Steel beam and concrete beam pavement transition structure, bridge deck structure and steel-concrete composite beam bridge

Abstract

The utility model relates to the technical field of bridge deck pavement, in particular to a steel beam and concrete beam pavement transition structure, a bridge deck structure and a steel-concrete composite girder bridge, a pavement layer structure is paved on a bridge deck slab, and the pavement layer structure comprises a steel beam section pavement, a combination section pavement, a leveling section pavement and a concrete beam section pavement. The combination section pavement and the leveling section pavement are integrally arranged, and each section comprises a pavement lower layer, an adhesive layer and a pavement upper layer which are sequentially arranged from bottom to top; the thickness of the upper pavement layer and the thickness of the lower pavement layer of the leveling section pavement change in the bridge direction, and the leveling section pavement is in butt joint with the upper pavement layer and the lower pavement layer of the combination section pavement and the concrete beam section pavement respectively. According to the pavement transition structure, the overall synergy of the pavement structure at the steel-concrete joint can be improved, the height difference caused by different beam heights of the steel beam section and the concrete beam section can be leveled, the flatness of a bridge floor is ensured, and the safety and comfort of driving are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of bridge deck paving, in particular to a steel beam and concrete beam paving transition structure, a bridge deck structure and a steel-concrete composite beam bridge. Background Art

[0002] In recent years, with the continuous development of my country's rail transit industry, large-span bridges, especially large-span cable-stayed bridges and large-span suspension bridges, have been widely used. These large-span cable bridges have the characteristics of strong spanning capacity and complex structural stress. The deadweight of the structure usually accounts for more than 80% of the total load, so the deadweight of the beam will have a greater impact on the stress of the main beam. In order to solve this problem, the designer proposed a new type of bridge structure, that is, the beam body adopts a steel-concrete hybrid beam. This structure can not only greatly reduce the deadweight of the bridge, which helps to strictly control costs, but also has good durability and seismic performance, giving full play to the advantages of the two materials, so it has attracted more and more attention from engineers.

[0003] As a functional layer that directly bears vehicle loads, the material selection, structural rationality and construction difficulty of the bridge deck pavement are directly related to the safety of bridge deck driving and the durability of the bridge structure. At present, in the existing steel-concrete hybrid beam bridge deck pavement form, the steel beam part and the concrete beam part are usually paved separately, and the bridge deck pavement form at the junction of steel and concrete has not been deeply studied.

[0004] The existing steel-concrete hybrid beam bridge deck pavement has the following main disadvantages:

[0005] First, the bridge deck at the junction of steel and concrete is prone to problems such as insufficient bonding performance and inability to coordinate deformation due to sudden changes in the pavement material. In the early service stage of the bridge, the pavement layer may suffer from bonding and slippage damage.

[0006] Secondly, there may be a certain height difference between the steel bridge deck and the concrete bridge deck due to the different beam heights, and this height difference can easily cause the vehicle to jump. Utility Model Content

[0007] The purpose of the invention of the utility model is to provide a steel beam and concrete beam paving transition structure, a bridge deck structure and a steel-concrete composite beam bridge to address the problems existing in the prior art, so as to improve the overall coordination of the paving structure at the junction of steel and concrete, level the height difference of the bridge deck, and improve driving safety and comfort.

[0008] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0009] A steel beam and concrete beam pavement transition structure, a waterproof bonding system is provided on the bridge deck, a pavement layer structure is laid on the waterproof bonding system, the pavement layer structure includes steel beam section pavement, joint section pavement, leveling section pavement and concrete beam section pavement distributed in sequence along the bridge direction, the joint section pavement and the leveling section pavement are integrated, wherein:

[0010] The steel beam segment paving includes a first paving lower layer, an adhesive layer and a first paving upper layer arranged from bottom to top;

[0011] The combined section paving includes a second paving lower layer, an adhesive layer and a second paving upper layer arranged from bottom to top;

[0012] The leveling section paving includes a third paving lower layer, a sticky layer and a third paving upper layer arranged from bottom to top;

[0013] The concrete beam segment paving includes a fourth paving lower layer, a bonding layer and a fourth paving upper layer arranged from bottom to top;

[0014] The thickness of the third pavement lower layer and the third pavement upper layer varies along the bridge direction;

[0015] One end of the third paving lower layer is butted against the second paving lower layer, and the other end is butted against the fourth paving lower layer;

[0016] One end of the third paving upper layer is butted against the second paving upper layer, and the other end is butted against the fourth paving upper layer;

[0017] The tops of the second paving upper layer, the third paving upper layer and the fourth paving upper layer are flush.

[0018] The steel beam and concrete beam paving transition structure of the present application is equipped with an integrated combining section paving and a leveling section paving at the junction of the steel beam section and the concrete beam section, which is beneficial to improving the overall coordination of the paving structure at the junction position and ensuring the driving safety at this position; the leveling section paving is connected with the concrete beam section paving, which can level the height difference between the steel beam section and the concrete beam section caused by the different beam heights, ensure the flatness of the bridge deck, and improve driving comfort.

[0019] As a preferred embodiment of the present invention, the first paving upper layer, the second paving upper layer and the third paving upper layer are filled with high-elastic asphalt, and the fourth paving upper layer is filled with mastic asphalt; the first paving lower layer, the second paving lower layer and the third paving lower layer are filled with cast asphalt concrete, and the fourth paving lower layer is filled with medium-grained asphalt concrete; the adhesive layer is filled with modified emulsified asphalt.

[0020] The pavement structure of the steel beam section and the concrete beam section is respectively filled with high-elastic asphalt, cast asphalt concrete, asphalt mastic and medium-grained asphalt concrete that are adapted to the deformation of the bridge deck structure. This can reduce the probability of lane deformation, pavement cracking and bulging and other problems to a large extent, and improve the overall economic benefits of the pavement structure. At the same time, high-elastic asphalt and asphalt mastic have good adhesion properties. Using the two as filling materials for the first to fourth pavement upper layers can improve the smoothness of the bridge surface and help improve driving comfort.

[0021] As a preferred embodiment of the present invention, the dosage of modified emulsified asphalt is 1300-1500g / m2.

[0022] As a preferred embodiment of the present invention, the poured asphalt concrete is sprinkled with crushed stones having a particle size of 5-10 mm.

[0023] As a preferred embodiment of the utility model, the waterproof bonding system includes a steel beam section waterproof structure, a connecting section waterproof structure, a leveling section waterproof structure and a concrete beam section waterproof structure which are sequentially distributed along the bridge direction; the steel beam section waterproof structure includes a zinc-rich anti-rust layer, a second-order reactive adhesive layer and a methacrylate resin layer sequentially laid from bottom to top; the connecting section waterproof structure and the leveling section waterproof structure include a waterproof layer, a second-order reactive adhesive layer and a methacrylate resin layer sequentially laid from bottom to top; the concrete beam section waterproof structure includes a waterproof layer and a polymer-modified asphalt layer sequentially laid from bottom to top.

[0024] Among them: the second-order reactive adhesive layer is a structural layer filled with the second-order reactive adhesive; the methacrylic resin layer is a structural layer filled with the methacrylic resin; and the polymer-modified asphalt layer is a structural layer filled with the polymer-modified asphalt.

[0025] As a preferred embodiment of the present invention, the second-order reactive adhesive layer is a second-order reactive adhesive in an amount of 100-200 g / m2; the methacrylic resin layer is a methacrylic resin in an amount of 2500-3500 g / m2, and the methacrylic resin layer is provided in two layers.

[0026] As a preferred embodiment of the utility model, the thickness of the zinc-rich anti-rust layer is 50-70 μm, and the surface of the steel bridge deck below the steel beam section paving is sandblasted for rust removal, with a cleanliness level of Sa2.5 and a roughness of 50-100 μm.

[0027] As a preferred solution of the utility model, the length of the leveling section paved along the bridge direction is 800-1200mm.

[0028] The present application also provides a bridge deck structure, including a steel bridge deck and a concrete bridge deck, and the paving at the junction of the steel bridge deck and the concrete bridge deck adopts the above-mentioned steel beam and concrete beam paving transition structure.

[0029] The bridge deck structure of the present application, due to the adoption of the above-mentioned steel beam and concrete beam paving transition structure, can form a bridge deck pavement with strong deformation ability, excellent integrity, and resistance to cracking and bulging at the junction of the steel beam section and the concrete beam section, which is beneficial to improving the durability and safety of the bridge deck structure and improving the overall economic benefits.

[0030] The present application also provides a steel-concrete composite beam bridge having the bridge deck structure as described above.

[0031] In summary, due to the adoption of the above technical solution, the beneficial effects of the utility model are:

[0032] 1. The steel beam and concrete beam paving transition structure of the present application is provided with an integrated combining section paving and a leveling section paving at the junction of the steel beam section and the concrete beam section, which is beneficial to improving the overall coordination of the paving structure at the junction position and ensuring the driving safety at this position; the leveling section paving is connected with the concrete beam section paving, which can level the height difference caused by the different beam heights of the steel beam section and the concrete beam section, ensure the flatness of the bridge deck, and improve the driving comfort.

[0033] 2. In the preferred scheme, the pavement structure of the steel beam section and the concrete beam section is respectively filled with high-elastic asphalt, cast asphalt concrete, asphalt mastic and medium-grained asphalt concrete that are adapted to the deformation of the bridge deck structure, which can reduce the probability of lane deformation, pavement cracking and bulging and other problems to a large extent, and improve the overall economic benefits of the pavement structure; at the same time, high-elastic asphalt and asphalt mastic have good adhesion properties. Using the two as filling materials for the first to fourth pavement upper layers can improve the smoothness of the bridge surface, which is conducive to improving driving comfort.

[0034] 3. The bridge deck structure of the present application, due to the adoption of the above-mentioned steel beam and concrete beam paving transition structure, can form a bridge deck pavement with strong deformation ability, excellent integrity, and resistance to cracking and bulging at the junction of the steel beam section and the concrete beam section, which is beneficial to improving the durability and safety of the bridge deck structure and improving the overall economic benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a cross-sectional schematic diagram of the pavement layer structure of the utility model.

[0036] Markings in the figure: 10- steel beam section paving; 11- the first paving upper layer; 12- the first paving lower layer; 20- joint section paving; 21- the second paving upper layer; 22- the second paving lower layer; 30- leveling section paving; 31- the third paving upper layer; 32- the third paving lower layer; 40- concrete beam section paving; 41- the fourth paving upper layer; 42- the fourth paving lower layer; 50- adhesive layer. DETAILED DESCRIPTION

[0037] The present invention is further described in detail below in combination with test examples and specific implementation methods. However, this should not be understood as the scope of the above subject matter of the present invention being limited to the following embodiments, and all technologies realized based on the content of the present invention belong to the scope of the present invention.

[0038] In the description of the specific embodiments of the present invention, unless otherwise specified, the terms indicating the orientation or position relationship such as "upper", "lower", "left", "right", "center", "inside", "outside", etc. are all expressions based on the orientation or position relationship shown in the drawings, or the orientation or position relationship of the product / equipment / device of the utility model when it is usually used. These terms of orientation or position relationship are only for the convenience of describing the scheme of the utility model or simplifying the description in the specific embodiments, so that technicians can quickly understand the scheme, rather than indicating or implying that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific position relationship, and therefore cannot be understood as a limitation on the present invention.

[0039] In addition, if the terms "horizontal", "vertical", "overhanging", "parallel" and the like appear, it does not mean that the corresponding devices / components / elements are required to be absolutely horizontal or vertical or overhanging or parallel, but may be slightly tilted or have deviations. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but may be slightly tilted. Alternatively, it can be simplified to mean that the corresponding devices / components / elements are set in directions such as "horizontal", "vertical", "overhanging", "parallel", etc., and can have an error / deviation of ±10% relative to the corresponding direction setting, more preferably an error / deviation within ±8%, more preferably an error / deviation within ±6%, more preferably an error / deviation within ±5%, and more preferably an error / deviation within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its role in the solution of the utility model.

[0040] In addition, the expressions “first”, “second”, “third”, etc. that appear in the terms are merely descriptions used to distinguish the same or similar components and should not be understood as emphasizing or implying the relative importance of specific components.

[0041] In addition, in the description of the embodiments of the present invention, "several", "multiple" and "a number" represent at least 2. It can be any number such as 2, 3, 4, 5, 6, 7, 8, 9, and even more than 9.

[0042] In addition, in the description of the technical solution of the utility model, unless otherwise clearly specified / defined / restricted, the terms "set", "install", "connect", "connected", "provided with", "laid", and "arranged" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection, and can be welding, riveting, bolting, threading, and other commonly used connection means in the field. This connection can be a mechanical connection, an electrical connection, or a communication connection; it can be a direct connection, or an indirect connection through an intermediate medium, and it can be the internal communication of two components.

[0043] Example 1

[0044] A steel beam and concrete beam paving transition structure, a waterproof bonding system is provided on the bridge deck, and a paving layer structure is laid on the waterproof bonding system, such as Figure 1 As shown, the pavement structure includes a steel beam segment pavement 10, a joint segment pavement 20, a leveling segment pavement 30 and a concrete beam segment pavement 40 which are sequentially distributed along the bridge direction. The steel beam segment pavement 10 is located above the steel bridge deck, the concrete beam segment pavement 40 is located above the concrete bridge deck, the joint segment pavement 20 and the leveling segment pavement 30 are integrated and located above the junction of the steel bridge deck and the concrete bridge deck, wherein:

[0045] The steel beam segment pavement 10 includes a first pavement lower layer 12, an adhesive layer 50 and a first pavement upper layer 11 arranged from bottom to top;

[0046] The combined section pavement 20 includes a second pavement lower layer 22, an adhesive layer 50 and a second pavement upper layer 21 arranged from bottom to top;

[0047] The leveling section pavement 30 includes a third pavement lower layer 32, an adhesive layer 50 and a third pavement upper layer 31 arranged from bottom to top;

[0048] The concrete beam segment pavement 40 includes a fourth pavement lower layer 42, an adhesive layer 50 and a fourth pavement upper layer 41 arranged from bottom to top.

[0049] The above-mentioned pavement layers are butt-jointed along the direction of the bridge to improve the integrity of the pavement layer structure. In particular, the combined section pavement 20 and the leveling section pavement 30 are both used for paving at the junction. The materials of the two are the same or similar, and they can be paved in an integrated manner to improve the overall coordination of the pavement structure at the junction position and ensure driving safety at this position.

[0050] The thickness of the third paving lower layer 32 and the third paving upper layer 31 varies along the bridge direction;

[0051] One end of the third paving lower layer 32 is butted against the second paving lower layer 22, and the other end is butted against the fourth paving lower layer 42;

[0052] One end of the third paving upper layer 31 is butted against the second paving upper layer 21, and the other end is butted against the fourth paving upper layer 41;

[0053] The tops of the second paving upper layer 21 , the third paving upper layer 31 and the fourth paving upper layer 41 are flush with each other.

[0054] The leveling section pavement 30 is arranged between the combining section pavement 20 and the concrete beam section pavement 40. When the beam heights of the steel beam and the concrete beam are different, the leveling section pavement 30 can level the height difference between the steel beam section and the concrete beam section caused by the different beam heights, so that the tops of the second pavement upper layer 21, the third pavement upper layer 31 and the fourth pavement upper layer 41 are flush, thereby ensuring the flatness of the bridge deck and improving driving comfort; for example, the thickness of the pavement upper layer and the pavement lower layer can be linearly changed at the leveling section pavement 30, for example, the thickness of the third pavement upper layer 31 is linearly changed from 35 mm to 40 mm, and the thickness of the third pavement lower layer 32 is linearly changed from 35 mm to 50 mm, so as to achieve the effect of leveling the bridge deck.

[0055] The steel beam and concrete beam pavement transition structure of the present application is provided with an integrated combining section pavement 20 and a leveling section pavement 30 at the junction of the steel beam section and the concrete beam section, which is beneficial to improving the overall coordination of the pavement structure at the junction position and ensuring the driving safety at this position; the leveling section pavement 30 is connected with the concrete beam section pavement 40, which can level the height difference caused by the different beam heights of the steel beam section and the concrete beam section, ensure the flatness of the bridge deck, and improve the driving comfort.

[0056] Example 2

[0057] The steel beam and concrete beam paving transition structure described in this embodiment is different from that in Embodiment 1 in that:

[0058] The first paving upper layer 11, the second paving upper layer 21 and the third paving upper layer 31 are formed by filling with high-elastic asphalt, and the fourth paving upper layer 41 is formed by filling with mastic asphalt;

[0059] The first pavement lower layer 12, the second pavement lower layer 22 and the third pavement lower layer 32 are formed by pouring asphalt concrete filling, and the fourth pavement lower layer 42 is formed by medium-grained asphalt concrete filling;

[0060] The adhesive layer 50 is formed by filling with modified emulsified asphalt.

[0061] It can be understood that the construction of poured asphalt concrete needs to be carried out at a temperature of 220-260°C. At this time, the asphalt has good fluidity and workability and can flow into shape by itself. It does not require the use of equipment such as rollers to achieve the required flatness and density, which is beneficial to reducing construction costs. The medium-grained asphalt concrete and the concrete beam section bridge deck have good adaptability and can reduce the probability of problems such as cracking and bulging in the concrete beam section pavement.

[0062] High-elastic asphalt has a high elastic recovery rate and has a special advantage in resisting the deformation of steel beam bridge decks. High-elastic asphalt also has good flow stability and has very excellent anti-rutting performance in high temperatures in summer. Asphalt mastic is also an asphalt surface mixture with strong deformation resistance and high-temperature anti-rutting ability and good durability. Due to its better stability, it can be better applied to concrete beam paving40.

[0063] Preferably, the dosage of modified emulsified asphalt can be selected as 1300-1500g / m2.

[0064] Preferably, crushed stone with a particle size of 5-10 mm can be spread before the poured asphalt concrete is cured, and a rubber-wheel roller can be used to embed the crushed stone into the poured asphalt concrete.

[0065] Example 3

[0066] The steel beam and concrete beam paving transition structure described in this embodiment is different from that in Embodiment 1 or 2 in that:

[0067] The waterproof bonding system includes a steel beam segment waterproof structure, a joint segment waterproof structure, a leveling segment waterproof structure and a concrete beam segment waterproof structure which are sequentially distributed along the bridge direction;

[0068] The waterproof structure of the steel beam section includes a zinc-rich anti-rust layer, a second-order reactive adhesive layer and a methacrylic resin layer laid in sequence from bottom to top;

[0069] The combined section waterproof structure and the leveling section waterproof structure include a waterproof layer, a second-order reactive adhesive layer and a methacrylic resin layer laid in sequence from bottom to top;

[0070] The concrete beam section waterproof structure includes a waterproof layer and a polymer modified asphalt layer which are laid sequentially from bottom to top.

[0071] Preferably, the second-stage reactive adhesive layer is a second-stage reactive adhesive in an amount of 100-200 g / m2; the methacrylic resin layer is a methacrylic resin in an amount of 2500-3500 g / m2, and the methacrylic resin layer is provided in two layers.

[0072] Preferably, the thickness of the zinc-rich anti-rust layer is selected to be 50-70μm, and the surface of the steel bridge deck below the steel beam section paving 10 is sandblasted for rust removal, and the cleanliness can be Sa2.5 level and the roughness can be 50-100μm.

[0073] In one or more embodiments, the length of the leveling section pavement 30 in the bridge direction is 800-1200 mm.

[0074] Example 4

[0075] The present application also discloses a bridge deck structure, including a steel bridge deck and a concrete bridge deck. The paving at the junction of the steel bridge deck and the concrete bridge deck adopts the steel beam and concrete beam paving transition structure described in Example 1, 2 or 3.

[0076] Among them, the steel beam segment pavement 10 is located above the steel bridge deck, the concrete beam segment pavement 40 is located above the concrete bridge deck, and the combined segment pavement 20 and the leveling segment pavement 30 are integrated and located above the junction of the steel bridge deck and the concrete bridge deck.

[0077] The bridge deck structure described in the present application, by adopting the steel beam and concrete beam paving transition structure as described above, can form a bridge deck pavement with strong deformation ability, excellent integrity, and resistance to cracking and bulging at the junction of the steel beam section and the concrete beam section, which is beneficial to improving the durability and safety of the bridge deck structure and improving the overall economic benefits.

[0078] Example 5

[0079] The present application also discloses a steel-concrete composite beam bridge having a bridge deck structure as described in Example 4. By adopting the bridge deck structure as described above, a bridge deck pavement with strong deformation ability, excellent integrity, and resistance to cracking and bulging can be formed on the bridge deck of the steel-concrete composite beam bridge, which is beneficial to improving the durability and safety of the bridge deck, increasing the economic benefits of the steel-concrete composite beam bridge, and having a good guiding role in the construction of the steel-concrete composite beam bridge.

[0080] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A steel beam and concrete beam paving transition structure, characterized in that: A waterproof bonding system is provided on the bridge deck, and a pavement layer structure is laid on the waterproof bonding system. The pavement layer structure comprises a steel beam segment pavement (10), a joint segment pavement (20), a leveling segment pavement (30) and a concrete beam segment pavement (40) which are sequentially distributed along the bridge direction. The joint segment pavement (20) and the leveling segment pavement (30) are arranged in an integrated manner, wherein: The steel beam segment pavement (10) comprises a first pavement lower layer (12), an adhesive layer (50) and a first pavement upper layer (11) arranged from bottom to top; The combined section pavement (20) comprises a second pavement lower layer (22), an adhesive layer (50) and a second pavement upper layer (21) arranged from bottom to top; The leveling section pavement (30) comprises a third pavement lower layer (32), an adhesive layer (50) and a third pavement upper layer (31) arranged from bottom to top; The concrete beam segment pavement (40) comprises a fourth pavement lower layer (42), an adhesive layer (50) and a fourth pavement upper layer (41) arranged from bottom to top; The thickness of the third paving lower layer (32) and the third paving upper layer (31) varies along the bridge direction; One end of the third paving lower layer (32) is butted against the second paving lower layer (22), and the other end is butted against the fourth paving lower layer (42); One end of the third paving upper layer (31) is butted against the second paving upper layer (21), and the other end is butted against the fourth paving upper layer (41); The tops of the second paving upper layer (21), the third paving upper layer (31) and the fourth paving upper layer (41) are flush with each other.

2. The steel beam and concrete beam paving transition structure according to claim 1 is characterized in that: The first paving upper layer (11), the second paving upper layer (21) and the third paving upper layer (31) are formed by filling with high-elastic asphalt, and the fourth paving upper layer (41) is formed by filling with mastic asphalt; The first paving lower layer (12), the second paving lower layer (22) and the third paving lower layer (32) are formed by pouring asphalt concrete filling, and the fourth paving lower layer (42) is formed by medium-grained asphalt concrete filling; The adhesive layer (50) is formed by filling with modified emulsified asphalt.

3. The steel beam and concrete beam paving transition structure according to claim 2 is characterized in that: The usage of the modified emulsified asphalt is 1300-1500g / m2.

4. The steel beam and concrete beam paving transition structure according to claim 2 is characterized in that: The poured asphalt concrete is sprinkled with crushed stones with a particle size of 5-10 mm.

5. The steel beam and concrete beam paving transition structure according to claim 1 is characterized in that: The waterproof bonding system includes a steel beam segment waterproof structure, a joint segment waterproof structure, a leveling segment waterproof structure and a concrete beam segment waterproof structure which are sequentially distributed along the bridge direction; The steel beam section waterproof structure comprises a zinc-rich anti-rust layer, a second-order reactive adhesive layer and a methacrylic resin layer which are laid in sequence from bottom to top; The combination section waterproof structure and the leveling section waterproof structure include a waterproof layer, a second-order reactive adhesive layer and a methacrylic resin layer laid sequentially from bottom to top; The concrete beam section waterproof structure comprises a waterproof layer and a polymer modified asphalt layer which are laid sequentially from bottom to top.

6. The steel beam and concrete beam paving transition structure according to claim 5 is characterized in that: The second-order reactive adhesive layer is a second-order reactive adhesive with a dosage of 100-200 g / m2; the methacrylic resin layer is a methacrylic resin with a dosage of 2500-3500 g / m2, and the methacrylic resin layer is arranged in two layers.

7. The steel beam and concrete beam paving transition structure according to claim 5 is characterized in that: The thickness of the zinc-rich anti-rust layer is 50-70 μm, and the surface of the steel bridge deck below the steel beam section pavement (10) is sandblasted for rust removal, with a cleanliness level of Sa2.5 and a roughness of 50-100 μm.

8. The steel beam and concrete beam paving transition structure according to any one of claims 1 to 7, characterized in that: The length of the leveling section pavement (30) along the bridge direction is 800-1200 mm.

9. A bridge deck structure, characterized in that: It comprises a steel bridge deck and a concrete bridge deck, and the paving at the junction of the steel bridge deck and the concrete bridge deck adopts the steel beam and concrete beam paving transition structure as described in any one of claims 1-8.

10. A steel-concrete composite beam bridge, characterized in that: The bridge deck structure as claimed in claim 9.

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