道路路橋工程中英文對(duì)照外文翻譯文獻(xiàn)

1、中英文資料中英文資料外文翻譯（文檔含英文原文和中文翻譯）原文：Asphalt Mixtures-Applications, Theory and Principles. ApplicationsAsphalt materials find wide usage in the construction industry. The use of asphalt as a cementing agent in pavements is the most common of its applications, however, and the one that will be consid ered

2、here.Asphalt products are used to produce flexibl e pavements for highways and airports. The term exfble is used to distinguish these pavements from those made with Portland cement, which are classified as rigid pavements, that is, having beam strength. This distinction is important because it provi

3、d es they key to the design approach which must be used for successful flexibl e pavement structures.The flexible pavement classification may be further broken d own into high and l ow types, the type usually depending on whether a solid or liquid asphalt product is used. The l ow types of pavement

4、are mad e with the cutback, or emulsion, liquid products and are very widely used throughout this country. Descriptive terminology has been devel oped in various sections of the country to the extent that one pavement type may have several names. However, the general process foll owed in constructio

5、n is similar for most l ow-type pavements and can be described as one in which the aggregate and the asphalt product are usually applied to the roadbed separately and there mixed or all owed to mix, forming the pavement.The high type of asphalt pavements is made with asphalt cements of some sel ecte

6、d第1頁(yè)共14頁(yè)中英文資料penetration grad e.第2頁(yè)共14頁(yè)中英文資料Fig. ?l A modern asphalt concrete highway. Should er striping is used as a safely feature.Fig. ? Asphalt concrete at the San Francisco International Airport.They are used when high wheel l oads and high volumes of traffic occur and are, therefore, often de

7、signed for a particular installation. Theory of asphalt concrete mix designHigh types of flexible pavement are constructed by combining an asphalt cement, often in the penetration grad e of 85 to 100, with aggregates that are usually divided into three groups, based on size. The three groups are coa

8、rse aggregates, fine aggregates, and mineral filler. These will be discussed in d etail in later chapter.Each of the constituent parts mentioned has a particular function in the asphalt mixture, and mix proportioning or d esign is the process of ensuring that no function is negl ected. Before these

9、individual functions are examined, however, the criteria for pavement success and failure should be consid ered so that d esign objectives can be established.eformationA successful flexible pavement must have several particular properties. First, it must be stable, that is to resistant to permanent

10、displacement under l oad. Deformation of an asphalt pavement can occur in three ways, two unsatisfactory and one desirable. Plastic d第3頁(yè)共14頁(yè)中英文資料of a pavement failure and which is to be avoid ed if possible. Compressive deformation of the pavement results in a dimensional change in the pavement, and

11、 with this change come a l oss of resiliency and usually a d egree of roughness. This deformation is less serious than the one just described, but it, too, leads to pavement failure. The desirabl e type of deformation is an elastic one, which actually is beneficial to flexibl e pavements and is nece

12、ssary to their long life.The pavement should be durable and should offer protection to the subgrade. Asphalt cement is not impervious to the effects of weathering, and so the design must minimize weather susceptibility. A durable pavement that does not crack or ravel will probably also protect the r

13、oadbed. It must be remembered that fl exible pavements transmit l oads to the subgrade without significant bridging action, and so a dry firm base is absolutely essential.Rapidly moving vehicl es depend on the tire-pavement friction factor for control andsafety. The texture of the pavement surfaces

14、must be such that an adequate skid resistance is developed or unsafe conditions result. The design procedure should be used to sel ect the asphalt material and aggregates combination which provid es a skid resistant roadway.Design procedures which yield paving mixtures embodying all these properties

15、 are notavailable. Sound pavements are constructed where materials and methods are selected by using time-tested tests and specifications and engineering judgments al ong with a so-call ed design method.The final requirement for any pavement is one of economy. Economy, again, cannot be measured dire

16、ctly, since true economy only begins with construction cost and is not fully determinable until the full useful life of the pavement has been record ed. If, however, the requirements for a stable, durable, and safe pavement are met with a reasonable safety factor, then the best interests of economy

17、have probably been served as well.With these requirements in mind, the functions of the constituent parts can be examinedwith consideration give to how each part contributes to now-established objectives or requirements. The functions of the aggregates is to carry the l oad imposed on the pavement,

18、and this is accomplished by frictional resistance and interl ocking between the individual pieces of aggregates. The carrying capacity of the asphalt pavement is, then, related to thesurface texture (particularly that of the fine aggregate) and the density, or“ compthe aggregates. Surface texture va

19、ries with different aggregates, and while a rough surface第4頁(yè)共14頁(yè)中英文資料texture is desired, this may not be available in some l ocalities. Dense mixtures are obtained by using aggregates that are either naturally or artificiallyed” . This meansWhUatlgeadneaggregate serves to fill the voids in the coars

20、er aggregates. In addition to affecting density and therefore strength characteristics, the grading also influences workability. When an excess of coarse aggregate is used, the mix becomes harsh and hard to work. When an excess of mineral filler is used, the mixes become gummy and difficult to manag

21、e.The asphalt cement in the fl exible pavement is used to bind the aggregate particl es together and to waterproof the pavements. Obtaining the proper asphalt content is extremely important and bears a significant influence on all the items marking a successful pavement. A chief objective of all the

22、 design methods which have been devel oped is to arrive at the best asphalt content for a particular combination of aggregates. Mix design principl esCertain fundamental principles underlie the design procedures that have been developed. Before these procedures can be properly studied or applied, so

23、me consid eration of these principles is necessary.Asphalt pavements are composed of aggregates, asphalt cement, and voids. Consid ering the aggregate alone, all the space between particles is void space. The volume of aggregate voids depends on grading and can vary widely. When the asphalt cement i

24、s ad ded, a portion of these aggregate voids is fill ed and a final air-void volume is retained. The retention of this air-void volume is very important to the characteristics of the mixture. The term air-void volume is used, since these voids are weightless and are usually expressed as a percentage

25、 of the total volume of the compacted mixture.An asphalt pavement carries the applied load by particl e friction and interlock. If the particl es are pushed apart for any reason , then the pavement stability is d estroyed. This factor indicates that certainly no more asphalt shoul d be added than th

26、e aggregate voids can readily hold. However ,asphalt cement is susceptible to volume change and the pavement is subject to further compaction under use. If the pavement has no air voids when placed, or if it loses them under traffic, then the expanding asphalt will overfl ow in a condition known as

27、bleeding. The l oss of asphalt cement through bl eeding weakens the pavement and also reduces surface friction, making the roadway hazard ous.第5頁(yè)共14頁(yè)中英文資料Coarse and line oggregoteAsphgH cemenl ond very fine agqreqoieAir void sooceFig. 73 Cross section of an asphalt concrete pavement showing the aggr

28、egate framework bound together by asphalt cement.The need for a minimum air-void volume (usually 2 or 3 per cent ) has been established.In addition, a maximum air-void volume of 5 to 7 per cent shoul d not be exceed. An excess of air voids promotes raveling of the pavement and also permits water to

29、enter and speed up the deteriorating processes. Also, in the presence of excess air the asphalt cement hard ens and ages with an accompanying loss of durability and resiliency.The air-void volume of the mix is determined by the d egree of compaction as well as by the asphalt content. For a given asp

30、halt content, a lightly compacted mix will have a large voids volume and a l ower d ensity and a greater strength will result. In the laboratory, the compaction is controlled by using a specified hammer and regulating the number of bl ows and the energy per blow. In the fiel d, the compaction and th

31、e air voids are more difficult to control and tests must be made no specimens taken from the compacted pavement to cheek on the degree of compaction being obtained. Traffic further compact the pavement, and allowance must be mad e for this in the design. A systematic checking of the pavement over an

32、 extended period is needed to given factual information for a particular mix. A change in density of several per cent is not unusual, however.Asphalt content has been discussed in connection with various facets of the ix design problem. It is a very important factor in the mix design and has a beari

33、ng an all the characteristics ld a successful pavement: stability, skid resistance, durability, and economy. As has been mentioned, the various design procedures are intended to provid e a means for selecting the asphalt content . These tests will be consid ered in detail in a future chapter ,but第6頁(yè)

34、共14頁(yè)中英文資料Ithe relationship between asphalt content and the measurable properties of stability, unit weight, and air voids will be discussed here.Asphalt conlenlj per cent Asphalt conlent per cent Asphalt contend per ctnlFig.4 Variations in stability, unit weight, and air-void content with asphalt ce

35、ment content.If the gradation and type of aggregate, the degree of compaction, and the type of asphalt cement are controll ed, then the strength varies in a predictable manner. The strength will increase up to some optimum asphalt content and then decrease with further additions. The pattern of stre

36、ngth variation will be different when the other mix factors are changed, and so only a typical pattern can be predicted prior to actual testing.Unit weight varies in the same manner as strength when all other variabl e are controll ed.It will reach some peak value at an asphalt content near that det

37、ermined from the strength curve and then fall off with further additions.As already mentioned, the air-void volume will vary with asphalt content. However, the manner of variation is different in that increased asphalt content will d ecrease air-void volume to some minimum value which is approached

38、asymptotically. With still greater additions of asphalt material the particles of aggregate are only pushed apart and no change occurs in air-void volume.In summary, certain principles involving aggregate gradation, air-void volume, asphalt content, and compaction mist be understood before proceedin

39、g to actual mix d esign. The proper design based on these principl es will result in sound pavements. If these principles are overlooked, the pavement may fail by one or more of the recognized modes of failure: shoving, rutting, corrugating, becoming slick when the max is too richhvingaveling, crack

40、ing,low durability when the mix is too ean .1It should be again emphasized that the strength of flexible is, more accurately, a stability第7頁(yè)共14頁(yè)中英文資料and does not indicate any ability to bridge weak points in the subgrade by beam strength. No asphalt mixture can be successful unless it rests on top o

41、f a properly designed and constructed base structure. This fact, that the surface is no better than the base, must be continually in the minds of those concerned with any aspect of fl exible pavement work.第8頁(yè)共14頁(yè)中英文資料譯文:瀝青混合料的應(yīng)用、理論和原則1、應(yīng)用瀝青材料如今在建筑行業(yè)廣泛使用。瀝青最常見(jiàn)的應(yīng)用是作為的瀝青路面的 粘結(jié)劑使用。然而，這一點(diǎn)必須在這里予以介紹。瀝青產(chǎn)品常用

42、于生產(chǎn)公路和機(jī)場(chǎng)柔性路面。 所謂“柔性”是用來(lái)區(qū)分與硅酸 鹽水泥制成的路面，它被列為剛性路面，也就是這些路面具有剛性強(qiáng)度。 這個(gè)區(qū) 別很重要，因?yàn)樗岢隽顺晒M(jìn)行柔性路面結(jié)構(gòu)設(shè)計(jì)的方法的關(guān)鍵。柔性路面的分類可進(jìn)一步細(xì)分為高、低的類別，分類通常取決于是否有使用 固體或液體瀝青產(chǎn)品。低類型路面結(jié)構(gòu)類型通過(guò)減少瀝青用量或使用乳化劑、液 體瀝青，是非常廣泛的應(yīng)用在全國(guó)范圍內(nèi)。 在全國(guó)的范圍內(nèi)各地區(qū)已開(kāi)發(fā)各自的 描述性術(shù)語(yǔ)，一個(gè)路面類型可能有好幾個(gè)名字。 但是，一般對(duì)大多數(shù)低型路面其 施工方法確是相似，可描述為瀝青產(chǎn)品通常單獨(dú)或其混合結(jié)構(gòu)應(yīng)用于行車道，形成路面。高級(jí)瀝青路面用經(jīng)過(guò)選擇的具有好的滲透性的瀝

43、青混凝土制成。第9頁(yè)共14頁(yè)中英文資料圖2舊金山國(guó)際機(jī)場(chǎng)瀝青混凝土跑道它們被用于重荷載和大交通量道路，因此，人們會(huì)進(jìn)行特殊的結(jié)構(gòu)設(shè)計(jì)。2、瀝青混凝土設(shè)計(jì)原理高等級(jí)柔性路面是用瀝青混凝土建造而成,通常根據(jù)集料的 85%-100呃過(guò) 率將其分為三種類型。這三種分別為粗集料、細(xì)集料和礦粉。這些將在后面的章 節(jié)中進(jìn)行詳細(xì)討論。瀝青混合料的每一個(gè)組成部分都有特定的功能，混合料配合比設(shè)計(jì)是確保沒(méi) 有功能被忽略的過(guò)程。然而，在這些個(gè)別功能檢查之前，對(duì)于路面的成功和失敗 的標(biāo)準(zhǔn)應(yīng)該考慮，這樣路面的設(shè)計(jì)目標(biāo)才能確定。一個(gè)成功的柔性路面必須有幾個(gè)特定的屬性。首先，它必須是穩(wěn)定的，即抵 抗負(fù)荷下的永久位移。瀝青路面

44、變形的可能發(fā)生在三種方式，二個(gè)是不理想的形 變，一個(gè)是可以接受的。塑性變形對(duì)路面來(lái)說(shuō)是要盡量避免的失敗。 路面的壓縮 變形導(dǎo)致的路面鋪裝的尺寸變化，這種變化將引起路面彈性和粗糙度的損失。這 種變形沒(méi)有剛剛描述的那種那么嚴(yán)重，但它也同樣導(dǎo)致路面破壞。理想類型的變 形是一種彈性變形，這實(shí)際上有利于柔性路面，并對(duì)于其長(zhǎng)壽命是十分必要的。路面應(yīng)該耐用并能夠保護(hù)路基。瀝青混凝土是受環(huán)境的影響的，因此設(shè)計(jì)必 須降低對(duì)氣候敏感性。一個(gè)耐用的路面要不開(kāi)裂或擁包才能保護(hù)路基。我們必須 記住，柔性路面將荷載直接傳至路基，所以堅(jiān)實(shí)的基礎(chǔ)是絕對(duì)必要的。快速移動(dòng)的車輛依靠的輪胎路面摩擦力實(shí)現(xiàn)控制和保證安全。路面表面紋理

45、 必須保證足夠的防滑性否則將產(chǎn)生不安全的后果。 設(shè)計(jì)過(guò)程通過(guò)瀝青材料的選擇 和集料的組合設(shè)計(jì)提供了防滑路面。設(shè)計(jì)程序放棄鋪面結(jié)合料所有這些表面特性都無(wú)法使用。合理的路面建造所 需的材料和方法是經(jīng)過(guò)使用時(shí)間考驗(yàn)和規(guī)范和工程判斷和在一起所稱的設(shè)計(jì)方 法選定。對(duì)于任何路面最后一個(gè)要求是經(jīng)濟(jì)性。 經(jīng)濟(jì)性不能一開(kāi)始就確定，準(zhǔn)確的經(jīng) 濟(jì)是從開(kāi)始建設(shè)直到路面整個(gè)壽命期的成本。然而，如果對(duì)于路面穩(wěn)定，耐久， 安全性的要求都達(dá)到一個(gè)合理的安全系數(shù)，那么對(duì)經(jīng)濟(jì)的最佳利益或許已經(jīng)實(shí) 現(xiàn)。考慮到路面的這些要求，可通過(guò)檢查各組成部分的功能如何有助于現(xiàn)在已經(jīng)第10頁(yè)共14頁(yè)中英文資料確定的目標(biāo)或要求。瀝青混凝土功能是承擔(dān)

46、路面上施加的負(fù)荷， 這是由混合料各 材料之間相互咬合和摩擦阻力實(shí)現(xiàn)。也就是瀝青路面的承載能力與路面的表面紋 理（尤其是細(xì)集料）和密度或者混合料的“密實(shí)度”相關(guān)，表面結(jié)構(gòu)隨集料的不 同而不同，雖然理想的表面具有粗糙紋理，但在有些情況下卻不能實(shí)現(xiàn)。密級(jí)配 混合物通過(guò)使用自然或人為的連續(xù)級(jí)配集料得到。 這意味著細(xì)骨料的存在填補(bǔ)了 粗骨料的空隙。這除了影響混合料的密度和強(qiáng)度特性之外， 也影響施工性能。當(dāng) 粗骨料使用過(guò)量時(shí)，混合料將變得堅(jiān)硬而且難以施工；當(dāng)?shù)V物填料使用過(guò)多時(shí)， 混合料將變得較軟，影響使用性能。柔性路面中的瀝青膠結(jié)材料用于將集料粘結(jié)在一起并充當(dāng)防水材料。選取適當(dāng)?shù)臑r青含量是非常重要的，它對(duì)于成功的路面在項(xiàng)目的整個(gè)評(píng)分過(guò)程中具有重 要的影響。設(shè)計(jì)的首要目標(biāo)是對(duì)于特定的集料組合確定瀝青的最佳用量。3、混合料配合比設(shè)計(jì)原則某些基本原則被制定為設(shè)計(jì)程序的基礎(chǔ)程序。 在這些步驟之前，進(jìn)行某些原 則的的研究或應(yīng)用是很有必要的。瀝青路面由集料、瀝青膠結(jié)料和空隙組成。對(duì)于單獨(dú)的集料顆粒而言，它的 周