土木工程专业英语及翻译

土木工程专业英语及翻译内容摘要：

right material had to be chosen for the guideway. Three basic types of guideway girders had been installed at the TVE: concrete, steel, and a hybrid girder. The Tshaped hybrid girder, a reinforcedconcrete center girder to which steel cantilevers are bolted, is 62 m long, m wide, and 2 m high and weighs 290 Mg. Following a thorough evaluation of the three guideway types with respect to ride, wear, noise, cost, handling, and heat expansion characteristics, the SMTDC engineers selected the hybrid design because it bined the advantages of concrete (rigidity, noise absorption, and low cast) with those of steel (precision manufacturing). It was felt that the concrete girders lacked the longteam duration and precision in the critical grouted areas where such steel ponents as the stator packs and guidance rails would be affixed, rising questions about longterm maintenance costs. The steel girder was seen as offering the precision needed but was rejected because of the irregular expansion characteristics that can result when one surface is subjected to prolonged exposure to the sun. What is more, the steel girders exhibited undesirable os cillation effects when multisection vehicles passed over them, some undesirable liftbearing forces, and some strong vibrations. These problems could have been overe, but higher costs aside, they would have required greater amounts of steel and longer lead times formanufacturing. These considerations tipped the scale in favor of the hybrid guideway. To increase rigidity, engineers from SMTDC and Max Bogl redesigned the sharp of the hybrid girder from a T to an I that would be m highand m wide. To facilitate handling during construction, the designers also shortened the girder to 25 m. Although the modified design improved passenger fort, it also increased the overall weight of the girder and reflected noise upward. The hybrid girder design evolved from Max Bogl’s considerable experience with steel fabrication and with elements of precast, prstessed concrete. The girders were milled to a precision of mm, enabling the pleted cantilever assemblies to satisfy a total tolerance criterion of 1 mm for the entire length of the guideway. Adhering to all of Transrapid’s specifications, which are dictated by considerations of deflection, dynamic strength, and thermal expansion, engineers evaluated the grider with respect to as many as 14000 load cases. It is believed that no transportation infrastructure project of this magnitude has ever been built to such exacting deflection or expansion design specifications. The hybrid design was also consider the best for quickly and economically moving from prototype guideway to mercial mass productio n. When the contract between SMTDC and Max Bogl was signed, on January 26, 2020, no manufacturing infrastructure for such guideways existed anywhere in the world. One month later, however, construction began on a km long, climatecontrolled facility that would have laserguided milling machines for the mass production of guideway. Choosing a hybrid girder design facilitated the deployment of the tooling machines needed to form and mill the girders, which were designed in three lengths. Those referred to as type I girders were approximately m long and weighed approximately 190 Mg. The type II girders were m long, and those for the maintenance facility, located near the airport, were m long. Logistical and manufacturing approaches developed by Max Bogl led to fast, efficient, and economical mass fabrication. The pany also provided special software to route the digital tracking data automatically to the CAM (puteraide manufacturing) tooling machines, giving operators of the plant realtime reports on fabrication. Additionally, a sophisticated quality management system guaranteed quality control from production and storageto delivery and installation. The precast plant produced an average of 10 girders a day, seven days a week, and sustained a reserve capacity sufficient to support the project schedule and meet the needs of any future expansion of the line. A large storage field adjacent to the plant was used to cure the highstrength concrete girders (34474 kPa) for between 45 and 60 days to minimize longterm creep and shrinkage. The SMTDC’s vision for developing a large maglev work demanded that the girders be suitable for use inand transportation tomultiple locations. To provide flexibility in future guideway construction while maintaining the strict deflection requirements, all of the singlespan girders designed for the Shanghai project can be coupled to form doublespan girders. ...... The German and Chinese engineers and construction crews manufactured, delivered, installed, and alignment corrections in response to the settlement that will occur during normal operation. While construction in Shanghai progressed, ThyssenKrupp was transforming a construction facility in Kassel, Germany, originally intended for a prototype maglev vehicles and guideway stator packs, T。