A device and method for calibrating the flatness of surveying and mapping

Abstract

The present invention discloses a surveying and mapping flatness calibration device and a calibration method, which relates to the technical field of flatness calibration devices. The surveying and mapping flatness calibration device includes: a detection vehicle frame, which is two sets of supporting plates arranged side by side; a vertical displacement sensor, which is fixedly arranged at the upper part between the two sets of supporting plates; a detection wheel, which is located in the lower space between the two sets of supporting plates, and a self-retractable wheel frame is arranged between the detection wheel and the vertical displacement sensor, and the detection wheel is used to contact the surface of the wheel track; a color sensor, which is located on both sides of the detection wheel, and the color sensor is used to detect the color below itself; for the surveying and mapping flatness calibration device and the calibration method, a color sensor and a moving component are provided, and the color sensor is used to detect the color below itself to obtain whether the position of the detection wheel is on the wheel track, so as to adjust its own position through the moving component and improve the detection accuracy.

Description

Technical Field

[0001] The present invention relates to the technical field of flatness calibration devices, and specifically to a surveying and mapping flatness calibration device and a calibration method. Background Art

[0002] Currently, after road construction is completed, it is necessary to perform flatness calibration operations on the road to ensure the construction quality of the road.

[0003] In the prior art, a three-meter ruler or an eight-wheel balance tester is used for the road flatness calibration operation. The eight-wheel balance tester is used for roads with better flatness and has eight main wheels and one detection wheel. In the "Code for Field Testing of Highway Subgrade and Pavement", it is stipulated that when the inner wheel track belt is used as the detection point, or the outer wheel track belt is used as the detection point, the area 80 cm - 100 cm away from the lane demarcation line should be selected. However, during actual measurement, due to the instability of the vehicle dragging the eight-wheel balance tester during driving, the detection wheel is prone to deviate from the wheel track belt, resulting in inaccurate detection results in essence. Summary of the Invention

[0004] In view of the deficiencies of the prior art, the present invention provides a surveying and mapping flatness calibration device and a calibration method to solve the problems existing in the background art.

[0005] To achieve the above objectives, in a first aspect, the present invention provides the following technical solution: A surveying and mapping flatness calibration device, comprising: a detection vehicle frame, the detection vehicle frame being two sets of support plates arranged side by side; a vertical displacement sensor, the vertical displacement sensor being fixedly arranged at the upper part between the two sets of support plates; a detection wheel, the detection wheel being located in the lower space between the two sets of support plates, and a self-expanding wheel frame being arranged between the detection wheel and the vertical displacement sensor, the detection wheel being used to contact the surface of the wheel track belt; a color sensor, the color sensor being located on both sides of the detection wheel, and the color sensor being used to detect the color below itself; a controller, the controller being used to receive the signal of the color sensor and obtain the information that the position of the detection wheel is on or across the wheel track belt; a moving component, the moving component being arranged on the two sets of support plates, the controller being used to control the operation of the moving component, and the moving component driving the detection wheel to move so that the detection wheel is always located on the surface of the wheel track belt.

[0006] Further, the detection wheel is a circular roller, and a wheel frame is arranged above the detection wheel; a steering component is further included, the steering component being installed on the detection vehicle frame, and the steering component rotates the self-expanding wheel frame by a required angle to steer the detection wheel; a main frame for supporting the self-expanding wheel frame is arranged on the detection vehicle frame, and transverse displacement seats are arranged on both sides of the main frame, the transverse displacement seats passing through the detection vehicle frame so that the main frame can slide on the detection vehicle frame when it generates displacement.

[0007] Furthermore, the steering assembly includes a driven wheel fixed to the periphery of the self - telescopic wheel frame. One side of the driven wheel meshes with a driving wheel, and a steering motor for driving the driving wheel to rotate is assembled on one side of the main frame. The detected wheel after steering is driven by a moving assembly to generate a lateral displacement, so that the detected wheel re - enters the surface of the wheel track belt.

[0008] Furthermore, the moving assembly has two power output ends, and connecting frames are provided at both power output ends. The steering assembly includes hinge seats installed at two positions on the side of the self - telescopic wheel frame outside and deviating from the direction of the transverse displacement seat. Pulling ropes are provided on both hinge seats, and each pulling rope is connected to a connecting frame. The moving assembly can pull the pulling ropes to drive the self - telescopic wheel frame to rotate. A torsion spring is provided between the self - telescopic wheel frame and the main frame. A hanging block is provided on the connecting frame, and a dragging block is provided at the lower end of the hanging block. A compensation groove adapted to the dragging block is formed on the transverse displacement seat.

[0009] Furthermore, a cam is fixedly provided on the periphery of the self - telescopic wheel frame. Sliders are provided on both sides of the cam, and the sliders can slide on the transverse displacement seat. A first spring is fixedly provided between the sliders and the inner side wall of the detected vehicle frame. The color sensor is hoisted below the sliders. Furthermore, the detected wheel is a spherical wheel, and a wheel frame is provided outside the upper part of the detected wheel. Transverse displacement seats are provided on both sides of the main frame, and the transverse displacement seats pass through the detected vehicle frame, so that the main frame can slide on the detected vehicle frame when it generates displacement.

[0010] Furthermore, the self - telescopic wheel frame includes: an outer sleeve; a telescopic rod, the telescopic rod is inserted into the outer sleeve, and a spring seat is fixedly provided at the lower end of the part of the telescopic rod located inside the outer sleeve. A second spring is provided between the upper surface of the spring seat and the upper end of the outer sleeve; a pressure plate, the pressure plate is installed at the upper end of the telescopic rod, and the pressure plate has a wide contact surface to compensate for the displacement of the detected wheel, so that the pressure plate always contacts the lower end of the vertical displacement sensor.

[0011] Second aspect, the present invention also provides a surveying and mapping flatness calibration device, comprising: a detection vehicle frame, the detection vehicle frame being two sets of support plates arranged side by side; a vertical displacement sensor, the vertical displacement sensor being fixedly arranged at a position above the middle between the two sets of support plates; a detection wheel, the detection wheel being located in the lower space between the two sets of support plates, and a self - telescoping wheel frame being arranged between the detection wheel and the vertical displacement sensor, the detection wheel being used for contacting the surface of the wheel track belt, a main frame for supporting the self - telescoping wheel frame being arranged on the detection vehicle frame, transverse movement seats being arranged on both sides of the main frame, the transverse movement seats passing through the detection vehicle frame so that the main frame can slide on the detection vehicle frame when it generates displacement; an extension rod, the extension rod being arranged at one end of one of the transverse movement seats away from the main frame, and a color sensor being installed at the end of the extension rod away from the main frame, the color sensor being aligned with the lane dividing line in the initial state, the color sensor being used for detecting the color below itself; a controller, the controller being used for receiving the signal of the color sensor and obtaining the information that the position of the color sensor is at or beyond the lane dividing line; a moving component, the moving component being arranged on the two sets of support plates, the controller being used for driving the moving component to work, and the moving component making the detection wheel always located on the surface of the wheel track belt by changing the position of the main frame.

[0012] Further, the extension rod comprises a housing, one end of the housing being installed on one of the transverse movement seats, a cross bar being inserted into the housing, a hanging seat being arranged at the end of the cross bar away from the transverse movement seat, and the color sensor being hung below the hanging seat; a pressing bolt being arranged on the housing, and tightening the pressing bolt can lock the position of the cross bar on the housing.

[0013] Third aspect, the present invention also provides a calibration method, which is used for the above - mentioned surveying and mapping flatness calibration device, comprising the following steps: Step 1: Assemble the detection vehicle frame at the rear of the driving vehicle, the detection wheel in the moving state detects the flatness of the wheel track belt, and the color sensor detects the chromaticity below it; Step 2: Through the chromaticity detected by the color sensor, the moving component controls the position of the detection wheel to form a state where the detection wheel is always located at the position of the wheel track belt.

[0014] The present invention has the following beneficial effects: The surveying and mapping flatness calibration device and the calibration method are provided with a color sensor and a moving component. The color sensor is used for detecting the color below itself to obtain whether the position of the detection wheel is on the wheel track belt, so as to adjust its own position through the moving component, making the detection wheel always detect the surface flatness of the wheel track belt and improving the detection accuracy. Description of the Drawings

[0015] Figure 1 It is the overall view of the first embodiment of the first invention. Figure 2 It is the assembly drawing of the detection vehicle frame and the front vehicle frame in the first embodiment of the first invention. Figure 3 It is the internal structure schematic diagram of the detection vehicle frame in the first embodiment of the first invention. Figure 4 For the first inventionFigure 3 Schematic diagram of removing and inspecting the support plate on one side of the frame Figure 5 Force direction diagram of the detection wheel when the moving component works for the unassembled steering component in the first embodiment of the first invention Figure 6 For the first invention Figure 4 Exploded view Figure 7 For the first invention Figure 6 First partial view Figure 8 Schematic diagram of the structure of the cam in the first invention Figure 9 Schematic diagram of the internal mechanism of the self - telescoping wheel carrier in the first invention Figure 10 For the first invention Figure 6 Second partial view

[0016] Figure 11 State diagram of the detection wheel on the wheel track belt in the first invention, where: Figure 11 (a) State diagram of the detection wheel at the exact center of the wheel track belt; Figure 11 (b) State diagram of the detection wheel at the left position of the wheel track belt; Figure 11 (c) State diagram of the detection wheel at the right position of the wheel track belt.

[0017] Figure 12 State change diagram of the moving component and the steering component driving the detection wheel to return to position after the detection wheel moves leftward out of the wheel track belt in the first invention, where: Figure 12 (a) State diagram of the detection wheel initially moving leftward out of the wheel track belt; Figure 12 (b) Diagram of the detection wheel turning right; Figure 12 (c) State diagram of the detection wheel moving onto the wheel track belt; Figure 12 (d) State diagram of the detection wheel turning left to return to position.

[0018] Figure 13 State diagram of the moving component and the steering component driving the detection wheel to return to position after the detection wheel moves rightward out of the wheel track belt in the first invention; Figure 13 (a) State diagram of the detection wheel initially moving rightward out of the wheel track belt; Figure 13 (b) Diagram of the detection wheel turning left; Figure 13 (c) State diagram of the detection wheel moving onto the wheel track belt; Figure 13 (d) State diagram of the detection wheel turning right to return to position.

[0019] Figure 14 Installation schematic diagram of the detection wheel in the second embodiment of the first invention Figure 15 For the first invention Figure 14 Exploded view Figure 16 For the first invention Figure 15 First partial view Figure 17 For the first invention Figure 15 Second partial view Figure 18This is a partial diagram of the third embodiment of the first invention. Figure 19 It is a schematic diagram of the internal structure of the detection frame in the third embodiment of the first invention. Figure 20 For the first shot Figure 19 Exploded diagram of . Figure 21 This is a partial view of the second invention. Figure 22 It is a schematic diagram of the internal structure of the detection frame in the second invention.

[0020] Figure 23 This is a state diagram of the color sensor being located on the lane dividing line and the detection wheel being located on the wheel track in the second invention, wherein: Figure 23 (a) is a state diagram where the color sensor is located in the middle of the lane dividing line and the detection wheel is located in the middle of the wheel track; Figure 23 (b) is a state diagram in which one of the color sensors crosses the left side of the lane dividing line and the detection wheel is located on the left side of the wheel track; Figure 23 (c) is the state diagram when one of the color sensors crosses the right side of the lane dividing line and the detection wheel is located on the right side of the wheel track.

[0021] Figure 24 This is a state diagram of the moving component and the steering component driving the detection rotation position when both color sensors cross the lane dividing line in the second invention, wherein: Figure 24 (a) is a state diagram of the two color sensors initially leaving the lane boundary to the left and the detection wheel initially leaving the wheel track to the left; Figure 24 (b) is the state diagram when the detection wheel turns right and the positions of the two color sensors remain unchanged; Figure 24 (c) is a state diagram of the detection wheel moving onto the wheel track and the two color sensors moving onto the lane dividing line; Figure 24 (d) is the state diagram when the detection wheel turns left and resets, and the positions of the two color sensors remain unchanged.

[0022] In the figure, 1 is a connecting rod; 2 is a controller; 31 is a front wheel; 32 is a rear wheel; 41 is a front frame; 42 is a rear frame; 43 is a detection frame; 5 is a separation component; 51 is a cam; 52 is a slider; 53 is a first spring; 6 is a self-retractable wheel frame; 61 is an outer sleeve; 62 is a telescopic rod; 63 is a pressure plate; 64 is a second spring; 65 is a spring seat; 7 is a steering component; 71 is a steering motor; 72 is a driving wheel; 73 is a driven wheel; 74 is a hinge seat; 75 is a pulling rope; 8 is a main frame; 81 is a transverse moving seat; 811 is a compensation groove; 82 is a connecting seat; 83 is a housing; 84 is a pressing bolt; 85 is a cross bar; 86 is a hanging seat; 9 is a moving component; 91 is a moving motor; 92 is a driving bevel gear; 93 is a driven bevel gear; 94 is a lead screw; 95 is a nut; 96 is a stabilizing rod; 97 is a sliding sleeve; 10 is a detection wheel; 101 is a wheel frame; 11 is a transparent cover; 12 is a color sensor; 13 is a vertical displacement sensor; 131 is a force-bearing plate; 132 is a ball; 16 is a connecting frame; 17 is a dragging block; 18 is a hanging block; A is a wheel track belt; B is a lane demarcation line. Specific embodiments

[0023] The following is based on Figures 1 - 24 Describe the surveying and mapping flatness calibration device and calibration method provided by the embodiments of the present invention.

[0024] Embodiment 1: Please refer to Figure 1 As shown, the embodiment of the present invention provides a surveying and mapping flatness calibration device, including a front frame 41, a rear frame 42 and a detection frame 43 located below the front frame 41. Four front wheels 31 are arranged below the front frame 41, four rear wheels 32 are arranged below the rear frame 42, and a detection wheel 10 is arranged below the detection frame 43. A connecting rod 1 is also arranged on the front frame 41. Before using this device for detection, the other end of the connecting rod 1 needs to be connected to a vehicle that can travel on the road. The vehicle traveling on the road can drive this device to move on the road to achieve the purpose of detecting by the detection wheel 10. The test speed is limited to (the speed of the traveling vehicle) 30 km / h - 100 km / h.

[0025] Combined with Figure 2 and Figure 3As shown, the above-mentioned detection frame 43 is two sets of support plates arranged side by side, which are hoisted below the front frame 41. A vertical displacement sensor 13 is arranged at a position above the middle between the two sets of support plates. The sampling interval of the vertical displacement sensor 13 is less than 500 mm. The lower end of the vertical displacement sensor 13 is the force-receiving end, and a force-receiving plate 131 is installed at its lower end. When the force-receiving plate 131 receives the pressure from below, it will generate a vertical displacement (this is a well-known technique in the prior art and will not be elaborated here). The detection wheel 10 is located in the lower space between the two sets of support plates, and a self-expanding and retracting wheel frame 6 is arranged between the detection wheel 10 and the vertical displacement sensor 13. In the initial state, the detection wheel 10 is located on the surface of the wheel track belt A to detect the flatness of the surface of the wheel track belt A. When the detection wheel 10 encounters a position with poor flatness, the self-expanding and retracting wheel frame 6 will expand and contract, so that the vertical displacement sensor 13 detects the change in the pressure on it by the self-expanding and retracting wheel frame 6, realizing the cooperation between the detection wheel 10 and the vertical displacement sensor 13 to detect and achieving the purpose of detecting flatness. Combined with Figure 3 、 Figure 4 and Figure 6 As shown, a main frame 8 for supporting the self-expanding and retracting wheel frame 6 is arranged on the detection frame 43.

[0026] As Figure 4 shown, since a certain amount of position deviation will be generated by the traveling vehicle, resulting in the detection wheel 10 not being able to always stay at the position of the wheel track belt A. Therefore, a color sensor 12, a controller 2 and a moving component 9 are provided. The moving component 9 is arranged on the two sets of support plates. The color sensor 12 is located on both sides of the detection wheel 10. Before detection, the position of the detection wheel 10 needs to be adjusted so that the detection wheel 10 is located on the wheel track belt A in the initial state. During the detection process, the color sensor 12 intermittently detects the color from below. The controller 2 is used to receive the signal of the color sensor 12 and obtain the information that the position of the detection wheel 10 is located on or beyond the wheel track belt A. When the color sensor 12 detects that the area below it is the wheel track belt A (the wheel track belt A is darker in color than other positions on the road surface), that is, the detection wheel 10 is just located on the wheel track belt A, the moving component 9 does not act. On the contrary, when the position of the detection wheel 10 crosses the wheel track belt A, the controller 2 can control the moving component 9 to work, and the moving component 9 pushes the detection wheel 10 to move so that the detection wheel 10 is always located on the surface of the wheel track belt A. It should be noted that the moving component 9 actually realizes the lateral movement of the detection wheel 10 by pushing the main frame 8 to move. Therefore, lateral movement seats 81 are arranged on both sides of the main frame 8. The lateral movement seats 81 pass through the detection frame 43 and can slide on the detection frame 43 when the main frame 8 generates a lateral displacement, maintaining the lateral movement stability of the self-expanding and retracting wheel frame 6.

[0027] Before actual operation, the controller 2 can be connected to a terminal device, such as a computer or a mobile phone. Pictures of the individual wheel track belt A and the non-wheel track belt area can be taken on the spot, and the chromaticity of the pictures of the wheel track belt A and the non-wheel track belt area can be used as a comparison library for the controller 2. The color sensor 12 detects once every 2 s. A transparent cover 11 is provided below the color sensor 12 to protect the color sensor 12.

[0028] Specifically, the above-mentioned detection wheel 10 is a circular roller, and a wheel frame 101 is provided above the detection wheel 10. However, the direction in which the moving assembly 9 pushes the circular roller is perpendicular to the direction in which the front vehicle frame 41 drives its movement. Refer to Figure 5 It can be better understood that this figure is a top view of the detection wheel 10. The force in the vertical direction is the force F1 exerted on it by the front vehicle frame 41, and the force in the horizontal direction is the thrust exerted on it by the moving assembly 9, resulting in excessive wear of the detection wheel 10 in the horizontal direction, which is likely to cause damage to the detection wheel 10 and affect subsequent detection results. Therefore, a steering assembly 7 is also provided here. The steering assembly 7 is installed on the detection vehicle frame 43. The steering assembly 7 rotates the self-retractable wheel frame 6 by a required angle to steer the detection wheel 10, that is, the detection wheel 10 moves in an inclined state, greatly reducing the wear in the horizontal direction. The self-retractable wheel frame 6 rotates 45°, causing the detection wheel 10 to turn 45°.

[0029] In addition, the above-mentioned steering assembly 7 includes a driven wheel 73 fixed to the periphery of the self-retractable wheel frame 6. A driving wheel 72 is engaged on one side of the driven wheel 73. A steering motor 71 for driving the driving wheel 72 to rotate is assembled on one side of the main frame 8. The steering motor 71 can drive the driving wheel 72 to rotate, that is, the self-retractable wheel frame 6 can be rotated by a required angle through the driven wheel 73. After steering, the detection wheel 10 is driven to move by the moving assembly 9. At this time, the moving state of the detection wheel 10 is not inclined and rotated, and the detection wheel 10 re-enters the surface of the wheel track belt A, and the wear is greatly reduced.

[0030] Combined with Figure 4 、 Figure 6 and Figure 7 As shown, for the accuracy of detection, the above-mentioned color sensor 12 is substantially close to the detection wheel 10. In actual use, it is found that the color sensor 12 that is relatively close will cause the detection wheel 10 to collide with the color sensor 12 during steering. Therefore, a separation assembly 5 is provided. Specifically, a cam 51 is fixedly provided on the periphery of the self-retractable wheel frame 6. Sliders 52 are provided on both sides of the cam 51. The sliders 52 can slide on the transverse moving seat 81. A first spring 53 is fixedly provided between the sliders 52 and the inner side wall of the detection vehicle frame 43; the color sensor 12 is suspended below the sliders 52.

[0031] In this embodiment, when the steering assembly 7 rotates, the self - telescoping wheel carrier 6 rotates accordingly, thereby driving the cam 51 to rotate. When the cam 51 rotates, it can push the slider 52 to slide outward on the transverse movement seat 81 (at this time, the first spring 53 is in a compressed state), and then drive the color sensor 12 away from the detection wheel 10 to avoid the phenomenon of wheel collision. The first spring 53 is used to reset the slider 52.

[0032] Referring Figure 7 and Figure 9 As shown, the above - mentioned self - telescoping wheel carrier 6 includes an outer sleeve 61, a telescopic rod 62, and a pressure plate 63. The outer sleeve 61 is rotatably installed on the main frame 8. The telescopic rod 62 is inserted into the outer sleeve 61, and a spring seat 65 is fixedly provided at the lower end of the part of the telescopic rod 62 located inside the outer sleeve 61. A second spring 64 is provided between the upper surface of the spring seat 65 and the upper end of the outer sleeve 61. The pressure plate 63 is installed at the upper end of the telescopic rod 62. The pressure plate 63 has a wide contact surface to compensate for the displacement of the detection wheel 10, so that the pressure plate 63 is always in contact with the lower end of the vertical displacement sensor 13. Preferably, the pressure plate 63 is circular.

[0033] In this embodiment, when the detection wheel 10 is jacked up by the road surface, the telescopic rod 62 moves upward, driving the pressure plate 63 to apply pressure to the force - receiving plate 131. Thus, the force - receiving plate 131 moves upward, and the vertical displacement sensor 13 can obtain the detection result. At the same time, the spring seat 65 compresses the second spring 64 upward. When the detection wheel 10 is no longer jacked up by the road surface, the second spring 64 resets to achieve the purpose of resetting the downward movement of the pressure plate 63. Additionally, it is worth noting that the pressure plate 63 always has pressure on the force - receiving plate 131, and the two are always in contact. Preferably, balls 132 are provided on the lower surface of the force - receiving plate 131, so as to avoid wear between the pressure plate 63 and the force - receiving plate 131 when the moving assembly 9 drives the self - telescoping wheel carrier 6 to move horizontally.

[0034] Combined Figure 6 and Figure 10 In the above overall embodiment, the moving assembly 9 can be driven by a lead screw, a gear, or a cylinder. Taking the lead - screw drive as an example below, the specific structure of the moving assembly 9 in the embodiment of the present invention is described; specifically, the moving assembly 9 includes a lead screw 94 located on one side of the transverse movement seat 81. A nut 95 is threadedly connected to the lead screw 94. A connecting seat 82 is provided between the nut 95 and the main frame 8. Both ends of the lead screw 94 are installed on the detection vehicle frame 43 through bearings. A moving motor 91 is also provided on the detection vehicle frame 43, and a driving bevel gear 92 is fixedly provided at its power output end. A driven bevel gear 93 meshing with the driving bevel gear 92 is assembled at one end of the lead screw 94. Preferably, a stabilizing rod 96 is provided on the other side of the transverse movement seat 81. A sliding sleeve 97 is sleeved on the stabilizing rod 96, and a connecting seat 82 is provided between the sliding sleeve 97 and the main frame 8, thereby maintaining the moving stability of the main frame 8 and the transverse movement seat 81.

[0035] In this embodiment, when the moving motor 91 works, it can drive the lead screw 94 to rotate through the driving bevel gear 92 and the driven bevel gear 93, so that the nut 95 can move horizontally, and then drive the main frame 8 and the transverse movement seat 81 to move horizontally.

[0036] During use (when working), before detection, first connect the other end of the connecting rod 1 to a vehicle that can travel on the road, and place the detection wheel 10 on the surface of the wheel track belt A. When the flatness of the wheel track belt A is poor, the detection wheel 10 is pushed up by the road surface, the telescopic rod 62 moves upward, drives the pressure plate 63 to apply pressure to the force receiving plate 131, so that the force receiving plate 131 moves upward, and the vertical displacement sensor 13 can obtain the detection result and transmit the result to the controller 2. At the same time, the spring seat 65 compresses the second spring 64 upward. When the detection wheel 10 is no longer pushed up by the road surface, the second spring 64 resets to achieve the purpose of resetting the downward movement of the pressure plate 63.

[0037] At the same time, the color sensor 12 detects the color below itself. When the detected color is the color of the wheel track belt A, that is, the detection wheel 10 is just located on the wheel track belt A ( Figure 11 in all three cases above, the detection wheel 10 is just in the state of being located on the wheel track belt A), the moving component 9 does not move; on the contrary, when the position of the detection wheel 10 crosses the wheel track belt A, the controller 2 can first control the steering motor 71 to work. The steering motor 71 can drive the driving wheel 72 to rotate, and drive the self-expanding wheel frame 6 to rotate by the required angle through the driven wheel 73. The steered detection wheel 10 is driven to move by the moving component 9, and the detection wheel 10 re-enters the surface of the wheel track belt A.

[0038] For example, referring to Figure 12 Figure (a), the detection wheel 10 moves leftward away from the wheel track belt A. At this time, a color sensor 12 on the left detects that the color below it is a non-wheel track belt area. The controller 2 controls the steering motor 71 to work, making it turn right, as shown in Figure 12 Figure (b). Subsequently, the controller 2 controls the moving component 9 to work again, pushing the detection wheel 10 onto the wheel track belt A, as shown in Figure 12 Figure (c), until the color sensor 12 detects that the ground color is dark (the color of the wheel track belt A), the controller 2 controls the steering motor 71 to work in the reverse direction again to reset the direction of the detection wheel 10, as shown in Figure 12 Figure (d).

[0039] Another example, referring to Figure 13 Figure (a), the detection wheel 10 moves rightward away from the wheel track belt A. At this time, a color sensor 12 on the right detects that the color below it is a non-wheel track belt area. The controller 2 controls the steering motor 71 to work, making it turn left, as shown in Figure 13 Figure (b). Subsequently, the controller 2 controls the moving component 9 to move in the reverse direction, pushing the detection wheel 10 onto the wheel track belt A, as shown in Figure 13(c), until the color sensor 12 detects that the ground color is dark (the color of the wheel track belt A), the controller 2 controls the steering motor 71 to work in the reverse direction again to reset the direction of the detection wheel 10, as shown in Figure 13 (d).

[0040] Embodiment 2: Combining Figures 14 - 17 As shown, the difference between this embodiment and Embodiment 1 is that the steering assembly 7 is directly controlled by the moving assembly 9 to work, and then the traversing seat 81 is controlled to move by the moving assembly 9.

[0041] Specifically, the moving assembly 9 has two power output ends, that is, two nuts 95 are arranged on the lead screw 94 as two power output ends, and two sliding sleeves 97 are sleeved on the stabilizing rod 96. The corresponding nuts 95 and the sliding sleeves 97 are assembled with a connecting frame 16, and the connecting frame 16 is located above the traversing seat 81. The steering assembly 7 includes hinge seats 74 installed on two sides of one side of the self - telescopic wheel frame 6. Pulling ropes 75 are provided on both hinge seats 74, and each pulling rope 75 is connected to a connecting frame 16. The moving assembly 9 can pull the pulling rope 75 to drive the self - telescopic wheel frame 6 to rotate. In addition, in the initial state, both pulling ropes 75 are in a slack state, and the drag block 17 is located at the middle position of the compensation groove 811 in the initial state. Preferably, a torsion spring is provided between the self - telescopic wheel frame 6 and the main frame 8 for resetting the rotated self - telescopic wheel frame 6. Furthermore, in order to achieve the purpose that the moving assembly 9 can drive the steering assembly 7 to work first and then push the traversing seat 81 to move, a hanging block 18 is provided on the connecting frame 16, a drag block 17 is provided at the lower end of the hanging block 18, and a compensation groove 811 adapted to the drag block 17 is opened on the traversing seat 81.

[0042] For example, referring to Figure 14 , when the detection result of the left - hand color sensor 12 is not the color of the wheel track belt, that is, the detection wheel 10 is in the state shown in Figure 12 (a), the controller 2 controls the moving motor 91 to work, so that the nut 95 moves to the right, and thus the connecting frame 16 moves to the right. The right - hand pulling rope 75 is in a gradually tightened state, while the left - hand pulling rope 75 is in a more slack state until the right - hand pulling rope 75 starts to apply a pulling force to the hinge seat 74. At this time, the self - telescopic wheel frame 6 rotates counterclockwise by 45° in the state shown in Figure 14 , and the slack left - hand pulling rope 75 can compensate for the rotation amount of the self - telescopic wheel frame 6. At this time, the detection wheel 10 is in the state shown in Figure 12 (b), and at this time, both drag blocks 17 reach the right - most side of the corresponding compensation grooves 811. As the moving assembly 9 continues to move to the right, the drag block 17 can drag the entire traversing seat 81 to move to the right, forming Figure 12The state shown in (c). Subsequently, the controller 2 controls the moving component 9 to drive the connecting frame 16 to reset by a certain distance. After the connecting frame 16 resets, the drag block 17 returns to the middle of the compensation groove 811 again, and the right pull rope 75 no longer exerts a pulling force on the self - telescopic wheel frame 6. Thus, the self - telescopic wheel frame 6 automatically rotates and resets due to the action of the torsion spring. At this time, the detection wheel 10 forms Figure 12 The state shown in (d).

[0043] Embodiment 3: As shown in combination with Figures 18 - 20 , the difference between this embodiment and the above two embodiments is that in order to reduce the setting of the above - mentioned steering component 7, the detection wheel 10 is set as a spherical wheel, and an outer wheel frame 101 is provided above the detection wheel 10. Here, the wheel frame 101 is a spherical shell with an opening, and there is an opening below it for exposing the spherical wheel to rotate on the road surface. Transverse seats 81 are provided on both sides of the main frame 8. The transverse seats 81 pass through the detection vehicle frame 43, enabling the main frame 8 to slide on the detection vehicle frame 43 when the main frame 8 generates displacement. The moving component 9 directly pushes the spherical detection wheel 10 to move horizontally. Due to its spherical structure, the horizontal friction can also be greatly reduced. Preferably, the pressure plate 63 is of a rectangular structure.

[0044] Combined with Figures 21 - 24 , on the second aspect, the present invention also provides another mapping flatness calibration device. The mapping flatness calibration device is similar to the detection method in the above - mentioned first invention. The vehicle body structure is the same as that in the first invention, and it also includes a detection vehicle frame 43, a vertical displacement sensor 13, and a detection wheel 10. The detection vehicle frame 43 is composed of two sets of supporting plates arranged side by side. The vertical displacement sensor 13 is fixedly arranged at a position above the middle between the two sets of supporting plates. The detection wheel 10 is located in the lower space between the two sets of supporting plates, and a self - telescopic wheel frame 6 is provided between the detection wheel 10 and the vertical displacement sensor 13. The detection wheel 10 is used to contact the surface of the wheel track belt A. A main frame 8 for supporting the self - telescopic wheel frame 6 is provided on the detection vehicle frame 43. Transverse seats 81 are provided on both sides of the main frame 8. The transverse seats 81 pass through the detection vehicle frame 43, enabling the main frame 8 to slide on the detection vehicle frame 43 when the main frame 8 generates displacement, thereby adjusting the position of the detection wheel 10.

[0045] Specifically, the difference lies in that the detection points of the color sensor 12 in the present invention are different. The color sensor 12 in the present invention is used to detect the lane demarcation line B (the existing lane demarcation line B is generally white or yellow and generally has a width of 10 cm). The color of the lane demarcation line B has a greater distinction from the color of the ground lane. Compared with directly detecting the color of the wheel track A, its accuracy is higher. Therefore, an extension rod, a controller 2 and a moving component 9 are provided here. The extension rod is arranged at one end of one of the transverse seats 81 away from the main frame 8, and a color sensor 12 is installed at the end of the extension rod away from the main frame 8. The color sensor 12 is initially aligned with the lane demarcation line B. The color sensor 12 is used to detect the color below itself. The controller 2 is used to receive the signal of the color sensor 12 and obtain the information that the position of the color sensor 12 is located at or crosses the lane demarcation line B. The moving component 9 is arranged on two support plates. The controller 2 is used to drive the moving component 9 to work. The moving component 9 changes the position of the main frame 8 so that the detection wheel 10 is always located on the surface of the wheel track A. It should be noted that the extension rod can be assembled on any one of the transverse seats 81 through bolts, so as to achieve the purpose of detecting the flatness of the left or right wheel track. Preferably, the distance between the two color sensors 12 is 5 cm - 8 cm. The above-mentioned extension rod includes a housing 83. One end of the housing 83 is installed on one of the transverse seats 81. A cross bar 85 is inserted into the housing 83. A suspension seat 86 is provided at the end of the cross bar 85 away from the transverse seat 81. The color sensor 12 is suspended below the suspension seat 86. By applying an axial force to the cross bar 85, the length of the cross bar 85 extending out of the housing 83 can be adjusted, so as to adjust the position of the color sensor 12, so that when the detection wheel 10 is located on the wheel track A, the color sensor 12 is located on the lane demarcation line B.

[0046] It is stipulated in the "Code for In-Situ Testing of Highway Subgrade and Pavement" that when the inner wheel track is used as the detection point, or the outer wheel track is used as the detection point, an area 80 cm - 100 cm away from the lane demarcation line B is selected. After the cross bar 85 extends to the maximum length, the overall length of the extension rod is not less than 100 cm. Preferably, a compression bolt 84 is provided on the housing 83. Tightening the compression bolt 84 can lock the position of the cross bar 85 on the housing 83, making the extension rod more stable when traveling with the vehicle.

[0047] Before the mapping flatness calibration device provided by the embodiment of the present invention is used, first connect the other end of the connecting rod 1 to a vehicle that can travel on the road, place the detection wheel 10 on the surface of the wheel track A, and then adjust the length of the extension rod so that the two color sensors 12 are located in the middle of the lane demarcation line B. When the vehicle travels, it drives this device to move. The detection wheel 10, the self-retractable wheel frame 6 and the vertical displacement sensor 13 cooperate to detect the flatness of the wheel track A.

[0048] Meanwhile, the two color sensors 12 work simultaneously to detect the color below themselves. In the present invention, when the two color sensors 12 simultaneously detect a color that is not the lane demarcation line, the controller 2 will control the movement component 9 to act. This is because the width of the lane demarcation line B is smaller than the width of the wheel track A, and the distance between the wheel track A and the lane demarcation line B can vary between 80 cm and 100 cm. Therefore, if a single color sensor 12 starts to adjust the position of the detection wheel 10 when it detects a non-lane demarcation line area, it will cause the position of the detection wheel 10 to be adjusted due to a slight deviation of the position of the moving vehicle, resulting in the position of the detection wheel 10 being in an adjustment state at all times and affecting the working stability of the detection wheel 10.

[0049] Referring to Figure 22 , the three situations are the states where the distance between the color sensor 12 and the detection wheel 10 is within the reasonable range of 80 cm - 100 cm. Although Figure 23 in (b) and Figure 23 (c), one of the color sensors 12 has crossed to one side of the lane demarcation line B, but at this time the detection wheel 10 has not crossed the wheel track A, and the distance between the wheel track A and the lane demarcation line B is also within 80 cm - 100 cm, so the movement component 9 does not act. On the contrary, when the positions of the two color sensors 12 cross the lane demarcation line B, the controller 2 can first control the steering motor 71 to work. The steering motor 71 can drive the driving wheel 72 to rotate, and thus drive the self-retractable wheel frame 6 to rotate by the required angle through the driven wheel 73. The steered detection wheel 10 is driven by the movement component 9 to displace, so that the detection wheel 10 re-enters the surface of the wheel track A.

[0050] For example, referring to Figure 24 (a), at this time both color sensors 12 have crossed to the left side of the lane demarcation line B, and the detection wheel 10 has moved leftward away from the wheel track A (it may not have moved leftward away, but is about to move away). At this time, the two color sensors 12 detect a non-lane demarcation line area below them; the controller 2 controls the steering motor 71 to work, so that the detection wheel 10 turns right, as Figure 24 (b), at this time the positions of the two color sensors 12 remain unchanged; then the controller 2 controls the movement component 9 to work again. The movement component 9 drives the main frame 8 to move rightward, and at the same time pushes the detection wheel 10 onto the wheel track A. The two color sensors 12 move back onto the lane demarcation line B. At this time, the colors detected by the two color sensors 12 are the colors of the lane demarcation line B, as Figure 24 (c); the controller 2 controls the steering motor 71 to work in the reverse direction again, so that the direction of the detection wheel 10 is reset, as Figure 24 (d), at this time the positions of the two color sensors 12 remain unchanged. On the contrary, when both color sensors 12 have crossed to the right side of the lane demarcation line B, the principle is the same.

[0051] Thirdly, the present invention also provides a method for calibrating the mapping flatness, which is used for the above-mentioned mapping flatness calibration device, and includes the following steps: Step 1: Detect that the vehicle frame 43 is assembled at the rear of the traveling vehicle, the detection wheel 10 in the moving state detects the flatness of the wheel track belt A, and the color sensor 12 detects the chromaticity below it; Step 2: According to the chromaticity detected by the color sensor 12, the moving component 9 controls the position of the detection wheel 10 to form a state where the detection wheel 10 is always located at the position of the wheel track belt A.

Claims

1. A mapping flatness calibration device, characterized in that, Including: A detection vehicle frame (43), the detection vehicle frame (43) being two sets of support plates arranged side by side; A vertical displacement sensor (13), the vertical displacement sensor (13) being fixedly arranged at a position above the middle between the two sets of support plates; A detection wheel (10), the detection wheel (10) being located in the lower space between the two sets of support plates, and a self - telescopic wheel frame (6) being arranged between the detection wheel (10) and the vertical displacement sensor (13), the detection wheel (10) being used for contacting the surface of the wheel track belt; A color sensor (12), the color sensor (12) being located on both sides of the detection wheel (10), and the color sensor (12) being used for detecting the color below itself; A controller (2), the controller (2) being used for receiving the signal of the color sensor (12) and obtaining the information that the position of the detection wheel (10) is at or beyond the wheel track belt; A moving component (9), the moving component (9) being arranged on the two sets of support plates, the controller (2) being used for controlling the operation of the moving component (9), and the moving component (9) driving the detection wheel (10) to move so that the detection wheel (10) is always located on the surface of the wheel track belt; The detection wheel (10) is a circular roller, and a wheel frame (101) is arranged above the detection wheel (10); It further includes a steering component (7), the steering component (7) being installed on the detection vehicle frame (43), and the steering component (7) enabling the detection wheel (10) to turn by driving the self - telescopic wheel frame (6) to rotate by a required angle; A main frame (8) for supporting the self - telescopic wheel frame (6) is arranged on the detection vehicle frame (43), transverse displacement seats (81) are arranged on both sides of the main frame (8), and the transverse displacement seats (81) pass through the detection vehicle frame (43) so that the main frame (8) can slide on the detection vehicle frame (43) when generating displacement; The moving component (9) has two power output ends, and connecting frames (16) are arranged at both power output ends; The steering component (7) includes hinge seats (74) arranged at two positions on one side of the outside of the self - telescopic wheel frame (6) deviating from the direction of the transverse displacement seat (81), ropes (75) are arranged on both hinge seats (74), each rope (75) is connected to a connecting frame (16), and the moving component (9) can pull the rope (75) to drive the self - telescopic wheel frame (6) to rotate; A torsion spring is arranged between the self - telescopic wheel frame (6) and the main frame (8); A hanging block (18) is arranged on the connecting frame (16), a dragging block (17) is arranged at the lower end of the hanging block (18), and a compensation groove (811) adapted to the dragging block (17) is formed on the transverse displacement seat (81); 2. The mapping flatness calibration device according to claim 1, characterized in that: A cam (51) is fixedly arranged on the periphery of the self - telescopic wheel frame (6), sliders (52) are arranged on both sides of the cam (51), the sliders (52) can slide on the transverse displacement seat (81), and a first spring (53) is fixedly arranged between the sliders (52) and the inner side wall of the detection vehicle frame (43); The color sensor (12) is suspended below the slider (52); 3. A mapping flatness calibration device according to claim 1 or 2, characterized in that: The self - telescopic wheel frame (6) includes: An outer sleeve (61); A telescopic rod (62) is inserted into an outer sleeve (61). A spring seat (65) is fixedly provided at the lower end of the part of the telescopic rod (62) located inside the outer sleeve (61). A second spring (64) is provided between the upper surface of the spring seat (65) and the upper end of the outer sleeve (61). A pressure plate (63) is installed at the upper end of the telescopic rod (62). The pressure plate (63) has a wide contact surface to compensate for the displacement of the detection wheel (10), so that the pressure plate (63) always contacts the lower end of the vertical displacement sensor (13).

4. A mapping flatness calibration device, characterized in that, It includes: A detection vehicle frame (43), and the detection vehicle frame (43) is two sets of support plates arranged side by side; A vertical displacement sensor (13) is fixedly provided at a position above the middle between the two sets of support plates; A detection wheel (10) is located in the lower space between the two sets of support plates. A self - telescoping wheel frame (6) is provided between the detection wheel (10) and the vertical displacement sensor (13). The detection wheel (10) is used to contact the surface of the wheel track belt. A main frame (8) for supporting the self - telescoping wheel frame (6) is provided on the detection vehicle frame (43). Transverse displacement seats (81) are provided on both sides of the main frame (8). The transverse displacement seats (81) pass through the detection vehicle frame (43), so that the main frame (8) can slide on the detection vehicle frame (43) when it generates displacement; An extension rod is provided at one end of a transverse displacement seat (81) away from the main frame (8). A color sensor (12) is installed at the end of the extension rod away from the main frame (8). In the initial state, the color sensor (12) is aligned with the lane dividing line, and the color sensor (12) is used to detect the color below itself; A controller (2) is used to receive the signal of the color sensor (12) and obtain the information that the position of the color sensor (12) is at or across the lane dividing line; The detection wheel (10) is a circular roller, and a wheel frame (101) is provided above the detection wheel (10); It further includes a steering assembly (7). The steering assembly (7) is installed on the detection vehicle frame (43). The steering assembly (7) makes the detection wheel (10) turn by driving the self - telescoping wheel frame (6) to rotate by a required angle; A moving assembly (9) is provided on the two sets of support plates. The controller (2) is used to drive the moving assembly (9) to work. The moving assembly (9) makes the detection wheel (10) always located on the surface of the wheel track belt by changing the position of the main frame (8); The moving assembly (9) has two power output ends, and connecting frames (16) are provided at both power output ends; The steering assembly (7) includes hinge seats (74) installed on two sides of the outside of the self - telescoping wheel frame (6) deviating from the direction of the transverse displacement seat (81). Pulling ropes (75) are provided on both hinge seats (74). Each pulling rope (75) is connected to a connecting frame (16). The moving assembly (9) can pull the pulling ropes (75) to drive the self - telescoping wheel frame (6) to rotate; A torsion spring is provided between the self - telescoping wheel frame (6) and the main frame (8); A drooping block (18) is provided on the connecting frame (16), a dragging block (17) is provided at the lower end of the drooping block (18), and a compensation groove (811) adapted to the dragging block (17) is formed on the transverse movement seat (81).

5. The mapping flatness calibration device according to claim 4, characterized in that: The extension rod includes a housing (83), one end of the housing (83) is installed on one of the transverse movement seats (81), a cross bar (85) is inserted into the housing (83), a hanging seat (86) is provided at the end of the cross bar (85) away from the transverse movement seat (81), and the color sensor (12) is hoisted below the hanging seat (86); A pressing bolt (84) is provided on the housing (83), and tightening the pressing bolt (84) can lock the position of the cross bar (85) on the housing (83).

6. A mapping flatness calibration method, which is used for the mapping flatness calibration device described in claim 1 or 4, is characterized in that, It includes the following steps: Step 1: Detect that the vehicle frame (43) is assembled at the rear of the moving vehicle, the detection wheel (10) in the moving state detects the flatness of the wheel track belt, and the color sensor (12) detects the chromaticity below it; Step 2: According to the chromaticity detected by the color sensor (12), the moving assembly (9) controls the position of the detection wheel (10) to form a state where the detection wheel (10) is always located at the position of the wheel track belt.

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