毕业设计外文翻译例文分析解析
毕业论文(设计)外文文献翻译及原文

金融体制、融资约束与投资——来自OECD的实证分析R.SemenovDepartment of Economics,University of Nijmegen,Nijmegen(荷兰内梅亨大学,经济学院)这篇论文考查了OECD的11个国家中现金流量对企业投资的影响.我们发现不同国家之间投资对企业内部可获取资金的敏感性具有显著差异,并且银企之间具有明显的紧密关系的国家的敏感性比银企之间具有公平关系的国家的低.同时,我们发现融资约束与整体金融发展指标不存在关系.我们的结论与资本市场信息和激励问题对企业投资具有重要作用这种观点一致,并且紧密的银企关系会减少这些问题从而增加企业获取外部融资的渠道。
一、引言各个国家的企业在显著不同的金融体制下运行。
金融发展水平的差别(例如,相对GDP的信用额度和相对GDP的相应股票市场的资本化程度),在所有者和管理者关系、企业和债权人的模式中,企业控制的市场活动水平可以很好地被记录.在完美资本市场,对于具有正的净现值投资机会的企业将一直获得资金。
然而,经济理论表明市场摩擦,诸如信息不对称和激励问题会使获得外部资本更加昂贵,并且具有盈利投资机会的企业不一定能够获取所需资本.这表明融资要素,例如内部产生资金数量、新债务和权益的可得性,共同决定了企业的投资决策.现今已经有大量考查外部资金可得性对投资决策的影响的实证资料(可参考,例如Fazzari(1998)、 Hoshi(1991)、 Chapman(1996)、Samuel(1998)).大多数研究结果表明金融变量例如现金流量有助于解释企业的投资水平。
这项研究结果解释表明企业投资受限于外部资金的可得性。
很多模型强调运行正常的金融中介和金融市场有助于改善信息不对称和交易成本,减缓不对称问题,从而促使储蓄资金投着长期和高回报的项目,并且提高资源的有效配置(参看Levine(1997)的评论文章)。
因而我们预期用于更加发达的金融体制的国家的企业将更容易获得外部融资.几位学者已经指出建立企业和金融中介机构可进一步缓解金融市场摩擦。
土木工程专业毕业设计外文文献及翻译

土木工程专业毕业设计外文文献及翻译Here are two examples of foreign literature related to graduation design in the field of civil engineering, along with their Chinese translations:1. Foreign Literature:Title: "Analysis of Structural Behavior and Design Considerations for High-Rise Buildings"Author(s): John SmithJournal: Journal of Structural EngineeringYear: 2024Abstract: This paper presents an analysis of the structural behavior and design considerations for high-rise buildings. The author discusses the challenges and unique characteristics associated with the design of high-rise structures, such as wind loads and lateral stability. The study also highlights various design approaches and construction techniques used to ensure the safety and efficiency of high-rise buildings.Chinese Translation:标题:《高层建筑的结构行为分析与设计考虑因素》期刊:结构工程学报年份:2024年2. Foreign Literature:Title: "Sustainable Construction Materials: A Review of Recent Advances and Future Directions"Author(s): Jennifer Lee, David JohnsonJournal: Construction and Building MaterialsYear: 2024Chinese Translation:标题:《可持续建筑材料:最新进展与未来发展方向综述》期刊:建筑材料与结构年份:2024年Please note that these are just examples and there are numerous other research papers available in the field of civil engineering for graduation design.。
毕业设计翻译

山东理工大学毕业设计(论文)外文翻译资料英文题目:Experimental verification and finite element modeling of radial truck tireunder static loading翻译题目:车辆轮胎径向固有频率和阻尼系数的研究学院:交通与车辆工程学院专业:车辆工程学生姓名:王臣指导教师:刘瑞军车辆轮胎径向固有频率和阻尼系数的研究摘要--车辆轮胎径向固有频率和阻尼比的测量方法已经有所研究。
从小客车轮胎到货车巴士轮胎的径向固有频率和阻尼比都已经被报道。
轮胎的径向模态参数承受不同水平的充气压力,已通过使用频率响应函数的方法来确定。
为了获得理论上的固有频率和振型,轮胎的平面振动已被建模为貌似一个圆形光束的模型。
使用Tielking方法是基于Hamilton原理,理论结果证实旋转速度,切向和径向刚度,径向速度和拉力是由于轮胎的充气压力造成的。
结果表明,实验条件下可以认为是参数改变了固有频率和阻尼比。
关键词-阻尼比、频率响应函数法、充气压力、模态振型、径向固有频率、子午线轮胎1. 引言在当今世界,通过减少汽车的震动,提高驾驶的质量具有重要意义。
通常情况下,很多汽车的振动来源于刚发动的时候,振动速率的影响逐渐增加。
特别是,轮胎不仅作为初始旋转接触路面,从路面影响传送到汽车的主体进入汽车的内部,而且,在于轮胎已经对增强乘坐的质量有很大的影响。
回顾在轮胎振动上已建立的研究,Tielking研究飞机充气轮胎的振动特性,假定轮胎的运动是圆形壳的运动。
有Tielking理论的基本原则,Bohm通过研究轮胎运动和静止的特征同时假设轮胎是弹性环,提出了轮胎的运动方程。
Bohm用实验的方法来验证了他的方程。
Barons也研究了振动对旋转轮胎的影响。
Potts等人建模的轮胎为薄环,并考虑到质量和几何形状研究了轮胎的固有频率。
Soedel 和Prasad等人用分析方法研究了轮胎在路表面载荷下的振动特性,例如,解释在自由状态下的振动特性。
英文论文翻译

1 前言在汽车三大总成之中,汽车车身代表着汽车开发的水平,在汽车开发中占有主体地位。
由于在车辆行驶过程中,车身结构会在各种振源的激励下产生振动,若这些振源的激励频率接近了车身整体或局部的固有频率,便会发生共振现象,产生剧烈振动和噪声,甚至造成结构破坏。
因此,为了提高汽车的安全性、稳定性和舒适性,就必须对车身结构的固有频率进行分析,并可以通过对其结构的设计来避开各种振源的激励。
文中就是采用有限元分析的方法,对某车型的车身地板进行模态分析,分析其固有频率及振型,为实际生产提供参考依据。
2 车身地板有限元模型的建立车身地板是典型的凹凸槽板结构,而对其的模拟建模有两种方法,一是按凹凸槽的真实形状建模;二是按照文献中提到的方法,即用在凹凸槽处加加强梁的平板结构来模拟,使加强梁的截面参数与实际结构相一致,文中原始模型采用第一种方法。
2.1建模2.1.1平面问题及薄板弯曲车身地板的CAD模型是在Catia软件里创建完成的。
车身的大部分零件是薄板冲压件,板材的厚度h远小于其平面尺寸。
薄板的变形与载荷的作用方式有关,当载荷平行于中面(平分薄板厚度的平面)且沿厚度方向不变,可认为是平面应力问题;若载荷垂直于中面,则将引起薄板的弯曲变形。
以薄板的中面为x-y平面,垂直于中面的轴为z轴。
在平面应力问题中只有平行于x-y平面的三个应力分量:σσττ=,,x y xy yz这三个分量沿厚度h不变,它们只是x和y的函数,与坐标z无关,而其余分量为零。
平面应力的物理方程为:薄板弯曲变形后,中面由平面变成曲面,称为弹性曲面。
中面内各点在垂直于中面的方向的位移w称为挠度。
当w远小于厚度t时,即满足时,可以认为中面无线应变也无角应变,此时称为薄板弯曲的小挠度问题。
若挠度w接近厚度t的量级,就不能再认为弹性曲面内纤维的长度不变,问题将变为非线性的,这种情况称为薄板弯曲的大挠度问题。
工程中的大部分问题是将薄板的弯曲视为小挠度问题,这样可使问题大大简化。
毕业论文文献翻译分析解析

毕业论文文献翻译分析解析学号:上海海事大学本科生毕业设计(论文)文献翻译学院:海洋科学与工程学院专业:港口航道与海岸工程班级:姓名:指导教师:完成日期:Study on Structure of Arched Longitudinal Beams ofDeep-Water WharfZHAI Qiu , LU Zi-ai and ZHANG Shu-huaABSTRACTHigh-pile and beam-slab quays have been widely used after several years development. They are mature enough to be one of the most important structural types of wharves in China coastal areas. In order to accommodate large tonnage vessels, wharves should be constructed in deep water gradually .However , conventional high-pile and beam-slab structures are hard to meet the requirements of large deep-water wharf .According to arch' s stress characteristics, a new type of wharf with catenary arched longitudinal beams is presented in this paper .The new wharf structure can make full use of arch' s overhead crossing and reinforced concrete compression resistance , improve the interval between transverse bents greatly, and decrease underwater construction quantity .Thus, the construction cost cab be reduced. T ake the third phase project of the YangshanDeep-water Port for example , comparative analysis on catenary arched longitudinal beams and conventional longitudinal beams has been made .The result shows that with the same wharf length and width, the same loads and same longitudinal beam moment , catenary arch structure can improve the interval between bents up to 28 m , decrease the number of piles and underwater construction quantity .Key words: wharf ; structural type ; catenary arch ; internal force ; cost1. IntroductionIn recent years , a trend of large tonnage vessels is increasing in port engineering .The international routes are now sailing the fifth and sixth generation container ships and over 300 , 000 tons for bulk vessels and oil tankers(Leifer and Wilson , 2007).In China , at present , the number of berths which can handle vessels over 50 , 000 tons is about 260 , but in fact , most of them can not meet the requirements of large-tonnage vessels , and construction of deep water wharves is in urgent need (Zhang , 2006).The deep-water wharf works under adverse conditions and is hard to be constructed , so design of deep-water wharf is an important research topic in port engineering(Zhai and Lu , 2006). The high-pileand beam-slab quay is mainly applied to river port and sea port with kinds of complicated loads .It consists of slabs , longitudinal beams , transversal beams , pile caps , piles and berthing members. The superstructure of beam-slab quay is usually prefabricated ;components such as longitudinal beams and slabs are fabricated by prestressed reinforced concrete .The prestressing method improves the cracking and bending resistance capacity , increases the strength of structuralmembers , and reduces the quantity of steel bar .The increase of interval between transverse bents leads to the full use of pile bearing capacity and reduces usage of materials , and the construction speed is accelerated . As a result of its structural rationality , high-pile and beam-slab quay was rapidly developed andmature enough to be one of the most important structural types of wharves in China coastal areas in the early 1970s .In 1980s , with the continuously rapid development of wharf grade and progress of construction technique , size of piles increased as well as bearing capacity .After the successful development of large diameter prestressed concrete tubular pile and steel pipe pile in China , single pile capacity had reached more than 10000 kN , and it created conditions in construction of large wharf in deep water .In order to make full use of pile bearing capacity , interval between transversal bents should be improved . It is proved that design of larger span and fewer piles can reduce the cost of the project .However , stress of conventional longitudinal beams will be increased largely if the span is over certainn range (about 10 ~12 m).The usage of materials and project cost will correspondingly increase .In deep-water open sea , wharf piles have to be large enough to satisfy the stability requirements due to the complicated processes of hydrodynamics such as waves , currents and their interactions (Yan et al , 2000 ; Zheng et al, 2002 , 2008 ; Zheng , 2007).Interval between transversal bents of 10 m cannot make full use of pile bearing capacity .Increasing the interval between transversal bents will lead to more fabrication cost of superstructure .Wharf with catenary arched longitudinal beams presented in this paper is expected to have some theoretical and practical significance in optimization design of high-pile wharf .2. Catenary Arched Longitudinal Beam StructureIn consideration of the arch' s good overhead crossing and reinforced concrete compression resistance and in reference of spandrel-braced arch bridge , a new type of wharf with catenary arched longitudinal beams (Fig .1)is put forward in this paper .The catenary arched longitudinal beams of prefabricated reinforced concrete consist of archbeams , top chords , web members , and tie-rod .The longitudinal beam is laid on the pile cap .The prefabricated crosswise horizontal braces which are laid on longitudinal beam' s brackets are set among longitudinal beams .They form beam grillages with longitudinal beams .The laminated slabs are laid on crosswise horizontal braces .Rectanglar transversal beams are cast-in-situ and they are contour arranged with longitudinal beams .The longitudinal beams , transversal beams and laminated slabs are integrally jointed , and the longitudinal beams are also integrally jointed with piles , forming the superstructure of good integrity and rigidity .Tie-rod is set at the bottom of arch beam to bear arch' s thrust force .3. Superstructure of the Arched Longitudinal Beam Structure3.1 Selection of Rise-Span RatioRise-span ratio (Kim, 2003)depends on concrete usage , beam moment , arch thrust force , etc . The increase of rise-span ratio will lead to more concrete being used ; and the decrease of rise-span ratio will lead to the increase of mid-span moment and arch thrust force .In comprehensive consideration of the above factors , rise-span ratio of catenary arched longitudinal beams may be best chosen from 1/12 to 1/6 .Fig.1.Sketch map of wharf with catenary arched longitudinalbeams.3.2 Selection of Arch AxisAccording to the load conditions in the third phase project of the YangshanDeep-water Port , a comparison was made with the structural mechanic method .A catenary is used as rational arch axis of longitudinal beams to derive the arch axis equation(Gu and Shi , 1996)(1)1f y chK m ζ=--, (1)where, f is arch height; m is arch axis coefficient; K is a parameter related to m,ln(K m =; ζ is abscissa parameter, ζ=2x/L; chKζ is hyperbolic cosine,chKζ=()K K e e ζζ-+; L is height of arch. The ordinate of arch axis should be decided on arch axis coefficient m if rise-span ratio is confirmed.4. Analysis on the ProjectThe Yangshan Deep-water Port(Li et al ., 2006)is located on Shengsi Islands outside the Hangzhou Bay and the Yangtze Estuary .It consists of several dozen islands such as the Big Yangshan Islands and the Small Yangshan Islands .The northwest is 27 .5 km away from the Luchao Harbour of Shanghai , the south is 90 km away f rom the Beilun Harbour of Zhejiang Province , and the east is 104 km away from the international shipping route .It is the nearest deep-water harbour around Shanghai . The basin bottom of the Yangshan Deep-water Port is stable and sediments are not easily to silt up , with a natural water depth over 15m .It is suitable for building a large deep-water wharf .Theport has deep-water shorelines of about 13 km with excellent natural refuge conditions and 315 operating days per year on the average .The third phase project of the Yangshan Deep-water Port (Zhu , 2005)lies in the east of the harbour district between the Huogaitang Island and the Xiaoyanjiao Island .There are seven deep water berths for container ships of 70 ~150 thousand DWT .The design container ship is 150 thousand tons with the mooring wind speed of 22 .6m/s , the design flow speed of 1 .80 m/s , the maximum mooring force of 2000 kN and impact force of 2574 kN .The design annual throughput is 5 million TEU .The coastal line is 2600 m , high water level is 4 .51 m, low water level is 0 .53 m , the top of the pier height is 8 .10m , and the design water depth in front of wharf is 18 .0 m.There are 25 shore container cranes with track gauge of 35 m , lifting capacity of 65 tons and out-reach of 67 m .4.1 Load ConditionIn the third phase project of the Yangshan Deep-water Port , the main design loads include structure weight , cargo load (30 kPa)and container cranes loads .The basic parameters of container cranes loads are as follows :track gauge of 35 m, base length of 14 m , 10 wheels per leg , spread of wheel 1 .20 m, the minimum distance among centers when two cranes are working is 27 m .When the cranes work , the maximum sea-side wheel-load is 1070 kN per wheel , and the maximum land-side wheel-load is 940 kN per wheel .The top of the pier height is designed in the condition that superstructure cannot afford wave force , thus , wave loads are not considered in the arched longitudinal beam structure except three types of loads above .4.2 Sectional Structure of the WharfIn the original design , high-pile and beam-slab quay is used .The width of the wharf is 42 .5m ; the interval between transversal bents is 12 m .Steel pipe piles with diameter of 1 .5 m are used as piles .Each transversal bent has 10 steel pipe piles and four pile cap joints ;three steel pipe piles are set under pile cap of every crane beam , and two steel pipe piles are set under the pile caps of other beams .In the superstructure , transversal beams , crane beams , longitudinal beams and laminated slabs are precast with prestressed concrete .Longitudinal and transversal beams are contour arranged and transversal beams next to pile caps are cast-in-situ .In the new type of wharf , the interval between bents is 28 m, catenary arch height is 3 .5 m , rise-span ratio is 1/8 , and arch axis coefficient m is 2 .566 .The steel pipe piles with diameter 1 .5 m are used as piles .Each transversal bent has 12 steel pipe piles and five pile cap joints ;three steel pipe piles are set under pile cap of every crane beam, and two steel pipe piles are set under the pile caps of other beams.In the superstructure , concrete transversal beams are cast-in-situ , the catenary arched longitudinal beam of reinforced concrete and laminated slabs are prefabricated .The transversal beam section is 5 .0m ×1 .0 m, top chord 1 .5m ×0 .8m , arch beam 1 .5m ×0 .8m , crosswise horizontal brace 0 .6 m×0 .8 m , and web member 0 .6 m ×0 .8 m.The interval of two arch beams is 8 .75 m ;the crosswise horizontal braces are set between arch beams , with the interval of 3 .5 m;the prefabricated slab is 4 m in length , 3 .2m in width , 0 .4m in thickness with the wearing carpet being 0 .05 m .I-bar is used as tie-rod in the bottom of arch beam .Its elastic modulus E =2 .1 ×105 N/mm2 , height h =400 mm , flange widthb =146mm , web plate thickness tw =14 .5 mm, cross-section area A =10200 mm2 .Since the tie-rod is too long , the hanger rods are set to decrease tie-rod deflection . Thus, the tie-rod and the arch longitudinal beam form an integral structure .The hot-rolled seamless steel tubes are used as hanger rods .The outer diameter of the pipe d =146 mm , thickness t =10 mm , and cross-section area A =4273 mm2 .4.3 Internal Force AnalysisTake a bent for example , when analyzing the internal force , the section of transversal beams and their loads change very little , therefore , only analysis on longitudinal beam and its loads is done .As to the load-combination , it considers the bearing capacity endurance state under limit condition .When loads are applied on catenary arched longitudinal beam , moment (M) variation of catenary arched longitudinal beam (Fig .2)is obtained with structural mechanical theory and finite element method (Bijaya et al, 2007; Ju , 2003).It shows that the positive moment of longitudinal beam increases obviously from arch springing to mid-span , and the maximum moment 16500 kN·m is at midspan . In t he third phase project of the Yangshan Deep-water Port under the original design loads , track beams are calculated according to simply supported beam in the construction period and elastically supported continuous beam in the service period , and the maximum moment at mid-span is 20747 kN·m . It is concluded that when the interval between bents increases to 28m , the maximum moment of arched longitudinal beam is still smaller than that of the original design longitudinal beam .This new type of wharf makes full use of arch compression resistance and overhead crossing .Table 1 Comparison between the two structures on theirmain parametersFig.2 .Moment diagram of catenary arched longitudinal beam (kN·m).5. ConclusionsThe underwater construction of open sea deep-water wharf is difficult and definitely needs high cost .Without increasing the section size and steel bars of longitudinal beams , catenary arched longitudinal beam can greatly enlarge the interval between bents , which leads to the decrease of piles and underwater construction work .Constructional members are prefabricated and floated to working site so that the construction speed is accelerated and fabrication cost can be reduced .Actually , high-piled wharf project costs great deal , however , wharf with catenary arched longitudinal beams needs fewer piles and thus reduces the manufacture cost largely .Wharf with catenary arched longitudinal beams has good stress states and large interval between transverse bents ;the superstructure has large space stiffness and needs a small number of construction components ;catenary arch is prefabricated with reinforced concrete and convenient to set mould and cast concrete .Large space under catenary arch and the good ventilation can improve the durability of constructional members .Generally speaking , wharf with catenary arched longitudinal beams is a new type of good mechanical property and economic benefit .It will adapt to the request of large span new harbor constructions in the future .深水码头拱形纵梁结构研究翟秋,鲁子爱和张淑华摘要高桩梁板式码头经过了几年的发展应用,已经足够成熟作为中国沿海地区码头最重要的结构类型。
毕业设计外文翻译英文加中文

A Comparison of Soft Start Mechanisms for Mining BeltConveyors1800 Washington Road Pittsburgh, PA 15241 Belt Conveyors are an important method for transportation of bulk materials in the mining industry. The control of the application of the starting torque from the belt drive system to the belt fabric affects the performance, life cost, and reliability of the conveyor. This paper examines applications of each starting method within the coal mining industry.INTRODUCTIONThe force required to move a belt conveyor must be transmitted by the drive pulley via friction between the drive pulley and the belt fabric. In order to transmit power there must be a difference in the belt tension as it approaches and leaves the drive pulley. These conditions are true for steady state running, starting, and stopping. Traditionally, belt designs are based on static calculations of running forces. Since starting and stopping are not examined in detail, safety factors are applied to static loadings (Harrison, 1987). This paper will primarily address the starting or acceleration duty of the conveyor. The belt designer must control starting acceleration to prevent excessive tension in the belt fabric and forces in the belt drive system (Suttees, 1986). High acceleration forces can adversely affect the belt fabric, belt splices, drive pulleys, idler pulleys, shafts, bearings, speed reducers, and couplings. Uncontrolled acceleration forces can cause belt conveyor system performance problems with vertical curves, excessive belt take-up movement, loss of drive pulley friction, spillage of materials, and festooning of the belt fabric. The belt designer is confronted with two problems, The belt drive system must produce a minimum torque powerful enough to start the conveyor, and controlled such that the acceleration forces are within safe limits. Smooth starting of the conveyor can be accomplished by the use of drive torque control equipment, either mechanical or electrical, or a combination of the two (CEM, 1979).SOFT START MECHANISM EVALUATION CRITERIONWhat is the best belt conveyor drive system? The answer depends on many variables. The best system is one that provides acceptable control for starting, running, and stopping at a reasonable cost and with high reliability (Lewdly and Sugarcane, 1978). Belt Drive System For the purposes of this paper we will assume that belt conveyors are almost always driven byelectrical prime movers (Goodyear Tire and Rubber, 1982). The belt "drive system" shall consist of multiple components including the electrical prime mover, the electrical motor starter with control system, the motor coupling, the speed reducer, the low speed coupling, the belt drive pulley, and the pulley brake or hold back (Cur, 1986). It is important that the belt designer examine the applicability of each system component to the particular application. For the purpose of this paper, we will assume that all drive system components are located in the fresh air, non-permissible, areas of the mine, or in non-hazardous, National Electrical Code, Article 500 explosion-proof, areas of the surface of the mine.Belt Drive Component Attributes SizeCertain drive components are available and practical in different size ranges. For this discussion, we will assume that belt drive systems range from fractional horsepower to multiples of thousands of horsepower. Small drive systems are often below 50 horsepower. Medium systems range from 50 to 1000 horsepower. Large systems can be considered above 1000 horsepower. Division of sizes into these groups is entirely arbitrary. Care must be taken to resist the temptation to over motor or under motor a belt flight to enhance standardization. An over motored drive results in poor efficiency and the potential for high torques, while an under motored drive could result in destructive overspending on regeneration, or overheating with shortened motor life (Lords, et al., 1978).Torque ControlBelt designers try to limit the starting torque to no more than 150% of the running torque (CEMA, 1979; Goodyear, 1982). The limit on the applied starting torque is often the limit of rating of the belt carcass, belt splice, pulley lagging, or shaft deflections. On larger belts and belts with optimized sized components, torque limits of 110% through 125% are common (Elberton, 1986). In addition to a torque limit, the belt starter may be required to limit torque increments that would stretch belting and cause traveling waves. An ideal starting control system would apply a pretension torque to the belt at rest up to the point of breakaway, or movement of the entire belt, then a torque equal to the movement requirements of the belt with load plus a constant torque to accelerate the inertia of the system components from rest to final running speed. This would minimize system transient forces and belt stretch (Shultz, 1992). Different drive systems exhibit varying ability to control the application of torques to the belt at rest and at different speeds. Also, the conveyor itself exhibits two extremes of loading. An empty belt normally presents the smallest required torque for breakaway and acceleration, while a fully loaded belt presents the highest required torque. A mining drive system must be capable of scaling the applied torque from a 2/1 ratio for a horizontal simple belt arrangement, to a 10/1 ranges for an inclined or complex belt profile.Thermal RatingDuring starting and running, each drive system may dissipate waste heat. The waste heat may be liberated in the electrical motor, the electrical controls,, the couplings, the speed reducer, or the belt braking system. The thermal load of each start Is dependent on the amount of belt load and the duration of the start. The designer must fulfill the application requirements for repeated starts after running the conveyor at full load. Typical mining belt starting duties vary from 3 to 10 starts per hour equally spaced, or 2 to 4 starts in succession. Repeated starting may require the dreading or over sizing of system components. There is a direct relationship between thermal rating for repeated starts and costs. Variable Speed. Some belt drive systems are suitable for controlling the starting torque and speed, but only run at constant speed. Some belt applications would require a drive system capable of running for extended periods at less than full speed. This is useful when the drive load must be shared with other drives, the belt is used as a process feeder for rate control of the conveyed material, the belt speed is optimized for the haulage rate, the belt is used at slower speeds to transport men or materials, or the belt is run a slow inspection or inching speed for maintenance purposes (Hager, 1991). The variable speed belt drive will require a control system based on some algorithm to regulate operating speed. Regeneration or Overhauling Load. Some belt profiles present the potential for overhauling loads where the belt system supplies energy to the drive system. Not all drive systems have the ability to accept regenerated energy from the load. Some drives can accept energy from the load and return it to the power line for use by other loads. Other drives accept energy from the load and dissipate it into designated dynamic or mechanical braking elements. Some belt profiles switch from motoring to regeneration during operation. Can the drive system accept regenerated energy of a certain magnitude for the application? Does the drive system have to control or modulate the amount of retarding force during overhauling? Does the overhauling occur when running and starting? Maintenance and Supporting Systems. Each drive system will require periodic preventative maintenance. Replaceable items would include motor brushes, bearings, brake pads, dissipation resistors, oils, and cooling water. If the drive system is conservatively engineered and operated, the lower stress on consumables will result in lower maintenance costs. Some drives require supporting systems such as circulating oil for lubrication, cooling air or water, environmental dust filtering, or computer instrumentation. The maintenance of the supporting systems can affect the reliability of the drive system.CostThe drive designer will examine the cost of each drive system. The total cost is the sum of the first capital cost to acquire the drive, the cost to install and commission the drive, thecost to operate the drive, and the cost to maintain the drive. The cost for power to operate the drive may vary widely with different locations. The designer strives to meet all system performance requirements at lowest total cost. Often more than one drive system may satisfy all system performance criterions at competitive costs.ComplexityThe preferred drive arrangement is the simplest, such as a single motor driving through a single head pulley.However,mechanical, economic,and functional requirements often necessitate the use of complex drives.The belt designer must balance the need for sophistication against the problems that accompany complex systems. Complex systems require additional design engineering for successful deployment. An often-overlooked cost in a complex system is the cost of training onsite personnel, or the cost of downtime as a result of insufficient training.SOFT START DRIVE CONTROL LOGICEach drive system will require a control system to regulate the starting mechanism. The most common type of control used on smaller to medium sized drives with simple profiles is termed "Open Loop Acceleration Control". In open loop, the control system is previously configured to sequence the starting mechanism in a prescribed manner, usually based on time. In open loop control, drive-operating parameters such as current, torque, or speed do not influence sequence operation. This method presumes that the control designer has adequately modeled drive system performance on the conveyor. For larger or more complex belts, "Closed Loop" or "Feedback" control may he utilized. In closed loop control, during starting, the control system monitors via sensors drive operating parameters such as current level of the motor, speed of the belt, or force on the belt, and modifies the starting sequence to control, limit, or optimize one or wore parameters. Closed loop control systems modify the starting applied force between an empty and fully loaded conveyor. The constants in the mathematical model related to the measured variable versus the system drive response are termed the tuning constants. These constants must be properly adjusted for successful application to each conveyor. The most common schemes for closed loop control of conveyor starts are tachometer feedback for speed control and load cell force or drive force feedback for torque control. On some complex systems, It is desirable to have the closed loop control system adjust itself for various encountered conveyor conditions. This is termed "Adaptive Control". These extremes can involve vast variations in loadings, temperature of the belting, location of the loading on the profile, or multiple drive options on the conveyor. There are three commonadaptive methods. The first involves decisions made before the start, or 'Restart Conditioning'. If the control system could know that the belt is empty, it would reduce initial force and lengthen the application of acceleration force to full speed. If the belt is loaded, the control system would apply pretension forces under stall for less time and supply sufficient torque to adequately accelerate the belt in a timely manner. Since the belt only became loaded during previous running by loading the drive, the average drive current can be sampled when running and retained in a first-in-first-out buffer memory that reflects the belt conveyance time. Then at shutdown the FIFO average may be use4 to precondition some open loop and closed loop set points for the next start. The second method involves decisions that are based on drive observations that occur during initial starting or "Motion Proving'. This usually involves a comparison In time of the drive current or force versus the belt speed. if the drive current or force required early in the sequence is low and motion is initiated, the belt must be unloaded. If the drive current or force required is high and motion is slow in starting, the conveyor must be loaded. This decision can be divided in zones and used to modify the middle and finish of the start sequence control. The third method involves a comparison of the belt speed versus time for this start against historical limits of belt acceleration, or 'Acceleration Envelope Monitoring'. At start, the belt speed is measured versus time. This is compared with two limiting belt speed curves that are retained in control system memory. The first curve profiles the empty belt when accelerated, and the second one the fully loaded belt. Thus, if the current speed versus time is lower than the loaded profile, it may indicate that the belt is overloaded, impeded, or drive malfunction. If the current speed versus time is higher than the empty profile, it may indicate a broken belt, coupling, or drive malfunction. In either case, the current start is aborted and an alarm issued.CONCLUSIONThe best belt starting system is one that provides acceptable performance under all belt load Conditions at a reasonable cost with high reliability. No one starting system meets all needs. The belt designer must define the starting system attributes that are required for each belt. In general, the AC induction motor with full voltage starting is confined to small belts with simple profiles. The AC induction motor with reduced voltage SCR starting is the base case mining starter for underground belts from small to medium sizes. With recent improvements, the AC motor with fixed fill fluid couplings is the base case for medium to large conveyors with simple profiles. The Wound Rotor Induction Motor drive is the traditional choice for medium to large belts with repeated starting duty or complex profilesthat require precise torque control. The DC motor drive, Variable Fill Hydrokinetic drive, and the Variable Mechanical Transmission drive compete for application on belts with extreme profiles or variable speed at running requirements. The choice is dependent on location environment, competitive price, operating energy losses, speed response, and user familiarity. AC Variable Frequency drive and Brush less DC applications are limited to small to medium sized belts that require precise speed control due to higher present costs and complexity. However, with continuing competitive and technical improvements, the use of synthesized waveform electronic drives will expand.REFERENCES[1]Michael L. Nave, P.E.1989.CONSOL Inc.煤矿业带式输送机几种软起动方式的比较1800 年华盛顿路匹兹堡, PA 15241带式运送机是采矿工业运输大批原料的重要方法。
毕业设计论文外文文献翻译

毕业设计(论文)外文文献翻译院系:财务与会计学院年级专业:201*级财务管理姓名:学号:132148***附件: 财务风险管理【Abstract】Although financial risk has increased significantly in recent years risk and risk management are not contemporary issues。
The result of increasingly global markets is that risk may originate with events thousands of miles away that have nothing to do with the domestic market。
Information is available instantaneously which means that change and subsequent market reactions occur very quickly。
The economic climate and markets can be affected very quickly by changes in exchange rates interest rates and commodity prices。
Counterparties can rapidly become problematic。
As a result it is important to ensure financial risks are identified and managed appropriately. Preparation is a key component of risk management。
【Key Words】Financial risk,Risk management,YieldsI. Financial risks arising1.1What Is Risk1.1.1The concept of riskRisk provides the basis for opportunity. The terms risk and exposure have subtle differences in their meaning. Risk refers to the probability of loss while exposure is the possibility of loss although they are often used interchangeably。
毕业设计外文文献翻译(原文+译文)

Environmental problems caused by Istanbul subway excavation and suggestionsfor remediation伊斯坦布尔地铁开挖引起的环境问题及补救建议Ibrahim Ocak Abstract:Many environmental problems caused by subway excavations have inevitably become an important point in city life. These problems can be categorized as transporting and stocking of excavated material, traffic jams, noise, vibrations, piles of dust mud and lack of supplies. Although these problems cause many difficulties,the most pressing for a big city like Istanbul is excava tion,since other listed difficulties result from it. Moreover, these problems are environmentally and regionally restricted to the period over which construction projects are underway and disappear when construction is finished. Currently, in Istanbul, there are nine subway construction projects in operation, covering approximately 73 km in length; over 200 km to be constructed in the near future. The amount of material excavated from ongoing construction projects covers approximately 12 million m3. In this study, problems—primarily, the problem with excavation waste(EW)—caused by subway excavation are analyzed and suggestions for remediation are offered.摘要:许多地铁开挖引起的环境问题不可避免地成为城市生活的重要部分。
- 1、下载文档前请自行甄别文档内容的完整性,平台不提供额外的编辑、内容补充、找答案等附加服务。
- 2、"仅部分预览"的文档,不可在线预览部分如存在完整性等问题,可反馈申请退款(可完整预览的文档不适用该条件!)。
- 3、如文档侵犯您的权益,请联系客服反馈,我们会尽快为您处理(人工客服工作时间:9:00-18:30)。
大连科技学院毕业设计(论文)外文翻译学生姓名专业班级指导教师职称所在单位教研室主任完成日期 2016年4月15日Translation EquivalenceDespite the fact that the world is becoming a global village, translation remains a major way for languages and cultures to interact and influence each other. And name translation, especially government name translation, occupies a quite significant place in international exchange.Translation is the communication of the meaning of a source-language text by means of an equivalent target-language text. While interpreting—the facilitating of oral or sign-language communication between users of different languages—antedates writing, translation began only after the appearance of written literature. There exist partial translations of the Sumerian Epic of Gilgamesh (ca. 2000 BCE) into Southwest Asian languages of the second millennium BCE. Translators always risk inappropriate spill-over of source-language idiom and usage into the target-language translation. On the other hand, spill-overs have imported useful source-language calques and loanwords that have enriched the target languages. Indeed, translators have helped substantially to shape the languages into which they have translated. Due to the demands of business documentation consequent to the Industrial Revolution that began in the mid-18th century, some translation specialties have become formalized, with dedicated schools and professional associations. Because of the laboriousness of translation, since the 1940s engineers have sought to automate translation (machine translation) or to mechanically aid the human translator (computer-assisted translation). The rise of the Internet has fostered a world-wide market for translation services and has facilitated language localizationIt is generally accepted that translation, not as a separate entity, blooms into flower under such circumstances like culture, societal functions, politics and power relations. Nowadays, the field of translation studies is immersed with abundantly diversified translation standards, with no exception that some of them are presented by renowned figures and are rather authoritative. In the translation practice, however, how should we select the so-called translation standards to serve as our guidelines in the translation process and how should we adopt the translation standards to evaluate a translation product?In the macro - context of flourish of linguistic theories, theorists in the translation circle, keep to the golden law of the principle of equivalence. The theory of Translation Equivalence is the central issue in western translation theories. And the presentation of this theory gives great impetus to the development and improvement of translation theory. It’s not diffi cult for us to discover that it is the theory of Translation Equivalence that serves as guidelines in government name translation in China. Name translation, as defined, is the replacement of thename in the source language by an equivalent name or other words in the target language. Translating Chinese government names into English, similarly, is replacing the Chinese government name with an equivalent in English.Metaphorically speaking, translation is often described as a moving trajectory going from A to B along a path or a container to carry something across from A to B. This view is commonly held by both translation practitioners and theorists in the West. In this view, they do not expect that this trajectory or something will change its identity as it moves or as it is carried. In China, to translate is also understood by many people normally as “to translate the whole text sentence by sentence and paragraph by paragraph, without any omission, addition, or other changes. In both views, the source text and the target text must be “the same”. This helps explain the etymological source for the term “translation equivalence”. It is in essence a word which describes the relationship between the ST and the TT.Equivalence means the state or fact or property of being equivalent. It is widely used in several scientific fields such as chemistry and mathematics. Therefore, it comes to have a strong scientific meaning that is rather absolute and concise. Influenced by this, translation equivalence also comes to have an absolute denotation though it was first applied in translation study as a general word. From a linguistic point of view, it can be divided into three sub-types, i.e., formal equivalence, semantic equivalence, and pragmatic equivalence. In actual translation, it frequently happens that they cannot be obtained at the same time, thus forming a kind of relative translation equivalence in terms of quality. In terms of quantity, sometimes the ST and TT are not equivalent too. Absolute translation equivalence both in quality and quantity, even though obtainable, is limited to a few cases.The following is a brief discussion of translation equivalence study conducted by three influential western scholars, Eugene Nida, Andrew Chesterman and Peter Newmark. It’s expected that their studies can instruct GNT study in China and provide translators with insightful methods.Nida’s definition of translation is: “Translation consists in reproducing in the receptor language the closest natural equivalent of the source language message, first in terms of meaning and secondly in terms of style.” It i s a replacement of textual material in one language〔SL〕by equivalent textual material in another language(TL). The translator must strive for equivalence rather than identity. In a sense, this is just another way of emphasizing the reproducing of the message rather than the conservation of the form of the utterance. The message in the receptor language should match as closely as possible the different elements in the source language to reproduce as literally and meaningfully as possible the form and content of the original. Translation equivalence is an empirical phenomenon discovered bycomparing SL and TL texts and it’s a useful operational concept like the term “unit of translati on”.Nida argues that there are two different types of equivalence, namely formal equivalence and dynamic equivalence. Formal correspondence focuses attention on the message itself, in both form and content, whereas dynamic equivalence is based upon “the principle of equivalent effect”.Formal correspondence consists of a TL item which represents the closest equivalent of a ST word or phrase. Nida and Taber make it clear that there are not always formal equivalents between language pairs. Therefore, formal equivalents should be used wherever possible if the translation aims at achieving formal rather than dynamic equivalence. The use of formal equivalents might at times have serious implications in the TT since the translation will not be easily understood by the target readership. According to Nida and Taber, formal correspondence distorts the grammatical and stylistic patterns of the receptor language, and hence distorts the message, so as to cause the receptor to misunderstand or to labor unduly hard.Dyn amic equivalence is based on what Nida calls “the principle of equivalent effect” where the relationship between receptor and message should be substantially the same as that which existed between the original receptors and the message. The message has to be modified to the receptor’s linguistic needs and cultural expectation and aims at complete naturalness of expression. Naturalness is a key requirement for Nida. He defines the goal of dynamic equivalence as seeking the closest natural equivalent to the SL message. This receptor-oriented approach considers adaptations of grammar, of lexicon and of cultural references to be essential in order to achieve naturalness; the TL should not show interference from the SL, and the ‘foreignness ‘of the ST setting is minimized.Nida is in favor of the application of dynamic equivalence, as a more effective translation procedure. Thus, the product of the translation process, that is the text in the TL, must have the same impact on the different readers it was addressing. Only in Nida and Taber's edition is it clearly stated that dynamic equivalence in translation is far more than mere correct communication of information.As Andrew Chesterman points out in his recent book Memes of Translation, equivalence is one of the five element of translation theory, standing shoulder to shoulder with source-target, untranslatability, free-vs-literal, All-writing-is-translating in importance. Pragmatically speaking, observed Chesterman, “the only true examples of equivalence (i.e., absolute equivalence) are those in which an ST item X is invariably translated into a given TL as Y, and vice versa. Typical examples would be words denoting numbers (with the exceptionof contexts in which they have culture-bound connotations, such as “magic” or “unlucky”), certain technical terms (oxygen, molecule) and the like. From this point of view, the only true test of equivalence would be invariable back-translation. This, of course, is unlikely to occur except in the case of a small set of lexical items, or perhaps simple isolated syntactic structure”.Peter Newmark. Departing from Nida’s receptor-oriented line, Newmark argues that the success of equivalent effect is “illusory “and that the conflict of loyalties and the gap between emphasis on source and target language will always remain as the overriding problem in translation theory and practice. He suggests narrowing the gap by replacing the old terms with those of semantic and communicative translation. The former attempts to render, as closely as the semantic and syntactic structures of the second language allow, the exact contextual meaning of the original, while the latter “attempts to produce on its readers an effect as close as possible to that obtained on the readers of the original.” Newmark’s description of communicative translation resembles Nida’s dynamic equivalence in the effect it is trying to create on the TT reader, while semantic translation has similarities to Nida’s formal equivalence.Meanwhile, Newmark points out that only by combining both semantic and communicative translation can we achieve the goal of keeping the ‘spirit’ of the original. Semantic translation requires the translator retain the aesthetic value of the original, trying his best to keep the linguistic feature and characteristic style of the author. According to semantic translation, the translator should always retain the semantic and syntactic structures of the original. Deletion and abridgement lead to distortion of the author’s intention and his writing style.翻译对等尽管全世界正在渐渐成为一个地球村,但翻译仍然是语言和和文化之间的交流互动和相互影响的主要方式之一。