A new and old road surface crack monitoring device and method

Abstract

This invention discloses a device and method for monitoring cracks in new and old road surfaces. The device includes a first reinforcing bar, a hollow sleeve, and a second reinforcing bar arranged coaxially. The first reinforcing bar is connected to one end of the hollow sleeve in the form of a piston, and the other end of the hollow sleeve is connected to the second reinforcing bar via a rotating shaft. A laser displacement sensor is installed at the end of the first reinforcing bar, and a liquid sensing device is installed inside the hollow sleeve. By processing the data collected by the laser displacement sensor and the liquid sensing device, crack information is obtained for real-time monitoring of cracks. This invention can be directly buried in the new and old roadbeds to monitor the new and old road surfaces in real time, thereby accurately obtaining road surface crack information and automatically providing crack monitoring information for road maintenance. This allows road surface cracks to be repaired effectively in the early stages, extending the service life of the road surface and ensuring the comfort and safety of road use.

Description

Technical Field

[0001] This invention relates to the field of pavement crack detection technology, specifically to a device and method for monitoring cracks in both new and old pavements. Background Technology

[0002] With the deepening of modernization and the continuous growth of passenger and freight traffic, existing highways need to be upgraded and expanded to meet development needs. As highway upgrade and expansion projects increase, cracks often appear at the junction of old and new road surfaces. When cracks appear, road surface crack detection devices are needed to detect the extent of the cracking. Existing detection devices use cameras to photograph the road surface and subgrade, and then analyze the images to determine whether there are cracks in the road surface and whether the subgrade is at risk of softening. This requires specialized frames to install the cameras and dedicated power lines, making installation cumbersome and costly. Furthermore, this method cannot detect internal cracks in the road surface, and the accuracy of photographic methods is relatively low; very small cracks cannot be captured. Similarly, photographs can only capture the surface of the subgrade, and subgrade softening often occurs internally, which this method also cannot detect. Additionally, this device cannot achieve real-time monitoring of road surface cracks. Summary of the Invention

[0003] In view of the problems existing in the prior art, the present invention provides a device and method for monitoring cracks in new and old road surfaces, which can realize real-time monitoring of new and old road surfaces and improve monitoring accuracy.

[0004] The technical solution of the present invention is as follows:

[0005] In a first aspect of the present invention, a device for monitoring cracks in new and old road surfaces is provided, comprising a first reinforcing bar, a hollow sleeve, and a second reinforcing bar arranged coaxially. The first reinforcing bar is connected to one end of the hollow sleeve in the form of a piston, and the other end of the hollow sleeve is connected to the second reinforcing bar via a rotating shaft. A laser displacement sensor is provided at the end of the first reinforcing bar, and a liquid sensing device is provided inside the hollow sleeve. Crack information is obtained by processing the data collected by the laser displacement sensor and the liquid sensing device to monitor the cracks in real time.

[0006] In some embodiments of the present invention, a cylindrical cavity is provided on the hollow sleeve, and one end of the first reinforcing bar extends into the cylindrical cavity of the hollow sleeve and can move within the cylindrical cavity.

[0007] In some embodiments of the present invention, the other end of the first reinforcing bar is provided with a threaded groove, and is installed inside the new roadbed through the threaded groove. The end of the threaded groove is connected to the end of the hollow sleeve through a telescopic sealing rubber sleeve.

[0008] In some embodiments of the present invention, a piezoelectric material is disposed on the top of the hollow sleeve, the piezoelectric material is connected to the battery, and the piezoelectric material converts the vehicle load into electrical energy and stores it in the battery.

[0009] In some embodiments of the present invention, a data processing and transmitting device is provided inside the hollow sleeve, and the data processing and transmitting device, the liquid sensing device, and the laser displacement sensor are all connected to the battery via power lines.

[0010] In some embodiments of the present invention, the liquid sensing device and the laser displacement sensor are respectively connected to the data processing and transmitting device via signal lines.

[0011] In some embodiments of the present invention, a connecting steel bar is provided at one end of the hollow sleeve near the second steel bar, the connecting steel bar and the second steel bar are connected by a rotating shaft, and a threaded groove is provided at the end of the second steel bar away from the rotating shaft. The end of the threaded groove is connected to the end of the hollow sleeve through a telescopic sealing rubber sleeve.

[0012] In some embodiments of the present invention, the first reinforcing bar and the hollow sleeve are installed inside the new roadbed, and the second reinforcing bar is installed inside the old roadbed.

[0013] In a second aspect of the present invention, a method for monitoring cracks in new and old road surfaces is provided, which is implemented using the monitoring device described in any one of claims 1-8, characterized by comprising the following steps:

[0014] During the construction of the new and old roadbed expansion, the crack monitoring device was buried at the junction of the new and old roadbeds, ensuring that the crack monitoring device was laid on a straight horizontal line at point B, and the burial depth L was recorded. BD ;

[0015] Number the installed crack monitoring devices and record the installation mileage. Record the relevant information along with the installation depth L. BD Enter them together into the online maintenance system;

[0016] When the new roadbed deforms, cracks will appear at the junction of the new and old roadbeds. CD Because the new roadbed soil has poor stability, the first steel bar is inserted into the new roadbed soil. When the new roadbed is displaced, the first steel bar undergoes tensile displacement.

[0017] The liquid sensing device and laser displacement sensor inside the hollow sleeve transmit relevant information to the data processing and transmission device via signal lines. After data processing, the information is finally sent to the road administration and operation management department in the form of signals to obtain real-time information on road surface cracks.

[0018] In some embodiments of the present invention, crack information is obtained using the following formula:

[0019] L CD =L AB ×(L AB / tan∠AOB+L BD ) / (L AB / tan∠AOB)

[0020] Where L AB L is the tensile length of the first reinforcing bar in the laser displacement sensor. BD ∠BAE is the embedment depth of the crack monitoring device, ∠BAE is the tilt angle measured by the liquid sensing device, and ∠AOB is L. AB and L CD The corresponding included angle.

[0021] One or more technical solutions of the present invention have the following beneficial effects:

[0022] (1) The new and old road surface crack monitoring device provided by the present invention can be directly buried in the new and old roadbeds to monitor the new and old road surfaces in real time, thereby accurately obtaining road surface crack information, automatically providing crack monitoring information for road surface maintenance, so that road surface cracks can be well repaired in the early stage, extending the service life of the road surface, and ensuring the comfort and safety of road surface use.

[0023] (2) The new and old road surface crack monitoring device provided by the present invention includes a first steel bar, a second steel bar and a hollow sleeve. The first steel bar and the hollow sleeve are installed in a piston manner. The first steel bar and the hollow sleeve are connected by a rotating shaft. Crack information is obtained by detecting the displacement of the first steel bar and the rotation angle of the hollow sleeve and the second steel bar. Compared with the existing method of obtaining crack information by acquiring images, it can obtain information inside the cracked roadbed. Smaller cracks can also be detected, and it has higher detection accuracy.

[0024] (3) The new and old road surface crack monitoring device provided by the present invention has a simple and easy-to-implement overall structure. It can be buried inside the new and old roadbed when the road surface is widened. Multiple monitoring devices can be numbered so that they can be located according to the crack monitoring number of the transmitted signal and the cracks on site can be filled to prevent the cracks from expanding and realize the digital transformation of road maintenance. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of the new and old road surface crack monitoring device of the present invention;

[0026] Figure 2 This is a schematic diagram illustrating the calculation of crack length between old and new road surfaces according to the present invention.

[0027] In the diagram: 1. First reinforcing bar; 101. Laser displacement sensor; 102. First cylindrical part; 103. First threaded groove part; 2. Hollow sleeve; 201. Piezoelectric material; 202. Battery; 203. Data processing and transmitting device; 204. Liquid sensing device; 205. Connecting reinforcing bar; 206. Power cord; 207. Signal line; 3. Second reinforcing bar; 301. Second cylindrical part; 302. Second threaded groove part; 4. Rotating shaft; 5. First telescopic sealing rubber sleeve; 6. Second telescopic sealing rubber sleeve. Detailed Implementation

[0028] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0029] Example 1

[0030] In a typical embodiment of the present invention, a device for monitoring cracks in both new and old road surfaces is proposed, such as... Figure 1 As shown, the structure includes a first reinforcing bar 1, a hollow sleeve 2, and a second reinforcing bar 3 arranged coaxially. The first reinforcing bar 1 is connected to one end of the hollow sleeve 2 in the form of a piston. The other end of the hollow sleeve 2 is connected to the second reinforcing bar 3 via a rotating shaft 4. A laser displacement sensor 101 is installed at the end of the first reinforcing bar 1. A liquid sensing device 204 is installed inside the hollow sleeve 2. By processing the data collected by the laser displacement sensor 101 and the liquid sensing device 204, crack information is obtained for real-time monitoring of the cracks.

[0031] Horizontal displacement is obtained through a laser displacement sensor 101. Specifically, the working principle of the laser displacement sensor is based on the emission, propagation, and reception of a laser beam. The working principle is as follows: First, the laser displacement sensor generates a pulsed laser beam through a laser. This laser beam is emitted to the outer wall of the hollow sleeve 2 and reflected back to the sensor's receiver. Then, the sensor receiver senses the reflected laser beam and records the received signal. This signal is transmitted to the "data processing and transmission device" via a signal line. The device calculates the emission time and reception time difference of the laser beam, thus determining the beam propagation time and calculating the distance between the laser displacement sensor and the hollow sleeve 2.

[0032] Specifically, the hollow sleeve 2 is a shell structure with a cylindrical cavity. One end of the first reinforcing bar 1, i.e., the first cylindrical part 102, extends into the cylindrical cavity of the hollow sleeve 2 and can move within the cylindrical cavity. The other end of the first reinforcing bar 1 is provided with a threaded groove, i.e., the first threaded groove part 103, which is installed inside the new roadbed through the threaded groove. The end of the threaded groove is connected to the end of the hollow sleeve 2 through the first telescopic sealing rubber sleeve 5 to prevent soil from entering the device and to ensure that the first reinforcing bar can move within the hollow sleeve 2.

[0033] Furthermore, a piezoelectric material 201 is provided on the top of the hollow sleeve 2. The piezoelectric material 201 is connected to the storage battery 202. The piezoelectric material 201 converts the vehicle load into electrical energy and stores it in the storage battery 202. A data processing and transmitting device 203 is also provided inside the hollow sleeve 2. The data processing and transmitting device 203, the liquid sensing device 204, and the laser displacement sensor 101 are all connected to the storage battery 202 through a power line 206. The piezoelectric material is a crystalline material that will generate a voltage between its two ends when subjected to pressure. It can realize the mutual conversion between mechanical vibration and alternating current, and store electrical energy in the storage battery to power the liquid sensing device 204, the laser displacement sensor 101, and the data processing and transmitting device 203.

[0034] Furthermore, the liquid sensing device 204 and the laser displacement sensor 101 are connected in sequence to the data processing and transmitting device 203 via signal lines 207.

[0035] Specifically, the liquid sensing device 204 is located at the lower part of the hollow sleeve housing. It employs a liquid photoresistor, primarily to acquire the angle of rotation of the shaft. The rotation of the shaft causes a change in the liquid level within the photoresistor, thereby altering the resistance. This change is transmitted via a signal line to a data processing and transmitting device for further processing. The data processing and transmitting device then sends relevant pavement crack information to the road administration and operation management department to obtain real-time pavement crack information.

[0036] In this embodiment, a connecting steel bar 205 is provided at one end of the hollow sleeve 2 near the second steel bar 3. The connecting steel bar 205 is fixedly connected, and the connecting steel bar 205 and the second steel bar 3 are connected by a rotating shaft 4. A threaded groove, namely the second threaded groove portion 302, is provided at the end of the second steel bar 3 away from the rotating shaft 4. The end of the threaded groove is connected to the end of the hollow sleeve 2 through a second telescopic sealing rubber sleeve 6, which can prevent soil from entering the device and allow the connecting steel bar 205 and the second steel bar 3 to rotate around the rotating shaft.

[0037] In this embodiment, the first and second reinforcing bars are solid steel bars with rough surfaces and threaded grooves, so that the device can be inserted into the soil. The stability of the connection between the device and the soil is ensured by friction and mechanical interlocking force, preventing misalignment between the instrument and the soil, thereby reducing the accuracy of the measurement.

[0038] In this embodiment, the data processing and transmission device is a module with data processing and data transmission functions. The data processing is completed by recording and calculating real-time data through a built-in chip, while the data transmission is completed by a low-power DTU with GPS function.

[0039] In use, the first reinforcing bar 1 and the hollow sleeve 2 are installed inside the new roadbed, and the second reinforcing bar 3 is installed inside the old roadbed. The old roadbed soil has good stability, and the second reinforcing bar 3 is inserted into the old roadbed soil to act as a fixing device. Since the new roadbed soil has poor stability, the first reinforcing bar 1 is inserted into the new roadbed soil. When the new roadbed is displaced, the first reinforcing bar 1 will be stretched and displaced. The specific working principle is as follows: When the new roadbed deforms, cracks will appear at the junction of the new and old roadbeds. When the new roadbed is displaced, the first reinforcing bar 1 will be stretched and displaced. The liquid sensing device 204 and the laser position sensor 101 inside the hollow sleeve 2 respectively obtain the vertical and horizontal displacements of the cracks. The relevant information is transmitted to the data processing and transmitting device 203 through the signal line 207. After data processing, it is finally sent to the road administration and operation management department in the form of a signal to obtain the real-time information of the road cracks, i.e., the crack width. The road administration and operation management department obtains the mileage position according to the number of the crack measuring instrument transmitted by the signal, and fills the cracks on site to prevent the cracks from expanding, thus realizing the digital transformation of road maintenance.

[0040] Example 2

[0041] In a typical embodiment of the present invention, a method for monitoring cracks in new and old road surfaces is proposed, which is implemented using the monitoring device of Example 1, and includes the following steps:

[0042] like Figure 2 As shown, during the construction of the new and old roadbeds, the crack monitoring device was buried at the junction of the old and new roadbeds, ensuring that the device was laid on a straight horizontal line at point B, and the burial depth L was recorded. BD ;

[0043] Number the installed crack monitoring devices and record the installation mileage. Input the relevant information and the installation depth (LBD) into the online maintenance system.

[0044] When the new roadbed deforms, cracks will appear at the junction of the new and old roadbeds. CD Because the new roadbed soil has poor stability, the first steel bar is inserted into the new roadbed soil. When the new roadbed is displaced, the first steel bar undergoes tensile displacement.

[0045] The liquid sensing device and laser displacement sensor inside the hollow sleeve transmit relevant information to the data processing and transmission device via signal lines. After data processing, the information is finally sent to the road administration and operation management department in the form of signals to obtain real-time information on road surface cracks.

[0046] In this embodiment, the crack width L CD The following formula can be used to obtain it:

[0047] L CD =LAB ×(L AB / tan∠AOB+L BD ) / (L AB / tan∠AOB)

[0048] Among them, L AB L is the tensile length of the first reinforcing bar measured by the crack monitoring device. BD ∠BAE is the embedment depth of the crack monitoring device, ∠BAE is the tilt angle measured by the crack monitoring device, and ∠AOB is L. AB and L CD The corresponding included angle.

[0049] Specifically, the data processing and transmission device's built-in chip's data processing process is as follows: Figure 2 As shown, if cracks appear at the junction of the old and new roadbeds, the first reinforcing bar of the device will displace outward from the hollow sleeve, which can then be obtained. Figure 2 L in AB Length; Since the cracks in the old and new roadbeds have both horizontal and vertical displacements, the vertical displacement can be obtained by using a liquid sensor to measure the rotation angle ∠BAE of the shaft.

[0050] Since △AOB is similar to △BAE, we have ∠BAE = ∠AOB, and we can calculate L. OB Since △AOB is similar to △COD, L can be calculated. CD Therefore, the final calculation formula is:

[0051] L CD =L AB ×(L AB / tan∠AOB+L BD ) / (L AB / tan∠AOB)

[0052] Among them, L AB L is the tensile length of the first reinforcing bar in the laser displacement sensor. BD ∠BAE is the embedment depth of the crack monitoring device, ∠BAE is the tilt angle measured by the liquid sensing device, and ∠AOB is L. AB and L CD The corresponding included angle.

[0053] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A device for monitoring cracks in both new and old road surfaces, characterized in that, The device includes a first reinforcing bar, a hollow sleeve, and a second reinforcing bar arranged coaxially. The first reinforcing bar is connected to one end of the hollow sleeve in the form of a piston. The other end of the hollow sleeve is connected to the second reinforcing bar via a rotating shaft. A laser displacement sensor is installed at the end of the first reinforcing bar. A liquid sensing device is installed inside the hollow sleeve. By processing the data collected by the laser displacement sensor and the liquid sensing device, crack information is obtained for real-time monitoring of cracks. Crack information is obtained using the following formula: L CD =L AB ×(L AB / tan∠AOB+L BD ) / (L AB / tan∠AOB) Among them, L AB L is the tensile length of the first reinforcing bar measured by the laser displacement sensor. BD ∠BAE is the embedment depth of the crack monitoring device, ∠BAE is the tilt angle measured by the liquid sensing device, and ∠AOB is L. AB and L CD The corresponding included angle, L CD The width of the crack; The hollow sleeve is provided with a cylindrical cavity, and one end of the first steel bar extends into the cylindrical cavity of the hollow sleeve and can move within the cylindrical cavity. The first reinforcing bar and the hollow sleeve are installed inside the new roadbed, and the second reinforcing bar is installed inside the old roadbed.

2. The new and old road surface crack monitoring device as described in claim 1, characterized in that, The other end of the first reinforcing bar is provided with a threaded groove, which is installed inside the new roadbed. The end of the threaded groove is connected to the end of the hollow sleeve through a telescopic sealing rubber sleeve.

3. The new and old road surface crack monitoring device as described in claim 1, characterized in that, The top of the hollow sleeve is provided with a piezoelectric material, which is connected to the battery. The piezoelectric material converts the vehicle load into electrical energy and stores it in the battery.

4. The new and old road surface crack monitoring device as described in claim 3, characterized in that, The hollow sleeve is equipped with a data processing and transmitting device, and the data processing and transmitting device, liquid sensing device, and laser displacement sensor are all connected to the battery via power lines.

5. The new and old road surface crack monitoring device as described in claim 3, characterized in that, The liquid sensing device and the laser displacement sensor are respectively connected to the data processing and transmitting device via signal lines.

6. The new and old road surface crack monitoring device as described in claim 1, characterized in that, A connecting steel bar is provided at one end of the hollow sleeve near the second steel bar. The connecting steel bar and the second steel bar are connected by a rotating shaft. A threaded groove is provided at the end of the second steel bar away from the rotating shaft. The end of the threaded groove is connected to the end of the hollow sleeve through a telescopic sealing rubber sleeve.

7. A method for monitoring cracks in new and old road surfaces, implemented using the monitoring device described in any one of claims 1-6, characterized in that, Includes the following steps: During the construction of the new and old roadbed expansion, the crack monitoring device was buried at the junction of the new and old roadbeds, ensuring that the crack monitoring device was laid on a straight horizontal line at point B, and the burial depth L was recorded. BD ; Number the installed crack monitoring devices and record the installation mileage. Record the relevant information along with the installation depth L. BD Enter them together into the online maintenance system; When the new roadbed deforms, cracks will appear at the junction of the new and old roadbeds. CD Because the new roadbed soil has poor stability, the first steel bar is inserted into the new roadbed soil. When the new roadbed is displaced, the first steel bar undergoes tensile displacement. The liquid sensing device and laser displacement sensor inside the hollow sleeve transmit relevant information to the data processing and transmission device via signal lines. After data processing, the information is finally sent to the road administration and operation management department in the form of signals to obtain real-time information on road surface cracks.

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