Traditionally, potholes are mainly paved for maintenance, and the asphalt mixture needs to be compacted. But due to the construction quality problem, the compacting degree of asphalt mixture may not be enough and the void ratio of asphalt mixture may not meet the requirements, resulting in the premature damage of the potholes after repair. If the repair material can be prefabricated, this problem will be well solved. So, based on the structure form of the prefabricated rapid maintenance of asphalt pavement, this paper aims to determine the most unfavorable loading position in pothole repair, which was established by the ANSYS software with the finite element model. The results show that the most unfavorable loading position of tensile stress for patch materials and joint filling material is C1-1 (A2-2) and the most unfavorable loading position of shear stress for joint filling material and leveling layer is B2-1 and C1-5. Subsequently, the influences of the material modulus, size, thickness, and modulus of the old pavement material on the potholes are calculated by using the finite element model under the most unfavorable loading position.
To derive the strain formulas of fatigue design for a steel bridge asphalt pavement, the three-hierarchy structure, which includes simplified models of plane bending strain for a full bridge, transverse flexural-tensile strain attributed to steel box beam torsion, and continuous laminated beam bending strain of the asphalt pavement of a partial bridge, was analyzed. Based on the model for a multi -span, elastic-supported continuous beam, the elastic foundation beam model and the main calculation parameters, namely, the equivalent support stiffness of the bracing cable, bending stiffness of the main beam, torsion stiffness of the steel box beam section, the equivalent support stiffness of bridge deck stiffener, the worst load locations for full bridge, as well as eccentric and partial loads , were analyzed. The method for calculating the flexural-tensile strain at steel deck surface was obtained by using the three-hierarchy structure model. According to the bridge deck stiffener model, the transverse flexural-ten sile strain at the pavement sUlface exceeded 80%. On the other hand, the plane bending model of the main girder found that the strain is no more than 15% with full bridge loading. The main girder torsion model determined that the strain exceeded 15%.
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