瀝青中英文對照外文翻譯文獻

瀝青中英文對照外文翻譯文獻(文檔含英文原文和中文翻譯)AsphaltMixtures-Applications,TheoryandPrinciplesQiJia*,NadhirAl-Ansari,SvenKnutsson1.ApplicationsAsphaltmaterialsfindwideusageintheconstructionindustry.Theuseofasphaltasacementingagentinpavementsisthemostcommonofitsapplications,however,andtheonethatwillbeconsideredhere.Asphaltproductsareusedtoproduceflexiblepavementsforhighwaysandairports.Theterm“flexible”isusedtodistinguishthesepavementsfromthosemadewithPortlandcement,whichareclassifiedasrigidpavements,thatis,havingbeamstrength.Thisdistinctionisimportantbecauseitprovidestheykeytothedesignapproachwhichmustbeusedforsuccessfulflexiblepavementstructures.Theflexiblepavementclassificationmaybefurtherbrokendownintohighandlowtypes,thetypeusuallydependingonwhetherasolidorliquidasphaltproductisused.Thelowtypesofpavementaremadewiththecutback,oremulsion,liquidproductsandareverywidelyusedthroughoutthiscountry.Descriptiveterminologyhasbeendevelopedinvarioussectionsofthecountrytotheextentthatonepavementtypemayhaveseveralnames.However,thegeneralprocessfollowedinconstructionissimilarformostlow-typepavementsandcanbedescribedasoneinwhichtheaggregateandtheasphaltproductareusuallyappliedtotheroadbedseparatelyandtheremixedorallowedtomix,formingthepavement.Thehightypeofasphaltpavementsismadewithasphaltcementsofsomeselectedpenetrationgrade.Fig.?1Amodernasphaltconcretehighway.Shoulderstripingisusedasasafelyfeature.Fig.?2AsphaltconcreteattheSanFranciscoInternationalAirport.Theyareusedwhenhighwheelloadsandhighvolumesoftrafficoccurandare,therefore,oftendesignedforaparticularinstallation.2.TheoryofasphaltconcretemixdesignHightypesofflexiblepavementareconstructedbycombininganasphaltcement,ofteninthepenetrationgradeof85to100,withaggregatesthatareusuallydividedintothreegroups,basedonsize.Thethreegroupsarecoarseaggregates,fineaggregates,andmineralfiller.Thesewillbediscussedindetailinlaterchapter.Eachoftheconstituentpartsmentionedhasaparticularfunctionintheasphaltmixture,andmixproportioningordesignistheprocessofensuringthatnofunctionisneglected.Beforetheseindividualfunctionsareexamined,however,thecriteriaforpavementsuccessandfailureshouldbeconsideredsothatdesignobjectivescanbeestablished.Asuccessfulflexiblepavementmusthaveseveralparticularproperties.First,itmustbestable,thatistoresistanttopermanentdisplacementunderload.Deformationofanasphaltpavementcanoccurinthreeways,twounsatisfactoryandonedesirable.Plasticdeformationofapavementfailureandwhichistobeavoidedifpossible.Compressivedeformationofthepavementresultsinadimensionalchangeinthepavement,andwiththischangecomealossofresiliencyandusuallyadegreeofroughness.Thisdeformationislessseriousthantheonejustdescribed,butit,too,leadstopavementfailure.Thedesirabletypeofdeformationisanelasticone,whichactuallyisbeneficialtoflexiblepavementsandisnecessarytotheirlonglife.Thepavementshouldbedurableandshouldofferprotectiontothesubgrade.Asphaltcementisnotimpervioustotheeffectsofweathering,andsothedesignmustminimizeweathersusceptibility.Adurablepavementthatdoesnotcrackorravelwillprobablyalsoprotecttheroadbed.Itmustberememberedthatflexiblepavementstransmitloadstothesubgradewithoutsignificantbridgingaction,andsoadryfirmbaseisabsolutelyessential.Rapidlymovingvehiclesdependonthetire-pavementfrictionfactorforcontrolandsafety.Thetextureofthepavementsurfacesmustbesuchthatanadequateskidresistanceisdevelopedorunsafeconditionsresult.Thedesignprocedureshouldbeusedtoselecttheasphaltmaterialandaggregatescombinationwhichprovidesaskidresistantroadway.Designprocedureswhichyieldpavingmixturesembodyingallthesepropertiesarenotavailable.Soundpavementsareconstructedwherematerialsandmethodsareselectedbyusingtime-testedtestsandspecificationsandengineeringjudgmentsalongwithaso-calleddesignmethod.Thefinalrequirementforanypavementisoneofeconomy.Economy,again,cannotbemeasureddirectly,sincetrueeconomyonlybeginswithconstructioncostandisnotfullydeterminableuntilthefullusefullifeofthepavementhasbeenrecorded.If,however,therequirementsforastable,durable,andsafepavementaremetwithareasonablesafetyfactor,thenthebestinterestsofeconomyhaveprobablybeenservedaswell.Withtheserequirementsinmind,thefunctionsoftheconstituentpartscanbeexaminedwithconsiderationgivetohoweachpartcontributestonow-establishedobjectivesorrequirements.Thefunctionsoftheaggregatesistocarrytheloadimposedonthepavement,andthisisaccomplishedbyfrictionalresistanceandinterlockingbetweentheindividualpiecesofaggregates.Thecarryingcapacityoftheasphaltpavementis,then,relatedtothesurfacetexture(particularlythatofthefineaggregate)andthedensity,or“compactness,”,oftheaggregates.Surfacetexturevarieswithdifferentaggregates,andwhilearoughsurfacetextureisdesired,thismaynotbeavailableinsomelocalities.Densemixturesareobtainedbyusingaggregatesthatareeithernaturallyorartificially“wellgraded”.Thismeansthatthefineaggregateservestofillthevoidsinthecoarseraggregates.Inadditiontoaffectingdensityandthereforestrengthcharacteristics,thegradingalsoinfluencesworkability.Whenanexcessofcoarseaggregateisused,themixbecomesharshandhardtowork.Whenanexcessofmineralfillerisused,themixesbecomegummyanddifficulttomanage.Theasphaltcementintheflexiblepavementisusedtobindtheaggregateparticlestogetherandtowaterproofthepavements.Obtainingtheproperasphaltcontentisextremelyimportantandbearsasignificantinfluenceonalltheitemsmarkingasuccessfulpavement.Achiefobjectiveofallthedesignmethodswhichhavebeendevelopedistoarriveatthebestasphaltcontentforaparticularcombinationofaggregates.3.MixdesignprinciplesCertainfundamentalprinciplesunderliethedesignproceduresthathavebeendeveloped.Beforetheseprocedurescanbeproperlystudiedorapplied,someconsiderationoftheseprinciplesisnecessary.Asphaltpavementsarecomposedofaggregates,asphaltcement,andvoids.Consideringtheaggregatealone,allthespacebetweenparticlesisvoidspace.Thevolumeofaggregatevoidsdependsongradingandcanvarywidely.Whentheasphaltcementisadded,aportionoftheseaggregatevoidsisfilledandafinalair-voidvolumeisretained.Theretentionofthisair-voidvolumeisveryimportanttothecharacteristicsofthemixture.Thetermair-voidvolumeisused,sincethesevoidsareweightlessandareusuallyexpressedasapercentageofthetotalvolumeofthecompactedmixture.Anasphaltpavementcarriestheappliedloadbyparticlefrictionandinterlock.Iftheparticlesarepushedapartforanyreason,thenthepavementstabilityisdestroyed.Thisfactorindicatesthatcertainlynomoreasphaltshouldbeaddedthantheaggregatevoidscanreadilyhold.However,asphaltcementissusceptibletovolumechangeandthepavementissubjecttofurthercompactionunderuse.Ifthepavementhasnoairvoidswhenplaced,orifitlosesthemundertraffic,thentheexpandingasphaltwilloverflowinaconditionknownasbleeding.Thelossofasphaltcementthroughbleedingweakensthepavementandalsoreducessurfacefriction,makingtheroadwayhazardous.

Fig.?3Crosssectionofanasphaltconcretepavementshowingtheaggregateframeworkboundtogetherbyasphaltcement.Theneedforaminimumair-voidvolume(usually2or3percent)hasbeenestablished.Inaddition,amaximumair-voidvolumeof5to7percentshouldnotbeexceed.Anexcessofairvoidspromotesravelingofthepavementandalsopermitswatertoenterandspeedupthedeterioratingprocesses.Also,inthepresenceofexcessairtheasphaltcementhardensandageswithanaccompanyinglossofdurabilityandresiliency.Theair-voidvolumeofthemixisdeterminedbythedegreeofcompactionaswellasbytheasphaltcontent.Foragivenasphaltcontent,alightlycompactedmixwillhavealargevoidsvolumeandalowerdensityandagreaterstrengthwillresult.Inthelaboratory,thecompactioniscontrolledbyusingaspecifiedhammerandregulatingthenumberofblowsandtheenergyperblow.Inthefield,thecompactionandtheairvoidsaremoredifficulttocontrolandtestsmustbemadenospecimenstakenfromthecompactedpavementtocheekonthedegreeofcompactionbeingobtained.Trafficfurthercompactthepavement,andallowancemustbemadeforthisinthedesign.Asystematiccheckingofthepavementoveranextendedperiodisneededtogivenfactualinformationforaparticularmix.Achangeindensityofseveralpercentisnotunusual,however.Asphaltcontenthasbeendiscussedinconnectionwithvariousfacetsoftheixdesignproblem.Itisaveryimportantfactorinthemixdesignandhasabearinganallthecharacteristicsldasuccessfulpavement:stability,skidresistance,durability,andeconomy.Ashasbeenmentioned,thevariousdesignproceduresareintendedtoprovideameansforselectingtheasphaltcontent.Thesetestswillbeconsideredindetailinafuturechapter,buttherelationshipbetweenasphaltcontentandthemeasurablepropertiesofstability,unitweight,andairvoidswillbediscussedhere.Fig.4Variationsinstability,unitweight,andair-voidcontentwithasphaltcementcontent.Ifthegradationandtypeofaggregate,thedegreeofcompaction,andthetypeofasphaltcementarecontrolled,thenthestrengthvariesinapredictablemanner.Thestrengthwillincreaseuptosomeoptimumasphaltcontentandthendecreasewithfurtheradditions.Thepatternofstrengthvariationwillbedifferentwhentheothermixfactorsarechanged,andsoonlyatypicalpatterncanbepredictedpriortoactualtesting.Unitweightvariesinthesamemannerasstrengthwhenallothervariablearecontrolled.Itwillreachsomepeakvalueatanasphaltcontentnearthatdeterminedfromthestrengthcurveandthenfalloffwithfurtheradditions.Asalreadymentioned,theair-voidvolumewillvarywithasphaltcontent.However,themannerofvariationisdifferentinthatincreasedasphaltcontentwilldecreaseair-voidvolumetosomeminimumvaluewhichisapproachedasymptotically.Withstillgreateradditionsofasphaltmaterialtheparticlesofaggregateareonlypushedapartandnochangeoccursinair-voidvolume.Insummary,certainprinciplesinvolvingaggregategradation,air-voidvolume,asphaltcontent,andcompactionmistbeunderstoodbeforeproceedingtoactualmixdesign.Theproperdesignbasedontheseprincipleswillresultinsoundpavements.Iftheseprinciplesareoverlooked,thepavementmayfailbyoneormoreoftherecognizedmodesoffailure:shoving,rutting,corrugating,becomingslickwhenthemaxistoo‘rich’;raveling,cracking,havinglowdurabilitywhenthemixistoo‘lean’.Itshouldbeagainemphasizedthatthestrengthofflexibleis,moreaccurately,astabilityanddoesnotindicateanyabilitytobridgeweakpointsinthesubgradebybeamstrength.Noasphaltmixturecanbesuccessfulunlessitrestsontopofaproperlydesignedandconstructedbasestructure.Thisfact,thatthesurfaceisnobetterthanthebase,mustbecontinuallyinthemindsofthoseconcernedwithanyaspectofflexiblepavementwork.ReferencesChen,A.R.,You,Q.Z.,Zhang,X.G.,Ma,R.J.,andZhou,Z.Y.(2005).“Aerodynamicproblemsofasuper-longspancable-stayedbridge.”IABSESymp.Rep.,InternationalAssociationforBridgeandStructuralEngineering,Zurich,Switzerland,74–81.Chen,X.,andKareem,A.(2003).“Efficacyoftunedmassdampersforbridgefluttercontrol.”J.Struct.Eng.,129(10),1291–1300.Chen,X.,Matsumto,M.,andKareem,A.(2000).“Timedomainflutterandbuffetingresponseanalysisforbridges.”J.Eng.Mech.,126(1),17–26.Ernst,H.J.(1965).“Dere-modulvonseilenunterberücksichtigungdesdurchhanges.”DerBauingenieur,40(2),52–55(inGerman).Fujino,Y.,andYoshida,Y.(2002).“Wind-inducedvibrationandcontrolofTrans-TokyoBayCrossingBridge.”J.Struct.Eng.,128(8),1012–1025.Gu,M.,Chen,S.R.,andChang,C.C.(2001).“ParametricstudyonmultipletunedmassdampersforbuffetingcontrolofYangpuBridge.”J.WindEng.Ind.Aerodyn.,89(11–12),987–1000.Gu,M.,Chen,S.R.,andChang,C.C.(2002).“Controlofwind-inducedvibrationsoflong-spanbridgesbysemi-activelever-typeTMD.”J.WindEng.Ind.Aerodyn.,90(2),111–126.Hua,X.G.,Chen,Z.Q.,Ni,Y.Q.,andKo,J.M.(2007).“Flutteranalysisoflong-spanbridgesusingANSYS.”WindandStructures,10(1),61–82.Li,C.X.(2000).“Performanceofmultipletunedmassdampersforat-tenuatingundesirableoscillationsofstructuresunderthegroundac-celeration.”EarthquakeEng.Struct.Dynam.,29(9),1405–1421.Lin,C.C.,Wang,J.F.,andChen,B.L.(2005).“Train-inducedvibrationcontrolofhigh-speedrailwaybridgesequippedwithmultipletunedmassdampers.”J.BridgeEng.,10(4),398–414.MATLAB7.10.0[Computersoftware].Natick,MA,MathWorks.Namini,A.H.(1991).“Analyticalmodelingofflutterderivativesasfiniteelements.”Comp.Struct.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譯瀝青混合料的應(yīng)用、理論和原則QiJia*,NadhirAl-Ansari,SvenKnutssonSwedishluleauniversityoftechnology,departmentofcivilengineering,environmentandresources1、應(yīng)用瀝青材料如今在建筑行業(yè)廣泛使用。瀝青最常見的應(yīng)用是作為的瀝青路面的粘結(jié)劑使用。然而，這一點必須在這里予以介紹。瀝青產(chǎn)品常用于生產(chǎn)公路和機場柔性路面。所謂“柔性”是用來區(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度。這個區(qū)別很重要，因為它提出了成功進行柔性路面結(jié)構(gòu)設(shè)計的方法的關(guān)鍵。柔性路面的分類可進一步細分為高、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)用在全國范圍內(nèi)。在全國的范圍內(nèi)各地區(qū)已開發(fā)各自的描述性術(shù)語，一個路面類型可能有好幾個名字。但是，一般對大多數(shù)低型路面其施工方法確是相似，可描述為瀝青產(chǎn)品通常單獨或其混合結(jié)構(gòu)應(yīng)用于行車道，形成路面。高級瀝青路面用經(jīng)過選擇的具有好的滲透性的瀝青混凝土制成。圖1現(xiàn)代瀝青混凝土公路路肩設(shè)置路標線具有安全地特點圖2舊金山國際機場瀝青混凝土跑道它們被用于重荷載和大交通量道路，因此，人們會進行特殊的結(jié)構(gòu)設(shè)計。2、瀝青混凝土設(shè)計原理高等級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%通過率將其分為三種類型。這三種分別為粗集料、細集料和礦粉。這些將在后面的章節(jié)中進行詳細討論。瀝青混合料的每一個組成部分都有特定的功能，混合料配合比設(shè)計是確保沒有功能被忽略的過程。然而，在這些個別功能檢查之前，對于路面的成功和失敗的標準應(yīng)該考慮，這樣路面的設(shè)計目標才能確定。一個成功的柔性路面必須有幾個特定的屬性。首先，它必須是穩(wěn)定的，即抵抗負荷下的永久位移。瀝青路面變形的可能發(fā)生在三種方式，二個是不理想的形變，一個是可以接受的。塑性變形對路面來說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。這種變形沒有剛剛描述的那種那么嚴重，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，這實際上有利于柔性路面，并對于其長壽命是十分必要的。路面應(yīng)該耐用并能夠保護路基。瀝青混凝土是受環(huán)境的影響的，因此設(shè)計必須降低對氣候敏感性。一個耐用的路面要不開裂或擁包才能保護路基。我們必須記住，柔性路面將荷載直接傳至路基，所以堅實的基礎(chǔ)是絕對必要的。快速移動的車輛依靠的輪胎路面摩擦力實現(xiàn)控制和保證安全。路面表面紋理必須保證足夠的防滑性否則將產(chǎn)生不安全的后果。設(shè)計過程通過瀝青材料的選擇和集料的組合設(shè)計提供了防滑路面。設(shè)計程序放棄鋪面結(jié)合料所有這些表面特性都無法使用。合理的路面建造所需的材料和方法是經(jīng)過使用時間考驗和規(guī)范和工程判斷和在一起所稱的設(shè)計方法選定。對于任何路面最后一個要求是經(jīng)濟性。經(jīng)濟性不能一開始就確定，準確的經(jīng)濟是從開始建設(shè)直到路面整個壽命期的成本。然而，如果對于路面穩(wěn)定，耐久，安全性的要求都達到一個合理的安全系數(shù)，那么對經(jīng)濟的最佳利益或許已經(jīng)實現(xiàn)?？紤]到路面的這些要求，可通過檢查各組成部分的功能如何有助于現(xiàn)在已經(jīng)確定的目標或要求。瀝青混凝土功能是承擔路面上施加的負荷，這是由混合料各材料之間相互咬合和摩擦阻力實現(xiàn)。也就是瀝青路面的承載能力與路面的表面紋理（尤其是細集料）和密度或者混合料的“密實度”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現(xiàn)。密級配混合物通過使用自然或人為的連續(xù)級配集料得到。這意味著細骨料的存在填補了粗骨料的空隙。這除了影響混合料的密度和強度特性之外，也影響施工性能。當粗骨料使用過量時，混合料將變得堅硬而且難以施工；當?shù)V物填料使用過多時，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)在一起并充當防水材料。選取適當?shù)臑r青含量是非常重要的，它對于成功的路面在項目的整個評分過程中具有重要的影響。設(shè)計的首要目標是對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)計原則某些基本原則被制定為設(shè)計程序的基礎(chǔ)程序。在這些步驟之前，進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。對于單獨的集料顆粒而言，它的周圍都是空隙空間，寂寥的空隙率和集料分級有關(guān)系并會在很大的范圍內(nèi)變化。當瀝青用量增加時，一部分集料的空隙將被填充，最后的空氣空隙將得到保留。這部分保留的空氣空隙對于混合料的特性是非常重要的。因為這些空隙沒有質(zhì)量，因而常以體積計算，并通常作為混合料的壓實總體積百分數(shù)表示。瀝青路面通過集料顆粒的摩擦和自鎖能力承載外加荷載。如果顆粒由于某種原因被擠出，那么路面的穩(wěn)定性將遭到破壞，這是由于混合料中沒有添加足夠的瀝青來有效地約束集料間的空隙的因素。然而，瀝青混凝土對空隙體積的變化時十分敏感的，路面將根據(jù)使用情況進一步被壓實。如果路面修筑時沒有預(yù)留空隙，或者在交通荷載下空隙被擠壓，然后多余的瀝青將有條件溢出，這被稱作泛油。泛油的瀝青路面既減小路面厚度，也降低表面摩擦能力，使道路變得危險。圖3瀝青混凝土路面橫截面顯示了瀝青膠結(jié)材料將集料骨架約束在一起已經(jīng)規(guī)定了一個最小的空隙率（通常是2%到3%），除此之外最大的空隙率（5%到7%）也不能被超過。過大的空隙率將加快路面的剝落速度，并會讓水進入混合料內(nèi)部加速路面的損壞速度。此外，過量的空氣的存在將導(dǎo)致瀝青混凝土硬化，并伴隨路面的耐久性和彈性，降低路面使用年限?；旌狭系目障堵视陕访娴膲簩嵍群蜑r青用量決定。對于給定的瀝青用量，輕輕壓實結(jié)構(gòu)將有較大的空隙體積和較低的密度和更大的強度。在實驗室，壓實控制通過使用指定的擊實錘和確定的打擊數(shù)和每擊能量。在現(xiàn)場，壓實度和空隙率更加難以控制和測試，沒有試驗的混合料必須從壓實后的的路面檢查已經(jīng)確定的壓實程度。交通對路面的進一步壓縮限度必須進行設(shè)計，對一個特殊混合料的實際資料需要對路面在較長時間內(nèi)實行系統(tǒng)的檢查。然而，密度在百分之幾的變化是很常見的。我們已經(jīng)討論了瀝青用量與設(shè)計的多方面有關(guān)，它是混合料設(shè)計中的一個重要因素，決定著著路面的所有特征：穩(wěn)定性，防滑性，耐久性和經(jīng)濟性。正如已經(jīng)提到的，各種設(shè)計方法都是選擇瀝青含量的一種手段，這些細節(jié)將在未來的章節(jié)的考慮，但瀝青含量和一些性能特性（如穩(wěn)定性、單位重量和空隙率）之間的關(guān)系將在這里討論。圖4.穩(wěn)定性、密度、空隙率和瀝青用量之間的關(guān)系圖如果集料的級配，壓實度，瀝青種類得到控制，那么強度的變化方式是可以預(yù)測的。強度將隨瀝青用量接近最佳用量增長，隨著瀝青用量的進一步增加，強度將逐漸降低?；旌狭系膹姸惹€將隨著其他組分的改變而有所不同，因此在試驗之前只能預(yù)測一種標準的曲線。當所有其他因素都保持不變時，強度和密度的變化有一定聯(lián)系。強度隨瀝青用量的增加達到一個峰值，并隨瀝青用量的繼續(xù)增加逐漸降低。正如已經(jīng)提到的，空氣空隙體積會隨瀝青含量變化。然而，變化的方式不同的是，增加瀝青含量將減少空氣孔洞體積并使之逐漸接近最低值，隨著瀝青用量的持續(xù)增加，集料顆粒將彼此脫離而空氣空隙體積將保持不變?？傊?，某些原則比如集料級配，空隙率，瀝青用量，壓實度等理解之后，再進行實際的配合比設(shè)計。正確設(shè)計以這些原則為基礎(chǔ)，將會有合理的路面。如果這些原則被忽視，這個道路可能會失敗，并伴隨多種病害：推移、車轍、波浪，當路面過厚時會變得光滑，剝落、開裂，耐久性降低當混合料總量過少時。應(yīng)該再次強調(diào)的是，更準確地說柔性強度穩(wěn)定的，并不表示路基強度薄弱點任何能力。任何一種瀝青混合料都是通過一個正確的設(shè)計并將其建造為結(jié)構(gòu)物的基礎(chǔ)上才能算做成功。這一事實說明，面層和基層一樣重要，必須不斷地關(guān)注柔性路面的發(fā)展方面。參考文獻Chen,A.R.,You,Q.Z.,Zhang,X.G.,Ma,R.J.,andZhou,Z.Y.(2005).“Aerodynamicproblemsofasuper-longspancable-stayedbridge.”IABSESymp.Rep.,InternationalAssociationforBridgeandStructuralEngineering,Zurich,Switzerland,74–81.Chen,X.,andKareem,A.(2003).“Efficacyoftunedmassdampersforbridgefluttercontrol.”J.Struct.Eng.,129(10),1291–1300.Chen,X.,Matsumto,M.,andKareem,A.(2000).“Timedomainflutterandbuffetingresponseanalysisforbridges.”J.Eng.Mech.,126(1),17–26.Ernst,H.J.(1965).“Dere-modulvonseilenunterberücksichtigungdesdurchhanges.”DerBauingenieur,40(2),52–55(inGerman).Fuji