侧护栏形式的多样化以及设置的影响因素众多使得路侧护栏的设计十分复杂。
护栏作为高等级公路上最重要的安全设施之一,能够阻止车辆冲出公路或闯入对向行驶车道, 具有减少事故损失、保证行车安全的功能, 对于提高司乘人员的安全感与舒适性, 提高公路运输的经济性与社会效益是不可或缺的。
护栏是高速公路最为重要的安全设施之一.按照吸能方式的不同,护栏
划分为以下3种典型形式:刚性护栏、半刚性护栏和柔性护栏.护栏的作用是:当汽车与护栏碰撞时,在自身不被破坏的情况下,吸收部分碰撞能量,并将汽车导入行车道,保证汽车不越过护栏冲进相对车道或翻滚下护坡.因此对护栏的要求是:必须具有足够的强度和适当的刚度,同时要有较强的吸能特性和一定的导向能力。
显然,对“汽车碰撞安全性”的研究与对“汽车-半刚性护栏”碰撞系统安全性的研究是有区别的,在“汽车碰撞安全性”研究中取得的研究成果也不能直接用于指导半刚性护栏的设计；或者将汽车当作无几何形状与尺寸的质点或简单的弹簧-质量-阻尼系统,同时将半刚性护栏简化为线弹性体来研究半刚性护栏的设计技术如防撞机理等,研究中既没有考虑半刚性护栏的弹塑性大变形对汽车运动规律的影响,也没有考虑汽车的几何形状、尺寸及汽车车体结构弹塑性大变形对半刚性护栏大变形的影响,没有考虑材料的应变率效应及惯性效应对汽车车体结构及半刚性护栏大变形的影响,更没有考虑汽车与半刚性护栏各自自身及相互之间的接触与摩擦的影响。总之,没有考虑任何耦合动力学现象。显然,这样得到的半刚性护栏设计技术并不能反映问题的本质,其结果将不利于特、重大恶性交通事故防治水平的提高。
我们认为,在汽车撞击半刚性护栏这一事件中,汽车与半刚性护栏乃是碰撞系统中不可分割的两个组成部分,二者相互耦合、相互影响,共同构成了一个有机的整体。在汽车撞击半刚性护栏的过程中,汽车与半刚性护栏之间会发生接触,且发生接触的部位与接触面积会随着汽车的运动而发生变化,变化的接触区域会产生变化的接触力与变化的摩擦力,在变化的接触力与变化的摩擦力的共同作用下,半刚性护栏及汽车车体结构都会发生大小与部位均变化的大变形(这种大变形常常与材料的应变率效应及惯性效应密切相关),这种大变形又会引发新的接触(包括汽车车体结构与半刚性护栏各自的自接触及部位与面积处于变化中的相互之间的接触),继而影响接触力与摩擦力的大小与方向,影响汽车的运动轨迹,这种互反馈作用将使“汽车-半刚性护栏”碰撞系统处于特定的耦合冲击形态之中。
现在,人们正在将结构碰撞动力学的基本原理应用于其他相关领域,其
中包括对半刚性护栏的研究,但由于专业划分的制约,在半刚性护栏的设计技术研究方面,仍然未取得突破性的进展。通过对碰撞过程中车内人体的响应特性分析,找出碰撞过程中汽车可能出现的各种运动规律对车内人体冲击响应的影响规律,据此确定碰撞过程中最有利于车内人体安全的汽车理想运动规律。
本项研究与以往的研究也是不同的。汽车的碰撞安全性研究已有大量研究成果,作者以前也进行过大量的汽车碰撞安全性研究,但研究的都是汽车安全标准中规定的汽车撞击刚性墙这类特殊工况,研究的目的是判断汽车结构的力学特性是否合适及如何改进汽车结构设计,建立的汽车碰撞模型虽然非常复杂,但那是为确定汽车结构的力学特性服务的,没有也不必要考虑被撞击对象对汽车结构力学特性的影响。而对半刚性护栏防撞机理的研究,虽然也要考虑汽车结构的力学特性(在以前的研究中建立的汽车碰撞模型经过处理后可以为本研究服务),但更重要的是要考虑半刚性护栏的力学特性对碰撞过程的影响、及汽车与半刚性护栏之间通过接触界面而建立起来的各种耦合现象,显然,这样的研究与以前的研究是不同的。
“汽车-半刚性护栏”碰撞系统完整耦合动力学大系统模型的建立是最关键性的问题。模型中既要考虑半刚性护栏与汽车各自的弹塑性大变形现象,又要考虑半刚性护栏与汽车各自的几何形状与尺寸,还要考虑汽车与护栏之间的接触与摩擦等复杂因素,采用有限元模型比较合适。为兼顾计算精度与计算效率两方面的要求,模型的求解拟采用显式积分格式,具全部单元均采用一点积分与前置参数砂漏控制技术,以提高计算速度。为使建立的大系统模型能够比较方便地用于各种半刚性护栏结构形式与设计参数的研究并兼顾模型的规律,拟建立一个通用的汽车简化模型,并根据需要建立由若干半刚性护栏模型及其特征组成的护栏模型库。
针对汽车构造复杂且现有的用于汽车碰撞安全性研究的汽车计算模型过分庞大的特点,拟在现有汽车碰撞安全性研究成果的基础上,对汽车碰撞安全性研究中常用的汽车碰撞模型进行合理简化,建立简明、直观、快捷、科学的汽车简化模型。简化模型可以采用四节点壳单元与八节点实体单元构
Ch3 道路平面线形设计 【本章主要内容】 §3-1 平面线形概述 §3-2 直线 §3-3 圆曲线 §3-4 缓和曲线（3h) §3-5 平面线形的组合与衔接 §3-6 行车视距 §3-7 道路平面设计成果 【本章学习要求】 掌握平面线型的基本组成要素:直线、圆曲线、缓和曲线的设计标准、影响因素及确定方法、要素计算；行车视距的种类及保证；平面设计的设计成果；了解平面线型的组合设计。 本章重点：缓和曲线设计与计算、平面设计注意事项，难点：缓和曲线。
§3-1 道路平面线形概述 基本要求：掌握平面线形的概念，平面线形三要素， 了解汽车行驶轨迹对道路线形的要求。 重点：平面线形的概念。 难点：平面线形三要素。 1 平面线形的概念 平面线形—道路中线在平面上的水平投影，反映道路的走向。 2 平面线形三要素 2．1 汽车行驶轨迹 大量的观测和研究表明，行驶中的汽车，其导向抡旋转面与车身纵轴之间的关系对应的行驶轨迹为： 1) 角度为0时，汽车的行驶轨迹为直线； 2) 角度不变时，汽车的行驶轨迹为圆曲线； 3) 角度匀速变化时，汽车的行驶轨迹为缓和曲线。 行驶中的汽车，其轨迹在几何性质上有以下特征： 1)轨迹是连续和圆滑的； 2)曲率是连续的； 3)曲率的变化是连续的。 直线一圆曲线一直线符合第（1）条规律 直一缓一圆一缓一直符合第（1）、（2）条规律 整条高次抛物线可能符合全部规律，但计算困难，测设麻烦。 2.2平面线形要素 直线、圆曲线、缓和曲线称为平面线形的三要素。
§3-2 直线 基本要求：了解直线的使用特点和适用条件；掌握直线的设计标准及计算。重点：直线的设计标准。 难点：路线方位角、转角的计算。 1 直线的特点 1.1 以最短的矩离连接两目的地； 1.2 线形简单，容易测绘； 1.3 长直线，行车安全性差； 1.4 山区、丘陵区难与地形与周围环境协调。 2 设计标准 2.1直线最大长度 1）限制理由 2）直线最大长度：20V。 2.2直线最小长度L min 1）同向曲线间的L min：6V。 其中直线很短时，形成所谓的―断背曲线‖。 2）反向曲线间的L min：2V。 考虑其超高和加宽缓和的需要，以及驾驶人员的操作方便。 3 直线的运用 3.1适用条件 1）路线完全不受地形、地物限制的平原区或山间的开阔谷地； 2）市镇及其近郊或规划耕区等； 3）长大桥梁、高架桥、隧道等路段； 4）平面交叉口附近，为争取较好的行车和通视条件； 5）双车道公路提供超车的路段。 3.2注意问题 1）不宜过长； 2）长直线上纵坡不宜过大； 3）长直线尽头不得设置小半径平曲线； 4）不宜过短。 4 直线的表达式（★补充） 已知直线上两点的坐标（X1，Y1）（X2，Y2）则直线的数学表达式为：Y-Y1 X-X1 Y2-Y1 X2-X1 两点间的直线长度：L=[（X1-X2）2+（Y1-Y2）2 ]1/2
道路设计 1.道路设计的历史 首先，本文主要依靠大量的文字叙述，若对您造成理解上的困难，敬请谅解。 由于本文所涵盖的资料单一，本文是此系列中唯一的一篇文章。本文不像其他文章 一样有大量图片说明。其次，本文主要内容是关于欧洲公路修筑的历史。 在西欧，罗马人是具有重大意义的公路修筑的开创者。他们看到了修筑公路能 使人较快的移动地理位置的作用，这一作用对军用和民用都是极其重要的。罗马人 率先指出，要使公路发展为主要道路，就必须把地坪线提高一米。公路的最大特点 就是没有角落，这是为了降低埋伏的风险。罗马人对道路的耐久性设定了标准，这 一成就远超过了罗马帝国灭亡后所取得的其它成就。 罗马人设计公路的方法本质上与现代使用的是相同。公路由几个不同层次构成，这从基层增加了公路的强度。最底层的通常是碎石子，中间层是掺加了石灰的混凝土，而上层则是铺路石或者掺有石灰的厚石板。每一层的厚度由当地的地质条件决定。 罗马帝国消亡后，它的道路系统一直处于无人修善的状态。到了中世纪末期， 全国的道路系统几乎处于瘫痪状态，唯一的路途就是没有铺石板的路。一到冬季就 泥泞不堪，夏天则尘土飞扬，根本无法通行。同时为了绕开贫穷的地区，更是导致 了道路弯弯曲曲，加大了通行难度。这种路况加上法律监管不严，意味着除非是疯 子或者是无可奈何的情况，没人愿意去走这些路。 这种情况直到1555年国会通过了所有地方政府有责任维修损坏道路的行动后有 所改善。这次行动还包括建立高速公路拯救员职位。没有薪金和材料再加上技术匮乏，所以这个告示明显地无人理睬且效率低下也就不怎么奇怪了。 …… 2.交通量分析 2.1、交通密度：
2.2、交通负荷： 3.交通密度 4.交通负载 5.土方工程 6.开挖 History of Road Design Firstly let me apologise for this page. It is largely text based due to the nature of it and if reading is difficult then I am sorry. This is due solely to the material covered and is the only page in the series. This is not typical as the rest have graphics or images to keep you amused. Secondly this page is very much a history of road building in the United Kingdom． The first road builders of any significance in Western Europe were the Romans, who saw the ability to move quickly as essential for both military and civil reasons. It is from the Romans that the term highway comes as all their roads were elevated 1m above the local level of the land. This was to minimise the risk of an ambush, as was the best known characteristic of the roads, their lack of corners. The standards set by the Romans in terms of durability far exceeded anything achieved after the fall of the empir e. The Roman approach to road design is essentially the same as that in current use. The roads were constructed of several different layers, increasing in strength from the bottom. The lowest layer was normally a rubble, intermediate layers were made of li me bound concrete and the upper layer was a flag or lime grouted stone slabs. The thickness of the layers was varied according to the local ground conditions. After the fall of the Roman Empire the road system fell into a state of disrepair and by the end of the middle ages, there was in effect no road
道路设计外文翻译 摘要部分的翻译： 各种断面形状钢管混凝土的单轴应力应变关系 K.A.S. Susantha ，Hanbin Ge, Tsutomu Usami* 土木工程学院，名古屋大学, Chikusa-ku ，名古屋464-8603, 日本 收讫于2000年5月31日; 正式校定于2000年12月19日; 被认可于2001年2月14日 ?? 摘要 一种预测受三轴压应力混凝土的完全应力-应变曲线的方法被提出，这种三轴压应力是由环形、箱形和八角形的钢管混凝土中的限制作用导致的轴向荷载加测向压力所产生的。有效的经验公式被用来确定施加于环形钢管混凝土柱内混凝土的侧向压力。FEM（有限元）分析法和混凝土-钢箍交互作用模型已被用来估计施加于箱形和八角形柱的混凝土侧向压版权所有2001 Elsevier科学技术有限公司。 力。接着，进行了广泛的参数研究，旨在提出一个经验公式，确定不同的筒材料和结构特性下的最大平均侧向压力。如此计算出的侧向压力通过一个著名经验公式确定出侧向受限混凝土强度。对于高峰之后的应力-应变关系的确定，使用了有效的试验结果。基于这些测试结果，和近似表达式来推算下降段的斜度和各种断面形状的筒内侧向受限混凝土在确认的混凝土强度下的应变。推算出的混凝土强度和后峰值性能在允许的界限内与测试结果吻合得非常好。所提出的模型可用于包括梁柱构件在内的纤维分析，以确定抗震结构设计中混凝土填充钢柱筒的极限状态的推算标准。? 关键词: 钢管混凝土；限制；混凝土强度；延性；应力应变关系；纤维分析 Uniaxial stress–strain relationship of concrete confined by various shaped steel tubes K.A.S. Susantha, Hanbin Ge, Tsutomu Usami * Department of Civil Engineering, Nagoya University, Chikusa-ku, Nagoya 464-8603, Japan Received 31 May 2000; received in revised form 19 December 2000; accepted 14 February 2001 Abstract
On the vehicle sideslip angle estimation through neural networks: Numerical and experimental results. S. Melzi,E. Sabbioni Mechanical Systems and Signal Processing 25 (2011)：14~28 电脑估计车辆侧滑角的数值和实验结果 S.梅尔兹,E.赛博毕宁 机械系统和信号处理2011年第25期：14~28
摘要 将稳定控制系统应用于差动制动内/外轮胎是现在对客车车辆的标准（电子稳定系统ESP、直接偏航力矩控制DYC）。这些系统假设将两个偏航率(通常是衡量板)和侧滑角作为控制变量。不幸的是后者的具体数值只有通过非常昂贵却不适合用于普通车辆的设备才可以实现直接被测量,因此只能估计其数值。几个州的观察家最终将适应参数的参考车辆模型作为开发的目的。然而侧滑角的估计还是一个悬而未决的问题。为了避免有关参考模型参数识别/适应的问题,本文提出了分层神经网络方法估算侧滑角。横向加速度、偏航角速率、速度和引导角,都可以作为普通传感器的输入值。人脑中的神经网络的设计和定义的策略构成训练集通过数值模拟与七分布式光纤传感器的车辆模型都已经获得了。在各种路面上神经网络性能和稳定已经通过处理实验数据获得和相应的车辆和提到几个处理演习(一步引导、电源、双车道变化等)得以证实。结果通常显示估计和测量的侧滑角之间有良好的一致性。 1 介绍 稳定控制系统可以防止车辆的旋转和漂移。实际上，在轮胎和道路之间的物理极限的附着力下驾驶汽车是一个极其困难的任务。通常大部分司机不能处理这种情况和失去控制的车辆。最近,为了提高车辆安全，稳定控制系统(ESP[1,2]; DYC[3,4])介绍了通过将差动制动/驱动扭矩应用到内/外轮胎来试图控制偏航力矩的方法。 横摆力矩控制系统（DYC）是基于偏航角速率反馈进行控制的。在这种情况下,控制系统使车辆处于由司机转向输入和车辆速度控制的期望的偏航率[3,4]。然而为了确保稳定，防止特别是在低摩擦路面上的车辆侧滑角变得太大是必要的[1,2]。事实上由于非线性回旋力和轮胎滑移角之间的关系，转向角的变化几乎不改变偏航力矩。因此两个偏航率和侧滑角的实现需要一个有效的稳定控制系统[1,2]。不幸的是,能直接测量的侧滑角只能用特殊设备(光学传感器或GPS惯性传感器的组合)，现在这种设备非常昂贵,不适合在普通汽车上实现。因此, 必须在实时测量的基础上进行侧滑角估计，具体是测量横向/纵向加速度、角速度、引导角度和车轮角速度来估计车辆速度。 在主要是基于状态观测器/卡尔曼滤波器(5、6)的文学资料里, 提出了几个侧滑角估计策略。因为国家观察员都基于一个参考车辆模型,他们只有准确已知模型参数的情况下，才可以提供一个令人满意的估计。根据这种观点,轮胎特性尤其关键取决于附着条件、温度、磨损等特点。 轮胎转弯刚度的提出就是为了克服这些困难,适应观察员能够提供一个同步估计的侧滑角和附着条件[7,8]。这种方法的弊端是一个更复杂的布局的估计量导致需要很高的计算工作量。 另一种方法可由代表神经网络由于其承受能力模型非线性系统，这样不需要一个参
道路与桥梁专业外文翻译 中英对照 Jenny was compiled in January 2021
本科毕业设计（论文） 专业名称：土木工程专业（道路与桥 梁） 年级班级：道桥08-5班学生姓名： 指导教师： 二○一二年五月十八日 专业外文翻译
Geometric Design of Highways 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. Highway geometry designs to consider Highway Horizontal Alignment, Vertical Alignment two kinds of linear and cross-sectional composition of coordination, but also pay attention to the smooth flow of the line of sight, etc. Determine the road geometry, consider the topography, surface features, rational use of land and environmental protection factors, to make full use of the highway geometric components of reasonable size and the linear combination. Design The alignment of a road is shown on the plane view and is a series of straight lines called tangents connected by circular. In modern practice it is common to interpose transition or spiral curves between tangents and circular curves.
道路线形设计开题报告范文 引导语：毕业设计是培养学生综合运用大学所学基础理论知识、专业基础知识及专业知识结合工程实际从事工程设计、施工及工程概预算培养学生对工程问题的理解、认识和思考。下面由yjbys小编精心为您整理了道路线形设计开题报告范文，希望能够帮得到您! 一、选题目的与意义 1、选题目的： 毕业设计是培养学生综合运用大学所学基础理论知识、专业基础知识及专业知识结合工程实际从事工程设计、施工及工程概预算培养学生对工程问题的理解、认识和思考。希望通过毕业设计学会从事科学研究、工程设计与施工、工程经济等方面知识及综合运用能力，为将来从事土木工程的科学研究、工程设计与施工打下基础。 通过对綦江区向家湾至中堆坝段公路设计施工图设计这个课题的研究，重点掌握道路的平、纵、横的设计方法，同时结合自身情况完成一个特色设计，投资概预算分析，及其它设施设计。提高考虑问题、分析问题和解决问题的能力，进一步巩固已学课程与再探讨学习一些新的专业知识，培养查阅参考书(资料)的能力，进一步熟悉、应用和掌握道路设计所需要的专业知识。 2、选题意义： (1)、培养学生综合运用已学过的理论知识和技能,分析和解决本专业范围内的实际工程问题的能力。 (2)、培养学生树立正确的设计思想,掌握现代设计方法。 (3)、通过调查研究,查阅文献资料,培养学生严肃认真的科学态度和严谨求实的工作作风。 (4)、培养学生勇于创新和开拓进取的精神。 (5)、通过本次毕业设计,要求学生在教师的指导下,独立完成设计课题所规定的全部内容。全面提升学生综合能力，使之在我国以后的道路工程事业中发挥更大作用。 公路设计是决定公路建设项目工程价值和使用价值的重要阶段，设计质量对工程的总体质量和安全有着决定性的影响。而对于山区公路而言，由于受特殊的地理地貌特征以及水文条件的限制，山区道路的平、纵、横的设计就显得更加困难和重要。山区公路设计应强调与自然条件相结合，在满足公路使用基本功能的前提下分段灵活运用技术指标，并强调技术指标的均衡性。坚持“灵活设计和创作设计”的新理念。通过合理的工程设计方案降低施工难度，降低工程造价。灵活运用指标的基本原则：1 ) 以确保公路安全和
本科生毕业论文（设计）题目文献综述文献综述随着改革开放的深入，交通运输在生活中的作用越来越明显，高速公路的建设成为了国民建设中的一个重大问题。由于高速公路具有汽车专用，分隔行驶，全部立交，控制出入以及高标准，高要求，设备功能完善等功能，与一般公路相比具有很多优点，所以具有很强的实用性。目前，我国高等级公路建设正处在“质”与“量”并重的重要发展阶段。从大陆第一条高速公路——沪嘉高速开始，中国大陆高速公路建设进入了一个崭新的时期。高速公路在二十多年间展现出了巨大的优越性，在以建成的高速公路沿线及腹地迅速兴起了工业企业建设的热【1】潮，地价增值，地方税收增加，投资环境发生巨大变化。目前我国的高速公路主要分布在东南沿海，我国的沿海地带，大部分是淤泥质海岸。因此，沿海特别是大江大河河口附近多为河相、海相或泻湖相沉积层，在地质上属于第四纪全新纪Q4 土层，多属于【2】东南海岸土的类别多为淤泥，淤泥质亚黏饱和的正常压密黏土。土。这类地基的主要特点是：具有高含水量、大孔隙、低密度、低强度、高压缩性、低透水性、中等灵敏度等特点；具有一定的结构性。由于这类地基存在这些特点，在软粘土地基上建造建筑物普遍存在稳定及变形的问题。以高速为例，由于高速的路堤高度不大，所以稳定问题并不突出，但是变形问题很明显。目前高速桥头跳车以及高填方段、填挖结合部等位置因地基差异沉降对路面结构造成的不良影响已引起公路建设、设计、监理、施工等部门的日益重视。如何解决高等级公路桥头跳车问题已成为刻不容缓的大事。造成桥头跳车的原因【3】有很多：1、土质不良引起的地基沉陷：土质不良，由此产生沉陷是桥头跳车的主要原因。桥涵通常位于沟壑地方，地下水位较高，此类土天然含水量大于液限，天然孔隙比大，常含有机质，压缩性高，抗剪强度低，一旦受到扰动，天然结构易受破坏，强度便显著降低，桥头路基填筑高度较大，产生基底应力相对较大，在车辆荷载作用下，更容易引起地基沉陷，且变形稳定历时往往持续数年乃至更长的时间。既便是在一些稳定地基，在外荷作用下，也无可避免出现这个问题。2、台后填料的压缩沉降：台后填料一
道路交通安全毕业论文中英文资料外文翻译文献 毕业论文中英文资料外文翻译视觉零——道路交通安全的一项实施政策罗杰约翰逊道路安全司，瑞典公路管理局，罗达沃根 1，78187 Borlange，瑞典关键词：视觉零、道路安全、实施摘要：本文的范畴是一个提纲，一般来说，道路安全理念本来就存在于现在道路和道路设计中。追踪这种理念的起源，提出了新的街道道路的设计原则有人会争辩说，在目前的道路设计理念的缺陷。是主要的原因全球道路安全危机，清楚表明其人造的性质。一个由决策过程所构成的简短的描述，导致零视觉在 1997 年作为瑞典交通安全政策确立。通过对问题的分析，为寻求解决之道提出建议。这些解决方案基于视觉零中的一些原则。这些措施包括一个用于创建错误容忍的道路系统的新的基本机制，和道路、街道新的设计原则。因此，传统的“怪罪受害者”的质疑和焦点放在了需要专业人士基于这些新的标准所采取的行动。在过去 10 年在瑞典的死亡人数已经从大约 550 /年下降到 450 /年。重新设计的道路中央分隔带已经减少了 80％在死亡。街道以 30 公里/小时的设计速度显示出类似的结果。这表明，从视觉零衍生出来的策略是有效的，但还没有大规模实施。1、过程自 1993 年，在瑞典瑞典公路管理局（SRA）的有一个整体的责任道路交通安全。在 1996 年，这一责任被政府进一步澄清。瑞典已有非常小的部委（人员数）。因此，像 SRA 的管理部门经常有半政治任务，如发展政策和目标。政策决定、长期目标和总体预算是由政府或议会做出的，而发展是在管理部门做出的。继 1994 年秋季瑞典有
了一个新选举的交通部长。交通部长宣布，安全将是她的优先事项之一。部长的工作人员就如何使部长能够做出交通安全优先课题和 SRA之间展开对话。在 1994 年春天，SRA 和主要利益相关者一起对 1994-2000 年的行车安全提出了一项短期方案。它不仅有和先前工作的连续性，而且更加强调关键行动和重视成果之间的协作。这个方案后，直接推动 SRA 开始制定交通安全长期战略的基本思路。它已经被确认为当代一些交通安全问题的范例（约翰逊，1991）。部分问题的原因是许多措施缺乏预期的效益，这被 Gerald Wilde 等承认（2001 年，在 Wilde 中最好的描述）。详细概述可以在经合组织（1990）中找到。即使不是所有的崩溃或冲突是可以避免的，非常严重受伤可以在原则上是可以避免的，新的安全模式——视觉零是建立在这一基本思想上的。基本思想是建立预测碰撞事故，将健康损失控制在容忍范围以内的安全体系。部长和她的工作人员认识到在视觉零的想法和政治背景下工作是可能，迅速采用了这一基本思路，制定了文本（翻译 Belin 等，1997），1997 年在议会上提出这一思路，它被所有的政党接受（Tingvall，1998 年）。从那时起议会多次在不同场合重复这一思路。“视觉零”的概念在其他很多领域已经成为了“高度的政治野心”的代名词。2008 年，政府对视觉零做了一个自杀决定。1995 年，关于视觉零的许多政治辩论和在 1997 年议会的决策都集中在这样的一个问题“死亡人数是多少，我们才能接受？当时，瑞典大约有 500 人死于交通事故中。（比较与其他运输方式情况下作出安全水平，显然是零死亡率的目标），职业安全（每年
浅析公路路基边坡防护 摘要：本文通过分析公路路基边坡的破坏形式及原因，分析了路基边坡防护设计原则，详细介绍了公路边坡的防护方法，以保证路基的稳定和防治各种路基病害，确保公路的正常使用品质及投资效益。 关键词：公路路基边坡防护 路基防护是保证路基强度和稳定性的重要措施之一,防护的重点是路基边坡,由于地形的变化,适路设计标高与天然地面标高的相互关系不同,会出现高于天然地面的填方路基即路堤、低于天然地面的挖方路基即路堑和介于前两者之间的半填半挖路基。由岩土体填挖而成的路基,改变了原地层的天然平衡状态,且暴露于自然环境中,长期受各种自然因素的影响,岩土体的物理力学性质会发生较大的变化,引起岩土体变形、移动,破坏边坡的稳定,甚至导致一系列环境地质问题和生态环境问题,如崩塌滑坡、泥石流、土壤侵蚀和植被破坏等。因此为保证路基的稳定和防治各种路基病害,除做好路基排水工作外,还需结合当地水文、地质及材料等情况,采取有效措施,对各类土、石边坡进行必要的防护。 一、边坡破坏形式及原因 路基边坡的滑塌是最常见的路基病害之一,根据边坡土质类别、破坏原因和规模不同,主要破坏形式为溜方、滑坡、剥落和碎落崩塌四种。溜方是由于少量土体沿土质边坡向下移动所形成,即边坡上薄的表层土下溜,通常是由于降水、降雨等流动水冲刷边坡或施工不当而引起的。滑坡是指一部分土体在重力作用下沿边坡的某一滑动面滑动,主要是因土体的稳定性不足引起的。路堤边坡发生滑坡的主要原因是边坡坡度过陡或坡脚被挖空,或填土层次安排不合适等;路堑边坡发生滑坡的主要原因是边坡高度和坡度与天然岩土层次的性质不相适应。剥落和碎落是指边坡风化岩层表面,在各种外界环境的影响下使表层岩石从坡而上剥落下来的破坏形式。崩塌通常是指较大的石块脱离边坡表面沿坡而滚落下来。 二、路基边坡防护设计原则 公路边坡沿公路分布的范围广,对自然环境的破坏范围大,如果在防护的同时,能够注意保护环境和创造环境,采用适当的绿化防护方法来进行,则会使公路具有安全、舒适、美观、与环境相协调等特点,也将会产生可观的经济效益、社会效益和生态效益。因此,边坡设计应遵循“安全绿色、水土保持、恢复自然、环保之路”的设计原则。 三、路基边坡防护方法
中英文对照外文翻译文献 (文档含英文原文和中文翻译) 交通事故分析的可能性和局限性 关键字：后果;目的;描述;限制;关注;事故分析;可能性 摘要：交通事故的统计数字，尤其国家一级的数据对监控和预测事故的发展，积极或消极检测事故的发展，以及对定义安全目标和评估工业安全特别有益。事故分析是应用非常有限的分析，是前瞻性分析和回顾性分析，能够对新开发的交通安全系统和特殊过程的安全措施进行评价。目前迫切需要一个将实时事故分析与研究相结合的行为。将自动检测和视频录制相结合的研究交通事故的科研论文会比较容易接受。这种类型的研究最终会对交通理念有个完善的认识。 1．简介 本文主要是基于个人的经验，研究有关交通安全、安全分析以及事故分析等在研究中的作用。由这些经验推导出的哲学思考就像通过研究和统计得出的实践观点。而这些调查数字已经在其他地方发表了。 在缺少直接观察的事故中，许多方法论问题的产生，导致不能直接测试对结果持续讨论。通过看事故视频来讨论是富有成效的。事实证明，用来解释事故的大部分有关信息就是事故中缺少的记录。深入研究还无法回忆起所有的必要的用
来测试有关事故发生的假设数据，。尤其是车-车相撞发生的车祸，这是在荷兰城市道路交叉口录制的视频，一辆从岔路驶来的汽车与主干路的汽车相撞，下列问题可以问：为什么汽车来自次干路上，突然加速后又几乎停止，撞上了在左侧主路的一辆汽车呢？为什么没有注意到正在驶来的车？是不是因为两车从右边驶来，司机因为前面的交叉为他们提供了可能性而斤斤计较？难道他向左看过，但他认为停在拐角处的绿色货车能让他停下来？当然，交通状况并不复杂。目前这个事故中没有骑自行车或行人在拥挤路口分散他的注意。如果停着的绿色车能够在五分钟内消失，这两辆车可能就不会相撞。在事故发生的相关条件下，几乎不可能观察下一个交通行为，因为交通事故是不可预见的。由于新的视频设备和自动检测事故设备的不断发展，如在收集数据方面不需要很高的成本就能变得越来越逼真。必要的增加数据类型也能更好的解释交通中存在的危险因素。关于事故分析的可能性和限制性的问题是不容易回答的，我们不能确切的分析交通事故。因为事故分析涵盖了每一个活动中的不同背景，并根据不同的信息来源范围来补充资料，特别是收集事故的数据，背景资料等，我们首先要看看在交通安全领域的活动周期然后再回答事故分析的可能性与限制。这些行为主要是与交通系统的安全管理有关，有些则是相关的研究活动。 应该用下面的步骤来加以区分： ——检测交通安全问题； ——描述问题和它的主要特征； ——分析其原因分析和改进建议； ——选择和执行安全措施； ——评价所采取的措施。 虽然这个周期可以由同一人或一群人做出来，而问题在每个阶段（政治/管理或科学）都有不同的背景。我们用事故分析来描述这一阶段。做这个决定是重要的。很多关于分析结果的方法的讨论由于忽视之间的区别而成为徒劳的。政治家或道路管理人员对道路的个别事故不是很留意。他们对事故的看法往往都是一视同仁，因为总的结果比整个事故中的每个人的因素重要。因此，每次事故看做一个个体，之间相互协调就会达成安全的结果。 研究人员研究事故发生时一连串事件中每个人的兴趣。希望从中得到关于每次事故的详细信息并能发现其发生的原因和有关的条件。政治家们希望只是因为细节决定行动。在最高一级事故总数减少。信息的主要来源是国家数据库及其统计学处理系统。对他来说，统计意外数字及其统计的波动来进行事故分析。这适用于事故分析中的交通安全领域。因此，我们将首先描述了事故的这些方面。2．事故的性质和它们的统计特性
土木工程学院交通工程专业 中英文翻译 Road Design 专业：交通工程
英文原文 The Basics of a Good Road We have known how to build good roads for a long time. Archaeologists have found ancient Egyptian roadsthat carried blocks to the pyramids in 4600 BCE. Later,the Romans built an extensive road system, using the same principles we use today. Some of these roads are still in service. If you follow the basic concepts of road building, you will create a road that will last. The ten commandments of a good road are: （1）Get water away from the road （2）Build on a firm foundation （3）Use the best materials （4）Compact all layers properly （5）Design for traffic loads and volumes （6）Design for maintenance （7）Pave only when ready （8）Build from the bottom up （9）Protect your investment （10）Keep good records 1．Get water away from the road We can’t overemphasize the importance of good drainage.Engineers estimate that at least 90% of a road’s problems can be related to excess water or to poor waterdrainage. Too much water in any laye r of a road’sstructure can weaken that layer, leading to failure. In the surface layer, water can cause cracks and potholes. In lower layers it undermines support, causing cracks and potholes. A common sign of water in an asphalt road surface is alligator cracking — an interconnected pattern of cracks forming small irregular shaped pieces that look like alligator skin. Edge cracking, frost heaves, and spring breakup of pavements also point to moisture problems. To prevent these problems remember that water: ? flows downhill ? needs to flow someplace ? is a problem if it is not flowing Effective drainage systems divert, drain and dispose of water. To do this they use interceptor ditches and slopes,road crowns, and ditch and culvert systems.
文档来源为:从网络收集整理.word版本可编辑.欢迎下载支持. 毕业设计（论文） 毕业设计：尚志市种畜场—西午甲公路设计专业道路桥梁与渡河工程 学号 学生 指导教师 答辩日期2012年7月4日
文档来源为:从网络收集整理.word版本可编辑.欢迎下载支持. 哈尔滨工业大学毕业设计（论文）评语 姓名：学号：专业： 毕业设计（论文）题目： 工作起止日期：______ 年____ 月____ 日起______ 年____ 月____ 日止 指导教师对毕业设计（论文）进行情况，完成质量及评分意见： ____________________________________________________________________________ ____________________________________________________________________________ ____________________________________________________________________________ ____________________________________________________________________________ ___________________________________________________________________________ ____________ 指导教师签字：指导教师职称： 评阅人评阅意见： ____________________________________________________________________________ ____________________________________________________________________________ ____________________________________________________________________________ ____________________________________________________________________________ _____________________________ _______ ____________________________________________________________________________ _________________________________________________________ ___ ___________________________________________________________ _________ _________________________ __ 评阅教师签字：_________ ______ 评阅教师职称：_________ _____
公路设计文献综述 学生：指导老师： 摘要： 随着我国经济的迅速发展，城市化进程日益加速，机动化水平不断提高，公路建设速度与质量直接影响到国家的经济发展。我国在建国后逐年不断的加大假设投资力度，现如今正处于扩大规模、提高质量的快速发展时期。然而我国公路建设总体上还不能适应国民经济和社会发展的需要，与发达国家的先进水平相比还有较大差距。公路建设任重而道远。 关键词：公路建设前景发展规划线性设计新型技术随着我过现代化城市的建设和发展，人们的活动半径越来越大，对公路运输的要求也越来越高。由于道路运输有着灵活机动，运送速度快，运输的技术简单，投资回收快的特点，公路运输也最受到欢迎。目前我国道路客运设施尚未得到根本改善的条件下，道路年客运运输量占了全国总年客运量的70%以上，有的省则 高达 90%。世界各国经济发展的历史证明，道路运输是商品经济发展的催化剂。经济发达国家，其交通运输特别是道路运输必定很发达。因此，道路运输发展水平作为衡量和反映一个国家和一个地区经济发展水平的主要指标之一，公路是本世纪 20 年代兴起的一种安全、快速、通过能力大的新型交通手段。我国大陆从建国初就开始了高速公路修建的前期准备工作，其中包括高速公路的技术资料翻译、科学考察、可行性研究以及测设工作。 1981 年交通部制订的《公路工程技术标准》中列入了公路的技术标准。 一、公路外发展状况 （一）国内外研究现状：现今世界各国都大力修建高速、高等级公路。每万人的公路长度：美国为 63KM法国140KM日本92KM印度22KM我国11KM我国的公路交通建设大致经历了四个阶段。建国初期，由于对公路运输在国民经济中的基础性和先导性认识不足，公路“长期滞后”于国民经济的发展。 20世纪 60年代以后，我国经济的全面发展，公路基础设施成为国民经济建设中的最薄弱环节，出现了“全面紧张”的局面。20世纪90年代以后，中央将交通运输事业尤其是公路的发展作为国民经济发展的全局性战略性和紧迫性任务，公路建设得以迅速发展。新世纪以来，我国继续加大基础建设投资力度，公路建设获得了前所未有的大发展，使“全面紧张” 的交通状况在近几年内得
编号：桂林电子科技大学信息科技学院 毕业设计(论文)外文翻译 （译文） 系（部）：机电工程系 专业：机械设计制造及自动化 学生姓名：李汉显 学号：1153100506 指导教师单位：桂林航天工业学院 姓名：陈志 职称：讲师 2015年5 月28日
无损检测技术在检测石油管道时的可靠性 卡瓦略·库切答（a）；雷贝洛（b）；米纳拉辛苏扎·苏哲（b）； 湖奈保尔·苏格瑞勒（c）；萨拉?迪基·苏亚雷斯（d） a、华盛顿苏亚雷斯马路大学科学技术中心，1321；巴西福塔雷萨行政长官,埃德森奎罗兹临时选举委员会:60,811 - 905 b、巴西里约热内卢联邦大学临时选举委员会:21941 - 972 c、巴西里约热内卢联邦大学土木工程系 d、巴西里约热内卢大学城临时选举委员会:21949 - 900 文章内容 文章背景：2006年11月9日收到 2008年5月21日修改后的表格 2008年5月27日认可 关键词：无损检测；可靠性；超声检测；X线摄影 摘要 这项工作的目的是评估无损检测技术（NDT）在检查石油工业中的管道焊缝的可靠性。X射线，手动和全自动的超声波都利用了脉冲回波和光线干涉原理。三个层面的缺陷分析为：缺乏渗透（LP），缺乏融合（LF）和削弱（UC）。这些测试是对含焊缝缺陷已被人为地确定为标本的管道进行测试。结果表明：全自动超声波检测缺陷与手动超声波、X光测试相比更具有优越性。此外，人工神经网络已被用于探测缺陷和缺陷的自动分类。 1简介 在长距离的流体（包括石油和天然气）传输过程中，管道运输时最安全最经济的方法。由于这一点和管道的效率，他们已用了几十年。但是由于种种因素，如腐蚀，疲劳，甚至侵蚀所增加泄漏的危险，甚至破裂，这些都是现在应该考虑的关键问题。还应该指出，许多管道铺设在接近道路，铁路，水路甚至在城市或在其下方。因此，必须有方法监测，评价和肯定管道的完整性，减少泄漏的风险，从而避免环境破坏和人群危害。多年来，无损检测在石油管道的状态检测中显示了其高效性。 无损检测技术正被研究的越来越深，同时已经作为评估工程结构、工程系统使用寿命的方法。这项研究特别注意了石油工业可能发生的设备故障导致严重后果，比如环境污染和人员伤亡。然而，一般认为应考虑采取最适当的参数来选择无损技术，剩下的就是它的使用可靠性，其中一个检测与确定缺陷大小的评估检测概率曲线（POD）是最具代表性的。 对于管道检测的两种技术超声波和X线检查比传统方法更具有出色的效率和易于