Influence of maximum principal stress direction on the failure process and characteristics of D-shaped tunnels

To investigate the failure process and characteristics of D-shaped tunnels under different maximum principal stress directions θ, true-triaxial tests were conducted on cubic sandstone samples with a through D-shaped hole. The test results show that the failure process can be divided into 4 periods:calm, buckling deformation, gradual buckling and exfoliation of rock fragment, and formation of a Vshaped notch. With an increase in θ from 0° to 90°, the size of the rock fragments first decreases and then increases, whereas the fractal dimension of the rock fragments first increases and then decreases. Meanwhile, the failure position at the left side shifts from the sidewall to the corner and finally to the floor, whereas the failure position at the right side moves from the sidewall to the spandrel and finally to the roof, which is consistent with the failure position in underground engineering. In addition, the initial vertical failure stress first decreases and then increases. By comparing the results,the failure severities at different maximum principal stress directions can be ranked from high to low in the following order: 90°>60°>30°>45°>0°.

Study on dynamic response of high speed train window glass under tunnel aerodynamic effects

Purpose-This paper aims to analyze the bearing characteristics of the high speed train window glass under aerodynamic load effects.Design/methodology/approach-In order to obtain the dynamic strain response of passenger compartment window glass during high-speed train crossing the tunnel,taking the passenger compartment window glass of the CRH3 high speed train onWuhan-Guangzhou High Speed Railway as the research object,this study tests the strain dynamic response and maximum principal stress of the high speed train passing through the tunnel entrance and exit,the tunnel and tunnel groups as well as trains meeting in the tunnel at an average speed of 300 km$h-1.Findings-The results show that while crossing the tunnel,the passenger compartment window glass of high speed train is subjected to the alternating action of positive and negative air pressures,which shows the typical mechanic characteristics of the alternating fatigue stress of positive-negative transient strain.The maximum principal stress of passenger compartment window glass for high speed train caused by tunnel aerodynamic effects does not exceed 5 MPa,and the maximum value occurs at the corresponding time of crossing the tunnel groups.The high speed train window glass bears medium and low strain rates under the action of tunnel aerodynamic effects,while the maximum strain rate occurs at the meeting moment when the window glass meets the train head approaching from the opposite side in the tunnel.The shear modulus of laminated glass PVB film that makes up high speed train window glass is sensitive to the temperature and action time.The dynamically equivalent thickness and stiffness of the laminated glass and the dynamic bearing capacity of the window glass decrease with the increase of the action time under tunnel aerodynamic pressure.Thus,the influence of the loading action time and fatigue under tunnel aerodynamic effects on the glass strength should be considered in the design for the bearing performance of high speed train window glass.Originality/value-The research results provide data support for the analysis of mechanical characteristics,damage mechanism,strength design and structural optimization of high speed train glass.

A formation pressure prediction method based on tectonic overpressure

Traditional formation pressure prediction methods all are based on the formation undercompaction mechanism and the prediction results are obviously low when predicting abnormally high pressure caused by compressional structure overpressure.To eliminate this problem,we propose a new formation pressure prediction method considering compressional structure overpressure as the dominant factor causing abnormally high pressure.First,we establish a model for predicting maximum principal stress,this virtual maximum principal stress is calculated by a double stress field analysis.Then we predict the formation pressure by fitting the maximum principal stress with formation pressure. The real maximum principal stress can be determined by caculating the sum of the virtual maximum principal stresses.Practical application to real data from the A1 and A2 wells in the A gas field shows that this new method has higher accuracy than the traditional equivalent depth method.

Fatigue strength evaluation of self-piercing riveted joints of AZ31 Mg alloy and cold-rolled steel sheets

The application of magnesium alloys to automobiles is increasing due to their superior specific strength and specific stiffness.In this study,an upper sheet of AZ31 magnesium alloy and a lower sheet of cold-rolled steel were joined by self-piercing riveting(SPR),a method commonly used to join automotive panels.A cross-shaped specimen was fabricated with a punching force of 35 kN,which exhibited the best joint strength for the SPR joint specimen geometry.Monotonic and fatigue strengths were evaluated using cross-shaped specimens at loading angles of 0°,45°,and 90°.The load amplitude corresponding to the fatigue endurance limit was assumed to be at 106 cycles,and the fatigue ratios(=fatigue endurance limit/static strength)at the loading angles of 0°,45°,and 90°are 22%,13%,and 9%,respectively.For all three loading angle specimens,fatigue cracks initiated at the triple point where the rivet shank,the upper sheet and the lower sheet are in contact with each other,with the cracks propagating through the thickness of the upper sheet and ultimately leading to fracture.The fatigue lifetimes were evaluated through the von-Mises stress,maximum principal stress,and equivalent stress intensity factor.It was found that the fatigue lifetimes could be evaluated most appropriately through the maximum principal stress.

Numerical Simulation on Interfacial Creep Failure of Dissimilar Metal Welded Joint between HR3C and T91 Heat-Resistant Steel

The maximum principal stress, von Mises equivalent stress, equivalent creep strain, stress triaxiality in dissimilar metal welded joints between austenitic（HR3C） and martensitic heat-resistant steel（T91） are simulated by FEM at 873 K and under inner pressure of 42.26 MPa. The results show that the maximum principal stress and von Mises equivalent stress are quite high in the vicinity of weld/T91 interface, creep cavities are easy to form and expand in the weld/T91 interface. There are two peaks of equivalent creep strains in welded joint, and the maximum equivalent creep strain is in the place 27-32 mm away from the weld/T91 interface, and there exists creep constrain region in the vicinity of weld/T91 interface. The high stress triaxiality peak is located exactly at the weld/T91 interface. Accordingly, the weld/T91 interface is the weakest site of welded joint. Therefore, using stress triaxiality to describe creep cavity nucleation and expansion and crack development is reasonable for the dissimilar metal welded joint between austenitic and martensitic steel.