CN109056525B

CN109056525B - Steel bridge deck composite pavement structure and pavement method

Info

Publication number: CN109056525B
Application number: CN201811036316.0A
Authority: CN
Inventors: 徐斌; 徐速; 胡风; 李学锋; 王翼; 杨龙; 陈琼; 郝美军; 杨红军; 接道春
Original assignee: Ningbo Roaby Technology Industrial Group Co ltd
Current assignee: Ningbo Roaby Technology Industrial Group Co ltd
Priority date: 2018-09-06
Filing date: 2018-09-06
Publication date: 2020-10-27
Anticipated expiration: 2038-09-06
Also published as: CN109056525A

Abstract

The invention discloses a composite pavement structure and a pavement method for a steel bridge deck. The pavement structure has excellent road performance and super-strong durability, moderate elastic modulus and balanced stress, can improve the integral rigidity of a bridge deck system, improve the fatigue life of a steel bridge deck and the service life of a pavement layer, has certain construction depth, good waterproofness and super-strong bonding performance, can provide enough skid resistance, and has good wear resistance, vibration reduction and noise reduction effects. The paving method has low requirements on construction environment conditions, relatively low construction cost, convenient construction, easy quality control, environmental protection and low consumption.

Description

Steel bridge deck composite pavement structure and pavement method

Technical Field

The invention relates to a pavement structure of a pavement, in particular to a full-life composite pavement structure and a pavement method for a steel bridge deck, which have both pavement performance and durability.

Background

Under the existing material and technical conditions, the steel bridge is the best structure for realizing rapidness, lightness, shock resistance, industrialization and growth in bridge engineering construction. However, the steel bridge deck pavement technology severely restricts the development of the steel bridge and even the whole bridge industry. China and all countries in the world spend a large amount of manpower and material resources to research the situation. The core of the steel bridge deck pavement technology lies in two aspects of the bonding performance of pavement concrete materials and interfaces. At present, the domestic common technical scheme can be mainly attributed to the following categories: the two-layer SMA (styrene-acrylonitrile) paving technology which is used for the first time is the double-layer epoxy asphalt concrete (EA) paving technology formed by the introduction of the technology in the United states, the pouring asphalt Mastic (MA) paving technology in the United kingdom, the pouring asphalt concrete (GA) + SMA paving technology in Japan, and the resin asphalt assembly paving technology which is applied in China in recent years. The technologies have certain successful experience at home and abroad, but the premature senility and damage conditions of different degrees appear under the condition of specific overload in China.

The main reasons why the steel bridge deck pavement is difficult to be a project are as follows: firstly, the surface of the steel plate is very smooth, the temperature of the surface of the steel bridge in a local area in summer high-temperature seasons can reach more than 70 ℃, and under the temperature condition, the problems of adhesion, slippage prevention, water resistance, corrosion resistance and the like of a pavement layer on the smooth steel plate become very severe; secondly, due to the self weight of the structure and economic reasons, the steel bridge pavement cannot be made thick generally, the conventional design requirement is met, the pavement layer with the total thickness of 20-80 mm cannot deform under the support condition of the steel bridge panel and the U-shaped stiffening ribs, the steel bridge pavement can bear heavy wheel loads, the flatness of the pavement and the driving comfort are kept, meanwhile, the pavement layer serving as one part of the bridge structure is required to have the capacity of deforming along with the steel bridge, and cracking caused by insufficient deformation capacity is prevented; this paradoxical requirement makes the design and material selection of the pavement layer extremely difficult. In addition, factors such as construction cost and convenient and reliable construction are added, and the difficulty in the pavement process of the steel bridge deck is more than that of the pavement of a common road.

When carrying out the structural design of mating formation, the main points that need consider include:

a. the main structural layer needs to bear the load transmitted by the wearing layer, and needs to have higher compression strength and bending strength, fatigue cracking resistance under strain and moderate elastic modulus to improve the overall rigidity of the bridge deck system, and simultaneously needs to have excellent high-temperature and low-temperature stability, larger proportion of elastic deformation and reduction of overall durability reduction caused by creep deformation.

b. The wearing surface layer directly bears the driving load, is closely related to the driving comfort and the safety, and simultaneously considers social and economic benefits such as aesthetic property, environmental protection and the like.

c. In the pavement of a steel bridge deck, the interlayer bonding capacity is one of the keys for determining the pavement service life, not only needs enough tensile and shearing strength, but also needs decay resistance under severe environments such as high temperature, rainwater and the like, and in a bonding layer between a steel plate and a pavement layer, the requirement of heavy corrosion resistance of the steel bridge deck is also met.

The existing steel bridge deck pavement in China is a technology introduced or digested and absorbed abroad. Although the researchers including materials and engineering techniques have deeply recognized the reasons for the success or failure of steel bridge deck pavement, it is important to develop one or more steel bridge deck pavement techniques that are reliable in quality, reasonable in cost, convenient to maintain and have proprietary intellectual property rights. The prior art discloses a steel bridge deck pavement structure, wherein a single-layer modified polyurethane concrete with cohesiveness and good waterproof performance is adopted in the steel bridge deck pavement, so that very reliable stability is obtained, but the steel bridge deck pavement structure has no advantages in appearance aesthetic property compared with the traditional pavement structure. Therefore, the development of a composite steel bridge deck pavement technology formed by paving the modified polyurethane concrete pavement as a main structural layer and arranging an anti-wear surface layer with better pavement performance on the main structural layer has practical significance.

Disclosure of Invention

The first technical problem to be solved by the present invention is to provide a composite pavement structure for steel bridge decks, which has both excellent road performance and super-strong durability, in view of the above current state of the art.

The second technical problem to be solved by the invention is to provide a paving method of a steel bridge deck composite paving structure, which has low requirements on construction environment conditions, relatively low construction cost, convenient construction and easy quality control, aiming at the current situation of the prior art.

The technical scheme adopted by the invention for solving the first technical problem is as follows: this steel bridge deck combined type structure of mating formation, its characterized in that: the steel plate bridge deck comprises a waterproof bonding layer, an ECO modified polyurethane concrete pavement layer and an ECO modified asphalt surface layer, wherein the waterproof bonding layer is coated on a bridge deck steel plate, the ECO modified polyurethane concrete pavement layer is laid on the waterproof bonding layer, and the ECO modified asphalt surface layer is laid on the ECO modified polyurethane concrete pavement layer.

Preferably, the waterproof bonding layer is an ECO modified polyurethane waterproof bonding layer, and the paint for forming the ECO modified polyurethane waterproof bonding layer comprises an ECO modified polyurethane adhesive, a curing agent and zinc powder.

Preferably, the functional groups in the coating material forming the waterproof bonding layer comprise hydroxyl groups, amine groups and double bonds, and the hydroxyl groups, the amine groups and the double bonds can be subjected to polymerization reaction with corresponding functional groups in the binder of the ECO modified polyurethane concrete pavement layer to form a whole.

Preferably, the mass fraction of the zinc powder accounts for more than 85% of the waterproof bonding layer, the average particle size of the zinc powder is less than 10um, and the purity of the zinc powder is more than 98%.

Preferably, the ECO modified polyurethane concrete pavement layer is made of a thermosetting polymer synthetic material, the dynamic stability of the ruts at the test temperature of 90 ℃ is more than 10000 times/mm, and the elastic deformation ratio is more than 90%.

Preferably, the ECO modified polyurethane concrete pavement layer is formed by combining aggregate, ECO modified polyurethane binder and coupling agent according to the weight ratio of 100: 10-18: 0.1-0.2, and spreading, vibrating, leveling and molding. The coupling agent is preferably a silane coupling agent.

Preferably, the aggregate comprises coarse aggregate and fine aggregate which are mixed according to a maximum density curve, the fine aggregate is natural river sand, the particle size of the fine aggregate is smaller than 4.75mm, the weight of the fine aggregate accounts for 50-80%, the coarse aggregate is natural gravel, the particle size of the coarse aggregate is larger than 4.75mm and smaller than 10mm, and the weight of the coarse aggregate accounts for 20-50%.

According to different use occasions, the pavement thickness of the ECO modified polyurethane concrete pavement layer can be different, and preferably, the thickness of the ECO modified polyurethane concrete pavement layer is 10-50 mm.

Preferably, the ECO-modified asphalt layer is formed by combining aggregate and ECO-modified asphalt binder, and the weight ratio of the ECO-modified asphalt layer is 100: 5 to 7.

According to different use occasions, the pavement thickness of the ECO modified asphalt layer can be different, and preferably, the thickness of the ECO modified asphalt layer is 10-50 mm.

The technical scheme adopted by the invention for solving the second technical problem is as follows: the paving method of the steel bridge deck pavement structure is characterized by comprising the following steps of:

firstly, performing sand blasting and rust removal on the bridge deck steel plate to enable the bridge deck steel plate to reach Sa2.5-3 grades, and enabling the roughness to reach 50-200 mu m;

secondly, coating ECO modified polyurethane waterproof paint on the bridge deck steel plate subjected to sand blasting, rust removal, cleaning and drying to form the waterproof bonding layer, wherein the dosage is 0.1-1.0L per square meter; the ECO modified polyurethane waterproof bonding layer is required to be spread in an area to be paved;

thirdly, continuously stirring the ECO modified polyurethane mixture which is mixed and synthesized by aggregate, coupling agent and ECO modified polyurethane binder by a concrete mixer;

fourthly, immediately pouring an ECO modified polyurethane concrete pavement layer with the thickness of 10-50 mm before the waterproof bonding layer is cured;

before the ECO modified polyurethane concrete pavement layer is solidified, roughening the surface of the bridge in the transverse direction, and uniformly spreading single-grain-diameter quartz sand with the grain diameter of 0.85-3.0 mm to improve the shearing resistance, wherein the spreading amount is 0.5-2.0 kg/m 2;

sixthly, paving an ECO modified asphalt surface course after the ECO modified polyurethane concrete pavement course is fully cured, wherein the paving thickness is 10-50 mm, and the paving temperature is not lower than 140 DEG C

In order to make the metering of all the components forming the colloidal concrete more accurate, the step (c) is equipped with a mobile modified polyurethane concrete mixer truck of an automatic metering system.

Compared with the prior art, the invention has the advantages that: the deck system has the advantages that the elastic modulus is properly high, the integral rigidity of the deck system is improved, and the fatigue life of a steel deck and a pavement layer is prolonged; the ultra-strong compression strength and the ultra-strong bending strength can resist the repeated action of large-flow vehicle load, particularly the action of an overload vehicle; good temperature stability performance and small creep degree, and reduces permanent deformation in the service life of pavement; the good waterproof performance and the super-strong bonding performance can ensure that the whole bridge floor is waterproof and water seepage, and the waterproof and anti-corrosion effects are achieved; outstanding road performance, vibration damping and noise reduction, and improvement of driving comfort and safety. The method has low requirements on construction environment conditions, does not need special construction machines and strict process requirements, has relatively low construction cost, is very convenient to construct, and has the advantages of environmental protection and low consumption.

Drawings

Fig. 1 is a schematic view of a paving structure according to an embodiment of the present invention.

Detailed Description

The invention is described in further detail below with reference to the accompanying examples.

As shown in fig. 1, the composite pavement structure for the steel bridge deck comprises a waterproof bonding layer 2, an ECO-modified polyurethane concrete pavement layer 3 and an ECO-modified asphalt pavement layer 4. The waterproof bonding layer 2 is coated on the bridge deck steel plate 1, the ECO modified polyurethane concrete pavement layer 3 is laid on the waterproof bonding layer 2, and the ECO modified asphalt surface layer 4 is laid on the ECO modified polyurethane concrete pavement layer 3.

The waterproof bonding layer 2 is an ECO modified polyurethane waterproof bonding layer, and the thickness is 100-1000 mu m. The paint is formed by brushing ECO modified polyurethane waterproof paint, and the using amount is 0.1-1.0L per square meter. The ECO modified polyurethane waterproof paint comprises an ECO modified polyurethane adhesive, a curing agent, zinc powder and an accelerator, and is prepared by stirring for 30-90 seconds. The anode anticorrosive material in the ECO modified polyurethane bonding layer is formed by zinc powder, the mass fraction of the zinc powder accounts for more than 85% of that of the waterproof bonding layer, the average particle size of the zinc powder is less than 10 mu m, and the purity of the zinc powder is more than 98%. The waterproof bonding layer 2 participates in the curing reaction of the ECO modified polyurethane concrete pavement layer 3 to form a whole. Specifically, the functional groups in the coating forming the waterproof bonding layer 2 include hydroxyl groups, amino groups and double bonds, and the hydroxyl groups, the amino groups and the double bonds can be subjected to polymerization reaction with corresponding functional groups in the binder of the ECO modified polyurethane concrete pavement layer 3 to form a whole.

The ECO modified polyurethane concrete pavement layer 3 is a main structural layer, and the pavement thickness is 10-50 mm. It adopts thermosetting polymer synthetic material, and its rutting dynamic stability at 90 deg.c test temperature is greater than 10000 times/mm, and elastic deformation ratio is over 90%. The ECO modified polyurethane concrete pavement layer 3 is formed by combining aggregate, ECO modified polyurethane binder and coupling agent, wherein the weight ratio of the aggregate to the ECO modified polyurethane binder to the coupling agent is 100: 10-18: 0.1 to 0.2. When the ECO modified polyurethane concrete pavement layer 3 is paved, heating and rolling are not needed, and the pavement is molded after vibration leveling. The aggregate comprises coarse aggregate and fine aggregate which are mixed according to a maximum density curve, and is rich in silicon dioxide, wherein the fine aggregate is natural river sand, the particle size of the fine aggregate is smaller than 4.75mm, the weight of the fine aggregate accounts for 50-80%, the coarse aggregate is natural gravel, the particle size of the coarse aggregate is larger than 4.75mm and smaller than 10mm, the weight of the coarse aggregate accounts for 20-50%, and the coupling agent is a silane coupling agent. In addition, the ECO modified polyurethane concrete pavement layer 3 adopts a suspension compact structure, so that moisture is prevented from permeating into the steel bridge deck.

The ECO modified asphalt surface layer 4 is a wear surface layer, and the paving thickness is 10-50 mm, preferably 20-50 mm. The ECO modified asphalt layer 4 is formed by combining aggregate and ECO modified asphalt binder, and the weight ratio of the aggregate to the ECO modified asphalt binder is 100: 5 to 7. The aggregate liquid is prepared by mixing coarse aggregate and fine aggregate, wherein the coarse aggregate is crushed by hard and wear-resistant rocks, basalt broken stones are preferably adopted, limestone broken stones are preferably adopted as the fine aggregate, and limestone mineral powder is preferably adopted as the mineral powder. The ECO modified asphalt binder adopts high-elasticity modified asphalt, and the dynamic viscosity at 60 degrees is more than 10000 Pa.s.

The paving method of the steel bridge deck composite paving structure comprises the following steps:

firstly, performing sand blasting on a bridge deck steel plate 1 to remove rust so as to enable the steel plate to reach Sa2.5-3 grades, wherein the roughness reaches 50-200 mu m;

secondly, coating ECO modified polyurethane waterproof paint on the bridge deck steel plate 1 subjected to sand blasting, rust removal, cleaning and drying to form a waterproof bonding layer 2, wherein the dosage is 0.1-1.0L per square meter;

fourthly, pouring an ECO modified polyurethane concrete pavement layer 3 with the thickness of 10-50 mm before the waterproof bonding layer 2 is cured;

fifthly, before the ECO modified polyurethane concrete pavement layer 3 is solidified, surface roughening is carried out, single grain diameter quartz sand with the grain diameter of 0.85-3.0 mm is uniformly distributed to improve the shearing resistance, and the distribution amount is 0.5-2.0 kg/m 2;

sixthly, paving an ECO modified asphalt surface layer 4 after the ECO modified polyurethane concrete pavement layer 3 is solidified, wherein the paving thickness is 10-50 mm.

It is worth noting that the waterproof bonding layer 2 and the ECO modified polyurethane concrete pavement layer 3 are both constructed at normal temperature, heating and mixing are not needed, energy consumption is reduced, emission is reduced, and environmental protection is facilitated. The paving temperature of the ECO modified asphalt surface layer 4 is not lower than 140 ℃, reasonable construction organization is carried out according to the holding time of asphalt concrete of the ECO modified asphalt surface layer and the supply condition of mechanical equipment, the supply of a skip car is ensured, and the paving of a paver and the rolling of a road roller are scientifically and orderly carried out.

The properties of the ECO-modified polyurethane waterproof adhesive layer used in this example are shown in table 1:

TABLE 1 technical indices of ECO modified polyurethane waterproof bonding layer

Technical index	Unit of	Require that
			Gel time (No cover mix, 25 ℃ C.)	min	＞360
Gel time (cover mix, 25 ℃ C.)	min	≤60
			Water absorption rate	％	≤0.3
Impermeability, (0.3MPa, 24h)	-	Is impervious to water

The properties of the ECO-modified polyurethane blend used in this example are shown in table 2:

TABLE 2 ECO modified polyurethane mixture quality technical requirements

Claims

1. The utility model provides a steel bridge deck combined type structure of mating formation which characterized in that: including waterproof bonding layer (2), ECO modified polyurethane concrete pavement layer (3) and ECO modified asphalt surface course (4), waterproof bonding layer (2) coating is on bridge deck steel board (1), ECO modified polyurethane concrete pavement layer (3) are laid on waterproof bonding layer (2), ECO modified asphalt surface course (4) are laid on ECO modified polyurethane concrete pavement layer (3), ECO modified polyurethane concrete pavement layer (3) adopt thermosetting polymer synthetic material to, rut dynamic stability under 90 ℃ of test temperature is greater than 10000 times/mm, elastic deformation accounts for and exceeds 90%, ECO modified polyurethane concrete layer (3) are formed by aggregate, ECO modified polyurethane binder and coupling agent combination, and its weight ratio is according to 100: 10-18: 0.1-0.2, and paving, vibrating, leveling and molding, wherein the aggregate comprises coarse aggregate and fine aggregate which are formed by mixing according to a maximum density curve, the fine aggregate adopts natural river sand, the particle size of the fine aggregate is less than 4.75mm, the weight of the fine aggregate accounts for 50-80%, the coarse aggregate adopts natural gravel, the particle size of the coarse aggregate is more than 4.75mm and less than 10mm, and the weight of the coarse aggregate accounts for 20-50%.

2. The steel bridge deck composite pavement structure according to claim 1, wherein: the waterproof bonding layer (2) is an ECO modified polyurethane waterproof bonding layer, and the paint for forming the ECO modified polyurethane waterproof bonding layer comprises an ECO modified polyurethane adhesive, a curing agent and zinc powder.

3. The steel bridge deck composite pavement structure according to claim 2, wherein: the mass fraction of the zinc powder accounts for more than 85% of the waterproof bonding layer (2), the average particle size of the zinc powder is less than 10um, and the purity of the zinc powder is more than 98%.

4. The steel bridge deck composite pavement structure according to claim 1, wherein: the thickness of the ECO modified polyurethane concrete pavement layer (3) is 10-50 mm.

5. The steel bridge deck composite pavement structure according to claim 1, wherein: the ECO modified asphalt layer (4) is formed by combining aggregate and ECO modified asphalt binder, and the weight ratio of the aggregate to the ECO modified asphalt binder is 100: 5 to 7.

6. The steel bridge deck composite pavement structure according to claim 1, wherein: the ECO modified asphalt layer (4) is 10-50 mm thick.

7. A paving method of a steel bridge deck composite paving structure as defined in any one of claims 1 to 6, characterized by comprising the steps of:

firstly, performing sand blasting and rust removal on the bridge deck steel plate (1) to enable the bridge deck steel plate to reach Sa2.5-3 grades, and enabling the roughness to reach 50-200 mu m;

secondly, coating ECO modified polyurethane waterproof paint on the bridge deck steel plate (1) subjected to sand blasting, rust removal, cleaning and drying to form the waterproof bonding layer (2), wherein the dosage is 0.1-1.0L per square meter;

fourthly, pouring an ECO modified polyurethane concrete pavement layer (3) with the thickness of 10-50 mm before the waterproof bonding layer (2) is cured;

fifthly, performing surface roughening before the ECO modified polyurethane concrete pavement layer (3) is solidified, and uniformly scattering single-grain-diameter quartz sand with the grain diameter of 0.85-3.0 mm to improve the shearing resistance, wherein the scattering amount is 0.5-2.0 kg/m 2;

sixthly, paving an ECO modified asphalt surface layer (4) after the ECO modified polyurethane concrete paving layer (3) is solidified, wherein the paving thickness is 10-50 mm.