A highway bridge bearing capacity detection system and method for traffic construction

Abstract

The application provides a highway bridge bearing capacity detection system and method for traffic construction, which comprises a main machine and a branch machine, a pipe end of a pipe wheel on the main machine is introduced into the branch machine and connected with a lower end of a vertical branch pipe of the branch machine, the other end of the main machine pipe is connected with a shaft pipe of the pipe wheel through an adapter, the shaft pipe of the pipe wheel is connected with vertical branch pipe one and vertical branch pipe two respectively, the upper end of vertical branch pipe one is connected with a grating detection mechanism in series, the upper end of vertical branch pipe two is connected with a liquid storage tank, the liquid storage tank is connected with a lifting adjusting mechanism, and a processor collects real-time states of the branch machine through the grating detection mechanism. The application can accurately collect the change between the colorant liquid level and the standard scale, and output, display and store data by using the grating detection mechanism during the movement of the branch machine. A range finder can also be installed between the main machine and the branch machine to determine the distance between the main machine and the branch machine, and a bearing curve chart can be drawn according to the distance.

Description

Technical Field

[0001] This invention belongs to the field of bridge inspection technology, specifically relating to a technology for testing the load-bearing capacity of highway bridges used in transportation construction. Background Technology

[0002] The longer a bridge is in use, the more likely it is to bend and crack. Bridge load-bearing capacity testing is fundamental to maintaining the stability and safety of bridge engineering projects. Therefore, load-bearing capacity testing is necessary when evaluating a bridge, and this typically involves load testing—applying a load to the bridge and measuring the displacement at the test points. Currently, a fixed-weight vehicle is usually driven onto each test point on the bridge sequentially, but this results in the bridge being loaded along the vehicle's path, leading to significant measurement errors at each test point. Other disadvantages also exist, such as the inability of existing testing equipment and methods to perform continuous testing or multi-point comparative testing across the entire bridge testing area, and the lack of load-bearing limit prediction capabilities. Summary of the Invention

[0003] To address the problem that existing testing equipment cannot perform continuous testing or multi-point comparative testing of bridge test sections, this invention provides a system and method for testing the load-bearing capacity of highway bridges used in transportation construction. It performs continuous comparative testing or multi-point parallel testing within different sections and outputs the test results, intuitively displaying the changes in the load-bearing curves of different sections or different points. It can also predict exceedances based on general test data.

[0004] The solution adopted by this invention to solve its technical problem is: a load-bearing capacity testing system for highway bridges used in transportation construction, comprising a main unit and sub-units. A tube wheel frame is installed in the inner cavity of the main unit and a tube wheel is mounted on it. A tube is wrapped around the tube wheel. A tube wheel motor is installed on the tube wheel frame to drive the tube wheel to rotate. One end of the tube is introduced into the sub-unit and connected to the lower end of the vertical branch pipe of the sub-unit. The other end of the tube is connected to the shaft tube of the tube wheel through an adapter. The tube wheel shaft tube leads out to vertical branch pipe one and vertical branch pipe two respectively. A grating detection mechanism is connected in series at the upper end of vertical branch pipe one. The upper end of tube 2 is connected to a liquid storage tank, which is connected to a lifting and adjusting mechanism; the grating detection mechanism includes a transparent comparator with an inlet at the bottom and an outlet at the top, and a standard gradation line in the middle of the outer side of the comparator. A light source and lens assembly are installed in the sealed inner cavity of the grating detection mechanism and on one side of the comparator, and a scale grating, an indicator grating, a photosensitive element and a detector are installed in sequence on the other side. The signal line of the detector is connected to the signal input terminal of the processor, and the signal output terminal of the processor is connected to the display and the memory.

[0005] The lens assembly converts the light source into parallel light that illuminates one side of the comparator. When the light comparator projects onto the scale grating, the difference in height between the standard graduation line and the pigment layer (liquid contains pigment for color separation) is precisely measured after passing through the scale grating and the indicator grating. The changing digital signal is then recorded by the photosensitive element and the detector. The detector's signal line is connected to the processor's signal input, and the processor's signal output is connected to the display and memory. In use, the main unit is positioned at the end of the bridge deck or a point where it does not move with the load, while only the sub-unit enters the detection zone. During the sub-unit's movement, changes in the bridge deck height will be fed back to the main unit's comparator via a tube, indicating changes in the pigment and standard graduation line. This is monitored and recorded in real time by the grating detection mechanism. The detection under no bridge deck load is used as the original curve data, and the detection under different load conditions is used as different load curve data. Comparing the load curve with the original curve provides a direct understanding of the bridge deck load conditions in different sections or at different points. Furthermore, based on the curve data corresponding to different loads, the ultimate load curve data under continuously increasing load conditions can be predicted.

[0006] A method for testing the load-bearing capacity of highway bridges used in transportation construction includes a main unit and a slave unit as described in the claims. First, when the main unit and a slave unit cooperate to perform static load-bearing testing, the main unit is located at the initial position of a certain section or outside the section. The slave unit travels from the initial position along the first ground line to the end position of the section. The main unit records and outputs a standard curve for the certain section.

[0007] Static load-bearing capacity test: A load-bearing vehicle of a certain tonnage is stationed in the section (complete bridge deck section). The slave unit travels from the initial position along the first ground line to the end position of the section. The main unit records and outputs the tonnage load-bearing curve for the section.

[0008] This method records the load-bearing curves (position-deformation curves) for various tonnages. Using the standard curve as a baseline, the load-bearing curves for multiple tonnages are output to the same position load-bearing curve (the same position deformation table contains multiple position-deformation curves for different tonnages), and the linear change trends of the multiple tonnage curves are compared and calculated to determine the ultimate load-bearing capacity (ultimate-position deformation performance) of continuous points in the first ground wire interval.

[0009] The linear variation trend of multi-tonnage curves was calculated sequentially for multiple ground wire sections on the bridge deck, and the ultimate bearing capacity of continuous points in each ground wire section was determined based on the bridge design deformation limit.

[0010] Dynamic detection: Multiple slave units or a single slave unit sequentially arrange m points on the nth ground wire. A heavy-duty vehicle of a certain tonnage enters the interval from the initial position and travels to the end position. The load-bearing capacity of each point is recorded. Using the m points of the nth ground wire as the basic detection points, the load-bearing curve of the ground wire interval is plotted and output. n is a natural number greater than or equal to 1, and m is a natural number greater than or equal to 2.

[0011] The dynamic linear variation trend of multi-tonnage curves is calculated sequentially for multiple ground wire sections on the bridge deck. The dynamic ultimate bearing capacity of continuous points in each ground wire section is determined based on the bridge design bearing limit (including the collection of vibration and displacement information).

[0012] It also includes critical surface comparison detection, where two slave devices travel synchronously along both sides of the critical surface, and output and compare the load curve changes of the two slave devices under load or no load conditions.

[0013] The beneficial effects of this invention are as follows: When using this invention, the main unit is located at the bridgehead or end of the bridge deck that does not move with the load, while only the sub-unit enters the detection zone. During the movement of the sub-unit, due to the change in the height difference of the bridge deck, the change in color and standard scale line will be fed back to the comparator of the main unit through the tube. The change is monitored and recorded in real time by the grating detection mechanism. The detection under the condition of no bridge deck load is used as the original curve data, and the detection under different load conditions is used as different load curve data. By comparing the load curve with the original curve, the bridge deck load condition in different sections or at different points can be intuitively understood. Moreover, based on the curve data corresponding to different loads, the ultimate load curve data under continuously increasing load conditions can be predicted.

[0014] This invention addresses the technical problem of large errors in the existing technology when testing the load-bearing capacity of various parts of a bridge. By adopting a load-bearing capacity testing system for highway bridges used in transportation construction, this invention achieves the following: when gradually loading the parts of a bridge to be tested, the area around the parts to be tested is not affected by the vehicles or people transporting the counterweights. When each part of the bridge is tested sequentially, they do not affect each other, effectively reducing errors and improving testing accuracy.

[0015] The lifting and moving mechanism of the liquid storage tank in this invention ensures that the main unit and the sub-unit are adjusted to align the pigment liquid level with the standard graduation line when in their initial positions. During the movement of the sub-unit, or when the sub-unit is in a fixed position, a grating detection mechanism accurately collects, displays, and stores the changes in the pigment liquid level relative to the standard graduation line. A distance measuring instrument can also be installed between the main unit and the sub-unit to determine the distance between them, and a load-bearing curve chart can be plotted based on this distance. Attached Figure Description

[0016] Figure 1 This is a diagram showing the connection relationship between the main unit and sub-units of the detection system of this invention;

[0017] Figure 2 yes Figure 1 Internal structure diagram;

[0018] Figure 3 yes Figure 2 Rear view of the central control unit;

[0019] Figure 4 yes Figure 2 Rear view of the center unit;

[0020] Figure 5 This is an assembly diagram of the branch pipe and grating detection mechanism;

[0021] Figure 6 yes Figure 5 One of the internal structural diagrams of the grating inspection mechanism;

[0022] Figure 7 yes Figure 5 The second internal structure diagram of the grating detection mechanism;

[0023] Figure 8 This is a side view of the assembly frame.

[0024] Numbering in the diagram: Main unit 1, Sub-unit 2, Main unit frame 3, Main unit base plate 4, Main unit internal support 5, Tube wheel frame 6, Tube wheel 7, Tube wheel motor 8, Pipe 9, Adaptive guidance mechanism 10, Grating detection mechanism 11, Terminal pipe 12, Vertical branch pipe one 13, Vertical branch pipe two 14, Liquid storage tank 15, Screw sleeve 16, Screw 17, Bushing 18, Handwheel 19, Sub-unit vertical branch pipe 20, Overflow box 21, Breathing valve 22, Functional chamber 23, Inner tube lumen 24, Light source 25, Lens assembly 26, Comparator 27 28. Scale grating 29. Indicator grating 30. Photosensitive element 30. Detector 31. Standard graduation line 32. Inner tube 33. Inner support 34. Pipe joint 35. Fixing base 36. Vertical guide groove 37. Shaft seat 38. Fixed tube wheel assembly 39. Chassis 40. Display 41. Button 42. Floor horizontal frame 43. Fixed upright frame 44. Auxiliary frame 45. Vertical rod 46. Grooved track 47. Parallel wheel 48. Travel motor 49. Gearbox 50. Output shaft 51. Battery 52. ​​Power data cable 53. Detailed Implementation

[0025] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0026] Example 1: A kind of Figure 1The highway bridge load-bearing capacity testing system shown is designed to address the problem that existing testing agencies cannot continuously test or perform multi-point comparative testing of bridge test sections. The system mainly consists of a main unit 1 and at least one sub-unit 2. Its main structural components include a tube wheel, coil, floating reference line, grating acquisition, and processor. In use, the main unit is located outside the edge of the bridge deck or at the bridgehead, allowing sub-unit 2 to enter any test point or line section on the bridge surface. The main unit 1 acquires the test data from sub-unit 2 in real time, records it, and outputs a standard curve for a specific section. The output is displayed on a screen and stored on a hard drive. The system can also be used to export corresponding data charts.

[0027] The specific structure of the system is as follows: Figure 2 As shown, Figure 2 Combination Figure 3 As can be seen, the main unit 1 includes a frame 3 and a closed housing. Wheels are mounted below the base plate 4 of the frame 3, and a handrail is mounted above the frame 3. An internal support frame 5 is located on the upper side of the base plate 4, on which a tube wheel frame 6 is mounted. Tube wheels 7 are mounted on the tube wheel frame 6, and tubes 9 are arranged around the tube wheels 7. A tube wheel motor 8 is mounted on the tube wheel frame 6 to drive the tube wheels 7 to rotate.

[0028] Figure 2 Combination Figure 4 As can be seen, the sub-unit 2 includes a floor-mounted horizontal frame 43 and a fixed vertical frame 44. The floor-mounted horizontal frame 43 includes a base plate, and a pair of traveling wheels are installed under the base plate. The pair of traveling wheels located on the front side are connected to the drive mechanism. Figure 4 In this unit, a gearbox 50 is fixedly installed at the bottom front of the base frame 43. Its input shaft is connected to the travel motor 49, and its output shaft 51 is connected to the travel wheel shaft. A battery 52 or counterweight is fixed at the middle rear of the base frame 43 to improve the stability of the unit. The battery mainly provides power to the drive mechanism, or the battery can be connected to the main unit's power supply unit via a power data cable 53 (the main unit can be configured with an independent power supply; when the unit is equipped with a grating detection mechanism 11, it can be connected to the main unit's chassis data cable socket via a data cable). The fixed support frame 44 is mainly used to support the unit's vertical support pipe 20, positioning its upper end at a high position. An overflow box 21 can be installed on the top of the unit's vertical support pipe 20, and a breather valve 22 can be installed on the upper part of the overflow box 21. Alternatively, a grating detection mechanism 11 can be installed on the upper part of the unit's vertical support pipe 20.

[0029] Pipe 9, originating from the main unit 1, is introduced into the extension unit 2 and connected to the lower end of the extension unit's vertical branch pipe 20. The other end of pipe 9, located inside the main unit 1, is connected to the shaft pipe of the main unit via an adapter (the shaft of the main unit is the shaft pipe).

[0030] like Figure 5As shown, the shaft tube 12 of the tube wheel 7 is connected to vertical branch tube 13 and vertical branch tube 2 14 respectively. The upper end of vertical branch tube 13 is connected in series with grating detection mechanism 11, and the upper end of vertical branch tube 2 14 is connected to liquid storage tank 15. Liquid storage tank 15 is connected to a lifting adjustment mechanism. One lifting adjustment mechanism has a screw sleeve 16 fixed on one side of liquid storage tank 15, in which a screw 17 is installed. The upper and lower ends of the screw 17 are respectively installed with bushings 18, and the upper and lower bushings 18 are respectively fixed to the upper and lower crossbeams of the main frame. A handwheel 19 is installed on the top of the screw 17. By adjusting the handwheel to rotate the screw 17, the screw sleeve 16 is driven to move up and down, thereby driving the liquid storage tank 15 to move up and down. The lifting and moving of the liquid storage tank 15 can ensure that when the main unit 1 and the sub-unit 2 are in the initial position, the adjustment makes the height of the pigment liquid correspond to the position of the standard mark 32. During the movement of sub-unit 2, or when sub-unit 2 is in a fixed position, the grating detection mechanism 11 accurately collects, outputs, displays, and stores the changes between the pigment liquid level and the standard graduation line. A distance measuring instrument can also be installed between the main unit and the sub-unit to determine the distance between them, and a load-bearing curve chart can be plotted based on this distance.

[0031] like Figure 6 and Figure 7 As shown, the grating detection mechanism 11 includes a transparent comparator 27, which has a liquid inlet at the bottom and a liquid outlet at the top, and a standard graduation line 32 on the middle of the outer side of the comparator 27. The sealed inner cavity of the grating detection mechanism 11 is divided into a functional cavity 23 (the functional cavity is completely sealed to avoid leakage or contamination by the external environment) and an inner tube cavity 24. In the functional cavity, a light source 25 and a lens assembly 26 are installed on one side of the comparator 27, and a scale grating 28, an indicator grating 29, a photosensitive element 30, and a detector 31 are installed sequentially on the other side. The lens assembly 26 converts the light source 25 into parallel light that illuminates one side of the comparator 27. When the light from the comparator 27 is projected onto the scale grating 28, the difference in height between the standard graduation line 32 and the colorant layer (the liquid contains colorant to facilitate color separation) is accurately measured after passing through the scale grating 28 and the indicator grating 29, and the change is recorded as a digital signal by the photosensitive element 30 and the detector 31. The signal line of detector 31 is connected to the signal input terminal of the processor, and the signal output terminal of the processor is connected to the display and the memory.

[0032] In this embodiment, the main unit is positioned at the bridgehead or end of the bridge deck that does not move with the load. Only the sub-unit enters the detection zone. During the movement of the sub-unit, due to the change in the height difference of the bridge deck, the difference in color and standard markings 32 will be fed back to the comparator 27 of the main unit through the tube 9. The change is monitored and recorded in real time by the grating detection mechanism. The detection under the condition of no bridge deck load is used as the original curve data, and the detection under different load conditions is used as different load curve data. By comparing the load curve with the original curve, the bridge deck load condition in different sections or at different points can be intuitively understood. Moreover, based on the curve data corresponding to different loads, the ultimate load curve data under continuously increasing load conditions can be predicted.

[0033] Example 2: Based on Example 1, an adaptive guiding mechanism 10 is installed at the tube output position of the main unit 1 and the tube input position of the sub-unit 2, respectively, to generate appropriate resistance and prevent natural sagging during evidence tube transport. For example... Figure 3 and Figure 4 The adaptive guiding mechanism 10 shown includes two fixed seats 36, shaft seats 38, and a set of fixed tube wheels 39. Vertical guide grooves 37 are respectively provided on the inner side of the two fixed seats 36. The two fixed tube wheels form the set of fixed tube wheels 39. Shaft seats 38 are installed at the ends of the rotating shafts of the two fixed tube wheels. The shaft seats 38 on both sides are fitted into the corresponding vertical guide grooves 37. Thrust springs are installed at both ends of each shaft seat. The two fixed seats 36 are fixed to the bracket of the main unit or branch unit. The two fixed seats are fixed as a whole by connecting seats. This whole fixed seat can be fixed horizontally or vertically. When fixed horizontally, the set of fixed tube wheels 39 can automatically move left and right as the tube wheels rotate, but not up or down. When fixed vertically, the set of fixed tube wheels 39 can automatically rise and fall as the tube wheels rotate, but not move left or right. Maintaining only one degree of freedom for the set of fixed tube wheels prevents the tube from becoming loose or disordered on the tube wheels. Furthermore, a free guide mechanism can be fitted on the outside of the pipe 9, that is, the fixed seat 36 is not fixed, or a traveling wheel can be added to the fixed seat 36 to avoid the pipe 9 rubbing against the ground for a long time.

[0034] Example 3: Based on Example 1, a guide rail is set for the extension unit's travel path to ensure that the extension unit's travel path is completely consistent each time. One implementation method is as follows: Figure 8As shown, a trough-shaped track 47 is laid along one side of the detection route. An auxiliary frame 45 is fixed to one side of the sub-machine frame, and a vertical rod 46 is fixed to the end of the auxiliary frame 45. Double parallel wheel frames are installed on the four sides of the vertical rod 46. Multiple pairs (one pair at the top and one pair at the bottom) of horizontal flat shaft holes are provided on both sides of the double parallel wheel frames. A vertical shaft is installed in each pair of horizontal flat shaft holes. A nut stop is provided at the upper end of the corresponding flat shaft hole of each vertical shaft. A spring is fitted inside each flat shaft hole to allow the vertical shafts on both sides to unfold outward. A vertical roller is installed at the lower end of each vertical shaft. In this embodiment, it is ensured that the multiple pairs of vertical rollers do not contact the bottom of the trough-shaped track 47 and that the multiple pairs of vertical rollers are supported on the inner wall of the trough-shaped track. Thus, the trough-shaped track can constrain the trajectory of the sub-machine without affecting the bumpy state of the sub-machine.

[0035] Example 4: Based on Example 1, a braking mechanism is provided to ensure the main unit remains in its original position. The main unit can also use a lifting support mechanism to detach the wheels from the ground to maintain its original position. For example, one method involves installing a horizontally movable support plate and a lifting drive mechanism under the main unit's base plate. Bushings are installed at the four corners of the movable support plate, each fitted with a freely retractable outrigger. A first electromagnet is installed inside the bushing, and a side hole with an inwardly compressible elastic pin is installed on the side of the bushing. A second electromagnet is installed at the outer end of the elastic pin. The first electromagnet is a demagnetized holding electromagnet (demagnetized type), and the second electromagnet is an energized holding electromagnet. When the lifting drive mechanism drives the movable support plate downward, it simultaneously energizes the first and second electromagnets. At this time, each freely retractable outrigger naturally falls to the ground and contacts it. Then, the first and second electromagnets are simultaneously de-energized. At this time, the elastic pin presses against each freely retractable outrigger from the side of the bushing, preventing the outrigger from retracting. When the switchboard needs to be moved, first de-energize the first electromagnet and energize the second electromagnet. At this time, the elastic pins no longer constrain the legs, but the first electromagnet attracts the legs, causing them to retract into the corresponding bushings. Then, energize the second electromagnet to prevent the elastic pins from stopping the corresponding legs and thus avoid them from falling.

[0036] Example 5: Based on Example 1, multiple tube wheel assemblies are installed in the main unit 1 and connected to multiple sub-units 2 respectively.

[0037] Example 6: The usage method of any system in Examples 1-5, where the main switch and the slave unit cooperate, the main switch is located at the initial position of a certain interval or outside the interval, the slave unit travels from the initial position along the first ground line to the end position of the certain interval, and the main switch records and outputs the standard curve about the certain interval.

[0038] Static load-bearing capacity test: A load-bearing vehicle of a certain tonnage is stationed in the section (complete bridge deck section). The slave unit travels from the initial position along the first ground line to the end position of the section. The main unit records and outputs the tonnage load-bearing curve for the section.

[0039] This method records the load-bearing curves (position-deformation curves) for various tonnages. Using the standard curve as a baseline, the load-bearing curves for multiple tonnages and the baseline are output to the same position-deformation table (the same position-deformation table contains multiple position-deformation curves for different tonnages). The linear variation trend of the multiple tonnage curves is compared and calculated to determine the ultimate load-bearing capacity (ultimate position-deformation performance) of continuous points in the first ground wire interval.

[0040] The linear variation trend of multi-tonnage curves was calculated sequentially for multiple ground wire sections on the bridge deck, and the ultimate bearing capacity of continuous points in each ground wire section was determined based on the bridge design deformation limit.

[0041] Dynamic detection: Multiple slave units (or a single slave unit) are arranged sequentially at m points of the nth ground wire. A heavy-duty vehicle of a certain tonnage is set to drive into the section from the initial position and drive to the end position. The load-bearing performance of each point is recorded. The load-bearing curve of the ground wire section is plotted and output using the m points of the nth ground wire as the basic detection points.

[0042] The dynamic linear variation trend of multi-tonnage curves is calculated sequentially for multiple ground wire sections on the bridge deck. The dynamic ultimate bearing capacity of continuous points in each ground wire section is determined based on the bridge design bearing limit (including the collection of vibration and displacement information).

[0043] Critical surface comparison test: Two slave devices synchronously travel along both sides of the critical surface, and output and compare the load curve changes of the two slave devices under load or no load conditions.

[0044] It should be understood that the specific embodiments described above are merely illustrative or explanatory of the principles of the present invention and do not constitute a limitation thereof. Therefore, any modifications, equivalent substitutions, improvements, etc., made without departing from the spirit and scope of the present invention should be included within the protection scope of the present invention.

Claims

1. A load-bearing capacity testing system for highway bridges used in transportation construction, comprising a main unit (1) and at least one sub-unit (2), characterized in that, A tube wheel frame (6) is installed in the inner cavity of the main unit (1) and mounted on the tube wheel (7). A tube (9) is wrapped around the tube wheel (7). A tube wheel motor (8) is installed on the tube wheel frame (6) to drive the tube wheel (7) to rotate. One end of the tube (9) is introduced into the sub-unit (2) and connected to the lower end of the sub-unit vertical branch pipe (20). The other end of the tube (9) is connected to the shaft tube of the tube wheel through an adapter. The tube (12) leading out of the shaft tube of the tube wheel (7) is connected to the first vertical branch pipe (13) and the second vertical branch pipe (14) respectively. The upper end of the first vertical branch pipe (13) is connected in series with the grating detection mechanism (11). The upper end of the second vertical branch pipe (14) is connected to the liquid storage tank (15). The liquid storage tank (15) is connected to the lifting adjustment mechanism. The grating detection mechanism is connected in series with the tube wheel (7). The measuring mechanism (11) includes a transparent comparator (27), which has an inlet at the bottom and an outlet at the top, and a standard graduation line (32) in the middle of the outer side of the comparator (27). A light source (25) and a lens assembly (26) are installed in the sealed cavity of the grating detection mechanism (11) on one side of the comparator (27), and a scale grating (28), an indicator grating (29), a photosensitive element (30), and a detector (31) are installed in sequence on the other side. The signal line of the detector (31) is connected to the signal input terminal of the processor, and the signal output terminal of the processor is connected to the display and the memory. The lifting and moving of the liquid storage tank (15) can ensure that the main unit (1) and the branch unit (2) are in the initial position. Adjust the height of the pigment liquid to correspond to the position of the standard mark (32); during the movement of the sub-machine (2) or when the sub-machine (2) is in a fixed position, use the grating detection mechanism (11) to accurately collect and output the data for display and storage of the changes between the pigment liquid level and the standard mark; an overflow box (21) is installed on the top of the vertical branch pipe (20) of the sub-machine, and a breather valve (22) is installed on the upper part of the overflow box (21).

2. The load-bearing capacity testing system for highway bridges used in transportation construction according to claim 1, characterized in that, Structure: The main unit (1) includes a frame (3) and a closed shell. The bottom plate (4) of the frame (3) is equipped with a walking wheel, and the top of the frame (3) is equipped with a handrail. The upper side of the bottom plate (4) is equipped with an internal support (5) of the main unit, on which the tube wheel frame (6) is installed.

3. The load-bearing capacity testing system for highway bridges used in transportation construction according to claim 1, characterized in that, The sub-unit (2) includes a floor frame (43) and a fixed stand (44). The floor frame (43) includes a base plate, and a pair of wheels are installed below the base plate. The pair of wheels on the front side are connected to the drive mechanism. The drive mechanism is a gearbox (50) fixedly installed at the bottom front side of the floor frame (43). Its input shaft is connected to the walking motor (49), and its output shaft (51) is connected to the walking wheel shaft. A battery (52) or counterweight is fixed in the middle of the rear side of the floor frame (43) to improve the stability of the sub-unit.

4. The load-bearing capacity testing system for highway bridges used in transportation construction according to claim 1, characterized in that, The lifting and adjusting mechanism has a screw sleeve (16) fixed on one side of the liquid storage tank (15), and a screw (17) installed inside it. The upper and lower ends of the screw (17) are respectively equipped with bushings (18), and the upper and lower bushings (18) are respectively fixed on the upper and lower crossbeams of the main frame. A handwheel (19) is installed on the top of the screw (17). By adjusting the handwheel, the screw (17) is rotated, which drives the screw sleeve (16) to move up and down, thereby driving the liquid storage tank (15) to move up and down.

5. The load-bearing capacity testing system for highway bridges used in transportation construction according to claim 1, characterized in that, An adaptive guide mechanism (10) is installed at the tube wheel output position of the main unit (1) and the tube input position of the sub-unit (2) respectively. It is used to generate appropriate resistance and prevent natural sagging when the evidence tube is transported. The adaptive guide mechanism (10) includes two fixed seats (36), a shaft seat (38) and a fixed tube wheel group (39). Vertical guide grooves (37) are respectively provided on the inner side of the two fixed seats (36). The two fixed tube wheels form a fixed tube wheel group (39). The shaft ends of the two fixed tube wheels are equipped with shaft seats (38). The shaft seats (38) on both sides are matched and fitted into the corresponding vertical guide grooves (37). Thrust springs are installed at both ends of each shaft seat. The two fixed seats (36) are fixed on the bracket of the main unit or the sub-unit.

6. The load-bearing capacity testing system for highway bridges used in transportation construction according to claim 1, characterized in that, A free guide mechanism is fitted on the outside of the tube (9), including two fixed seats (36), axle seats (38) and a set of fixed tube wheels (39), and / or a traveling wheel is added to the fixed seat (36) to avoid the tube (9) from rubbing against the ground for a long time.

7. A method for testing the load-bearing capacity of highway bridges used in transportation construction, characterized in that, The load-bearing capacity testing system for highway bridges used in transportation construction as described in claim 1, firstly, when the main unit and the single sub-unit cooperate to perform static load-bearing testing, the main unit is located at the initial position of a certain section or outside the section, and the single sub-unit travels from the initial position along the first ground line to the end position of the certain section. The main unit records and outputs the standard curve for the certain section. Static load-bearing capacity testing: A loaded vehicle of a specified tonnage is stationed in the designated section. A single sub-unit travels from its initial position along the first ground line to the end position of the section. The main unit records and outputs the tonnage load-bearing capacity curve for that section. This method is used to record tonnage load-bearing capacity curves for multiple tonnages. Using a standard curve as a baseline, the multi-tonnage load-bearing capacity curves and the baseline are output to the same location as the load-bearing capacity curves. The linear change trend of the multi-tonnage curves is compared and calculated to determine the ultimate load-bearing capacity of continuous points in the first ground line section. The linear change trend of the multi-tonnage curves is calculated sequentially for multiple ground line sections of the bridge deck. The ultimate load-bearing capacity of continuous points in each ground line section is determined based on the bridge design deformation limit. Dynamic detection: Multiple units or a single unit are sequentially arranged at m points of the nth ground wire. A heavy vehicle of a certain tonnage is set to drive into the section from the initial position and drive to the end position. The load-bearing capacity of each point is recorded. The load-bearing curve of the ground wire section is plotted and output using the m points of the nth ground wire as the basic detection points. The dynamic linear change trend of the multi-tonnage curve is calculated for multiple ground wire sections on the bridge deck in sequence. The dynamic ultimate load-bearing capacity of the continuous points of each ground wire section is determined based on the bridge design load limit.

8. The method for testing the load-bearing capacity of highway bridges for transportation construction according to claim 7, characterized in that, It also includes critical surface comparison detection, where the two sub-units travel synchronously along both sides of the critical surface, and output and compare the load curve changes of the two sub-units under load or no load conditions.

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