Steel bridge deck pavement structure and construction method thereof

Abstract

The invention discloses a steel bridge deck pavement structure and a construction method thereof.The steel bridge deck pavement structure comprises a UHPC layer, an asphalt pavement layer and a steel plate layer, the asphalt pavement layer and the steel plate layer are laid on the UHPC layer, the steel bridge deck pavement structure further comprises a shear-resistant assembly, the shear-resistant assembly comprises a first shear-resistant piece and a second shear-resistant piece, and the second shear-resistant piece is angularly installed on the first shear-resistant piece; the anti-shear assembly is used for fixing the asphalt pavement layer on the UHPC layer and the steel plate layer so as to directly transmit shear stress borne by the asphalt pavement layer to the UHPC layer and the steel plate layer; the shear-resistant assembly can directly transmit shear stress borne by the asphalt pavement layer to the UHPC layer and the steel plate layer, then the shear-resistant capacity of the asphalt pavement layer is improved, the second shear-resistant piece is angularly installed on the first shear-resistant piece, the diffusion range of the shear stress can be rapidly increased, namely, the shear-resistant range of the shear-resistant assembly is rapidly increased, and the shear-resistant capacity of the asphalt pavement layer is improved. The shear stress diffusion efficiency and effect are improved; the steel bridge deck pavement structure can overcome the defect of poor shear resistance between the UHPC layer and the pavement layer in the prior art.

Description

Technical Field

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

[0002] Steel bridge deck pavement is a crucial component of bridge engineering, directly impacting driving comfort, safety, and the durability of the bridge's main structure. Ultra-high performance concrete (UHPC), due to its ultra-high strength, high toughness, low permeability, and excellent durability, is increasingly widely used as a rigid base layer or protective layer in steel bridge deck pavement. This material allows for thinner pavement layer designs, reducing structural weight, and is particularly suitable for long-span steel bridges.

[0003] However, there are significant differences in mechanical properties between the UHPC layer and the upper asphalt pavement layer, with their elastic moduli differing by tens of times. Under the combined effects of vehicle loads (especially horizontal braking loads and centrifugal force during cornering), temperature changes (seasonal and diurnal temperature variations), and bridge deflection, the interface between the UHPC layer and the upper asphalt pavement layer in the pavement system will generate substantial shear stress. Traditional interlayer bonding materials (such as epoxy asphalt and modified emulsified asphalt) will experience significant degradation in bond strength and shear capacity during long-term service due to aging, fatigue, and water loss, making it difficult to effectively resist the aforementioned shear stress. This leads to typical defects such as interlayer slippage, shoving, and delamination. These defects not only shorten the pavement's service life and increase maintenance costs but may also pose driving safety hazards.

[0004] In existing technologies, measures to improve the shear strength between UHPC and asphalt pavement layers mainly include:

[0005] (1) Optimize the formulation of the adhesive layer material to improve its bonding strength and high temperature resistance;

[0006] (2) Roughen the UHPC surface by grooving, shot blasting, or chiseling to increase the mechanical interlocking force at the interface.

[0007] Among them, the "shot blasting and roughening" in methods (1) and (2) have limited effect on improving the interfacial shear resistance, and their long-term durability is uncertain. Due to the high strength of UHPC, the "grooving" process in method (2) is complex and difficult, which damages the integrity of the UHPC layer. In addition, the performance matching requirements of the filling material in the groove are high, and the construction quality control is difficult. Conventional shear pins mainly solve the connection between the UHPC layer and the steel bridge deck, and do not contribute to the interfacial shear resistance between the top surface of the UHPC layer and the asphalt pavement layer.

[0008] Therefore, for steel bridge deck UHPC asphalt pavement systems, especially for unfavorable working conditions such as heavy loads, large longitudinal slopes, and small radius curves, there is an urgent need for an interlayer shear reinforcement technology that is structurally reasonable, easy to construct, simple to maintain and repair, reliable in shear resistance, and has good durability. Summary of the Invention

[0009] The technical problem to be solved by the present invention is to overcome the defect of poor shear resistance between the UHPC layer and the asphalt pavement layer in the prior art, and to provide a steel bridge deck pavement structure and its construction method.

[0010] The present invention solves the above-mentioned technical problems through the following technical solution:

[0011] A steel bridge deck pavement structure includes a UHPC layer, an asphalt pavement layer laid on the UHPC layer, and a steel plate layer laid below the UHPC layer along the pavement direction. The steel bridge deck pavement structure also includes a shear-resistant component, which includes a first shear member and a second shear member, with the second shear member installed at an angle on the first shear member.

[0012] The first end of the first shear member is disposed in the pavement layer, and the second end passes through the UHPC layer in a direction perpendicular to the vehicle travel direction and is welded and fixed to the steel plate layer. The vehicle travel direction is perpendicular to the direction of the shear member. The shear member is used to fix the asphalt pavement layer on the UHPC layer and the steel plate layer so as to directly transfer the shear stress on the asphalt pavement layer to the UHPC layer and the steel plate layer.

[0013] In this scheme, the shear-resistant component can directly transfer the shear stress on the asphalt pavement layer to the UHPC layer and the steel plate layer, thereby improving the shear resistance of the asphalt pavement layer. The second shear-resistant component is installed at an angle on the first shear-resistant component. The above arrangement can quickly increase the range of shear stress diffusion, that is, quickly increase the shear range of the shear-resistant component, so as to improve the efficiency and effect of shear stress diffusion. In summary, the above-mentioned steel bridge deck pavement structure can overcome the defect of poor shear resistance between the UHPC layer and the asphalt pavement layer in the prior art.

[0014] In addition, the first end of the first shear member is set in the pavement layer, and the second end passes through the UHPC layer in a direction perpendicular to the vehicle travel direction and is welded and fixed to the steel plate layer. The above arrangement allows the second shear member to directly transfer the shear stress formed by the vehicle load on the asphalt pavement layer to various positions of the UHPC layer, steel plate layer and asphalt pavement layer through the first and second shear members to resist shear, thereby further improving the shear resistance of the steel bridge deck pavement structure.

[0015] Preferably, the steel bridge deck pavement structure further includes a waterproof bonding layer, which is disposed between the UHPC layer and the pavement layer.

[0016] In this design, the waterproofing and bonding layers provide excellent waterproofing and bonding effects for the steel bridge deck pavement structure.

[0017] Preferably, the first shear-resistant member is a shear stud, and there are multiple shear studs arranged in a "matrix" shape.

[0018] In this scheme, the arrangement of multiple shear studs can further improve the shear stress transmission efficiency; in addition, the matrix arrangement of multiple shear studs ensures that the shear stress is evenly distributed on the steel bridge deck pavement structure and is evenly diffused, preventing the shear stress from concentrating in a certain part of the steel bridge deck pavement structure and causing damage.

[0019] Preferably, the UHPC layer has multiple drill holes corresponding to multiple anti-shear studs in a direction perpendicular to the vehicle travel direction, and the second ends of the multiple anti-shear studs pass through the multiple drill holes to be welded and fixed in the steel plate layer.

[0020] In this design, the drilling facilitates the insertion of shear studs into the UHPC layer.

[0021] Preferably, the radial dimension of the shear stud is smaller than the radial dimension of the borehole, so that a radial gap is formed between the shear stud and the borehole; the steel bridge deck pavement structure also includes fasteners disposed in the gap and used to fix the shear studs to the UHPC layer.

[0022] In this design, the gap setting facilitates the installation of shear studs; in addition, the fasteners allow the shear studs to be connected to the UHPC layer as a whole, which facilitates the transfer of shear stress on the shear studs to the UHPC layer.

[0023] Preferably, the fastener is a filler used to fill gaps and to bond the shear stud to the UHPC layer as a whole.

[0024] In this solution, the filler makes the gaps full and dense, eliminating gaps, and also makes the shear studs bond more firmly to the UHPC layer.

[0025] Preferably, the second shear-resistant member is a shear-resistant steel bar, and there are multiple shear-resistant steel bars. The multiple shear-resistant steel bars are welded to multiple shear-resistant studs in each row along a direction perpendicular to the vehicle's travel to form a spatial skeleton, wherein the vehicle's travel direction is perpendicular to the extension direction of the shear-resistant studs.

[0026] In this scheme, the formation of the aforementioned spatial skeleton allows for a wider range of shear stress transmission and faster diffusion during transmission. Furthermore, the spatial skeleton also enables shear stress to be transmitted to various locations within the UHPC layer and the steel plate layer, further enhancing the shear stress diffusion effect. The vehicle travel direction is perpendicular to the extension direction of the anti-shear studs, making it easier for shear stress to be transmitted to the anti-shear studs.

[0027] Preferably, any one shear reinforcement is welded to the first end of multiple shear studs, forming multiple weld points; in the extension direction of the shear reinforcement, the multiple weld points are staggered on both sides of the shear reinforcement.

[0028] In this design, multiple weld points are staggered on both sides of the shear reinforcement. This arrangement prevents the shear reinforcement from twisting due to welding, making the shear reinforcement more stable, which in turn makes the spatial frame more stable and provides better shear resistance.

[0029] Preferably, adjacent shear reinforcement bars are staggered in the extension direction of the shear reinforcement bars, and the shear reinforcement bars are located in the pavement layer.

[0030] In this scheme, the above-mentioned settings enable the shear resistance range of the shear reinforcement to be larger, thereby resulting in better shear resistance.

[0031] This invention also provides a construction method for steel bridge deck pavement structures, applicable to steel bridge deck pavement structures, the construction method including the following steps:

[0032] The second shear member is installed at an angle onto the upper first shear member;

[0033] The first end of the first shear member is fixed in the pavement layer, and the second end passes through the UHPC layer in a direction perpendicular to the vehicle travel direction and is fixed to the steel plate layer.

[0034] In this scheme, the shear-resistant component can directly transfer the shear stress on the pavement layer to the UHPC layer and the steel plate layer, thereby improving the shear stress diffusion efficiency. The second shear-resistant component is installed at an angle on the first shear-resistant component. The above arrangement can quickly increase the range of shear stress diffusion, that is, quickly increase the shear range of the shear-resistant component, so as to improve the shear stress diffusion efficiency and effect.

[0035] Preferably, the construction method is used for the maintenance and repair of the steel bridge deck pavement of old bridges, and includes the following steps:

[0036] S1: Existing pavement treatment: Mill or chisel away the damaged or reinforced pavement in the area to be reinforced to expose the surface of the UHPC layer and clean it thoroughly;

[0037] S2: Measurement and Drilling Positioning: According to the design drawings, lay out the drilling axis positions of the first and second shear members on the surface of the UHPC layer. The drilling positions should avoid the original anchor nails and steel mesh of the UHPC layer.

[0038] S3: Implant and weld the first shear member: Use a drill to drill a hole at the marked position through the UHPC layer until the steel plate layer surface is exposed and the steel plate layer itself is free of attachments, and remove the debris in the drill hole; insert the first shear member into the drill hole, and use an arc welding or stud welding machine to firmly weld the bottom end of the first shear member to the steel plate layer.

[0039] S4: Install the second shear member: Weld the second shear member to the contact point of each intersecting first shear member;

[0040] S5: Pressure grouting: Using a special or portable grouting tool, inject the prepared filler into the borehole of the first shear member to ensure that the borehole is filled tightly and without voids;

[0041] S6: Curing and Surface Treatment: After the filler reaches the specified strength, the surface of the UHPC layer in the reinforced area should be cleaned as necessary, and light shot blasting can be performed to increase the adhesion with the newly laid waterproof layer.

[0042] S7: Restore the pavement layer: Apply a waterproof bonding layer, then repave and compact the asphalt pavement layer.

[0043] Preferably, the construction method is applied to the laying of new bridge steel deck pavement and includes the following steps:

[0044] S1: Lay out a steel plate layer and weld the bottom end of the first shear member to the steel plate layer;

[0045] S2: Casting the UHPC layer;

[0046] S3: After the UHPC layer reaches the desired strength, the second shear member is welded at an angle to the top of the first shear member to form a spatial skeleton with the first shear member;

[0047] S4: An asphalt pavement layer is laid above the UHPC layer, with the upper end of the first shear member and the second shear member located within the asphalt pavement layer. The positive and progressive effects of this invention are: the shear components can directly transfer the shear stress on the asphalt pavement layer to the UHPC layer and the steel plate layer, thereby improving the shear stress diffusion efficiency; the second shear member is installed at an angle on the first shear member, and this arrangement can rapidly increase the range of shear stress diffusion, i.e., rapidly increase the shear range of the shear components, thus improving the shear stress diffusion efficiency and effect; in summary, the above-mentioned steel bridge deck pavement structure can overcome the defect of poor shear resistance between the UHPC layer and the asphalt pavement layer in the prior art. Attached Figure Description

[0048] Figure 1 This is a schematic diagram of the design structure of a steel bridge deck pavement structure according to an embodiment of the present invention.

[0049] Figure 2 This is a schematic cross-sectional view of a steel bridge deck pavement structure according to an embodiment of the present invention.

[0050] Figure 3 This is a schematic diagram showing the arrangement and distribution of the additional shear studs and shear reinforcement welds on the surface of the UHPC layer according to an embodiment of the present invention.

[0051] Figure 4This is a schematic diagram of the shear reinforcement in the UHPC layer according to an embodiment of the present invention.

[0052] Figure 5 This is a schematic diagram illustrating the influence range of shear stress on shear reinforcement according to an embodiment of the present invention.

[0053] Figure 6 This is a diagram showing the shear stress distribution of a wheel according to an embodiment of the present invention.

[0054] Figure 7 This is a schematic diagram of a construction method according to an embodiment of the present invention.

[0055] Explanation of reference numerals in the attached figures:

[0056] 100 steel bridge deck pavement structure

[0057] Shear reinforcement 1

[0058] Waterproof layer adhesive layer 2

[0059] Steel plate layer 3

[0060] Asphalt pavement layer 4

[0061] UHPC layer 5

[0062] Anti-shear nail 6 Detailed Implementation

[0063] The present invention will be further described below with reference to the accompanying drawings and by way of embodiments, but the present invention is not limited to the scope of the embodiments.

[0064] like Figure 1-7 As shown, this embodiment provides a steel bridge deck pavement structure 100. The steel bridge deck pavement structure 100 includes a UHPC layer 5, an asphalt pavement layer 4 laid on the UHPC layer 5, and a steel plate layer 3 laid below the UHPC layer 5 along the pavement direction. The steel bridge deck pavement structure 100 also includes a shear-resistant component, which includes a first shear member and a second shear member. The second shear member is installed at an angle on the first shear member.

[0065] The first end of the first shear-resistant component is disposed in the asphalt pavement layer 4, and the second end passes through the UHPC layer 5 in a direction perpendicular to the vehicle travel direction and is welded and fixed to the steel plate layer 3. The vehicle travel direction is perpendicular to the direction of the shear-resistant component. The shear-resistant component fixes the asphalt pavement layer 4 on the UHPC layer 5 and the steel plate layer 3 so as to directly transfer the shear stress on the asphalt pavement layer 4 to the UHPC layer 5 and the steel plate layer 3.

[0066] In this embodiment, the shear-resistant component can directly transfer the shear stress on the asphalt pavement layer 4 to the UHPC layer 5 and the steel plate layer 3, thereby improving the shear stress diffusion efficiency. The second shear-resistant component is installed at an angle on the first shear-resistant component. The above arrangement can quickly increase the range of shear stress diffusion, that is, quickly increase the shear range of the shear-resistant component, so as to improve the shear stress diffusion efficiency and effect. In summary, the above-mentioned steel bridge deck pavement structure 100 can overcome the defect of poor shear resistance between the UHPC layer 5 and the asphalt pavement layer 4 in the prior art.

[0067] In addition, the first end of the first shear member is set in the asphalt pavement layer 4, and the second end passes through the UHPC layer 5 in a direction perpendicular to the vehicle travel direction and is welded and fixed to the steel plate layer 3. The above arrangement allows the second shear member to directly transfer the shear stress formed by the traffic load in the pavement layer 4 to various positions of the UHPC layer 5, the steel plate layer 3 and the asphalt pavement layer 4 through the first and second shear members to resist shear, thereby further improving the shear resistance of the steel bridge deck pavement structure 100.

[0068] like Figure 1 The steel bridge deck pavement structure 100 also includes a waterproof bonding layer 2, which is disposed between the UHPC layer 5 and the asphalt pavement layer 4.

[0069] In this embodiment, the waterproof adhesive layer 2 enables the steel bridge deck pavement structure 100 to have excellent waterproof and adhesive effects.

[0070] It should be noted that the asphalt pavement layer is the asphalt mixture layer 4.

[0071] like Figure 1 The first shear-resistant component is a shear stud 6, and there are multiple shear studs 6 arranged in a "matrix" shape.

[0072] In this embodiment, the arrangement of multiple shear studs 6 can further improve the shear stress transmission efficiency; in addition, the multiple shear studs 6 are arranged in a "matrix" shape so that the shear stress is evenly distributed on the steel bridge deck pavement structure 100 and is evenly diffused, preventing the shear stress from concentrating in a certain part of the steel bridge deck pavement structure 100 and causing damage to it.

[0073] It should be noted that multiple shear studs 6 penetrate vertically through the UHPC layer 5, and their lower ends are anchored to the steel plate layer 3.

[0074] The UHPC layer 5 has multiple drilled holes corresponding to multiple anti-shear studs 6 in a direction perpendicular to the vehicle travel direction. The second ends of the multiple anti-shear studs 6 pass through the multiple drilled holes and are welded and fixed in the steel plate layer 3.

[0075] In this embodiment, the drilling facilitates the insertion of the shear studs 6 into the UHPC layer 5.

[0076] The radial dimension of the shear stud 6 is smaller than the radial dimension of the borehole, so that a radial gap is formed between the shear stud 6 and the borehole; the steel bridge deck pavement structure 100 also includes a fastener disposed in the gap and used to fix the shear stud 6 to the UHPC layer 5.

[0077] In this embodiment, the gap facilitates the insertion of the shear stud 6; in addition, the fasteners connect the shear stud 6 and the UHPC layer 5 into a whole, which facilitates the transfer of shear stress on the shear stud 6 to the UHPC layer 5.

[0078] It should be noted that the above-mentioned fasteners are fillers; the above-mentioned fasteners can also transmit shear stress; in addition, the above-mentioned anti-shear studs 6 are newly added anti-shear studs 6, that is to say, there were also anti-shear studs 6 in the original UHPC layer 5.

[0079] The fastener is a filler used to fill gaps and to bond the shear stud 6 to the UHPC layer 5 as a whole.

[0080] In this embodiment, the filler can make the gaps full and dense, eliminating gaps, and can also make the shear stud 6 bond more firmly to the UHPC layer 5. In addition, the filler can also prevent the tip of the shear stud 6 from undergoing horizontal displacement under shear stress.

[0081] It should be noted that the above-mentioned filler is an adhesive filler, which bonds the shear stud 6 to the UHPC layer 5 as a whole.

[0082] Furthermore, the aforementioned fillers can also be selected from high-strength, non-shrink grouting materials such as epoxy resin-based grout, UHPC, and high-strength polymer mortar, depending on cost and workability requirements. Their cured strength is not lower than that of the UHPC matrix. These variations and substitutions based on the core concept of this invention all fall within the protection scope of this invention.

[0083] like Figure 1 The second shear-resistant component is a shear-resistant steel bar 1, which consists of multiple shear-resistant steel bars 1. These multiple shear-resistant steel bars 1 are welded to multiple shear-resistant studs 6 in each row along a direction perpendicular to the vehicle's travel direction to form a spatial skeleton. The vehicle's travel direction is perpendicular to the extension direction of the shear-resistant studs 6.

[0084] In this embodiment, the formation of the aforementioned spatial skeleton allows for a wider range of shear stress transmission and faster diffusion during transmission. Furthermore, the spatial skeleton also enables shear stress to be transmitted to various locations in the UHPC layer 5 and the steel plate layer 3, further improving the shear stress diffusion effect. The vehicle travel direction is perpendicular to the extension direction of the anti-shear stud 6, making it easier for shear stress to be transmitted to the anti-shear stud 6.

[0085] It should be noted that the specific requirements for shear reinforcement 1 are as follows:

[0086] (1) Shear reinforcement 1 should be HRB335 steel bar with a diameter of Φ10 and a length of 1000~1500mm.

[0087] (2) The shear reinforcement 1 shall be arranged in the asphalt pavement layer 4 above the UHPC layer 5, perpendicular to the bridge centerline (i.e. perpendicular to the direction of vehicle travel); the longitudinal spacing of the bridge is 250-1000mm, and the shear reinforcement 1 is arranged in two staggered rows; the adjacent shear reinforcement 1 is staggered by 150mm, and the staggered overlap length is 50mm; the shear reinforcement 1 shall be welded and fixed to the top of the newly added shear nail 6 according to the specified size and arrangement.

[0088] (3) Welding requirements for shear reinforcement 1 and new shear nail 6: The top of shear reinforcement 1 and new shear nail 6 shall be welded firmly, and the spacing of new shear nail 6 shall be 150-200mm.

[0089] Furthermore, the arrangement of the shear reinforcement 1 can also be adjusted to a segmented form according to the changes in bridge deck width; these variations and substitutions based on the core concept of this invention all fall within the protection scope of this invention.

[0090] The maximum spacing of shear reinforcement 1 is Lmax, and the minimum spacing is Lmin, which represents the influence range of shear stress on shear reinforcement 1, as follows: Figure 5 As shown. The purpose of determining this value is twofold: firstly, to ensure that the shear reinforcement 1 can provide shear resistance under vehicle loads, preventing shear defects in the pavement system; and secondly, to prevent unnecessary waste due to excessive shear reinforcement 1 placement. Based on relevant engineering experience, a value of 1.0m is recommended for Lmax. Some scholars have studied the three-dimensional distribution of the maximum shear stress at the contact surface of a wheel on a horizontal plane and produced a distribution diagram, as shown below. Figure 6 As shown, the shear stress distribution of the wheel is larger at both ends and smaller in the middle. Based on the wheel imprint design, a value of 0.25-0.30m is taken in the X direction for calculation. Referring to this value, the minimum welding distance of the shear reinforcement 1 is determined to be 0.25m.

[0091] The shear reinforcement 1 should be arranged according to the design requirements of the construction drawings, and welded and fixed to the top of the newly added shear studs and in the asphalt pavement layer 4 above the surface of the UHPC layer 5. For example... Figure 4 As shown: Shear reinforcement 1 is welded in the asphalt pavement layer 4 above the UHPC layer 5 to bear most or even all of the interlayer shear stress.

[0092] as follows Figure 3 As shown, any one shear reinforcement 1 is welded to the first end of multiple shear studs 6, forming multiple weld points 7; in the extension direction of the shear reinforcement 1, the multiple weld points 7 are staggered on both sides of the shear reinforcement 1.

[0093] In this embodiment, multiple weld points 7 are staggered on both sides of the shear reinforcement 1. This arrangement can prevent the shear reinforcement 1 from twisting due to welding, making the shear reinforcement 1 more stable, and thus making the spatial frame more stable, so as to better resist shear.

[0094] It should be noted that the strength of solder joint 7 should meet the strength requirements, and any incomplete or missing solder joints must be repaired in time.

[0095] as follows Figure 3 As shown, in the extension direction of the shear reinforcement 1, adjacent shear reinforcement 1 are staggered and located in the asphalt pavement layer 4.

[0096] In this embodiment, the above-mentioned arrangement makes the shear resistance range of the shear reinforcement 1 larger, thereby making the shear resistance effect better.

[0097] It should be noted that the shear reinforcement 1 should be arranged in the asphalt pavement layer 4 above the UHPC layer 5, perpendicular to the bridge centerline (i.e., perpendicular to the direction of vehicle travel); the longitudinal spacing of the bridge is 250-1000mm, and the shear reinforcement 1 is staggered in the front and rear rows; adjacent shear reinforcement 1 are staggered by 150mm, and the overlap length is 50mm; the shear reinforcement 1 should be welded and fixed to the top of the newly added shear nail 6 according to the specified size and arrangement.

[0098] as follows Figure 1-6 As shown, the present invention also provides a construction method for a steel bridge deck pavement structure 100, applicable to the steel bridge deck pavement structure 100, the construction method including the following steps:

[0099] The second shear member is installed at an angle onto the upper first shear member;

[0100] The first end of the first shear-resistant member is fixed in the asphalt pavement layer 4, and the second end passes through the UHPC layer 5 in a direction perpendicular to the vehicle travel direction and is welded and fixed to the steel plate layer 3. In this embodiment, the shear-resistant component can directly transfer the shear stress on the asphalt pavement layer 4 to the UHPC layer 5 and the steel plate layer 3, thereby improving the shear stress diffusion efficiency. The first shear-resistant member is installed at an angle on the second shear-resistant member. The above arrangement can quickly increase the range of shear stress diffusion, that is, quickly increase the shear range of the shear-resistant component, so as to improve the shear stress diffusion efficiency and effect.

[0101] It should be noted that, see also Figure 7 Step S100 is to "install the second shear member at an angle on the upper first shear member"; Step 200 is to "fix the first end of the first shear member in the asphalt pavement layer 4, and the second end passes through the UHPC layer 5 in a direction perpendicular to the vehicle travel direction and is welded and fixed to the steel plate layer 3".

[0102] The construction method is used for the maintenance and repair of the steel bridge deck pavement of old bridges, and includes the following steps:

[0103] S1: Treatment of existing asphalt pavement layer 4: Mill or chisel away the damaged or reinforced asphalt pavement layer 4 in the area to be reinforced, expose the surface of UHPC layer 5, and clean it thoroughly;

[0104] S2: Measurement and Drilling Positioning: According to the design drawings, accurately lay out the drilling axis positions of the first and second shear members on the surface of UHPC layer 5. The drilling positions should avoid the original anchor nails and steel mesh of UHPC layer 5.

[0105] S3: Implant and weld the first shear member: Use a drill to drill a hole at the marked position through the UHPC layer 5 until the surface of the steel plate layer 3 is exposed and free of attachments. Remove the debris from the drill hole; insert the first shear member into the drill hole and use an arc welding or stud welding machine to firmly weld the bottom end of the first shear member to the steel plate layer 3.

[0106] S4: Install the second shear member: Weld the second shear member to the contact point of each intersecting first shear member;

[0107] S5: Pressure grouting: Using a special or portable grouting tool, inject the prepared filler into the borehole of the first shear member to ensure that the borehole is filled tightly and without voids;

[0108] S6: Curing and surface treatment: After the filler reaches the specified strength, the surface of the reinforced UHPC layer 5 should be cleaned as necessary, and light shot blasting can be performed to increase the adhesion with the newly laid waterproof layer 2.

[0109] S7: Restore asphalt pavement layer 4: Apply waterproof bonding layer 2, then repave and compact pavement layer 4.

[0110] The construction method is applied to the laying of new bridge steel deck pavement and includes the following steps:

[0111] S1: Lay out steel plate layer 3 and weld the bottom end of the first shear member to the steel plate layer 3;

[0112] S2: Cast UHPC layer 5;

[0113] S3: After the UHPC layer 5 reaches the desired strength, the second shear member is welded at an angle to the top of the first shear member to form a spatial skeleton with the first shear member;

[0114] S4: Lay an asphalt pavement layer 4 above the UHPC layer 5, and position the upper end of the first shear member and the second shear member within the asphalt pavement layer 4.

[0115] It should be noted that, compared with the prior art, the present invention has the following significant advantages:

[0116] (1) Advanced shear resistance mechanism and high bearing capacity: The spatial rigid skeleton formed by welding shear nails 6 and shear steel bars 1 directly transmits the horizontal shear stress borne by the asphalt pavement layer 4 to the UHPC layer 5, and further transmits it to the steel plate layer 3 through the newly added and original shear nails 6, realizing the multi-path and efficient transmission of shear stress, and completely changing the weak force transmission mode that relies on a single bonding interface.

[0117] (2) Strong structural integrity and excellent durability: Welding fixation and bonding filler tightly combine shear nails 6, shear steel bars 1 with UHPC layer 5 and steel plate layer 3 to form a composite material system, which effectively prevents the attenuation of shear resistance and has significantly better shear fatigue resistance than pure bonding layer system.

[0118] (3) Convenient construction and strong adaptability: The main processes of this technology are drilling, welding and grouting. No large and complex equipment is required, and it has little impact on the normal traffic of the bridge. It is particularly suitable for the maintenance, repair and reinforcement of existing bridges, and is also applicable to the steel bridge deck paving construction of new bridges.

[0119] (4) Flexible design and good economy: The diameter, spacing and arrangement range of the shear studs 6 and shear reinforcement 1 can be customized according to the specific load conditions, longitudinal slope, curve radius and other factors of the bridge to achieve the optimal balance between safety and economy. This structure can reduce the dependence on the shear structure of the UHPC layer 5 surface and the high-performance waterproof bonding layer material, and reduce the total life cycle cost.

[0120] (5) Quality is controllable and reliability is good: Welding quality and grout density are key control points in construction. They are easy to control through conventional testing methods (such as weld inspection, tapping method, ultrasonic testing, etc.), which ensures the long-term reliability of the structure.

[0121] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0122] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. A steel bridge deck pavement structure, wherein the steel bridge deck pavement structure comprises, along the pavement direction, a UHPC layer, an asphalt pavement layer laid on the UHPC layer, and a steel plate layer laid below the UHPC layer, characterized in that, The steel bridge deck pavement structure also includes a shear-resistant component, which includes a first shear-resistant member and a second shear-resistant member, with the second shear-resistant member installed at an angle on the first shear-resistant member; The first end of the first shear-resistant member is disposed in the asphalt pavement layer, and the second end passes through the UHPC layer in a direction perpendicular to the vehicle travel direction and is welded and fixed to the steel plate layer. The vehicle travel direction is perpendicular to the direction of the shear-resistant member. The shear-resistant member is used to fix the asphalt pavement layer on the UHPC layer and the steel plate layer so as to directly transfer the shear stress on the asphalt pavement layer to the UHPC layer and the steel plate layer.

2. The steel bridge deck pavement structure as described in claim 1, characterized in that, The steel bridge deck pavement structure also includes a waterproof bonding layer, which is disposed between the UHPC layer and the asphalt pavement layer.

3. The steel bridge deck pavement structure as described in claim 2, characterized in that, The first shear-resistant component is a shear-resistant stud, and there are multiple shear-resistant studs arranged in a "matrix" shape.

4. The steel bridge deck pavement structure as described in claim 3, characterized in that, The UHPC layer has multiple drill holes corresponding to the multiple anti-shear studs in a direction perpendicular to the vehicle travel direction. The second ends of the multiple anti-shear studs pass through the multiple drill holes and are fixed to the steel plate layer by welding.

5. The steel bridge deck pavement structure as described in claim 4, characterized in that, The radial dimension of the anti-shear stud is smaller than the radial dimension of the borehole, so that the anti-shear stud and the borehole form a radial gap; the steel bridge deck pavement structure also includes a fastener, which is disposed in the gap and is used to fix the anti-shear stud in the UHPC layer; Preferably, the fastener is a filler used to fill the gap and to bond the shear stud to the UHPC layer as a whole.

6. The steel bridge deck pavement structure as described in claim 3, characterized in that, The second shear-resistant member is a shear-resistant steel bar, which consists of multiple steel bars. These multiple shear-resistant steel bars are welded to multiple shear studs in each row along a direction perpendicular to the vehicle's travel direction to form a spatial skeleton. The vehicle's travel direction is perpendicular to the extension direction of the shear studs.

7. The steel bridge deck pavement structure as described in claim 6, characterized in that, Any one of the shear-resistant reinforcing bars is welded to the first end of the plurality of shear-resistant studs, forming a plurality of weld points; In the extending direction of the shear reinforcement, a plurality of the weld points are staggered on both sides of the shear reinforcement; and / or, In the extension direction of the shear reinforcement, adjacent shear reinforcements are staggered and located in the asphalt pavement layer.

8. A construction method for a steel bridge deck pavement structure, applied to the steel bridge deck pavement structure according to any one of claims 1-7, characterized in that, The construction method includes the following steps: The second shear member is welded at an angle to the first shear member; The first end of the first shear-resistant member is placed in the asphalt pavement layer, and the second end passes through the UHPC layer in a direction perpendicular to the vehicle travel direction and is welded and fixed to the steel plate layer, so as to directly transfer the shear stress on the asphalt pavement layer to the UHPC layer and the steel plate layer.

9. The construction method of the steel bridge deck pavement structure as described in claim 8, characterized in that, The construction method described herein is used for the maintenance and repair of the steel bridge deck pavement of old bridges, and includes the following steps: S1: Existing pavement layer treatment: Mill or chisel away the damaged or reinforced pavement layer in the area to be reinforced to expose the surface of the UHPC layer and clean it. S2: Measurement and layout and drilling positioning: According to the design drawings, the drilling axis positions of the first shear member and the second shear member are laid out on the surface of the UHPC layer. The drilling positions avoid the original anchor nails and steel mesh of the UHPC layer. S3: Implant and weld the first shear-resistant member: Use a drilling machine to drill a hole at the marked position through the UHPC layer until the steel plate layer surface is exposed and the steel plate layer itself is free of attachments, and remove the debris in the drill hole; insert the first shear-resistant member into the drill hole, and use an arc welding or stud welding machine to firmly weld the bottom end of the first shear-resistant member to the steel plate layer. S4: Install the second shear member: Weld and fix the second shear member to the contact point of each intersecting first shear member; S5: Pressure grouting: Using a special or portable grouting tool, inject the prepared filler into the borehole of the first shear member to ensure that the borehole is filled tightly and without voids; S6: Curing and surface treatment: After the filler reaches the specified strength, the surface of the UHPC layer in the reinforced area shall be cleaned as necessary, and light shot blasting may be performed to increase the adhesion with the newly laid waterproof layer. S7: Restore the pavement layer: Apply the waterproof bonding layer, then repave and compact the asphalt pavement layer.

10. The construction method of the steel bridge deck pavement structure as described in claim 8, characterized in that, The construction method described herein is applied to the laying of new bridge steel deck paving and includes the following steps: S1: Lay out a steel plate layer and weld the bottom end of the first shear member to the steel plate layer; S2: Cast the UHPC layer; S3: After the UHPC layer reaches the desired strength, a second shear member is welded at an angle to the top of the first shear member to form a spatial skeleton with the first shear member; S4: Lay the asphalt pavement layer above the UHPC layer, and place the upper end of the first shear member and the second shear member in the asphalt pavement layer.

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