| The long span steel bridge plays an important role in the national highway network,and the integrity and durability of the steel bridge deck pavement is the basic condition to ensure the capacity of the bridge.Limited by the special traffic and climatic conditions,the steel bridge deck pavement is not effective.After more than 20 years of research and practice,the service life of steel deck pavement has been greatly improved.However,for the bridge that was opened to traffic in the early stage,the thickness of the steel deck roof is mostly 12 mm,and the stiffness of the orthotropic steel bridge panel is insufficient due to the influence of the thickness,which leads to the prominent pavement diseases of the bridge deck constructed on the bridge panel,and cracks appear in many steel deck systems.Aiming at the problem,Chinese researchers developed ultra-high performance cement concrete suitable for steel bridge deck system to realize structural strengthening,and added single layer of asphalt abrasion layer to meet the demand of vehicle driving,and the structure function design is reasonable.However,due to the large difference in the modulus of different structural layers and the potential defects caused by the characteristics of materials and processes,the connection between steel plate and UHPCwear layers becomes the weak interface of the pavement system and the biggest obstacle affecting the popularization and application of this technology.Therefore,this paper studies the connection between steel plate and UHPC-wear layers.First of all,four kinds of anticorrosive paints,namely water-based inorganic zinc rich paint,water-based epoxy zinc rich paint,epoxy zinc rich paint and inorganic zinc rich paint,were selected.By testing the bonding strength between different anticorrosive paint and steel plate,the bonding strength between different anticorrosive paint and steel plate was analyzed to determine the type of anticorrosive paint material.Then,epoxy resin binder,polyurethane binder and water-based epoxy resin binder were selected to prepare the composite structure of steel plate,anticorrosive layer and waterproof binder.The bonding strength at 25℃ and 50℃ was tested,and the combination form of waterproof binder and anticorrosive paint at different temperatures was determined and the change rule was analyzed.At the same time,the bonding strength between epoxy resin binder,polyurethane binder and waterborne epoxy binder and dry,wet and newly mixed UHPC was tested,and the type of waterproof binder material less affected by interface water was selected.The composite structure specimens of steel plate,anticorrosive paint,waterproof binder and UHPC were prepared,and the bonding strength and shear strength tests were carried out at different temperatures to determine the best combination form of material and structure.The surface energy and SEM scanning electron microscopy were used for microscopic analysis of the interface,and the macroscopic test results were associatedSecondly,the UHPC was roughened by different processes such as sandblasting,hair drawing and gravel embedding,and then the surface structure depth and friction coefficient were tested to determine the surface treatment technology of UHPC,and the bonding strength of the UHPC-SMA composite specimen was verified.Using the confirmed surface treatment technology of UHPC,epoxy resin binder,high-viscosity modified asphalt binder and solvent-based asphalt binder as adhesive layer,UHPCadhesive layer-SMA10 were prepared and combined structural specimens were tested under the conditions of 10℃,25℃,40℃ and 60℃ for bond strength and shear strength.The bonding strength and shear strength of different UHPC-adhesive-SMA composite structures were analyzed with temperature changes and temperature sensitivity,and the adhesive-layer materials with good interlayer bonding performance were proposed.Finally,the road performance of the composite beams composed of anticorrosive layer,waterproof adhesive layer and adhesive layer was evaluated through the fatigue loading test of five-point flexural composite beams,and the structure was compared with the traditional steel plate surface welded with high-density shear nails.The results show that the interface bonding strength of water-based zinc-rich epoxy paint and water-based epoxy binder is the highest,and the bonding effect with wet or newly mixed UHPC is the best.The bonding strength and shear strength of the combined structure of steel plate-water-based zinc-rich epoxy paint-waterborne epoxy binder-UHPC are 1.35 MPa and 5.65 MPa at 50℃.The surface of UHPC has the best effect with the stonework treatment,the structure depth and the friction coefficient are higher,and the best bonding effect is obtained by spreading with the particle size range of 9.5～13.2mm and 60% of the mass of the full surface.The adhesive strength and shear strength of UHPC-adhesive lamina-SMA composite structure with epoxy resin binder as adhesive layer are the highest,and the temperature sensitivity is low.Five point bending tests were carried out on the composite beam specimens formed by the recommended interface bonding materials.It was found that the anticorrosive layer and waterproof bonding layer materials with excellent properties could replace part of shear nails,and other properties met the application requirements.Through the screening of functional materials between steel plate-UHPC-asphalt wear layer and the test analysis of connection performance and road performance,the rigid pavement scheme with excellent performance and can replace part of shear nails is formed,which has a certain engineering value to guide the design and application of rigid pavement structure of steel deck. |
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