The debonding of cement emulsified asphalt mortar (CA mortar) is one of the main damage types in China railway track system II slab ballastless track. In order to analyze the influence of mortar debonding on the dynamic properties of CRTS II slab ballastless track, a vertical coupling vibration model for a vehicle-track-subgrade system was established on the base of wheel/rail coupling dynamics theory. The effects of different debonding lengths on dynamic response of vehicle and track system were analyzed by using the finite element software. The results show that the debonding of CA mortar layer will increase the dynamic response of track. If the length of debonding exceeds 1.95 m, the inflection point will appear on the vertical displacement curve of track. The vertical vibration acceleration of slab increases 4.95 times and the vertical dynamic compressive stress of CA mortar near the debonding region increases 15 times when the debonding length reaches 3.9 m. Considering the durability of ballastless track, once the length of debonding reaches 1.95 m, the mortar debonding should be repaired.

Chloride ion erosion is an important factor affecting the durability of marine engineering concrete. In particular, concrete structures in wave splash and tidal zones are subjected to dry and wet cycles and multidimensional diffusion of chloride ions. To investigate the intricate diffusion of chloride ions within concrete under these dynamic conditions, we devised a comprehensive experiment. This experiment encompasses multiple dimensions, involving dry and wet cycles, as well as static immersion. The experiment intends to reveal how chloride ions are distributed in the concrete and clarify the changes that occur in its microstructure. Based on Fick’s second law, the multidimensional diffusion model of chloride ions in concrete under the dry and wet cycles and static immersion was established by comprehensively considering the effects of chloride ion exposure time, environment temperature, relative humidity, and the action of dry and wet cycles. The results show that, under the same conditions, the chloride content in concrete decreases with the increase in penetration depth but increases with the increase in the chloride diffusion dimension and exposure time. Dry and wet cycles and multidimensional diffusion of chloride ions increase the development of cracks and pores in the concrete structure and generate large quantities of C₃A·CaCl₂·10H₂O, which will exacerbate the chloride ion transport rate and penetration depth of concrete. Under the same exposure time and penetration depth, the chloride ion content in concrete under two-dimensional (2D) and three-dimensional (3D) diffusion under dry and wet cycles was 1.09~4.08 times higher than that under one-dimensional (1D) diffusion. The correlation coefficients between the simulation results of the multidimensional transport model of chloride ions in concrete under multi-factor coupling and the experimental results were all greater than 0.95, and the model can be utilized to predict the distribution of chloride ion concentration in concrete.

Uniaxial compression test of cement asphalt (CA) mortar specimens, due to drying and wetting cycle of 0, 2, 4 and 8 times, is carried out by using the electronic universal test machine, with the strain rate ranging from 1 × 10⁻⁵ s⁻¹to 1 × 10⁻² s⁻¹. The effects of strain rate and drying and wetting cycle time on the compressive strength, elasticity modulus, and stress-strain full curve are investigated. Experimental results show that the strain-stress full curve of CA mortar is affected obviously by strain rate and drying and wetting cycle time. The compressive strength and elasticity modulus increase with the strain rate under the same drying and wetting cycle time. The compressive strength and elasticity modulus decrease with the increase of drying and wetting cycle time in the same strain rate. The lower the strain rate is, the greater the compressive strength and elasticity modulus of CA mortar decrease. When the strain rate is 1 × 10⁻⁵ s⁻¹and drying and wetting cycle time is 8, the largest reduction of average compressive strength of CA mortar is 40.48%, and the largest reduction of elasticity modulus of CA mortar is 35.51%, and the influence of drying and wetting cycle on the compressive strength of CA mortar is greater than its influence on the elasticity modulus.

In order to investigate the creep performance of cement asphalt mortar (CA mortar), the field sampling of CA mortar cylinder samples was produced, and all samples were tested on WDW series electric universal testing machine by using uniaxial static creep test at 25°C, and the load stress levels were 0.05 MPa, 0.1 MPa, 0.3 MPa, and 0.5 MPa. The greater the load is, the bigger the creep deformation is. The creep performance was simulated by using Burgers model, and the correlation coefficients between fitting results of Burgers model and experimental results are all greater than 0.9. Based on the requirements of finite element software, the Prony series of Burgers model was obtained, and the short-term creep process of CA mortar was simulated by the finite element software ANSYS. The relative error between simulation results and experimental data is not more than 2.5%, which indicates that the short-creep process of CA mortar can be simulated by ANSYS software. The study results can improve the structural design theory of slab track.

Fluid antenna system (FAS) has emerged as a promising technology for next-generation wireless networks, offering dynamic reconfiguration capabilities to adapt to varying channel conditions. However, FAS faces critical issues from channel estimation to performance optimization. This paper provides a survey of a how large language model (LLM) can be leveraged to address these issues. We review potential approaches and recent advancements in LLM-based FAS channel estimation, LLM-assisted fluid antenna position optimization, and LLM-enabled FAS network simulation. Furthermore, we discuss the role of LLM agents in FAS management. As an experimental study, we evaluated the performance of our designed LLM-enhanced genetic algorithm. The results demonstrated a $75.9\%$ performance improvement over the traditional genetic algorithm on the Rastrigin function.

The guardrail is an indispensable part of ballasted track structures on bridges. In order to reveal its influence on the track–bridge interaction of continuous welded rail (CWR), the longitudinal resistance model of the guardrail fastener and its influential factors are established through tests. By taking a continuous girder bridge (CGB) for railways as an example, a stock rail-guardrail-sleeper-bridge-pier integrated simulation model is developed. The effects of the guardrails, installation torque of the guardrail fastener, and joint resistance of the guardrail under typical conditions are carefully examined. The research results indicate that the nominal longitudinal resistance of the guardrail fastener and the elastic longitudinal displacement of the rail prior to sliding approximately grow linearly with the growth of the installation torque. The presence of a guardrail can alleviate the track–bridge interaction in the range of the CGB, but exacerbate the interaction near the abutment with moveable bearings. This fact enables the abutment position to be considered as a new control point for the design of CWR on bridges. Considering the changing rules of the rail longitudinal force and rail gap, it is recommended that the installation torques of the guardrail fastener and guardrail joint are 40–60 N·m and 700–800 N·m, respectively. The recommended maximum longitudinal stiffness of piers for CGBs is evaluated. When the longitudinal stiffness of the pier for a CGB is lower than the recommended value, the influence of the guardrail can be neglected in the design of the CWR.