Semi-rigid base pavement maintenance structure

Abstract

This invention discloses a semi-rigid base pavement maintenance structure, relating to the field of pavement maintenance technology. It includes a pavement asphalt concrete layer, a bridge deck asphalt concrete layer, and a cast-in-place subgrade located beneath both layers. The cast-in-place subgrade has an embedded frame inside. Speed ​​reduction pads are provided at the connection points of the pavement and bridge deck asphalt concrete layers. The structure also includes: a lever mechanism installed inside the embedded frame; and a first elastic support mechanism connected to the speed reduction pads. The semi-rigid base pavement maintenance structure provided by this invention can repair cracks from within the road surface and has a strong interconnected technical effect.

Description

Technical Field

[0001] This invention relates to the field of road maintenance technology, and more particularly to a semi-rigid base road maintenance structure. Background Technology

[0002] Road maintenance is the upkeep and maintenance of roads. It involves maintaining roads and their structures and facilities to preserve their usability as much as possible, promptly restoring damaged sections, ensuring safe, comfortable, and smooth traffic flow, and saving transportation costs and time. It also involves adopting appropriate technical measures to improve project quality, extend the road's service life, and postpone reconstruction.

[0003] Patent application CN202111154853.7 discloses a semi-rigid base pavement maintenance structure, including a notched square tube and a tensioning frame. The notched square tube is set one-to-one with each prestressed tendon and is located above the corresponding prestressed tendon. The notched square tube is embedded in the cast-in-place subgrade. The length of the notched square tube extends along the length direction of the prestressed tendon. The notched square tube is filled with a slow-adhesive. The notched square tube is divided into a left half and a right half by notches on its upper and lower surfaces.

[0004] Maintenance of conventional roads is relatively simple. Strict control of overweight vehicles can extend the service life of most roads, and simple road repairs are not difficult. However, in special road sections, the road surface is prone to cracking. For example, in urban traffic, the use of elevated bridges is increasing, creating a connection between flat road surfaces and bridge ramps. When a vehicle enters the ramp from a flat road under the action of traction, the traction force and gravity of the vehicle will generate a component force that protrudes and squeezes one side of the ramp, causing severe local stress on the ramp. Over time, this will lead to cracking and affect the overall service life of the bridge.

[0005] However, in traditional road maintenance structures, maintenance equipment can only repair and maintain the road surface. It cannot fully repair the severely cracked inner layers of the road, which is only a temporary solution and often results in poor maintenance results. Summary of the Invention

[0006] This invention discloses a semi-rigid base course pavement maintenance structure, aiming to solve the technical problem that in traditional pavement maintenance structures, maintenance equipment can only repair and maintain the pavement from the surface layer, and the severely cracked inner layer of the road cannot be fully repaired, which is only a temporary solution and often results in poor maintenance effect.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A semi-rigid base course pavement maintenance structure includes a pavement asphalt concrete layer, a bridge deck asphalt concrete layer, and a cast-in-place subgrade located below the pavement and bridge deck asphalt concrete layers. The cast-in-place subgrade has an embedded frame inside. Speed ​​reduction pads are provided at the connection points of the pavement and bridge deck asphalt concrete layers. The structure also includes: a lever mechanism installed inside the embedded frame; a first elastic support mechanism connected to the speed reduction pads; a second elastic support mechanism located inside the embedded frame; and a linkage compression mechanism including a tensioning mechanism connected to the lever mechanism. The tension strut has a support pad connected to its top end. The support pad has a support groove on its top outer wall. Several prestressed tendons are interspersed on the inner wall of the cast-in-place subgrade. A storage box is provided on one outer wall of the support pad. A support seat is provided on the top outer wall of the storage box. A groove is provided on the top outer wall of the support seat. A piston rod is installed on the bottom outer wall of the support seat. Three piston baffles are provided on the outer wall of the piston rod. Sealing stickers are provided on one inner wall of the storage box. Outlet heads are provided on one outer wall of the storage box. Liquid outlet holes are provided on the inner wall of the outlet heads. The sealing stickers correspond to the positions of the outlet heads.

[0009] In this solution, a fixed-point pre-embedded structure is set up for the connection conditions of complex road surface environments. When a vehicle enters the bridge slope from a flat road, the maximum supporting force on the bridge slope caused by the front wheels occurs when the rear wheels just leave the flat road section. At this time, part of the impact force of the vehicle's forward movement acts on the bridge slope as a component force, which makes it easy for cracks to occur at a certain position on the bridge slope. The cracks generated are located near the storage box set up in this solution. Once cracks occur on the bridge slope, even small deformations of the bridge surface will cause the prestressed tendons in the cast-in-place subgrade to settle and deform, which will then squeeze the lever mechanism that was originally not supported. Under this squeezing action, the slow adhesive in the storage box is squeezed into the cracks in the cast-in-place subgrade, repairing the road surface from the inside, resulting in higher stability.

[0010] In a preferred embodiment, the lever mechanism includes an installation cavity disposed inside the embedded frame. A fulcrum seat is provided on the bottom inner wall of the installation cavity. A lever assembly is movably connected to the fulcrum seat. The lever assembly consists of a long lever arm and a short lever arm. An adapter joint is provided at the bottom end of the tension strut. The long lever arm cooperates with the tension strut through the adapter joint. A movable joint is provided on the outer wall of the end of the short lever arm away from the fulcrum seat.

[0011] By setting up a lever mechanism, the small displacement of the vehicle pressing down on the deceleration pad can be transformed into a large displacement. Specifically, this is achieved by the conversion of the length of the long lever arm and the short lever arm. When the second elastic support mechanism presses down to support the short lever arm, the short lever arm deflects downward. Under the fixing effect of the fulcrum seat, one end of the long lever arm will deflect upward. Since the radius of the long lever arm is longer than the diameter of the short lever arm, the longitudinal height of the deflection of the long lever arm is also higher, thus supporting the linkage extrusion mechanism set at a high position. When the bridge deck is not cracked, the lever mechanism only plays a preventive support role. However, when the bridge deck cracks, the lever mechanism can support the extrusion of the adhesive and also support the prestressed tendons after settlement.

[0012] In a preferred embodiment, the first elastic support mechanism includes two adapter grooves disposed at the connection between the road asphalt concrete layer and the bridge deck asphalt concrete layer. Each of the two adapter grooves has corresponding, equidistantly distributed limiting grooves on its bottom inner wall. A first spring is installed on the inner wall of each limiting groove, with its top end connected to the bottom outer wall of the deceleration pad. The original length of the first spring is greater than the depth of the limiting groove. The connection between the road asphalt concrete layer and the bridge deck asphalt concrete layer also has equidistantly distributed insertion holes, with movable insert rods inserted into the inner walls of the insertion holes.

[0013] By using the movable insert rod in conjunction with the first elastic support mechanism, the force of the vehicle pressing down on the deceleration pad can be transmitted to the second elastic support mechanism connected below, resulting in strong linkage.

[0014] In a preferred embodiment, the second elastic support mechanism includes a plug disposed on the outer wall of the movable plug. A hidden groove is provided on the bottom outer wall of the plug, and a second spring is provided on the inner wall of the hidden groove. The bottom end of the second spring is supported and connected to the inner wall of the embedded frame. A pair of crossbars are connected to the opposite outer walls of several plugs. A connecting rod is connected to the outer wall of each crossbar. The bottom end of the connecting rod is hinged to the outer wall of one side of the movable joint. The movable plug is configured as an inclined structure, and the bottom end of the movable plug is inclined towards the direction of the long lever arm.

[0015] By setting a second elastic support mechanism, the force transmitted from the first elastic mechanism can be supported at one end of the short lever arm on the lever mechanism through the crossbar and connecting rod, thereby providing support for the deflection of the lever mechanism and completing the force conversion.

[0016] As can be seen from the above, the semi-rigid base pavement maintenance structure includes a pavement asphalt concrete layer, a bridge deck asphalt concrete layer, and a cast-in-place subgrade located below the pavement asphalt concrete layer and the bridge deck asphalt concrete layer. The cast-in-place subgrade has an embedded frame inside, and speed reduction pads are provided at the connection points of the pavement asphalt concrete layer and the bridge deck asphalt concrete layer. It also includes: a lever mechanism installed inside the embedded frame; a first elastic support mechanism connected to the speed reduction pads; a second elastic support mechanism located inside the embedded frame; and a linkage extrusion mechanism connected to the lever mechanism. The invention provides a semi-rigid base pavement maintenance structure. The tension strut has a support pad connected to its top. The support pad has a support groove on its top outer wall. Several equidistantly distributed prestressed tendons are interspersed on the inner wall of the cast-in-place subgrade. A storage box is located on one outer wall of the support pad. A support seat is located on the top outer wall of the storage box. The support seat has a groove on its top outer wall. A piston rod is installed on the bottom outer wall of the support seat. Three piston baffles are located on the outer wall of the piston rod. Equidistantly distributed sealing patches are located on one inner wall of the storage box. Equidistantly distributed outlet heads are located on one outer wall of the storage box. The outlet heads have liquid outlet holes on their inner walls. The sealing patches correspond to the positions of the outlet heads. This invention provides a semi-rigid base pavement maintenance structure that can repair cracks from within the road and has a strong linkage effect. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the semi-rigid base pavement proposed in this invention.

[0018] Figure 2 This is a plan view of the installation structure of the semi-rigid base pavement maintenance structure proposed in this invention.

[0019] Figure 3 The diagram shows the structure of the adaptor groove for the semi-rigid base pavement maintenance structure proposed in this invention.

[0020] Figure 4 This is a schematic diagram of the pre-embedded frame structure of the semi-rigid base pavement maintenance structure proposed in this invention.

[0021] Figure 5 This is a side view of the installation cavity structure of the semi-rigid base pavement maintenance structure proposed in this invention.

[0022] Figure 6 This is a schematic diagram of the connecting rod installation structure of the semi-rigid base pavement maintenance structure proposed in this invention.

[0023] Figure 7 This is a schematic diagram of the storage box of the semi-rigid base pavement maintenance structure proposed in this invention.

[0024] Figure 8 This is a schematic diagram of the internal structure of the storage box of the semi-rigid base pavement maintenance structure proposed in this invention.

[0025] In the diagram: A. Crack; 1. Road surface asphalt concrete layer; 2. Bridge deck asphalt concrete layer; 3. Speed ​​reduction pad; 4. Cast-in-place subgrade; 5. Abutment; 6. Prestressed tendon; 7. Movable insert rod; 8. Embedded frame; 9. Support pad; 10. Adaptor groove; 11. Limiting groove; 12. First spring; 13. Insertion hole; 14. Storage box; 15. Plug; 16. Tension strut; 17. Outlet head; 18. Installation cavity; 19. Support seat; 20. Short lever arm; 21. Movable joint; 22. Long lever arm; 23. Adaptor joint; 25. Second spring; 26. Connecting rod; 27. Support seat; 28. Liquid outlet; 29. ​​Piston rod; 30. Piston baffle; 31. Sealing sticker. Detailed Implementation

[0026] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0027] The semi-rigid base course pavement maintenance structure disclosed in this invention is mainly applied in traditional pavement maintenance structures. In these structures, maintenance equipment can only repair and maintain the pavement from the surface layer, and the severely cracked inner layer of the road cannot be fully repaired. This only addresses the symptoms and not the root cause, often resulting in poor maintenance performance.

[0028] Reference Figures 1-8 The semi-rigid base course pavement maintenance structure includes a pavement asphalt concrete layer 1, a bridge deck asphalt concrete layer 2, and a cast-in-place subgrade 4 located below the pavement asphalt concrete layer 1 and the bridge deck asphalt concrete layer 2. The cast-in-place subgrade 4 has an embedded frame 8 inside. Speed ​​reduction pads 3 are installed at the connection points of the pavement asphalt concrete layer 1 and the bridge deck asphalt concrete layer 2. It also includes:

[0029] Lever mechanism: The lever mechanism is installed inside the pre-embedded frame 8;

[0030] First elastic support mechanism: The first elastic support mechanism is connected to the deceleration pad 3;

[0031] Second elastic support mechanism: The second elastic support mechanism is located inside the pre-embedded frame 8;

[0032] Linkage extrusion mechanism: The linkage extrusion mechanism includes a tension strut 16 connected to the lever mechanism. The top of the tension strut 16 is connected to a support pad 9. The top outer wall of the support pad 9 is provided with a support groove. Several prestressed tendons 6 are interspersed on the inner wall of the cast-in-place subgrade 4. A storage box 14 is provided on one side outer wall of the support pad 9. A support seat 27 is provided on the top outer wall of the storage box 14. A groove is provided on the top outer wall of the support seat 27. A piston rod 29 is installed on the bottom outer wall of the support seat 27. Three piston baffles 30 are provided on the outer wall of the piston rod 29. Sealing stickers 31 are provided on one side inner wall of the storage box 14. Outlet heads 17 are provided on one side outer wall of the storage box 14. An outlet hole 28 is provided on the inner wall of the outlet head 17. The sealing stickers 31 correspond to the positions of the outlet heads 17.

[0033] The inner walls of both the groove and the support groove are adapted to the prestressed tendon 6, and the longitudinal height of the groove is higher than that of the support groove. It should be noted that the groove at the higher position is in contact with the prestressed tendon 6 but does not compress it before crack A is generated on the bridge deck. Only when the bridge deck cracks and the force on the prestressed tendon 6 changes will the groove set on the support seat 27 compress and contact the prestressed tendon 6, and squeeze out the adhesive in a targeted manner.

[0034] There are three piston baffles 30 inside the storage box 14, and the two piston baffles 30 at the bottom are provided with openings; so that when the piston baffles 30 move down, not only is the sealing sticker 31 on the inner wall of the storage box 14 scraped off, but the internal slow adhesive can also be discharged from the three outlet heads 17 respectively.

[0035] In this scheme, a fixed-point pre-embedded structure is set up for the connection conditions of complex road surface environments. When a vehicle enters the bridge slope from a flat road, the maximum supporting force on the bridge slope caused by the front wheels occurs when the rear wheels just leave the flat road section. At this time, part of the impact force of the vehicle's forward movement acts on the bridge slope in the form of a component force, which makes it easy for cracks to occur at a certain position on the bridge slope. The crack A caused by the crack is located near the storage box set up in this scheme. Once a crack occurs on the bridge slope, even a small deformation of the bridge surface will cause the prestressed tendons 6 in the cast-in-place subgrade 4 to settle and deform, which will then squeeze the lever mechanism that was originally not supported. Under this squeezing action, the slow adhesive in the storage box 14 is squeezed into the crack A in the cast-in-place subgrade 4, and the road surface is repaired from the inside, resulting in higher stability.

[0036] Reference Figure 5 and Figure 6In a preferred embodiment, the lever mechanism includes a mounting cavity 18 disposed inside the pre-embedded frame 8. A fulcrum seat 19 is provided on the bottom inner wall of the mounting cavity 18. A lever assembly is movably connected to the fulcrum seat 19. The lever assembly consists of a long lever arm 22 and a short lever arm 20. An adapter joint 23 is provided at the bottom end of the tension strut 16. The long lever arm 22 is used in conjunction with the tension strut 16 through the adapter joint 23. A movable joint 21 is provided on the outer wall of the end of the short lever arm 20 away from the fulcrum seat 19.

[0037] It should be noted that by setting up a lever mechanism, the small displacement of the vehicle pressing down on the deceleration pad 3 can be transformed into a large displacement, which is achieved by the conversion of the length of the long lever arm 22 and the short lever arm 20.

[0038] Specifically, when the second elastic support mechanism presses down on the short lever arm 20, the short lever arm 20 deflects downwards. Under the fixing action of the fulcrum seat 19, one end of the long lever arm 22 deflects upwards. Since the radius of the long lever arm 22 is longer than that of the short lever arm 20, the longitudinal height of the deflection of the long lever arm 22 is also higher, thus supporting the linkage extrusion mechanism set at a high position. When the bridge deck is not cracked, the lever mechanism only plays a preventive support role. However, when the bridge deck cracks, the lever mechanism can support the extrusion of the adhesive and also support the prestressed tendons 6 after settlement.

[0039] Reference Figure 3 and Figure 4 In a preferred embodiment, the first elastic support mechanism includes two adapter grooves 10 disposed at the connection between the road asphalt concrete layer 1 and the bridge deck asphalt concrete layer 2. The bottom inner walls of the two adapter grooves 10 are provided with corresponding equidistant limiting grooves 11. A first spring 12 is installed on the inner wall of the limiting groove 11. The top end of the first spring 12 is connected to the bottom outer wall of the deceleration pad 3, and the original length of the first spring 12 is greater than the depth of the limiting groove 11. The connection between the road asphalt concrete layer 1 and the bridge deck asphalt concrete layer 2 is also provided with equidistant insertion holes 13, and movable insertion rods 7 are inserted into the inner walls of the insertion holes 13.

[0040] The movable insert rod 7 and the tension support rod 16 are arranged alternately.

[0041] Specifically, the movable insert 7, in conjunction with the first elastic support mechanism, can transmit the force of the vehicle pressing down on the deceleration pad 3 to the second elastic support mechanism connected below.

[0042] Reference Figure 5 and Figure 6In a preferred embodiment, the second elastic support mechanism includes a plug 15 disposed on the outer wall of the movable plug 7. A hidden groove is provided on the bottom outer wall of the plug 15, and a second spring 25 is provided on the inner wall of the hidden groove. The bottom end of the second spring 25 is supported and connected to the inner wall of the embedded frame 8. A crossbar is connected to each other on the outer wall of the opposite side of several plugs 15. A connecting rod 26 is connected to the outer wall of the crossbar. The bottom end of the connecting rod 26 is connected to the outer wall of one side of the movable joint 21 by a hinge.

[0043] Specifically, by setting a second elastic support mechanism, the force transmitted from the first elastic mechanism can be supported at one end of the short lever arm 20 on the lever mechanism through the crossbar and connecting rod 26, thereby providing support for the deflection of the lever mechanism and completing the force conversion.

[0044] Reference Figure 1 , Figure 2 and Figure 5 In a preferred embodiment, the movable insert 7 is configured as an inclined structure, and the bottom end of the movable insert 7 is inclined toward the direction of the long rod lever 22. The bottom of the bridge deck asphalt concrete layer 2 is connected to the bridge abutment 5, and the bottom of the bridge abutment 5 is cast with concrete bridge piers.

[0045] It should be noted that the inclined support is to adapt to the change in direction from the road surface to the bridge slope, so as to ensure that after the vehicle presses on the speed reduction pad 3, the speed reduction pad 3 can be directly pressed down into the adaptation groove 10 without getting stuck on the inner wall of the adaptation groove 10.

[0046] Working principle: During use, when a vehicle enters the bridge ramp from a flat road, the maximum supporting force on the bridge ramp from the front wheels occurs just as the rear wheels leave the flat road section. At this time, part of the impact force from the vehicle's forward movement acts on the bridge ramp as a component force, making it prone to cracking at a certain location on the bridge ramp. Crack A is generated. When the bridge ramp cracks, the prestressed tendons 6 experience a change in stress, causing the prestressed tendons 6 in the cast-in-place subgrade 4 to settle and deform. This, in turn, compresses the lever mechanism that was originally not supported. Under this compression, the slow-release adhesive in the storage box 14 is forced into the crack A in the cast-in-place subgrade 4, repairing the road surface from the inside. When the second elastic support mechanism presses down on the supporting short rod arm 20, the short rod... The lever arm 20 deflects downwards, while under the fixing action of the fulcrum 19, one end of the long lever arm 22 deflects upwards. Since the radius of the long lever arm 22 is longer than that of the short lever arm 20, the longitudinal height of the deflection of the long lever arm 22 is also higher, thus supporting the linkage extrusion mechanism set at a higher position. When the bridge deck is not cracked, the lever mechanism only plays a preventive support role. However, when the bridge deck cracks, the lever mechanism can support the extrusion of the adhesive and also support the prestressed tendons 6 after settlement. By setting a second elastic support mechanism, the force transmitted from the first elastic mechanism can be supported to one end of the short lever arm 20 on the lever mechanism through the crossbar and connecting rod 26, thereby providing support force for the deflection of the lever mechanism and completing the force conversion.

[0047] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A semi-rigid base course pavement maintenance structure, comprising a pavement asphalt concrete layer (1), a bridge deck asphalt concrete layer (2), and a cast-in-place subgrade (4) located below the pavement asphalt concrete layer (1) and the bridge deck asphalt concrete layer (2), wherein the cast-in-place subgrade (4) is provided with an embedded frame (8), and a speed reduction pad (3) is provided at the connection between the pavement asphalt concrete layer (1) and the bridge deck asphalt concrete layer (2), characterized in that, Also includes: Lever mechanism: The lever mechanism is installed inside the pre-embedded frame (8); First elastic support mechanism: The first elastic support mechanism is connected to the deceleration pad (3); Second elastic support mechanism: The second elastic support mechanism is located inside the pre-embedded frame (8); Linkage extrusion mechanism: The linkage extrusion mechanism includes a tension strut (16) connected to the lever mechanism. The top end of the tension strut (16) is connected to a support pad (9). The top outer wall of the support pad (9) is provided with a support groove. Several prestressed tendons (6) are interspersed on the inner wall of the cast-in-place subgrade (4). A storage box (14) is provided on one side outer wall of the support pad (9). A support seat (27) is provided on the top outer wall of the storage box (14). The top of the support seat (27) is... The outer wall of the part is provided with a groove, and a piston rod (29) is installed on the bottom outer wall of the support base (27). Three piston baffles (30) are provided on the outer wall of the piston rod (29). Sealing stickers (31) are provided at equal intervals on one side inner wall of the storage box (14). Outlet heads (17) are provided at equal intervals on one side outer wall of the storage box (14). The inner wall of the outlet head (17) is provided with a liquid outlet hole (28). The sealing stickers (31) are positioned corresponding to the outlet heads (17); and, The inner walls of the groove and the support groove are both adapted to the prestressed tendon (6), and the longitudinal height of the groove is higher than the longitudinal height of the support groove.

2. The semi-rigid base course pavement maintenance structure according to claim 1, characterized in that, The number of piston baffles (30) located in the storage box (14) is three, and the two piston baffles (30) located at the bottom are provided with openings.

3. The semi-rigid base course pavement maintenance structure according to claim 1, characterized in that, The lever mechanism includes an installation cavity (18) disposed inside the pre-embedded frame (8). A fulcrum seat (19) is provided on the bottom inner wall of the installation cavity (18). A lever assembly is movably connected to the fulcrum seat (19). The lever assembly consists of a long lever arm (22) and a short lever arm (20). An adapter joint (23) is provided at the bottom end of the tension strut (16). The long lever arm (22) is used in conjunction with the tension strut (16) through the adapter joint (23). A movable joint (21) is provided on the outer wall of the end of the short lever arm (20) away from the fulcrum seat (19).

4. The semi-rigid base course pavement maintenance structure according to claim 3, characterized in that, The first elastic support mechanism includes two adapter grooves (10) disposed at the connection between the road asphalt concrete layer (1) and the bridge deck asphalt concrete layer (2). The bottom inner walls of the two adapter grooves (10) are provided with corresponding equidistant limiting grooves (11). A first spring (12) is installed on the inner wall of the limiting groove (11). The top end of the first spring (12) is connected to the bottom outer wall of the deceleration pad (3), and the original length of the first spring (12) is greater than the depth of the limiting groove (11). The connection between the road asphalt concrete layer (1) and the bridge deck asphalt concrete layer (2) is also provided with equidistant insertion holes (13). A movable insertion rod (7) is inserted into the inner wall of the insertion hole (13).

5. The semi-rigid base course pavement maintenance structure according to claim 4, characterized in that, The movable insert (7) and the tension support (16) are arranged alternately.

6. The semi-rigid base course pavement maintenance structure according to claim 5, characterized in that, The second elastic support mechanism includes a plug (15) disposed on the outer wall of the movable plug (7). The bottom outer wall of the plug (15) is provided with a hidden groove, and the inner wall of the hidden groove is provided with a second spring (25). The bottom end of the second spring (25) is supported and connected to the inner wall of the embedded frame (8).

7. The semi-rigid base course pavement maintenance structure according to claim 6, characterized in that, A pair of crossbars are connected to the outer walls of opposite sides of several plugs (15), and a connecting rod (26) is connected to the outer wall of the crossbar. The bottom end of the connecting rod (26) is connected to the outer wall of one side of the movable joint (21) by a hinge.

8. The semi-rigid base course pavement maintenance structure according to claim 4, characterized in that, The movable insert (7) is configured as an inclined structure, and the bottom end of the movable insert (7) is inclined toward the direction of the long rod lever arm (22).

9. The semi-rigid base course pavement maintenance structure according to claim 8, characterized in that, The bottom of the asphalt concrete layer (2) of the bridge deck is connected to an abutment (5), and a concrete pier is poured at the bottom of the abutment (5).

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