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In this article, a microscopic constitutive model is established that includes friction, plastic, and spring elements and has clear physical meaning. The friction unit reflects the mutual friction between crack surfaces, the plastic unit reflects the development of concrete plasticity, and the fracture of the spring unit reflects the formation and expansion of interior cracks in concrete. In addition, the integration of the random field theory into this model uncovers the physical underpinnings of the relationship between concrete’s nonlinearity and randomness. The multi-scale modeling of the concrete static damage constitutive model is then realized once the parameters of the random field are discovered using the macro test results. In order to apply the model’s applicability in finite element programs, a subroutine was ultimately constructed. The experimental data and the anticipated values from the numerical simulation are in good agreement, supporting the model’s realism.

Heavy-haul railways have a high passing frequency of trains with a large axle weight, causing rapid accumulation of fatigue damage in reinforced concrete (RC) bridge structures, which significantly affects the safety of the bridges. To study the fatigue reliability of RC beams in heavy-haul railways, the fatigue performance function for RC beams in heavy-haul railways was established, and the fatigue reliability assessment method for bridge structures in heavy-haul railways based on the point estimate method (PEM) was developed. An 8 meter-span plate beam in an existing heavy-haul railway illustrates the method. The train axle weight and dynamic coefficient were considered random variables, and the first four moments of equivalent stress ranges were obtained. The traffic quantity of the heavy-haul railways was investigated, and the fatigue reliability was evaluated using the proposed method. In addition, the effects of annual freight volume and train axle weight on fatigue reliability were discussed. Results indicate that PEM can effectively and accurately evaluate the fatigue reliability of RC beams in heavy-haul railways. In the first 20 years of operation, the fatigue failure probability was less than the limit value specified in the standard. The increase in annual traffic volume and train axle weight will cause a significant increase in fatigue failure probability. The research results of this paper are expected to provide an important basis for the design and maintenance of reinforced concrete bridges for heavy-haul railways in the future.

To minimize the adverse effects of high temperatures on the service performance of track structures, research on the application of reflective coatings on track structures is urgently needed. Based on meteorological data and the characteristics of the multi-layer structure of the ballastless track, refined finite element models (FEMs) for the temperature field and temperature effect analysis of the CRTS III slab ballastless track structure on bridges were established. The temperature deformation characteristics and temperature stress distribution of the CRTS III slab ballastless track under natural environmental conditions were investigated. Similarly, the influence of a reflective coating on the structural temperature field and temperature effect was studied. The results showed that the temperature and vertical temperature gradient of the track slab were significantly reduced after the application of the reflective coating. Meanwhile, the thermal deformation and thermal stresses of the track slab and the self-compacting concrete (SCC) layer were minimized. Under high-temperature conditions in summer, the maximum temperature of the track slab decreased from 47.0 °C to 39.6 °C after the application of the reflective coating, and the maximum vertical temperature gradient of the track slab decreased from 61.5 °C/m to 39.1 °C/m after the application of the reflective coating. Under the maximum positive temperature gradient, the peak displacement of the upper arch in the middle of the slab and the peak displacement of the sinking in the slab corner decreased from 0.814 mm and 1.240 mm to 0.441 mm and 0.511 mm, respectively, and the maximum transverse tensile stresses of the track slab reduced from 2.7 MPa to 1.5 MPa as well. In addition, the reflective coating could also inhibit the failure of the interlayer interface effectively. The results of this study can provide a theoretical basis and reference for the application of reflective coatings on ballastless tracks on bridges.

The concrete track slab and the base slab of the high-speed railway CRTS II track structure are prone to transverse cracks in the initial service period, which are subjected to environmental action and train load. In order to investigate the influence of transverse cracks on chloride ingress of concrete track slab and base slab in a coastal environment, drying-wetting cycle chloride erosion tests were carried out on reinforced concrete track slab and base slab specimens with cracks ranging from 0 mm to 0.6 mm, subjected to continuous bending moment. The chloride ion concentration of concrete along the depth direction was collected during the test process. The experimental results show that the chloride ion concentration of concrete at the crack section is much higher than that at the intact section, and it increases with the increase of crack width in the range of 0.2 mm to 0.6 mm. A chloride diffusion coefficient model of cracked concrete is proposed for slab track based on the experimental results, which can comprehensively consider the effects of surface chloride ion concentration, chloride binding effect, time-varying effect, temperature, relative humidity, and transverse crack width.

In the era of energy conservation and environmental protection, as well as the industrialization of buildings, precast concrete (PC) structures have been developed and increasingly applied in construction industries due to their advantages of outstanding workability and ecofriendliness. In order to verify the reliability of overlapping U-bar loop connections and a modified form of these connections, and study the seismic performance of PC wall–beam–slab joints with these connection methods, three full-scale wall–beam–slab joints were designed and tested under low reversed cyclic loading, including one cast-in-place (CIP) specimen and two PC specimens. Based on the test results, the seismic performance of the PC joints was studied by comparing their damage process, hysteretic loops and skeleton curves, load-carrying capacity, ductility, equivalent stiffness, and energy dissipation with those of the CIP joint. After analyzing the experimental results, the following conclusions can be drawn: the overlapping U-bar loop connection and its modified form are effective and reasonable; the specimen with the modified connection form showed slightly better mechanical properties; the failure mode of the PC joints was consistent with that of the CIP joint; and the generation, distribution, and development of cracks in the PC specimens were similar to those in the CIP specimen. In addition, the stiffness of the PC joints was similar to that of the CIP joint, and the load-carrying capacity, ductility, and energy dissipation of the PC joints were better than those of the CIP joint. Moreover, the research in this paper can also provide some guidance for assembling wall–beam–slab joints in PC shear wall structures.

The development of fatigue damage in reinforced concrete (RC) beams is affected by various factors such as repetitive loads and material properties, and there exists a complex nonlinear mapping relationship between their fatigue performance and each factor. To this end, a fatigue performance prediction model for RC beams was proposed based on the deep belief network (DBN) optimized by particle swarm optimization (PSO). The original database of fatigue loading tests was established by conducting fatigue loading tests on RC beams. The mid-span deflection, reinforcement strain, and concrete strain during fatigue loading of RC beams were predicted and evaluated. The fatigue performance prediction results of the RC beam based on the PSO-DBN model were compared with those of the single DBN model and the BP model. The models were evaluated using the R2 coefficient, mean absolute percentage error, mean absolute error, and root mean square error. The results showed that the fatigue performance prediction model of RC beams based on PSO-DBN is more accurate and efficient.

Due to the demand for increasing trainload and enhancing some existing heavy-haul railways, the low reserve value of bearing capacity is a problem for the 32 m-span simply supported beam. The fatigue behavior of prestressed concrete beams in a heavy-haul railway loaded by 33 t and larger axle weight of trains was experimentally investigated. The experimental results of the fatigue behaviors, including fatigue deformation, crack propagation behavior, and strains of classical materials were obtained and analyzed. A fatigue behavior assessment model was established to investigate the residual stiffness and yield point degradation of the beams loaded by the trainload. The effects of train fatigue cycles and prestress loss on the residual stiffness and yield point degradation models of the beams were analyzed. The results indicated that the crack development process had three stages during the fatigue process: the derivative stage, gradual development stage, and fatigue failure stage. Trainload was the main external factor influencing the fatigue behavior of prestressed concrete beams. The increase in trainload accelerated the degradation rate of the residual stiffness of the beams and yield point, reducing the fatigue life. The prestressing strand was primarily used to delay the concrete cracking in the tension zone. When the beam was not cracked, the prestressed concrete beam showed good fatigue performance, and the degree of prestressing did not affect the fatigue life of the beams. When the maximum fatigue load exceeded the cracking load of the beam, prestress loss in beams became a critical issue that accelerated the degradation rate of fatigue strength and reduced fatigue life. The higher the fatigue damage degree, the more pronounced the effect of prestress loss on the fatigue strength of the beams. The fatigue failure of prestressed concrete beams occurred in the bottom tensile steel bar. Therefore, when the trainload of a heavy-haul railway is greater than the cracking load of the beam, it is recommended to strengthen the beam by prestressing and strictly control the trainload to avoid yield failure.

The secondary development of ABAQUS was carried out to calculate the shrinkage and creep of concrete, and a finite element model of the China Railway Track System (CRTS) II slab ballastless track was established. Then, the interlaminar stress of CRTS II slab ballastless track at different ages of the track slab during laying (AOTSL) caused by concrete shrinkage and creep was studied. The obtained results showed that the stress redistribution occurred in the sliding layer, which resulted in the generation of a gap. Although the gap length was slightly reduced due to the shear cogging, the sliding layer at the slab edge is more prone to produce gaps. Under the effect of shrinkage and creep of the ballastless track, large additional shear stress, up to 0.676 MPa, was induced at the interface between CA mortar and the track slab. Meanwhile, the appearance of additional vertical and lateral forces of the shear cogging was caused by the shrinkage and creep of the ballastless track. Additionally, by further analysis, the recommended AOTSL ranges from 120 days to 180 days.

The stochastic bond stress-slip behavior is an essential topic for the rebar-concrete interface. However, few theoretical models incorporating stochastic behavior in current literature can be traced. In this paper, a stochastic damage model based on micro-mechanical approach for bond stress-slip relationship of the interface under monotonic loading was proposed. In order to describe the mechanical behaviors of the rebar-concrete interface, a microscopic damage model was proposed. By introducing a micro-element consists of parallel spring element, friction element and a switch element, the model is formulated. In order to reflect the randomness of the bond stress-slip behavior contributed by the micro-fracture in the interface, a series of paralleled micro-elements are adopted with the failure threshold of individual spring element is set as a random variable. The expression of both mean and variance for the bond stress-slip relationship was derived based on statistical damage mechanics. Furthermore, by utilizing a search heuristic global optimization algorithm (i.e., a genetic algorithm), parameters of the proposed model are able to be identified from experimental results, which a lognormal distribution has adopted. The prediction was verified against experimental results, and it reveals that the proposed model is capable of capturing the random nature of the micro-structure and characterizing the stochastic behavior.

Self-compacting concrete (SCC) is increasingly applied in the construction industries due to its advantages of outstanding workability and eco-friendliness. However, few experimental studies on the mechanical behaviors of SCC under cyclic direct tension are available in the literature. In this work, experimental investigations of mechanical behaviors of SCC under cyclic direct tension were conducted. Especially, direct tensile load equipment was developed. It is found that the envelope stress-strain curve under cyclic direct tension is close to that under monotonic direct tension; however, it is different from that in a compressive case. It is also revealed that the ratio of unloading strain to irreversible strain is approximately linearly dependent on unloading strain. The evolutions of energy dissipation for SCC under both cyclic direct tension and compression are similar to those of normally vibrated concrete. In addition, Poisson’s ratio is observed to be nearly 0.21 for SCC. Furthermore, a damage model enabling characterization of the stress-strain curve under both monotonic and cyclic loading was proposed and verified against experimental results. Therefore, the results in this work provide original research material for studying and modelling the mechanical behaviors of SCC under uniaxial cyclic direct tension.

The influence of temperature, CO2 concentration and relative humidity on the carbonation depth and compressive strength of concrete was investigated. Meanwhile, phase composition, types of hydration products and microstructure characteristics of samples before and after the carbonation were analyzed by XRD and ESEM. Research results demonstrate that temperature, CO2 concentration and relative humidity influence the carbonation depth and compressive strength of concrete significantly. There is a linear relationship between temperature and carbonation depth, as well as the compressive strength of concrete. CO2 concentration and relative humidity present a power function and a polynomial function with carbonation depth of concrete, respectively. The concrete carbonation depth increases with the increase of relative humidity and reaches the maximum value when the relative humidity is 70%. Significant differences of phase composition, hydration products and microstructure are observed before and after the carbonation. Carbonization products of samples are different with changes of temperatures (10 °C, 20 °C and 30 °C). The result of crystal structure analysis indicates that the carbonation products are mainly polyhedral spherical vaterite and aragonite.

A method to prepare novel organic-inorganic hydrophobic nanocomposite films was proposed by a site-specific polymerization process. The inorganic part, the core of the nanocomposite, is a ternary SiO2–Al2O3–TiO2 nanoparticles, which is grafted with methacryloxy propyl trimethoxyl silane (KH570), and wrapped by fluoride and siloxane polymers. The synthesized samples are characterized by transmission electron microscopy (TEM), Fourier transform infrared (FTIR) spectrscopy, X-ray diffractometry (XRD), contact angle meter (CA), and scanning electron microscope (SEM). The results indicate that the novel organic-inorganic hydrophobic nanocomposite with a core-shell structure was synthesized successfully. XRD analysis reveals the nanocomposite film has an amorphous structure, and FTIR analysis indicates the nanoparticles react with a silane coupling agent (methacryloxy propyl trimethoxyl silane KH570). Interestingly, the morphology of the nanoparticle film is influenced by the composition of the core. Further, comparing with the film synthesized by silica nanoparticles, the film formed from SiO2–Al2O3–TiO2 nanoparticles has higher hydrophobic performance, i.e., the contact angle is greater than 101.7°. In addition, the TEM analysis reveals that the crystal structure of the particles can be changed at high temperatures.