A cementitious system embedded in microcapsules can achieve self-healing, and the fracture and triggering behavior of microcapsules is with great importance. In this study, the crack behavior of the concrete-microcapsule system was simulated by a three-dimensional lattice model. Based on the results of the fracture energy test on concrete beams and the nanoindentation test on microcapsules, the local mechanical properties of the lattice elements were determined. The aim of this paper is to set up a three-dimensional lattice model to study the trigger mechanism of the microcapsule-interface-concrete zone.@en

Weld-induced squats are a major damage type in high-speed railways as well as in conventional railways. They incur high maintenance costs and endanger operational safety. This paper first presents and analyzes five-year continual field monitoring observations and measurements of squats at rail welds. A hypothesis of the formation and development process of the squats is proposed, which includes three steps. Steps 1 and 2 are pre-cracking, and Step 3 is post-cracking. To verify the pre-cracking process, a three-dimensional (3D) finite element (FE) model is then built up to simulate the vehicle-track interaction with detailed consideration of the local wheel-rail frictional rolling contact. Not only dynamic contact forces but also plastic deformation and wear are calculated. Starting from a smooth rail surface with varying yield stress derived from field-measured hardness, the numerical analysis confirms the hypothesis that the varying hardness at heat-affected zones (HAZs) leads to initial V-shaped irregularities due to differential plastic deformation. Afterward, the surface irregularities excite the dynamic longitudinal contact force, which in turn produces a W-shaped surface pattern through further differential plastic deformation. The growth of the W-shaped pattern leads to the formation of squats. This work provides insight into the squat formation process at rail welds and suggests that welding quality control in terms of hardness variation in the HAZs could reduce or even avoid squats. Early detection of squats with dynamics-based methods is possible.@en

Rail squats originate from a number of sources, such as corrugations, indentations and welds. A five-year continual field monitoring study was performed on squats induced by corrugations. This study indicated that a small black depression formed at the corrugation under wheel-rail dynamic forces, and then, a primary crack typically initiated on the gauge side edge of the depression. Subsequently, the crack began to propagate in the rail surface in a U shape toward the gauge side in both the traffic direction and the opposite-traffic direction and into the rail toward the field side at an angle of approximately 20°. Rail inclination could influence the crack initiation location and propagation path. The geometry of the black squat depression was initially elliptical, and then, its edge followed the U-shaped cracking path as it grew. The squats turned into a kidney-like shape, typically with a U-shaped crack. Tensile stress likely led to the squat crack initiation and propagation. This cracking phenomenon and mechanism are analogous to the ring/cone crack formation of brittle materials under sphere-sliding contact. As the squats grew further, a ridge formed in the middle part of the depression, and an I-shaped crack appeared at this ridge due to the impact of the wheels. This process eventually led to two-lung-shaped mature squats, typically with a Y-shaped crack. The findings of this paper provide insight into the formation of rail squats.

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Many particle-based numerical models have been used to simulate the hydration process of cementitious materials. Most of those models employ regular shape particles, like the commonly used spheres, to represent cement, slag, or fly ash, which neglects the influence of particle shape. To deal with this issue, this study extended the Anm material model and used irregular shape particles to simulate the initial particle parking structures of cement/geopolymer pastes. The irregular shapes of cement, slag and fly ash particles were characterized by spherical harmonic series. Compared to the initial particle structures simulated using spherical particles, those using irregular shape particles had total surface areas and bulk specific surface areas with up to 37.40% and 36.84% larger, respectively. However, the pore size distributions of the simulated initial particle structures did not show significant influence of particle shape. As a demonstration to illustrate the influence of particle shape on dissolution, the initial particle parking structure of amorphous silica in alkaline solution was generated using irregular shape particles, and was used as input to simulate the dissolution of silica particles. The Lattice Boltzmann method was used to simulate the transport process of aqueous ions and thermodynamics was employed to consider the rate of dissolution of silica. The dissolved fractions of silica at different temperatures in the simulations agreed well with experimental measurements. The influences of continuous stirring, concentration of alkali and particle shape on the dissolution kinetics of silica were investigated numerically.@en

The interface between filler and hydration products can have a significant effect on the mechanical properties of the cement paste system. With different adhesion properties between filler and hydration products, the effect of microstructural features (size, shape, surface roughness), particle distribution and area fraction of filler on the fracture behavior of a blended cement paste system is supposed to be different, as well. In order to understand the effect of the microstructural features, particle distribution and area fraction of filler on the fracture behavior of a blended cement paste system with either strong or weak filler-matrix interface, microscale simulations with a lattice model are carried out. The results show that the strength of the filler-matrix interface plays a more important role than the microstructural features, particle distribution and area fraction of filler in the crack propagation and the strength of blended cement paste. The knowledge acquired here provides a clue, or direction, for improving the performance of existing fillers. To improve the performance of fillers in cement paste in terms of strength, priority should be given to improving the bond strength between filler particles and matrix, not to modifying the microstructural features (i.e., shape and surface roughness) of the filler.@en

In order to quantitatively evaluate the shear-bearing capacity of shear connectors of square concrete filled steel tube (CFST), push-out tests on 14 square CFSTs with shear connectors have been carried out. Among the 14 CFSTs, there are 13 specimens with steel plate connectors and one specimen with steel bar connectors. The following factors are investigated to figure out their influences on the performance of CFSTs, which are the width to thickness ratio of steel tube, thickness of steel plate, length of steel plate, strength of concrete, welding condition of steel plate, number of steel plate layer and interlayer spacing. The test results show that the ultimate bearing capacity and the elastic stiffness increase with decreasing width to thickness ratio of the steel tube, and increasing thickness and length of the steel plate. With increasing concrete strength, the ultimate bearing capacity also increases. However, the welding condition has no effect on the ultimate bearing capacity. The ultimate bearing capacity of the CFST with double-layer steel plate is greater than that with single-layer steel plate. The ultimate bearing capacity of steel bar type shear connector is 87% greater than that of the steel plate type shear connector, and the steel bar specimen shows good ductility. A formula for calculating the shear-bearing capacity of shear connectors has been developed, and the calculated shear-bearing capacities are in good agreement with the test data.

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The half-space assumption has been employed in many solution methods for non-conforming contact problems in elasticity such as the Hertz theory and the Kalker's variational theory. It is generally believed that to guarantee acceptable accuracy in these half-space-based methods, the characteristic size (twice length of one semi-axis) of the contact patch should be much smaller than the significant dimensions (i.e. the height, width, length and the principal radii of curvature) of each body in contact. In engineering practice, the 3x rule is often employed, which requires that the significant dimensions be at least three times as large as the characteristic size. However, this requirement has not been justified. In this paper, the applicability of half-space-based methods is investigated by comparing the solutions obtained using the Hertz theory and the Kalker's theory with those of the Finite Element (FE) method which is not limited to the half-space assumption. Different combinations of significant dimensions in terms of height, width and length are studied. Various contact patch eccentricities and contact body shapes are considered. It is found that the half-space-based methods yield high-accuracy calculation for non-conforming contact problems. Even when the significant dimensions are as small as 1.1x the characteristic size, the differences between the solutions of the half-space-based methods and the FE method are within 9%. The findings of this paper indicate that the typically assumed 3x restriction can be greatly relaxed. Since a clear estimation of the deviation of the results of half-space-based methods from those of the FE method is provided, the applicability of half-space-based methods in mechanical engineering can be much better understood.

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Multiscale modeling for cement-based materials, such as concrete, is a relatively young subject, but there are already a number of different approaches to study different aspects of these classical materials. In this paper, the parameter-passing multiscale modeling scheme is established and applied to address the multiscale modeling problem for the integrated system of cement paste, mortar, and concrete. The block-by-block technique is employed to solve the length scale overlap challenge between the mortar level (0.1-10 mm) and the concrete level (1-40 mm). The microstructures of cement paste are simulated by the HYMOSTRUC3D model, and the material structures of mortar and concrete are simulated by the Anm material model. Afterwards the 3D lattice fracture model is used to evaluate their mechanical performance by simulating a uniaxial tensile test. The simulated output properties at a lower scale are passed to the next higher scale to serve as input local properties. A three-level multiscale lattice fracture analysis is demonstrated, including cement paste at the micrometer scale, mortar at the millimeter scale, and concrete at centimeter scale.

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In this study, the cyclic behaviors of low rise concrete shear walls using recycled coarse or fine aggregates were investigated. Eight low rise Recycled Aggregates Concrete (RAC) shear wall specimens were designed and tested under a cyclic loading. The following parameters were varied: replacement percentages of recycled coarse or fine aggregates, reinforcement ratio, axial force ratio and X-shaped rebars brace. The failure characteristics, hysteretic behavior, strength and deformation capacity, strain characteristics and stiffness were studied. Test results showed that the using of the Recycled Coarse Aggregates (RCA) and its replacement ratio had almost no influence on the mechanical behavior of the shear wall; however, the using of Recycled Fine Aggregates (RFA) had a certain influence on the ductility of the shear wall. When the reinforcement ratio increased, the strength and ductility also increased. By increasing the axial force ratio, the strength increased but the ductility decreased significantly. The encased brace had a significant effect on enhancing the RAC shear walls. The experimental maximum strengths were evaluated with existing design codes, it was indicated that the strength evaluation of the low rise RAC shear walls can follow the existing design codes of the conventional concrete shear walls.

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Rolling contact fatigue (RCF) defects are associated with complex crack networks at the subsurface. A computed tomographic (CT) scanning technique has been developed to reconstruct the 3D geometry of the RCF cracks in the railhead. Sample rails having squats of different severities were taken from the Dutch railway network. Four specimens of different sizes were prepared and investigated with the CT scanner. The detailed procedures of the CT experiment and post-processing work were described. A sequence of high-quality X-ray images was collected during each scan. These 2D images were combined to construct the 3D visualization of the specimen. Various image processing tools were applied to extract and rebuild the internal crack geometries, thus allowing the crack networks to be differentiated from the bulk steel. For validation, the CT results were compared with metallographic observations of the rail surface for all the defects and the vertical section when needed. Discussions were made regarding the proper size of the rail samples and severity of the squats. According to the results, CT allows for a 3D visualization of RCF defects, providing high-quality data on the geometry of the internal cracks. By choosing the appropriate settings and specimen size, CT could accurately reconstruct the squat cracks at different growth stages. This research shows the potential of the CT technique as an intermediate detection and characterization tool among the methods for detecting macro cracks and those for characterizing micro/nano cracks. Finally, a practical specimen design and a detailed scanning procedure are proposed, based on the CT experiments performed in this research.

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