In this study, the influence of CO₂ curing on the corrosion resistance of reinforced alkali-activated compounds is investigated. Fly ash (FA) and blast furnace slag powder (BFS) are used as mineral admixtures. The specimens were subjected to dry–wet alternations with 3% NaCl, used to simulate a concrete structure under a corrosion environment. The ultrasonic velocity, mass loss rate, and electrical characteristics (such as electrical resistance, AC impedance spectra, and corrosion area rates determined by Tafel curves) are utilized to determine the degree of corrosion. Scanning electron microscopy (SEM) and X-ray diffraction (XRD) are used to analyze the corrosion mechanism. Results show that the corrosion resistance is decreased by the addition of FA but improved by CO₂ curing. When CO₂ curing is provided, the addition of BFS shows a higher enhancing effect on the corrosion resistance than that of FA. The equivalent circuit diagram of reinforced alkali-activated compound mineral admixtures obtained by AC impedance spectra is composed of three electrical elements (electrical resistance and capacitance in parallel) in series. The X-ray diffraction results show that adding BFS and CO₂ curing can decrease the rust’s iron oxides on the steel bars’ surface. Finally, as found in the SEM photos, BFS and CO₂ curing can effectively improve the compactness of specimens. Meanwhile, the roughness of hydration is increased by CO₂ curing.

Based on the paucity of studies on the analysis of the coupled vibration response of the train-track-overhead System, in this article, finite element software ABAQUS was integrated with multi-body dynamics software, Universal Mechanism (UM), to construct a joint simulation model of the train-track overhead system under a railway line, with the focus on the investigation of the influence of different track irregularity levels, speeds and damping coefficients on the coupled vibration response of the vehicle-track-overhead system. The findings demonstrate that the response of the train body is sensitive to track irregularity, which primarily impacts the safety index of train operation. The results also suggest that the level of track irregularity should be rigorously regulated above AAR5 during construction. The train-track-overhead system functions well and satisfies the overhead system’s design requirements when the train travels through the reinforced line at a speed of no more than 60 km/h. When the train speed is 100 km/h, the vertical acceleration exceeds the limit for the “I” overhead system. There is a possibility of excessive lateral acceleration of the train body and excessive lateral force of the wheel and rail when the train speed is greater than 60 km/h, which endangers the safety of the driver. While it has little effect on the mid-span and vertical displacements, the damping factor of the bridge has a substantial impact on the vertical acceleration and mid-span acceleration of the vertical and horizontal beams. The study’s findings provide useful guidance.