## 1 Introduction  
The steel-concrete composite bridge deck system fully utilizes the tensile strength of steel and the compressive strength of concrete [1; 2]. It has been widely adopted in the design and construction of various large-span bridges due to its high structural stiffness, lightweight properties, and reduced deflection [3; 4; 5; 6]. Over the past several decades, researchers have conducted theoretical and experimental studies [7; 8; 9; 10] to verify the excellent performance of the steel-concrete composite bridge deck system during the service life of bridge structures. Among various types of steel-concrete composite bridge deck systems, the orthotropic steel deck (OSD)-concrete structure has been extensively utilized in medium and large-span bridges due to its advantages such as lightweight design, high load-carrying capacity, and fast construction speed [11]. As a part of the bridge deck system, the factory precast OSD also serves as formwork during the pouring of the concrete structure, reducing the need for wet joints in the concrete structure and greatly enhancing construction efficiency and convenience [2]. To achieve its wider application in steel-concrete composite bridge decks, researchers have conducted a series of studies. For example, [PERSON] et al. [12] achieved a lightweight design of OSD through a multi-objective optimization method. However, the U-ribs stiffeners of the OSD are connected to the panels through welding, resulting in a sudden change in stiffness at the weld joint [13; 14]. Consequently, significant stress amplitudes occur at the weld joint, making it susceptible to fatigue cracking under repeated vehicular loading. To assess the fatigue strength of welds in OSD, [PERSON] et al. [15] proposed a novel method for evaluating the root stress of welds. Existing studies have shown that the fatigue performance issues at the welds of OSD greatly affect the service life of bridges and have been a major concern in the implementation of OSD in bridges [13; 16; 17; 18; 19; 20; 21]. Presently, two methods have been proposed to improve the fatigue performance of the deck-to-rib welded joint in OSD. Firstly, it is reported to enhance the strength of the weld by employing techniques such as double-sided welding [22; 23] and deep-penetration welding [24], which, however, impose higher demands on welding technology [25]. Secondly, increasing the thickness (or rigidity) of the bridge deck panel can significantly reduce stress amplitudes in the bridge deck structure, which can be achieved by using rigid cement-based materials [26; 27; 28] or ultra-high-performance concrete (UHPC) [11]. Meanwhile, [PERSON] [29] investigated the feasibility of using UHPC in bridge deck areas through experimental and numerical simulation methods. However, implementing such solutions not only increases the cost of bridge construction but also fails to address the issue of geometric discontinuity at the weld joint between the deck and the U-ribs of OSD [25]. In recent years, a corrugated steel-concrete composite bridge deck (CSCCBD) system comprising concrete, corrugated steel plates, and perforated plate shear connectors has been implemented in bridge constructions [30]. This bridge deck system replaces U-ribs with continuous corrugated steel, eliminates the decks of OSD, and replaces them with cast-in-place concrete panels. This effectively resolves issues arising from abrupt stiffness variations at the weld joint between the OSD panel and U-ribs. Extensive research has been conducted to investigate various aspects of the performance of the CSCCBD system to promote its application in bridge structures. [PERSON] et al. [30] conducted pull-out experiments to validate the significant role of shear connectors in CSCCBD. [PERSON] et al. [31] investigated the ultimate bearing capacity of CSCCBD and proposed a simplified calculation formula for predicting it. [PERSON] et al. [1] studied the influence of variation in shear connectors on the slip performance of CSCCBD.