Taxiway bridge pavement structure

Abstract

The utility model provides a taxiway bridge paving structure which comprises a bridge deck slab, a first SMA-13 paving layer and a second SMA-13 paving layer are sequentially arranged above the bridge deck slab, a synchronous gravel sealing layer is further arranged between the first SMA-13 paving layer and the bridge deck slab, and the first SMA-13 paving layer and the second SMA-13 paving layer are sequentially arranged on the first SMA-13 paving layer and the second SMA-13 paving layer. Bonding layers are further arranged between the first SMA-13 pavement layer and the second SMA-13 pavement layer, bonding layers are further arranged between the first SMA-13 pavement layer and the synchronous gravel sealing layer, and waterproof bonding layers are further arranged between the synchronous gravel sealing layer and the bridge deck slab. Compared with SMA-13 + SMA-10 or double-layer SMA-10, the high-temperature wheel track resistance, the pushing resistance and the upheaval resistance are enhanced, the airport taxiway bridge pavement structure can adapt to the working condition of an airport taxiway bridge, and the problems that a traditional bridge deck pavement structure is difficult to adapt to the extremely unfavorable working conditions that the airport taxiway bridge airplane wheel load is large, traffic channelization is serious and the airport taxiway bridge is blown by high-temperature wake flow are effectively solved.

Description

Technical Field

[0001] The utility model relates to the technical field of taxiway bridge paving in airport runway engineering, in particular to a taxiway bridge paving structure. Background Art

[0002] Taxiway bridges are crucial facilities within airport airfields, allowing taxiway routes to cross obstacles and grade separations, and reducing traffic conflicts. They significantly improve the efficiency of all types of traffic within the airfield. As a key component of taxiway bridges, bridge deck pavement plays a crucial role in protecting the bridge deck, transferring wheel loads, and ensuring driving comfort and safety. Asphalt pavement has become the primary paving method for bridge decks of various types in my country due to its significant advantages, including a short construction period, ease of maintenance and repair, and excellent driving comfort. However, due to traffic channelization, increased traffic volume, and excessive axle loads, asphalt pavements have developed various forms of early-stage damage under the combined effects of the external environment and traffic loads. Stone Matrix Asphalt (SMA) is an asphalt mixture composed of an asphalt binder, a fiber stabilizer, mineral powder, and aggregate. It is a discontinuously graded mixture. Coarse aggregate accounts for over 70% of the SMA material composition, forming a stable skeleton structure that exhibits excellent resistance to high-temperature rutting and skid resistance. In addition, due to the high asphalt content in SMA asphalt mixture and the need to use modified asphalt, and the addition of fiber as a stabilizer to fill the gaps between coarse aggregates to form a dense structure, SMA asphalt mixture has high adhesion and good water tightness, and has good low-temperature crack resistance and durability, and is widely used in bridge deck paving.

[0003] Therefore, double-layer SMA has become a widely used bridge deck pavement structure. The most common combination is SMA-10 and SMA-13, with a thickness of typically 6 to 8 cm. The inverted structure is primarily SMA-13 (upper layer) + SMA-10 (lower layer). The upper SMA-13 layer ensures the pavement surface has an appropriate structural depth, meeting anti-skid performance requirements and ensuring safety. The lower SMA-10 layer is more water-tight, closely fitting the bridge deck, and deforming synergistically, improving the durability of the deck and pavement structure. Airport taxiway bridges, in addition to being affected by external environmental factors such as temperature, humidity, and UV aging, are also subject to the repetitive and direct effects of aircraft wheel loads. Furthermore, compared to the wheel loads of highway traffic, the wheel loads acting on taxiway bridges are greater, traffic channeling is more severe, and the high-temperature wake turbulence from aircraft engines directly impacts the pavement structure, significantly increasing the risk of high-temperature wheel rutting, slippage, and congestion. Obviously, the conventional SMA-13+SMA-10 double-layer pavement structure with a thickness of 6 to 8 cm cannot meet the performance requirements of the airport taxiway bridge pavement structure and needs to be further optimized. Utility Model Content

[0004] The technical problem to be solved by the utility model is to overcome the defect in the prior art that the airport taxiway bridge pavement structure is easily deformed under the influence of load and high temperature, and to provide a taxiway bridge pavement structure.

[0005] The utility model solves the above technical problems through the following technical solutions:

[0006] A taxiway bridge pavement structure includes a bridge deck, a first SMA-13 pavement layer and a second SMA-13 pavement layer are sequentially arranged above the bridge deck, a synchronous chip seal layer is further arranged between the first SMA-13 pavement layer and the bridge deck, a bonding layer is further arranged between the first SMA-13 pavement layer and the second SMA-13 pavement layer and between the first SMA-13 pavement layer and the synchronous chip seal layer, and a waterproof bonding layer is further arranged between the synchronous chip seal layer and the bridge deck.

[0007] In this scheme, by setting the first and second layers of SMA-13 pavement as structural layers and adding an additional synchronous gravel seal layer, the first layer of SMA-13 pavement, the second layer of SMA-13 pavement, the synchronous gravel seal layer and the bridge deck are bonded to each other through a bonding layer or a waterproof bonding layer to form a taxiway bridge deck pavement. Compared with SMA-13+SMA-10 or double-layer SMA-10, its performance of resisting high-temperature wheel rutting, sliding and congestion is enhanced, and it can adapt to the working conditions of airport taxiway bridges, effectively overcoming the problem that traditional bridge deck pavement structures are difficult to adapt to the extremely unfavorable working conditions of airport taxiway bridges such as heavy wheel loads, severe traffic channeling and being blown by high-temperature wake.

[0008] Preferably, the thickness of the first SMA-13 pavement layer and the second SMA-13 pavement layer is 5 cm.

[0009] In this plan, through the above-mentioned settings, layered paving and compaction are used to ensure the compaction degree of on-site construction, which is conducive to the full extrusion and interlocking of the asphalt mixture skeleton structure to improve the bearing capacity of the structural layer and reduce the risk of defects such as wheel rutting, hugging and sliding.

[0010] Preferably, the asphalt binder used for the first SMA-13 pavement layer and the second SMA-13 pavement layer is a composite modified asphalt of SBS and lake asphalt.

[0011] In this scheme, through the above settings, SBS and lake asphalt composite modified asphalt is used as the binder, fully exerting the modification effect of the two modifiers on the matrix asphalt, and achieving the effect of complementary advantages, further improving the comprehensive performance of the modified asphalt.

[0012] Preferably, the ratio of the total mass of the SBS and the lake asphalt to the mass of the matrix asphalt is 1:10.

[0013] In this solution, the above-mentioned settings are used to limit the ratio of the modifier to the base asphalt and ensure the performance of the modified asphalt.

[0014] Preferably, the mass ratio of the SBS to the lake asphalt is 4:1.

[0015] In this solution, the above settings are used to limit the mass ratio of SBS and lake asphalt to achieve the optimal composite modification effect.

[0016] Preferably, the bonding layer is non-stick wheel emulsified asphalt, and the spreading amount of the bonding layer is 0.3 to 0.6 L / m 2 .

[0017] In this solution, the above-mentioned setting is used to improve the integrity and coordination between the pavement structure layers.

[0018] Preferably, the waterproof bonding layer is polymer modified emulsified asphalt, and the spraying amount of the waterproof bonding layer is 0.3 to 0.6 L / m 2 .

[0019] In this solution, through the above arrangement, in addition to playing a bonding role, the waterproof bonding layer also prevents water from seeping in and protects the bridge deck.

[0020] Preferably, the synchronous crushed stone sealing layer contains rubber asphalt and crushed stone.

[0021] In this solution, through the above-mentioned settings, the functional layer mainly serves as a rigid-flexible transition layer and stress absorption layer between the bridge deck and the asphalt pavement layer, thereby improving the overall durability and stability of the pavement structure.

[0022] Preferably, the spreading amount of the rubber asphalt is 1.8-2.6 kg / m 2 .

[0023] In this solution, the above-mentioned setting is used to limit the amount of rubber asphalt spread, thereby achieving the simultaneous absorption of stress by the crushed stone layer.

[0024] Preferably, the crushed stone is made of aggregate with a single particle size of 10 to 15 mm.

[0025] In this solution, the above-mentioned arrangement is used to limit the particle size of the gravel and ensure the functionality of the synchronous chip seal.

[0026] The positive progressive effect of the present invention is that the present invention sets the first and second SMA-13 pavement layers as structural layers, and additionally adds a synchronous gravel seal layer, and bonds the first SMA-13 pavement layer, the second SMA-13 pavement layer, the synchronous gravel seal layer and the bridge deck to each other through a bonding layer or a waterproof bonding layer to form a taxiway bridge deck pavement. Compared with SMA-13+SMA-10 or double-layer SMA-10, the performance of the present invention in resisting high-temperature wheel rutting, sliding and congestion is enhanced, and it can adapt to the working conditions of airport taxiway bridges, and effectively overcomes the problem that traditional bridge deck pavement structures are difficult to adapt to the extremely unfavorable working conditions of airport taxiway bridges, such as heavy wheel loads, severe traffic channeling and being blown by high-temperature wake. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a structural schematic diagram of a taxiway bridge pavement structure according to a preferred embodiment of the present invention.

[0028] Figure 2 This is a schematic diagram of the longitudinal section structure of a high temperature stability test of a preferred embodiment of the present utility model.

[0029] Figure 3 This is a high temperature stability test data diagram of a preferred embodiment of the present utility model.

[0030] Figure 4 This is a low-temperature splitting test data diagram of a preferred embodiment of the present utility model.

[0031] Figure 5 This is a freeze-thaw splitting strength test data diagram of a preferred embodiment of the present invention.

[0032] Figure 6 This is a schematic cross-sectional structure diagram of a fatigue crack resistance test of a preferred embodiment of the present invention.

[0033] Figure 7 This is a test data diagram of the fatigue cracking resistance of a preferred embodiment of the present invention.

[0034] Description of reference numerals:

[0035] Bridge deck 1

[0036] First layer of SMA-13 pavement 2

[0037] Second layer of SMA-13 pavement 3

[0038] Synchronous Chip Seal 4

[0039] Adhesive layer 5

[0040] Waterproof adhesive layer 6 DETAILED DESCRIPTION

[0041] A preferred embodiment is given below, and the present invention is described more clearly and completely in conjunction with the accompanying drawings.

[0042] This embodiment provides a taxiway bridge pavement structure, the specific structure is as follows Figure 1 As shown, the taxiway bridge pavement structure includes a bridge deck 1, above which a first layer of SMA-13 pavement layer 2 and a second layer of SMA-13 pavement layer 3 are sequentially arranged, a synchronous chip seal layer 4 is further arranged between the first layer of SMA-13 pavement layer 2 and the bridge deck 1, a bonding layer 5 is further arranged between the first layer of SMA-13 pavement layer 2 and the second layer of SMA-13 pavement layer 3, and between the first layer of SMA-13 pavement layer 2 and the synchronous chip seal layer 4, and a waterproof bonding layer 6 is further arranged between the synchronous chip seal layer 4 and the deck 1.

[0043] Specifically, a first layer 2 and a second layer 3 of SMA-13 pavement are sequentially arranged above the bridge deck 1 as the structural layers of the taxiway bridge pavement structure. Compared to a combination of SMA-13 and SMA-10 pavement, their performance in resisting aircraft wheel loads is improved, meeting the requirements of airport taxiway bridges. As can be understood, aircraft wheel loads are greater than those of road traffic, leading to more severe traffic channeling. Therefore, the first and second layers of SMA-13 pavement 2 and 3 are designed to accommodate the operating conditions of airport taxiway bridges.

[0044] In addition, a synchronous chip seal 4 is provided in this embodiment. The synchronous chip seal 4 is located between the first SMA-13 pavement layer 2 and the bridge deck 1, and plays a role in rigid-flexible transition and stress absorption, thereby improving the overall durability and stability of the taxiway bridge pavement structure. In this embodiment, the first SMA-13 pavement layer 2 and the second SMA-13 pavement layer 3, as well as the first SMA-13 pavement layer 2 and the synchronous chip seal 4, are bonded together by an adhesive layer 5 to form an integral structure. A waterproof adhesive layer 6 is also provided between the synchronous chip seal 4 and the bridge deck 1, which simultaneously performs waterproofing and bonding functions. Compared with conventional highway bridge pavement structures that utilize SMA-13+SMA-10 or double-layer SMA-10 as structural layers, the taxiway bridge pavement structure of this embodiment has enhanced resistance to high-temperature rutting, slippage, and congestion, and can adapt to the operating conditions of airport taxiway bridges. This effectively overcomes the problem that conventional bridge deck pavement structures are difficult to adapt to the extremely unfavorable operating conditions of airport taxiway bridges, such as heavy wheel loads, severe traffic channelization, and exposure to high-temperature wake turbulence.

[0045] Furthermore, in this embodiment, the thickness of the first SMA-13 pavement layer 2 and the second SMA-13 pavement layer 3 is 5 cm.

[0046] Specifically, along the thickness direction of the bridge deck 1, the first layer of SMA-13 pavement layer 2 and the second layer of SMA-13 pavement layer 3 are arranged in sequence, and the thickness of the first layer of SMA-13 pavement layer 2 and the second layer of SMA-13 pavement layer 3 are both 5 cm. Compared with the traditional highway bridge pavement structure using SMA-13+SMA-10, the thickness is 6 to 8 cm. The layered paving and compaction method is used to ensure the compaction degree of on-site construction, which is conducive to the full extrusion and interlocking of the asphalt mixture skeleton structure, so as to improve the bearing capacity of the structural layer and reduce the risk of defects such as wheel rutting, hugging and sliding.

[0047] In this embodiment, the asphalt binder used in the first SMA-13 pavement layer 2 and the second SMA-13 pavement layer 3 is a composite modified asphalt composed of SBS and lake asphalt. It will be appreciated that the composite modified asphalt is obtained by mixing SBS, lake asphalt, and base asphalt. Both SBS and lake asphalt are asphalt modifiers known in the art, while the base asphalt is 70# asphalt, which is not described in detail here. The composite modification of the base asphalt with SBS and lake asphalt fully leverages the modifying effects of the two modifiers on the base asphalt, achieving a complementary effect and further enhancing the overall performance of the modified asphalt, such as load resistance and high-temperature resistance.

[0048] Furthermore, in this embodiment, the ratio of the total mass of SBS and lake asphalt to the mass of the base asphalt is 1: 10. In this embodiment, the ratio of the modifier to the base asphalt is limited to ensure the performance of the modified asphalt.

[0049] In this embodiment, the mass ratio of SBS to lake asphalt is 4:1. Based on the above ratio, the amount of SBS and lake asphalt added is further limited, the amount of SBS added in the modified asphalt is reduced, and the production cost of the modified asphalt is reduced while giving full play to the modification effect of the two modifiers on the base asphalt.

[0050] In this embodiment, the adhesive layer 5 is non-stick wheel emulsified asphalt, and the spreading amount of the adhesive layer 5 is 0.3-0.6 L / m 2 . Non-stick wheel emulsified asphalt is a bonding material in the prior art and will not be described in detail here. The bonding layer 5 is used to bond the first layer of SMA-13 pavement layer 2, the second layer of SMA-13 pavement layer 3 and the synchronous chip seal layer 4 to form a whole. Compared with the first layer of SMA-13 pavement layer 2, the second layer of SMA-13 pavement layer 3 and the synchronous chip seal layer 4 of solid materials, the liquid bonding layer needs to limit the amount of spraying per square meter in the area, so that while being evenly spread, the chip seal layer 4, the first layer of SMA-13 pavement layer 2 and the second layer of SMA-13 pavement layer 3 are sequentially arranged above the bridge deck 1, and then an integral structure is formed after compaction. The bonding layer 5 can be used to improve the integrity and synergy between the pavement structure layers.

[0051] In this embodiment, in addition to the bonding layer 5, a waterproof bonding layer 6 is provided. The waterproof bonding layer 6 is polymer-modified emulsified asphalt. The spraying amount of the waterproof bonding layer 6 is 0.3 to 0.6 L / m 2 Polymer-modified emulsified asphalt is a waterproof adhesive in the prior art and will not be described in detail here. A waterproof bonding layer 6 is provided between the bridge deck 1 and the synchronous chip seal 4. In addition to bonding the synchronous chip seal 4 to the bridge deck 1, the waterproof bonding layer 6, due to its inherent waterproof properties, is used to prevent moisture from seeping into the bridge deck 1, thereby protecting the bridge deck 1 and extending its service life.

[0052] In this embodiment, the synchronous chip seal 4 comprises rubber asphalt and crushed stone. It is understood that the rubber asphalt and crushed stone are applied simultaneously to form the synchronous chip seal 4. Compared to conventional highway bridge pavement structures without a synchronous chip seal, this embodiment incorporates the synchronous chip seal 4, allowing it to serve as a functional layer, thereby facilitating a rigid-flexible transition between the pavement structure and the bridge deck 1 and absorbing stress, thereby improving the overall durability and stability of the pavement structure. It is understood that the airport taxiway bridge pavement structure in this embodiment, with the additional synchronous chip seal 4, ensures pavement reliability and durability. Furthermore, the limited modifier ratio makes the airport taxiway bridge pavement structure more economical and practical, with excellent application results. It can meet the application requirements of various airport taxiway bridge pavements, reduces the reliance of asphalt modification on SBS, and fully leverages the complementary advantages of different modifiers, thus having a wide range of applications.

[0053] In this embodiment, the spreading amount of rubber asphalt is 1.8-2.6 kg / m 2 This embodiment limits the amount of rubber asphalt sprayed to achieve the effects of synchronous rigid-flexible transition and stress absorption of the chip seal 4 .

[0054] In this embodiment, the crushed stone is a single aggregate particle size of 10-15 mm. By limiting the particle size of the crushed stone, this embodiment ensures its uniformity and thickness while also forming an uneven surface that mechanically interlocks with the first layer of SMA-13 pavement, further ensuring the overall durability and stability of the pavement structure.

[0055] This embodiment also provides test data of the taxiway bridge pavement structure to demonstrate the applicability and superiority of the taxiway bridge pavement structure in this embodiment through high temperature tests, as follows:

[0056] This example comprehensively evaluated the pavement performance of the taxiway bridge pavement structure in this example through conventional indoor tests such as uniaxial penetration, low-temperature splitting, freeze-thaw splitting, and four-point bending fatigue. The performance of the various composite structures was compared with conventional bridge deck pavement structures to comprehensively evaluate the performance advantages and disadvantages of the various composite structures. The composite structures are shown in Table 1. The asphalt binder used for each was a modified asphalt composite of SBS and lake asphalt. It should be understood that the taxiway bridge pavement structure in this example is numbered 2 in Table 1.

[0057] serial number Structural combination Thickness combination 1 SMA-13+SMA-10 5cm+5cm 2 SMA-13+SMA-13 5cm+5cm 3 AC-13+AC-20 4cm+6cm 4 SMA-13+AC-20 4cm+6cm

[0058] Table 1

[0059] The high temperature stability of the above double-layer pavement structure was evaluated with reference to Appendix F of the existing technical specification "Highway Asphalt Pavement Design Specification" (JTG D50-2017). The composite structure specimen was formed by rotary compaction, as shown in Figure 2. The longitudinal section specimen size is

[0060] Specimen forming method: After the lower structure is formed, it is demoulded and coated with non-stick wheel emulsified asphalt tack coat oil (coating amount 0.3-0.6L / m2) after cooling to room temperature; the lower structure is quickly pressed into the mold, and the asphalt mixture is poured in to form the upper structure; the composite structure is demoulded, and after cooling to room temperature, the uniaxial penetration shear test is completed according to Appendix F. It can be understood that the above test method is existing technology and will not be described in detail here. As shown in Figure 3, the 60°C uniaxial penetration shear strength of each pavement structure in the test results is ranked as follows: No. 2 > No. 1 > No. 4 > No. 3. The high-temperature shear resistance of the double-layer SMA bridge deck pavement structure is significantly better than that of the double-layer AC, while the SMA+AC pavement is somewhere in between. This indicates that compared to the AC-type suspended dense asphalt mixture, the coarse aggregates of the discontinuously graded SMA asphalt mixture are interlocked to form a stable load-bearing skeleton, while the fine aggregate and asphalt mortar fill the skeleton voids. This type of skeleton-dense structure has greater advantages in resisting high-temperature rutting. The shear strength of No. 2 is better than that of No. 1. For skeleton-dense asphalt mixtures, the shear resistance of SMA-13 asphalt mixture is better than that of SMA-10. In other words, the skeleton structure formed by the coarser aggregate particles is more stable and strong, and is better suited to resisting the high-temperature shear effect of traffic loads.

[0061] Furthermore, low-temperature cracking is one of the main causes of crack formation in asphalt pavements. Therefore, the low-temperature crack resistance of asphalt mixtures is a key consideration during asphalt pavement design and construction. Low-temperature splitting tests (-10°C, 1 mm / min, referring to the existing T 0716-2011) were conducted to evaluate the low-temperature crack resistance of various pavement structures, using the work of fracture as the primary quantitative indicator. The specimen dimensions and forming method were the same as those used in the uniaxial shear strength test. The low-temperature splitting strength test results for various pavement structures are shown in Figure 4.

[0062] from Figure 4 As can be seen from the figure, the fracture work of each pavement structure is in the order: No. 1 ≈ No. 2 > No. 4 > No. 3. No. 1 is slightly better than No. 2, but the difference is not significant. The low-temperature crack resistance of Nos. 1 and 2 is significantly better than that of Nos. 3 and 4. This indicates that, given the same asphalt binder, SMA asphalt mixtures have better low-temperature performance and ductility than AC, while the maximum nominal particle size has little effect on the low-temperature performance of SMA asphalt mixtures.

[0063] Additionally, the water damage resistance of each composite structure was evaluated using freeze-thaw splitting tests (25°C, 50 mm / min, referring to the prior art T 0729-2000). The freeze-thaw cycles were 1, 3, and 5, respectively. The specimen dimensions and molding method were the same as above. The freeze-thaw splitting strength test results are shown in Figure 5.

[0064] from Figure 5 It can be seen that, overall, the freeze-thaw splitting strength ratios (TSR) of the composite structures are ranked as follows: No. 2 > No. 1 > No. 4 > No. 3. After three freeze-thaw cycles, only No. 2 meets the requirement of the "Technical Specifications for Highway Asphalt Pavement Construction" (JTG F40-2004) in the prior art for modified asphalt TSR ≥ 80%, proving the superiority of No. 2 in water damage resistance compared to Nos. 1, 3 and 4.

[0065] At the same time, the fatigue cracking resistance of each composite structure was evaluated by a four-point bending fatigue test (15°C ± 0.5°C, 10Hz ± 0.1Hz, referring to the existing technology T0739-2011). The small beam specimens were cut from the asphalt mixture slab specimens formed by wheel rolling. The tack coat oil application method and dosage were the same as above. The specimen dimensions were (380mm ± 5mm) × (50mm ± 5mm) × (63.5mm ± 5mm), and the cross section was as follows: Figure 6 shown.

[0066] The test process adopts the continuous partial sinusoidal loading mode with constant strain control, and the strain level is 400×10 -6 In order to minimize the impact of the variability of the test results, four parallel tests were conducted on each pavement structure. The test results are shown in Figure 7.

[0067] from Figure 7 From the above, it can be seen from the four-point fatigue beam test results of each pavement structure that the four-point bending fatigue life of the four pavement structures are 370,000 times, 480,000 times, 380,000 times and 340,000 times respectively. The fatigue life of No. 2 is significantly better than that of No. 1, 3 and 4. The fatigue life is 31.7%, 28.0% and 40.1% higher than that of No. 1, 3 and 4 respectively, which proves the superiority of No. 2 in resisting fatigue cracking under the action of ground stress level.

[0068] In summary, the double-layer, uniform-thickness SMA-13 pavement structure has excellent resistance to high-temperature shearing, water damage, and fatigue cracking. It is an ideal taxiway bridge pavement structure and is suitable for airport taxiway bridges under adverse working conditions such as heavy wheel loads, severe traffic channelization, and exposure to high-temperature wake turbulence.

[0069] Although specific embodiments of the present invention have been described above, those skilled in the art will appreciate that these are merely illustrative and that the scope of protection of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, and such changes and modifications are intended to fall within the scope of protection of the present invention.

Claims

1. A taxiway bridge pavement structure, characterized in that: The taxiway bridge pavement structure includes a bridge deck, and a first layer of SMA-13 pavement layer and a second layer of SMA-13 pavement layer are sequentially arranged above the bridge deck. A synchronous chip seal layer is also arranged between the first layer of SMA-13 pavement layer and the bridge deck. A bonding layer is also arranged between the first layer of SMA-13 pavement layer and the second layer of SMA-13 pavement layer, and between the first layer of SMA-13 pavement layer and the synchronous chip seal layer. A waterproof bonding layer is also arranged between the synchronous chip seal layer and the bridge deck.

2. The taxiway bridge pavement structure according to claim 1, characterized in that: The thickness of the first SMA-13 pavement layer and the second SMA-13 pavement layer is 5 cm.

3. The taxiway bridge pavement structure according to claim 1, characterized in that: The bonding layer is non-stick wheel emulsified asphalt, and the spreading amount of the bonding layer is 0.3-0.6L / m 2 .

4. The taxiway bridge pavement structure according to claim 1, wherein: The waterproof adhesive layer is polymer modified emulsified asphalt, and the spraying amount of the waterproof adhesive layer is 0.3-0.6L / m 2 .

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