Plasmon–emitter hybrid nanocavity systems exhibit strong plasmon–exciton interactions at the single-emitter level, showing great potential as testbeds and building blocks for quantum optics and informatics. However, reported experiments involve only one addressable emitting site, which limits their relevance for many fundamental questions and devices involving interactions among emitters. Here we open up this critical degree of freedom by demonstrating selective far-field excitation and detection of two coupled quantum dot emitters in a U-shaped gold nanostructure. The gold nanostructure functions as a nanocavity to enhance emitter interactions and a nanoantenna to make the emitters selectively excitable and detectable. When we selectively excite or detect either emitter, we observe photon emission predominantly from the target emitter with up to 132-fold Purcell-enhanced emission rate, indicating individual addressability and strong plasmon–exciton interactions. Our work represents a step towards a broad class of plasmonic devices that will enable faster, more compact optics, communication and computation.
Asphalt pavement is widely used for expressways due to its advantages of flexibility, low cost, and easy maintenance. However, pavement failures, including cracking, raveling, and potholes, will appear after long-term service. This research evaluated the residual fatigue properties of asphalt pavement after long-term field service. Fatigue behavior of specimens with different pavement failure types, traffic load, service time, and layers were collected and characterized. Results indicate that after long-term field service, surface layer has a longer fatigue life under small stress levels, but shorter fatigue life under large stress levels. Longer service time results in greater sensitivity to loading stress, while heavier traffic results in shorter fatigue life. Surface and underneath layers present very close fatigue trend lines in some areas, indicating that the fatigue behavior of asphalt mixture in surface and underneath layers are aged to the same extent after eight to ten years of field service.
A numerical analysis using a finite element program was performed on three structures: hot mix asphalt (HMA) reinforced trackbed (RACS-1), HMA directly supported trackbed (RACS-2), and traditional Portland Cement Concrete (PCC) slab track (SlabTrack). Although the comprehensive dynamic responses of RACS-1 were similar with SlabTrack, HMA layer can positively affect the stress distributions. In particular, the horizontal stresses indicate that the resilience of RACS-1 was improved relative to SlabTrack. In addition, HMA reinforced substructure has the capacity to recover the residual vertical deformation. The effective depth for weakening dynamic loadings is mainly from 0 to 2 m, this being especially true at 0.5 m. The results from the analysis show that HMA is a suitable material for the railway substructure to enhance resilient performance, improve the stress distribution, weaken dynamic loading, and lower the vibration, especially at the effective depth of 2 m. The HMA constructed at the top of the stone subbase layer allows the vertical modulus a smooth transition. In terms of the comprehensive dynamic behaviors, RACS-1 is better than SlabTrack, while the results for RACS-2 are inconclusive and require further research.
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