道路路桥工程中英文对照外文翻译文献

1、中英文资料中英文资料外文翻译（文档含英文原文和中文翻译）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页共14页中英文资料penetration grad e.第2页共14页中英文资料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页共14页中英文资料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页共14页中英文资料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页共14页中英文资料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页

34、共14页中英文资料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页共14页中英文资料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页共14页中英文资料译文:沥青混合料的应用、理论和原则1、应用沥青材料如今在建筑行业广泛使用。沥青最常见的应用是作为的沥青路面的 粘结剂使用。然而，这一点必须在这里予以介绍。沥青产品常用

42、于生产公路和机场柔性路面。 所谓“柔性”是用来区分与硅酸 盐水泥制成的路面，它被列为刚性路面，也就是这些路面具有刚性强度。 这个区 别很重要，因为它提出了成功进行柔性路面结构设计的方法的关键。柔性路面的分类可进一步细分为高、低的类别，分类通常取决于是否有使用 固体或液体沥青产品。低类型路面结构类型通过减少沥青用量或使用乳化剂、液 体沥青，是非常广泛的应用在全国范围内。 在全国的范围内各地区已开发各自的 描述性术语，一个路面类型可能有好几个名字。 但是，一般对大多数低型路面其 施工方法确是相似，可描述为沥青产品通常单独或其混合结构应用于行车道，形成路面。高级沥青路面用经过选择的具有好的渗透性的沥

43、青混凝土制成。第9页共14页中英文资料图2旧金山国际机场沥青混凝土跑道它们被用于重荷载和大交通量道路，因此，人们会进行特殊的结构设计。2、沥青混凝土设计原理高等级柔性路面是用沥青混凝土建造而成,通常根据集料的 85%-100呃过 率将其分为三种类型。这三种分别为粗集料、细集料和矿粉。这些将在后面的章 节中进行详细讨论。沥青混合料的每一个组成部分都有特定的功能，混合料配合比设计是确保没 有功能被忽略的过程。然而，在这些个别功能检查之前，对于路面的成功和失败 的标准应该考虑，这样路面的设计目标才能确定。一个成功的柔性路面必须有几个特定的属性。首先，它必须是稳定的，即抵 抗负荷下的永久位移。沥青路面

44、变形的可能发生在三种方式，二个是不理想的形 变，一个是可以接受的。塑性变形对路面来说是要尽量避免的失败。 路面的压缩 变形导致的路面铺装的尺寸变化，这种变化将引起路面弹性和粗糙度的损失。这 种变形没有刚刚描述的那种那么严重，但它也同样导致路面破坏。理想类型的变 形是一种弹性变形，这实际上有利于柔性路面，并对于其长寿命是十分必要的。路面应该耐用并能够保护路基。沥青混凝土是受环境的影响的，因此设计必 须降低对气候敏感性。一个耐用的路面要不开裂或拥包才能保护路基。我们必须 记住，柔性路面将荷载直接传至路基，所以坚实的基础是绝对必要的。快速移动的车辆依靠的轮胎路面摩擦力实现控制和保证安全。路面表面纹理

45、 必须保证足够的防滑性否则将产生不安全的后果。 设计过程通过沥青材料的选择 和集料的组合设计提供了防滑路面。设计程序放弃铺面结合料所有这些表面特性都无法使用。合理的路面建造所 需的材料和方法是经过使用时间考验和规范和工程判断和在一起所称的设计方 法选定。对于任何路面最后一个要求是经济性。 经济性不能一开始就确定，准确的经 济是从开始建设直到路面整个寿命期的成本。然而，如果对于路面稳定，耐久， 安全性的要求都达到一个合理的安全系数，那么对经济的最佳利益或许已经实 现。考虑到路面的这些要求，可通过检查各组成部分的功能如何有助于现在已经第10页共14页中英文资料确定的目标或要求。沥青混凝土功能是承担

46、路面上施加的负荷， 这是由混合料各 材料之间相互咬合和摩擦阻力实现。也就是沥青路面的承载能力与路面的表面纹 理（尤其是细集料）和密度或者混合料的“密实度”相关，表面结构随集料的不 同而不同，虽然理想的表面具有粗糙纹理，但在有些情况下却不能实现。密级配 混合物通过使用自然或人为的连续级配集料得到。 这意味着细骨料的存在填补了 粗骨料的空隙。这除了影响混合料的密度和强度特性之外， 也影响施工性能。当 粗骨料使用过量时，混合料将变得坚硬而且难以施工；当矿物填料使用过多时， 混合料将变得较软，影响使用性能。柔性路面中的沥青胶结材料用于将集料粘结在一起并充当防水材料。选取适当的沥青含量是非常重要的，它对于成功的路面在项目的整个评分过程中具有重 要的影响。设计的首要目标是对于特定的集料组合确定沥青的最佳用量。3、混合料配合比设计原则某些基本原则被制定为设计程序的基础程序。 在这些步骤之前，进行某些原 则的的研究或应用是很有必要的。沥青路面由集料、沥青胶结料和空隙组成。对于单独的集料颗粒而言，它的 周