A road structure layer filling thickness control device

Abstract

This invention provides a road structural layer filling thickness control device, comprising: a crossbeam, an amplitude detection mechanism on one side of the crossbeam, a support rod rotatably connected to the other side of the crossbeam, and the end of the support rod connected to a follower component; an auxiliary mechanism is also provided on the side wall of the crossbeam; the follower component includes a housing, a partition plate is fixedly connected inside the housing, a control component is provided on the other side of the partition plate, and several uniformly distributed thickness detection mechanisms are provided on the surface of the movable plate. This application sets a housing on the crossbeam of a paver, enabling it to move with the paver across the asphalt filling surface. The height of the housing is adjusted according to the structural layer material, allowing the housing to move on its surface and synchronously move the cross plates between the housings, thus detecting the filling thickness. The auxiliary mechanism achieves preliminary leveling of the filling structural layer, ensuring smooth movement of the housing and thickness detection mechanisms, and accurately locating uneven areas of the structural layer, thereby improving the smoothness of the road surface.

Description

Technical Field

[0001] This invention relates to a device for controlling the thickness of road structural layer filling. Background Technology

[0002] The construction of road structural layers involves multiple steps and considerations. Here are some key aspects: Subgrade Treatment: The subgrade is the foundation of the road and requires civil engineering work such as filling, excavation, and layered compaction to ensure its shape meets design requirements. Fillers with low moisture or freeze-thaw sensitivity should be placed on top of the subgrade; fillers with lower strength should be placed on the bottom. Before filling a poorly permeable compacted layer with a more permeable filler, a 2%–4% bidirectional cross slope should be established on its surface, and appropriate waterproofing measures should be taken. Crushed Stone Base Course: The crushed stone base course is the most important load-bearing part of the road structural layers, and its construction quality has a significant impact on the service life and stability of the entire road. During filling, suitable crushed stone needs to be selected, and the thickness and compaction degree of the crushed stone base course need to be controlled to ensure the stability and durability of the base course. Asphalt Stabilized Layer: The asphalt stabilized layer is usually composed of crushed stone, asphalt, and other mixtures. Its main function is to improve the load-bearing capacity and durability of the pavement. During construction, it is necessary to ensure that the thickness of the stabilization layer meets the design requirements and to control the temperature to ensure the uniformity and quality of the asphalt mixture. Surface layer construction: The surface layer is the final step in the road structure and the part that has the most direct contact with the public. During construction, appropriate materials, such as hot-mix asphalt or cold-mix asphalt, need to be selected based on factors such as road grade and traffic volume. At the same time, the thickness and smoothness of the surface layer must be controlled to ensure the comfort and safety of the road.

[0003] Road structural layers include subgrade treatment, crushed stone base course, asphalt stabilized layer, and surface filling. During the paving of road structural layers, the thickness is difficult to control precisely, especially the uniformity of thickness. Furthermore, paving based on the flatness of the subgrade can easily lead to the structural layer having the same flatness as the subgrade, resulting in uneven thickness after paving due to the unevenness of the subgrade. This, in turn, affects the smoothness of the road surface. Moreover, the thickness is not easy to control effectively during filling, and real-time thickness detection of the structural layer cannot be ensured during the filling process, causing inconvenience to subsequent treatment and making it difficult to guarantee the quality of road construction. Summary of the Invention

[0004] In order to solve the technical problem that the paving thickness is difficult to control due to the difficulty in real-time detection of the thickness of the road structural layer, the present invention provides a road structural layer filling thickness control device.

[0005] To address the shortcomings of existing technologies, this application provides a housing on the crossbeam of the paver, which moves with the paver to the asphalt surface being filled. The height of the housing can be adjusted according to the material of the structural layer, allowing the housing to move on the surface and causing the cross plates between the housings to move synchronously, thereby enabling the detection of the filling thickness.

[0006] To further address the problems in existing technologies, multiple thickness detection mechanisms are set up to enable detection at any position on the fill surface, thus resolving thickness detection errors caused by uneven fill surfaces. Furthermore, by detecting the vibration frequency of the crossbeam, detection errors caused by paver vibration can be reduced.

[0007] Furthermore, to address the problems in the existing technology: by setting an auxiliary mechanism on the crossbeam, the initial leveling of the filling structural layer can be achieved, the shell and thickness detection mechanism can be moved smoothly, and the unevenness of the structural layer can be accurately located, facilitating subsequent repairs. At the same time, it does not affect the thickness detection of the structural layer, making it convenient to adjust the conveying speed of the structural layer for thickness control and improving the smoothness of the road surface.

[0008] The present invention solves the above-mentioned technical problems through the following technical solutions:

[0009] This invention provides a road structural layer filling thickness control device, the road structural layer filling thickness control device comprising:

[0010] A crossbeam installed on a paver for asphalt paving is fixedly connected to the paver via a bracket and a connecting seat. An amplitude detection mechanism is provided on one side of the crossbeam, and a support rod is rotatably connected to the other side of the crossbeam. The end of the support rod is connected to a follower component. An auxiliary mechanism is also provided on the side wall of the crossbeam.

[0011] The follow-up component includes a housing, a partition is fixedly connected inside the housing, a walking wheel is movably connected inside the housing on one side of the partition, and a control component is provided on the other side of the partition. The control component includes a horizontal plate, a movable plate is rotatably connected to the bottom of the horizontal plate, and a plurality of evenly distributed thickness detection mechanisms are provided on the surface of the movable plate.

[0012] In this technical solution, supports are fixedly installed on both sides of the paver. The width of the paver is less than the length of the crossbeam. A driver's cab and a hopper are respectively provided on both sides of the paver, and the hopper is connected to the crossbeam for asphalt paving and conveying. Tracks are rotatably connected to the bottom of the paver.

[0013] In this technical solution, a fixing block is fixedly connected to the top of the crossbeam, and a first displacement sensor corresponding to the guide rod is fixedly connected to the fixing block. One side of the crossbeam is rotatably connected to a first hydraulic cylinder, and the telescopic end of the first hydraulic cylinder is rotatably connected to the middle of the support rod, and the support rod is rotatably connected to the top of the crossbeam. Several evenly distributed connecting seats are provided at the bottom of the crossbeam. An amplitude detection mechanism is movably sleeved inside the connecting seat. The amplitude detection mechanism includes a guide rod, which is movably sleeved inside the connecting seat. The guide rod has an L-shaped structure, and the top of the guide rod is connected to the connecting seat through a first spring. A roller is rotatably connected to the bottom of the guide rod.

[0014] In this technical solution, the auxiliary mechanism includes a swing arm, which is rotatably connected to the top side wall of the crossbeam. A roller is rotatably connected to the bottom of the swing arm, and the middle part of the roller is fixedly connected to the pressure roller. The side wall of the crossbeam is rotatably connected to a second hydraulic cylinder. The telescopic end of the second hydraulic cylinder is rotatably connected to the bottom of the swing arm. There are two swing arms, which are symmetrically distributed at both ends of the crossbeam, and the swing arms are located outside the support rod.

[0015] In this technical solution, a mounting base is fixedly connected to the top of the housing, and the mounting base is rotatably connected to the support rod. A partition is provided in the middle of the housing, and elongated holes are opened in both the partition and the side wall of the housing. A bearing is slidably connected inside the elongated hole, and a guide rod is fixedly connected to the top of the bearing. The guide rod is movably sleeved into the guide hole opened in the housing and the partition. The housing and the partition are both connected to the bearing through a second spring, and the second spring is movably sleeved on the surface of the guide rod.

[0016] In this technical solution, the diameter of one end of the bearing is larger than the diameter of the other end. The end of the bearing with the larger diameter is slidably connected to the housing and the side wall of the partition. A second displacement sensor located inside the housing is fixedly connected to the bottom of the bearing. The bearing is rotatably connected to a rotating shaft. A traveling wheel is fixedly connected to the middle of the rotating shaft, and the traveling wheel is located between the two bearings.

[0017] In this technical solution, an electric push rod is fixedly connected to the middle of the housing. The telescopic end of the electric push rod is fixedly connected to a pressure sensor. The pressure sensor is fixedly connected to the inside of the bottom end of the sleeve. The sleeve is sleeved with the surface of the electric push rod. A base plate located between the wheels is fixedly connected to the bottom of the housing. The sleeve is inserted through the middle of the base plate, and the bottom and tip of the sleeve are fixedly connected.

[0018] In this technical solution, both ends of the horizontal plate extend into the housing. The horizontal plate is connected to the housing via a movable component. The movable component is connected by two interlocking rods. Both ends of the rods are fixedly connected to the housing and the horizontal plate, respectively. A third displacement sensor is fixedly connected inside the housing and is correspondingly positioned above the horizontal plate.

[0019] In this technical solution, the movable plate is a bent structure and is connected to one side of the horizontal plate. Several evenly distributed fourth displacement sensors are fixedly connected to the bottom of the other side of the horizontal plate, and each fourth displacement sensor is distributed corresponding to the thickness detection mechanism. The bottom of the horizontal plate is connected to the movable plate through a fourth spring.

[0020] In this technical solution, the thickness detection mechanism includes a movable sleeve, which is movably connected to the inside of a movable plate. The bottom of the movable sleeve is rotatably connected to a pulley, and the top of the movable sleeve is fixedly connected to an end. The end is connected to the movable plate through a third spring, and the third spring is sleeved on the surface of the movable sleeve.

[0021] Based on common knowledge in the field, the above-mentioned preferred conditions can be combined arbitrarily to obtain various preferred embodiments of the present invention.

[0022] The positive and progressive effects of this invention are as follows:

[0023] The aforementioned road structural layer filling thickness control device features a housing mounted on the paver's crossbeam. This housing moves with the paver across the asphalt surface, and its height is adjusted according to the structural layer material. This allows the housing to move across the surface, simultaneously moving the cross plates between the housings to detect the filling thickness. Multiple thickness detection mechanisms enable detection at any point on the filling surface, mitigating errors caused by unevenness. Furthermore, detecting the vibration frequency of the crossbeam reduces errors caused by paver vibration. An auxiliary mechanism on the crossbeam facilitates initial leveling of the structural layer, ensuring smooth movement of the housing and thickness detection mechanisms. It also allows for precise location of uneven areas in the structural layer, facilitating subsequent repairs without affecting thickness detection. This allows for subsequent adjustment of the structural layer conveying speed for thickness control, improving the smoothness of the pavement. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the overall three-dimensional structure of the present invention.

[0025] Figure 2 This is a side view of the structure of the present invention.

[0026] Figure 3 This is a schematic diagram of the internal side view of the housing of the present invention.

[0027] Figure 4 This is a schematic diagram of the external side view of the housing of the present invention.

[0028] Figure 5 This is a schematic diagram of the internal structure of the housing of the present invention.

[0029] Figure 6 For the present invention Figure 2 A magnified schematic diagram of the structure at point A in the middle.

[0030] Figure 7 This is a front view structural diagram of the crossbeam of the present invention.

[0031] Figure 8 This is a three-dimensional structural diagram of the horizontal plate of the present invention.

[0032] Figure 9 This is a three-dimensional structural diagram of the crossbeam of the present invention.

[0033] Figure 10 This is a three-dimensional structural diagram of the housing of the present invention.

[0034] Explanation of reference numerals in the attached figures

[0035] 100. Paver; 101. Frame; 102. Support; 103. Cabin; 104. Hopper; 105. Track; 200. Crossbeam; 201. Fixing block; 202. First displacement sensor; 203. Connecting seat; 204. Guide rod; 205. Roller; 206. First spring; 207. First hydraulic cylinder; 208. Support rod; 300. Auxiliary mechanism; 301. Swing arm; 302. Roller; 303. Pressure roller; 304. Second hydraulic cylinder; 400. Follow-up assembly; 401. Housing; 402. Mounting base; 403. Partition plate; 404. Length 405. Hole; 406. Bearing; 407. Guide rod; 408. Second spring; 409. Guide hole; 410. Rotating shaft; 411. Traveling wheel; 412. Second displacement sensor; 413. Electric push rod; 414. Pressure sensor; 415. Sleeve; 416. Tip; 417. Base plate; 500. Control assembly; 501. Cross plate; 502. Moving part; 503. Third displacement sensor; 504. Moving plate; 505. Moving sleeve; 506. Pulley; 507. End; 508. Third spring; 509. Fourth spring; 510. Fourth displacement sensor. Detailed Implementation

[0036] The present invention will be further illustrated by way of embodiments below, but the present invention is not limited to the scope of the embodiments described herein.

[0037] like Figure 1-10 As shown, the road structure layer filling thickness control device includes:

[0038] A crossbeam 200 for asphalt paving is installed on a paver 100. The crossbeam 200 is fixedly connected to the paver 100 via a bracket 101 and a connecting seat 203. An amplitude detection mechanism is provided on one side of the crossbeam 200, and a support rod 208 is rotatably connected to the other side of the crossbeam 200. The end of the support rod 208 is connected to a follower component 400. An auxiliary mechanism 300 is also provided on the side wall of the crossbeam 200.

[0039] The follower component 400 includes a housing 401, a partition 403 fixedly connected inside the housing 401, a walking wheel 410 movably connected inside the housing 401 on one side of the partition 403, and a control component 500 provided on the other side of the partition 403. The control component 500 includes a horizontal plate 501, a movable plate 504 rotatably connected to the bottom of the horizontal plate 501, and a plurality of uniformly distributed thickness detection mechanisms provided on the surface of the movable plate 504.

[0040] In this technical solution, the paver 100 is fixedly installed with brackets 101 on both sides. The width of the paver 100 is less than the length of the crossbeam 200. The paver 100 is provided with a cab 103 and a hopper 104 on both sides, and the hopper 104 is connected to the crossbeam 200 for asphalt paving and conveying. The bottom of the paver 100 is rotatably connected with a track 105. The asphalt in the hopper 104 of the paver 100 is conveyed to the inside of the crossbeam 200. The asphalt is evenly paved under the crossbeam 200 and filled onto the roadbed surface.

[0041] In this technical solution, a fixing block 201 is fixedly connected to the top of the crossbeam 200, and a first displacement sensor 202 corresponding to the guide rod 204 is fixedly connected to the fixing block 201. One side of the crossbeam 200 is rotatably connected to a first hydraulic cylinder 207, and the telescopic end of the first hydraulic cylinder 207 is rotatably connected to the middle of a support rod 208. The support rod 208 is rotatably connected to the top of the crossbeam 200. Several evenly distributed connecting seats 203 are provided at the bottom of the crossbeam 200, and an amplitude detection mechanism is movably sleeved inside the connecting seats 203. The amplitude detection mechanism includes a guide rod 204, which is movably sleeved inside the connecting seat 203. The guide rod 204 has an L-shaped structure. The top of the guide rod 204 is connected to the connecting seat 203 via a first spring 206. A roller 205 is rotatably connected to the bottom of the guide rod 204. A first displacement sensor 202 is installed via a fixing block 201 to detect the distance between the crossbeam 200 and the roadbed. This is used to monitor the vibration problems that may occur when the crossbeam 200 moves with the paver 100, and to detect the height when the roadbed is uneven.

[0042] In this technical solution, the auxiliary mechanism 300 includes a swing arm 301, which is rotatably connected to the top side wall of the crossbeam 200. A roller 302 is rotatably connected to the bottom of the swing arm 301. The middle part of the roller 302 is fixedly connected to the pressure roller 303. The side wall of the crossbeam 200 is rotatably connected to a second hydraulic cylinder 304. The telescopic end of the second hydraulic cylinder 304 is rotatably connected to the bottom of the swing arm 301. There are two swing arms 301, which are symmetrically distributed at both ends of the crossbeam 200. The swing arms 301 are located outside the support rod 208. The second hydraulic cylinder 304 drives the swing arms 301 to rotate on the crossbeam 200, so that the swing arms 301 drive the pressure roller 303 on the roller 302 to be located above the roadbed. As the paver 100 moves, it performs preliminary leveling of the asphalt in order to measure its thickness.

[0043] In this technical solution, a mounting base 402 is fixedly connected to the top of the housing 401. The mounting base 402 is rotatably connected to the support rod 208. A partition 403 is provided in the middle of the housing 401. Both the partition 403 and the side wall of the housing 401 have elongated holes 404. A bearing 405 is slidably connected inside the elongated hole 404. A guide rod 406 is fixedly connected to the top of the bearing 405. The guide rod 406 is movably sleeved into the guide hole 408 opened in the housing 401 and the partition 403. The housing 401 and the partition 403 are both connected to the bearing 405 through a second spring 407. The second spring 407 is movably sleeved on the surface of the guide rod 406. By setting the elongated hole 404, the bearing 405 can be moved. The vibration of the crossbeam 200 with the paver 100 can ensure that the traveling wheel 410 always contacts the surface of the structural layer. The thickness error generated during vibration is confirmed by detecting the amount of movement of the bearing 405, which further improves the measurement accuracy.

[0044] In this technical solution, the diameter of one end of the bearing 405 is larger than the diameter of the other end. The end of the bearing 405 with the larger diameter is slidably connected to the side wall of the housing 401 and the partition 403. A second displacement sensor 411 located inside the housing 401 is fixedly connected to the bottom of the bearing 405. The bearing 405 is rotatably connected to the rotating shaft 409. A traveling wheel 410 is fixedly connected to the middle of the rotating shaft 409. The traveling wheel 410 is located between the two bearings 405. The thickness of the structural layer is detected by the contact of the traveling wheel 410 with the structural layer. The thickness of the structural layer is determined by the amount of movement of the traveling wheel 410 during rotation, which is determined by the second displacement sensor 411.

[0045] In this technical solution, an electric push rod 412 is fixedly connected to the middle of the housing 401. The telescopic end of the electric push rod 412 is fixedly connected to a pressure sensor 413. The pressure sensor 413 is fixedly connected to the inside of the bottom end of the sleeve 414. The sleeve 414 is sleeved with the surface of the electric push rod 412. A base plate 416 located between the wheels 410 is fixedly connected to the bottom of the housing 401. The sleeve 414 is inserted through the middle of the base plate 416, and the bottom of the sleeve 414 is fixedly connected to the tip 415. When performing thickness detection, the sleeve 414 can be inserted into the uncompressed asphalt by moving downwards. When it reaches the roadbed, the pressure sensor 413 detects the contact pressure to determine that the sleeve 414 has moved into place. The thickness of the asphalt is determined by detecting the movement distance of the sleeve 414.

[0046] In this technical solution, both ends of the horizontal plate 501 extend into the interior of the housing 401. The horizontal plate 501 is connected to the interior of the housing 401 via a movable member 502. The movable member 502 is connected by two interlocking rods, with both ends of the rods fixedly connected to the housing 401 and the horizontal plate 501, respectively. A third displacement sensor 503 is fixedly connected inside the housing 401 and is correspondingly positioned above the horizontal plate 501. The movable member 502 is used to connect the horizontal plate 501 to the interior of the housing 401, ensuring that the pulley 506 always contacts the surface of the structural layer.

[0047] In this technical solution, the movable plate 504 has a bent structure and is connected to one side of the horizontal plate 501. Several evenly distributed fourth displacement sensors 510 are fixedly connected to the bottom of the other side of the horizontal plate 501, and each fourth displacement sensor 510 is distributed corresponding to the thickness detection mechanism. The bottom of the horizontal plate 501 is connected to the movable plate 504 through a fourth spring 509. The movable plate 504 can drive the thickness detection mechanism to contact the surface of the structural layer to facilitate thickness detection.

[0048] In this technical solution, the thickness detection mechanism includes a movable sleeve 505, which is movably sleeved inside the movable plate 504. The bottom of the movable sleeve 505 is rotatably connected to a pulley 506, and the top of the movable sleeve 505 is fixedly connected to an end 507. The end 507 is connected to the movable plate 504 through a third spring 508, and the third spring 508 is sleeved on the surface of the movable sleeve 505. By setting multiple movable sleeves 505, structural layers at different positions can be detected. At this time, the position of the housing 401 is known to be determined, and the vibration amplitude of the housing 401 is determined by the first displacement sensor 202. When the horizontal plate 501 moves, the amount of movement is determined by the third displacement sensor 503, and the distance between the structural layer and the horizontal plate 501 is determined by the fourth displacement sensor 510. Thus, the thickness of the structural layer can be quickly detected to facilitate subsequent control of the conveying volume to control the filling thickness.

[0049] This invention is not limited to the embodiments described above. Any changes in shape or structure shall fall within the protection scope of this invention. The protection scope of this invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of this invention, but all such changes and modifications shall fall within the protection scope of this invention.

Claims

1. A device for controlling the thickness of road structural layer filling, characterized in that, The road structure layer filling thickness control device includes: A crossbeam (200) installed on a paver (100) for asphalt paving is fixedly connected to the paver (100) via a bracket (101) and a connecting seat (203). An amplitude detection mechanism is provided on one side of the crossbeam (200), and a support rod (208) is rotatably connected to the other side of the crossbeam (200). The end of the support rod (208) is connected to a follower assembly (400). An auxiliary mechanism (300) is also provided on the side wall of the crossbeam (200). A follower assembly (400) includes a housing (401), a partition (403) is fixedly connected inside the housing (401), a walking wheel (410) is movably connected inside the housing (401) on one side of the partition (403), and a control assembly (500) is provided on the other side of the partition (403). The control assembly (500) includes a horizontal plate (501), a movable plate (504) is rotatably connected to the bottom of the horizontal plate (501), and a plurality of uniformly distributed thickness detection mechanisms are provided on the surface of the movable plate (504). A mounting base (402) is fixedly connected to the top of the housing (401). The mounting base (402) is rotatably connected to the support rod (208). A partition (403) is provided in the middle of the housing (401). Both the partition (403) and the side wall of the housing (401) have elongated holes (404). A bearing (405) is slidably connected inside the elongated hole (404). A guide rod (406) is fixedly connected to the top of the bearing (405). The guide rod (406) is movably sleeved into the guide hole (408) opened in the housing (401) and the partition (403). Both the housing (401) and the partition (403) are connected by a second spring (408). 07) Connected to the bearing (405), and the second spring (407) is movably sleeved on the surface of the guide rod (406); the diameter of one end of the bearing (405) is larger than the diameter of the other end, the larger diameter end of the bearing (405) is slidably connected to the side wall of the housing (401) and the partition (403), and the bottom of the bearing (405) is fixedly connected to a second displacement sensor (411) located inside the housing (401), the inside of the bearing (405) is rotatably connected to the rotating shaft (409), the middle of the rotating shaft (409) is fixedly connected to a walking wheel (410), and the walking wheel (410) is located between the two bearings (405); The movable plate (504) has a bent structure and is connected to one side of the horizontal plate (501). Several evenly distributed fourth displacement sensors (510) are fixedly connected to the bottom of the other side of the horizontal plate (501), and each fourth displacement sensor (510) is distributed corresponding to the thickness detection mechanism. The bottom of the horizontal plate (501) is connected to the movable plate (504) through a fourth spring (509). The thickness detection mechanism includes a movable sleeve (505), which is movably sleeved inside the movable plate (504). The bottom of the movable sleeve (505) is rotatably connected to a pulley (506). The top of the movable sleeve (505) is fixedly connected to an end (507), which is connected to the movable plate (504) through a third spring (508). The third spring (508) is sleeved on the surface of the movable sleeve (505).

2. The road structure layer filling thickness control device as described in claim 1, characterized in that: The paver (100) has brackets (101) fixedly installed on both sides. The width of the paver (100) is less than the length of the crossbeam (200). The paver (100) has a cab (103) and a hopper (104) on both sides respectively. The hopper (104) is connected to the crossbeam (200) for asphalt paving and conveying. The bottom of the paver (100) is rotatably connected to a track (105).

3. The road structure layer filling thickness control device as described in claim 1, characterized in that: A fixing block (201) is fixedly connected to the top of the crossbeam (200), and a first displacement sensor (202) corresponding to the guide rod (204) is fixedly connected to the fixing block (201). One side of the crossbeam (200) is rotatably connected to a first hydraulic cylinder (207), and the telescopic end of the first hydraulic cylinder (207) is rotatably connected to the middle of a support rod (208), and the support rod (208) is rotatably connected to the top of the crossbeam (200). The bottom is provided with several evenly distributed connecting seats (203). An amplitude detection mechanism is movably sleeved inside the connecting seat (203). The amplitude detection mechanism includes a guide rod (204). The guide rod (204) is movably sleeved inside the connecting seat (203). The guide rod (204) has an L-shaped structure. The top of the guide rod (204) is connected to the connecting seat (203) through a first spring (206). A roller (205) is rotatably connected to the bottom of the guide rod (204).

4. The road structure layer filling thickness control device as described in claim 1, characterized in that: The auxiliary mechanism (300) includes a rocker arm (301), which is rotatably connected to the top side wall of the crossbeam (200). A roller (302) is rotatably connected to the bottom of the rocker arm (301). The middle part of the roller (302) is fixedly connected to the pressure roller (303). The side wall of the crossbeam (200) is rotatably connected to the second hydraulic cylinder (304). The telescopic end of the second hydraulic cylinder (304) is rotatably connected to the bottom of the rocker arm (301). There are two rocker arms (301) symmetrically distributed at both ends of the crossbeam (200), and the rocker arms (301) are located outside the support rod (208).

5. The road structure layer filling thickness control device as described in claim 1, characterized in that: An electric push rod (412) is fixedly connected to the middle of the housing (401). The telescopic end of the electric push rod (412) is fixedly connected to a pressure sensor (413). The pressure sensor (413) is fixedly connected to the inside of the bottom end of the sleeve (414). The sleeve (414) is sleeved with the surface of the electric push rod (412). A base plate (416) located between the walking wheels (410) is fixedly connected to the bottom of the housing (401). The sleeve (414) is inserted through the middle of the base plate (416), and the bottom of the sleeve (414) is fixedly connected to the tip (415).

6. The road structure layer filling thickness control device as described in claim 1, characterized in that: Both ends of the horizontal plate (501) extend into the interior of the housing (401). The horizontal plate (501) is connected to the interior of the housing (401) through a movable part (502). The movable part (502) is connected by two interlocking rods. The two ends of the rods are fixedly connected to the housing (401) and the horizontal plate (501) respectively. A third displacement sensor (503) is fixedly connected inside the housing (401), and the third displacement sensor (503) is correspondingly arranged above the horizontal plate (501).

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