A cantilever trestle structure combined with a road surface structure

Abstract

The utility model discloses a cantilever trestle structure combined with a pavement structure, belonging to the technical field of road engineering widening, including a retaining wall and a first roadbed, and also including a roadbed module, the roadbed module including a base on the retaining wall, the base on the retaining wall is arranged on the upper part of the retaining wall, a second roadbed integrated with the base on the retaining wall is paved on the side of the base on the retaining wall close to the first roadbed, and a cantilever structure integrated with the base on the retaining wall is paved on the side of the base on the retaining wall away from the first roadbed. In this scheme, the base on the retaining wall is fixedly connected to the retaining wall as an intermediate conversion structure, and the load on the cantilever structure can be transferred to the top of the retaining wall. At the same time, the cantilever structure and the second roadbed are connected on both sides of the base on the retaining wall, so that the second roadbed can be used as a balancing weight structure to maintain the stability of the cantilever structure, and as a rigid structure, it can reduce diseases such as uneven settlement of roads within the range.

Description

Technical Field

[0001] The utility model relates to a cantilever trestle structure, more specifically, it relates to a cantilever trestle structure combined with a road surface structure. Background Art

[0002] With the continuous development of cities, many existing roads can no longer meet the existing traffic volume. At the same time, the existing structures on both sides of the road have great restrictions on road widening projects, especially the roadbed retaining wall on the river side of the road and the existence of the river channel have great restrictions on road widening. After demolishing the existing retaining wall, widening the width of the river channel and setting up a new retaining wall is a huge project. At the same time, filling the river channel affects the basin and the surrounding environment. The existing road widening methods and structures are complex, which increases the amount of engineering.

[0003] For example: Chinese patent announcement number CN206721590U, announcement date December 8, 2017, the name of the utility model is widening structure of mountain highway, the application discloses a cantilever structure for road widening, including a cantilever member, the cantilever member is an integrally formed strip prefabricated member, its cross-sectional shape is approximately Z-shaped, it includes a cantilever plate, a root plate and a connecting plate; the cantilever plate and the root plate are connected as a whole through the connecting plate, the root plate is implanted in the cushion layer between the roadbed and the road surface, and the cantilever plate is suspended to the outside of the shoulder. This scheme widens the road width on the steep side of the mountain highway, and the construction cost is relatively low; however, the scheme is complex in structure and requires the installation of a counterweight structure, which increases the amount of work and the difficulty of construction. Utility Model Content

[0004] The utility model overcomes the problem of complex construction difficulty of existing cantilever trestle structures, and provides a cantilever trestle structure combined with a road surface structure. The solution is combined with the road pavement structure to achieve its own cantilever stability and simple structure, and makes maximum use of the original retaining wall structure, greatly reducing the amount of engineering work.

[0005] In order to solve the above technical problems, the utility model adopts the following technical scheme: a cantilever trestle structure combined with a pavement structure, comprising a retaining wall and a first roadbed, and also comprising a roadbed module, wherein the roadbed module comprises a base on the retaining wall, the base on the retaining wall is arranged on the upper part of the retaining wall, a second roadbed integrated with the base on the retaining wall is laid on the side of the base on the retaining wall close to the first roadbed, and a cantilever structure integrated with the base on the retaining wall is laid on the side of the base on the retaining wall away from the first roadbed. In this scheme, the base on the retaining wall is fixedly connected to the retaining wall as an intermediate conversion structure, and the load on the cantilever structure can be transferred to the top of the retaining wall. At the same time, the cantilever structure and the second roadbed are connected on both sides of the base on the retaining wall, so that the second roadbed can be used as a balancing weight structure to maintain the stability of the cantilever structure, and as a rigid structure, it can reduce the uneven settlement of the road within the range. Diseases such as. Avoiding the separate setting of counterweight blocks, using the pavement structure as a counterweight block in combination, reducing the space occupation of the counterweight block and the excavation of the soil behind the platform, reducing the engineering volume and cost, and realizing the maximization of the comprehensive benefits of structural function, economic benefit and natural environment.

[0006] Preferably, a plurality of retaining wall anchor bars are arranged on the retaining wall, and the retaining wall and the base on the retaining wall are fixedly connected by the retaining wall anchor bars. The retaining wall anchor bars are used to connect and fix the retaining wall and the base on the retaining wall, ensure the connection strength between the retaining wall and the base on the retaining wall, and provide safety guarantee for the roadbed module.

[0007] Preferably, cement mortar is laid between the retaining wall and the base on the retaining wall. The cement mortar can further improve the connection strength between the retaining wall and the base on the retaining wall, and the cement mortar can also seal the gap between the two, thereby preventing the side river water from penetrating into the roadbed.

[0008] Preferably, the roadbed module is provided with reserved holes on the second roadbed, and the reserved holes are arranged at intervals along the length direction of the road. The reserved holes are used as tree pit holes in the greening tree section for filling greening.

[0009] Preferably, the roadbed module is provided with first reinforcing steel bars along the length direction of the road and on both sides of the reserved hole, and the roadbed module is provided with second reinforcing steel bars along the width direction of the road and on both sides of the reserved hole. The first reinforcing steel bars and the second reinforcing steel bars can respectively reinforce the structure around the reserved hole and distribute the load at the corresponding position of the reserved hole.

[0010] Preferably, first settlement joints are arranged at intervals in the retaining wall, and second settlement joints are arranged in the roadbed module corresponding to the first settlement joints. The second settlement joints can prevent uneven settlement caused by load differences at different positions of the second roadbed, and protect the roadbed module.

[0011] Preferably, the width of the second settlement joint is 2 cm to 3 cm, and the second settlement joint is filled with asphalt mastic. Asphalt mastic has good mechanical properties, sufficient vertical and lateral constraints, and produces no or only slight permanent deformation under the load of the settlement joint.

[0012] Preferably, a concrete leveling layer is provided between the first roadbed and the second roadbed. The concrete leveling layer is designed to level the original first roadbed, so as to better lay the second roadbed and ensure the structural strength and construction quality of the second roadbed.

[0013] Preferably, a guardrail base is provided on the side of the cantilever structure away from the second roadbed. The guardrail base can be used to arrange a guardrail, which can provide protection measures for the edge of the cantilever structure.

[0014] Preferably, the thickness of the cantilever structure gradually decreases along the direction from the base on the retaining wall to the base of the railing. The cantilever structure is located in a suspended position outside the road, and the thickness decreases at the edge of the cantilever structure, so that the center of gravity of the cantilever structure can be as close to the road as possible, so that the strength and stability of the cantilever structure are guaranteed.

[0015] Compared with the prior art, the utility model has the following beneficial effects: (1) the existing retaining wall is rationally used to set up a cantilever structure, which reduces the amount of excavation and demolition of the existing retaining wall and the construction of a new retaining wall, especially avoiding the possible impact on the occupation of river water areas; (2) the base on the retaining wall is used as an intermediate replacement structure to connect the road pavement structure, the existing retaining wall and the cantilever structure, and the overall force forms a stable and reliable structural system; (3) while ensuring the safety and reliability of the cantilever structure, the load is more evenly and effectively transferred to the retaining wall and the roadbed, fully and effectively utilizing the retaining wall and sharing part of the additional load on the retaining wall through the roadbed to a certain extent; (4) the pavement structure is a reinforced concrete slab, which not only acts as a balance block for the cantilever structure, but also objectively enhances the stiffness of the pavement structure and effectively prevents diseases caused by uneven road settlement; (5) at the same time, the use of structural reserved holes ensures that the original greening trees can grow normally, reducing the amount of work for tree displacement. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a top view schematic diagram of the utility model.

[0017] Figure 2 It is a cross-sectional view of the utility model in the road width direction.

[0018] Figure 3 It is a cross-sectional view of the utility model in the road width direction and located at the reserved hole.

[0019] Figure 4 This is a schematic diagram of the steel bar arrangement of the utility model.

[0020] Figure 5 It is a cross-sectional view of the roadbed module of the utility model.

[0021] Figure 6 It is a cross-sectional view of the roadbed module of the utility model located at the reserved hole.

[0022] In the figure: 1. retaining wall, 2. first roadbed, 3. upper base of retaining wall, 4. second roadbed, 5. cantilever structure, 6. retaining wall anchor bars, 7. reserved holes, 8. first reinforcing steel bars, 9. second reinforcing steel bars, 10. concrete leveling layer, 11. railing base, 12. colored asphalt concrete, 13. greening trees, 14. river, 15. ordinary road reinforcing steel bars. DETAILED DESCRIPTION

[0023] The technical solution of the utility model is further described in detail below through specific embodiments and in conjunction with the accompanying drawings.

[0024] Example 1: Figures 1 to 6 A cantilever trestle structure combined with a pavement structure is shown, comprising an original retaining wall 1 and a first roadbed 2, wherein the retaining wall 1 is a structure at the edge of the original road, and the first roadbed 2 is an original road surface structure. A roadbed module is arranged on the original retaining wall 1 and the first roadbed 2, and the roadbed module comprises a base 3 on the retaining wall, a cantilever structure 5, and a second roadbed 4, wherein the second roadbed 4 is laid above the first roadbed 2, and the cantilever structure 5 is arranged at an outer position of the original roadbed as a suspended structure at the edge of the road. The cantilever structure 5 and the second roadbed 4 are connected through the base 3 on the retaining wall. The cantilever structure 5, the base 3 on the retaining wall, and the second roadbed 4 are integrally cast-in-place reinforced concrete structures, which work together as a whole and bear force together.

[0025] The retaining wall base 3 is fixed on the top of the original retaining wall 1. Specifically, the retaining wall anchor bars 6 are implanted on the original retaining wall 1, and then laid on the retaining wall 1 to form the retaining wall base 3. Figure 2 As shown, the laying thickness of the base 3 on the retaining wall is greater than the thickness of the second roadbed 4 on both sides and the thickness of the cantilever structure 5, ensuring the structural strength of the base 3 on the retaining wall. The base 3 on the retaining wall is fixedly connected to the retaining wall 1 as an intermediate conversion structure, and the load on the cantilever structure 5 can be transferred to the top of the retaining wall 1. At the same time, the cantilever structure 5 and the second roadbed 4 are connected on both sides of the base 3 on the retaining wall, so that the second roadbed 4 can be used as a balancing weight structure to maintain the stability of the cantilever structure 5. As a rigid structure, it can reduce the uneven settlement of the road within the range. This solution avoids the separate setting of counterweight blocks, and uses the pavement structure as a counterweight block, which reduces the space occupied by the counterweight block and the excavation of the soil behind the platform, reduces the engineering volume and cost, and maximizes the comprehensive benefits of structural function, economic benefits and natural environment.

[0026] Colored asphalt concrete 12 is used as the pavement on the surface of the second roadbed 4 and the surface of the cantilever structure 5, which can not only meet the distinction between the sidewalk and the lane, but also minimize the load on the cantilever structure 5.

[0027] like Figure 3 and Figure 4 As shown, a steel skeleton is used to form a whole with the second roadbed 4, the base 3 on the retaining wall and the cantilever structure 5, and after pouring concrete to form a whole, the forces are coordinated. Considering that greening trees 13 are laid on the original first roadbed 2, it is necessary to arrange reserved holes 7 to ensure the growth space of the original greening trees 13 during the pouring of the second roadbed 4. Specifically, the reserved holes 7 are arranged at intervals in the cast-in-place roadbed module according to the positions of the original greening trees 13. The shape of the reserved holes 7 is square, and the size of the tree pit reserved holes 7 is not greater than 1m×1m.

[0028] In order to ensure the structural strength of the reserved hole 7, the first reinforcing steel bars 8 are laid on the second roadbed 4 and along the length direction of the road, forming a hidden beam structure to compensate for the reduced bearing capacity at the reserved hole 7; at the same time, the second reinforcing steel bars 9 are laid on the second roadbed 4 and along the width direction of the road, and are located on both sides of the reserved hole 7; thus, reinforcing steel bars are set on all four sides of the reserved hole 7 to form a structural hidden beam, sharing the load at the corresponding position of the reserved hole 7, thereby achieving the purpose of opening the hole in the overall structure to retain the existing greening trees 13. This method avoids the need for standing piers in the river, ensures the consistency of the cantilever structure 5, and meets the needs of opening holes in special sections, and also maximizes the comprehensive benefits of structural functions, economic benefits, and natural environment. Among them, the laying range of the first reinforcing steel bar 8 is within 0.5m on both sides of the reserved hole 7, and the diameter of the first reinforcing steel bar 8 needs to be strengthened, while the second reinforcing steel bar 9 no longer effectively transfers the load to the base 3 on the retaining wall, so the diameter of the second reinforcing steel bar 9 can be reduced.

[0029] A first settlement joint (not shown in the figure) is arranged on the retaining wall, which can prevent uneven settlement caused by load differences at different positions of the roadbed and protect the roadbed; a second settlement joint (not shown in the figure) is arranged on the roadbed module according to the original first settlement joint on the retaining wall 1, and asphalt mastic is filled in the second settlement joint to ensure the structural strength of the roadbed module. The width of the second settlement joint is 2 cm, and a second settlement joint is arranged every 20 m on the roadbed module.

[0030] It should also be noted that when laying the retaining wall base 3 on the retaining wall 1, cement mortar needs to be filled. The cement mortar can further improve the connection strength between the retaining wall 1 and the retaining wall base 3. When the road side is a river 14, the cement mortar can also seal the connection gap between the two, which can prevent the river water from penetrating into the roadbed. When laying the second roadbed 4 on the first roadbed 2, a concrete leveling layer 10 needs to be laid on the first roadbed 2. The concrete leveling layer 10 is designed to level the original first roadbed 2, so as to better lay the second roadbed 4 and ensure the structural strength and construction quality of the second roadbed 4.

[0031] The specific implementation steps of this plan are as follows.

[0032] S1. Level the existing first roadbed 2 to the design elevation of the first roadbed 2, and lay a C20 concrete leveling layer thereon to the design elevation of reinforced concrete and meet the construction requirements of the reinforced concrete pavement structure.

[0033] S2. Remove the top of the existing retaining wall 1 with a thickness of about 150 mm, mainly by chiseling away the smooth surface and loose and weak layers. At the same time, plant reinforcement bars 6 on the retaining wall 1 as required, and lay a certain thickness of cement mortar on the top of the retaining wall 1 to connect it with the base 3 on the retaining wall.

[0034] S3. Set up the templates for pouring concrete for the cantilever structure 5, the base 3 on the retaining wall and the second roadbed 4, place structural steel bars (first reinforcing steel bars 8, second reinforcing steel bars 9 and ordinary road reinforcing steel bars 15) at the corresponding positions, and pour the whole structure after meeting the pouring requirements.

[0035] S4. According to the first settlement joint of retaining wall 1, set a 2cm wide second settlement joint on the roadbed module, and the distance between the joints shall not exceed 20m, and asphalt mastic shall be poured into the joints. The reinforced concrete structure within the two second settlement joints shall be cast in one time, and the formwork can be removed only after the concrete structure reaches the design strength.

[0036] S5. There are 13 existing green trees, and 7 reserved holes are set. The size of the reserved holes 7 shall not be larger than 1m×1m.

[0037] S6. The surface layer of asphalt concrete is provided on the overall structure and colored asphalt concrete 12 is laid within the sidewalk to distinguish the sidewalk from the motor vehicle lane and the non-motor vehicle lane, and to create a self-contained walking path system through color.

[0038] S7. Repeat steps S1 to S6, lay the structure along the walking direction, and set a second settlement joint at a certain distance.

[0039] Example 2: Figures 1 to 6A cantilever trestle structure combined with a pavement structure is shown, comprising an original retaining wall 1 and a first roadbed 2, wherein the retaining wall 1 is a structure at the edge of the original road, and the first roadbed 2 is an original road surface structure. A roadbed module is arranged on the original retaining wall 1 and the first roadbed 2, and the roadbed module comprises a base 3 on the retaining wall, a cantilever structure 5, and a second roadbed 4, wherein the second roadbed 4 is laid above the first roadbed 2, and the cantilever structure 5 is arranged at an outer position of the original roadbed as a suspended structure at the edge of the road. The cantilever structure 5 and the second roadbed 4 are connected through the base 3 on the retaining wall. The cantilever structure 5, the base 3 on the retaining wall, and the second roadbed 4 are integrally cast-in-place reinforced concrete structures, which work together as a whole and bear force together.

[0040] The retaining wall base 3 is fixed on the top of the original retaining wall 1. Specifically, the retaining wall anchor bars 6 are implanted on the original retaining wall 1, and then laid on the retaining wall 1 to form the retaining wall base 3. Figure 2 As shown, the laying thickness of the base 3 on the retaining wall is greater than the thickness of the second roadbed 4 on both sides and the thickness of the cantilever structure 5, ensuring the structural strength of the base 3 on the retaining wall. The base 3 on the retaining wall is fixedly connected to the retaining wall 1 as an intermediate conversion structure, and the load on the cantilever structure 5 can be transferred to the top of the retaining wall 1. At the same time, the cantilever structure 5 and the second roadbed 4 are connected on both sides of the base 3 on the retaining wall, so that the second roadbed 4 can be used as a balancing weight structure to maintain the stability of the cantilever structure 5. As a rigid structure, it can reduce the uneven settlement of the road within the range. This solution avoids the separate setting of counterweight blocks, and uses the pavement structure as a counterweight block, which reduces the space occupied by the counterweight block and the excavation of the soil behind the platform, reduces the engineering volume and cost, and maximizes the comprehensive benefits of structural function, economic benefits and natural environment.

[0041] Colored asphalt concrete 12 is used as the pavement on the surface of the second roadbed 4 and the surface of the cantilever structure 5, which can not only meet the distinction between the sidewalk and the lane, but also minimize the load on the cantilever structure 5.

[0042] A railing base 11 is embedded on the side of the cantilever structure 5 away from the first roadbed 2 or the second roadbed 4 and connected to the railing steel column. The connection method is safe and reliable and the construction is convenient. At the same time, the steel railing has the smallest load among the railings and occupies the smallest space in the cantilever structure 5.

[0043] The cantilever structure 5 is located in a suspended position outside the road, above the river 14, and its thickness is reduced at the edge of the cantilever structure 5, so that the center of gravity of the cantilever structure 5 can be as close to the road as possible, thereby ensuring the strength and stability of the cantilever structure 5.

[0044] like Figure 3 and Figure 4As shown, a steel skeleton is used to form a whole with the second roadbed 4, the base 3 on the retaining wall and the cantilever structure 5, and after pouring concrete to form a whole, the forces are coordinated. Considering that greening trees 13 are laid on the original first roadbed 2, it is necessary to arrange reserved holes 7 to ensure the growth space of the original greening trees 13 during the pouring of the second roadbed 4. Specifically, the reserved holes 7 are arranged at intervals in the cast-in-place roadbed module according to the positions of the original greening trees 13. The shape of the reserved holes 7 is square, and the size of the tree pit reserved holes 7 is not greater than 1m×1m.

[0045] In order to ensure the structural strength of the reserved hole 7, the first reinforcing steel bars 8 are laid on the second roadbed 4 and along the length direction of the road, forming a hidden beam structure to compensate for the reduced bearing capacity at the reserved hole 7; at the same time, the second reinforcing steel bars 9 are laid on the second roadbed 4 and along the width direction of the road, and are located on both sides of the reserved hole 7; thus, reinforcing steel bars are set on all four sides of the reserved hole 7 to form a structural hidden beam, sharing the load at the corresponding position of the reserved hole 7, thereby achieving the purpose of opening the hole in the overall structure to retain the existing greening trees 13. This method avoids the need for standing piers in the river, ensures the consistency of the cantilever structure 5, and meets the needs of opening holes in special sections, and also maximizes the comprehensive benefits of structural functions, economic benefits, and natural environment. Among them, the laying range of the first reinforcing steel bar 8 is within 0.5m on both sides of the reserved hole 7, and the diameter of the first reinforcing steel bar 8 needs to be strengthened, while the second reinforcing steel bar 9 no longer effectively transfers the load to the base 3 on the retaining wall, so the diameter of the second reinforcing steel bar 9 can be reduced.

[0046] A first settlement joint (not shown in the figure) is arranged on the retaining wall, which can prevent uneven settlement caused by load differences at different positions of the roadbed and protect the roadbed; a second settlement joint (not shown in the figure) is arranged on the roadbed module according to the original first settlement joint on the retaining wall 1, and asphalt mastic is filled in the second settlement joint to ensure the structural strength of the roadbed module. The width of the second settlement joint is 2 cm, and a second settlement joint is arranged every 20 m on the roadbed module.

[0047] It should also be noted that when laying the retaining wall base 3 on the retaining wall 1, cement mortar needs to be filled. The cement mortar can further improve the connection strength between the retaining wall 1 and the retaining wall base 3. When the road side is a river 14, the cement mortar can also seal the connection gap between the two, which can prevent the river water from penetrating into the roadbed. When laying the second roadbed 4 on the first roadbed 2, a concrete leveling layer 10 needs to be laid on the first roadbed 2. The concrete leveling layer 10 is designed to level the original first roadbed 2, so as to better lay the second roadbed 4 and ensure the structural strength and construction quality of the second roadbed 4.

[0048] The specific implementation steps of this plan are as follows.

[0049] S1. Level the existing first roadbed 2 to the design elevation of the first roadbed 2, and lay a C20 concrete leveling layer thereon to the design elevation of reinforced concrete and meet the construction requirements of the reinforced concrete pavement structure.

[0050] S2. Remove the top of the existing retaining wall 1 with a thickness of about 150 mm, mainly by chiseling away the smooth surface and loose and weak layers. At the same time, plant reinforcement bars 6 on the retaining wall 1 as required, and lay a certain thickness of cement mortar on the top of the retaining wall 1 to connect it with the base 3 on the retaining wall.

[0051] S3. Set up the formwork for pouring concrete for the cantilever structure 5, the base 3 on the retaining wall and the second roadbed 4, place structural steel bars (first reinforcing steel bars 8, second reinforcing steel bars 9 and ordinary road reinforcing steel bars 15) at the corresponding positions, and pour the whole structure after meeting the pouring requirements. At the same time, pre-embed the railing base 11 on the side of the cantilever structure 5.

[0052] S4. According to the first settlement joint of retaining wall 1, set a 2cm wide second settlement joint on the roadbed module, and the distance between the joints shall not exceed 20m, and asphalt mastic shall be poured into the joints. The reinforced concrete structure within the two second settlement joints shall be cast in one time, and the formwork can be removed only after the concrete structure reaches the design strength.

[0053] S5. There are 13 existing green trees, and 7 reserved holes are set. The size of the reserved holes 7 shall not be larger than 1m×1m.

[0054] S6. The surface layer of asphalt concrete is provided on the overall structure and colored asphalt concrete 12 is laid within the sidewalk to distinguish the sidewalk from the motor vehicle lane and the non-motor vehicle lane, and to create a self-contained walking path system through color.

[0055] S7. By setting railings on the reserved railing base 11 on the side of the cantilever structure 5, the safety of pedestrians on the river side is ensured.

[0056] S8. Repeat steps S1 to S7, lay the structure along the walking direction, and set a second settlement joint at intervals.

Claims

1. A cantilever trestle structure combined with a road surface structure, comprising a retaining wall and a first roadbed, characterized in that: It also includes a roadbed module, which includes a base on the retaining wall, the base on the retaining wall is arranged on the upper part of the retaining wall, a second roadbed integrated with the base on the retaining wall is paved on the side of the base on the retaining wall close to the first roadbed, and a cantilever structure integrated with the base on the retaining wall is paved on the side of the base on the retaining wall away from the first roadbed.

2. The cantilever trestle structure combined with a road surface structure according to claim 1, characterized in that: A plurality of retaining wall anchor bars are arranged on the retaining wall, and the retaining wall and the base on the retaining wall are fixedly connected through the retaining wall anchor bars.

3. The cantilever trestle structure combined with a road surface structure according to claim 2, characterized in that: Cement mortar is also laid between the retaining wall and the base on the retaining wall.

4. The cantilever trestle structure combined with a road surface structure according to claim 1, characterized in that: Reserved holes are arranged in the roadbed module and on the second roadbed, and the reserved holes are arranged at intervals along the length direction of the road.

5. The cantilever trestle structure combined with a road surface structure according to claim 4, characterized in that: The roadbed module is provided with first reinforcing steel bars along the length direction of the road and on both sides of the reserved holes, and the roadbed module is provided with second reinforcing steel bars along the width direction of the road and on both sides of the reserved holes.

6. The cantilever trestle structure combined with a road surface structure according to claim 1, characterized in that: First settlement joints are arranged at intervals in the retaining wall, and second settlement joints are arranged in the roadbed module corresponding to the first settlement joints.

7. The cantilever trestle structure combined with a road surface structure according to claim 6, characterized in that: The width of the second settlement joint is 2 cm to 3 cm, and the second settlement joint is filled with asphalt mastic.

8. A cantilever trestle structure combined with a road surface structure according to any one of claims 1 to 7, characterized in that: A concrete leveling layer is provided between the first roadbed and the second roadbed.

9. A cantilever trestle structure combined with a road surface structure according to any one of claims 1 to 7, characterized in that: A railing base is arranged on a side of the cantilever structure away from the second roadbed.

10. The cantilever trestle structure combined with a road surface structure according to claim 9, characterized in that: The thickness of the cantilever structure gradually decreases along the direction from the base on the retaining wall to the base of the railing.

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