Steel bridge deck pavement system and method of construction thereof

Abstract

This invention discloses a steel bridge deck pavement system and its construction method. The method includes the following steps: S1: Dividing the steel bridge deck pavement system into a main bridge deck and approach bridge decks; S2: Dividing the main bridge deck into six steel panels and performing the following construction procedures: shear stud welding, steel mesh laying, ultra-high performance concrete pouring and curing; S3: Laying the main bridge deck wearing layer; S4: Dividing the approach bridge deck into a first approach bridge deck and a second approach bridge deck and performing the following construction procedures: constructing concrete crash barriers on both sides of the approach bridge deck, shear stud welding, steel mesh laying, ultra-high performance concrete pouring and curing; S5: Laying the first approach bridge wearing layer; S6: Laying the second approach bridge wearing layer. This invention can reasonably process the steel bridge deck pavement system, meet the construction period requirements, improve the compressive and shear strength and fatigue resistance of the pavement layer, and ensure that the pavement layer does not flow or distribute during the pouring process to ensure the thickness of the pavement layer.

Description

Technical Field

[0001] This invention relates to the field of bridge construction engineering technology, specifically to a steel bridge deck paving system and its construction method. Background Technology

[0002] With the rapid development of my country's transportation industry, bridge construction has also surged. As long-span bridges become increasingly common, steel bridges have been widely adopted. Steel bridge deck systems offer many advantages, such as lighter weight and the ability to be prefabricated and then hoisted on-site, thus reducing construction time.

[0003] However, in steel bridge deck systems, the pouring of the concrete pavement layer presents significant construction challenges. Existing methods are often complex and difficult to control, impacting the overall construction progress and quality. Furthermore, the concrete pavement layer is crucial during pouring. While ultra-high performance concrete used in composite bridge deck structures offers superior compressive and tensile strength compared to ordinary concrete, the joints of steel bridge decks bear repeated vehicle loads. Relying solely on ultra-high performance concrete is insufficient to guarantee the durability and fatigue resistance of the bridge deck structure, potentially leading to cracking and incurring substantial economic costs for maintenance and renovation. Additionally, the concrete pavement layer typically installed on steel bridge decks cannot be too thick to avoid excessively increasing the bridge's dead weight and compromising its load-bearing capacity.

[0004] Therefore, how to accelerate the construction progress and quality, strengthen the structural load-bearing frame of the steel bridge deck pavement, and ensure the thickness of the concrete pavement layer are particularly important issues that have become important topics for those skilled in the art. Summary of the Invention

[0005] To address the aforementioned issues, this invention provides a steel bridge deck pavement system and its construction method. This system rationally processes the steel bridge deck to meet construction schedule requirements, improves the compressive and shear strength and fatigue resistance of the ultra-high performance concrete pavement layer, and ensures that the ultra-high performance concrete pavement layer does not flow during pouring, thus guaranteeing the thickness of the ultra-high performance concrete pavement layer.

[0006] To achieve the above objectives, the present invention provides a construction method for a steel bridge deck pavement system, characterized by comprising the following steps:

[0007] S1: The steel bridge deck paving system is divided into the main bridge deck and the approach bridge deck;

[0008] S2: The main bridge deck is divided into six steel panels, which are arranged in a rectangular array of two rows and three columns. The following construction procedures are carried out on the six steel panels in sequence, starting from the middle and working backwards: (1) The surface of the steel panel is sandblasted to remove rust and shear nails are welded on. (2) Horizontal and longitudinal steel bars are laid on the steel panel to form an interlocking grid structure layer. (3) Ultra-high performance concrete is poured and cured on the steel panel with the grid structure layer in step (2) to form an ultra-high performance concrete pavement layer for the main bridge deck. U-shaped bars are provided between the ultra-high performance concrete pavement layer for the main bridge deck and the steel guardrail base.

[0009] S3: Lay a main bridge deck wear layer on the ultra-high performance concrete pavement layer of the main bridge deck;

[0010] S4: Divide the approach bridge surface into a first approach bridge surface and a second approach bridge surface, and perform the following construction procedures on the first approach bridge surface and the second approach bridge surface respectively: (1) Concrete anti-collision walls are poured on both sides of the approach bridge surface; (2) Sandblasting and rust removal are performed on the surface of the approach bridge surface and shear nails are welded; (3) Transverse and longitudinal steel bars are laid on the approach bridge surface to form an interlocking grid structure layer; (4) Ultra-high performance concrete is poured and cured on the approach bridge surface with the grid structure layer in procedure (3) to form an ultra-high performance concrete pavement layer for the first approach bridge surface or an ultra-high performance concrete pavement layer for the second approach bridge surface.

[0011] S5: Lay the first approach bridge wear layer on the ultra-high performance concrete pavement layer of the first approach bridge surface;

[0012] S6: Lay the second approach bridge wear layer on the ultra-high performance concrete pavement layer of the second approach bridge deck.

[0013] Furthermore, the six steel panels are a first steel panel, a second steel panel, a third steel panel, a fourth steel panel, a fifth steel panel, and a sixth steel panel, and the joints formed by the steel panels in the first row and the steel panels in the second row are cast in a staggered manner.

[0014] Furthermore, the steel panels in the first row are a first steel panel, a second steel panel, and a third steel panel, with dimensions of 11.5m×163m, 11.5m×153m, and 11.5m×151m, respectively. The steel panels in the second row are a fourth steel panel, a fifth steel panel, and a sixth steel panel, with dimensions of 11.5m×157m, 11.5m×153m, and 11.5m×157m, respectively.

[0015] Furthermore, the process (2) in step S2 and the process (3) in step S4 include: first laying longitudinal steel bars, then laying transverse steel bars, the transverse steel bars are laid at equal intervals with a spacing of 100mm between them, the longitudinal steel bars are laid at equal intervals with a spacing of 100mm between them.

[0016] Furthermore, the specifications of the transverse and longitudinal reinforcing bars are all... The steel bars, preferably

[0017] Furthermore, the transverse and longitudinal reinforcing bars are connected by binding with steel wire or iron wire, and the ends of the steel wire or iron wire face the steel panel, the first approach bridge surface, or the second approach bridge surface.

[0018] Furthermore, step S2 includes: setting reinforcing bars at the joints of two adjacent steel panels; setting the reinforcing bars at the joints of two horizontally adjacent steel panels parallel to the horizontal reinforcing bars and staggered from the horizontal reinforcing bars; setting the reinforcing bars at the joints of two vertically adjacent steel panels parallel to the vertical reinforcing bars and staggered from the vertical reinforcing bars.

[0019] Furthermore, the reinforcing bars at the joints of two horizontally adjacent steel panels are equally spaced, and the reinforcing bars at the joints of two vertically adjacent steel panels are equally spaced. The specifications of the reinforcing bars are as follows:

[0020] Furthermore, in step S2, before pouring ultra-high performance concrete, a toothed end mold is set at the joint between two adjacent steel panels, and the toothed end mold is removed after one of the two adjacent steel panels is poured, before pouring the next steel panel.

[0021] Furthermore, when removing the toothed end mold, the joint section is first flushed or roughened to expose the transverse and longitudinal reinforcing bars before pouring the remaining portion.

[0022] Furthermore, the setting of the toothed end mold includes: the toothed end mold is provided with positioning slots that are adapted to the diameter of the transverse steel bars, longitudinal steel bars and reinforcing steel bars, and the positioning slots of the toothed end mold are aligned with the transverse steel bars, longitudinal steel bars and reinforcing steel bars for installation, so that the toothed end mold is fitted onto the transverse steel bars, longitudinal steel bars and reinforcing steel bars through the positioning slots.

[0023] Furthermore, step S3 includes: laying the main bridge deck wear layer on the ultra-high performance concrete pavement layer of the main bridge deck using a modified epoxy adhesive layer. The main bridge deck wear layer is made of asphalt mixture, constructed using a high-precision paver, and compacted by a steel wheel roller, with a thickness of 18-22mm, preferably 20mm.

[0024] Furthermore, both step S5 (laying the first approach bridge wear layer) and step S6 (laying the second approach bridge wear layer) include the following steps:

[0025] A: Shot blasting is performed on the ultra-high performance concrete pavement layer of the first approach bridge or the ultra-high performance concrete pavement layer of the second approach bridge; B: After shot blasting, EBCL resin asphalt is applied and then crushed stone is spread to form a waterproof and anti-skid bonding layer; C: RA resin asphalt binder is applied to the waterproof and anti-skid bonding layer to form an RA resin asphalt bonding layer, and resin asphalt mixture is laid, cured, and shot blasted to form a resin asphalt mixture layer; D: Finally, EBCL binder is applied and crushed stone is spread. After curing, a waterproof and anti-skid overlay layer is formed, constituting the first approach bridge wear layer or the second approach bridge wear layer.

[0026] Furthermore, the thickness of the first or second approach bridge wear layer is 23mm to 27mm, preferably 25mm.

[0027] Furthermore, steps S2 and S4 also include applying epoxy glass flake paint to the perimeter of the main bridge deck and approach bridge deck after the shear studs have been welded for corrosion protection.

[0028] Furthermore, the ultra-high performance concrete pouring in steps S2 and S4 also includes: mixing, spreading and leveling the ultra-high performance concrete.

[0029] In another aspect, the present invention provides a steel bridge deck pavement system, comprising a main bridge deck and approach bridge decks; the main bridge deck comprises six steel panels arranged in a rectangular array of two rows and three columns, each steel panel having shear studs, transverse reinforcing bars, and longitudinal reinforcing bars, the transverse and longitudinal reinforcing bars interlacing to form a grid structure layer; the main bridge deck is paved with an ultra-high performance concrete pavement layer, and a main bridge deck wear-resistant layer is laid on top of the ultra-high performance concrete pavement layer; the approach bridge deck comprises a first approach bridge deck and a second approach bridge deck. The approach bridge deck has concrete crash barriers on both sides. The first and second approach bridge decks are respectively provided with shear studs, transverse reinforcing bars, and longitudinal reinforcing bars. The transverse and longitudinal reinforcing bars interweave to form a grid structure layer. The first approach bridge deck is covered with a first approach bridge deck ultra-high performance concrete pavement layer, and a first approach bridge wear layer is laid on the first approach bridge deck ultra-high performance concrete pavement layer. The second approach bridge deck is covered with a second approach bridge deck ultra-high performance concrete pavement layer, and a second approach bridge wear layer is laid on the second approach bridge deck ultra-high performance concrete pavement layer.

[0030] Furthermore, reinforcing bars are provided at the joints of two adjacent steel panels; the reinforcing bars at the joints of two horizontally adjacent steel panels are parallel to the horizontal reinforcing bars and staggered from them; the reinforcing bars at the joints of two vertically adjacent steel panels are parallel to the vertical reinforcing bars and staggered from them.

[0031] The present invention has at least the following technical effects through the technical solution provided by the present invention:

[0032] (1) The construction method of the steel bridge deck paving system provided by the present invention can reasonably process the steel bridge deck paving system, which is conducive to construction organization, speeds up construction, meets the construction period requirements, and has obvious advantages for road sections with high traffic pressure.

[0033] (2) When pouring ultra-high performance concrete, by setting toothed end molds and pouring them in sequence, it can be ensured that the ultra-high performance concrete pavement layer of the present invention does not flow during the pouring process. Furthermore, the toothed end molds are symmetrically set along the joint direction, so that the stress of the ultra-high performance concrete is evenly distributed on each steel panel, further ensuring the thickness of the ultra-high performance concrete pavement layer.

[0034] (3) By setting up reinforcing bars and arranging them along the joint direction, the compressive and shear strength and fatigue resistance of the ultra-high performance concrete pavement can be improved.

[0035] Other features and advantages of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0036] Figure 1 A flowchart of the construction method for the steel bridge deck paving system provided by the present invention;

[0037] Figure 2 A schematic diagram illustrating the pouring sequence and direction of the main bridge deck sections provided by this invention;

[0038] Figure 3 This is a schematic diagram of the main bridge deck provided by the present invention;

[0039] Figure 4 The temperature change diagram of the steel panel during the welding process of the welding studs provided by this invention;

[0040] Figure 5 This invention provides a top view of the structural process of casting two longitudinally adjacent steel panels of the main bridge deck;

[0041] Figure 6 This invention provides a top view of the structure of the casting process of two laterally adjacent steel panels of the main bridge deck;

[0042] Figure 7 A schematic diagram of the toothed end mold at the joint provided by the present invention;

[0043] Figure 8 A top view of the casting process of another embodiment of the longitudinally adjacent steel panels of the main bridge deck is provided for this invention.

[0044] Figure 9 A schematic diagram of the structure of the first approach bridge surface provided by the present invention;

[0045] Figure 10 This is a schematic diagram of the structure of the second approach bridge surface provided by the present invention;

[0046] Figure 11 This is a structural diagram of the bridge wear layer provided by the present invention.

[0047] Figure label:

[0048] 1 First steel panel; 2 Second steel panel; 3 Third steel panel; 4 Fourth steel panel; 5 Fifth steel panel; 6 Sixth steel panel; 7 First side; 8 Second side; 9 Third side; 10 Fourth side; 11 Shear stud; 12 Transverse reinforcement; 13 Longitudinal reinforcement; 14 Reinforcing reinforcement; 15 Toothed end form; 151 Convex; 152 Concave; 16 Main bridge deck ultra-high performance concrete pavement layer; 17 Main bridge deck wearing course; 18 First approach bridge deck ultra-high performance concrete pavement layer; 19 First approach bridge wearing course; 20 Second approach bridge deck ultra-high performance concrete pavement layer; 21 Second approach bridge wearing course Detailed Implementation

[0049] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the scope of the present invention.

[0050] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0051] In this invention, unless otherwise stated, directional terms such as "upper," "lower," "top," and "bottom" are generally used to describe the relative positions of components in relation to the directions shown in the accompanying drawings or in relation to the vertical, perpendicular, or gravitational directions. The transverse direction refers to the direction consistent with the length of the transverse reinforcing bar, and the longitudinal direction refers to the direction consistent with the length of the longitudinal reinforcing bar.

[0052] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0053] Please refer to Figure 1 , Figure 1 The flowchart shows the construction method of the steel bridge deck pavement system provided by the present invention. The construction method of the steel bridge deck pavement system provided by the present invention includes step S1: dividing the steel bridge deck pavement system into the main bridge deck and the approach bridge deck.

[0054] Please refer to Figure 2 and Figure 3 , Figure 2 This is a schematic diagram illustrating the pouring sequence and direction of the main bridge deck sections provided by the present invention. Figure 3 This is a schematic diagram of the main bridge deck structure provided by the present invention. In step S2, the main bridge deck is divided into six steel panels, namely, the first steel panel 1, the second steel panel 2, the third steel panel 3, the fourth steel panel 4, the fifth steel panel 5, and the sixth steel panel 6. The first steel panel 1, the second steel panel 2, and the third steel panel 3 are located on the first side 7 of the main bridge deck, the fourth steel panel 4, the fifth steel panel 5, and the sixth steel panel 6 are located on the second side 8 of the main bridge deck, and the first steel panel 1 and the fourth steel panel 4 are located on the third side 9 of the main bridge deck, and the third steel panel 3 and the sixth steel panel 6 are located on the fourth side 10 of the main bridge deck, so that the six steel panels are distributed in a rectangular array of two rows and three columns. During construction, the six steel panels are processed in the following order: first the middle, then the two sides. Step (1) The steel panel surface is sandblasted to remove rust and is kept clean and dry, free of oxide scale, rust, non-weldable coatings, oil, dust and other impurities. Then, shear studs 11 are welded. Before welding, each shear stud 11 position is locally ground to ensure that the weld surface is flat and smooth. In this embodiment, an arc stud welding machine is used to weld the shear studs 11. During welding, the welding time should be controlled to ensure the welding quality. After welding, the ink lines, welding slag, magnetic rings and debris set during positioning are removed.

[0055] In the above process, the shear studs 11 can be welded studs, with a diameter of 13mm, a height of 40mm, and a spacing of 200mm between them to form a grid arrangement. In one embodiment of the invention, after the welded studs are welded, two coats of epoxy glass flake paint are immediately applied around the perimeter of the main bridge deck within a 0.5m radius to form an anti-corrosion coating. The total thickness of the paint film is not less than 450μm, which seals and protects the steel bridge deck pavement structure after rust removal. The surface of the anti-corrosion coating should be smooth, uniform, and free from defects such as missed areas, bubbles, cracks, pores, and rust.

[0056] In the construction method provided by this invention, when the designed position of the welding stud conflicts with the joint position between any two adjacent steel panels in the six steel panels, the welding stud should be offset from the joint boundary by 2cm to 3cm, and the welding stud should not be directly welded to the splicing joint.

[0057] Figure 4 The diagram shows the temperature change of the steel panel during the welding process of the welding studs provided by this invention. As can be seen from the diagram, the highest temperature directly beneath the steel panel during welding is 190°C, the average temperature is 140°C, and the standard deviation is 20.3°C. Furthermore, during welding, it was observed that the temperature directly beneath the steel panel rises rapidly, reaching its maximum temperature in 5-8 seconds; and after reaching the maximum temperature, the temperature drops rapidly, decreasing to 100°C in 8-10 seconds and to 50°C in 48-57 seconds. Therefore, during welding, the highest temperature directly beneath the steel panel does not exceed 200°C, having no impact on the steel panel itself. The temperature influence range is also small, and adjacent welding studs are almost unaffected.

[0058] Process (2): Lay horizontal steel bars 12 and longitudinal steel bars 13 on the steel panel to form an interlocking grid structure layer to improve the compressive strength of the steel panel, and set reinforcing steel bars 14 at the joint of two adjacent steel panels.

[0059] In an embodiment of the construction method provided by this invention, the transverse reinforcing bars 12 and the longitudinal reinforcing bars 13 are connected by binding with steel wire or iron wire (not shown in the figure), with the ends of the steel wire or iron wire facing the steel panel, forming a grid structure layer by interlacing with each other. In this embodiment, the longitudinal reinforcing bars 13 are laid at equal intervals first, and then the transverse reinforcing bars 12 are laid at equal intervals. The specifications of both the transverse reinforcing bars 12 and the longitudinal reinforcing bars 13 can be... The spacing between the transverse reinforcing bars 12 can be 100mm, and the spacing between the longitudinal reinforcing bars 13 can be 100mm. Of course, in other embodiments, the specifications and spacing of the transverse reinforcing bars 12 and the longitudinal reinforcing bars 13 can be selected according to the area of ​​the steel panel, and no restrictions are set here.

[0060] When laying the transverse reinforcing bars 12 and the longitudinal reinforcing bars 13, they can be placed on the steel panel first. The steel reinforcement spacers can be spaced 2m apart to ensure the height of the grid structure layer.

[0061] In this embodiment, the transverse reinforcing bars 12 are spot-welded to some of the studs, and the spot welding spacing can be 2m to prevent the transverse reinforcing bars 12 and longitudinal reinforcing bars 13 from floating up during the steel bridge deck paving.

[0062] Please see Figure 5 and Figure 6 , Figure 5 The diagram shows a top view of the structure of the longitudinally adjacent steel panels of the main bridge deck provided by the present invention, as follows: Figure 5 As shown, taking two longitudinally adjacent steel panels, the second steel panel 2 and the third steel panel 3, as an example, the reinforcing steel bar 14 at the joint of the second steel panel 2 and the third steel panel 3 is set parallel to the longitudinal steel bar 13 and staggered from the longitudinal steel bar 13. Figure 6 The diagram shows a top view of the structure of the two laterally adjacent steel panels of the main bridge deck provided by the present invention, as follows: Figure 6 As shown, taking two horizontally adjacent steel panels, the second steel panel 2 and the fifth steel panel 5, as an example, the reinforcing steel bar 14 at the joint of the second steel panel 2 and the fifth steel panel 5 is set parallel to the horizontal steel bar 12 and staggered from the horizontal steel bar 12.

[0063] In this invention, the joint formed by two longitudinally adjacent steel panels is a transverse joint, meaning the joint direction is consistent with the direction of the transverse reinforcing bar 12. Therefore, the reinforcing bar 14 at the joint of the two longitudinally adjacent steel panels is set parallel to the longitudinal reinforcing bar 13 and staggered from it. Conversely, the joint formed by two transversely adjacent steel panels is a longitudinal joint, meaning the joint direction is consistent with the direction of the longitudinal reinforcing bar 13. Therefore, the reinforcing bar 14 at the joint of the two transversely adjacent steel panels is set parallel to the transverse reinforcing bar 12 and staggered from it. This invention, by setting the reinforcing bar 14 perpendicularly along the joint direction, enhances the integrity of the ultra-high performance concrete pavement layer at the joint and strengthens the strength and tensile strength of areas on the main bridge deck prone to shear stress, thereby enhancing the overall strength of the main bridge deck and giving it good durability, reducing defects such as cracks and delamination on the steel panel pavement layer. The specifications of the reinforcing bar 14 can be... No restrictions are imposed here. A toothed end mold 15 is installed at the reinforcing steel bar 14. The toothed end mold 15 is provided with positioning slots (not shown in the figure) that are adapted to the diameter of the transverse steel bar 12, the longitudinal steel bar 13 and the reinforcing steel bar 14. The positioning slots of the toothed end mold 15 are aligned with the transverse steel bar 12, the longitudinal steel bar 13 and the reinforcing steel bar 14 for installation. This allows the toothed end mold 15 to be fitted onto the transverse steel bar 12, the longitudinal steel bar 13 and the reinforcing steel bar 14 through the positioning slots, so that the toothed end mold 15 does not shift during the pouring process and can be easily removed and placed at any time.

[0064] like Figure 7 As shown, Figure 7 A schematic diagram of the toothed end mold at the joint provided by the present invention is shown. For example... Figure 7 As shown, in this embodiment, taking the toothed end mold at the joint formed by two longitudinally adjacent steel panels as an example, the toothed end mold 15 includes multiple convex shapes 151 and concave shapes 152. The convex shapes 151 and concave shapes 152 are alternately arranged along the direction of the transverse reinforcing bars 12 to form a wave-like structure. The transverse length and longitudinal length of the convex shapes 151 and concave shapes 152 are the same. In this embodiment, the transverse length and longitudinal length of the convex shape 151 can be 200mm, the transverse length and longitudinal length of the concave shape 152 can be 200mm, and the depth of the toothed end mold 15 can be 200mm. Of course, in other embodiments, the specifications and spacing of the reinforcing bars 14 and the toothed end mold 15 can be selected according to the area of ​​the steel panel, and no restrictions are set here. The transverse length refers to the length consistent with the direction of the transverse reinforcing bars 12, and the longitudinal length refers to the length consistent with the direction of the longitudinal reinforcing bars 13.

[0065] In one embodiment of the present invention, such as Figure 8 As shown, the spacing between the reinforcing bars 14 is 100mm, so that the reinforcing bars 14 are provided in both the convex shape 151 and the concave shape 152.

[0066] In another embodiment of the invention, such as Figure 5As shown, the spacing between the reinforcing bars 14 is 350mm, so that the reinforcing bars 14 are only provided at the convex shape 151. In this embodiment, the convex shape 151 has a positioning slot in the transverse direction that matches the diameter of the longitudinal bar 13 and the reinforcing bar 14, and the concave shape 152 has a positioning slot in the transverse direction that matches the diameter of the longitudinal bar 13. Of course, in other embodiments, the reinforcing bars 14 can also be provided only at the concave shape 152. When the reinforcing bars 14 are only provided at the concave shape 152, the positioning slots of the toothed end mold 15 should be adjusted accordingly. That is, the convex shape 151 has a positioning slot in the transverse direction that matches the diameter of the longitudinal bar 13, and the concave shape 152 has a positioning slot in the transverse direction that matches the diameter of the longitudinal bar 13 and the reinforcing bar 14, so that the toothed end mold 15 can be fitted onto the longitudinal bar 13 or the reinforcing bar 14 respectively through the positioning slots. There is no limitation here. In other embodiments of the present invention, the reinforcing steel bars 14 may also be arranged at non-equal intervals, as long as they can match the positioning buckles of the toothed end mold 15 and enhance the strength of the steel panel joint.

[0067] In the above embodiments of the present invention, the distance between the positioning slots of the toothed end mold 15 can be set according to the distance between the transverse reinforcing bars 12, the distance between the longitudinal reinforcing bars 13 and the reinforcing bars 14, and the number of positioning slots of the toothed end mold 15 can be set according to the number of transverse reinforcing bars 13, longitudinal reinforcing bars 13 and reinforcing bars 14 respectively. Of course, in other embodiments, the positioning slots in the transverse direction can also be set as a single unit, that is, only one positioning slot is needed in the transverse direction, and it is not necessary to set corresponding positioning slots according to the number of longitudinal reinforcing bars 13 and reinforcing bars 14 respectively, so that the toothed end mold 15 can be fitted onto the transverse reinforcing bars 12, longitudinal reinforcing bars 13 and reinforcing bars 14 through the positioning slots. No limitation is made here.

[0068] The method for setting the toothed end mold 15 and reinforcing steel bar 14 at the joint formed by two horizontally adjacent steel panels provided by the present invention is in the same principle as the method for setting the toothed end mold 15 and reinforcing steel bar 14 at the joint formed by two vertically adjacent steel panels, and is not limited here.

[0069] Process (3): Ultra-high performance concrete is poured and cured to form the ultra-high performance concrete pavement layer 16 of the main bridge deck. U-shaped reinforcement bars are provided between the ultra-high performance concrete pavement layer 16 of the main bridge deck and the steel guardrail base. The ultra-high performance concrete pavement layer 16 of the main bridge deck covers shear studs 11, transverse reinforcement bars 12, longitudinal reinforcement bars 13 and reinforcing bars 14. The ultra-high performance concrete pavement layer 16 of the main bridge deck includes a protective layer. The thickness of the protective layer should not be less than 15mm, so that the new and old concrete are connected as a whole to increase the connection strength. The protective layer refers to the part of the ultra-high performance concrete pavement layer 16 of the main bridge deck that does not cover the shear studs 11, transverse reinforcement bars 12, longitudinal reinforcement bars 13 and reinforcing bars 14 (i.e., the upper area of ​​the ultra-high performance concrete pavement layer 16 of the main bridge deck). The thickness of the ultra-high performance concrete pavement layer 16 of the main bridge deck can be 50mm to avoid excessively increasing the dead weight of the bridge and affecting the bearing capacity of the bridge, but it is not limited to this. In this invention, the shear studs 11 and the ultra-high performance concrete pavement layer 16 participate in the stress distribution of the main bridge deck structure, thereby improving the rigidity of the main bridge deck structure.

[0070] In one embodiment of the present invention, the ultra-high performance concrete pavement is 467m long. Please refer to [link / reference]. Figure 2 The present invention divides the main bridge deck into six steel panels, and the pouring sequence is: fifth steel panel 5 → second steel panel 2 → third steel panel 3 → first steel panel 1 → sixth steel panel 6 → fourth steel panel 4, and the pouring direction of each steel panel is as follows: Figure 2 As indicated by the middle arrow, the pouring process begins with the fifth steel panel 5 on the second side 8. After the fifth steel panel 5 has cured for 3 days, the pouring of the second steel panel 2 on the first side 7 is carried out. Next, the pouring of the fourth side 10 near the first side 7 (i.e., the pouring of the third steel panel 3) and the third side 9 near the first side 7 (i.e., the pouring of the first steel panel 1) are performed. Finally, the pouring of the second side 8 near the fourth side 10 (i.e., the pouring of the sixth steel panel 6) and the second side 8 near the third side 9 (i.e., the pouring of the fourth steel panel 4) are performed. When pouring the first steel panel 1, the second steel panel 2, the fourth steel panel 4, and the fifth steel panel 5, the pouring direction is from the fourth side 10 towards the third side 9. However, when pouring the third steel panel 3 and the sixth steel panel 6, the pouring direction is from the third side 9 towards the fourth side 10. The main bridge deck pouring method provided by this invention is beneficial for construction organization and has a faster construction speed, which has obvious advantages for road sections with high traffic pressure.

[0071] In one embodiment, the steel panels in the first row are designated as first steel panel 1, second steel panel 2, and third steel panel 3, with dimensions of 11.5m × 163m, 11.5m × 153m, and 11.5m × 151m, respectively. The steel panels in the second row are designated as fourth steel panel 4, fifth steel panel 5, and sixth steel panel 6, with dimensions of 11.5m × 163m, 11.5m × 153m, and 11.5m × 151m, respectively. The dimensions are 157m, 11.5m×153m, and 11.5m×157m, to ensure that the joints between the three steel panels of the first side 7 (i.e., the first steel panel 1, the second steel panel 2, and the third steel panel 3) and the three casting areas of the second side 8 (i.e., the fourth steel panel 4, the fifth steel panel 5, and the sixth steel panel 6) are staggered during casting. This invention can reduce the stress at the joints, increase the tensile strength at the joints, effectively prevent the generation of cracks at the joints, and has good durability and fatigue resistance.

[0072] In this embodiment, after one of the two adjacent steel panels is cast, the toothed end mold is removed, and then the remaining part is cast. For example... Figure 7 As shown, Figure 7 The diagram shows a schematic of the toothed end mold at the joint between the second steel panel 2 and the third steel panel 3. The ultra-high performance concrete pouring on the steel panels includes first pouring the first side of the toothed end mold 15, i.e., the second steel panel 2. After the second steel panel 2 has set, the toothed end mold 15 is removed. The pouring thickness of the second steel panel 2 and the third steel panel 3 is the same. In this embodiment, after pouring the second steel panel 2 and before pouring the third steel panel 3, after removing the toothed end mold 15 and before pouring the next steel panel, the joint section should be roughened to expose the steel fibers in the ultra-high performance concrete pavement layer of the second steel panel 2. After roughening, no loose residue or debris should remain. In this embodiment, the roughening width is not less than 2 cm, including but not limited to this. The present invention uses a toothed end mold for casting, which makes the joint cross-section easier to roughen. This ensures that the steel fibers at the joint cross-section can be embedded in the ultra-high performance concrete of the second steel panel 2 and the third steel panel 3, thereby achieving continuous force transmission of the ultra-high performance concrete of the second steel panel 2 and the third steel panel 3 at the joint and improving the crack resistance and durability of the joint between the steel panels.

[0073] In another embodiment of this example, after the second steel panel 2 is poured, before pouring the next steel panel, after removing the toothed end mold 15, the joint section should be flushed first, and the steel fibers in the ultra-high performance concrete pavement layer of the second steel panel 2 should be exposed at the joint section.

[0074] The thickness of the ultra-high performance concrete pavement layer on the steel panels is 50mm. The aforementioned six steel panels together form the main bridge deck ultra-high performance concrete pavement layer 16. That is, in this embodiment, the thickness of the main bridge deck ultra-high performance concrete pavement layer 16 is 50mm, but the thickness of the main bridge deck ultra-high performance concrete pavement layer is not limited to this. During the pouring process, by setting the toothed end mold 15 and pouring in stages, this invention ensures that the concrete material does not flow on the steel panels. Furthermore, the toothed end mold 15 is symmetrically arranged along the joint direction, ensuring a uniform distribution of stress on the ultra-high performance concrete between the steel panels, further guaranteeing the thickness of the main bridge deck ultra-high performance concrete pavement layer 16.

[0075] In this invention, comparative tests were conducted on different mixing processes for ultra-high performance concrete to further optimize the mixing procedure. The first mixing process is as follows: start the mixer → add powder (mix for 60s) → add water → mix for 240s (the material reaches a fluidized state) → add fiber and continue mixing (mix for more than 180s) → discharge.

[0076] The optimized stirring process statistics are shown in Table 1:

[0077] Table 1

[0078]

[0079] Comparing the first mixing process with the optimized mixing process, the mixing process can be optimized as follows:

[0080] Start the mixer → add powder → add water → mix for 120 seconds → add fiber → mix for 120 seconds → discharge. During the mixing process, the spread of the mixer is checked every hour. The use of a UHPC high-speed mixer significantly improves mixing efficiency and uniformity, ensuring the mixing performance of ultra-high performance concrete. Furthermore, the increased fiber inlet of the mixer shortens fiber addition time and improves efficiency.

[0081] In this invention, the slump spread of ultra-high performance concrete is tested. Ultra-high performance concrete with a slump spread of 630 mm is selected for paving at a 3% slope, and ultra-high performance concrete with a slump spread of 600 mm is selected for a 6% slope. This is to further ensure that the ultra-high performance concrete material does not flow on the steel panel during placement and leveling, thereby ensuring that the thickness of the ultra-high performance concrete pavement layer of this invention is 50 mm, so as not to increase the constant weight of the bridge too much and affect the load-bearing capacity of the bridge.

[0082] In this embodiment, after pouring the ultra-high performance concrete pavement layer 16 of the main bridge deck, the surface is sprayed with moisture. Then, a leveling machine is used to level the ultra-high performance concrete pavement layer 16 of the main bridge deck. The leveling machine is a self-propelled high-frequency low-amplitude vibratory leveler, capable of longitudinal movement, with each step width not exceeding the maximum leveling width of the leveler. Lifting systems at both ends of the leveler adjust its height, and the height of the screed and vibratory level are pre-adjusted to the design elevation. The screed and vibratory level work in coordination, resulting in a smooth and uniform ultra-high performance concrete surface after leveling. In one embodiment of this invention, the elevation error after leveling is controlled within ±2mm. For localized areas where the paver cannot pave, such as corners and pre-drilled holes, manual placement of the concrete is used, followed by compaction using a plate vibrator.

[0083] Immediately after leveling, a film covering machine is used for spray film covering and curing. In one embodiment of the present invention, an integrated automatic film covering machine is used, which is equipped with a longitudinal walking track mounted on the side guardrail and the middle guardrail. The automatic film covering machine moves automatically along the track.

[0084] Step S3: Lay the main bridge deck wearing course 17 on the ultra-high performance concrete pavement layer 16 of the main bridge deck. This is done using a high-precision paver and compacted with a steel wheel roller. The thickness of the main bridge deck wearing course 17 can be 20mm, but is not limited to this. In one embodiment of the invention, an adhesive layer is provided between the ultra-high performance concrete pavement layer 16 and the main bridge deck wearing course 17. The adhesive layer is a modified epoxy adhesive layer. To better ensure the bonding performance between the ultra-high performance concrete pavement layer 16 and the main bridge deck wearing course 17, the main bridge deck wearing course 17 uses asphalt mixture, specifically comprising: coarse aggregate, fine aggregate, filler, and asphalt binder.

[0085] Basalt with a particle size of 5mm to 10mm is typically used as coarse aggregate. To ensure good particle shape, an impact crusher should be used during coarse aggregate production. In this embodiment of the invention, the quality requirements for coarse aggregate are shown in Table 2.

[0086] Table 2

[0087] Test Project unit Technical Requirements Apparent density, not less than <![CDATA[t / m 3 ]]> 2.60 Water absorption rate, not greater than ％ 2 The crushing value of the stone shall not exceed [amount missing]. ％ 26 Los Angeles wear loss, no greater than ％ 23 Strength, not greater than ％ 12 The ratio of slender, flat particles is 3:1, and not greater than... ％ 10 The proportion of particles on two or more broken surfaces is not less than ％ 90 Content less than 0.075mm, not greater than ％ 1

[0088] The fine aggregate used must be clean, dry, unweathered, free of impurities, and have certain angularity. Quartzite manufactured sand with a particle size of 0–3 mm can be used. In this embodiment of the invention, the quality requirements for the fine aggregate are shown in Table 3:

[0089] Table 3

[0090] Test Project unit Technical Requirements Apparent density, not less than <![CDATA[t / m 3 ]]> 2.5 For robustness (parts >0.3mm), not less than ％ 12 The mud content (the content of mud particles smaller than 0.075 mm) is not greater than [amount not specified]. ％ 3 Sand equivalent, not less than ％ 60 Asian Blue Value, not greater than <![CDATA[g·kg -1 ]]> 25 Angularity (flow time), not less than s 30

[0091] The filler can be made from hydrophobic stone materials such as limestone or strong basic rocks from igneous rocks, which are obtained by grinding. The mineral powder should be dry and clean. In the embodiments of this invention, the quality requirements of the filler are shown in Table 4:

[0092] Table 4

[0093]

[0094] Because the wearing course has a large porosity, the selected asphalt binder must have strong adhesion and good durability. Its selection should be based on the climate, traffic load, highway grade, project cost, and aggregate composition and gradation. SBS modified asphalt can be used as a compound. In this embodiment of the invention, the asphalt binder quality requirements are shown in Table 5:

[0095] Table 5

[0096] Test Project Require / % Needle penetration (25℃, 100g, 5s) / 0.1mm ≥50 Softening point (ring and ball method) / °C ≥70 Dynamic viscosity at 60℃ / Pa·s ≥6000 Ductility (5℃, 5cm / min) / cm ≥25 Density (15℃) / g·cm⁻³ Actual measurement Separation (163℃, 48h) Softening point difference / ℃ ≤2 Rotational viscosity (135℃) / Pa·s ≤3 Elastic recovery (25℃) / % ≥80 mass loss / % ≤0.5 Penetration ratio (25℃) / % ≥65 Ductility (5℃, 5cm / min) / cm ≥15

[0097] Step S4: Divide the approach bridge surface into a first approach bridge surface and a second approach bridge surface. Please refer to [link / reference]. Figure 9 and Figure 10 , Figure 9 This is a schematic diagram of the structure of the first approach bridge surface provided by the present invention. Figure 10 This is a schematic diagram of the structure of the second approach bridge surface provided by the present invention. During construction, the following construction procedures are carried out sequentially on the first approach bridge surface and the second approach bridge surface: Procedure (1): Construct concrete anti-collision walls on both sides of the approach bridge surface.

[0098] Step (2): Sandblasting and rust removal treatment of the approach bridge surface and welding shear nails 11; Step (3): Laying transverse steel bars 12 and longitudinal steel bars 13 on the approach bridge surface to form an interlocking grid structure layer; (4): Pouring and curing ultra-high performance concrete on the approach bridge surface with grid structure layer in step (3) to form the first approach bridge surface ultra-high performance concrete pavement layer 18 or the second approach bridge surface ultra-high performance concrete pavement layer 20; The specific construction operations of the approach bridge surface construction steps (2) to (3) can be the same as those of the main bridge surface provided by the present invention, and will not be repeated here.

[0099] Step S5: Lay the first approach bridge wear layer 19 on the first approach bridge surface ultra-high performance concrete pavement layer 18.

[0100] Step S6: Lay the second approach bridge wear layer 21 on the ultra-high performance concrete pavement layer 20 of the second approach bridge surface.

[0101] In this embodiment, as Figure 11As shown, the first approach bridge wear layer 19, from bottom to top, includes a waterproof and anti-skid bonding layer 191, an RA resin asphalt bonding layer 192, an RA10 resin asphalt mixture layer 193, and an EBCL waterproof and anti-skid overlay layer 194. The specific preparation method includes: (1) using a dust-free shot blasting machine to shot blast the ultra-high performance concrete pavement layer 18 of the first approach bridge surface to remove laitance and debris; (2) after shot blasting, applying resin asphalt EBCL to the ultra-high performance concrete pavement layer 18 of the first approach bridge surface, and then spreading a layer of 3-5 mm single-particle crushed stone at a spreading rate of 3-4 kg / m². 2 After curing, a waterproof and anti-slip adhesive layer 191 is formed; (3) 0.5-0.7 kg / m of resin asphalt RA binder is applied to the waterproof and anti-slip adhesive layer 191. 2 , forming RA resin asphalt bonding layer 192, and laying resin asphalt mixture RA10 and rolling it until it is impermeable. After curing, shot blasting is performed to form RA10 resin asphalt mixture layer 193; (4) Finally, EBCL binder 1.2~1.4kg / m 2 And spread 4-6 kg / m² of 3-5 mm single-particle-size crushed stone. 2 After curing, an EBCL waterproof and anti-slip cover layer 194 is formed. The structure and specific preparation method of the second approach bridge wear layer 21 are the same as those of the first approach bridge wear layer 19, and will not be described again here.

[0102] The first approach bridge wear layer 19 and the second approach bridge wear layer 21 constructed by the method provided by the present invention can effectively resist skids and improve the rigidity of the pavement structure while ensuring that the performance of the approach bridge pavement meets the specifications. In this embodiment, the thickness of the first approach bridge wear layer 19 and the second approach bridge wear layer 21 can be 25mm, but it is not limited thereto.

[0103] In this embodiment, the waterproof and anti-slip adhesive layer 191 includes EBCL binder, which comprises component A and component B. Component A is a mixture of epoxy resin and other substances such as petroleum asphalt, while component B is a mixture of curing agent and other substances such as petroleum asphalt. After mixing components A and B, the epoxy resin and curing agent undergo a chemical reaction and cross-linking curing reaction at room temperature, ultimately forming an irreversible cross-linked cured product. This means that it can be applied and cured to the design strength at room temperature. The EBCL binder should be a green and environmentally friendly product, free of toxic and harmful volatile solvents such as toluene or xylene. The performance of the EBCL binder should meet the specified technical requirements as shown in Table 6.

[0104] Table 6

[0105]

[0106] In this embodiment, the RA resin asphalt binder is suitable for the mixing and production of RA mixtures. The RA resin asphalt binder includes component C and component D. Component C is a mixture of epoxy resin and other substances such as petroleum asphalt, and component D is a mixture of curing agent and other substances such as petroleum asphalt. After mixing components C and D, the epoxy resin and curing agent in the RA resin asphalt binder undergo a chemical reaction and cross-linking curing reaction at room temperature, ultimately forming an irreversible cross-linked cured product. The RA resin asphalt binder should be a green and environmentally friendly product, free of toxic and harmful volatile solvents such as toluene or xylene. Its technical requirements are shown in Table 7.

[0107] Table 7

[0108]

[0109]

[0110] In this embodiment, the gradation range and performance requirements of the resin asphalt mixture are shown in Table 8:

[0111] Table 8

[0112] Test Project unit Technical Requirements Number of impacts (double-sided) Second-rate 50 hits Specimen size mm Φ101.6mm×63.5mm Porosity VV ％ 0.0～2.0 Stability MS (70℃) kN ≥40.0 Stream value Mm 20～40 Water immersion Marshall residue stability ％ ≥90 Freeze-thaw splitting strength ratio ％ ≥90 Vehicle rut dynamic stability (70℃) No ruts or ≥20,000 times / mm Low-temperature bending limit strain of small beam (-10℃) 10-6 ≥4000

[0113] In this embodiment of the invention, the ultra-high performance concrete is a modified ultra-high performance cement-based material. The components include cement, fly ash, silica fume, mineral powder, quartz powder, fine aggregate, steel fiber, admixtures, or a dry mixture made of the above materials, which is mixed with water and then hardened to form an advanced cement-based composite material with high compressive strength, tensile strain strengthening, and high durability.

[0114] Cement: It shall comply with the provisions of "General Portland Cement" (GB175); Portland cement or ordinary Portland cement with a strength grade of not less than 42.5 may be used.

[0115] External admixtures include fly ash, silica fume, and mineral powder. Fly ash should comply with the requirements of "Fly Ash for Cement and Concrete" (GB / T 1596), silica fume should comply with the requirements of "Silica Fume for Mortar and Concrete" (GB / T 27690), and granulated blast furnace slag powder should be used. Granulated blast furnace slag powder should comply with the requirements of "Granulated Blast Furnace Slag Powder for Cement and Concrete" (GB / T 18046).

[0116] Quartz powder and fine aggregate: The sieving test of quartz powder and fine aggregate shall be conducted in accordance with the provisions of the "Standard for Quality and Testing Methods of Sand and Stone for Ordinary Concrete" (JGJ52); the SiO2 content of quartz powder and fine aggregate shall be tested in accordance with the provisions of the "Chemical Analysis Method for Siliceous Raw Materials for Cement" (JC / T874); the chloride ion content, mica content, and mud content of quartz powder and fine aggregate shall be tested in accordance with the provisions of the "Standard for Quality and Testing Methods of Sand and Stone for Ordinary Concrete" (JGJ52). In one embodiment of the present invention, the technical indicators of quartz powder are shown in Table 9, and the particle size and content of fine aggregate are shown in Table 10.

[0117] Table 9

[0118] Components Technical Specifications (%) <![CDATA[SiO2 content]]> ≥97 Chloride ion content ≤0.02 Sulfide and sulfate content ≤0.50 mica content ≤0.50 mud content ≤0.50

[0119] Table 10

[0120]

[0121] Steel fiber: High-strength straight fibers with a circular cross-section can be used, and their performance requirements are shown in Table 11.

[0122] Table 11

[0123] Testing items Indicator Requirements Diameter / mm 0.18～0.22 Aspect Ratio 65-100 Length range / mm 13～19 Tensile strength / MPa ≥2000 Appearance pass rate / % ≥96％

[0124] Admixtures: Admixtures shall comply with the provisions of "Concrete Admixtures" (GB 8076) and "Technical Specification for Application of Concrete Admixtures" (GB 50119). High-performance water-reducing agents with a water reduction rate of more than 25% may be used.

[0125] Water: It should comply with the requirements of the "Standard for Water Used in Concrete" (JGJ63).

[0126] The present invention also provides a steel bridge deck paving system, such as Figures 3 to 11 As shown, the steel bridge deck pavement system includes the main bridge deck and the approach bridge decks. The main bridge deck consists of six steel panels: steel panel 1, steel panel 2, steel panel 3, steel panel 4, steel panel 5, and steel panel 6. Steel panels 1, 2, and 3 are located on the first side 7 of the main bridge deck, steel panels 4, 5, and 6 are located on the second side 8, steel panels 1 and 4 are located on the third side 9, and steel panels 3 and 6 are located on the fourth side 10, resulting in a rectangular array of six steel panels arranged in two rows and three columns. Each of the six steel panels is equipped with shear studs 11, transverse reinforcing bars 12, and longitudinal reinforcing bars 13. The transverse reinforcing bars 12 and longitudinal reinforcing bars 13 are interwoven to form a grid structure layer. The main bridge deck is covered with an ultra-high performance concrete pavement layer 16, and a wear-resistant layer 17 is laid on top of the ultra-high performance concrete pavement layer 16.

[0127] The approach bridge deck includes a first approach bridge deck and a second approach bridge deck. Concrete crash barriers are provided on both sides of the approach bridge deck. Shear studs 11, transverse steel bars 12 and longitudinal steel bars 13 are respectively provided on the first approach bridge deck and the second approach bridge deck. The transverse steel bars 12 and the longitudinal steel bars 13 are interwoven to form a grid structure layer. The first approach bridge deck is paved with a first approach bridge deck ultra-high performance concrete pavement layer 18. The first approach bridge deck ultra-high performance concrete pavement layer 18 is paved with a first approach bridge wear layer 19. The second approach bridge deck is paved with a second approach bridge deck ultra-high performance concrete pavement layer 20. The second approach bridge deck ultra-high performance concrete pavement layer 20 is paved with a second approach bridge wear layer 21.

[0128] In this embodiment, the transverse reinforcing bar 12 is located above the longitudinal reinforcing bar 13, and the transverse reinforcing bar 12 and the longitudinal reinforcing bar 13 are connected by binding with steel wire or iron wire (not shown in the figure), with the ends of the steel wire or iron wire facing the main bridge deck and the approach bridge deck. The specifications of both the transverse reinforcing bar 12 and the longitudinal reinforcing bar 13 can be... The spacing between the transverse reinforcing bars 12 can be 100mm, and the spacing between the longitudinal reinforcing bars 13 can be 100mm. Of course, in other embodiments, the specifications and spacing of the transverse reinforcing bars 12 and the longitudinal reinforcing bars 13 can be selected according to the area of ​​the steel bridge deck pavement structure, and no restrictions are set here.

[0129] In this embodiment, the main bridge deck and approach bridge deck are equipped with... The steel reinforcement spacers (not shown in the figure) can be spaced at 2m intervals to ensure the height of the grid structure layer.

[0130] In this embodiment, reinforcing bars 14 are provided at the joints of two adjacent steel panels; the reinforcing bars 14 at the joints of the first steel panel 1 and the fourth steel panel 4 (i.e., two horizontally adjacent steel panels) are parallel to the horizontal reinforcing bars 12 and staggered from them; the reinforcing bars 14 at the joints of the first steel panel 1 and the second steel panel 2 (i.e., two vertically adjacent steel panels) are parallel to the vertical reinforcing bars 13 and staggered from them. The reinforcing bars 14 are evenly spaced, with a spacing of 100mm, but not limited to this. In another embodiment, the reinforcing bars 14 may also be non-equally spaced, which is not limited here.

[0131] In this embodiment, the thickness of the ultra-high performance concrete pavement layer 16 on the main bridge deck can be 20 mm, including but not limited to this, and an adhesive layer is provided between the ultra-high performance concrete pavement layer 16 on the main bridge deck and the wear layer 17 on the main bridge deck, so as to better ensure the bonding performance between the ultra-high performance concrete pavement layer 16 on the main bridge deck and the wear layer 17 on the main bridge deck.

[0132] In this embodiment, as Figure 11As shown, the first approach bridge wear layer 19, from bottom to top, includes a waterproof and anti-slip adhesive layer 191, an RA resin asphalt adhesive layer 192, an RA10 resin asphalt mixture layer 193, and an EBCL waterproof and anti-slip overlay layer 194. The thickness of the first approach bridge wear layer 19 is 25 mm, including but not limited to this. The structure of the second approach bridge wear layer 21 is the same as that of the first approach bridge wear layer 19.

[0133] The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the specific details of the above embodiments. Within the scope of the technical concept of the present invention, various simple modifications can be made to the technical solution of the present invention, and these simple modifications all fall within the protection scope of the present invention.

[0134] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present invention will not describe the various possible combinations separately.

[0135] Furthermore, various different embodiments of the present invention can be combined in any way, as long as they do not violate the spirit of the present invention, they should also be regarded as the content disclosed by the present invention.

Claims

1. A construction method for a steel bridge deck pavement system, characterized in that, Includes the following steps: S1: The steel bridge deck paving system is divided into the main bridge deck and the approach bridge deck; S2: The main bridge deck is divided into six steel panels, which are arranged in a rectangular array of two rows and three columns. The following construction procedures are carried out on the six steel panels in sequence, from the middle to the two sides: (1) The surface of the steel panel is sandblasted to remove rust and shear nails are welded; (2) Horizontal and longitudinal steel bars are laid on the steel panel to form an interlocking grid structure layer; (3) Ultra-high performance concrete is poured and cured on the steel panel with the grid structure layer in step (2) to form an ultra-high performance concrete pavement layer for the main bridge deck. Step S2 includes: setting reinforcing bars at the joints of two adjacent steel panels, wherein the reinforcing bars at the joints of two horizontally adjacent steel panels are Parallel to the transverse reinforcement bars and staggered from them; the reinforcing bars at the joint of two longitudinally adjacent steel panels are parallel to the longitudinal reinforcement bars and staggered from them, and toothed end molds are only provided at the reinforcing bars. The toothed end molds are provided with positioning slots that are adapted to the diameters of the transverse reinforcement bars, longitudinal reinforcement bars and reinforcing bars, so that the toothed end molds are fitted onto the transverse reinforcement bars, longitudinal reinforcement bars and reinforcing bars through the positioning slots. The toothed end molds include multiple convex and concave shapes, which are alternately arranged along the transverse reinforcement bar direction to form a wave-shaped structure. The transverse length and longitudinal length of the convex and concave shapes are the same. S3: Lay a main bridge deck wear layer on the ultra-high performance concrete pavement layer of the main bridge deck; S4: Divide the approach bridge surface into a first approach bridge surface and a second approach bridge surface, and carry out the following construction procedures in sequence for the first approach bridge surface and the second approach bridge surface respectively: (1) Concrete anti-collision walls are poured on both sides of the approach bridge surface; (2) Sandblasting and rust removal treatment is carried out on the surface of the approach bridge surface and shear nails are welded; (3) Horizontal and longitudinal steel bars are laid on the approach bridge surface to form an interlocking grid structure layer; (4) Ultra-high performance concrete is poured and cured on the approach bridge surface with grid structure layer in procedure (3) to form an ultra-high performance concrete pavement layer for the first approach bridge surface or an ultra-high performance concrete pavement layer for the second approach bridge surface. S5: Lay the first approach bridge wear layer on the ultra-high performance concrete pavement layer of the first approach bridge surface; S6: Lay the second approach bridge wear layer on the ultra-high performance concrete pavement layer of the second approach bridge deck.

2. The construction method as described in claim 1, characterized in that, The six steel panels are the first steel panel, the second steel panel, the third steel panel, the fourth steel panel, the fifth steel panel, and the sixth steel panel, and the joints formed by the steel panels in the first row and the steel panels in the second row are staggered during casting.

3. The construction method as described in claim 2, characterized in that, The steel panels in the first row are a first steel panel, a second steel panel, and a third steel panel, with dimensions of 11.5m × 163m, 11.5m × 153m, and 11.5m × 151m, respectively. The steel panels in the second row are a fourth steel panel, a fifth steel panel, and a sixth steel panel, with dimensions of 11.5m × 157m, 11.5m × 153m, and 11.5m × 157m, respectively.

4. The construction method as described in claim 1, characterized in that, When the spacing between the reinforcing bars is 100mm, the reinforcing bars are provided in both convex and concave shapes; when the spacing between the reinforcing bars is 350mm, the reinforcing bars are provided only in the convex or concave shapes. Specifically, when the reinforcing bars are provided only in the convex shapes, the convex shape has a positioning slot in the transverse direction that matches the diameter of the longitudinal and reinforcing bars; the concave shape has a positioning slot in the transverse direction that matches the diameter of the longitudinal bars. Similarly, when the reinforcing bars are provided only in the concave shapes, the convex shape has a positioning slot in the transverse direction that matches the diameter of the longitudinal bars; the concave shape has a positioning slot in the transverse direction that matches the diameter of the longitudinal and reinforcing bars.

5. The construction method as described in claim 4, characterized in that, In step S2, before pouring ultra-high performance concrete, a toothed end mold is set at the joint between two adjacent steel panels. After one of the two adjacent steel panels is poured, the toothed end mold is removed before pouring the next steel panel.

6. The construction method as described in claim 1, characterized in that, The transverse length refers to the length consistent with the direction of the transverse reinforcement, and the longitudinal length refers to the length consistent with the direction of the longitudinal reinforcement.

7. The construction method as described in claim 1, characterized in that, Step S3 includes: laying the main bridge deck wear layer on the ultra-high performance concrete pavement layer of the main bridge deck using a modified epoxy adhesive layer, wherein the main bridge deck wear layer is made of asphalt mixture.

8. The construction method as described in claim 1, characterized in that, Both step S5 (laying the first approach bridge wear layer) and step S6 (laying the second approach bridge wear layer) include the following steps: A: Shot blasting treatment is performed on the ultra-high performance concrete pavement layer of the first approach bridge surface or the ultra-high performance concrete pavement layer of the second approach bridge surface. B: After shot blasting, apply resin asphalt EBCL and then spread gravel to form a waterproof and anti-slip adhesive layer. C: Apply RA resin asphalt binder to the waterproof and anti-slip adhesive layer to form the RA resin asphalt adhesive layer, and then lay resin asphalt mixture, cure, and shot blast to form the resin asphalt mixture layer; D: Finally, apply EBCL binder and sprinkle gravel. After curing, a waterproof and anti-slip surface layer is formed, constituting the first approach bridge wear layer or the second approach bridge wear layer.

9. A steel bridge deck paving system, characterized in that, The steel bridge deck pavement system includes a main bridge deck and approach bridge decks; the main bridge deck includes six steel panels arranged in a rectangular array of two rows and three columns, and shear studs, transverse reinforcement and longitudinal reinforcement are provided on the six steel panels. The transverse reinforcement and the longitudinal reinforcement interweave to form a grid structure layer. The main bridge deck is paved with an ultra-high performance concrete pavement layer, and a main bridge deck wear layer is laid on the ultra-high performance concrete pavement layer. The approach bridge deck includes a first approach bridge deck and a second approach bridge deck. Concrete crash barriers are provided on both sides of the approach bridge deck. Shear studs, transverse reinforcing bars, and longitudinal reinforcing bars are respectively provided on the first and second approach bridge decks. The transverse and longitudinal reinforcing bars interweave to form a grid structure layer. A first approach bridge deck ultra-high performance concrete pavement layer is laid on the first approach bridge deck ultra-high performance concrete pavement layer, and a first approach bridge wearing layer is laid on top of the first approach bridge deck ultra-high performance concrete pavement layer. A second approach bridge deck ultra-high performance concrete pavement layer is laid on the second approach bridge deck ultra-high performance concrete pavement layer, and a second approach bridge wearing layer is laid on top of the second approach bridge deck ultra-high performance concrete pavement layer. Reinforcing bars are provided at the joints of two adjacent steel panels. The reinforcing bars at the joints of two horizontally adjacent steel panels are arranged parallel to the horizontal reinforcing bars and staggered from them. The reinforcing bars at the joints of two vertically adjacent steel panels are arranged parallel to the vertical reinforcing bars and staggered from them. A toothed end mold is provided only at the reinforcing bars. The toothed end mold has positioning slots that match the diameters of the horizontal, vertical, and reinforcing bars, allowing the toothed end mold to be fitted onto the horizontal, vertical, and reinforcing bars through the positioning slots. The toothed end mold includes multiple convex and concave shapes, which are alternately arranged along the direction of the horizontal reinforcing bars to form a wave-like structure. The horizontal and vertical lengths of the convex and concave shapes are the same.

10. The steel bridge deck paving system as described in claim 9, characterized in that, When the spacing between the reinforcing bars is 100mm, the reinforcing bars are provided in both convex and concave shapes; when the spacing between the reinforcing bars is 350mm, the reinforcing bars are provided only in the convex or concave shapes. Specifically, when the reinforcing bars are provided only in the convex shapes, the convex shape has a positioning slot in the transverse direction that matches the diameter of the longitudinal and reinforcing bars; the concave shape has a positioning slot in the transverse direction that matches the diameter of the longitudinal bars. Similarly, when the reinforcing bars are provided only in the concave shapes, the convex shape has a positioning slot in the transverse direction that matches the diameter of the longitudinal bars; the concave shape has a positioning slot in the transverse direction that matches the diameter of the longitudinal and reinforcing bars.

Images