Road and bridge pavement crack detection device

Abstract

The invention relates to a road and bridge pavement crack detection device applied to the related technical field of crack detection, which can realize identification of pavement surface cracks and slight recesses at the same time, when the pavement is flat and has no slight recess, the bottoms of a plurality of recess detection units are on the same straight line, at the moment, the data of two laser range finders tend to be unchanged, and the detection result is accurate. When a slight recess exists, the bottom of the recess measuring unit at the recess is relatively low, so that the corresponding light display plate moves downwards, at the moment, data of one laser range finder is reduced, the main camera and the auxiliary camera can be controlled to photograph at the same time, and two pieces of photographing information are combined into one group of data, so that on-line marking of the slight recess is realized; and meanwhile, toner can fall off at the auxiliary marking pipe, marking of the sunken part of the road surface is achieved, and compared with the mode that detection is conducted only through photographing in the prior art, the probability that hidden cracks are detected out is greatly improved, and then the influence of the hidden cracks on traffic and the road service life is effectively reduced.

Description

Technical Field

[0001] The present invention relates to a road bridge pavement crack detection device, and in particular to a road bridge pavement crack detection device applied to the technical field related to crack detection. Background Art

[0002] Pavement cracks refer to cracks that appear in a certain direction on the surface or base of the road. Pavement cracks are one of the main causes of traffic accidents and vehicle losses. If not handled in time, it will lead to further road damage and even traffic accidents. Therefore, timely detection and treatment of pavement cracks is very important.

[0003] When inspecting and repairing roads, some larger cracks that have already appeared are easy to detect, while some smaller cracks are difficult to detect in time, resulting in untimely repairs. These cracks are likely to develop into larger cracks later, affecting both traffic and the service life of the road, and increasing subsequent maintenance costs invisibly.

[0004] In order to solve this problem in the prior art, the detection methods disclosed in the Chinese patent CN117604863, a detection device for detecting road cracks, and the road crack detection equipment and detection method based on a smart phone disclosed in CN108801151A, etc., all adopt a method of taking pictures of the road surface to obtain image information, and then using computer-aided technology to process the image data to determine small cracks; however, taking pictures to obtain image information can only obtain image information of the surface of the road surface, which has a good detection effect on surface cracks, but is difficult to identify slight depressions on the road surface. Slight depressions are often accompanied by some small cracks inside, and failure to repair them in time can easily lead to regional collapse of the depressions. Summary of the invention

[0005] In view of the above-mentioned prior art, the technical problem to be solved by the present invention is that the method of detecting the road surface by acquiring image information in the prior art is prone to overlooking the possible cracks inside the slight depression of the road surface.

[0006] In order to solve the above problems, the present invention provides a road and bridge pavement crack detection device, including a detection trolley, the lower end of the detection trolley is fixedly connected to a top plate, the left and right lower ends of the top plate are fixedly connected to L-shaped side plates, and a marking unit is installed on the L-shaped side plate. The marking unit includes a double-chamber powder box fixed to the upper end of the L-shaped side plate and a main marking tube and a secondary marking tube fixedly connected to the lower end of the double-chamber powder box. The main marking tube and the secondary marking tube are arranged in parallel front and back, and both penetrate the L-shaped side plate and extend to the bottom of the L-shaped side plate. The interior of the double-chamber powder box is divided into two chambers, and the two chambers are respectively filled with toners of different colors. A surface crack detection unit is arranged at the lower end of the top plate, and the surface crack detection unit includes a main camera fixedly connected to the lower end of the top plate and a plurality of evenly distributed concave measuring units; A hidden crack detection unit is commonly arranged between the multiple concave detection units and the two L-shaped side plates. The hidden crack detection unit includes two mounting plates respectively fixedly connected to the lower ends of the two L-shaped side plates, a plurality of light display plates respectively fixedly connected to the outer ends of the multiple concave detection units, and a secondary camera fixedly connected to the top of the top plate. The ends of the two mounting plates close to each other are both fixedly connected to a laser rangefinder. The concave detection unit comprises a positioning rod fixedly connected to the top plate, a follower rod fixedly connected to the lower end of the positioning rod, a double-arm frame fixedly connected to the lower end of the follower rod, and a detection wheel rotatably connected between the two arms of the double-arm frame.

[0007] In the above-mentioned road and bridge pavement crack detection device, through the setting of the surface crack detection unit and the hidden crack detection unit, the surface cracks and slight depressions can be identified at the same time. Compared with the method of taking photos to obtain road surface image information in the prior art, the probability of hidden cracks being detected is greatly improved, thereby effectively reducing the impact of hidden cracks on traffic and road life.

[0008] As a further improvement of the present application, the main camera and the sub-camera are arranged side by side, and both are located on the side of the multiple concave measuring units away from the traveling direction of the detection vehicle, the shooting end of the main camera faces downward, and the shooting end of the sub-camera faces the multiple concave measuring units.

[0009] As a further improvement of the present application, when the plurality of concave detecting units are not subjected to force, the lower ends of the concave detecting units are lower than the lower end of the wheel hub of the detection trolley.

[0010] As a further improvement of the present application, the display panel includes two connecting rods fixedly connected to the double-arm frames, a frame fixedly connected to the ends of the two connecting rods, and a light-transmitting sheet fixedly embedded in the center of the frame, and the upper and lower ends of the multiple light-transmitting sheets are semicircular.

[0011] As a further improvement of the present application, the two laser rangefinders are staggered with each other, and when the multiple concave measuring units and the wheel hub of the detection vehicle are in synchronous contact with the horizontal ground, the laser light beams emitted by the two laser rangefinders pass through the centers of the two semicircles on the light-transmitting sheet respectively.

[0012] As another improvement of the present application, a plurality of light guide strips are fixedly embedded inside the light transmissive sheet, both ends of the plurality of light guide strips extend to the surface of the light transmissive sheet, and a line connecting the midpoints of the ends of the plurality of light guide strips coincides with a vertical center line of the light transmissive sheet.

[0013] As another improvement supplement of the present application, the multiple light guide strips are all fold line structures and are made of transparent light guide material. The parts of the multiple light guide strips located in the light transparent sheet do not overlap with each other, and the two ends of the same light guide strip are symmetrical about the horizontal center line of the light transparent sheet.

[0014] As another improvement of the present application, the follower rod includes an outer moving shell fixedly connected to the double arm frame, an I-beam fixedly connected to the positioning rod, and an elastic member fixedly connected between the lower end of the I-beam and the inner bottom end of the outer moving shell, and the lower end of the I-beam extends to the interior of the outer moving shell, and an indicating unit is connected between the outer moving shell and the I-beam.

[0015] As another improved supplement of the present application, the indicating unit includes an annular light strip installed on the outer end of the outer moving shell, a moving contact piece and a fixed contact piece electrically connected to the annular light strip, and an outer layer wrapped around the outer end of the middle part of the I-shaped rod, the moving contact piece is fixedly embedded in the outer end of the bottom of the I-shaped rod, the fixed contact piece is fixedly embedded in the inner wall of the mouth of the outer moving shell, the outer layer is filled with saturated air, and the lower end of the outer layer is located in the outer moving shell, and the outer layer is made of elastic sealing material.

[0016] As another improvement supplement of the present application, when the concave measuring unit is not subjected to force, the moving contact piece is located below the fixed contact piece, and when the concave measuring unit is flush with the bottom of the detection trolley wheel hub, the fixed contact piece and the moving contact piece correspond to and contact each other, and when the two are in contact, the annular light strip is turned on.

[0017] In summary, the recognition of surface cracks and slight depressions in the road surface can be achieved simultaneously. When the road surface is flat and there are no slight depressions, the bottoms of multiple depression measuring units will be in a straight line. At this time, the data of the two laser rangefinders tend to remain unchanged. When there is a slight depression, the bottom of the depression measuring unit at the depression will be lower, causing the corresponding display plate to move downward. At this time, one of the laser rangefinders will have reduced data. At this time, the main camera and the auxiliary camera can be controlled to take pictures at the same time, and the two photo information can be combined into a set of data, thereby realizing online marking of slight depressions. At the same time, color powder can be dropped at the auxiliary marking tube to realize marking of the depressions in the road surface. Compared with the method of only detecting by taking pictures in the prior art, the probability of detecting hidden cracks is greatly improved, thereby effectively reducing the impact of hidden cracks on traffic and road life. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a front view of the first embodiment of the present application; Figure 2 It is a partial top perspective view of the first embodiment of the present application; Figure 3 This is a partial bottom perspective view of the first embodiment of the present application; Figure 4 A three-dimensional diagram of a concave detection unit according to a first embodiment of the present application; Figure 5 A three-dimensional diagram of a hidden crack detection unit according to a first embodiment of the present application; Figure 6 This is a schematic diagram of the principle of detecting a recessed area by a hidden crack detection unit according to the first embodiment of the present application; Figure 7 This is a front view of a light display board according to a second embodiment of the present application; Figure 8 This is a front view of the follower rod of the third embodiment of the present application when no force is applied; Fig. 9 This is a front view of the follower rod when the concave detection unit of the third embodiment of the present application is horizontal with the lower end of the wheel hub of the vehicle body; Fig.10 This is a front view of the follower rod corresponding to the partial convexity of the ground in the third embodiment of the present application.

[0019] Description of the numbers in the figure: 1 detection trolley, 21 top plate, 22 L-shaped side plate, 31 double-cavity powder box, 32 main marking tube, 33 auxiliary marking tube, 4 concave measuring unit, 41 positioning rod, 42 follower rod, 43 double arm frame, 44 detection wheel, 421 outer moving shell, 422 I-shaped rod, 423 elastic part, 51 outer layer, 52 annular light strip, 531 moving contact piece, 532 fixed contact piece, 61 main camera, 62 auxiliary camera, 7 display board, 71 connecting rod, 72 frame, 73 light-transmitting sheet, 8 mounting plate, 801 laser rangefinder, 9 light guide strip. DETAILED DESCRIPTION

[0020] Three implementation modes of the present application are described in detail below with reference to the accompanying drawings.

[0021] The first implementation method: Figure 1-2 The figure shows a road bridge pavement crack detection device, including a detection trolley 1, the lower end of the detection trolley 1 is fixedly connected to a top plate 21, the left and right lower ends of the top plate 21 are fixedly connected to L-shaped side plates 22, and a marking unit is installed on the L-shaped side plate 22. The marking unit includes a double-chamber powder box 31 fixed to the upper end of the L-shaped side plate 22 and a main marking tube 32 and a secondary marking tube 33 fixedly connected to the lower end of the double-chamber powder box 31. The main marking tube 32 and the secondary marking tube 33 are arranged side by side front and back, and both penetrate the L-shaped side plate 22 and extend to the bottom of the L-shaped side plate 22. The interior of the double-chamber powder box 31 is divided into two chambers, and the two chambers are respectively filled with different colors. Color powder, a surface crack detection unit is arranged at the lower end of the top plate 21, and the surface crack detection unit comprises a main camera 61 fixedly connected to the lower end of the top plate 21 and a plurality of evenly distributed concave measuring units 4. During monitoring, the detection vehicle 1 moves along the road surface. At this time, the main marking tubes 32 on the two marking units will slowly drop color powder, thereby marking the travel trajectory of the detection vehicle 1, thereby effectively ensuring that when the detection vehicle 1 moves back and forth on the road surface to acquire road surface images, it can relatively comprehensively acquire road surface information, and it is not easy to duplicate or miss the acquisition of repeated road surface image information, thereby effectively ensuring the comprehensiveness and efficiency of crack detection.

[0022] When multiple concave detecting units 4 are not subjected to force, the lower end of the concave detecting unit 4 is lower than the lower end of the wheel hub of the detection trolley 1, so that when the concave detecting unit 4 and the detection trolley 1 are in contact with the horizontal road surface at the same time, the concave detecting unit 4 will be subjected to a certain driving force and move upward, and is in a compressed state. In the process of its movement with the detection trolley 1, when there is a local depression in the road surface, the concave detecting unit 4 at the corresponding position will move downward due to the loss of support, and then change its position in the longitudinal direction, thereby driving the display board 7 to change its position, so that its relative position with the two laser rangefinders 801 changes, and then causes the difference in data on the two laser rangefinders 801, so as to realize the recognition of road surface depression while acquiring road surface image information. Compared with the prior art, the occurrence of hidden cracks being ignored is reduced, so that the road surface can be effectively maintained in time. Compared with the prior art, the impact of hidden cracks on traffic and road life is greatly reduced.

[0023] A hidden crack detection unit is commonly provided between the multiple concave detection units 4 and the two L-shaped side plates 22. The hidden crack detection unit comprises two mounting plates 8 respectively fixedly connected to the lower ends of the two L-shaped side plates 22, a plurality of light display plates 7 respectively fixedly connected to the outer ends of the multiple concave detection units 4, and a secondary camera 62 fixedly connected to the top of the top plate 21. The ends of the two mounting plates 8 close to each other are fixedly connected to a laser rangefinder 801. The concave detection unit 4 includes a positioning rod 41 fixedly connected to the top plate 21, a follower rod 42 fixedly connected to the lower end of the positioning rod 41, a double-arm frame 43 fixedly connected to the lower end of the follower rod 42, and a detection wheel 44 rotatably connected between the two arms of the double-arm frame 43. In this embodiment, the follower rod 42 is an elastic telescopic rod, so that when the detection wheel 44 contacts the ground, under the action of the follower rod 42, Figure 6 In the figure, a represents the laser beam. The detection wheel 44 can rise and fall with the convexity and concavity of the ground, thereby achieving the effect of changing the relative position of the laser rangefinder 801 and the display board 7, causing the data of the two laser rangefinders 801 to be differentiated, thereby realizing the recognition of slight depressions in the road surface.

[0024] The main camera 61 and the auxiliary camera 62 are arranged side by side, and both are located on the side of the multiple concave measuring units 4 away from the traveling direction of the detection vehicle 1. The shooting end of the main camera 61 faces downward, and is mainly used to capture image information of the road surface. The shooting end of the auxiliary camera 62 faces the multiple concave measuring units 4. When the data of the two laser rangefinders 801 are greatly different, on the one hand, the auxiliary marking tube 33 releases toner to mark the road surface, which is convenient for the staff to conduct targeted crack re-detection of the concave parts and carry out effective maintenance in time. On the other hand, the auxiliary camera 62 starts to capture the image information of multiple display boards 7 at this time, and uses the image information and the image information obtained by the main camera 61 at this time as a group of data to achieve online marking, which is convenient for subsequent computer analysis of the cracks.

[0025] like Figure 5 and Figure 6 The display board 7 includes two connecting rods 71 ​​fixedly connected to the double-arm frame 43, a frame 72 fixedly connected to the ends of the two connecting rods 71, and a light-transmitting sheet 73 fixedly embedded in the center of the frame 72. The upper and lower ends of the multiple light-transmitting sheets 73 are semicircular. The two laser rangefinders 801 are mutually staggered, and when the multiple concave measuring units 4 and the wheel hub of the detection vehicle 1 are synchronously in contact with the horizontal ground, the laser beams emitted by the two laser rangefinders 801 pass through the centers of the two semicircles on the light-transmitting sheet 73 respectively, so that the laser beams emitted by the two laser rangefinders 801 can pass through the multiple display boards. When the light board 7 reaches the mounting plate 8 opposite thereto and there is a local depression, the detection wheel 44 moves downward, driving the display board 7 downward, so that the laser of the upper laser rangefinder 801 gradually separates from the light-transmitting sheet 73 and irradiates the frame 72, thereby being intercepted by the frame 72, causing a significant difference between the data thereof and that of the other laser rangefinder 801; and when there is a local protrusion, the depression-detecting unit 4 moves upward and drives the display board 7 upward, so that the laser of the lower laser rangefinder 801 irradiates the frame 72, which also causes a data difference. The laser rangefinder 801 with a smaller data can judge whether the road surface is depressed or convex.

[0026] It is worth noting that both the main marking tube 32 and the auxiliary marking tube 33 are provided with solenoid valves. The solenoid valve on the main marking tube 32 is in a normally open state when the detection trolley 1 moves, and is closed when the detection trolley 1 stops moving. The solenoid valve on the auxiliary marking tube 33 is in a normally closed state, and is opened when there is a significant difference in the data on the two laser rangefinders 801. When the road surface is concave, the auxiliary marking tube 33 can drop toner of different colors, thereby marking possible concave areas on the road surface, facilitating subsequent maintenance of the road surface.

[0027] In addition, when not in contact with the ground, the distance difference between the lower end of the concave detecting unit 4 and the lower end of the wheel of the detection vehicle 1 is greater than the radius of the end of the light-transmitting sheet 73, so that the concave detecting unit 4 can be tolerant to normal undulations of the road surface during the detection process, thereby improving the accuracy of the detection.

[0028] In the above-mentioned road and bridge pavement crack detection device, through the setting of the surface crack detection unit and the hidden crack detection unit, the surface cracks and slight depressions can be identified at the same time. Compared with the method of taking photos to obtain road surface image information in the prior art, the probability of hidden cracks being detected is greatly improved, thereby effectively reducing the impact of hidden cracks on traffic and road life.

[0029] The second implementation method: Based on the first embodiment, this embodiment can selectively set the light guide strip 9 according to actual needs, and the rest of the parts are consistent with the first embodiment.

[0030] Figure 7 As shown, a plurality of light guide strips 9 are fixedly embedded inside the light transmissive sheet 73, both ends of the plurality of light guide strips 9 extend to the surface of the light transmissive sheet 73, and the line connecting the midpoints of the ends of the plurality of light guide strips 9 coincides with the vertical center line of the light transmissive sheet 73, the plurality of light guide strips 9 are all of a fold line structure, and are made of a transparent light guiding material, the portions of the plurality of light guide strips 9 located inside the light transmissive sheet 73 do not overlap with each other, and the two ends of the same light guide strip 9 are symmetrical about the horizontal center line of the light transmissive sheet 73.

[0031] It is worth noting that in this embodiment, the laser beams of the two laser rangefinders 801 can be set to different colors. When the road surface is in a concave or convex state, after the display board 7 is shifted, the light beam emitted by the laser rangefinder 801 will be misaligned with the center of the circle at the end of the light-transmitting sheet 73. At this time, a light beam of the laser rangefinder 801 will be irradiated onto the light guide bar 9 and transmitted along the light guide bar 9, so that the light guide bar 9 is illuminated as a whole, and a color bar appears on the light display board 7 at the convex or concave position. And according to the color of the light guide bar 9, it can be confirmed which laser rangefinder 801's light beam is irradiated on the light-transmitting sheet 73, so that the abnormal light display board 7 can be intuitively seen in the image information obtained by the auxiliary camera 62, so that the staff can quickly locate and determine the abnormal concave or abnormal convexity of the road surface.

[0032] The diameter of the end of the light guide bar 9 is 3-5 times the diameter of the middle of the light guide bar 9. The distances between the ends of the multiple light guide bars 9 are relatively close, and the distance between the ends is equivalent to the diameter of the middle of the light guide bar 9. When the light-transmitting sheet 73 and the laser rangefinder 801 are relatively displaced and approach the light guide bar 9, one of the light guide bars 9 can always be lit. Figure 7 In order to show the image clearly, the spacing between the pictures is relatively large and is for illustration only.

[0033] The third implementation method: Based on the first embodiment, this embodiment further improves the follower rod 42, and the rest of the parts are consistent with the first embodiment.

[0034] Figure 8As shown, the follower rod 42 includes an outer moving housing 421 fixedly connected to the double arm frame 43, an I-shaped rod 422 fixedly connected to the positioning rod 41, and an elastic member 423 fixedly connected between the lower end of the I-shaped rod 422 and the inner bottom end of the outer moving housing 421, and the lower end of the I-shaped rod 422 extends to the inside of the outer moving housing 421, and an indicating unit is connected between the outer moving housing 421 and the I-shaped rod 422, and the indicating unit includes a An annular light strip 52, a moving contact piece 531 and a fixed contact piece 532 electrically connected to the annular light strip 52, and an outer layer 51 wrapped around the outer end of the middle part of the I-shaped rod 422, the moving contact piece 531 is fixedly embedded in the outer end of the bottom of the I-shaped rod 422, the fixed contact piece 532 is fixedly embedded in the inner wall of the mouth of the outer moving shell 421, the outer layer 51 is filled with saturated air, and the lower end of the outer layer 51 is located in the outer moving shell 421, and the outer layer 51 is made of elastic sealing material.

[0035] like Figure 8 When the concave detection unit 4 is not subjected to force, the movable contact piece 531 is located below the fixed contact piece 532, and a concave road surface appears at this time; Fig. 9 When the concave detection unit 4 is flush with the bottom of the wheel hub of the detection vehicle 1, the fixed contact piece 532 and the movable contact piece 531 correspond to each other and contact each other. When the two are in contact, the annular light strip 52 is turned on, that is, under normal road conditions, the annular light strip 52 on the concave detection unit 4 can be turned on and is in a lit state; Fig.10 When the road surface is partially raised, the outer moving shell 421 will move up with the detection wheel 44. At this time, the follower rod 42 is in a compressed state, thereby separating the fixed contact piece 532 and the movable contact piece 531, and also turning off the annular light strip 52. At the same time, the portion of the lower end of the outer layer 51 entering the outer moving shell 421 increases, so that part of the gas is squeezed to the outer layer 51 outside the outer moving shell 421, causing it to expand abnormally. Based on these three situations, the auxiliary camera 62 can also intuitively judge whether the road surface corresponding to the picture is normal, whether there are any protrusions or depressions in the picture taken.

[0036] It is worth noting that in the natural state, the outer diameter of the outer layer 51 is larger than the inner diameter of the outer moving shell 421, and the outer diameter of the middle part of the I-shaped rod 422 is smaller than the inner diameter of the outer moving shell 421, so that after the outer layer 51 enters the outer moving shell 421, it will be squeezed, causing the outer outer layer 51 to expand.

[0037] In summary, through the setting of the surface crack detection unit and the hidden crack detection unit, the surface cracks and slight depressions can be identified at the same time. When the road surface is flat and there is no slight depression, the bottoms of the multiple depression detection units 4 will be in a straight line. At this time, the data of the two laser rangefinders 801 tend to remain unchanged. When there is a slight depression, the bottom of the depression detection unit 4 at the depression will be lower, causing the corresponding display plate 7 to move down. At this time, one of the laser rangefinders 801 will have reduced data. At this time, the main camera 61 and the auxiliary camera 62 can be controlled to take pictures at the same time, and the two photographic information can be combined into a set of data, thereby realizing online marking of the slight depression. At the same time, color powder can be dropped at the auxiliary marking tube 33 to realize marking of the road surface, so that the staff can timely lock the area where hidden cracks may appear during road maintenance, thereby facilitating timely maintenance of this type of cracks. Compared with the method of taking pictures to obtain road surface image information in the prior art, the probability of hidden cracks being detected is greatly improved, thereby effectively reducing the impact of hidden cracks on traffic and road life.

[0038] In view of current practical needs, the above-mentioned implementation mode adopted in this application is not limited to the scope of protection. Various changes made within the knowledge scope of technical personnel in this field without departing from the concept of this application still fall within the scope of protection of the present invention.

Claims

1. A road and bridge pavement crack detection device, characterized in that: The invention comprises an inspection trolley (1), wherein the lower end of the inspection trolley (1) is fixedly connected to a top plate (21), and the left and right lower ends of the top plate (21) are fixedly connected to L-shaped side plates (22), and a marking unit is installed on the L-shaped side plate (22), and the marking unit comprises a double-chamber powder box (31) fixed to the upper end of the L-shaped side plate (22) and a main marking tube (32) and a secondary marking tube (33) fixedly connected to the lower end of the double-chamber powder box (31), and the main marking tube (32) and the secondary marking tube (33) are arranged in parallel front and back, and both penetrate the L-shaped side plate (22) and extend to the bottom of the L-shaped side plate (22), and the inside of the double-chamber powder box (31) is divided into two chambers, and the two chambers are respectively filled with toners of different colors, and a surface crack detection unit is arranged at the lower end of the top plate (21), and the surface crack detection unit comprises a main camera (61) fixedly connected to the lower end of the top plate (21) and a plurality of evenly distributed concave detection units (4); A hidden crack detection unit is commonly provided between the plurality of the concave detection units (4) and the two L-shaped side plates (22), the hidden crack detection unit comprising two mounting plates (8) respectively fixedly connected to the lower ends of the two L-shaped side plates (22), a plurality of light display plates (7) respectively fixedly connected to the outer ends of the plurality of concave detection units (4), and a secondary camera (62) fixedly connected to the top of the top plate (21), and a laser rangefinder (801) is fixedly connected to the ends of the two mounting plates (8) close to each other; The concave detection unit (4) comprises a positioning rod (41) fixedly connected to the top plate (21), a follower rod (42) fixedly connected to the lower end of the positioning rod (41), a double-arm frame (43) fixedly connected to the lower end of the follower rod (42), and a detection wheel (44) rotatably connected between two arms of the double-arm frame (43).

2. A road and bridge pavement crack detection device according to claim 1, characterized in that: The main camera (61) and the auxiliary camera (62) are arranged side by side, and both are located on a side of the plurality of concave measuring units (4) away from the direction of travel of the detection vehicle (1), the shooting end of the main camera (61) faces downward, and the shooting end of the auxiliary camera (62) faces the plurality of concave measuring units (4).

3. A road and bridge pavement crack detection device according to claim 1, characterized in that: When the plurality of concave detection units (4) are not subjected to force, the lower end of the concave detection unit (4) is lower than the lower end of the wheel hub of the detection vehicle (1).

4. A road and bridge pavement crack detection device according to claim 1, characterized in that: The light display panel (7) comprises two connecting rods (71) fixedly connected to the double-arm frame (43), a frame (72) fixedly connected to the ends of the two connecting rods (71), and a light-transmitting sheet (73) fixedly embedded in the center of the frame (72), wherein the upper and lower ends of the plurality of light-transmitting sheets (73) are both semicircular.

5. A road and bridge pavement crack detection device according to claim 4, characterized in that: The two laser rangefinders (801) are arranged in a staggered manner, and when the plurality of concave measuring units (4) and the wheel hub of the detection vehicle (1) are in synchronous contact with the horizontal ground, the laser beams emitted by the two laser rangefinders (801) respectively pass through the centers of the two semicircles on the light-transmitting sheet (73).

6. A road and bridge pavement crack detection device according to claim 5, characterized in that: A plurality of light guide strips (9) are fixedly embedded inside the light-transmitting sheet (73), both ends of the plurality of light guide strips (9) extend to the surface of the light-transmitting sheet (73), and a line connecting the midpoints of the ends of the plurality of light guide strips (9) coincides with a vertical midline of the light-transmitting sheet (73).

7. A road and bridge pavement crack detection device according to claim 6, characterized in that: The plurality of light guide strips (9) are all of a folded line structure and are made of a transparent light guide material; portions of the plurality of light guide strips (9) located within the light-transmitting sheet (73) do not overlap with each other, and two ends of the same light guide strip (9) are symmetrical about a transverse midline of the light-transmitting sheet (73).

8. The road and bridge pavement crack detection device according to claim 1, characterized in that: The follower rod (42) comprises an outer moving housing (421) fixedly connected to the double-arm frame (43), an I-shaped rod (422) fixedly connected to the positioning rod (41), and an elastic member (423) fixedly connected between the lower end of the I-shaped rod (422) and the inner bottom end of the outer moving housing (421), wherein the lower end of the I-shaped rod (422) extends into the interior of the outer moving housing (421), and an indicating unit is connected between the outer moving housing (421) and the I-shaped rod (422).

9. A road and bridge pavement crack detection device according to claim 8, characterized in that: The indicating unit comprises an annular light strip (52) mounted on the outer end of the outer moving housing (421), a moving contact piece (531) and a fixed contact piece (532) electrically connected to the annular light strip (52), and an outer layer (51) wrapped around the outer end of the middle part of the I-shaped rod (422), the moving contact piece (531) is fixedly embedded in the outer end of the bottom of the I-shaped rod (422), the fixed contact piece (532) is fixedly embedded in the inner wall of the mouth of the outer moving housing (421), the outer layer (51) is filled with saturated air, and the lower end of the outer layer (51) is located in the outer moving housing (421), and the outer layer (51) is made of elastic sealing material.

10. A road bridge pavement crack detection device according to claim 9, characterized in that: When the concave detection unit (4) is not subjected to force, the movable contact piece (531) is located below the fixed contact piece (532); When the concave detection unit (4) is flush with the bottom of the wheel hub of the detection trolley (1), the fixed contact piece (532) and the movable contact piece (531) correspond to and contact each other, and when the two are in contact, the annular light strip (52) is turned on.

Images