Critical crack tip opening displacement (CTODc) of concrete using experimental and analytical evaluation with seven different compressive strengths ranging from 30 up to 150 MPa was studied based on two types of fract...Critical crack tip opening displacement (CTODc) of concrete using experimental and analytical evaluation with seven different compressive strengths ranging from 30 up to 150 MPa was studied based on two types of fracture tests:three-point bending (TPB) and wedge splitting (WS).In the tests,the values of CTODc were experimentally recorded using a novel technique,in which fiber Bragg grating (FBG) sensors were used,and two traditional techniques,in which strain gauges and clip gauges were deployed.The values of CTODc of tested concrete were also predicted using two existing analytical formulae proposed by JENQ & SHAH and XU,respectively.It is found that the values of CTODc obtained by both experimental measurements and analytical formulae exhibit a negligible variation as the compressive strength of concrete increases,and the test geometry adopted has little impact on the value of CTODc.Regarding the experimental measurement of CTODc,the clip gauge method generally leads to a larger value of CTODc and shows a more significant scatter as compared with the other two methods,while the strain gauge method leads to a slightly lower CTODc as compared with the FBG sensor method.The analytical formula proposed by JENQ and SHAH is found to generally lead to an overestimation,while the analytical formula proposed by XU shows a good accuracy.展开更多
Railway steel bridge belongs to large-scale weld structures suffered with cyclic dynamic stress generated by the train. In recent years, the section of bridge member becomes bigger, plate becomes thicker, connection f...Railway steel bridge belongs to large-scale weld structures suffered with cyclic dynamic stress generated by the train. In recent years, the section of bridge member becomes bigger, plate becomes thicker, connection form becomes more complicated and steel bridge is applied to wider districts even in the lower temperature environment. Thus, fatigue and fracture problems become more serious. On the basis of CTOD （crack tip open displacement） test data of 372 specimens tested in different temperatures, this paper discusses research work about fracture proof design that involves how to determine the criterion of CVN （Charpy V-notch） impact toughness by establishing the relationship between CTOD and CVN, how to prevent from brittle fracture by stress control in railway steel bridge design based on COD （crack open displacement） design curve through the test data and how to do the fatigue design for railway steel bridge at -50 ℃ of design temperature in an easy way. The method of fatigue design at -50 ℃ environment has been used for railway steel bridge structure of Qinghai-Tibet Railway in China.展开更多
基金Project(50438010) supported by the Key Program of the National Natural Science Foundation of ChinaProject(JGZXJJ2006-13) supported by the Research and Application Programs of Key Technologies for Major Constructions in the South-North Water Transfer Project Construction in China
文摘Critical crack tip opening displacement (CTODc) of concrete using experimental and analytical evaluation with seven different compressive strengths ranging from 30 up to 150 MPa was studied based on two types of fracture tests:three-point bending (TPB) and wedge splitting (WS).In the tests,the values of CTODc were experimentally recorded using a novel technique,in which fiber Bragg grating (FBG) sensors were used,and two traditional techniques,in which strain gauges and clip gauges were deployed.The values of CTODc of tested concrete were also predicted using two existing analytical formulae proposed by JENQ & SHAH and XU,respectively.It is found that the values of CTODc obtained by both experimental measurements and analytical formulae exhibit a negligible variation as the compressive strength of concrete increases,and the test geometry adopted has little impact on the value of CTODc.Regarding the experimental measurement of CTODc,the clip gauge method generally leads to a larger value of CTODc and shows a more significant scatter as compared with the other two methods,while the strain gauge method leads to a slightly lower CTODc as compared with the FBG sensor method.The analytical formula proposed by JENQ and SHAH is found to generally lead to an overestimation,while the analytical formula proposed by XU shows a good accuracy.
文摘Railway steel bridge belongs to large-scale weld structures suffered with cyclic dynamic stress generated by the train. In recent years, the section of bridge member becomes bigger, plate becomes thicker, connection form becomes more complicated and steel bridge is applied to wider districts even in the lower temperature environment. Thus, fatigue and fracture problems become more serious. On the basis of CTOD （crack tip open displacement） test data of 372 specimens tested in different temperatures, this paper discusses research work about fracture proof design that involves how to determine the criterion of CVN （Charpy V-notch） impact toughness by establishing the relationship between CTOD and CVN, how to prevent from brittle fracture by stress control in railway steel bridge design based on COD （crack open displacement） design curve through the test data and how to do the fatigue design for railway steel bridge at -50 ℃ of design temperature in an easy way. The method of fatigue design at -50 ℃ environment has been used for railway steel bridge structure of Qinghai-Tibet Railway in China.
