A bridge-type pavement structure

Abstract

The present invention relates to the technical field of road construction, and provides a bridge-type road surface structure, which includes a driving lane slab and cross beams; the size of the driving lane slab in the transverse direction of the road is greater than the size in the longitudinal direction of the road; the cross beams are distributed at intervals along the longitudinal direction of the road on the bottom surface of the driving lane slab; the cross beams are arranged at least at the joints of two adjacent driving lane slabs; there is a spacing between the driving lane slab and the base layer. Using this bridge-type road surface structure can solve the problems that the existing road surface structure needs to be repeatedly overlaid to repair the deformation caused by the settlement of the base layer, with high maintenance costs and adverse effects on the traffic capacity of the road surface.

Description

Technical Field

[0001] The present invention relates to the technical field of road construction, and in particular to a bridge-type road surface structure. Background Art

[0002] Existing road surface structures generally consist of a surface layer, a base layer, and a sub-base layer. Among them, the surface layer is located at the top of the entire road surface structure and generally includes a flexible asphalt layer and a rigid concrete layer to directly bear the load from vehicles; below it are the base layer and the sub-base layer in sequence; the surface layer, the base layer, and the sub-base layer are all in close contact, so as to disperse the load from vehicles layer by layer to the lower structure.

[0003] However, in this kind of road surface structure, since the surface layer is in close contact with the base layer everywhere along the road, when the base layer settles, the surface layer will follow the corresponding deformation of the base layer, resulting in a decrease in flatness, which will affect the comfort of vehicle driving above the surface layer. When the deformation amplitude increases, it may even cause the vehicle to lose control and lead to safety accidents.

[0004] The existing solution is generally to overlay the surface layer to fill the depression caused by settlement and thus restore the flatness of the road surface to ensure driving safety and comfort; however, this solution can only play a repair role and cannot fundamentally solve the problem of the decrease in the flatness of the surface layer caused by the settlement of the base layer; moreover, this solution requires repeated overlay of the surface layer, which requires a large amount of manpower and material resources; and the overlay process will also have a great impact on the traffic capacity of the road. Summary of the Invention

[0005] The purpose of the present invention is to solve the problems that the existing road surface structure needs to be repeatedly overlaid to repair the deformation caused by the settlement of the base layer, with high maintenance costs and adverse effects on the traffic capacity of the road surface, and to provide a bridge-type road surface structure.

[0006] In order to achieve the above purpose, the technical solution adopted by the present invention is as follows:

[0007] A bridge-type road surface structure includes a driving lane slab and a cross beam;

[0008] The size of the driving lane slab along the transverse direction of the road is larger than the size along the longitudinal direction of the road;

[0009] The cross beams are distributed at intervals along the longitudinal direction of the road on the bottom surface of the driving lane slab; the cross beams are arranged at least at the joints of two adjacent driving lane slabs; there is a spacing between the driving lane slab and the base layer.

[0010] Referring to the prior art, the driving lane slab is continuously arranged along the longitudinal direction of the road, and is used for vehicles or pedestrians to pass and bear the load from vehicles or pedestrians; the driving lane slab can be of various structures, such as a reinforced concrete structure; the driving lane slab can be a cast-in-place or precast member.

[0011] Crossbeams are provided at the joints of two adjacent carriageway slabs. Crossbeams can also be provided at other positions of the carriageway slab, such as the center of a single carriageway slab, as long as the crossbeams are spaced longitudinally along the road.

[0012] The carriageway slab of this solution is erected above the base layer through crossbeams and has a spacing from the base layer, so it does not directly contact the base layer; and the crossbeams are spaced longitudinally along the road. Therefore, compared with the existing pavement structure, this solution significantly reduces the contact area with the base layer. When random settlement occurs in the base layer, this solution is only affected by the base layer in the area corresponding to the crossbeams; if the random settlement of the base layer occurs in the area where no crossbeams are provided, even if the settlement amplitude is large, the crossbeams will not be affected, and thus the carriageway slab will not undergo corresponding deformation. That is, this solution can be immune to settlement disasters outside the area corresponding to the crossbeams, regardless of the settlement amplitude; according to this principle, if the setting position of the crossbeams can be actively adjusted according to the specific geological environment at the construction site of the project, the areas with more serious settlement diseases can be actively crossed, making this solution better adapt to the occasions prone to serious settlement.

[0013] Based on the same principle, this solution can also actively cross the areas with other diseases, such as the areas where the base layer arches upward, by actively adjusting the setting position of the crossbeams according to the specific geological environment.

[0014] At the same time, the crossbeams used to support the carriageway slab in this solution are spaced longitudinally along the road, making the overall formed by each carriageway slab and the crossbeams have a large stiffness in the transverse direction of the road and a small stiffness in the longitudinal direction of the road. Therefore, for the random settlement occurring in the area where the crossbeams are provided, this solution can resist the settlement in the corresponding direction through the large stiffness of the crossbeams and the carriageway slab in the transverse direction of the road, so that the carriageway slab is not easily deformed in the transverse direction of the road and mainly undergoes deformation in the longitudinal direction of the road, thereby reducing the negative impact on the comfort and safety of vehicle driving.

[0015] In summary, this solution can avoid the settlement failure of the carriageway slab synchronous with the base layer when random settlement occurs in the base layer, thus preventing the situation where the comfort and safety of vehicle driving are affected, and is applicable to the road construction environment with serious settlement disasters.

[0016] At the same time, this solution only establishes a connection with the part of the base layer spaced longitudinally along the road through crossbeams, reducing the contact area with the base layer, so it can also reduce the construction requirements for the base layer of the rest of the road and lower the cost of the base layer.

[0017] Moreover, the carriageway slab of this solution not directly contacting the base layer can also reduce the heat transferred from the carriageway slab to the base layer, and the space between the carriageway slab and the base layer can be ventilated, thereby accelerating the heat dissipation of the base layer and avoiding the situation where heat accumulates in the base layer and causes potential diseases, and is applicable to the frozen soil areas where freeze-thaw diseases need to be avoided.

[0018] As a preferred embodiment of the present invention, it further includes a longitudinal web and a steel sealing plate; both ends of the longitudinal web are respectively connected to two adjacent cross beams; the number of longitudinal webs is greater than one and they are distributed at intervals along the transverse direction of the road; one side of the steel sealing plate is connected to the top surfaces of the cross beam and the longitudinal web, and the other side of the steel sealing plate is connected to the bottom surface of the carriageway slab; the longitudinal web, the cross beam and the steel sealing plate form a box structure in combination; the stiffness of the box structure along the longitudinal direction of the road is lower than its stiffness along the transverse direction of the road.

[0019] The fact that the stiffness of the box structure along the longitudinal direction of the road is lower than its stiffness along the transverse direction of the road can be determined in various ways, such as making the stiffness of the longitudinal web along the longitudinal direction of the road less than the stiffness of the cross beam along the transverse direction of the road, reducing the size of the longitudinal web or using a material with a lower stiffness than the cross beam for the longitudinal web; the specific dimensions of the longitudinal web, such as length, height and width, as well as the number and arrangement are determined according to the actual load conditions and installation space; the top surface of the longitudinal web can be flush with the top surface of the cross beam to simplify the structure of the bottom surface of the steel sealing plate; the bottom surface of the longitudinal web and the bottom surface of the cross beam can be flush or not flush; the connection between the longitudinal web and the cross beam can be in various ways, such as welding and threaded connection.

[0020] In this solution, a box structure is formed by the cross beam, the longitudinal web and the steel sealing plate together, specifically a steel box structure with an open bottom, and since the stiffness of the box structure along the longitudinal direction of the road is lower than its stiffness along the transverse direction of the road, when facing the load from vehicles or pedestrians, deformation mainly occurs along the longitudinal direction of the road, and further the carriageway slab connected to the top surface of the steel sealing plate also mainly deforms along the longitudinal direction of the road; and since the box structure has good load-bearing capacity and torsional stiffness, this solution can use the box structure as the load-bearing structure, thereby reducing the thickness of the carriageway slab and the performance requirements for the carriageway slab, and further reducing the cost of the carriageway slab.

[0021] As a preferred embodiment of the present invention, ventilation holes are provided on the longitudinal web.

[0022] The ventilation holes can be in various shapes, such as kidney-shaped holes or circular holes; one or more ventilation holes can be provided on each longitudinal web.

[0023] In this solution, ventilation holes for ventilation are provided on the longitudinal web, which is beneficial to the heat dissipation of the base layer, avoids the accumulation of heat in the base layer, and is applicable to frozen soil areas where freeze-thaw damage needs to be avoided.

[0024] As a preferred embodiment of the present invention, the length of the carriageway slab along the longitudinal direction of the road is LA1, and 3m ≤ LA1 ≤ 5m.

[0025] This solution recommends the length of the carriageway slab along the longitudinal direction of the road.

[0026] As a preferred embodiment of the present invention, the box structure further includes a first stiffening rib; the first stiffening rib is connected to the bottom surface of the steel sealing plate; the height of the first stiffening rib along the vertical dimension is less than the dimension of the longitudinal web along the vertical direction.

[0027] The specific length, width, and height of the first stiffening rib, as well as the quantity and arrangement, are determined according to the actual load conditions and installation space; the stiffness of the first stiffening rib can be adjusted in various ways, such as reducing the size of the stiffening rib or using a material with a lower stiffness than the crossbeam.

[0028] In this solution, setting the first stiffening rib for the steel sealing plate can increase the out-of-plane stiffness of the steel sealing plate; and the dimension of the first stiffening rib along the vertical direction is less than the dimension of the longitudinal web along the vertical direction, which can reduce the consumption of building materials and save costs.

[0029] As a preferred embodiment of the present invention, the carriageway slab further includes a second stiffening rib, and the second stiffening rib is arranged at the bottom of the carriageway slab.

[0030] The specific dimensions of the second stiffening rib, such as length, width, and height, as well as the quantity and arrangement, are determined according to the actual load conditions and installation space, and may include cases such as being arranged at intervals along the transverse direction of the road and / or along the longitudinal direction of the road; the stiffness of the second stiffening rib can be adjusted in various ways, such as changing the length, width, or height of the second stiffening rib, or changing the distribution spacing of the second stiffening rib.

[0031] In this solution, setting the second stiffening rib for the carriageway slab can increase the out-of-plane stiffness of the carriageway slab.

[0032] As a preferred embodiment of the present invention, the distance between two adjacent crossbeams along the longitudinal direction of the road is LA2, and 3m ≤ LA2 ≤ 5m.

[0033] This solution recommends the distance between the crossbeams distributed along the longitudinal direction of the road.

[0034] As a preferred embodiment of the present invention, both ends of the second stiffening rib are respectively connected to the corresponding crossbeam.

[0035] When the number of the second stiffening ribs is greater than one, both ends of each second stiffening rib can be connected to the crossbeam at the corresponding end, or only both ends of some of the second stiffening ribs can be connected to the crossbeam at the corresponding end, as long as a connection can be established between the crossbeam and the carriageway slab; the connection can be achieved in various ways, such as welding or threaded connection.

[0036] This solution can connect the crossbeam and the carriageway slab into a whole and limit the relative position between the crossbeam and the carriageway slab, preventing the carriageway slab from shifting relative to the crossbeam.

[0037] As a preferred embodiment of the present invention, the carriageway slab is a concrete component; a steel base plate is provided on the bottom surface of the carriageway slab; the steel base plate is connected to the carriageway slab through shear connectors.

[0038] The connection between the steel base plate and the carriageway slab refers to the prior art and can be connected using shear connectors, such as shear studs.

[0039] In this solution, a steel-concrete composite beam is formed by the carriageway slab made of concrete and the steel base plate; and for the specific structure of this solution, the carriageway slab and the transverse track beam are combined into a continuous beam, with the top of the carriageway slab in compression and the bottom in tension; therefore, a steel base plate is selected to be provided on the bottom surface of the carriageway slab, with the steel structure bearing the tensile stress and the carriageway slab made of concrete bearing the compressive stress, making full use of the relatively high tensile strength of the steel structure and the relatively high compressive strength of the concrete, and having a high safety factor; therefore, compared with a pure steel structure or a reinforced concrete structure, this solution can give better play to the material performance advantages, thereby reducing the consumption of manufacturing materials and lowering the cost.

[0040] As a preferred embodiment of the present invention, both ends of the steel base plate in the longitudinal direction of the road respectively extend beyond the corresponding ends of the carriageway slab.

[0041] The distances by which both ends of the steel base plate respectively extend beyond the corresponding ends of the carriageway slab depend on the spacing between two adjacent carriageway slabs and specific construction requirements.

[0042] In this solution, both ends of the steel base plate in the longitudinal direction of the road respectively extend beyond the corresponding ends of the carriageway slab, so that when installing the carriageway slab on the cross beam, the steel base plate can be welded to the top surface of the cross beam, improving the assembly efficiency and structural stability.

[0043] As a preferred embodiment of the present invention, the cross beam is a steel component; a strip foundation is further connected to the bottom surface of the cross beam; the strip foundation is a concrete component.

[0044] The connection between the cross beam and the strip foundation can adopt various forms, such as bolting the cross beam to the strip foundation or simply limiting it in the groove of the strip foundation.

[0045] In this solution, corresponding to the case where the cross beam is a steel component, a strip foundation made of concrete is provided on the bottom surface of the cross beam. On the one hand, it can raise the cross beam to avoid the cross beam being affected by the subgrade environment and suffering from diseases such as rust or inconsistent thermal expansion and contraction between cross beams; on the other hand, the strip foundation can serve as a leveling layer between the cross beam and the subgrade, so that in the face of uneven terrain, there is no need to change the height of the cross beam according to the subgrade position, thereby maintaining the standardization of the cross beam and improving the manufacturing efficiency.

[0046] As a preferred embodiment of the present invention, the cross-sectional area of the strip foundation in the horizontal plane is larger than the cross-sectional area of the cross beam in the horizontal plane.

[0047] The specific dimensions and shape of the strip foundation depend on the specific conditions and loads at the construction site of the project.

[0048] In this solution, the cross-sectional area of the strip foundation in the horizontal plane is larger than that of the crossbeam in the horizontal plane, which can increase the contact area between the crossbeam of this solution and the base layer, reduce the pressure exerted on the base layer, and thus reduce the deformation of the roadbed caused by the upper loads such as vehicles transmitted from this solution to the roadbed.

[0049] As a preferred solution of the present invention, a crossbeam flange is further provided at the bottom of the crossbeam; the crossbeam flange is parallel to the plane where the driving lane slab is located.

[0050] This solution can increase the stiffness of the crossbeam and the stability when the crossbeam is connected to the structure below it, preventing the crossbeam from deflecting or toppling relative to the structure below it, such as the base layer.

[0051] In summary, due to the adoption of the above technical solutions, the beneficial effects of the present invention are as follows:

[0052] 1. The driving lane slab of this solution is erected above the base layer through the crossbeam and has a spacing from the base layer, so it does not directly contact the base layer; and the crossbeams are distributed at intervals along the longitudinal direction of the road. Therefore, compared with the existing road surface structure, this solution greatly reduces the contact area with the base layer. When random settlement occurs in the base layer, this solution is only affected by the base layer in the corresponding area of the crossbeam; if the random settlement of the base layer occurs in the area where no crossbeam is set, even if the settlement amplitude is large, the crossbeam will not be affected, and thus the driving lane slab will not undergo corresponding deformation. That is, this solution can be immune to settlement disasters outside the corresponding area of the crossbeam, regardless of the settlement amplitude; according to this principle, if the setting position of the crossbeam can be actively adjusted according to the specific geological environment at the construction site of the project, it can actively cross the area where the settlement disease is more serious, making this solution better adapt to the occasions where serious settlement is likely to occur. Based on the same principle, this solution can also actively cross the areas with other diseases, such as the arching of the base layer, by actively adjusting the setting position of the crossbeam according to the specific geological environment.

[0053] At the same time, the crossbeams used to support the driving lane slab in this solution are distributed at intervals along the longitudinal direction of the road, making the overall formed by each driving lane slab and the crossbeam have a large stiffness in the transverse direction of the road and a relatively small stiffness in the longitudinal direction of the road. Therefore, for the random settlement occurring in the area where the crossbeams are set, this solution can resist the settlement in the corresponding direction through the large stiffness of the crossbeam and the driving lane slab in the transverse direction of the road, so that the driving lane slab is not easily deformed in the transverse direction of the road and only undergoes a small deformation in the longitudinal direction of the road, thereby reducing the negative impact on the comfort and safety of vehicle driving.

[0054] 2. This solution only establishes connections through the cross beams with some of the roadbeds longitudinally spaced along the road, reducing the contact area with the roadbed. Therefore, it can also reduce the construction requirements for the roadbeds of the remaining parts of the road and lower the cost of the roadbeds.

[0055] 3. Moreover, since the road deck slabs in this solution do not directly contact the roadbeds, it can also reduce the heat transferred from the road deck slabs to the roadbeds. And the space between the road deck slabs and the roadbeds can be ventilated, thus accelerating the heat dissipation of the roadbeds and avoiding the situation where heat accumulates in the roadbeds and causes potential diseases. It is applicable to frozen soil areas that need to avoid freeze-thaw diseases. Description of the Drawings

[0056] Figure 1 is a three-dimensional structure schematic diagram of a bridge-type road surface structure in Embodiment 1;

[0057] Figure 2 is a longitudinal section schematic diagram of a bridge-type road surface structure in Embodiment 1;

[0058] Figure 3 is a partial three-dimensional structure schematic diagram of a bridge-type road surface structure at the cross beam in Embodiment 1;

[0059] Figure 4 is a partial three-dimensional structure schematic diagram of a bridge-type road surface structure at the road deck slab in Embodiment 1;

[0060] Figure 5 is a three-dimensional structure schematic diagram of a bridge-type road surface structure in Embodiment 2;

[0061] Figure 6 is a longitudinal section schematic diagram of a bridge-type road surface structure in Embodiment 2;

[0062] Figure 7 is a partial three-dimensional structure schematic diagram of a bridge-type road surface structure at the cross beam in Embodiment 2;

[0063] Icons: 1 - road deck slab; 2 - cross beam; 3 - strip foundation; 4 - roadbed; 5 - longitudinal web; 6 - steel sealing plate; 11 - asphalt paving; 13 - wet joint; 14 - steel bottom plate; 15 - second stiffening rib; 21 - cross beam flange; 22 - longitudinal connecting plate; 31 - first foundation; 32 - second foundation; 51 - ventilation hole; 61 - first stiffening rib. Detailed Embodiments

[0064] The present invention will be described in detail below with reference to the drawings.

[0065] In order to make the objectives, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0066] Example 1

[0067] As Figures 1 to 4 shown, a bridge - type road surface structure adopted by the present invention includes a plurality of driving lane slabs 1 and a plurality of cross beams 2; wherein the driving lane slabs 1 are arranged at intervals along the longitudinal direction of the road, and adjacent driving lane slabs 1 are connected by a cast - in - place wet joint 13; the cross beams 2 are distributed at intervals along the longitudinal direction of the road on the bottom surface of the driving lane slabs 1; the cross beams 2 are arranged at least at the joints of two adjacent driving lane slabs 1; and as Figure 2 shown, when this embodiment is arranged on the surface of the base layer 4, there is a spacing between the driving lane slab 1 and the base layer 4.

[0068] Specifically, the driving lane slab 1 is a precast concrete member whose size along the transverse direction of the road is larger than that along the longitudinal direction of the road; the size of the driving lane slab 1 along the longitudinal direction of the road is LA, 3m ≤ LA ≤ 5m, and a steel bottom plate 14 is further arranged on the bottom surface of the driving lane slab 1. The steel bottom plate 14 is connected to the driving lane slab 1 through shear studs, thus forming a steel - concrete structure; and as Figure 2 and Figure 4 shown, both ends of the steel bottom plate 14 along the longitudinal direction of the road extend beyond the driving lane slab 1, so as to facilitate the installation of the driving lane slab 1.

[0069] A second stiffening rib 15 is further arranged on the bottom surface of the driving lane slab 1. Specifically, this embodiment includes a plurality of second stiffening ribs 15. The cross - section of a single second stiffening rib 15 is in the shape of an I - beam, and the second stiffening ribs 15 are distributed at intervals along the transverse direction of the road.

[0070] In this embodiment, the cross beam 2 is only arranged at the joints of two adjacent driving lane slabs 1; the top surface of the cross beam 2 can also serve as the bottom formwork for pouring the wet joint 13; a cross - beam flange 21 is further arranged on the bottom surface of the cross beam 2, and a strip foundation 3 is connected to the bottom surface of the cross - beam flange 21; the strip foundation 3 is a concrete member, specifically a pre - tensioned prestressed concrete structure, and its cross - sectional area along the horizontal plane is larger than that of the cross beam 2, so as to disperse the load and reduce the pressure generated by this embodiment on the foundation; a limiting protrusion corresponding to the cross - beam flange 21 is further arranged on the top surface of the strip foundation 3, so as to fix the relative position between the cross beam 2 and the strip foundation 3.

[0071] Longitudinal connecting plates 22 are respectively connected to both sides of the cross beam 2 along the longitudinal direction of the road. The longitudinal connecting plates 22 are threadedly connected to the second stiffening ribs 15, so as to fix the relative position between the driving lane slab 1 and the cross beam 2; specifically, for each of the second stiffening ribs 15 distributed at intervals along the transverse direction of the road, during construction, only the second stiffening ribs 15 located at both ends along the transverse direction of the road can be connected, so as to improve the assembly efficiency and reduce the working hours required for tightening the threaded connecting pieces.

[0072] An asphalt pavement 11 is further arranged on the top surface of the driving lane slab 1, which can play a role in protecting the driving lane slab 1.

[0073] Example 2

[0074] As Figures 5 to 7 shown, a bridge - type road surface structure adopted by the present invention includes a plurality of driving lane slabs 1 and a plurality of cross beams 2; wherein the driving lane slabs 1 are arranged at intervals along the longitudinal direction of the road; the cross beams 2 are distributed at intervals along the longitudinal direction of the road on the bottom surface of the driving lane slabs 1, and cross beams 2 are provided at the joints of two adjacent driving lane slabs 1; and as Figure 6 shown, when this embodiment is arranged on the surface of the base layer 4, there is a spacing between the driving lane slab 1 and the base layer 4.

[0075] This embodiment further includes longitudinal webs 5 and steel sealing plates 6; the longitudinal webs 5 are arranged between two adjacent cross beams 2; both ends of the longitudinal webs 5 are respectively connected to the corresponding cross beams 2; the number of longitudinal webs 5 is greater than one, and they are distributed at intervals along the transverse direction of the road; for this embodiment, the top surface of the longitudinal web 5 is flush with the top surface of the cross beam 2, and the steel sealing plate 6 is connected to the top surfaces of the cross beam 2 and the longitudinal web 5, so as to be combined with the cross beam 2 and the longitudinal web 5 into a box - type structure, and the stiffness of this box - type structure along the longitudinal direction of the road is less than the stiffness along the transverse direction of the road. Thus, when facing the load from vehicles or pedestrians, it mainly undergoes deformation along the longitudinal direction of the road, and further causes the driving lane slab 1 to mainly undergo deformation along the longitudinal direction of the road.

[0076] Specifically, as Figure 5 and Figure 7 shown, ventilation holes 51 are provided on the longitudinal web 5, and when this embodiment is arranged on the surface of the base layer 4, there is a spacing between the longitudinal web 5 and the base layer 4. On the one hand, it ensures that the stiffness of the longitudinal web 5 along the longitudinal direction of the road is lower than the stiffness of the cross beam 2 along the transverse direction of the road. On the other hand, the ventilation holes 51 and the spacing between the longitudinal web 5 and the base layer 4 can reduce the heat transferred from the driving lane slab 1 to the base layer 4 and are beneficial to the ventilation and heat dissipation of the base layer 4.

[0077] A first stiffening rib 61 is further provided on the bottom surface of the steel sealing plate 6; specifically, this embodiment includes a plurality of first stiffening ribs 61, and each first stiffening rib 61 is distributed at intervals along the transverse direction of the steel sealing plate 6, and a single first stiffening rib 61 is a plate rib.

[0078] In this embodiment, a plurality of cross beams 2 are arranged under each driving lane slab 1; specifically, as Figure 6 shown, four cross beams 2 are arranged under each driving lane slab 1; a cross - beam flange 21 is further provided on the bottom surface of the cross beam 2, and a strip foundation 3 is connected to the bottom surface of the cross - beam flange 21; the strip foundation 3 is a concrete - made component, specifically a pre - tensioned prestressed concrete structure, and its cross - sectional area along the horizontal plane is larger than the cross - sectional area of the cross beam 2, so as to disperse the load and reduce the pressure generated by this embodiment on the foundation; a limiting projection corresponding to the cross - beam flange 21 is further provided on the top surface of the strip foundation 3, so as to limit the relative position between the cross beam 2 and the strip foundation 3.

[0079] As Figure 6 shown, for this embodiment, the distance between two cross beams 2 at the joint of two adjacent carriageway slabs 1 is smaller than the distance between two cross beams 2 on the same carriageway slab 1. Therefore, two types of strip foundations 3 are provided in this embodiment, namely the first foundation 31 and the second foundation 32, wherein the second foundation 32 has a larger size and is used to connect two cross beams 2 at the joint of two adjacent carriageway slabs 1 simultaneously; the first foundation 31 has a smaller size and is connected to the bottoms of the remaining cross beams 2. The two cross beams 2 at the joint of two adjacent carriageway slabs 1 are connected by threads.

[0080] In this embodiment, since a box structure with good load-bearing capacity is formed by the cross beam 2, the longitudinal web 5 and the steel sealing plate 6, the thickness of the carriageway slab 1 can be reduced; specifically, the carriageway slab 1 of this embodiment comprises UHPC ultra-high toughness concrete and asphalt pavement 11, wherein the thickness of the UHPC ultra-high toughness concrete is T2, and 5 cm ≤ T2 ≤ 6 cm;

[0081] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A bridge-type pavement structure, characterized in that: It comprises a carriageway plate (1), a cross beam (2), a longitudinal web plate (5) and a steel cover plate (6); The dimension of the roadway slab (1) in the transverse direction of the road is greater than its dimension in the longitudinal direction of the road; The cross beams (2) are distributed at intervals along the longitudinal direction of the road on the bottom surface of the roadway slab (1); the cross beams (2) are at least arranged at the joints of two adjacent roadway slabs (1); and there is a spacing between the roadway slab (1) and the base layer (4); The two ends of the longitudinal web (5) are respectively connected to two adjacent cross beams (2); the number of the longitudinal webs (5) is greater than one and they are distributed at intervals along the transverse direction of the road; and ventilation holes (51) are provided on the longitudinal webs (5); One side of the steel cover plate (6) is connected to the top surface of the cross beam (2) and the longitudinal web (5), and the other side of the steel cover plate (6) is connected to the bottom surface of the roadway slab (1); the longitudinal web (5), the cross beam (2) and the steel cover plate (6) are combined to form a box-type structure; the rigidity of the box-type structure along the longitudinal direction of the road is lower than its rigidity along the transverse direction of the road.

2. A bridge-type pavement structure according to claim 1, characterized in that: The length of the roadway slab (1) along the longitudinal direction of the road is LA1, 3m≤LA1≤5m.

3. A bridge-type pavement structure according to claim 1, characterized in that: The roadway slab (1) further comprises a second stiffening rib (15), wherein the second stiffening rib (15) is arranged at the bottom of the roadway slab (1).

4. A bridge-type pavement structure according to claim 3, characterized in that: The distance between two adjacent cross beams (2) along the longitudinal direction of the road is LA2, 3m≤LA2≤5m.

5. A bridge type pavement structure according to claim 3, characterized in that: Both ends of the second stiffening rib (15) are respectively connected to the corresponding cross beam (2).

6. A bridge type pavement structure according to claim 3, characterized in that: The carriageway slab (1) is a concrete member; a steel bottom plate (14) is provided on the bottom surface of the carriageway slab (1); and the steel bottom plate (14) is connected to the carriageway slab (1) via a shear-resistant connector.

7. A bridge-type pavement structure according to claim 6, characterized in that: Both ends of the steel bottom plate (14) in the longitudinal direction of the road respectively extend beyond corresponding ends of the roadway plate (1).

8. A bridge-type pavement structure according to any one of claims 1 to 7, characterized in that: The cross beam (2) is a steel component; the bottom surface of the cross beam (2) is also connected to a strip foundation (3); and the strip foundation (3) is a concrete component.

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