土木工程外文翻译隧道与地下空间技术

NATM tunnel design principle in the construction of major andConstruction TechnologyW.BroereI.The NATM Design Principle1.Tunnel design and construction of two major theoretical and development processSince the 20th century, human space on the ground floor of the growing demand, thus the underground works of the study of a rapid development. In a large number of underground engineering practice, it is generally recognized that the tunnel and underground cavern project, the core of the problem, all up in the excavation and retaining two key processes. How excavation, it will be more conducive to the stability and cavern facilitate support : For more support, Supporting how they can more effectively ensure stability and facilitate the cavern excavation. This is the tunnels and underground works two promote each other and check each other's problems.Tunnels and underground caverns, and focusing on the core issues with the above practice and research, in different periods, People of different theories and gradually established a system of different theories, Each system includes theory and resolve (or are studying the resolution) from the works of understanding (concept), mechanics, engineering measures to the construction methods (Technology), a series of engineering problems.A theory of the 20th century the 1920s the traditional "load relaxation theory." Its core content is : a stable rock self-stability, no load : unstable rock may have collapsed. need shoring structure to be supported. Thus, the role of the supporting structure of the rock load is within a certain range may be due to relaxation and collapse of rock gravity. This is a traditional theory, and their representative is Taishaji and Principe's and others. It works similar to the surface issues of the thinking is still widely used to.Another theory of the 20th century made the 1950s the modern theory of timbering or "rock for the theory." Its core content is : rock stability is clearly bearing rock to their own self-stability : unstable rock loss of stability is a process, and if this process in providing thenecessary help or restrictions will still be able to enter the rock steady state. This theoretical system of representative characters Labuxiweici, Miller-Feiqieer, Fenner - Daluobo and Kashitenai others. This is a more modern theory, it is already out of the ground works to consider the ideas, and underground works closer to reality, the past 50 years has been widely accepted and applied. demonstrated broad development prospects.Can be seen from the above, the former theory more attention to the findings and the results of treatment : The latter theory is even more attention to the process and the control of the process, right from the rock for the full utilization of capacity. Given this distinction, which both theory and methods in the process, each with different performance characteristics. NATM theory is rock for the tunnel engineering practice in the representation method.2. NATMNATM that the new Austrian Tunneling Method short the original is in New Austrian Tunneling Method, referred to as the NATM. France said it convergence bound or some countries alleged to observe the dynamic design and construction of the basic principles.NATM concept of filibustering Xiweici Austria scholars in the 20th century, Professor age of 50. It was based on the experience of both the tunnel and rock mechanics theory, will bolt and shotcrete combination as a major means of supporting a construction method, Austria, Sweden, Italy and other countries, many practical and theoretical study in the 1960s and patented officially named. Following this approach in Western Europe, Scandinavia, the United States and Japan and many other underground works with a very rapid development, have become modern tunnels new technologies landmark. Nearly 40 years ago, the railway sector through research, design, construction combining, in many construction of the tunnel, according to their own characteristics successfully applied a new Austrian law, made more experience, have accumulated large amounts of data, This is the application stage. However, in the road sector NATM of only 50%. Currently, the New Austrian Tunneling Method almost become weak and broken rock section of a tunnel construction method, technical and economic benefits are clear. NATM the basic points can be summarized as follows : （1）. Rock tunnel structure is the main loading unit, the construction must fully protect the rock, it minimize the disturbance to avoid excessive damage to the intensity of rock. Tothis end, the construction of sub-section should not block too much, excavation should be used smooth blasting, presplit blasting or mechanical tunneling.（2）. In order to give full play to rock the carrying capacity should be allowed to control and rock deformation. While allowing deformation, which can be a rock bearing ring; The other hand, have to limit it, Rock is not so lax and excessive loss or greatly reduced carrying capacity. During construction should be used with rock close to, the timely building puzzle keeps strengthening Flexible support structure, such as bolting and shotcreting supporting. This adjustment will be adopted supporting structural strength, Stiffness and its participation in the work of the time (including the closure of time) to control the deformation of the rock mass.（3）. In order to improve the support structure, the mechanical properties, the construction should be closed as soon as possible, and to become a closed cylindrical structure. In addition, the tunnel shape with a round should, as far as possible, to avoid the corner of the stress concentration.（4）. Construction right through the rock and supporting the dynamic observation, measurement, and reasonable arrangements for the construction procedures, changes in the design and construction management of the day-to-day.（5）. To lay waterproof layer, or is subject to bolt corrosion, deterioration of rock properties, rheological, swelling caused by the follow-up to load, use composite lining.（6）. Lining in principle, and the early rock deformation Supporting the basic stability of the conditions under construction. rock and supporting structure into a whole, thereby improving the support system of security.NATM above the basic elements can be briefly summarized as : "less disturbance, early spray anchor, ground measurements, closed tight."3．With a spring to understand the principle NATM（1）. Cavern brink of a point A in the original excavation ago with stress (stress self-respect and tectonic stress) in a state of equilibrium. As an elastic stiffness of the spring K, P0 under compression in a state of equilibrium.（2）. Cavern excavation, A point in attacking lose face constraints, the original stress state to be adjusted, if the intensity of rock big enough, After less stress adjustments maycavern in a stable condition (without support). But most of the geological conditions of the poor, that is, after the stress cavern adjustments, such as weak protection, we could have convergence deformation, even instability (landslides), must be provided to support power PE, in order to prevent landslides instability. Equivalent to the Spring of deformation u, in the role of PE is now in the midst of a state of equilibrium.（3）. By the mechanical balance equation, we can see in the spring P0 role in a state of equilibrium; Spring in the event of deformation u, PE in the role they will be in equilibrium, assuming spring elasticity of K, were : P0=PE+KuDiscussion :(1) When u = 0, that is not allowed P0=PE rock deformation, is a rigid support, not economic;(2) when u ↑, PE ↓; When u ↓, PE ↑. That is, rock deformation occurred, the release of some of the load (unloading), we should allow some extent rock deformation, to give full play to rock the capacity for self. Is an economic support measures, the rock self-stability P=P0-PE=Ku;(3) When u=umax, landslides, have relaxation load and unsafe.4. Points（1）. Rock cavern excavation is affected by that part of rock (soil) body, the rock is a trinity : have a load bearing structure, building materials.（2）. Tunnel construction is in the rock stress is of special architectural environment, which can not be equated with the construction on the ground.（3）. Tunnel structure rock + = bracing system.II. The new Austrian highway construction in the basic methodNATM one of the characteristics is the scene monitoring, measurement information to guide construction, through the tunnel construction measure receipts and excavation of the geological observation for prediction and feedback. And in accordance with the established benchmark for measuring the tunnel construction, excavation section steps and sequences, Supporting the initial parameters for reasonable adjustments to guarantee the safety of construction, a tunnel rock stability, the quality of the project and supporting structure of theeconomy and so on. The author of commitments (Chengde) Chek (Chifeng) East Maojingba Tunnel NATM basic construction method for investigation concluded, synthesis of a new highway tunnel Natm the selection of different types and the basic characteristics of the construction methods and tips.1. A tunnel construction method of choice tunnel construction method of choice, mainly based on the engineering geological and hydrogeological conditions Construction, rock type, buried deep tunnel, the tunnel section size and length lining types, Construction should be the premise of safety and engineering quality at the core, and with the use of the tunnel function, the level of construction technology, Construction machinery and equipment, time requirements and economic feasibility of factors to consider in selection.When choosing the method for tunnel construction on the surrounding environment negatively affected, should also be a tunnel, the environmental conditions as the method to choose one of the factors, taking into rock changes the method and the applicability of the possibility of change. Tunnel project to avoid mistakes and unnecessary increase investment in public works. NATM new construction, we should also consider the entire process of construction of auxiliary operations and changes in the surrounding rock to measure control methods and the tunnel through special geological lots of construction means for a reasonable choice.2. New Austrian Tunneling Method program New Austrian Tunneling Method used all methods can be divided into sections, Division level and the three major types of excavation method and some changes in the program.(1) Full-face method. That whole section excavation method is based on the design of an excavation face excavation molding. Excavation order is its full face excavation, steel bracing, pouring concrete lining. Often choose to IV-VI Class Rock Hard Rock Tunnel, which can be used blasting deep hole.Excavation whole section of the law is a larger space operations, introducing supporting large mechanized operations, improving the speed and process small, less interference and facilitate the construction organization and management. Excavation is due to shortcomings in the larger, lower relative stability of rock, and with each cycle of the relatively large workload, it requires the construction units should have a strong excavation, transport and slag out andsupport capability, Maojingba VI : Class V rock used in the full-face excavation to achieve the desired results.Full-face excavation face, drilling and blasting construction more efficient use of deep focus to accelerate the excavation blasting speed, and the rock blasting vibration frequency less conducive to a stable transfer rocks. The drawback is every deep hole blasting vibration larger. Therefore require careful drilling and blasting design and strict control of blasting operations.Full-face excavation method is the main process : the use of mobile carts (or platforms), the first full-face a bored, and installed a line, and then drilling platform car outside 50m back to a safe place and then detonate, Blasting to make a shape out after drilling Jardine car again moved to the excavation face in place, began a cycle of drilling and blasting operations, Anchor sprayed simultaneously supporting or after the first arch wall lining.(2) step method. Step method of design is generally divided into sections on the half-section and the lower half section two excavation molding. Excavation order is its first half excavation arch bolt jet concrete bracing, arch lining, the central part of the second half of excavation, sidewall of excavation, concrete wall jet bolt support and lining. The more applicable to the II, III and soft joint development of the surrounding rock, which were used Tim change program.Long-step method : The next stage distance away, on the general level above 50m ahead, Construction can be assigned to the Department of next larger machine with parallel operations, when mechanical deficiencies can be used interchangeably. When the case of a short tunnel, the upper section will be all dug later, and then dug under the section, the construction of which less interference, single process can work.Short step method : on the stage length 5-50m apply to Ⅱ, Ⅲrock can be shortened Invert closing time, Supporting improve early stress conditions, but larger construction interference, in the event of Soft Rock need to consider carefully, Auxiliary shall be applied measures to stabilize the excavation excavation face, in order to ensure the safety of construction.Ultrashort step method : The only step ahead 3-5m, section closed faster. The method used for the high level of mechanization of various rock section, in the event of the siege softrock when required careful consideration. Auxiliary shall be applied measures to stabilize the construction excavation face to ensure the safety of construction.Excavation level of character is the first step to using light excavation drilling machine drill a hole, rather than through large drilling platform car. Two step method of excavation operations with sufficient space and a faster rate of construction. Level is conducive to the stability of excavation face. Especially Excavation in the upper, lower operational safety. Three step method of excavation is the next shortcomings of operations interfere with each other. It should be noted at the bottom of the upper operational stability, level of excavation will increase the number of country rock.(3) Segment excavation method. Excavation Law Division can be divided into five changes in the program : Excavation Division level, from top to bottom hole lead, heading advance on the excavation, single (double) and lateral pit method. Excavation will be conducted Section Division excavation by the Ministry of shape, and to advance some of excavation, it may be called derivative ahead excavation pit method.Law Division level : general application or soil collapse easily lots of soft rock, with its advantages - stage method, height can be lengthened, the two-lane tunnel for a hole-fold, cycling Road Tunnel - hole 2 times; rather than single (double) PENDANTS Heading a high degree of mechanization, can accelerate the progress of the projects.The next heading advance excavation method (that is guided pit wall first arch) : This Act applies to Ⅱ, Ⅲrock. in the soft ground tunneling, to be adopted next general guide advance excavation pit wall first arch Act. Its advantages are : Heading advance excavation, the use of proven geological conditions in advance to facilitate change in the method. Face to facilitate started procedures applicable to the labor arrangements for the use of small machinery and construction. The drawbacks : The next section will guide small, slow construction and construction processes more, construction and management difficult.Unilateral-arm pit Law : rock instability, the tunnel span larger, ground subsidence is difficult to control when using this method. Its characteristics are : a positive step and arms Heading Act advantages.Bilateral arm Heading law : in large-span shallow tunnels, surface subsidence require strict, especially poor rock used. Advantages of this method are : Construction of safe, reliable, but slow construction, high cost.III.The main tunnel construction technology1. Cave construction（1）excavation slope aroundLofting total station measurements, the use of excavators from top to bottom, paragraph by paragraph excavation, not the amount of excavation or the end of next overlapping excavation, remove pits with the above may slump topsoil, shrubs and rock slopes, rock strata of slope excavation needs blasting, Discussion should focus mainly loose blasting. Also partial artificial finishing, when excavation and inspection slope of slope, if sliding and cracking phenomenon and slowing down due slope.（2）.Cheng Tung-supportingYang Brush Singapore Singapore after the completion of timely inspection plate slope gradient, the gradient to pass the inspection, the system set up to fight time anchor, and the exposed bolt heads, hanging metal based network expansion and bolt welding into first overall. Linked network immediately after the completion of shotcrete and repeatedly jet until it reaches the thickness of the design so far.（3）.as of gutter constructionYang slope away from the groove 5 meters excavation ditch interception, interception gutter mainly mechanical excavation, artificial finishing, after dressing, 7.5# immediately masonry made of mortar and stones, and the floor surface with mortar.2. Auxiliary construction（1）A long pipe roofSets arch construction : construction Lofting, template installation, assembling reinforcement, the guidance of lofting 127 installation guide, concrete pouring.Pipe specifications : Heat Nazarbayev Seamless Steel Tube ￠108 mm and a thickness of 6 mm, length of 3 m, 6 m;N pipe from : Central to the distance 50 cm;N Inclination : Elevation 1 ° (the actual construction works by 2 °), the direction parallel with the Central Line;N pipe construction error : Radial not more than 20 cm;N tunnel longitudinal joints within the same section with more than 50% adjacent pipe joints staggered at least a meter.A. pipe roof construction methodLofting accurate measurement personnel, marking the centerline and the vault out of its hole elevation, soil excavation reserved as a core pipe roof construction work platform Excavation footage of 2.5 meters, after the end of excavation, artificial symmetrical on both sides of excavation (Commodities H) platform, level width of 1.5 meters, 2.0 meters high, as construction sets and pipe arch shed facilities drilling platform. Pipe-roof design position should be and it should be a good hole steel tube, grouting after playing non-porous tube steel, non-porous tube can be used as pipe inspection, Grouting quality inspection, drill vertical direction must be accurately controlled to guarantee the opening hole to the right, End each drilling a hole is a pipe jacking, drilling should always use dipcompass drilling pipe measuring the deflection, found that the deflection over design requirements in a timely fashion. Pipe joints using screw connection, screw length 15 cm, to stagger the pipe joints, odd-numbered as the first section of the introduction of three-meter steel pipes and even numbered the first section of pipe using 6 meters, After each have adopted six-meter-long steel pipe.B. pipe roof construction machineryN drilling machinery : XY-28-300 equipped with electric drill, drilling and pipe jacking long shelf;N grouting machine : BW-250/50-injection pump two Taiwan;N using cement-water glass slurry. Mud and water volume ratio 1:0.5; water glass slurry concentration of water-cement ratio 1:1 silicate 35 Baume; The efficacy silicate modulus pressure grouting pressure early pressure 2.0MPA 0.5~1.0MPA; end.（2）. a small catheterA. small catheter used ahead diameter of 42 mm and a thickness of 3.5 mm thermal Nazarbayev seamless steel tubes, steel pipe was front-tip, Welding on the tail ￠6 stiffening brace and the wall around the drilling hole grouting 8 mm, but the tail of a meter without grouting holes and Advance Construction of a small catheter, the tubes and the lining of the centerline parallel to 10 ° -30 ° Chalu into the rock arch. penstocks to 20-50 cm spacing. Each was over a steel tubes, should be closed immediately shotcrete excavation face and thengrouting. After grouting, erecting steel Arch, Supporting the early completion of every (2-3 meters, and the paper attempts to be) another one for steel tubes, Advance small catheter general lap length of 1.0 meters.B. Grouting parametersN water slurry and water glass volume : 1:0.5;N slurry water-cement ratio 1:1N 35 Baume concentration of sodium silicate; The efficacy silicate modulusN grouting pressure 0.5~1.0MPA; if necessary, set up only orifice Pulp Cypriots.（3）. bolting ahead : The Chalu must be greater than 14 degrees, grouting satiated and lap length is not less than 1 meter.3.Correcting constructionEmbedded parts used by the Design Dimensions plank make shape design, installation in contrast snoop plate car, and position accuracy (error ± 50CM), the firm shall not be fixed, you must be in possession of the wire through the middle wear.4. Leveling ConstructionInstallation templates, at the request of both sides leveling layer calibration position to install template. Side-channel steel templates used [10#, top elevation with a corresponding length of the road elevation unanimously to allow deviation ±2mm. adjusted using the standard measurement to determine elevation. Every template fixed a certain distance from the outside to ensure that no displacement, the joints template close comfort, not from a slit, crooked and formation, and the bottom connector templates are not allowed to leak plasma. Concrete before reperfusion, the bottom surface of concrete must be clean. When the concrete arrived at the construction site directly installed backward mode of the road bed, and using artificial Huabu uniform. Concrete paver should be considered after the earthquake destroyed the settlement. Unrealistically high can be 10% higher, Lan is the surface elevation and design line. Concrete earthquake destroyed at or anywhere near the corner with plug-Lan Lan pound for pound order; Flat-Lan pound for pound crisscross comprehensive Lan, Inside each location is no longer the time for concrete sinks, no longer emitted large bubbles, and the surface of cement mortar later. normally no less than 15 seconds, also should not be too long;Then Chun-pound beam along the longitudinal Lan-pound trailer, With redundant Chun-pound concrete beams were dragged shift Trim, Dixian Department should keep leveling Lan facts. Finally, the diameter 75~100mm rolling seamless steel pipe for further leveling. Just do prohibited in the surface spraying water, and threw cement.5. Water, cable duct constructionInstall groove wall reinforcement of location accuracy, the line must be linked to the construction. Install groove wall purity, the purity requirements of accurate location, a vertical line. Dyadic greatest degree of not more than 3 mm, and template-Ditch The top-pronged, pass the inspection before the concrete reperfusion, on the side of the original wall must pick hair, and embedded parts to the location accurately. Template using stereotypes purity.6.Gate ConstructionCleared the site for construction layout. By design size requirement dug-wall basis. M7.5# masonry made of mortar and stones.Template installation, location accuracy requirements purity, a vertical line, and timely inspection template slope. Concrete pouring 15 # Riprap concrete, concrete strength to be more than 70% for Myeongdong vault backfill.Myungdong vault backfill should hierarchical compaction said. The typical thickness of less than 0.3M, both backfill surface height difference of not more than 0.5M. restored to the vault after the pack to design hierarchical compaction high, the use of machines rolling, Ramming must manually filled to vault over 1.0M before mechanical compaction .7 .Construction safety and environmental controlEntrance to wear helmets to prevent crashes, in which the speed limit 5KM, lighting must be a 10-meter lights reckless goods stored material must be standardized and distributed under special guard.Spoil venues must be smooth drainage, and must be masonry retaining wall to prevent flooding, debris flow forming.8. The construction process has to tackle the problemsConstruction of two liner after water seepage treatment :Small cracks with acrylic, water or slurry coating of epoxy resin and other caulking, a good effect; On the larger cracks, available on the 10th of cement mortar or cement mortar expansion caulking more appropriate and effective;Large cracks (crack width greater than 5MM), (if leakage of water, available along the cutting machine cutting a wide cracks around 2~4CM small groove depth approximately 10CM above the water, Cutting a 5 × 5CM Cube holes room, then insert a pipe 4 × 4CM MF7 plastic Blind groove, Cutting together into good pressure tank, the introduction of vertical water drains, Finally, cement and water Glass closed mixed mortar cutting groove) without seepage, it is appropriate epoxy mortar, or grouting, Reinforced concrete and other reinforced jet.IV. Example projectsNATM is from the introduction of the bolt and shotcrete a category of "active" support the new technology to promote the use began. Soon, the Chinese engineer on the tunnel not only in substance but also in terms of acceptance of the new Austrian law. To be held in China in the tunnel and underground engineering academic meeting, the new Austrian capital has become a hot topic.Engineers of the new Austrian law relishes is justified : the use of new Austrian law, has been successful in soft rock and difficult conditions of the construction of various types of underground works.Built on loose sand gravel stratum of Beijing Subway allowed back of the tunnel is a typical example. The tunnel is located in the main street-256, 358m long, the largest excavation section 9m high, 14.5m wide coverage stratigraphic top of the tunnel only minimum thickness 9.0m. Tunnel boring machine of excavation, strengthen the grid arch shotcrete initial support and advance small catheter care, Without prejudice to ground transportation, underground pipelines to ensure the safety of construction success.In the works is the experience, knowledge of the Chinese engineers, the use of new Austrian law principles can be used in the Mountain Tunnel Mine Act to expand the scope ofapplication of the soft rock, even in the fourth strata of municipal shallow tunnel to replace the traditional method of digging or shield. In China, such a method called "shallow mining method."Following allowed back lane tunnel, gravel in the same folder of alluvial gravel layer is shallow mining method used to build the span of 21.67m in the Xidan MTR stations.Changan Avenue in the construction of the new Beijing metro line projects, shallow mining method has been selected as the main method of construction. For example, the Tiananmen Square in Beijing Metro West Point, 226m long, for two double-pole structure.Guangzhou Metro East is shallow mining method used in the construction. Experience shows that from the ground environmental protection, surface subsidence of the dug system and the cost and time period perspective, Shallow Mining Act of open or with the shield are compared with a competitive edge.Chinese engineers from Europe to the introduction of the new Austrian law, and in light of China's situation of the new Austrian law, and related technology expanding means of support, such as, measurement and control technology was further developed. As a new Austrian law an important background shotcrete technology in China has been widely used. With the international situation, in order to resolve the long-troubled people of dust pollution of the environment. Rebound serious and concrete uneven quality of such issues, and is vigorously implementing the wet spray. Recently by the China Academy of Railway Sciences Southwest Branch of the development of a "Rotor-Piston," a new type of jet aircraft. This type wet spraying process, which is to include the machines Mix Concrete Preparation good product mixture, However, material handling is different from the general-pumping wet spraying machine, using thin stream conveyor. Therefore machines compact and easy to use. Has been popularized in this country.It is no exaggeration to say that the new Austrian law implementation has indeed caused a mining method in the construction of the excavation, Construction of the tunnel design, and even the thinking of the major changes. Nevertheless, it should be said that China's implementation of the new Austrian law is not satisfactory. In many works was no lack of examples of failure. In addition to construction management, quality control and technology related to grasp, and other reasons, is the main tunnel engineers sometimes NATM real lack of a proper understanding.。

土木工程专业外语词汇大全中英翻译1. 综合类大地工程geotechnical engineering1. 综合类反分析法back analysis method1. 综合类基础工程foundation engineering1. 综合类临界状态土力学critical state soil mechanics1. 综合类数值岩土力学numerical geomechanics1. 综合类土soil, earth1. 综合类土动力学soil dynamics1. 综合类土力学soil mechanics1. 综合类岩土工程geotechnical engineering1. 综合类应力路径stress path1. 综合类应力路径法stress path method2. 工程地质及勘察变质岩metamorphic rock2. 工程地质及勘察标准冻深standard frost penetration2. 工程地质及勘察冰川沉积glacial deposit2. 工程地质及勘察冰积层（台）glacial deposit2. 工程地质及勘察残积土eluvial soil, residual soil2. 工程地质及勘察层理beding2. 工程地质及勘察长石feldspar2. 工程地质及勘察沉积岩sedimentary rock2. 工程地质及勘察承压水confined water2. 工程地质及勘察次生矿物secondary mineral2. 工程地质及勘察地质年代geological age2. 工程地质及勘察地质图geological map2. 工程地质及勘察地下水groundwater2. 工程地质及勘察断层fault2. 工程地质及勘察断裂构造fracture structure2. 工程地质及勘察工程地质勘察engineering geological exploration 2. 工程地质及勘察海积层（台）marine deposit2. 工程地质及勘察海相沉积marine deposit2. 工程地质及勘察花岗岩granite2. 工程地质及勘察滑坡landslide2. 工程地质及勘察化石fossil2. 工程地质及勘察化学沉积岩chemical sedimentary rock2. 工程地质及勘察阶地terrace2. 工程地质及勘察节理joint2. 工程地质及勘察解理cleavage2. 工程地质及勘察喀斯特karst2. 工程地质及勘察矿物硬度hardness of minerals2. 工程地质及勘察砾岩conglomerate2. 工程地质及勘察流滑flow slide2. 工程地质及勘察陆相沉积continental sedimentation2. 工程地质及勘察泥石流mud flow, debris flow2. 工程地质及勘察年粘土矿物clay minerals2. 工程地质及勘察凝灰岩tuff2. 工程地质及勘察牛轭湖ox-bow lake2. 工程地质及勘察浅成岩hypabyssal rock2. 工程地质及勘察潜水ground water2. 工程地质及勘察侵入岩intrusive rock2. 工程地质及勘察取土器geotome2. 工程地质及勘察砂岩sandstone2. 工程地质及勘察砂嘴spit, sand spit2. 工程地质及勘察山岩压力rock pressure2. 工程地质及勘察深成岩plutionic rock2. 工程地质及勘察石灰岩limestone2. 工程地质及勘察石英quartz2. 工程地质及勘察松散堆积物rickle2. 工程地质及勘察围限地下水（台）confined ground water 2. 工程地质及勘察泻湖lagoon2. 工程地质及勘察岩爆rock burst2. 工程地质及勘察岩层产状attitude of rock2. 工程地质及勘察岩浆岩magmatic rock, igneous rock2. 工程地质及勘察岩脉dike, dgke2. 工程地质及勘察岩石风化程度degree of rock weathering 2. 工程地质及勘察岩石构造structure of rock2. 工程地质及勘察岩石结构texture of rock2. 工程地质及勘察岩体rock mass2. 工程地质及勘察页岩shale2. 工程地质及勘察原生矿物primary mineral2. 工程地质及勘察云母mica2. 工程地质及勘察造岩矿物rock-forming mineral2. 工程地质及勘察褶皱fold, folding2. 工程地质及勘察钻孔柱状图bore hole columnar section3. 土的分类饱和土saturated soil3. 土的分类超固结土overconsolidated soil3. 土的分类冲填土dredger fill3. 土的分类充重塑土3. 土的分类冻土frozen soil, tjaele3. 土的分类非饱和土unsaturated soil3. 土的分类分散性土dispersive soil3. 土的分类粉土silt, mo3. 土的分类粉质粘土silty clay3. 土的分类高岭石kaolinite3. 土的分类过压密土（台）overconsolidated soil3. 土的分类红粘土red clay, adamic earth3. 土的分类黄土loess, huangtu(China)3. 土的分类蒙脱石montmorillonite3. 土的分类泥炭peat, bog muck3. 土的分类年粘土clay3. 土的分类年粘性土cohesive soil, clayey soil3. 土的分类膨胀土expansive soil, swelling soil3. 土的分类欠固结粘土underconsolidated soil3. 土的分类区域性土zonal soil3. 土的分类人工填土fill, artificial soil3. 土的分类软粘土soft clay, mildclay, mickle3. 土的分类砂土sand3. 土的分类湿陷性黄土collapsible loess, slumping loess3. 土的分类素填土plain fill3. 土的分类塑性图plasticity chart3. 土的分类碎石土stone, break stone, broken stone, channery, chat, crushed stone, deritus 3. 土的分类未压密土（台）underconsolidated clay3. 土的分类无粘性土cohesionless soil, frictional soil, non-cohesive soil3. 土的分类岩石rock3. 土的分类伊利土illite3. 土的分类有机质土organic soil3. 土的分类淤泥muck, gyttja, mire, slush3. 土的分类淤泥质土mucky soil3. 土的分类原状土undisturbed soil3. 土的分类杂填土miscellaneous fill3. 土的分类正常固结土normally consolidated soil3. 土的分类正常压密土（台）normally consolidated soil3. 土的分类自重湿陷性黄土self weight collapse loess4. 土的物理性质阿太堡界限Atterberg limits4. 土的物理性质饱和度degree of saturation4. 土的物理性质饱和密度saturated density4. 土的物理性质饱和重度saturated unit weight4. 土的物理性质比重specific gravity4. 土的物理性质稠度consistency4. 土的物理性质不均匀系数coefficient of uniformity, uniformity coefficient4. 土的物理性质触变thixotropy4. 土的物理性质单粒结构single-grained structure4. 土的物理性质蜂窝结构honeycomb structure4. 土的物理性质干重度dry unit weight4. 土的物理性质干密度dry density4. 土的物理性质塑性指数plasticity index4. 土的物理性质含水量water content, moisture content4. 土的物理性质活性指数4. 土的物理性质级配gradation, grading4. 土的物理性质结合水bound water, combined water, held water4. 土的物理性质界限含水量Atterberg limits4. 土的物理性质颗粒级配particle size distribution of soils, mechanical composition of soil 4. 土的物理性质可塑性plasticity4. 土的物理性质孔隙比void ratio4. 土的物理性质孔隙率porosity4. 土的物理性质粒度granularity, grainness, grainage4. 土的物理性质粒组fraction, size fraction4. 土的物理性质毛细管水capillary water4. 土的物理性质密度density4. 土的物理性质密实度compactionness4. 土的物理性质年粘性土的灵敏度sensitivity of cohesive soil4. 土的物理性质平均粒径mean diameter, average grain diameter4. 土的物理性质曲率系数coefficient of curvature4. 土的物理性质三相图block diagram, skeletal diagram, three phase diagram4. 土的物理性质三相土tri-phase soil4. 土的物理性质湿陷起始应力initial collapse pressure4. 土的物理性质湿陷系数coefficient of collapsibility4. 土的物理性质缩限shrinkage limit4. 土的物理性质土的构造soil texture4. 土的物理性质土的结构soil structure4. 土的物理性质土粒相对密度specific density of solid particles4. 土的物理性质土中气air in soil4. 土的物理性质土中水water in soil4. 土的物理性质团粒aggregate, cumularpharolith4. 土的物理性质限定粒径constrained diameter4. 土的物理性质相对密度relative density, density index4. 土的物理性质相对压密度relative compaction, compacting factor, percent compaction, coefficient of compaction4. 土的物理性质絮状结构flocculent structure4. 土的物理性质压密系数coefficient of consolidation4. 土的物理性质压缩性compressibility4. 土的物理性质液限liquid limit4. 土的物理性质液性指数liquidity index4. 土的物理性质游离水（台）free water4. 土的物理性质有效粒径effective diameter, effective grain size, effective size4. 土的物理性质有效密度effective density4. 土的物理性质有效重度effective unit weight4. 土的物理性质重力密度unit weight4. 土的物理性质自由水free water, gravitational water, groundwater, phreatic water4. 土的物理性质组构fabric4. 土的物理性质最大干密度maximum dry density4. 土的物理性质最优含水量optimum water content5. 渗透性和渗流达西定律Darcy s law5. 渗透性和渗流管涌piping5. 渗透性和渗流浸润线phreatic line5. 渗透性和渗流临界水力梯度critical hydraulic gradient5. 渗透性和渗流流函数flow function5. 渗透性和渗流流土flowing soil5. 渗透性和渗流流网flow net5. 渗透性和渗流砂沸sand boiling5. 渗透性和渗流渗流seepage5. 渗透性和渗流渗流量seepage discharge5. 渗透性和渗流渗流速度seepage velocity5. 渗透性和渗流渗透力seepage force5. 渗透性和渗流渗透破坏seepage failure5. 渗透性和渗流渗透系数coefficient of permeability5. 渗透性和渗流渗透性permeability5. 渗透性和渗流势函数potential function5. 渗透性和渗流水力梯度hydraulic gradient6. 地基应力和变形变形deformation6. 地基应力和变形变形模量modulus of deformation6. 地基应力和变形泊松比Poisson s ratio6. 地基应力和变形布西涅斯克解Boussinnesq s solution6. 地基应力和变形残余变形residual deformation6. 地基应力和变形残余孔隙水压力residual pore water pressure6. 地基应力和变形超静孔隙水压力excess pore water pressure6. 地基应力和变形沉降settlement6. 地基应力和变形沉降比settlement ratio6. 地基应力和变形次固结沉降secondary consolidation settlement6. 地基应力和变形次固结系数coefficient of secondary consolidation6. 地基应力和变形地基沉降的弹性力学公式elastic formula for settlement calculation 6. 地基应力和变形分层总和法layerwise summation method6. 地基应力和变形负孔隙水压力negative pore water pressure6. 地基应力和变形附加应力superimposed stress6. 地基应力和变形割线模量secant modulus6. 地基应力和变形固结沉降consolidation settlement6. 地基应力和变形规范沉降计算法settlement calculation by specification6. 地基应力和变形回弹变形rebound deformation6. 地基应力和变形回弹模量modulus of resilience6. 地基应力和变形回弹系数coefficient of resilience6. 地基应力和变形回弹指数swelling index6. 地基应力和变形建筑物的地基变形允许值allowable settlement of building6. 地基应力和变形剪胀dilatation6. 地基应力和变形角点法corner-points method6. 地基应力和变形孔隙气压力pore air pressure6. 地基应力和变形孔隙水压力pore water pressure6. 地基应力和变形孔隙压力系数Apore pressure parameter A6. 地基应力和变形孔隙压力系数Bpore pressure parameter B6. 地基应力和变形明德林解Mindlin s solution6. 地基应力和变形纽马克感应图Newmark chart6. 地基应力和变形切线模量tangent modulus6. 地基应力和变形蠕变creep6. 地基应力和变形三向变形条件下的固结沉降three-dimensional consolidation settlement 6. 地基应力和变形瞬时沉降immediate settlement6. 地基应力和变形塑性变形plastic deformation6. 地基应力和变形谈弹性变形elastic deformation6. 地基应力和变形谈弹性模量elastic modulus6. 地基应力和变形谈弹性平衡状态state of elastic equilibrium6. 地基应力和变形体积变形模量volumetric deformation modulus6. 地基应力和变形先期固结压力preconsolidation pressure6. 地基应力和变形压缩层6. 地基应力和变形压缩模量modulus of compressibility6. 地基应力和变形压缩系数coefficient of compressibility6. 地基应力和变形压缩性compressibility6. 地基应力和变形压缩指数compression index6. 地基应力和变形有效应力effective stress6. 地基应力和变形自重应力self-weight stress6. 地基应力和变形总应力total stress approach of shear strength6. 地基应力和变形最终沉降final settlement7. 固结巴隆固结理论Barron s consolidation theory7. 固结比奥固结理论Biot s consolidation theory7. 固结超固结比over-consolidation ratio7. 固结超静孔隙水压力excess pore water pressure7. 固结次固结secondary consolidation7. 固结次压缩（台）secondary consolidatin7. 固结单向度压密（台）one-dimensional consolidation7. 固结多维固结multi-dimensional consolidation7. 固结固结consolidation7. 固结固结度degree of consolidation7. 固结固结理论theory of consolidation7. 固结固结曲线consolidation curve7. 固结固结速率rate of consolidation7. 固结固结系数coefficient of consolidation7. 固结固结压力consolidation pressure7. 固结回弹曲线rebound curve7. 固结井径比drain spacing ratio7. 固结井阻well resistance7. 固结曼代尔－克雷尔效应Mandel-Cryer effect7. 固结潜变（台）creep7. 固结砂井sand drain7. 固结砂井地基平均固结度average degree of consolidation of sand-drained ground7. 固结时间对数拟合法logrithm of time fitting method7. 固结时间因子time factor7. 固结太沙基固结理论Terzaghi s consolidation theory7. 固结太沙基－伦杜列克扩散方程Terzaghi-Rendulic diffusion equation7. 固结先期固结压力preconsolidation pressure7. 固结压密（台）consolidation7. 固结压密度（台）degree of consolidation7. 固结压缩曲线cpmpression curve7. 固结一维固结one dimensional consolidation7. 固结有效应力原理principle of effective stress7. 固结预压密压力（台）preconsolidation pressure7. 固结原始压缩曲线virgin compression curve7. 固结再压缩曲线recompression curve7. 固结主固结primary consolidation7. 固结主压密（台）primary consolidation7. 固结准固结压力pseudo-consolidation pressure7. 固结K0固结consolidation under K0 condition8. 抗剪强度安息角（台）angle of repose8. 抗剪强度不排水抗剪强度undrained shear strength8. 抗剪强度残余内摩擦角residual angle of internal friction8. 抗剪强度残余强度residual strength8. 抗剪强度长期强度long-term strength8. 抗剪强度单轴抗拉强度uniaxial tension test8. 抗剪强度动强度dynamic strength of soils8. 抗剪强度峰值强度peak strength8. 抗剪强度伏斯列夫参数Hvorslev parameter8. 抗剪强度剪切应变速率shear strain rate8. 抗剪强度抗剪强度shear strength8. 抗剪强度抗剪强度参数shear strength parameter8. 抗剪强度抗剪强度有效应力法effective stress approach of shear strength 8. 抗剪强度抗剪强度总应力法total stress approach of shear strength8. 抗剪强度库仑方程Coulomb s equation8. 抗剪强度摩尔包线Mohr s envelope8. 抗剪强度摩尔－库仑理论Mohr-Coulomb theory8. 抗剪强度内摩擦角angle of internal friction8. 抗剪强度年粘聚力cohesion8. 抗剪强度破裂角angle of rupture8. 抗剪强度破坏准则failure criterion8. 抗剪强度十字板抗剪强度vane strength8. 抗剪强度无侧限抗压强度unconfined compression strength8. 抗剪强度有效内摩擦角effective angle of internal friction8. 抗剪强度有效粘聚力effective cohesion intercept8. 抗剪强度有效应力破坏包线effective stress failure envelope8. 抗剪强度有效应力强度参数effective stress strength parameter8. 抗剪强度有效应力原理principle of effective stress8. 抗剪强度真内摩擦角true angle internal friction8. 抗剪强度真粘聚力true cohesion8. 抗剪强度总应力破坏包线total stress failure envelope8. 抗剪强度总应力强度参数total stress strength parameter9. 本构模型本构模型constitutive model9. 本构模型边界面模型boundary surface model9. 本构模型层向各向同性体模型cross anisotropic model9. 本构模型超弹性模型hyperelastic model9. 本构模型德鲁克－普拉格准则Drucker-Prager criterion9. 本构模型邓肯－张模型Duncan-Chang model9. 本构模型动剪切强度9. 本构模型非线性弹性模量nonlinear elastic model9. 本构模型盖帽模型cap model9. 本构模型刚塑性模型rigid plastic model9. 本构模型割线模量secant modulus9. 本构模型广义冯·米赛斯屈服准则extended von Mises yield criterion 9. 本构模型广义特雷斯卡屈服准则extended tresca yield criterion9. 本构模型加工软化work softening9. 本构模型加工硬化work hardening9. 本构模型加工硬化定律strain harding law9. 本构模型剑桥模型Cambridge model9. 本构模型柯西弹性模型Cauchy elastic model9. 本构模型拉特－邓肯模型Lade-Duncan model9. 本构模型拉特屈服准则Lade yield criterion9. 本构模型理想弹塑性模型ideal elastoplastic model9. 本构模型临界状态弹塑性模型critical state elastoplastic model9. 本构模型流变学模型rheological model9. 本构模型流动规则flow rule9. 本构模型摩尔－库仑屈服准则Mohr-Coulomb yield criterion9. 本构模型内蕴时间塑性模型endochronic plastic model9. 本构模型内蕴时间塑性理论endochronic theory9. 本构模型年粘弹性模型viscoelastic model9. 本构模型切线模量tangent modulus9. 本构模型清华弹塑性模型Tsinghua elastoplastic model9. 本构模型屈服面yield surface9. 本构模型沈珠江三重屈服面模型Shen Zhujiang three yield surface method 9. 本构模型双参数地基模型9. 本构模型双剪应力屈服模型twin shear stress yield criterion9. 本构模型双曲线模型hyperbolic model9. 本构模型松岗元－中井屈服准则Matsuoka-Nakai yield criterion9. 本构模型塑性形变理论9. 本构模型谈弹塑性模量矩阵elastoplastic modulus matrix9. 本构模型谈弹塑性模型elastoplastic modulus9. 本构模型谈弹塑性增量理论incremental elastoplastic theory9. 本构模型谈弹性半空间地基模型elastic half-space foundation model9. 本构模型谈弹性变形elastic deformation9. 本构模型谈弹性模量elastic modulus9. 本构模型谈弹性模型elastic model9. 本构模型魏汝龙－Khosla－Wu模型Wei Rulong-Khosla-Wu model9. 本构模型文克尔地基模型Winkler foundation model9. 本构模型修正剑桥模型modified cambridge model9. 本构模型准弹性模型hypoelastic model10. 地基承载力冲剪破坏punching shear failure10. 地基承载力次层（台）substratum10. 地基承载力地基subgrade, ground, foundation soil10. 地基承载力地基承载力bearing capacity of foundation soil10. 地基承载力地基极限承载力ultimate bearing capacity of foundation soil10. 地基承载力地基允许承载力allowable bearing capacity of foundation soil10. 地基承载力地基稳定性stability of foundation soil10. 地基承载力汉森地基承载力公式Hansen s ultimate bearing capacity formula10. 地基承载力极限平衡状态state of limit equilibrium10. 地基承载力加州承载比（美国）California Bearing Ratio10. 地基承载力局部剪切破坏local shear failure10. 地基承载力临塑荷载critical edge pressure10. 地基承载力梅耶霍夫极限承载力公式Meyerhof s ultimate bearing capacity formula 10. 地基承载力普朗特承载力理论Prandel bearing capacity theory10. 地基承载力斯肯普顿极限承载力公式Skempton s ultimate bearing capacity formula 10. 地基承载力太沙基承载力理论Terzaghi bearing capacity theory10. 地基承载力魏锡克极限承载力公式V esic s ultimate bearing capacity formula10. 地基承载力整体剪切破坏general shear failure11. 土压力被动土压力passive earth pressure11. 土压力被动土压力系数coefficient of passive earth pressure11. 土压力极限平衡状态state of limit equilibrium11. 土压力静止土压力earth pressue at rest11. 土压力静止土压力系数coefficient of earth pressur at rest11. 土压力库仑土压力理论Coulomb s earth pressure theory11. 土压力库尔曼图解法Culmannn construction11. 土压力朗肯土压力理论Rankine s earth pressure theory11. 土压力朗肯状态Rankine state11. 土压力谈弹性平衡状态state of elastic equilibrium11. 土压力土压力earth pressure11. 土压力主动土压力active earth pressure11. 土压力主动土压力系数coefficient of active earth pressure12. 土坡稳定分析安息角（台）angle of repose12. 土坡稳定分析毕肖普法Bishop method12. 土坡稳定分析边坡稳定安全系数safety factor of slope12. 土坡稳定分析不平衡推理传递法unbalanced thrust transmission method12. 土坡稳定分析费伦纽斯条分法Fellenius method of slices12. 土坡稳定分析库尔曼法Culmann method12. 土坡稳定分析摩擦圆法friction circle method12. 土坡稳定分析摩根斯坦－普拉斯法Morgenstern-Price method12. 土坡稳定分析铅直边坡的临界高度critical height of vertical slope12. 土坡稳定分析瑞典圆弧滑动法Swedish circle method12. 土坡稳定分析斯宾赛法Spencer method12. 土坡稳定分析泰勒法Taylor method12. 土坡稳定分析条分法slice method12. 土坡稳定分析土坡slope12. 土坡稳定分析土坡稳定分析slope stability analysis12. 土坡稳定分析土坡稳定极限分析法limit analysis method of slope stability 12. 土坡稳定分析土坡稳定极限平衡法limit equilibrium method of slope stability 12. 土坡稳定分析休止角angle of repose12. 土坡稳定分析扬布普遍条分法Janbu general slice method12. 土坡稳定分析圆弧分析法circular arc analysis13. 土的动力性质比阻尼容量specific gravity capacity13. 土的动力性质波的弥散特性dispersion of waves13. 土的动力性质波速法wave velocity method13. 土的动力性质材料阻尼material damping13. 土的动力性质初始液化initial liquefaction13. 土的动力性质地基固有周期natural period of soil site13. 土的动力性质动剪切模量dynamic shear modulus of soils13. 土的动力性质动力布西涅斯克解dynamic solution of Boussinesq13. 土的动力性质动力放大因素dynamic magnification factor13. 土的动力性质动力性质dynamic properties of soils13. 土的动力性质动强度dynamic strength of soils13. 土的动力性质骨架波akeleton waves in soils13. 土的动力性质几何阻尼geometric damping13. 土的动力性质抗液化强度liquefaction stress13. 土的动力性质孔隙流体波fluid wave in soil13. 土的动力性质损耗角loss angle13. 土的动力性质往返活动性reciprocating activity13. 土的动力性质无量纲频率dimensionless frequency13. 土的动力性质液化liquefaction13. 土的动力性质液化势评价evaluation of liquefaction potential13. 土的动力性质液化应力比stress ratio of liquefaction13. 土的动力性质应力波stress waves in soils13. 土的动力性质振陷dynamic settlement13. 土的动力性质阻尼damping of soil13. 土的动力性质阻尼比damping ratio14. 挡土墙挡土墙retaining wall14. 挡土墙挡土墙排水设施14. 挡土墙挡土墙稳定性stability of retaining wall14. 挡土墙垛式挡土墙14. 挡土墙扶垛式挡土墙counterfort retaining wall14. 挡土墙后垛墙（台）counterfort retaining wall14. 挡土墙基础墙foundation wall14. 挡土墙加筋土挡墙reinforced earth bulkhead14. 挡土墙锚定板挡土墙anchored plate retaining wall14. 挡土墙锚定式板桩墙anchored sheet pile wall14. 挡土墙锚杆式挡土墙anchor rod retaining wall14. 挡土墙悬壁式板桩墙cantilever sheet pile wall14. 挡土墙悬壁式挡土墙cantilever sheet pile wall14. 挡土墙重力式挡土墙gravity retaining wall15. 板桩结构物板桩sheet pile15. 板桩结构物板桩结构sheet pile structure15. 板桩结构物钢板桩steel sheet pile15. 板桩结构物钢筋混凝土板桩reinforced concrete sheet pile15. 板桩结构物钢桩steel pile15. 板桩结构物灌注桩cast-in-place pile15. 板桩结构物拉杆tie rod15. 板桩结构物锚定式板桩墙anchored sheet pile wall15. 板桩结构物锚固技术anchoring15. 板桩结构物锚座Anchorage15. 板桩结构物木板桩wooden sheet pile15. 板桩结构物木桩timber piles15. 板桩结构物悬壁式板桩墙cantilever sheet pile wall16. 基坑开挖与降水板桩围护sheet pile-braced cuts16. 基坑开挖与降水电渗法electro-osmotic drainage16. 基坑开挖与降水管涌piping16. 基坑开挖与降水基底隆起heave of base16. 基坑开挖与降水基坑降水dewatering16. 基坑开挖与降水基坑失稳instability (failure) of foundation pit16. 基坑开挖与降水基坑围护bracing of foundation pit16. 基坑开挖与降水减压井relief well16. 基坑开挖与降水降低地下水位法dewatering method16. 基坑开挖与降水井点系统well point system16. 基坑开挖与降水喷射井点eductor well point16. 基坑开挖与降水铅直边坡的临界高度critical height of vertical slope 16. 基坑开挖与降水砂沸sand boiling16. 基坑开挖与降水深井点deep well point16. 基坑开挖与降水真空井点vacuum well point16. 基坑开挖与降水支撑围护braced cuts17. 浅基础杯形基础17. 浅基础补偿性基础compensated foundation17. 浅基础持力层bearing stratum17. 浅基础次层（台）substratum17. 浅基础单独基础individual footing17. 浅基础倒梁法inverted beam method17. 浅基础刚性角pressure distribution angle of masonary foundation 17. 浅基础刚性基础rigid foundation17. 浅基础高杯口基础17. 浅基础基础埋置深度embeded depth of foundation17. 浅基础基床系数coefficient of subgrade reaction17. 浅基础基底附加应力net foundation pressure17. 浅基础交叉条形基础cross strip footing17. 浅基础接触压力contact pressure17. 浅基础静定分析法（浅基础）static analysis (shallow foundation)17. 浅基础壳体基础shell foundation17. 浅基础扩展基础spread footing17. 浅基础片筏基础mat foundation17. 浅基础浅基础shallow foundation17. 浅基础墙下条形基础17. 浅基础热摩奇金法Zemochkin s method17. 浅基础柔性基础flexible foundation17. 浅基础上部结构－基础－土共同作用分析structure- foundation-soil interactionanalysis 17. 浅基础谈弹性地基梁（板）分析analysis of beams and slabs on elastic foundation 17. 浅基础条形基础strip footing17. 浅基础下卧层substratum17. 浅基础箱形基础box foundation17. 浅基础柱下条形基础18. 深基础贝诺托灌注桩Benoto cast-in-place pile18. 深基础波动方程分析Wave equation analysis18. 深基础场铸桩（台)cast-in-place pile18. 深基础沉管灌注桩diving casting cast-in-place pile18. 深基础沉井基础open-end caisson foundation18. 深基础沉箱基础box caisson foundation18. 深基础成孔灌注同步桩synchronous pile18. 深基础承台pile caps18. 深基础充盈系数fullness coefficient18. 深基础单桩承载力bearing capacity of single pile18. 深基础单桩横向极限承载力ultimate lateral resistance of single pile18. 深基础单桩竖向抗拔极限承载力vertical ultimate uplift resistance of single pile18. 深基础单桩竖向抗压容许承载力vertical ultimate carrying capacity of single pile18. 深基础单桩竖向抗压极限承载力vertical allowable load capacity of single pile18. 深基础低桩承台low pile cap18. 深基础地下连续墙diaphgram wall18. 深基础点承桩（台）end-bearing pile18. 深基础动力打桩公式dynamic pile driving formula18. 深基础端承桩end-bearing pile18. 深基础法兰基灌注桩Franki pile18. 深基础负摩擦力negative skin friction of pile18. 深基础钢筋混凝土预制桩precast reinforced concrete piles18. 深基础钢桩steel pile18. 深基础高桩承台high-rise pile cap18. 深基础灌注桩cast-in-place pile18. 深基础横向载荷桩laterally loaded vertical piles18. 深基础护壁泥浆slurry coat method18. 深基础回转钻孔灌注桩rotatory boring cast-in-place pile18. 深基础机挖异形灌注桩18. 深基础静力压桩silent piling18. 深基础抗拔桩uplift pile18. 深基础抗滑桩anti-slide pile18. 深基础摩擦桩friction pile18. 深基础木桩timber piles18. 深基础嵌岩灌注桩piles set into rock18. 深基础群桩pile groups18. 深基础群桩效率系数efficiency factor of pile groups18. 深基础群桩效应efficiency of pile groups18. 深基础群桩竖向极限承载力vertical ultimate load capacity of pile groups 18. 深基础深基础deep foundation18. 深基础竖直群桩横向极限承载力18. 深基础无桩靴夯扩灌注桩rammed bulb ile18. 深基础旋转挤压灌注桩18. 深基础桩piles18. 深基础桩基动测技术dynamic pile test18. 深基础钻孔墩基础drilled-pier foundation18. 深基础钻孔扩底灌注桩under-reamed bored pile18. 深基础钻孔压注桩starsol enbesol pile18. 深基础最后贯入度final set19. 地基处理表层压密法surface compaction19. 地基处理超载预压surcharge preloading19. 地基处理袋装砂井sand wick19. 地基处理地工织物geofabric, geotextile19. 地基处理地基处理ground treatment, foundation treatment19. 地基处理电动化学灌浆electrochemical grouting19. 地基处理电渗法electro-osmotic drainage19. 地基处理顶升纠偏法19. 地基处理定喷directional jet grouting19. 地基处理冻土地基处理frozen foundation improvement19. 地基处理短桩处理treatment with short pile19. 地基处理堆载预压法preloading19. 地基处理粉体喷射深层搅拌法powder deep mixing method19. 地基处理复合地基composite foundation19. 地基处理干振成孔灌注桩vibratory bored pile19. 地基处理高压喷射注浆法jet grounting19. 地基处理灌浆材料injection material19. 地基处理灌浆法grouting19. 地基处理硅化法silicification19. 地基处理夯实桩compacting pile19. 地基处理化学灌浆chemical grouting19. 地基处理换填法cushion19. 地基处理灰土桩lime soil pile19. 地基处理基础加压纠偏法19. 地基处理挤密灌浆compaction grouting19. 地基处理挤密桩compaction pile, compacted column19. 地基处理挤淤法displacement method19. 地基处理加筋法reinforcement method19. 地基处理加筋土reinforced earth19. 地基处理碱液法soda solution grouting19. 地基处理浆液深层搅拌法grout deep mixing method19. 地基处理降低地下水位法dewatering method19. 地基处理纠偏技术19. 地基处理坑式托换pit underpinning19. 地基处理冷热处理法freezing and heating19. 地基处理锚固技术anchoring19. 地基处理锚杆静压桩托换anchor pile underpinning19. 地基处理排水固结法consolidation19. 地基处理膨胀土地基处理expansive foundation treatment19. 地基处理劈裂灌浆fracture grouting19. 地基处理浅层处理shallow treatment19. 地基处理强夯法dynamic compaction19. 地基处理人工地基artificial foundation19. 地基处理容许灌浆压力allowable grouting pressure19. 地基处理褥垫pillow19. 地基处理软土地基soft clay ground19. 地基处理砂井sand drain19. 地基处理砂井地基平均固结度average degree of consolidation of sand-drained ground 19. 地基处理砂桩sand column19. 地基处理山区地基处理foundation treatment in mountain area19. 地基处理深层搅拌法deep mixing method19. 地基处理渗入性灌浆seep-in grouting19. 地基处理湿陷性黄土地基处理collapsible loess treatment19. 地基处理石灰系深层搅拌法lime deep mixing method19. 地基处理石灰桩lime column, limepile19. 地基处理树根桩root pile19. 地基处理水泥土水泥掺合比cement mixing ratio19. 地基处理水泥系深层搅拌法cement deep mixing method19. 地基处理水平旋喷horizontal jet grouting19. 地基处理塑料排水带plastic drain19. 地基处理碎石桩gravel pile, stone pillar19. 地基处理掏土纠偏法19. 地基处理天然地基natural foundation19. 地基处理土工聚合物Geopolymer19. 地基处理土工织物geofabric, geotextile19. 地基处理土桩earth pile19. 地基处理托换技术underpinning technique19. 地基处理外掺剂additive19. 地基处理旋喷jet grouting19. 地基处理药液灌浆chemical grouting19. 地基处理预浸水法presoaking19. 地基处理预压法preloading19. 地基处理真空预压vacuum preloading19. 地基处理振冲法vibroflotation method19. 地基处理振冲密实法vibro-compaction19. 地基处理振冲碎石桩vibro replacement stone column19. 地基处理振冲置换法vibro-replacement19. 地基处理振密、挤密法vibro-densification, compacting19. 地基处理置换率（复合地基）replacement ratio19. 地基处理重锤夯实法tamping19. 地基处理桩式托换pile underpinning19. 地基处理桩土应力比stress ratio20. 动力机器基础比阻尼容量specific gravity capacity20. 动力机器基础等效集总参数法constant strain rate consolidation test20. 动力机器基础地基固有周期natural period of soil site20. 动力机器基础动基床反力法dynamic subgrade reaction method20. 动力机器基础动力放大因素dynamic magnification factor20. 动力机器基础隔振isolation20. 动力机器基础基础振动foundation vibration20. 动力机器基础基础振动半空间理论elastic half-space theory of foundation vibr ation20. 动力机器基础基础振动容许振幅allowable amplitude of foundation vibration 20. 动力机器基础基础自振频率natural frequency of foundation20. 动力机器基础集总参数法lumped parameter method20. 动力机器基础吸收系数absorption coefficient20. 动力机器基础质量－弹簧－阻尼器系统mass-spring-dushpot system21. 地基基础抗震地基固有周期natural period of soil site21. 地基基础抗震地震earthquake, seism, temblor21. 地基基础抗震地震持续时间duration of earthquake21. 地基基础抗震地震等效均匀剪应力equivalent even shear stress of earthquake 21. 地基基础抗震地震反应谱earthquake response spectrum21. 地基基础抗震地震烈度earthquake intensity21. 地基基础抗震地震震级earthquake magnitude21. 地基基础抗震地震卓越周期seismic predominant period21. 地基基础抗震地震最大加速度maximum acceleration of earthquake21. 地基基础抗震动力放大因数dynamic magnification factor21. 地基基础抗震对数递减率logrithmic decrement21. 地基基础抗震刚性系数coefficient of rigidity21. 地基基础抗震吸收系数absorption coefficient22. 室内土工试验比重试验specific gravity test22. 室内土工试验变水头渗透试验falling head permeability test22. 室内土工试验不固结不排水试验unconsolidated-undrained triaxial test22. 室内土工试验常规固结试验routine consolidation test22. 室内土工试验常水头渗透试验constant head permeability test22. 室内土工试验单剪仪simple shear apparatus22. 室内土工试验单轴拉伸试验uniaxial tensile test22. 室内土工试验等速加荷固结试验constant loading rate consolidatin test22. 室内土工试验等梯度固结试验constant gradient consolidation test22. 室内土工试验等应变速率固结试验equivalent lumped parameter method22. 室内土工试验反复直剪强度试验repeated direct shear test22. 室内土工试验反压饱和法back pressure saturation method22. 室内土工试验高压固结试验high pressure consolidation test22. 室内土工试验各向不等压固结不排水试验consoidated anisotropically undrained test 22. 室内土工试验各向不等压固结排水试验consolidated anisotropically drained test 22. 室内土工试验共振柱试验resonant column test22. 室内土工试验固结不排水试验consolidated undrained triaxial test22. 室内土工试验固结快剪试验consolidated quick direct shear test22. 室内土工试验固结排水试验consolidated drained triaxial test22. 室内土工试验固结试验consolidation test22. 室内土工试验含水量试验water content test22. 室内土工试验环剪试验ring shear test22. 室内土工试验黄土湿陷试验loess collapsibility test22. 室内土工试验击实试验22. 室内土工试验界限含水量试验Atterberg limits test22. 室内土工试验卡萨格兰德法Casagrande s method22. 室内土工试验颗粒分析试验grain size analysis test22. 室内土工试验孔隙水压力消散试验pore pressure dissipation test22. 室内土工试验快剪试验quick direct shear test22. 室内土工试验快速固结试验fast consolidation test22. 室内土工试验离心模型试验centrifugal model test22. 室内土工试验连续加荷固结试验continual loading test22. 室内土工试验慢剪试验consolidated drained direct shear test22. 室内土工试验毛细管上升高度试验capillary rise test22. 室内土工试验密度试验density test22. 室内土工试验扭剪仪torsion shear apparatus22. 室内土工试验膨胀率试验swelling rate test22. 室内土工试验平面应变仪plane strain apparatus22. 室内土工试验三轴伸长试验triaxial extension test22. 室内土工试验三轴压缩试验triaxial compression test22. 室内土工试验砂的相对密实度试验sand relative density test22. 室内土工试验筛分析sieve analysis。

外文原文Response of a reinforced concrete infilled-frame structure to removal of twoadjacent columnsMehrdad Sasani_Northeastern University, 400 Snell Engineering Center, Boston, MA 02115, UnitedStatesReceived 27 June 2007; received in revised form 26 December 2007; accepted 24January 2008Available online 19 March 2008AbstractThe response of Hotel San Diego, a six-story reinforced concrete infilled-frame structure, is evaluated following the simultaneous removal of two adjacent exterior columns. Analytical models of the structure using the Finite Element Method as well as the Applied Element Method are used to calculate global and local deformations. The analytical results show good agreement with experimental data. The structure resisted progressive collapse with a measured maximum vertical displacement of only one quarter of an inch mm). Deformation propagation over the height of the structure and the dynamic load redistribution following the column removal are experimentally and analytically evaluated and described. The difference between axial and flexural wave propagations is discussed. Three-dimensional Vierendeel (frame) action of the transverse and longitudinal frames with the participation of infill walls is identified as the major mechanism for redistribution of loads in the structure. The effects of two potential brittle modes of failure (fracture of beam sections without tensile reinforcement and reinforcing bar pull out) are described. The response of the structure due to additional gravity loads and in the absence of infill walls is analytically evaluated.c 2008 Elsevier Ltd. All rights reserved.Keywords: Progressive collapse; Load redistribution; Load resistance; Dynamic response; Nonlinear analysis; Brittle failure1.IntroductionThe principal scope of specifications is to provide general principles and computational methods in order to verify safet y of structures. The “safety factor ”, which according t o modern trends is independent of the nature and combination of the materials used, can usually be defined as the rati o between the conditions. This ratio is also proportional to the inverse of the probability ( risk ) of failure of th e structure.Failure has to be considered not only as overall collapse o f the structure but also as unserviceability or, according t o a more precise. Common definition. As the reaching of a “limit state ”which causes the construction not to acco mplish the task it was designed for. There are two categori es of limit state :(1)Ultimate limit sate, which corresponds to the highest value of the load-bearing capacity. Examples include local buckli ng or global instability of the structure; failure of some sections and subsequent transformation of the structure intoa mechanism; failure by fatigue; elastic or plastic deformati on or creep that cause a substantial change of the geometry of the structure; and sensitivity of the structure to alte rnating loads, to fire and to explosions.(2)Service limit states, which are functions of the use and durability of the structure. Examples include excessive defo rmations and displacements without instability; early or exces sive cracks; large vibrations; and corrosion.Computational methods used to verify structures with respect to the different safety conditions can be separated into: (1)Deterministic methods, in which the main parameters are co nsidered as nonrandom parameters.(2)Probabilistic methods, in which the main parameters are co nsidered as random parameters.Alternatively, with respect to the different use of factors of safety, computational methods can be separated into:(1)Allowable stress method, in which the stresses computed un der maximum loads are compared with the strength of the mat erial reduced by given safety factors.(2)Limit states method, in which the structure may be propor tioned on the basis of its maximum strength. This strength, as determined by rational analysis, shall not be less than that required to support a factored load equal to the sum of the factored live load and dead load ( ultimate state ).The stresses corresponding to working ( service ) conditions with unfactored live and dead loads are compared with pres cribed values ( service limit state ) . From the four poss ible combinations of the first two and second two methods, we can obtain some useful computational methods. Generally, t wo combinations prevail:(1)deterministic methods, which make use of allowable stresses . (2)Probabilistic methods, which make use of limit states. The main advantage of probabilistic approaches is that, at l east in theory, it is possible to scientifically take into account all random factors of safety, which are then combine d to define the safety factor. probabilistic approaches depend upon :(1) Random distribution of strength of materials with respect to the conditions of fabrication and erection ( scatter of the values of mechanical properties through out the structu re ); (2) Uncertainty of the geometry of the cross-section sand of the structure ( faults and imperfections due to fab rication and erection of the structure );(3) Uncertainty of the predicted live loads and dead loads acting on the structure; (4)Uncertainty related to the approx imation of the computational method used ( deviation of the actual stresses from computed stresses ). Furthermore, proba bilistic theories mean that the allowable risk can be based on several factors, such as :(1) Importance of the construction and gravity of the damage by its failure; (2)Number of human lives which can be thr eatened by this failure; (3)Possibility and/or likelihood of repairing the structure; (4) Predicted life of the structure. All these factors are related to economic and social consi derations such as：(1) Initial cost of the construction;(2) Amortization funds for the duration of the construction;(3) Cost of physical and material damage due to the failure of the construction;(4) Adverse impact on society;(5) Moral and psychological views.The definition of all these parameters, for a given saf ety factor, allows construction at the optimum cost. However, the difficulty of carrying out a complete probabilistic ana lysis has to be taken into account. For such an analysis t he laws of the distribution of the live load and its induc ed stresses, of the scatter of mechanical properties of mate rials, and of the geometry of the cross-sections and the st ructure have to be known. Furthermore, it is difficult to i nterpret the interaction between the law of distribution of strength and that of stresses because both depend upon the nature of the material, on the cross-sections and upon the load acting on the structure. These practical difficulties ca n be overcome in two ways. The first is to apply different safety factors to the material and to the loads, without necessarily adopting the probabilistic criterion. The second i s an approximate probabilistic method which introduces some s implifying assumptions ( semi-probabilistic methods ) . Aspart of mitigation programs to reduce the likelihood of mass casualties following local damage in structures, the General Services Administration [1] and the Department of Defense [2] developed regulations to evaluate progressive collapse resistance of structures. ASCE/SEI 7 [3] defines progressive collapse as the spread of an initial local failure fromelement to element eventually resulting in collapse of an entire structure or a disproportionately large part of it. Following the approaches proposed by Ellinwood and Leyendecker [4], ASCE/SEI 7 [3] defines two general methods for structural design of buildings to mitigate damage due to progressive collapse: indirect and direct design methods. General building codes and standards [3,5] use indirect design by increasing overall integrity of structures. Indirect design is also used in DOD [2]. Although the indirect design method can reduce the risk of progressive collapse [6,7] estimation of post-failure performance of structures designed based on such a method is not readily possible. One approach based on direct design methods to evaluate progressive collapse of structures is to study the effects of instantaneous removal of load-bearing elements, such as columns. GSA [1] and DOD [2] regulations require removal of one load bearing element. These regulations are meant to evaluate general integrity of structures and their capacity of redistributing the loads following severe damage to only one element. While such an approach provides insight as to the extent to which the structures are susceptible to progressive collapse, in reality, the initial damage can affect more than just one column. In this study, using analytical results that are verified against experimental data, the progressive collapse resistance of the Hotel San Diego is evaluated, following the simultaneous explosion (sudden removal) of two adjacent columns, one of which was a corner column. In order to explode the columns, explosives were inserted into predrilled holes in the columns. The columns were then well wrapped with a few layers of protective materials. Therefore, neither air blast nor flying fragments affected the structure.2. Building characteristicsHotel San Diego was constructed in 1914 with a south annex added in 1924. The annex included two separate buildings. Fig. 1 shows a south view of the hotel. Note that in the picture, the first and third stories of the hotel are covered with black fabric. The six story hotel had a non-ductile reinforced concrete (RC) frame structure with hollow clay tile exterior infill walls. The infills in the annex consisted of two withes (layers) of clay tiles with a total thickness of about 8 in (203 mm). The height of the first floor was about 190–800 m). The height of other floors and that of the top floor were 100–600 m) and 160–1000 m), respectively. Fig. 2 shows the second floor of one of the annex buildings. Fig. 3 shows a typical plan of this building, whose responsefollowing the simultaneous removal (explosion) of columns A2 and A3 in the first (ground) floor is evaluated in this paper. The floor system consisted of one-way joists running in the longitudinal direction (North–South), as shown in Fig. 3. Based on compression tests of two concrete samples, the average concrete compressive strength was estimated at about 4500 psi (31 MPa) for a standard concrete cylinder. The modulus of elasticity of concrete was estimated at 3820 ksi (26 300 MPa) [5]. Also, based on tension tests of two steel samples having 1/2 in mm) square sections, the yield and ultimate tensile strengths were found to be 62 ksi (427 MPa) and 87 ksi (600 MPa), respectively. The steel ultimate tensile strain was measured at . The modulus of elasticity of steel was set equal to 29 000 ksi (200 000 MPa). The building was scheduled to be demolished by implosion. As part of the demolition process, the infill walls were removed from the first and third floors. There was no live load in the building. All nonstructural elements including partitions, plumbing, and furniture were removed prior to implosion. Only beams, columns, joist floor and infill walls on the peripheral beams were present.3. SensorsConcrete and steel strain gages were used to measure changes in strains of beams and columns. Linear potentiometers were used to measure global and local deformations. The concrete strain gages were in (90 mm) long having a maximum strain limit of ±. The steel strain gages could measure up to a strain of ±. The strain gages could operate up to a several hundred kHz sampling rate. The sampling rate used in the experiment was 1000 Hz. Potentiometers were used to capture rotation (integral of curvature over a length) of the beam end regions and global displacementin the building, as described later. The potentiometers had a resolution of about in mm) and a maximum operational speed of about 40 in/s m/s), while the maximum recorded speed in the experiment was about 14 in/sm/s).4. Finite element modelUsing the finite element method (FEM), a model of the building was developed in the SAP2000 [8] computer program. The beams and columns are modeled with Bernoulli beam elements. Beams have T or L sections with effective flange width on each side of the web equal to four times the slab thickness [5]. Plastic hinges are assigned to all possible locations where steel bar yielding can occur, including the ends of elements as well as the reinforcing bar cut-off and bend locations. The characteristics of the plastic hinges are obtained using section analysesof the beams and columns and assuming a plastic hinge length equal to half of the section depth. The current version of SAP2000 [8] is not able to track formation of cracks in the elements. In order to find the proper flexural stiffness of sections, an iterative procedure is used as follows. First, the building is analyzed assuming all elements are uncracked. Then, moment demands in the elements are compared with their cracking bending moments, Mcr . The moment of inertia of beam and slab segments are reduced by a coefficient of [5], where the demand exceeds the Mcr. The exterior beam cracking bending moments under negative and positive moments, are 516 k in kN m) and 336 k in kN m), respectively. Note that no cracks were formed in the columns. Then the building is reanalyzed and moment diagrams are re-evaluated. This procedure is repeated until all of the cracked regions are properly identified and modeled.The beams in the building did not have top reinforcing bars except at the end regions (see Fig. 4). For instance, no top reinforcement was provided beyond the bend in beam A1–A2, 12 inches away from the face of column A1 (see Figs. 4 and 5). To model the potential loss of flexural strength in those sections, localized crack hinges were assigned at the critical locations where no top rebar was present. Flexural strengths of the hinges were set equal to Mcr. Such sections were assumed to lose their flexural strength when the imposed bending moments reached Mcr.The floor system consisted of joists in the longitudinal direction (North–South). Fig. 6 shows the cross section of a typical floor. In order to account for potential nonlinear response of slabs and joists, floors are molded by beam elements. Joists are modeled with T-sections, having effective flange width on each side of the web equal to four times the slab thickness [5]. Given the large joist spacing between axes 2 and 3, two rectangular beam elements with 20-inch wide sections are used between the joist and the longitudinal beams of axes 2 and 3 to model the slab in the longitudinal direction. To model the behavior of the slab in the transverse direction, equally spaced parallel beams with 20-inch wide rectangular sections are used. There is a difference between the shear flow in the slab and that in the beam elements with rectangular sections modeling the slab. Because of this, the torsional stiffness is setequal to one-half of that of the gross sections [9].The building had infill walls on 2nd, 4th, 5th and 6th floors on the spandrel beams with some openings . windows and doors). As mentioned before and as part of the demolition procedure, the infill walls in the 1st and 3rd floors were removed before the test. The infill walls were made of hollow clay tiles, which were in good condition. The net area of the clay tiles was about 1/2 of the gross area. The in-plane action of the infill walls contributes to the building stiffness and strength and affects the building response. Ignoring the effects of the infill walls and excluding them in the model would result in underestimating the building stiffness and strength.Using the SAP2000 computer program [8], two types of modeling for the infills are considered in this study: one uses two dimensional shell elements (Model A) and the other uses compressive struts (Model B) as suggested in FEMA356 [10] guidelines.. Model A (infills modeled by shell elements)Infill walls are modeled with shell elements. However, the current version of the SAP2000 computer program includes only linear shell elements and cannot account for cracking. The tensile strength of the infill walls is set equal to 26 psi, with a modulus of elasticity of 644 ksi [10]. Because the formation ofcracks has a significant effect on the stiffness of the infill walls, the following iterative procedure is used to account for crack formation:(1) Assuming the infill walls are linear and uncracked, a nonlinear time history analysis is run. Note that plastic hinges exist in the beam elements and the segments of the beam elements where moment demand exceeds the cracking moment have a reduced moment of inertia.(2) The cracking pattern in the infill wall is determined by comparingstresses in the shells developed during the analysis with the tensile strength of infills.(3) Nodes are separated at the locations where tensile stress exceeds tensile strength. These steps are continued until the crack regions are properly modeled.. Model B (infills modeled by struts)Infill walls are replaced with compressive struts as described in FEMA 356 [10] guidelines. Orientations of the struts are determined from the deformed shape of the structure after column removal and the location of openings.. Column removalRemoval of the columns is simulated with the following procedure. (1) The structure is analyzed under the permanent loads and the internal forces are determined at the ends of the columns, which will be removed.(2) The model is modified by removing columns A2 and A3 on the first floor. Again the structure is statically analyzed under permanent loads. In this case, the internal forces at the ends of removed columns found in the first step are applied externally to the structure along with permanent loads. Note that the results of this analysis are identical to those of step 1.(3) The equal and opposite column end forces that were applied in the second step are dynamically imposed on the ends of the removed column within one millisecond [11] to simulate the removal of the columns, and dynamic analysis is conducted.. Comparison of analytical and experimental resultsThe maximum calculated vertical displacement of the building occurs at joint A3 in the second floor. Fig. 7 shows the experimental andanalytical (Model A) vertical displacements of this joint (the AEM results will be discussed in the next section). Experimental data is obtained using the recordings of three potentiometers attached to joint A3 on one of their ends, and to the ground on the other ends. The peak displacements obtained experimentally and analytically (Model A) are in mm) and in mm), respectively, which differ only by about 4%. The experimental and analytical times corresponding to peak displacement are s and s, respectively. The analytical results show a permanent displacement of about in mm), which is about 14% smaller than the corresponding experimental value of in mm).Fig. 8 compares vertical displacement histories of joint A3 in the second floor estimated analytically based on Models A and B. As can be seen, modeling infills with struts (Model B) results in a maximum vertical displacement of joint A3 equal to about in mm), which is approximately 80% larger than the value obtained from Model A. Note that the results obtained from Model A are in close agreement with experimental results (see Fig. 7), while Model B significantly overestimates the deformation of the structure. If the maximum vertical displacement were larger, the infill walls were more severely cracked and the struts were more completely formed, the difference between the results of the two models (Models A and B) would be smaller.Fig. 9 compares the experimental and analytical (Model A) displacement of joint A2 in the second floor. Again, while the first peak vertical displacement obtained experimentally and analytically are in good agreement, the analytical permanent displacement under estimates the experimental value.Analytically estimated deformed shapes of the structure at the maximumvertical displacement based on Model A are shown in Fig. 10 with a magnification factor of 200. The experimentally measured deformed shape over the end regions of beams A1–A2 and A3–B3 in the second floorare represented in the figure by solid lines. A total of 14 potentiometers were located at the top and bottom of the end regions of the second floor beams A1–A2 and A3–B3, which were the most critical elements in load redistribution. The beam top and corresponding bottom potentiometerrecordings were used to calculate rotation between the sections where the potentiometer ends were connected. This was done by first finding the difference between the recorded deformations at the top and bottom of the beam, and then dividing the value by the distance (along the height of the beam section) between the two potentiometers. The expected deformed shapes between the measured end regions of the second floor beams are shown by dashed lines. As can be seen in the figures, analytically estimated deformed shapes of the beams are in good agreement with experimentally obtained deformed shapes.Analytical results of Model A show that only two plastic hinges are formed indicating rebar yielding. Also, four sections that did not have negative (top) reinforcement, reached cracking moment capacities and therefore cracked. Fig. 10 shows the locations of all the formed plastic hinges and cracks.。

隧道设计考虑应力释放的影响摘要：在隧道设计中，支护时间的确定和刚性的支护体系对于维持隧道稳定是非常重要的，该研究所采用的收敛—约束法来确定的隧道的应力和位移，同时考虑到了地基承载力反压力曲线的位移、应力释放的影响以及隧道衬砌和岩石隧道周边洞室的相互作用，这个结论可以确定支护的时间和支护结构的强度和刚度。

这种方法曾适用于in the Ban Ve Hydroelectric Power Plant．in Nghe An Province．Vietnam 引水隧道。

结果表明，当位移u0在0.0865米到0.0919米之间时取一个合适的位移值，我们就可以通过架设支护结构来满足隧道的稳定性和经济的要求。

关键词：隧道支撑结构稳定性反压力曲线应力释放的影响1、引言岩石在自然环境中，特别是在深部地层当中，常常受到上部地层和重力的影响，由于这些因素的影响在岩体当中二次应力的发展是非常复杂，难以界定的。

隧道开挖过程中，一部分的岩石通常会受到来自隧道洞顶岩石的去除而产生的力—拉应力，有时拉应力会相当高，都会在隧道围岩的周边产生，由于岩石开挖洞周应力的释放会导致周边围岩的变形，从三向应力状态转变为双向应力状态。

在隧道施工过程中，架设支护结构的目的是为了提高和维持岩体的自承能力，以最大程度的发挥岩体的承载能力，并且在岩体内产生有利于发展的内应力场。

1938年，芬纳进行了上部地层和水力结构相互作用方面的研究，并发现了基础的特殊变化曲线和弹塑性介质的解决方案。

1963年，Pacher进行了同样的研究，并取得了同样的结果。

当隧道设计考虑上部地层和水工结构之间的相互作用时，其结果采用新奥法（NATM）施工和实际结构是比较适合的。

此外，在隧道设计中，隧道衬砌和洞室周围地层之间的相互作用，以及相应的地基反压力曲线，通常被考虑在内（Panet和Guenot1982; Panet1995年）。

在隧道设计中收敛—约束法通常被认为是有效的。

毕业设计（论文）外文文献翻译院系：土木工程与建筑系年级专业：姓名：学号：附件：盾构SHIELDSSHIELDS【Abstract】A tunnel shield is a structural system, used during the face excavation process. The paper mainly discusses the form and the structure of the shield. Propulsion for the shield is provided by a series of hydraulic jacks installed in the tail of the shield and the shield is widespread used in the underground environment where can not be in long time stable. The main enemy of the shield is ground pressure. Non-uniform ground pressure caused by the steering may act on the skin tends to force the shield off line and grade. And working decks inside the shield enable the miners to excavate the face, drill and load holes.【Keywords】shield hydraulic jacks ground pressure steering working decksA tunnel shield is a structural system, normally constructed of steel, used during the face excavation process. The shield has an outside configuration which matches the tunnel. The shield provides protection for the men and equipment and also furnished initial ground support until structural supports can be installed within the tail section of the shield. The shield also provides a reaction base for the breast-board system used to control face movement. The shield may have either an open or closed bottom. In a closed-bottom shield, the shield structure and skin provide 360-degree ground contact and the weight of the shield rests upon the invert section of the shield skin. The open shield has no bottom section and requires some additional provision is a pair of side drifts driven in advance of shield excavation. Rails or skid tracks are installed within these side drifts to provide bearing support for the shield.Shield length generally varies from1/2 to 3/4 of the tunnel diameter. The front of the shield is generally hooded to so that the top of the shield protrudes forward further than the invert portion which provides additional protection for the men working at the face and also ease pressure on the breast-boards. The steel skin of the shield may varyfrom 1.3 to 10 cm in thickness, depending on the expected ground pressures. The type of steel used in the shield is the subject of many arguments within the tunneling fraternity. Some prefer mild steel in the A36 category because of its ductility and case of welding in the underground environment where precision work is difficult. Others prefer a high-strength steel such as T-1 because of its higher strength/weight ratio. Shield weight may range from 5 to 500 tons. Most of the heaviest shields are found in the former Sovier Union because of their preference for cast-iron in both structural and skin elements.Propulsion for the shield is provided by a series of hydraulic jacks installed in the tail of the shield that thrust against the last steel set that has been installed. The total required thrust will vary with skin area and ground pressure. Several shields have been constructed with total thrust capabilities in excess of 10000 tons. Hydraulic systems are usually self-contained, air-motor powered, and mounted on the shield. Working pressures in the hydraulic system may range from 20-70 Mpa. To resist the thrust of the shield jacks, a horizontal structure member (collar brace) must be installed opposite each jack location and between the flanges of the steel set. In addition, some structural provision must be made for transferring this thrust load into the tunnel walls. Without this provision the thrust will extend through the collar braces to the tunnel portal.An Englishman, Marc Brunel, is credited with inventing the shield. Brunel supposedly got his idea by studying the action of the Teredo navalis, a highly destructive woodworm, when he was working at the Chatham dock yard. In 1818 Brunel obtained an English patent for his rectangular shield which was subsequently uses to construct the first tunnel under the River Thames in London. In 1869 the first circular shield was devised by Barlow and Great Head in London and is referred to as the Great Head-type shield. Later that same year, Beach in New York City produced similar shield. The first use of the circular shield came during 1869 when Barlow and Great Head employed their device in the construction of the 2.1 in diameter Tower Subway under the River Thames. Despite the name of the tunnel, it was used only for pedestrian traffic. Beach also put his circular shield to work in 1869 to construct a demonstration project for a proposed NewYork City subway system. The project consisted of a 2.4 m diameter tunnel, 90 m long, used to experiment with a subway car propelled by air pressure.Here are some tunnels which were built by shield principle.Soft-ground tunneling Some tunnels are driven wholly or mostly through soft material. In very soft ground, little or no blasting is necessary because the material is easily excavated.At first, forepoling was the only method for building tunnels through very soft ground. Forepoles are heavy planks about 1.5 m long and sharpened to a point. They were inserted over the top horizontal bar of the bracing at the face of the tunnel. The forepoles were driven into the ground of the face with an outward inclination. After all the roof poles were driven for about half of their length, a timber was laid across their exposed ends to counter any strain on the outer ends. The forepoles thus provided an extension of the tunnel support, and the face was extended under them. When the ends of the forepoles were reached, new timbering support was added, and the forepoles were driven into the ground for the next advance of the tunneling.The use of compressed air simplified working in soft ground. An airlock was built, though which men and equipment passed, and sufficient air pressure was maintained at the tunnel face to hold the ground firm during excavation until timbering or other support was erected.Another development was the use of hydraulically powered shields behind which cast-iron or steel plates were placed on the circumference of the tunnels. These plates provided sufficient support for the tunnel while the work proceeded, as well as full working space for men in the tunnel.Under water tunneling The most difficult tunneling is that undertaken at considerable depths below a river or other body of water. In such cases, water seeps through porous material or crevices, subjecting the work in progress to the pressure of the water above the tunneling path. When the tunnel is driven through stiff clay, the flow of water may be small enough to be removed by pumping. In more porous ground,compressed air must be used to exclude water. The amount of air pressure that is needed increases as the depth of the tunnel increases below the surface.A circular shield has proved to be most efficient in resisting the pressure of soft ground, so most shield-driven tunnels are circular. The shield once consisted of steel plates and angle supports, with a heavily braced diaphragm across its face. The diaphragm had a number of openings with doors so that workers could excavate material in front of the shield. In a further development, the shield was shoved forward into the silty material of a riverbed, thereby squeezing displaced material through the doors and into the tunnel, from which the muck was removed. The cylindrical shell of the shield may extend several feet in front of the diaphragm to provide a cutting edge. A rear section, called the tail, extends for several feet behind the body of the shield to protect workers. In large shields, an erector arm is used in the rear side of the shield to place the metal support segments along the circumference of the tunnel.The pressure against the forward motion of a shield may exceed 48.8 Mpa. Hydraulic jacks are used to overcome this pressure and advance the shield, producing a pressure of about 245 Mpa on the outside surface of the shield.Shields can be steered by varying the thrust of the jacks from left side to right side or from top to bottom, thus varying the tunnel direction left or right or up or down. The jacks shove against the tunnel lining for each forward shove. The cycle of operation is forward shove, line, muck, and then another forward shove. The shield used about 1955 on the third tube of the Lincoln Tunnel in New York City was 5.5 m long and 9.6 m in diameter. It was moved about 81.2 cm per shove, permitting the fabrication of a 81.2 cm support ring behind it.Cast-iron segments commonly are used in working behind such a shield. They are erected and bolted together in a short time to provide strength and water tightness. In the third tube of the Lincoln Tunnel each segment is 2 m long, 81.2 cm wide, and 35.5 cm thick, and weighs about 1.5 tons. These sections form a ring of 14 segments that are linked together by bolts. The bolts were tightened by hand and then by machine.Immediately after they were in place, the sections were sealed at the joints to ensure permanent water tightness.Shields are most commonly used in ground condition where adequate stand-up time does not exist. The advantage of the shield in this type of ground, in addition to the protection afforded men and equipment , is the time available to install steel ribs, liner plates, or precast concrete segments under the tail segment of the shield before ground pressure and movement become adverse factors.One of the principle problems associated with shield use is steering. Non-uniform ground pressure acting on the skin tends to force the shield off line and grade. This problem is particularly acute with closed bottom shield that do not ride on rails or skid tracks. Steering is accomplished by varying the hydraulic pressure in individual thrust jacks. If the shied is trying to dive, additional pressure on the invert jacks will resist this tendency. It is not unusual to find shield wandering several feet from the required. Although lasers are frequently used to provide continuous line and grade data to operator, once the shield wanders off its course, its sheer bulk resists efforts to bring it back. Heterogeneous ground conditions, such as clay with random boulders, also presents steering problems.One theoretical disadvantage of the shield is the annular space left between the support system and the ground surface. When the support system is installed within the tail section of the shield, the individual support members are separated from the ground surface by the thickness of the tail skin. When steel ribs are used, the annular space is filled with timber blocking as the forward motion of the shield exposes the individual ribs. A continuous support system presents a different problem. In this case, a filler material, such as pea gravel or grout, is pumped behind the support system to fill the void between it and the ground surface.The main enemy of the shield is ground pressure. As ground pressure begins to build, two things happen, more thrust is required for shield propulsion and stress increases in the structural members of the shield. Shields are designed and function undera preselected ground pressure. Designers will select this pressure as a percentage of the maximum ground pressure contemplated by the permanent tunnel design. In some cases, unfortunately, the shield just gets built without specific consideration of the ground pressures it might encounter. When ground pressure exceeds the design limit, the shield gets “stuck”. The friction component of the ground pressure on the skin becomes greater than the thrust capability of the jacks. Several methods, including pumping bentonite slurry into the skin, ground interface, pushing heavy equipment, and bumping with dynamite, have been applied to stuck shields with occasional success.Because ground pressure tends to increase with time, the cardinal rule of operation is “keeping moving”. This accounts for the fracture activity when a shield has suffered a temporary mechanical failure. As ground pressure continues to build on the nonmoving shield , the load finally exceeds its structural limit and bucking begins. An example of shield destruction occurred in California in 1968 when two shields being used to drive the CarlyV.Porter Tunnel were caught by excessive ground pressure and deformed beyond repair. One of the Porter Tunnel shields was brought to a halt in reasonably good ground by water bearing ground fault that required full breast-boards. While the contractor was trying to bring the face under control, skin pressure began to increase. While the face condition finally stabilized, the contractor prepared to resume operations and discovered the shield was stuck. No combination of methods was able to move it, and the increasing ground pressure destroyed the shield.To offset the ground pressure effect, a standard provision in design is a cutting edge radius several inches greater than the main body radius. This allows a certain degree of ground movement before pressure can come to bear on the shield skin. Another approach, considered in theory but not yet put into practice, is the “watermelon seed” design. The theory calls for a continuous taper in the shield configuration; maximum radius at the cutting edge and the minimum radius at the trailing edge of the tail. With this configuration, any amount of forward movement would create a drop in skin pressure.Working decks, spaced 2.4 to 3.0 m vertically, are provided inside the shield. These working decks enable the miners to excavate the face, drill and load holes, if necessary, and adjust the breast-board system. The hydraulic jacks for the breast-board are mounted on the underside of the work decks. Blast doors are sometimes installed as an integral part of the work decks if a substantial amount of blasting is expected.Some form of mechanical equipment is provided on the rear end of the working decks to assist the miners in handing and placing the element of the support system. In large tunnels, these individual support elements can weigh several tons and mechanical assistance becomes essential. Sufficient vertical clearance must be provided between the invert and the first working deck to permit access to the face by the loading equipment.盾构【摘要】隧道盾构是一结构系统，通常用于洞室开挖。

A convection-conduction model for analysis of thefreeze-thawconditions in the surrounding rock wall of atunnel in permafrost regionsAbstractBased on the analyses of fundamental meteorological and hydrogeological conditions at the site of a tunnel in the cold regions, a combined convection-conduction model for air flow in the tunnel and temperature field in the surrounding has been constructed. Using the model, the air temperature distribution in the Xiluoqi No. 2 Tunnel has been simulated numerically. The simulated results are in agreement with the data observed. Then, based on the in situ conditions of sir temperature, atmospheric pressure, wind force, hydrogeology and engineering geology, the air-temperature relationship between the temperature on the surface of the tunnel wall and the air temperature at the entry and exit of the tunnel has been obtained, and the freeze-thaw conditions at the Dabanshan Tunnel which is now under construction is predicted.Keywords: tunnel in cold regions, convective heat exchange and conduction, freeze-thaw.A number of highway and railway tunnels have been constructed in the permafrost regions and their neighboring areas in China. Since the hydrological and thermal conditions changed after a tunnel was excavated，the surrounding wall rock materials often froze, the frost heaving caused damage to the liner layers and seeping water froze into ice diamonds，which seriously interfered with the communication and transportation. Similar problems of the freezing damage in the tunnelsalso appeared in other countries like Russia, Norway and Japan .Hence it is urgent to predict the freeze-thaw conditions in the surrounding rock materials and provide a basis for the design，construction and maintenance of new tunnels in cold regions.Many tunnels，constructed in cold regions or their neighbouring areas，pass through the part beneath the permafrost base .After a tunnel is excavated，the original thermodynamical conditions in the surroundings are and thaw destroyed and replaced mainly by the air connections without the heat radiation, the conditions determined principally by the temperature and velocity of air flow in the tunnel，the coefficients of convective heat transfer on the tunnel wall，and the geothermal heat. In order to analyze and predict the freeze and thaw conditions of the surrounding wall rock of a tunnel，presuming the axial variations of air flow temperature and the coefficients of convective heat transfer, Lunardini discussed the freeze and thaw conditions by the approximate formulae obtained by Sham-sundar in study of freezing outside a circular tube with axial variations of coolant temperature .We simulated the temperature conditions on the surface of a tunnel wall varying similarly to the periodic changes of the outside air temperature .In fact，the temperatures of the air and the surrounding wall rock material affect each other so we cannot find the temperature variations of the air flow in advance; furthermore，it is difficult to quantify the coefficient of convective heat exchange at the surface of the tunnel wall .Therefore it is not practicable to define the temperature on the surface of the tunnel wall according to the outside air temperature .In this paper, we combine the air flow convective heat ex-change and heat conduction in the surrounding rock material into one model，and simulate the freeze-thaw conditions of the surrounding rock material based on the in situ conditions of air temperature，atmospheric pressure，wind force at the entry and exit of the tunnel，and the conditions of hydrogeology and engineering geology.重庆交通大学土木工程专业（隧道与城市轨道交通工程方向）毕业设计外文翻译Mathematical modelIn order to construct an appropriate model, we need the in situ fundamental conditions as a ba-sis .Here we use the conditions at the scene of the Dabanshan Tunnel. The Dabanshan Tunnel is lo-toted on the highway from Xining to Zhangye, south of the Datong River, at an elevation of 3754.78-3 801.23 m, with a length of 1 530 m and an alignment from southwest to northeast. The tunnel runs from the southwest to the northeast.Since the monthly-average air temperature is beneath 0`}C for eight months at the tunnel site each year and the construction would last for several years，the surrounding rock materials would become cooler during the construction .We conclude that, after excavation, the pattern of air flow would depend mainly on the dominant wind speed at the entry and exit，and the effects of the temperature difference between the inside and outside of the tunnel would be very small .Since the dominant wind direction is northeast at the tunnel site in winter, the air flow in the tunnel would go from the exit to the entry. Even though the dominant wind trend is southeastly in summer, considering the pressure difference, the temperature difference and the topography of the entry and exit，the air flow in the tunnel would also be from the exit to entry .Additionally，since the wind speed at the tunnel site is low，we could consider that the air flow would be principally laminar.Based on the reasons mentioned，we simplify the tunnel to a round tube，and consider that theair flow and temperature are symmetrical about the axis of the tunnel，Ignoring the influence of the air temperature on the speed of air flow, we obtain the following equation:where t ，x ，r are the time ，axial and radial coordinates; U ，V are axial and radial wind speeds; T is temperature; p is the effective pressure(that is ，air pressure divided by air density); v is the kinematic viscosity of air; a is the thermal conductivity of air; L is the length of the tunnel; R is the equivalent radius of the tunnel section; D is the length of time after the tunnel construction;，f S (t), u S (t) are frozen and thawed parts in the surrounding rock materials respectively; f λ,u λand f C ,u C are thermal conductivities and volumetric thermal capacities in frozen and thawed parts respectively; X= (x , r)，ξ(t) is phase change front; Lh is heat latent of freezing water; and To is critical freezing temperature of rock ( here we assume To= -0.1℃).2 used for solving the modelEquation(1)shows flow. We first solve those concerning temperature at that the temperature of the surrounding rock does not affect the speed of air equations concerning the speed of air flow, and then solve those equations every time elapse.2. 1 Procedure used for solving the continuity and momentum equations重庆交通大学土木工程专业（隧道与城市轨道交通工程方向）毕业设计外文翻译Since the first three equations in(1) are not independent we derive the second equation by xand the third equation by r. After preliminary calculation we obtain the following elliptic equation concerning the effective pressure p:Then we solve equations in(1) using the following procedures:(i ) Assume the values for U0，V0;( ii ) substituting U0，V0 into eq. (2)，and solving (2)，we obtain p0;(iii) solving the first and second equations of(1)，we obtain U0，V1;(iv) solving the first and third equations of(1)，we obtain U2，V2; (v) calculating the momentum-average of U1，v1 and U2，v2，we obtain the new U0，V0;then return to (ii);(vi) iterating as above until the disparity of those solutions in two consecutive iterations is sufficiently small or is satisfied，we then take those values of p0，U0 and V0 as the initial values for the next elapse and solve those equations concerning the temperature..2 .2 Entire method used for solving the energy equationsAs mentioned previously，the temperature field of the surrounding rock and the air flow affect each other. Thus the surface of the tunnel wall is both the boundary of the temperature field in the surrounding rock and the boundary of the temperature field in air flow .Therefore， it is difficult to separately identify the temperature on the tunnel wall surface，and we cannot independently solve those equations concerning the temperature of air flow and those equations concerning the temperature of the surrounding rock .In order to cope with this problem，we simultaneously solve the two groups of equations based on the fact that at the tunnel wall surface both temperatures are equal .We should bearin mind the phase change while solving those equations concerning the temperature of the surrounding rock ，and the convection while solving those equations concerning the temperature of the air flow, and we only need to smooth those relative parameters at the tunnel wall surface .The solving methods for the equations with the phase change are the same as in reference [3].2.3 Determination of thermal parameters and initial and boundaryconditions2.3.1 Determination of the thermal parameters. Using p= 1013.25-0.1088 H ，we calculateair pressure p at elevation H and calculate the air density ρ using formula GTP =ρ, where T is the yearly-average absolute air temperature ，and G is the humidity constant of air. Letting P C be the thermal capacity with fixed pressure, λ the thermal conductivity ，and μ the dynamic viscosity of air flow, we calculate the thermal conductivity and kinematic viscosity using the formulas ρλP C =ａ and ρμν=. The thermal parameters of the surrounding rock are determined from the tunnel site.2 .3.2 Determination of the initial and boundary conditions .Choose the observed monthly average wind speed at the entry and exit as boundary conditions of wind speed ，and choose the relative effective pressure p=0 at the exit ( that is ，the entry of the dominant wind trend) and ]5[22/)/1(v d kL p ⨯+= on the section of entry ( that is ，the exit of the dominant wind trend )，where k is the coefficient of resistance along the tunnel wall, d = 2R ，and v is the axial average speed. We approximate T varying by the sine law according to the data observed at the scene and provide a suitable boundary value based on the position of the permafrost base and the geothermal gradient of the thaw rock materials beneath the重庆交通大学土木工程专业（隧道与城市轨道交通工程方向）毕业设计外文翻译permafrost base.3 A simulated exampleUsing the model and the solving method mentioned above，we simulate the varying law of the air temperature in the tunnel along with the temperature at the entry and exit of the Xiluoqi No.2 Tunnel .We observe that the simulated results are close to the data observed[6].The Xiluoqi No .2 Tunnel is located on the Nongling railway in northeastern China and passes through the part beneath the permafrost base .It has a length of 1 160 m running from the northwest to the southeast, with the entry of the tunnel in the northwest，and the elevation is about 700 m. The dominant wind direction in the tunnel is from northwest to southeast, with a maximum monthly-average speed of 3 m/s and a minimum monthly-average speed of 1 .7 m/s . Based on the data observed，we approximate the varying sine law of air temperature at the entry and exit with yearly averages of -5℃，-6.4℃ and amplitudes of 18.9℃ and 17.6℃respectively. The equivalent diameter is 5 .8m，and the resistant coefficient along the tunnel wall is 0.025.Since the effect of the thermal parameter of the surrounding rock on the air flow is much smaller than that of wind speed，pressure and temperature at the entry and exit，we refer to the data observed in the Dabanshan Tunnel for the thermal parameters.Figure 1 shows the simulated yearly-average air temperature inside and at the entry and exit of the tunnel compared with the data observed .We observe that the difference is less than 0 .2 `C from the entry to exit.Figure 2 shows a comparison of the simulated and observed monthly-average air temperature in-side (distance greater than 100 m from the entry and exit) the tunnel. We observe that the principal law is almost the same，and the main reason for the difference is the errors that came from approximating the varying sine law at the entry and exit; especially , the maximum monthly-average air temperature of 1979 was not for July but for August.Fig.1. Comparison of simulated and observed air temperature in Xiluoqi No.2 Tunnel in 1979.1,simulated values;2,observed valuesFig.2.The comparison of simulated and observed air temperature inside The Xiluoqi No.2 Tunnel in 1979.1,simulated values;2,observed values4 Prediction of the freeze-thaw conditions for the Dabanshan Tunnel 4 .1 Thermal parameter and initial and boundary conditionsUsing the elevation of 3 800 m and the yearly-average air temperature of -3℃, we calculate the air density p=0 .774 kg/m 3.Since steam exists In the air, we choose the thermal capacity with a fixed pressure of air ),./(8744.10C kg kJ C p = heat conductivity )./(100.202C m W -⨯=λ andand the dynamic viscosity )../(10218.96s m kg -⨯=μ After calculation we obtain the thermal diffusivity a= 1 .3788s m /1025-⨯ and the kinematic viscosity ，s m /1019.125-⨯=ν .Considering that the section of automobiles is much smaller than that of the tunnel and the auto-mobiles pass through the tunnel at a low speed ，we ignore the piston effects ，coming from the movement of automobiles ，in the diffusion of the air.We consider the rock as a whole component and choose the dry volumetric cavity 3/2400m kg d =λ,content of water and unfrozen water W=3% and W=1%, and the thermal conductivity c m W o u ./9.1=λ,c m W o f ./0.2=λ,heat重庆交通大学土木工程专业（隧道与城市轨道交通工程方向）毕业设计外文翻译capacityc kg kJ C o V ./8.0= and d u f W w C γ⨯++=1)128.48.0(,d u u Ww C γ⨯++=1)128.48.0( According to the data observed at the tunnel site ，the maximum monthly-average wind speed is about 3 .5 m/s ，and the minimum monthly-average wind speed is about 2 .5 m/s .We approximate the wind speed at the entry and exit as )/](5.2)7(028.0[)(2s m t t v +-⨯=, where t is in month. The initial wind speed in the tunnel is set to be.0),,0(),)(1(),,0(2=-=r x V R r U r x U a The initial and boundary values of temperature T are set to bewhere f(x) is the distance from the vault to the permafrost base ，and R0=25 m is the radius of do-main of solution T. We assume that the geothermal gradient is 3%，the yearly-average air temperature outside tunnel the is A=-3C 0，and the amplitude is B=12C 0.As for the boundary of R=Ro ，we first solve the equations considering R=Ro as the first type of boundary; that is we assume that T=f(x)⨯3%C 0on R=Ro. We find that, after one year, the heat flow trend will have changed in the range of radius between 5 and 25m in the surrounding rock.. Considering that the rock will be cooler hereafter and it will be affected yet by geothermal heat, we appoximately assume that the boundary R=Ro is the second type of boundary; that is ，we assume that the gradient value ，obtained from the calculation up to the end of the first year after excavation under the first type of boundary value, is the gradient on R=Ro of T.Considering the surrounding rock to be cooler during the period of construction ，we calculatefrom January and iterate some elapses of time under the same boundary. Then we let the boundaryvalues vary and solve the equations step by step(it can be proved that the solution will not depend on the choice of initial values after many time elapses ).1)The yearly-average temperature on the surface wall of the tunnel is approximately equal to the ai4 .2 Calculated resultsFigures 3 and 4 show the variations of the monthly-average temperatures on the surface of the tunnel wall along with the variations at the entry and exit .Figs .5 and 6 show the year when permafrost begins to form and the maximum thawed depth after permafrost formed in different surrounding sections.Fig.3.The monthly-average temperature parison of the monthly- On the surface of Dabanshan Tunnel.I, average temperature on the surface The month,I=1,2,3,,,12 tunnel with that outside the tunnel. 1,inner temperature on the surface ;2,outside air temperatureFig.5.The year when permafrost Fig.6.The maximum thawed depth after Begins to from in different permafrost formed in different years Sections of the surroundingrock重庆交通大学土木工程专业（隧道与城市轨道交通工程方向）毕业设计外文翻译4 .3 Preliminary conclusionBased on the initial-boundary conditions and thermal parameters mentioned above, we obtain the following preliminary conclusions: r temperature at the entry and exit. It is warmer during the cold season and cooler during the warm season in the internal part (more than 100 m from the entry and exit) of the tunnel than at the entry and exit . Fig .1 shows that the internal monthly-average temperature on the surface of the tunnel wall is 1.2℃ higher in January, February and December, 1℃higher in March and October, and 1 .6℃ lower in June and August, and 2qC lower in July than the air temperature at the entry and exit. In other months the infernal temperature on the surface of the tunnel wall approximately equals the air temperature at the entry and exit.2) Since it is affected by the geothermal heat in the internal surrounding section，especially in the central part, the internal amplitude of the yearly-average temperature on the surface of the tunnel wall decreases and is 1 .6℃ lower than that at the entry and exit.3 ) Under the conditions that the surrounding rock is compact , without a great amount of under-ground water, and using a thermal insulating layer(as designed PU with depth of 0.05 m and heat conductivity λ=0.0216 W/m℃，FBT with depth of 0.085 m and heat conductivity λ=0.0517W/m℃)，in the third year after tunnel construction，the surrounding rock will begin to form permafrost in the range of 200 m from the entry and exit .In the first and the second year after construction, the surrounding rock will begin to form permafrost in the range of 40 and 100m from the entry and exit respectively .In the central part，more than 200m from the entry and exit, permafrost will begin to form in the eighth year. Near the center of the tunnel，permafrost will appear in the 14-15th years. During the first and second years after permafrost formed，the maximum of annual thawed depth is large (especially in the central part of the surrounding rock section) and thereafter it decreases every year. The maximum of annual thawed depth will be stable until the 19-20th yearsand will remain in s range of 2-3 m.4) If permafrost forms entirely in the surrounding rock，the permafrost will provide a water-isolating layer and be favourable for communication and transportation .However, in the process of construction，we found a lot of underground water in some sections of the surrounding rock .It will permanently exist in those sections，seeping out water and resulting in freezing damage to the liner layer. Further work will be reported elsewhere.重庆交通大学土木工程专业（隧道与城市轨道交通工程方向）毕业设计外文翻译严寒地区隧道围岩冻融状况分析的导热与对流换热模型摘要通过对严寒地区隧道现场基本气象条件的分析，建立了隧道内空气与围岩对流换热及固体导热的综合模型;用此模型对大兴安岭西罗奇2号隧道的洞内气温分布进行了模拟计算，结果与实测值基本一致;分析预报了正在开凿的祁连山区大坂山隧道开通运营后洞内温度及围岩冻结、融化状况.关键词严寒地区隧道导热与对流换热冻结与融化在我国多年冻土分布及邻近地区，修筑了公路和铁路隧道几十座.由于隧道开通后洞内水热条件的变化;，普遍引起洞内围岩冻结，造成对衬砌层的冻胀破坏以及洞内渗水冻结成冰凌等，严重影响了正常交通.类似隧道冻害问题同样出现在其他国家（苏联、挪威、日本等)的寒冷地区.如何预测分析隧道开挖后围岩的冻结状况，为严寒地区隧道建设的设计、施工及维护提供依据，这是一个亟待解决的重要课题.在多年冻土及其临近地区修筑的隧道，多数除进出口部分外从多年冻土下限以下岩层穿过.隧道贯通后，围岩内原有的稳定热力学条件遭到破坏，代之以阻断热辐射、开放通风对流为特征的新的热力系统.隧道开通运营后，围岩的冻融特性将主要由流经洞内的气流的温度、速度、气—固交界面的换热以及地热梯度所确定.为分析预测隧道开通后围岩的冻融特性，Lu-nardini借用Shamsundar研究圆形制冷管周围土体冻融特性时所得的近似公式，讨论过围岩的冻融特性.我们也曾就壁面温度随气温周期性变化的情况，分析计算了隧道围岩的温度场[3].但实际情况下，围岩与气体的温度场相互作用，隧道内气体温度的变化规律无法预先知道，加之洞壁表面的换热系数在技术上很难测定，从而由气温的变化确定壁面温度的变化难以实现.本文通过气一固祸合的办法，把气体、固体的换热和导热作为整体来处理，从洞口气温、风速和空气湿度、压力及围岩的水热物理参数等基本数据出发，计算出围岩的温度场.1数学模型为确定合适的数学模型，须以现场的基本情况为依据.这里我们以青海祁连山区大坂山公路隧道的基本情况为背景来加以说明.大坂山隧道位于西宁一张业公路大河以南，海拔3754.78~3801.23 m ，全长1530 m ,隧道近西南—东北走向. 由于大坂山地区隧道施工现场平均气温为负温的时间每年约长8个月，加之施工时间持续数年，围岩在施土过程中己经预冷，所以隧道开通运营后，洞内气体流动的形态主要由进出口的主导风速所确定，而受洞内围岩地温与洞外气温的温度压差的影响较小；冬季祁连山区盛行西北风，气流将从隧道出曰流向进口端，夏季虽然祁连山区盛行东偏南风，但考虑到洞口两端气压差、温度压差以及进出口地形等因素，洞内气流仍将由出口北端流向进口端.另外，由于现场年平均风速不大，可以认为洞内气体将以层流为主基于以上基本情况，我们将隧道简化成圆筒，并认为气流、温度等关十隧道中心线轴对称，忽略气体温度的变化对其流速的影响，可有如下的方程:其中t 为时间，x 为轴向坐标，r 为径向坐标;U, V 分别为轴向和径向速度，T 为温度，P 为有效压力(即空气压力与空气密度之比少，V 为空气运动粘性系数，a 为空气的导温系数，L 为隧道长度，R 为隧道的当量半径，D 为时间长度)(t S f , )(t S u 分别为围岩的冻、融区域. f λ,u λ分别为冻、融状态下的热传导系数，f C ,u C 分别为冻、融状态下的体积热容量，X=(x,r) , )(t ξ为冻、融相变界面,To 为岩石冻结临界温度(这里具体计算时取To=-0.10C 0)，h L 为水的相变潜热.重庆交通大学土木工程专业（隧道与城市轨道交通工程方向）毕业设计外文翻译2 求解过程由方程(1)知，围岩的温度的高低不影响气体的流动速度，所以我们可先解出速度，再解温度.2.1 连续性方程和动量方程的求解由于方程((1)的前3个方程不是相互独立的，通过将动量方程分别对x 和r 求导，经整理化简，我们得到关于压力P 的如下椭圆型方程:于是，对方程(1)中的连续性方程和动量方程的求解，我们按如下步骤进行:(1)设定速度0U ,0V ;( 2)将0U ,0V 代入方程并求解，得0P(3)联立方程(1)的第一个和第二个方程，解得一组解1U ,1V ;(4)联立方程((1)的第一个和第三个方程，解得一组解2U ,2V ;(5)对((3) ,(4)得到的速度进行动量平均,得新的0U ,0V 返回(2) ;(6)按上述方法进行迭代，直到前后两次的速度值之差足够小.以0P ,0U ,0V 作为本时段的解,下一时段求解时以此作为迭代初值.2. 2 能量方程的整体解法如前所述，围岩与空气的温度场相互作用，壁面既是气体温度场的边界，又是固体温度场的边界，壁面的温度值难以确定，我们无法分别独立地求解隧道内的气体温度场和围岩温度场.为克服这一困难，我们利用在洞壁表面上，固体温度等于气体温度这一事实，把隧道内气体的温度和围岩内固体的温度放在一起求解，这样壁面温度将作为末知量被解出来.只是需要注意两点:解流体温度场时不考虑相变和解固体温度时没有对流项;在洞壁表面上方程系数的光滑化.另外，带相变的温度场的算法与文献[3]相同.2. 3热参数及初边值的确定热参数的确定方法: 用p=1013.25-0.1088H 计算出海拔高度为H 的隧道现场的大气压强，再由GT P =ρ计算出现场空气密度ρ，其中T 为现场大气的年平均绝对温度，G 为空气的气体常数.记定压比热为P C ,导热系数为λ，空气的动力粘性系数为μ.按ρλP C =ａ 和ρμν= 计算空气的导温系数和运动粘性系数.围岩的热物理参数则由现场采样测定.初边值的确定方法:洞曰风速取为现场观测的各月平均风速.取卞导风进曰的相对有效气压为0，主导风出口的气压则取为]5[22/)/1(v d kL p ⨯+=，这里k 为隧道内的沿程阻力系数，L 为隧道长度，d 为隧道端面的当量直径，ν为进口端面轴向平均速度.进出口气温年变化规律由现场观测资料，用正弦曲线拟合，围岩内计算区域的边界按现场多年冻土下限和地热梯度确定出适当的温度值或温度梯度. 3 计算实例按以上所述的模型及计算方法，我们对大兴安岭西罗奇2号隧道内气温随洞曰外气温变化的规律进行了模拟计算验证，所得结果与实测值[6]相比较,基本规律一致.西罗奇2号隧道是位十东北嫩林线的一座非多年冻土单线铁路隧道，全长1160 m ,隧道近西北一东南向，高洞口位于西北向，冬季隧道主导风向为西北风.洞口海拔高度约为700 m ,月平均最高风速约为3m/s,最低风速约为1.7m/s.根据现场观测资料，我们将进出口气温拟合为年平均分别为-5C 0和-6.4C 0，年变化振幅分别为18.9C 0和17.6C 0的正弦曲线.隧道的当量直径为5.8 m,沿程阻力系数取为0.025.由于围岩的热物理参数对计算洞内气温的影响远比洞口的风速、压力及气温的影响小得多，我们这里参考使用了大坂山隧道的资料.图1给出了洞口及洞内年平均气温的计算值与观测值比较的情况，从进口到出口，两值之差都小于0.2C 0.图2给出了洞内 (距进出口l00m 以上)月平均气温的计算值与观测值比较的情况，可以看出温度变化的基本规律完全一致，造成两值之差的主要原因是洞口气温年变化规律之正弦曲线的拟合误差，特别是1979年隧道现场月平均最高气温不是在7月份，而是在8月份.重庆交通大学土木工程专业（隧道与城市轨道交通工程方向）毕业设计外文翻译图1. 比较1979年在西罗奇周家山2号隧道仿真试验与观察的空气温度.1、模拟值;2、观测值图2。

土木工程专业英语课文原文及对照翻译土木工程师建造道路、桥梁、隧道、水坝、港口、发电厂、水和污水系统、医院、学校、大众交通和其他对现代社会和大量人口集中地区至关重要的公共设施。

他们还建造私人拥有的设施，如机场、铁路、管道、摩天大楼和其他为工业、商业或住宅使用而设计的大型结构。

此外，土木工程师规划、设计和建造完整的城市和城镇，最近还在规划和设计太空平台，以容纳自给自足的社区。

___ passes the planning。

design。

n。

and management of the built ___ scientific principles。

from ___ are essential to modern society。

such as roads。

bridges。

___。

dams。

and hospitals.___ public facilities。

civil engineers also design and build privately-owned structures。

including airports。

railroads。

pipelines。

skyscrapers。

and other ___。

and ___.Overall。

___ civil engineers。

our modern infrastructure and public facilities would not exist.___。

n。

and maintenance of public and private infrastructure。

This includes roads。

bridges。

pipelines。

dams。

ports。

power plants。

water supply and sewage systems。

hospitals。

schools。

___。

and other structures that are essential to modern ___ as airports。

外文文献原文及译文学生姓名：XXX学号：XXXXXXXXX班级: 隧道XX班专业：土木工程（隧道与地下工程方向）指导教师：XXX XXX2014 年3月隧道爆破施工引起的地面振动参数预测ALI KAHRIMAN伊斯坦布尔大学采矿工程系土耳其，伊斯坦布尔，阿牟西拉—34850尽管过去进行了许多研究来消除爆破引发的环境问题，遗憾的是由于问题的复杂性尚未建立一个通用的方法或公式。

震波和地面动力特性，爆破参数和场地因素的复杂性共同制约了这样一个通用标准的发展。

因此，仍然需要做实地研究来预测和控制爆破的影响。

该研究是在伊斯坦布尔地铁隧道中进行的，本文介绍了爆破引起的地面振动参数的测量结果。

在研究范围内，于隧道约300米的进程中使用4种不同类型的振动监测器对所有爆破进行地面振动分量测量，得到质点振动速度的估计峰值，并确定振动衰减曲线斜率与测试区的单段最大装药量。

在统计分析数据对后，得到质点振动速度和比例距离之间的关系。

1.介绍地面振动和空气冲击波等引起的环境问题是岩体爆破的产物，是不可避免的。

炸药周围的区域实际上是破碎且具有流动性的，爆破能通常会使一个相对较小的区域塑性变形和开裂；除此之外的剩余能量以弹性波的形式在地下传播。

如果炸药接近地表，也有可能通过空气传播。

在短距离内波成球状辐射且振幅与爆心距（爆源—测点）成反比。

在较长的范围内，其他两个因素会影响传播过程：（1）波形变化，分割成三种类型，以不同的速度传播；（2）传播介质的变化，如分层或开裂，可能会引起进一步的散射和扩散效应; 一个大断层可以很大程度上防止波在某一特定方向的传播。

若波传播所产生的水平动态应力超过建筑材料或岩石材料的强度，将损坏附近居民的建筑结构。

因此，地面振动和空气冲击波引起的环境问题已经在多种行业中面临并频频讨论，如采矿，建筑，采石等爆破作业不可避免的行业。

所以，爆破引发的地面振动需要被预测，监测和控制。

随着附近居民日益增加的对爆破引发的环境问题的不满，越来越需要设计更精确谨慎的爆破。

Civil EngineeringCivil engineering, the oldest of the engineering specialties, is the planning, design, construction, and management of the built environment. This environment includes all structures built according to scientific principles, from irrigation and drainage systems to rocket-launching facilities.土木工程学作为最老的工程技术学科,是指规划,设计,施工及对建筑环境的管理;此处的环境包括建筑符合科学规范的所有结构,从灌溉和排水系统到火箭发射设施;Civil engineers build roads, bridges, tunnels, dams, harbors, power plants, water and sewage systems, hospitals, schools, mass transit, and other public facilities essential to modern society and large population concentrations. They also build privately owned facilities such as airports, railroads, pipelines, skyscrapers, and other large structures designed for industrial, commercial, or residential use. In addition, civil engineers plan, design, and build complete cities and towns, and more recently have been planning and designing space platforms to house self-contained communities.土木工程师建造道路,桥梁,管道,大坝,海港,发电厂,给排水系统,医院,学校,公共交通和其他现代社会和大量人口集中地区的基础公共设施;他们也建造私有设施,比如飞机场,铁路,管线,摩天大楼,以及其他设计用作工业,商业和住宅途径的大型结构;此外,土木工程师还规划设计及建造完整的城市和乡镇,并且最近一直在规划设计容纳设施齐全的社区的空间平台;The word civil derives from the Latin for citizen. In 1782, Englishman John Smeaton used the term to differentiate his nonmilitary engineering work from that of the military engineers who predominated at the time. Since then, the term civil engineering has often been used to refer to engineers who build public facilities, although the field is much broader土木一词来源于拉丁文词“公民”;在1782年,英国人John Smeaton为了把他的非军事工程工作区别于当时占优势地位的军事工程师的工作而采用的名词;自从那时起,土木工程学被用于提及从事公共设施建设的工程师,尽管其包含的领域更为广阔;Scope. Because it is so broad, civil engineering is subdivided into a number of technical specialties. Depending on the type of project, the skills of many kinds of civil engineer specialists may be needed. When a project begins, the site is surveyed and mapped by civil engineers who locate utility placement—water, sewer, and power lines. Geotechnical specialists perform soil experiments to determine if the earth can bear the weight of the project. Environmental specialists study the project’s impact on the local area: the potential for air and groundwater pollution, the project’s impact on local animal and plant life, and how the project can be designed to meet government requirements aimed at protecting the environment. Transportation specialists determine what kind of facilities are needed to ease the burden on local roads and other transportation networks that will result from the completed project. Meanwhile, structural specialists use preliminary data to make detailed designs, plans, and specifications for the project. Supervising and coordinating the work of these civil engineer specialists, from beginning to end of the project, are the construction management specialists. Based on information supplies by the other specialists, construction management civil engineers estimate quantities and costs of materials and labor, schedule all work, order materials and equipment for the job, hire contractors and subcontractors, and perform other supervisory work to ensure the project is completed on time and as specified.领域;因为包含范围太广,土木工程学又被细分为大量的技术专业;不同类型的工程需要多种不同土木工程专业技术;一个项目开始的时候,土木工程师要对场地进行测绘,定位有用的布置,如地下水水位,下水道,和电力线;岩土工程专家则进行土力学试验以确定土壤能否承受工程荷载;环境工程专家研究工程对当地的影响,包括对空气和地下水的可能污染,对当地动植物生活的影响,以及如何让工程设计满足政府针对环境保护的需要;交通工程专家确定必需的不同种类设施以减轻由整个工程造成的对当地公路和其他交通网络的负担;同时,结构工程专家利用初步数据对工程作详细规划,设计和说明;从项目开始到结束,对这些土木工程专家的工作进行监督和调配的则是施工管理专家;根据其他专家所提供的信息,施工管理专家计算材料和人工的数量和花费,所有工作的进度表,订购工作所需要的材料和设备,雇佣承包商和分包商,还要做些额外的监督工作以确保工程能按时按质完成;Throughout any given project, civil engineers make extensive use of computers. Computers are used to design the project’s various elements computer-aided design, or CAD and to manage it. Computers are necessity for the modern civil engineer because they permit the engineer to efficiently handle the large quantities of data needed in determining the best way to construct a project.贯穿任何给定项目,土木工程师都需要大量使用计算机;计算机用于设计工程中使用的多数元件即计算机辅助设计,或者CAD并对其进行管理;计算机成为了现代土木工程师的必备品,因为它使得工程师能有效地掌控所需的大量数据从而确定建造一项工程的最佳方法; Structural engineering. In this specialty, civil engineers plan and design structures of all types, including bridge, dams, power plants, supports for equipment, special structures for offshore projects, the United States space program, transmission towers, giant astronomical and radio telescopes, and many other kinds of projects. Using computers, structural engineers determine the forces a structure must resist: its own weight, wind and hurricane forces, temperature changes that expand or contract construction materials, and earthquakes. They also determine the combination of appropriate materials: steel, concrete, plastic, asphalt, brick, aluminum, or other construction materials.结构工程学;在这一专业领域,土木工程师规划设计各种类型的结构,包括桥梁,大坝,发电厂,设备支撑,海面上的特殊结构,美国太空计划,发射塔,庞大的天文和无线电望远镜,以及许多其他种类的项目;结构工程师应用计算机确定一个结构必须承受的力：自重,风荷载和飓风荷载,建筑材料温度变化引起的胀缩,以及地震荷载;他们也需确定不同种材料如钢筋,混凝土,塑料,石头,沥青,砖,铝或其他建筑材料等的复合作用;Water resources engineering. Civil engineers in this specialty deal with all aspects of the physical control of water. Their projects help prevent floods, supply water for cities and for irrigation, manage and control rivers and water runoff, and maintain beaches and other waterfront facilities. In addition, they design and maintain harbors, canals, and locks, build huge hydroelectric dams and smaller dams and water impoundments of all kinds, help design offshore structures, and determine the location of structures affecting navigation.水利工程学;土木工程师在这一领域主要处理水的物理控制方面的种种问题;他们的项目用于帮助预防洪水灾害,提供城市用水和灌溉用水,管理控制河流和水流物,维护河滩及其他滨水设施;此外,他们设计和维护海港,运河与水闸,建造大型水利大坝与小型坝,以及各种类型的围堰,帮助设计海上结构并且确定结构的位置对航行影响;Geotechnical engineering. Civil engineers who specialize in this field analyze the properties of soils and rocks that support structures and affect structural behavior. They evaluate and work to minimize the potential settlement of buildings and other structures that stems from the pressure of their weight on the earth. These engineers also evaluate and determine how to strengthen thestability of slopes and fills and how to protect structures against earthquakes and the effects of groundwater.岩土工程学;专业于这个领域的土木工程师对支撑结构并影响结构行为的土壤和岩石的特性进行分析;他们计算建筑和其他结构由于自重压力可能引起的沉降,并采取措施使之减少到最小;他们也需计算并确定如何加强斜坡和填充物的稳定性以及如何保护结构免受地震和地下水的影响;Environmental engineering. In this branch of engineering, civil engineers design, build and supervise systems to provide safe drinking water and to prevent and control pollution of water supplies, both on the surface and underground. They also design, build, and supervise projects to control or eliminate pollution of the land and air. These engineers build water and wastewater treatment plants, and design air scrubbers and other devices to minimize or eliminate air pollution caused by industrial processes, incineration, or other smoke-producing activities. They also work to control toxic and hazardous wastes through the construction of special dump sites or the neutralizing of toxic and hazardous substances. In addition, the engineers design and manage sanitary landfills to prevent pollution of surrounding land.环境工程学;在这一工程学分支中,土木工程师设计,建造并监视系统以提供安全的饮用水,同时预防和控制地表和地下水资源供给的污染;他们也设计,建造并监视工程以控制甚至消除对土地和空气的污染;他们建造供水和废水处理厂,设计空气净化器和其他设备以最小化甚至消除由工业加工、焚化及其他产烟生产活动引起的空气污染;他们也采用建造特殊倾倒地点或使用有毒有害物中和剂的措施来控制有毒有害废弃物;此外,工程师还对垃圾掩埋进行设计和管理以预防其对周围环境造成污染;Transportation engineering. Civil engineers working in this specialty build facilities to ensure safe and efficient movement of both people and goods. They specialize in designing and maintaining all types of transportation facilities, highways and streets, mass transit systems, railroads and airfields, ports and harbors. Transportation engineers apply technological knowledge as well as consideration of the economic, political, and social factors in designing each project. They work closely with urban planners, since the quality of the community is directly related to the quality of the transportation system.交通工程学;从事这一专业领域的土木工程师建造可以确保人和货物安全高效运行的设施;他们专门研究各种类型运输设施的设计和维护,如公路和街道,公共交通系统,铁路和飞机场,港口和海港;交通工程师应用技术知识及考虑经济,政治和社会因素来设计每一个项目;他们的工作和城市规划者十分相似,因为交通运输系统的质量直接关系到社区的质量;Pipeline engineering. In this branch of civil engineering, engineers build pipelines and related facilities which transport liquids, gases, or solids ranging from coal slurries mixed coal and water and semiliquid wastes, to water, oil, and various types of highly combustible and noncombustible gases. The engineers determine pipeline design, the economic and environmental impact of a project on regions it must traverse, the type of materials to be used-steel, concrete, plastic, or combinations of various materials-installation techniques, methods for testing pipeline strength, and controls for maintaining proper pressure and rate of flow of materials being transported. When hazardous materials are being carried, safety is a major consideration as well.渠道工程学;在土木工程学的这一支链中,土木工程师建造渠道和运送从煤泥浆混合的煤和水和半流体废污,到水、石油和多种类型的高度可燃和不可燃的气体中分离出来的液体,气体和固体的相关设备;工程师决定渠道的设计,项目所处地区必须考虑到的经济性和环境因素,以及所使用材料的类型——钢、混凝土、塑料、或多种材料的复合——的安装技术,测试渠道强度的方法,和控制所运送流体材料保持适当的压力和流速;当流体中携带危险材料时,安全性因素也需要被考虑;Construction engineering. Civil engineers in this field oversee the construction of a project from beginning to end. Sometimes called project engineers, they apply both technical and managerial skills, including knowledge of construction methods, planning, organizing, financing, and operating construction projects. They coordinate the activities of virtually everyone engaged in the work: the surveyors; workers who lay out and construct the temporary roads and ramps, excavate for the foundation, build the forms and pour the concrete; and workers who build the steel framework. These engineers also make regular progress reports to the owners of the structure.建筑工程学;土木工程师在这个领域中从开始到结束监督项目的建筑;他们,有时被称为项目工程师,应用技术和管理技能,包括建筑工艺,规划,组织,财务,和操作项目建设的知识;事实上,他们协调工程中每个人的活动：测量员,布置和建造临时道路和斜坡,开挖基础,支模板和浇注混凝土的工人,以及钢筋工人;这些工程师也向结构的业主提供进度计划报告;Community and urban planning. Those engaged in this area of civil engineering may plan and develop community within a city, or entire cities. Such planning involves far more than engineering consideration; environmental, social, and economic factors in the use and development of land and natural resources are also key elements. These civil engineers coordinate planning of public works along with private development. They evaluate the kinds of facilities needed, including streets and highways, public transportation systems, airports, port facilities, water-supply and waste water-disposal systems, public buildings, parks, and recreational and other facilities to ensure social and economic as well as environmental well-being.社区和城市规划;从事土木工程这一方面的工程师可能规划和发展一个城市中的社区,或整个城市;此规划中所包括的远远不仅仅为工程因素,土地的开发使用和自然资源环境的,社会的和经济的因素也是主要的成分;这些土木工程师对公共建设工程的规划和私人建筑的发展进行协调;他们评估所需的设施,包括街道,公路,公共运输系统,机场,港口,给排水和污水处理系统,公共建筑,公园,和娱乐及其他设施以保证社会,经济和环境地协调发展; Photogrametry, surveying, and mapping. The civil engineers in this specialty precisely measure the Earth’s surface to obtain reliable information for locat ing and designing engineering projects. This practice often involves high-technology methods such as satellite and aerial surveying, and computer-processing of photographic imagery. Radio signal from satellites, scans by laser and sonic beams, are converted to maps to provide far more accurate measurements for boring tunnels, building highways and dams, plotting flood control and irrigation project, locating subsurface geologic formations that may affect a construction project, and a host of other building uses.摄影测量,测量学和地图绘制;在这一专业领域的土木工程师精确测量地球表面以获得可靠的信息来定位和设计工程项目;这一方面包括高工艺学方法,如卫星成相,航拍,和计算机成相;来自人造卫星的无线电信号,通过激光和音波柱扫描被转换为地图,为隧道钻孔,建造高速公路和大坝,绘制洪水控制和灌溉方案,定位可能影响建筑项目的地下岩石构成,以及许多其他建筑用途提供更精准的测量;Other specialties. Two additional civil engineering specialties that are not entirely within the scope of civil engineering but are essential to the discipline are engineering management and engineering teaching.其他的专门项目;还有两个并不完全在土木工程范围里面但对训练相当重要的附加的专门项目是工程管理和工程教学;Engineering management. Many civil engineers choose careers that eventually lead tomanagement. Others are able to start their careers in management positions. The civil engineer-manager combines technical knowledge with an ability to organize and coordinate worker power, materials, machinery, and money. These engineers may work in government—municipal, county, state, or federal; in the U.S. Army Corps of Engineers as military or civilian management engineers; or in semiautonomous regional or city authorities or similar organizations. They may also manage private engineering firms ranging in size from a few employees to hundreds.工程管理;许多土木工程师都选择最终通向管理的职业;其他则能让他们的事业从管理位置开始;土木工程管理者结合技术上的知识和一种组织能力来协调劳动力,材料,机械和钱;这些工程师可能工作在政府——市政、国家、州或联邦；在美国陆军军团作为军队或平民的管理工程师；或在半自治地区,城市主管当局或相似的组织;他们也可能管理规模为从几个到百个雇员的私营工程公司;Engineering teaching. The civil engineer who chooses a teaching career usually teaches both graduate and undergraduate students in technical specialties. Many teaching civil engineers engage in basic research that eventually leads to technical innovations in construction materials and methods. Many also serve as consultants on engineering projects, or on technical boards and commissions associated with major projects.工程教学;通常选择教学事业的土木工程师教授研究生和本科生技术上的专门项目;许多从事教学的土木工程师参与会导致建筑材料和施工方法技术革新的基础研究;多数也担任工程项目或技术领域的顾问,和主要项目的代理;。

毕业设计（论文）外文文献翻译院系：土木工程与建筑系年级专业：姓名：学号：附件：盾构SHIELDSSHIELDS【Abstract】A tunnel shield is a structural system, used during the face excavation process. The paper mainly discusses the form and the structure of the shield. Propulsion for the shield is provided by a series of hydraulic jacks installed in the tail of the shield and the shield is widespread used in the underground environment where can not be in long time stable. The main enemy of the shield is ground pressure. Non-uniform ground pressure caused by the steering may act on the skin tends to force the shield off line and grade. And working decks inside the shield enable the miners to excavate the face, drill and load holes.【Keywords】shield hydraulic jacks ground pressure steering working decksA tunnel shield is a structural system, normally constructed of steel, used during the face excavation process. The shield has an outside configuration which matches the tunnel. The shield provides protection for the men and equipment and also furnished initial ground support until structural supports can be installed within the tail section of the shield. The shield also provides a reaction base for the breast-board system used to control face movement. The shield may have either an open or closed bottom. In a closed-bottom shield, the shield structure and skin provide 360-degree ground contact and the weight of the shield rests upon the invert section of the shield skin. The open shield has no bottom section and requires some additional provision is a pair of side drifts driven in advance of shield excavation. Rails or skid tracks are installed within these side drifts to provide bearing support for the shield.Shield length generally varies from1/2 to 3/4 of the tunnel diameter. The front of the shield is generally hooded to so that the top of the shield protrudes forward further than the invert portion which provides additional protection for the men working at the face and also ease pressure on the breast-boards. The steel skin of the shield may varyfrom 1.3 to 10 cm in thickness, depending on the expected ground pressures. The type of steel used in the shield is the subject of many arguments within the tunneling fraternity. Some prefer mild steel in the A36 category because of its ductility and case of welding in the underground environment where precision work is difficult. Others prefer a high-strength steel such as T-1 because of its higher strength/weight ratio. Shield weight may range from 5 to 500 tons. Most of the heaviest shields are found in the former Sovier Union because of their preference for cast-iron in both structural and skin elements.Propulsion for the shield is provided by a series of hydraulic jacks installed in the tail of the shield that thrust against the last steel set that has been installed. The total required thrust will vary with skin area and ground pressure. Several shields have been constructed with total thrust capabilities in excess of 10000 tons. Hydraulic systems are usually self-contained, air-motor powered, and mounted on the shield. Working pressures in the hydraulic system may range from 20-70 Mpa. To resist the thrust of the shield jacks, a horizontal structure member (collar brace) must be installed opposite each jack location and between the flanges of the steel set. In addition, some structural provision must be made for transferring this thrust load into the tunnel walls. Without this provision the thrust will extend through the collar braces to the tunnel portal.An Englishman, Marc Brunel, is credited with inventing the shield. Brunel supposedly got his idea by studying the action of the Teredo navalis, a highly destructive woodworm, when he was working at the Chatham dock yard. In 1818 Brunel obtained an English patent for his rectangular shield which was subsequently uses to construct the first tunnel under the River Thames in London. In 1869 the first circular shield was devised by Barlow and Great Head in London and is referred to as the Great Head-type shield. Later that same year, Beach in New York City produced similar shield. The first use of the circular shield came during 1869 when Barlow and Great Head employed their device in the construction of the 2.1 in diameter Tower Subway under the River Thames. Despite the name of the tunnel, it was used only for pedestrian traffic. Beach also put his circular shield to work in 1869 to construct a demonstration project for a proposed NewYork City subway system. The project consisted of a 2.4 m diameter tunnel, 90 m long, used to experiment with a subway car propelled by air pressure.Here are some tunnels which were built by shield principle.Soft-ground tunneling Some tunnels are driven wholly or mostly through soft material. In very soft ground, little or no blasting is necessary because the material is easily excavated.At first, forepoling was the only method for building tunnels through very soft ground. Forepoles are heavy planks about 1.5 m long and sharpened to a point. They were inserted over the top horizontal bar of the bracing at the face of the tunnel. The forepoles were driven into the ground of the face with an outward inclination. After all the roof poles were driven for about half of their length, a timber was laid across their exposed ends to counter any strain on the outer ends. The forepoles thus provided an extension of the tunnel support, and the face was extended under them. When the ends of the forepoles were reached, new timbering support was added, and the forepoles were driven into the ground for the next advance of the tunneling.The use of compressed air simplified working in soft ground. An airlock was built, though which men and equipment passed, and sufficient air pressure was maintained at the tunnel face to hold the ground firm during excavation until timbering or other support was erected.Another development was the use of hydraulically powered shields behind which cast-iron or steel plates were placed on the circumference of the tunnels. These plates provided sufficient support for the tunnel while the work proceeded, as well as full working space for men in the tunnel.Under water tunneling The most difficult tunneling is that undertaken at considerable depths below a river or other body of water. In such cases, water seeps through porous material or crevices, subjecting the work in progress to the pressure of the water above the tunneling path. When the tunnel is driven through stiff clay, the flow of water may be small enough to be removed by pumping. In more porous ground,compressed air must be used to exclude water. The amount of air pressure that is needed increases as the depth of the tunnel increases below the surface.A circular shield has proved to be most efficient in resisting the pressure of soft ground, so most shield-driven tunnels are circular. The shield once consisted of steel plates and angle supports, with a heavily braced diaphragm across its face. The diaphragm had a number of openings with doors so that workers could excavate material in front of the shield. In a further development, the shield was shoved forward into the silty material of a riverbed, thereby squeezing displaced material through the doors and into the tunnel, from which the muck was removed. The cylindrical shell of the shield may extend several feet in front of the diaphragm to provide a cutting edge. A rear section, called the tail, extends for several feet behind the body of the shield to protect workers. In large shields, an erector arm is used in the rear side of the shield to place the metal support segments along the circumference of the tunnel.The pressure against the forward motion of a shield may exceed 48.8 Mpa. Hydraulic jacks are used to overcome this pressure and advance the shield, producing a pressure of about 245 Mpa on the outside surface of the shield.Shields can be steered by varying the thrust of the jacks from left side to right side or from top to bottom, thus varying the tunnel direction left or right or up or down. The jacks shove against the tunnel lining for each forward shove. The cycle of operation is forward shove, line, muck, and then another forward shove. The shield used about 1955 on the third tube of the Lincoln Tunnel in New York City was 5.5 m long and 9.6 m in diameter. It was moved about 81.2 cm per shove, permitting the fabrication of a 81.2 cm support ring behind it.Cast-iron segments commonly are used in working behind such a shield. They are erected and bolted together in a short time to provide strength and water tightness. In the third tube of the Lincoln Tunnel each segment is 2 m long, 81.2 cm wide, and 35.5 cm thick, and weighs about 1.5 tons. These sections form a ring of 14 segments that are linked together by bolts. The bolts were tightened by hand and then by machine.Immediately after they were in place, the sections were sealed at the joints to ensure permanent water tightness.Shields are most commonly used in ground condition where adequate stand-up time does not exist. The advantage of the shield in this type of ground, in addition to the protection afforded men and equipment , is the time available to install steel ribs, liner plates, or precast concrete segments under the tail segment of the shield before ground pressure and movement become adverse factors.One of the principle problems associated with shield use is steering. Non-uniform ground pressure acting on the skin tends to force the shield off line and grade. This problem is particularly acute with closed bottom shield that do not ride on rails or skid tracks. Steering is accomplished by varying the hydraulic pressure in individual thrust jacks. If the shied is trying to dive, additional pressure on the invert jacks will resist this tendency. It is not unusual to find shield wandering several feet from the required. Although lasers are frequently used to provide continuous line and grade data to operator, once the shield wanders off its course, its sheer bulk resists efforts to bring it back. Heterogeneous ground conditions, such as clay with random boulders, also presents steering problems.One theoretical disadvantage of the shield is the annular space left between the support system and the ground surface. When the support system is installed within the tail section of the shield, the individual support members are separated from the ground surface by the thickness of the tail skin. When steel ribs are used, the annular space is filled with timber blocking as the forward motion of the shield exposes the individual ribs. A continuous support system presents a different problem. In this case, a filler material, such as pea gravel or grout, is pumped behind the support system to fill the void between it and the ground surface.The main enemy of the shield is ground pressure. As ground pressure begins to build, two things happen, more thrust is required for shield propulsion and stress increases in the structural members of the shield. Shields are designed and function undera preselected ground pressure. Designers will select this pressure as a percentage of the maximum ground pressure contemplated by the permanent tunnel design. In some cases, unfortunately, the shield just gets built without specific consideration of the ground pressures it might encounter. When ground pressure exceeds the design limit, the shield gets “stuck”. The friction component of the ground pressure on the skin becomes greater than the thrust capability of the jacks. Several methods, including pumping bentonite slurry into the skin, ground interface, pushing heavy equipment, and bumping with dynamite, have been applied to stuck shields with occasional success.Because ground pressure tends to increase with time, the cardinal rule of operation is “keeping moving”. This accounts for the fracture activity when a shield has suffered a temporary mechanical failure. As ground pressure continues to build on the nonmoving shield , the load finally exceeds its structural limit and bucking begins. An example of shield destruction occurred in California in 1968 when two shields being used to drive the CarlyV.Porter Tunnel were caught by excessive ground pressure and deformed beyond repair. One of the Porter Tunnel shields was brought to a halt in reasonably good ground by water bearing ground fault that required full breast-boards. While the contractor was trying to bring the face under control, skin pressure began to increase. While the face condition finally stabilized, the contractor prepared to resume operations and discovered the shield was stuck. No combination of methods was able to move it, and the increasing ground pressure destroyed the shield.To offset the ground pressure effect, a standard provision in design is a cutting edge radius several inches greater than the main body radius. This allows a certain degree of ground movement before pressure can come to bear on the shield skin. Another approach, considered in theory but not yet put into practice, is the “watermelon seed” design. The theory calls for a continuous taper in the shield configuration; maximum radius at the cutting edge and the minimum radius at the trailing edge of the tail. With this configuration, any amount of forward movement would create a drop in skin pressure.Working decks, spaced 2.4 to 3.0 m vertically, are provided inside the shield. These working decks enable the miners to excavate the face, drill and load holes, if necessary, and adjust the breast-board system. The hydraulic jacks for the breast-board are mounted on the underside of the work decks. Blast doors are sometimes installed as an integral part of the work decks if a substantial amount of blasting is expected.Some form of mechanical equipment is provided on the rear end of the working decks to assist the miners in handing and placing the element of the support system. In large tunnels, these individual support elements can weigh several tons and mechanical assistance becomes essential. Sufficient vertical clearance must be provided between the invert and the first working deck to permit access to the face by the loading equipment.盾构【摘要】隧道盾构是一结构系统，通常用于洞室开挖。