Multifunctional highway engineering detection device

Abstract

The invention relates to the technical field of highway engineering detection, and discloses a multifunctional highway engineering detection device which comprises a Beckman beam, a percentage meter installed at one end of the Beckman beam, a test head installed at the other end of the Beckman beam, a bottom plate located on the bottom side of the Beckman beam and moving wheels installed at the bottom of the bottom plate and facilitating movement. A tripod is installed on the bottom plate, the Beckman beam is divided into a front beam and a rear beam, the front beam comprises a front end portion and a telescopic portion, the telescopic portion is slidably connected with the rear beam in an inserted mode, a penetrating groove is formed in the tripod, the telescopic portion and the penetrating groove are movably inserted, a top plate is installed on the top of the tripod, and a driving motor used for driving the front beam to be unfolded is installed on the top plate. The transmission rack is arranged on the upper surface of the front beam, and the driving motor is in transmission connection with the transmission rack, so that movement and control before detection are more convenient and can be completed by a single person, the labor cost is saved, the operation is simple, the detection result is not influenced, and the detection efficiency is improved.

Description

Technical Field

[0001] The invention relates to the technical field of highway engineering detection, in particular to a multifunctional highway engineering detection device. Background Art

[0002] Highway engineering inspection covers many aspects such as nature, objects, methods and stages, and its purpose is to ensure the quality and safety of highway engineering construction. Road engineering inspection involves testing items such as compaction, pavement thickness, deflection, flatness, friction coefficient, pavement water seepage, soil base rebound modulus, and pavement structure depth to evaluate the performance and safety of the road. Deflection refers to the vertical deformation of the roadbed or pavement under the action of wheel load, including total deflection (total vertical deformation value) and rebound deflection (vertical rebound deformation value). Rebound deflection is particularly important because it reflects the part of the deformation that the pavement can recover after unloading, which is directly related to the stiffness and strength of the pavement.

[0003] The Benkelman Beam Method is a testing method widely used in the field of traffic engineering. It is mainly used to determine the elastic deflection value of the road surface when it is statically loaded or very slowly loaded, thereby reflecting the overall strength of the road surface subgrade.

[0004] The use of the Beckman beam method to detect the rebound deflection of roads requires the preparation of test vehicles, deflection meters, thermometers, chalk and other markers. The Beckman beam consists of a Beckman beam, a dial indicator and a meter stand. The Beckman beam is made of aluminum alloy and has a level bubble on it. The length ratio of its front arm (contacting the road surface) to the rear arm (with a dial indicator) is 2:1. There are two lengths of deflection meters, one is 3.6m long, with front and rear arms of 2.4m and 1.2m respectively; the other is an extended deflection meter of 5.4m long, with front and rear arms of 3.6m and 1.8m respectively.

[0005] The existing highway rebound deflection detection requires multiple people to operate. In addition to the driver, at least two people are needed to move the Beckman beam, debug the test head of the Beckman beam, and then install and debug the percentage meter before the detection can begin. In this way, the detection cost is high, the operation is complicated, and the detection efficiency is poor. Therefore, it does not meet the existing needs. In this regard, we propose a multifunctional highway engineering detection device. Summary of the invention

[0006] The present invention provides a multifunctional highway engineering detection device, which is more convenient to move and operate before detection and can be completed by one person, thus saving labor costs. The device is simple to operate and does not affect the detection results, thereby improving the detection efficiency. The device solves the problem mentioned in the above background technology that when detecting highway rebound deflection, multiple people are required to operate the device. In addition to the driver, at least two people are required to move the Beckman beam, debug the test head of the Beckman beam, and then install and debug the percentage meter. As a result, the detection cost is high, the operation is complicated, and the detection efficiency is poor.

[0007] The present invention provides the following technical solutions: a multifunctional highway engineering detection device, comprising a Beckman beam, a percentage meter installed at one end of the Beckman beam, a test head installed at the other end of the Beckman beam, a bottom plate located at the bottom side of the Beckman beam, a movable wheel for easy movement installed at the bottom of the bottom plate, a tripod installed on the bottom plate, the Beckman beam is divided into a front beam and a rear beam, the front beam comprises a front end portion and a telescopic portion, the telescopic portion is slidably plugged with the rear beam, a through groove is opened on the tripod, the telescopic portion is movably inserted with the through groove, a top plate is installed on the top of the tripod, a driving motor for driving the front beam to unfold is installed on the top plate, a transmission rack is arranged on the upper surface of the front beam, and the driving motor is connected to the transmission rack in a transmission manner.

[0008] As an optional solution of the multifunctional highway engineering detection device described in the present invention, wherein: an interlaced block is installed inside the rear beam, the interlaced block is slidably installed in the telescopic slide groove, an interlaced roller and a cleaning brush for cleaning the transmission rack are installed in the interlaced groove, the cleaning brush is located above the front beam, and the interlaced roller is located in the telescopic slide groove;

[0009] When the driving motor is driven, the front beam, the insertion block and the insertion roller are relatively displaced.

[0010] As an optional scheme of a multifunctional highway engineering detection device described in the present invention, wherein: the top plate is installed with a dustproof shell, handrail grooves are arranged on both sides of the top plate, an input bevel gear is rotatably installed on the outer side of the dustproof shell, the drive motor is transmission-connected with the input bevel gear, a bevel gear rack is installed on the outer side of the dustproof shell, an output bevel gear is rotatably installed on the bevel gear rack, the input bevel gear is meshed with the output bevel gear, a fixing frame is installed on the side of the top plate, an output gear is rotatably installed on the fixing frame, a transmission pulley group is connected between the output gear and the output bevel gear, and the output gear is meshed with the transmission rack.

[0011] As an optional solution of a multifunctional highway engineering detection device described in the present invention, wherein: a toothless groove is provided on the front beam for reducing the influence of the output gear on the detection result, and the toothless groove is arranged at the end of the transmission rack adjacent to the rear beam. When the front beam is fully extended, the output gear is located in the toothless groove, and the output gear is clearance-matched with the toothless groove.

[0012] As an optional solution of the multifunctional highway engineering detection device described in the present invention, the test head is installed at the bottom of the front end portion, and storage grooves are provided on both sides of the front end portion. A wing plate is rotatably installed in the storage groove, and a torsion spring is installed at the rotation point between the wing plate and the storage groove. A gripping plate is provided at the end of the wing plate for clamping the wheel of the test vehicle;

[0013] During preparation before testing, the wing plate is kept outwardly stretched by the force of the torsion spring, the test head is placed on the wheel of the test vehicle, the wing plates on both sides are in contact with the wheel, and the grab plates on both sides are clamped with the wheel, after the bottom plate is aligned, the drive motor is operated to extend the front beam outward, and the bottom plate and the rear beam are moved along the telescopic portion toward the rear beam until the front beam is fully unfolded.

[0014] As an optional solution of a multifunctional highway engineering detection device described in the present invention, wherein: a guide roller is installed in the storage groove, a steel cable is connected to the inner side of the wing plate, control slide grooves are opened on both sides of the front end, a control block is slidably installed in the control slide groove, the other end of the steel cable passes around the guide roller and is connected to the steel cable, positioning blocks are arranged at both ends of the control slide groove, and a locking protrusion is arranged on the control block, and when the control block reaches the end of the control slide groove, the locking protrusion is engaged with the positioning block, and the position of the control block is locked;

[0015] A tension spring is installed inside the control block to facilitate manual unlocking of the position of the control block.

[0016] As an optional solution of the multifunctional highway engineering detection device described in the present invention, wherein: a locking groove is opened at the end of the telescopic slide groove adjacent to the rear beam, a locking block is slidably installed in the locking groove, another steel cable is connected between the locking block and the control block, and a plurality of guide wheels are rotatably installed inside the front beam, and a locking spring is installed between the locking groove and the locking block;

[0017] When the wing plate is opened, the locking block is retracted into the locking groove;

[0018] When the wing plate is retracted, the locking block extends to limit the insertion roller.

[0019] As an optional solution of a multifunctional highway engineering detection device described in the present invention, wherein: a placement rod and a screw mounting seat are installed at the rear end of the rear beam, an instrument mounting seat is installed on the placement rod, the percentage meter is installed on the instrument mounting seat, a rack plate is installed on the bottom side of the instrument mounting seat, a rotating shaft is rotatably installed on the screw mounting seat, an instrument gear is installed on the rotating shaft, the instrument gear is meshed with the rack plate, and a control seat is installed on the side of the instrument gear for driving the instrument gear to rotate;

[0020] After the operating seat is lifted, the percentage meter, the support frame and the instrument mounting seat are moved down along the placement rod until the percentage meter contacts the surface of the rear beam and the small pointer of the percentage meter is greater than 1.

[0021] As an optional solution of a multifunctional highway engineering detection device described in the present invention, wherein: the instrument mounting seat includes an instrument mounting clamp connected to the percentage meter, the side of the instrument mounting clamp is connected to a support mounting clamp, a support frame is installed in the support mounting clamp, the side of the support mounting clamp is connected to an attachment mounting clamp, and the attachment mounting clamp is slidably sleeved on the placement rod;

[0022] A scroll gear is installed on the side of the instrument gear, one end of the scroll gear is clamped with the instrument gear, and the other end of the scroll gear is connected to the screw mounting seat. A matching disk is installed on the side of the operating seat, and a matching protrusion is arranged on the side of the matching disk. A brake assembly is arranged on the side of the screw mounting seat, and the brake assembly is sleeved on the rotating shaft. The brake assembly includes a brake disk that is in movably contact with the matching disk.

[0023] As an optional solution of the multifunctional highway engineering detection device described in the present invention, wherein: a brake track groove is opened on the rotating shaft, the brake assembly also includes a brake cylinder installed on the side of the brake disc, the brake cylinder is sleeved outside the rotating shaft, a brake slider is installed inside the brake cylinder, the brake slider is slidably matched with the brake track groove, and a convex inclined block is installed on one side of the brake disc adjacent to the matching disc;

[0024] After the operating seat is lifted, the brake assembly moves toward the matching disk, and the matching protrusion and the convex inclined block are in interference contact.

[0025] The present invention has the following beneficial effects:

[0026] 1. The multifunctional highway engineering detection device can detect the rebound and deflection of the road surface during detection through the cooperation of the Beckman beam, the test head, the tripod and the percentage meter. Different from the prior art, the present invention makes the tripod easy to move by setting the bottom plate and the moving wheels, so that when the equipment is moved to the rear of the test vehicle wheel before detection, the equipment can be directly pushed by one person instead of multiple people carrying the equipment to move, and by dividing the front beam into a telescopic part and a front end part, and storing the telescopic part in the rear beam in normal state, the detection equipment of the present invention is smaller in size before detection, and is more convenient to move and control the direction during movement. The present invention is more convenient to move and operate before detection, and can be completed by one person, saving labor costs, and is simple to operate, does not affect the detection results, and improves the efficiency of detection.

[0027] 2. The multifunctional highway engineering inspection device is provided with a wing plate at the end of the front end so that the wing plate can be used as a reference to fit the vehicle of the test vehicle when it is opened. Compared with the situation where there is no reference and the distance between the test head and the vehicle can only be observed by naked eyes, the setting of this scheme is more humane and convenient;

[0028] Moreover, due to the setting of the grab plate and the elastic force of the torsion spring, when the front beam is unfolded, the end of the front beam is pressed against the wheel through the wing plate, and the grab plate is stuck on the wheel surface, plus the elastic force of the torsion spring, so that the actual unfolding of the front beam is backward;

[0029] In this way, the position and direction of the calibrated test head will not change, and the test head will not be affected by the deployment of the front beam;

[0030] Moreover, through the cooperation of the locking block, the control block and the positioning block, when the wing plate is retracted, the locking block extends to limit the insertion roller, so that the insertion roller is clamped between the insertion block and the locking block, thereby locking the connection position between the telescopic part and the rear beam, and also locking the length ratio of the Beckmann beam, so that the front beam and the rear beam will not slide easily during the detection, eliminating adverse effects as much as possible, and further improving the accuracy of the detection.

[0031] 3. The multifunctional highway engineering detection device, through the setting of the instrument mounting seat and the installation rod, before the detection, in order not to damage the percentage meter and the support frame, the instrument mounting seat is relatively high relative to the installation rod; when the detection is needed, the operating seat is lifted up to rotate the instrument gear, driving the rack plate to move down, so that the instrument mounting seat moves down along the installation rod, so that the detection end of the percentage meter is in contact with the surface of the rear beam, and the bottom of the support frame falls to the ground at the same time. In this way, the percentage meter can be pre-installed, and there is no need for temporary installation and debugging during detection, which further improves the efficiency of highway engineering detection. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a schematic diagram of the overall three-dimensional structure before detection of the present invention.

[0033] Figure 2 It is a schematic diagram of the overall three-dimensional structure during detection of the present invention.

[0034] Figure 3 The figure is a schematic diagram of the three-dimensional structure of the percentage meter of the present invention.

[0035] Figure 4 It is a schematic diagram of the three-dimensional structure of the test head part before detection of the present invention.

[0036] Figure 5 It is a schematic diagram of the three-dimensional structure of the test head part during detection of the present invention.

[0037] Figure 6 It is a schematic diagram of the overall cross-sectional structure during detection of the present invention.

[0038] Figure 7 It is a schematic diagram of the locking block linkage structure of the present invention.

[0039] Figure 8 It is a schematic diagram of the cross-sectional structure of the control block of the present invention when it is locked.

[0040] Fig. 9 It is a schematic diagram of the cross-sectional structure of the instrument gear of the present invention.

[0041] Fig.10 It is a schematic diagram of the three-dimensional structure of the instrument gear of the present invention.

[0042] Fig.11 This is a schematic diagram of the structure before detection at location A of the present invention.

[0043] Fig.12 It is a schematic diagram of the structure of the detection at point A of the present invention.

[0044] Fig.13 It is a schematic diagram of the enlarged structure of point B of the present invention.

[0045] Fig.14 It is a schematic diagram of the enlarged structure of point C of the present invention.

[0046] Fig.15 It is a schematic diagram of the enlarged structure of point D of the present invention.

[0047] In the figure: 10, Beckmann beam; 20, test head; 30, bottom plate; 40, moving wheel; 50, percentage meter; 60, driving motor; 110, front beam; 111, front end; 112, telescopic part; 120, rear beam; 121, interlaced block; 130, telescopic slide; 140, transmission rack; 141, toothless groove; 210, wing plate; 211, grab plate; 212, torsion spring; 220, storage groove; 230, control slide; 231, positioning block; 240, control block; 241, locking protrusion; 242, tension spring; 250, steel cable; 260, guide roller; 270, locking block; 271, locking groove; 280, guide wheel; 290, locking spring; 310, tripod; 320, top plate; 330, dust cover; 340, handrail slot; 350, through slot; 360, interlaced roller; 370, cleaning brush; 410, input bevel gear; 420, output bevel gear; 430, bevel gear rack; 440, drive pulley group; 450, fixed frame; 460, output gear; 510, instrument mounting seat; 511, instrument mounting clamp; 512, support mounting clamp; 513, attached mounting clamp; 520, support frame; 530, placement rod; 540, rack plate; 550, screw mounting seat; 551, rotating shaft; 552, brake track groove; 560, instrument gear; 561, scroll gear; 570, operating seat; 580, brake assembly; 581, brake disc; 582, brake cylinder; 583, brake slider; 584, convex bevel block; 590, matching disc; 591, matching convex block. DETAILED DESCRIPTION

[0048] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0049] Embodiment 1: This embodiment aims to solve the problem that when testing the rebound deflection of roads, multiple people are required to operate. In addition to the driver, at least two people are required to move the Beckman beam, debug the test head of the Beckman beam, and then install and debug the percentage meter. In this way, the testing cost is high, the operation is complicated, and the testing efficiency is poor. Please refer to Figure 1-Figure 15 A multifunctional highway engineering detection device includes a Beckman beam 10, a percentage meter 50 installed at one end of the Beckman beam 10, a test head 20 installed at the other end of the Beckman beam 10, and a bottom plate 30 located at the bottom side of the Beckman beam 10. A movable wheel 40 is installed at the bottom of the bottom plate 30 for easy movement. The movable wheel 40 is set as a universal wheel with a foot brake.

[0050] A tripod 310 is installed on the bottom plate 30. The Beckman beam 10 is divided into a front beam 110 and a rear beam 120. The front beam 110 includes a front end portion 111 and a telescopic portion 112. The telescopic portion 112 is slidably plugged with the rear beam 120. A through slot 350 is opened on the tripod 310. The telescopic portion 112 and the through slot 350 are movably inserted. A top plate 320 is installed on the top of the tripod 310. A driving motor 60 for driving the front beam 110 to unfold is installed on the top plate 320. A transmission rack 140 is arranged on the upper surface of the front beam 110. The driving motor 60 is connected to the transmission rack 140 in a transmission manner.

[0051] An interlacing block 121 is installed inside the rear beam 120, and the interlacing block 121 is slidably installed in the telescopic slide groove 130. An interlacing roller 360 and a cleaning brush 370 for cleaning the transmission rack 140 are installed in the interlacing groove 350. The cleaning brush 370 is located above the front beam 110, and the interlacing roller 360 is located in the telescopic slide groove 130.

[0052] When the driving motor 60 is driven, the front beam 110 , the insertion block 121 , and the insertion roller 360 are relatively displaced.

[0053] The top plate 320 is installed with a dust cover 330, and handrail grooves 340 are provided on both sides of the top plate 320. An input bevel gear 410 is rotatably installed on the outer side of the dust cover 330, and the drive motor 60 is transmission-connected with the input bevel gear 410. A bevel gear rack 430 is installed on the outer side of the dust cover 330, and an output bevel gear 420 is rotatably installed on the bevel gear rack 430. The input bevel gear 410 is meshed with the output bevel gear 420. A fixing frame 450 is installed on the side of the top plate 320, and an output gear 460 is rotatably installed on the fixing frame 450. A transmission pulley set 440 is connected between the output gear 460 and the output bevel gear 420, and the output gear 460 is meshed with the transmission rack 140.

[0054] The driving motor 60 drives the input bevel gear 410 to rotate, and the input bevel gear 410 drives the output bevel gear 420 to rotate, and drives the output gear 460 to rotate through the transmission of the transmission pulley group 440, thereby driving the front beam 110 to move.

[0055] The driving pulley assembly 440 is configured as a combination of a wheel and a belt, and is a common transmission tool.

[0056] The front beam 110 is provided with a toothless groove 141 for reducing the influence of the output gear 460 on the detection result. The toothless groove 141 is arranged at the end of the transmission rack 140 adjacent to the rear beam 120. When the front beam 110 is fully extended, the output gear 460 is located in the toothless groove 141, and the output gear 460 and the toothless groove 141 are clearance-fitted.

[0057] By providing the toothless groove 141 , after the Beckman beam 10 recovers its length, the output gear 460 does not contact the Beckman beam 10 , thereby reducing the influence on the detection.

[0058] It should be noted that, when recovering and resetting, the Beckmann beam 10 can be manually moved until the output gear 460 is in contact and meshing with the transmission rack 140 .

[0059] In this embodiment: through the cooperation of the Beckman beam 10, the test head 20, the tripod 310 and the percentage meter 50, the rebound and deflection of the road surface can be detected during the test. Different from the prior art, the present solution makes the tripod 310 easy to move by setting the bottom plate 30 and the moving wheel 40, so that when the equipment is moved to the rear of the test vehicle wheel before the test, the equipment can be directly pushed by a single person instead of multiple people carrying the equipment to move, and by dividing the front beam 110 into a telescopic part 112 and a front end 111, and storing the telescopic part 112 in the rear beam 120 in the normal state, the detection equipment of the present solution is smaller in size before the test, and is more convenient to move and control the direction during the movement. After finding the direction, the drive motor 60 is operated to drive the front beam 110 to unfold through the transmission rack 140, so that the Beckman beam 10 can be automatically restored to a length ratio of one to two before and after, ensuring the accuracy of the detection result;

[0060] It can be seen that the solution is more convenient to move and manipulate before testing, and can be completed by one person, saving labor costs. The operation is simple, does not affect the test results, and improves the efficiency of the test.

[0061] Embodiment 2: This embodiment is intended to promote the solution of the problem that the accuracy of the test head 20 may be affected by unfolding the front beam 110 after the test head 20 is aligned. This embodiment is an improvement made on the basis of embodiment 1. For details, please refer to Figure 1-Figure 15 The test head 20 is installed at the bottom of the front end portion 111. Receiving grooves 220 are opened on both sides of the front end portion 111. A wing plate 210 is rotatably installed in the receiving groove 220. A torsion spring 212 is installed at the rotation point between the wing plate 210 and the receiving groove 220. A grab plate 211 is provided at the end of the wing plate 210 for clamping the wheel of the test vehicle.

[0062] During the preparation before the test, the wing plate 210 is kept outwardly stretched by the force of the torsion spring 212, the test head 20 is placed on the wheel of the test vehicle, the wing plates 210 on both sides are in contact with the wheel, and the gripping plates 211 on both sides are stuck with the wheel, and after the bottom plate 30 is aligned, the drive motor 60 is operated to extend the front beam 110 outward, and the bottom plate 30 and the rear beam 120 are moved along the telescopic portion 112 toward the rear beam 120 until the front beam 110 is fully unfolded.

[0063] See Figure 4 and Figure 5A guide roller 260 is installed in the storage groove 220, a steel cable 250 is connected to the inner side of the wing plate 210, and control slide grooves 230 are opened on both sides of the front end 111. A control block 240 is slidably installed in the control slide groove 230. The other end of the steel cable 250 passes around the guide roller 260 and is connected to the steel cable 250. Positioning blocks 231 are provided at both ends of the control slide groove 230. A locking protrusion 241 is provided on the control block 240. When the control block 240 reaches the end of the control slide groove 230, the locking protrusion 241 is engaged with the positioning block 231, and the position of the control block 240 is locked.

[0064] See Figure 8 A tension spring 242 is installed inside the control block 240 to facilitate manual unlocking of the position of the control block 240. In specific settings, the control block 240 is set as a split block, and a tension spring 242 and a telescopic tube are installed between the two sections of the control block 240. The telescopic tube is set as a combination of an insertion rod and a pipe sleeve, which cooperates with the stretching of the tension spring 242 and has the function of guiding and limiting the direction. In specific operations, the control block 240 is pulled outward so that the locking protrusion 241 is staggered with the positioning block 231, thereby achieving unlocking.

[0065] A locking groove 271 is provided at the end of the telescopic slide groove 130 adjacent to the rear beam 120, and a locking block 270 is slidably installed in the locking groove 271. Another steel cable 250 is connected between the locking block 270 and the control block 240, and a plurality of guide wheels 280 are rotatably installed inside the front beam 110, and a locking spring 290 is installed between the locking groove 271 and the locking block 270.

[0066] When the wing plate 210 is opened, the locking block 270 is retracted in the locking groove 271 ; when the wing plate 210 is retracted, it is no longer in contact with the wheel, and the locking block 270 is extended to limit the insertion roller 360 .

[0067] It should be noted that, when unfolding, the front end portion 111 may be supported manually to enhance stability.

[0068] In this embodiment, by setting a wing plate 210 at the end of the front end portion 111, the wing plate 210 can be used as a reference to fit the vehicle of the test vehicle when it is opened. Compared with the situation where there is no reference and the distance between the test head 20 and the vehicle can only be observed by naked eyes, the setting of this solution is more humane and convenient.

[0069] Moreover, due to the setting of the grab plate 211 and the elastic force of the torsion spring 212, when the front beam 110 is unfolded, since the end of the front beam 110 is pressed against the wheel through the wing plate 210, and the grab plate 211 is stuck on the surface of the wheel, plus the elastic force of the torsion spring 212, the actual unfolding of the front beam 110 is backward, that is, the position of the front end 111 remains unchanged, and the positions of the moving wheels 40, the bottom plate 30 and other mechanisms are changed, that is, the interlacing roller 360 moves against the interlacing block 121, so that the rear beam 120 moves backward relative to the telescopic part 112.

[0070] In this way, the position and direction of the calibrated test head 20 will not change, and the test head 20 will not be affected by the deployment of the front beam 110. This solution can move the undeployed device to the rear of the vehicle before testing, quickly find the position of the test head 20 through the wing plate 210, and then turn on the drive motor 60 to move the bottom plate 30 backwards, and push the rear beam 120 to move during the movement, so as to achieve the Beckman beam 10 proportional restoration, and does not require multiple people to operate, which further improves the accuracy of the test on the basis of convenient operation.

[0071] Moreover, through the cooperation of the locking block 270, the control block 240 and the positioning block 231, when the wing panel 210 is opened, the locking block 270 is retracted in the locking groove 271; when the wing panel 210 is retracted, the locking block 270 is extended to limit the insertion roller 360, so that the insertion roller 360 is clamped between the insertion block 121 and the locking block 270, thereby locking the connection position between the telescopic part 112 and the rear beam 120, and also locking the length ratio of the Beckman beam 10, so that the front beam 110 and the rear beam 120 will not slide easily during detection, thereby eliminating adverse effects as much as possible and further improving the accuracy of detection.

[0072] Embodiment 3: This embodiment is intended to facilitate solving the problem of temporarily installing and debugging the percentage meter 50. This embodiment is an improvement made on the basis of Embodiment 2. For details, please refer to Figure 1-Figure 15 A placement rod 530 and a screw mounting seat 550 are installed at the rear end of the rear beam 120, an instrument mounting seat 510 is installed on the placement rod 530, the percentage meter 50 is installed on the instrument mounting seat 510, a rack plate 540 is installed on the bottom side of the instrument mounting seat 510, a rotating shaft 551 is rotatably installed on the screw mounting seat 550, an instrument gear 560 is installed on the rotating shaft 551, the instrument gear 560 is meshed with the rack plate 540, and a control seat 570 is installed on the side of the instrument gear 560 for driving the instrument gear 560 to rotate.

[0073] After the operating seat 570 is lifted, the percentage meter 50, the support frame 520 and the instrument mounting seat 510 move down along the placement rod 530 until the percentage meter 50 contacts the surface of the rear beam 120, and the small pointer of the percentage meter 50 is greater than 1. The actual operation can be set between 2-4.

[0074] The instrument mounting seat 510 includes an instrument mounting clamp 511 connected to the percentage meter 50, the side of the instrument mounting clamp 511 is connected to a support mounting clamp 512, a support frame 520 is installed in the support mounting clamp 512, the side of the support mounting clamp 512 is connected to an attachment mounting clamp 513, and the attachment mounting clamp 513 is slidably mounted on the placement rod 530.

[0075] A scroll gear 561 is installed on the side of the instrument gear 560, one end of the scroll gear 561 is clamped with the instrument gear 560, and the other end of the scroll gear 561 is connected to the screw mounting seat 550. A matching disk 590 is installed on the side of the operating seat 570, and a matching protrusion 591 is arranged on the side of the matching disk 590. A brake assembly 580 is arranged on the side of the screw mounting seat 550, and the brake assembly 580 is sleeved on the rotating shaft 551. The brake assembly 580 includes a brake disk 581 that is in movably contact with the matching disk 590.

[0076] A brake track groove 552 is opened on the rotating shaft 551, and the brake assembly 580 also includes a brake cylinder 582 installed on the side of the brake disc 581. The brake cylinder 582 is sleeved outside the rotating shaft 551, and a brake slider 583 is installed inside the brake cylinder 582. The brake slider 583 is slidably matched with the brake track groove 552. A convex inclined block 584 is installed on the side of the brake disc 581 adjacent to the matching disc 590.

[0077] After the operating seat 570 is lifted, the brake assembly 580 moves toward the matching disk 590, and the matching protrusion 591 interferes with the convex inclined block 584. At the end of the rotation of the operating seat 570, the matching protrusion 591 interferes with the convex inclined block 584 on the side, thereby using friction resistance to achieve a braking effect, so that the operating seat 570 will not be reset due to the action of the scroll gear 561 after being lifted, and will only break through the resistance and reset after human intervention.

[0078] Through the cooperation between the brake track groove 552 and the brake slider 583, when the rotating shaft 551 rotates, the brake cylinder 582 will move toward the matching disk 590, so that the brake disk 581 actively approaches the matching disk 590 to quickly achieve braking.

[0079] In the present embodiment: through the arrangement of the instrument mounting seat 510 and the mounting rod 530, before detection, in order not to damage the percentage meter 50 and the support frame 520, the instrument mounting seat 510 is positioned higher relative to the mounting rod 530; when detection is required, the operating seat 570 is lifted to rotate the instrument gear 560, driving the rack plate 540 to move downward, thereby causing the instrument mounting seat 510 to move downward along the mounting rod 530, so that the detection end of the percentage meter 50 is in contact with the surface of the rear beam 120, and at the same time the bottom of the support frame 520 falls to the ground, so that the percentage meter 50 can be pre-installed, and there is no need for temporary installation and debugging during detection, which further improves the efficiency of highway engineering detection.

[0080] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0081] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A multifunctional highway engineering detection device, comprising a Beckman beam (10), a percentage meter (50) installed at one end of the Beckman beam (10), a test head (20) installed at the other end of the Beckman beam (10), and a bottom plate (30) located at the bottom side of the Beckman beam (10), characterized in that: A moving wheel (40) is installed at the bottom of the bottom plate (30) for facilitating movement. A tripod (310) is installed on the bottom plate (30). The Beckmann beam (10) is divided into a front beam (110) and a rear beam (120). The front beam (110) comprises a front end portion (111) and a telescopic portion (112). The telescopic portion (112) is slidably plugged with the rear beam (120). A through slot (350) is provided on the tripod (310). The telescopic portion (112) and the through slot (350) are movably inserted. A top plate (320) is installed on the top of the tripod (310). A driving motor (60) for driving the front beam (110) to unfold is installed on the top plate (320). A transmission rack (140) is provided on the upper surface of the front beam (110). The driving motor (60) is drivingly connected to the transmission rack (140).

2. A multifunctional highway engineering detection device according to claim 1, characterized in that: An interpenetrating block (121) is installed inside the rear beam (120), and the interpenetrating block (121) is slidably installed in the telescopic slide groove (130). An interpenetrating roller (360) and a cleaning brush (370) for cleaning the transmission rack (140) are installed in the interpenetrating groove (350), and the cleaning brush (370) is located above the front beam (110), and the interpenetrating roller (360) is located in the telescopic slide groove (130); When the driving motor (60) is driven, the front beam (110), the insertion block (121), and the insertion roller (360) are relatively displaced.

3. A multifunctional highway engineering detection device according to claim 1, characterized in that: The top plate (320) is installed with a dust cover (330), and handrail grooves (340) are provided on both sides of the top plate (320). An input bevel gear (410) is rotatably installed on the outer side of the dust cover (330), and the drive motor (60) is transmission-connected with the input bevel gear (410). A bevel gear rack (430) is installed on the outer side of the dust cover (330), and an output bevel gear (420) is rotatably installed on the bevel gear rack (430), and the input bevel gear (410) is meshed with the output bevel gear (420). A fixing frame (450) is installed on the side of the top plate (320), and an output gear (460) is rotatably installed on the fixing frame (450), and a transmission pulley group (440) is connected between the output gear (460) and the output bevel gear (420), and the output gear (460) is meshed with the transmission rack (140).

4. A multifunctional highway engineering detection device according to claim 3, characterized in that: The front beam (110) is provided with a toothless groove (141) for reducing the influence of the output gear (460) on the detection result. The toothless groove (141) is arranged at the end of the transmission rack (140) adjacent to the rear beam (120). When the front beam (110) is fully extended, the output gear (460) is located in the toothless groove (141), and the output gear (460) and the toothless groove (141) are clearance-matched.

5. A multifunctional highway engineering detection device according to claim 2, characterized in that: The test head (20) is mounted at the bottom of the front end portion (111), and receiving grooves (220) are provided on both sides of the front end portion (111), a wing plate (210) is rotatably mounted in the receiving groove (220), a torsion spring (212) is installed at the rotation point between the wing plate (210) and the receiving groove (220), and a gripping plate (211) is provided at the end of the wing plate (210) for gripping the wheel of the test vehicle; During preparation before testing, the wing plates (210) are kept outwardly stretched by the force of the torsion springs (212), the test head (20) is placed at the wheels of the test vehicle, the wing plates (210) on both sides are in contact with the wheels, and the gripping plates (211) on both sides are clamped with the wheels, and after the bottom plate (30) is aligned, the drive motor (60) is operated to extend the front beam (110) outwardly, and the bottom plate (30) and the rear beam (120) are moved along the telescopic portion (112) toward the rear beam (120) until the front beam (110) is fully extended.

6. A multifunctional highway engineering detection device according to claim 5, characterized in that: A guide roller (260) is installed in the storage groove (220), a steel cable (250) is connected to the inner side of the wing plate (210), control grooves (230) are provided on both sides of the front end portion (111), a control block (240) is slidably installed in the control groove (230), the other end of the steel cable (250) passes through the guide roller (260) and is connected to the steel cable (250), positioning blocks (231) are provided at both ends of the control groove (230), and a locking protrusion (241) is provided on the control block (240), and when the control block (240) reaches the end of the control groove (230), the locking protrusion (241) is engaged with the positioning block (231), and the position of the control block (240) is locked; A tension spring (242) is installed inside the control block (240) to facilitate manual unlocking of the position of the control block (240).

7. A multifunctional highway engineering detection device according to claim 6, characterized in that: The telescopic slide groove (130) is provided with a locking groove (271) at an end portion adjacent to the rear beam (120), a locking block (270) is slidably mounted in the locking groove (271), another steel cable (250) is connected between the locking block (270) and the control block (240), a plurality of guide wheels (280) are rotatably mounted inside the front beam (110), and a locking spring (290) is mounted between the locking groove (271) and the locking block (270); When the wing plate (210) is opened, the locking block (270) is retracted into the locking groove (271); When the wing plate (210) is retracted, the locking block (270) extends to limit the insertion roller (360).

8. The multifunctional highway engineering detection device according to claim 1 is characterized in that: A placement rod (530) and a screw mounting seat (550) are mounted on the rear end of the rear beam (120); an instrument mounting seat (510) is mounted on the placement rod (530); the percentage meter (50) is mounted on the instrument mounting seat (510); a rack plate (540) is mounted on the bottom side of the instrument mounting seat (510); a rotating shaft (551) is rotatably mounted on the screw mounting seat (550); an instrument gear (560) is mounted on the rotating shaft (551); the instrument gear (560) is meshed with the rack plate (540); and a control seat (570) is mounted on the side of the instrument gear (560) for driving the instrument gear (560) to rotate; After the operating seat (570) is lifted, the percentage meter (50), the support frame (520) and the instrument mounting seat (510) move downward along the placement rod (530) until the percentage meter (50) contacts the surface of the rear beam (120) and the small pointer of the percentage meter (50) is greater than 1.

9. A multifunctional highway engineering detection device according to claim 8, characterized in that: The instrument mounting seat (510) comprises an instrument mounting clamp (511) connected to the percentage meter (50), the instrument mounting clamp (511) is connected to a supporting mounting clamp (512) on the side, a supporting frame (520) is installed in the supporting mounting clamp (512), the supporting mounting clamp (512) is connected to an attaching mounting clamp (513) on the side, and the attaching mounting clamp (513) is slidably sleeved on the placement rod (530); A scroll gear (561) is mounted on the side of the instrument gear (560), one end of the scroll gear (561) is snap-connected to the instrument gear (560), and the other end of the scroll gear (561) is connected to the screw mounting seat (550). A matching disk (590) is mounted on the side of the operating seat (570), and a matching protrusion (591) is arranged on the side of the matching disk (590). A brake assembly (580) is arranged on the side of the screw mounting seat (550), and the brake assembly (580) is sleeved on the rotating shaft (551). The brake assembly (580) includes a brake disk (581) that is in active contact with the matching disk (590).

10. A multifunctional highway engineering detection device according to claim 9, characterized in that: The rotating shaft (551) is provided with a brake track groove (552), the brake assembly (580) further comprises a brake cylinder (582) mounted on the side of the brake disc (581), the brake cylinder (582) is sleeved outside the rotating shaft (551), a brake slider (583) is mounted inside the brake cylinder (582), the brake slider (583) is slidably matched with the brake track groove (552), and a convex inclined block (584) is mounted on one side of the brake disc (581) adjacent to the matching disc (590); After the operating seat (570) is lifted, the brake assembly (580) moves toward the matching disk (590), and the matching protrusion (591) and the convex inclined block (584) are in interference contact.

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