The proportional strain loading test is a prevalent method for investigation diffuse instability. The majority of current research concentrates on narrowly graded materials, with relatively less focus on binary mixtures under proportional strain loading. Therefore, a series of numerical tests have been conducted using the discrete element method to study the influence of fine content and strain increment ratio on the binary mixtures. The test results show that the fine content of binary mixtures is intimately connected to the critical strain increment ratio which precipitate a transition from stability to instability. Binary mixtures characterized by a low stress ratio at the onset of instability also demonstrate a heightened sensitivity to shifts in strain increment ratio. The macroscopic responses, such as the stress ratio at the onset of instability, shear strength, and pore water pressure, exhibit different trends of variation with the fine content compared to microscopic responses, including coordination number, friction mobilization index, and the proportion of sliding contacts. Furthermore, the anisotropy coefficient is introduced to dissect the sources of anisotropy at onset of instability, revealing that strong contact fabric anisotropy can mirror the evolution of the stress ratio. The stress ratio at onset of instability is predominantly influenced by anisotropy in contact normal and normal contact force.

In order to study the dynamic response of high-speed railway bridge and its deformation law under the coupling effect of vibration load and shield tunneling, a coupling model of shield tunneling and train load is established based on the actual case of tunneling under an adjacent bridge. The deformation characteristics and dynamic response of the bridge are investigated by analyzing the deformation under different tunneling conditions and train running speeds. The results show that the maximum disturbance of the original stress field around the bridge is caused when the shield penetrates to the near side of the bridge structure, at which time, the damping effect of the ground and bridge system on the vibration load is weakened, thus intensifying the dynamic response of the bridge system, and the additional deformation caused by the vibration load is the largest; the presence of train loads during the shield excavation slightly attenuates the differential settlement of the bridge, but increases the cumulative settlement of the bridge, in addition, the additional deformation of the bridge will increase with the increase of the train running speed; the additional deformation caused by the train load within 2m of the shield crossing on both sides of the bridge is large, so the construction should be avoided as much as possible when the train is running in this construction section.