Highway pavement skid resistance detection device

Abstract

The invention discloses a highway pavement skid resistance detection device, and relates to the technical field of highway detection, and the device comprises a driving vehicle body, a connecting plate, a measuring assembly and an oscillographic assembly. The measuring assembly maintains the constant pressure between the friction block and the road surface through the constant pressure part, and a stable measuring result can be maintained even after abrasion. The oscillographic assembly converts the friction force into a displacement signal, and a waveform is drawn on the paper tape through a plotter pen, so that the anti-skid performance of the road surface is visually reflected. The constant-pressure part is combined with a traction spring, a constant-pressure air cylinder and a distance measuring sensor to achieve automatic pressure adjustment. The transmission part achieves efficient conversion from friction force to displacement signals through multi-stage transmission. The device has the advantages of high precision, high automation degree, high adaptability, convenience in operation and the like, and provides a reliable basis for road maintenance and safety evaluation.

Description

Technical Field

[0001] The present invention relates to the technical field of highway detection, and specifically to a device for detecting the skid resistance of highway pavements. Background Art

[0002] The skid resistance of highway pavements is one of the important indicators for measuring highway safety. With the increase in traffic flow and vehicle speed, the requirements for pavement skid resistance are becoming increasingly strict. Good skid resistance can effectively reduce traffic accidents caused by slippery pavements during vehicle driving.

[0003] Existing pavement skid resistance detection methods mostly rely on manual operations, which are not only inefficient, but also greatly affected by human factors in measurement results, making it difficult to accurately reflect the true skid resistance of the pavement. In addition, existing detection devices have deficiencies in maintaining the stability of the contact pressure between the friction blocks and the pavement. Especially after the friction blocks are worn, it is difficult to maintain a constant pressure, thus affecting the measurement accuracy. For this reason, those skilled in the art have proposed a device for detecting the skid resistance of highway pavements to solve the problems raised in the above background. Summary of the Invention

[0004] The purpose of the present invention is to provide a device for detecting the skid resistance of highway pavements to solve the problems raised in the above background art.

[0005] To achieve the above purpose, the present invention provides the following technical solutions:

[0006] A device for detecting the skid resistance of highway pavements includes a driving vehicle body and a connecting plate. The driving vehicle body includes a driving body and driving wheels. The driving body is connected through the connecting plate with a measuring component for measuring the frictional force between the friction blocks and the pavement. The measuring component includes friction blocks, a constant pressure part, and a traction block. The constant pressure part is used to maintain the pressure received when the friction blocks are in contact with the pavement. A transmission plate is fixedly connected to the traction block, and the traction block is connected through the transmission plate with an oscilloscope component for displaying the frictional force waveform. The oscilloscope component includes a transmission part, a waveform drawing pen, and a waveform display part. The transmission part is connected to the transmission plate, converting the frictional force into a displacement signal. The waveform drawing pen is used to respond to the displacement signal of the transmission part. The waveform display part includes a paper tape linked to the driving wheels, which is used to receive the waveform drawn by the waveform drawing pen.

[0007] As a further solution of the present invention: The constant pressure part includes a guide rod, a traction spring, a limit plate, a counterweight block, and a sliding rod. A horizontally placed traction spring is fixedly connected to the side of the connecting plate. The other end of the traction spring is fixedly connected to a limit plate. The limit plate is fixedly connected to a guide rod. The end of the guide rod penetrates through the traction spring and the connecting plate and is fixedly connected to the traction block. The four corners of the traction block penetrate through the sliding rods. Counterweight blocks are fixedly connected to the upper ends of the sliding rods, and friction blocks are fixedly connected to the lower ends.

[0008] As a further solution of the present invention: The constant pressure part further includes an H-shaped plate, a constant pressure L-shaped rod, a constant pressure cylinder and a distance measuring sensor. A constant pressure L-shaped rod and a distance measuring sensor are fixedly connected to the traction block. The L-shaped rod is connected with the constant pressure cylinder. The four groups of counterweight blocks are connected by the H-shaped plate. The piston rod of the constant pressure cylinder is fixedly connected to the H-shaped plate. The distance measuring sensor is located directly below the H-shaped plate. The distance measuring sensor detects the height of the H-shaped plate in real time and feeds back to control the constant pressure cylinder to adjust the pressure.

[0009] As a further solution of the present invention: A plurality of heat dissipation grooves with a fixed size distance are arranged in an array at the bottom of the friction block.

[0010] As a further solution of the present invention: The transmission part includes a transmission horizontal plate, a first transmission rack, a first transmission gear, a first transmission support plate, a first transmission support rod and a first bevel gear. The transmission horizontal plate is fixedly connected to the transmission plate. A first transmission rack is fixedly connected to the front end of the transmission horizontal plate. A first transmission support plate is fixedly connected to the driving vehicle body. A first transmission support rod is rotatably connected to the side of the first transmission support plate. A first transmission gear and a first bevel gear are fixedly connected to the first transmission support rod. The first transmission gear meshes with the first transmission rack.

[0011] As a further solution of the present invention: The transmission part further includes a transmission L-shaped plate, a first transmission cross bar, a second bevel gear, a second transmission cross bar, a first transmission wheel, a first driven wheel and a first transmission belt. A transmission L-shaped plate is fixedly connected to the connecting plate. A first transmission cross bar is rotatably connected to the side of the transmission L-shaped plate. A first transmission wheel and a second bevel gear are fixedly connected to the first transmission cross bar. The second bevel gear meshes with the first bevel gear. A second transmission cross bar is fixedly connected to the driving vehicle body. The second transmission cross bar is parallel to the first transmission cross bar in the vertical direction. A first driven wheel is rotatably connected to the end of the second transmission cross bar. The first driven wheel and the first transmission wheel are connected by a first transmission belt.

[0012] As a further solution of the present invention: The transmission part further includes a second transmission gear, a transmission support, a transmission slide bar, a transmission slide sleeve and a second transmission rack. A second transmission gear is fixedly connected to the middle section of the second transmission cross bar. A transmission support is fixedly connected to the driving vehicle body. A transmission slide bar is fixedly connected to the front end of the transmission support. The transmission slide bar is slidably connected to the transmission slide sleeve. A second transmission rack is fixedly connected to the lower part of the transmission slide sleeve. The second transmission rack meshes with the second transmission gear.

[0013] As a further solution of the present invention: A drawing wave frame is fixedly connected above the transmission slide sleeve. A drawing wave vertical rod is fixedly connected to the front end of the drawing wave frame. A drawing wave sleeve and a drawing wave pen are slidably connected to the drawing wave vertical rod. A drawing wave spring is connected between the drawing wave sleeve and the drawing wave pen.

[0014] As a further solution of the present invention: The wave display part includes a wave display bracket, a first wave display cross bar, a second wave display cross bar, a third wave display cross bar, a second driving wheel, a second driven wheel, a second transmission belt, a third driving wheel, a third driven wheel, a third transmission belt, a fourth driving wheel, a fourth driven wheel and a paper tape. The side of the driving wheel is fixedly connected with the first wave display cross bar, and the front end of the first wave display cross bar is fixedly connected with the second driving wheel. The driving vehicle body is fixedly connected with the wave display bracket, and the second wave display cross bar, the third wave display cross bar and the fourth driven wheel are rotatably connected to the wave display bracket. The second wave display cross bar is fixedly connected with the second driven wheel and the third driving wheel, and the third wave display cross bar is fixedly connected with the third driven wheel and the fourth driving wheel. The second driving wheel and the second driven wheel are connected by the second transmission belt, and the size of the second driven wheel is larger than that of the second driving wheel. The third driving wheel and the third driven wheel are connected by the third transmission belt. The two ends of the paper tape are respectively wound around the fourth driven wheel and the fourth driving wheel, and the wave drawing pen is pressed against the paper tape through the wave drawing spring.

[0015] As a further solution of the present invention: The driving vehicle body is fixedly connected with a trapezoidal block, and a scanner for scanning lines is fixedly connected to the trapezoidal block.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: The constant pressure part of the present device works in coordination with various structures, can accurately maintain the constant pressure between the friction block and the road surface. Even if the friction block wears during use, the pressure can be adjusted in time to ensure the stability of the detection result; the heat dissipation grooves at the bottom of the friction block effectively reduce the influence of heat generated by friction on the detection result, ensuring that the measurement of the friction coefficient is not interfered by temperature changes under different detection conditions, and making the detection result more truly reflect the anti-skid performance of the road surface; the transmission part realizes the efficient conversion of the friction force into a displacement signal through multi-stage transmission, ensuring the stable transmission and amplification of the measurement signal, and improving the operation efficiency of the detection device; the wave display part realizes the continuous movement of the paper tape through a transmission system linked with the driving wheel, ensuring that the waveform can completely record the change of the friction force, and improving the automation degree of the detection process; at the same time, the scanner can perform scanning and digital processing on the waveform, which is convenient for subsequent data storage, comparison and in-depth analysis. Description of the Drawings

[0017] Figure 1 It is a schematic structural diagram of a device for detecting the anti-skid performance of a highway road surface.

[0018] Figure 2 It is a schematic structural diagram of a measurement component in a device for detecting the anti-skid performance of a highway road surface.

[0019] Figure 3 It is a partial schematic structural diagram of the transmission part in a device for detecting the anti-skid performance of a highway road surface.

[0020] Figure 4Schematic structural diagram of the second transmission gear in a highway pavement skid resistance detection device.

[0021] Figure 5 Schematic structural diagram of the recording pen in a highway pavement skid resistance detection device.

[0022] Figure 6 Partial schematic structural diagram of the waveform display component in a highway pavement skid resistance detection device.

[0023] Figure 7 Schematic structural diagram of the paper tape in a highway pavement skid resistance detection device

[0024] Figure 8 Schematic structural diagram of the trapezoidal block and the scanner in a highway pavement skid resistance detection device.

[0025] In the figure: 1. Driving vehicle body; 101. Driving vehicle body; 102. Driving wheel; 2. Connecting plate; 3. Measuring component; 301. Friction block; 302. Traction block; 303. Guide rod; 304. Traction spring; 305. Limiting plate; 306. Counterweight block; 307. Sliding rod; 308. H-shaped plate; 309. Constant pressure L-shaped rod; 310. Constant pressure cylinder; 311. Distance measuring sensor; 312. Heat dissipation groove; 4. Oscilloscope component; 401. Transmission horizontal plate; 402. First transmission rack; 403. First transmission gear; 404. First transmission support plate; 405. First transmission support rod; 406. First bevel gear; 407. Transmission L-shaped plate; 408. First transmission cross bar; 409. Second bevel gear; 410. Second transmission cross bar; 411. First transmission wheel; 412. First driven wheel; 413. First transmission belt; 414. Second transmission gear; 415. Transmission support; 416. Transmission slide bar; 417. Transmission slide sleeve; 418. Second transmission rack; 419. Recording pen frame; 420. Recording pen vertical rod; 421. Recording pen sleeve; 422. Recording pen; 423. Recording pen spring; 424. Waveform display support; 425. First waveform display cross bar; 426. Second waveform display cross bar; 427. Third waveform display cross bar; 428. Second transmission wheel; 429. Second driven wheel; 430. Second transmission belt; 431. Third transmission wheel; 432. Third driven wheel; 433. Third transmission belt; 434. Fourth transmission wheel; 435. Fourth driven wheel; 436. Paper tape; 5. Transmission plate; 6. Trapezoidal block; 7. Scanner. Detailed implementation manners

[0026] It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0027] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention. In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first", "second", etc. may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "plurality" is two or more.

[0028] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "mounted", "connected", "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood through specific circumstances.

[0029] The present invention will be described in detail below with reference to the drawings and in conjunction with embodiments.

[0030] Embodiment 1

[0031] Please refer to Figure 1-8 , a highway pavement skid resistance detection device, comprising a driving vehicle body 1 and a connecting plate 2. It is characterized in that the driving vehicle body 1 includes a driving body 101 and driving wheels 102. The driving body 101 is connected through the connecting plate 2 with a measuring assembly 3 for measuring the frictional force between the friction block 301 and the road surface. The measuring assembly 3 includes a friction block 301, a constant pressure part, and a traction block 302. The constant pressure part is used to maintain the pressure received by the friction block 301 when it is in contact with the road surface. A transmission plate is fixedly connected to the traction block 302. The traction block 302 is connected through the transmission plate with an oscilloscope assembly 4 for displaying the friction force waveform. The oscilloscope assembly 4 includes a transmission part, a waveform drawing pen 422, and a waveform display part. The transmission part is connected to the transmission plate, converting the frictional force into a displacement signal. The waveform drawing pen 422 is used to respond to the displacement signal of the transmission part. The waveform display part includes a paper tape 436 linked to the driving wheel 102, which is used to receive the waveform drawn by the waveform drawing pen 422.

[0032] This device drives the vehicle body 1 to move on the road, and uses the friction block 301 in the measuring component 3 to contact the road surface to measure the frictional force between the two. The frictional force received by the friction block 301 during contact with the road surface is pressure-adjusted by the constant pressure part to ensure a constant contact pressure with the road surface even after wear. The change in the frictional force is converted into a displacement signal by the transmission part, and finally the friction force waveform is drawn on the paper tape 436 by the plotting pen 422, so as to intuitively reflect the anti-slip performance of the road surface.

[0033] The constant pressure part includes a guide rod 303, a traction spring 304, a limit plate 305, a counterweight 306, and a sliding rod 307. A horizontally placed traction spring 304 is fixedly connected to the side of the connecting plate 2. The other end of the traction spring 304 is fixedly connected to a limit plate 305. The limit plate 305 is fixedly connected to a guide rod 303. The end of the guide rod 303 passes through the traction spring 304 and the connecting plate 2 and is fixedly connected to a traction block 302. The four corners of the traction block 302 pass through the sliding rod 307. The upper end of the sliding rod 307 is fixedly provided with a counterweight 306, and the lower end is fixedly provided with a friction block 301.

[0034] The constant pressure part further includes an H-shaped plate 308, a constant pressure L-shaped rod 309, a constant pressure cylinder 310, and a distance measuring sensor 311. A constant pressure L-shaped rod 309 and a distance measuring sensor 311 are fixedly connected to the traction block 302. A constant pressure cylinder 310 is connected to the L-shaped rod. The four groups of counterweights 306 are connected by an H-shaped plate 308. The piston rod of the constant pressure cylinder 310 is fixedly connected to the H-shaped plate 308. The distance measuring sensor 311 is located directly below the H-shaped plate 308. The distance measuring sensor 311 detects the height of the H-shaped plate 308 in real time and feeds back to control the constant pressure cylinder 310 to adjust the pressure.

[0035] A number of heat dissipation grooves 312 with a fixed-size distance are arranged in an array at the bottom of the friction block 301.

[0036] The measuring component 3 of this device provides an initial pressure through the counterweight 306. The sliding rod 307 is used to stably tow the towing block 302 to ensure that the friction block 301 is perpendicular to the road surface, and further guides the movement of the towing block 302 through the limiting plate 305 and the guide rod 303 to prevent it from shaking in the horizontal direction. The constant pressure cylinder 310 monitors the height change of the H-shaped plate 308 in real time through the distance measuring sensor 311. When the contact pressure between the friction block 301 and the road surface changes due to wear, the distance measuring sensor 311 feeds back the height change signal to the constant pressure cylinder 310, and the cylinder adjusts the telescopic length of the piston rod according to the feedback signal, thereby adjusting the height of the H-shaped plate 308 to maintain a constant pressure between the friction block 301 and the road surface. A number of heat dissipation grooves 312 are provided at the bottom of the friction block 301. These heat dissipation grooves 312 can effectively reduce the heat generated by friction during the contact between the friction block 301 and the road surface, extend the service life of the friction block 301, and can also ensure the accuracy of the measurement results in a high-temperature environment.

[0037] Embodiment 2

[0038] This embodiment further includes the following improvements on the basis of Embodiment 1: The transmission part includes a transmission horizontal plate 401, a first transmission rack 402, a first transmission gear 403, a first transmission support plate 404, a first transmission support rod 405, and a first bevel gear 406. The transmission horizontal plate 401 is fixedly connected to the transmission plate. The front end of the transmission horizontal plate 401 is fixedly connected to the first transmission rack 402. A first transmission support plate 404 is fixedly connected to the driving vehicle body 101. A first transmission support rod 405 is rotatably connected to the side of the first transmission support plate 404. A first transmission gear 403 and a first bevel gear 406 are fixedly connected to the first transmission support rod 405. The first transmission gear 403 meshes with the first transmission rack 402.

[0039] The transmission part further includes a transmission L-shaped plate 407, a first transmission cross bar 408, a second bevel gear 409, a second transmission cross bar 410, a first transmission wheel 411, a first driven wheel 412, and a first transmission belt 413. A transmission L-shaped plate 407 is fixedly connected to the connecting plate 2. A first transmission cross bar 408 is rotatably connected to the side of the transmission L-shaped plate 407. A first transmission wheel 411 and a second bevel gear 409 are fixedly connected to the first transmission cross bar 408. The second bevel gear 409 meshes with the first bevel gear 406. A second transmission cross bar 410 is fixedly connected to the driving vehicle body 101. The second transmission cross bar 410 is parallel to the first transmission cross bar 408 in the vertical direction. A first driven wheel 412 is rotatably connected to the end of the second transmission cross bar 410. The first driven wheel 412 is connected to the first transmission wheel 411 through the first transmission belt 413.

[0040] The transmission part further includes a second transmission gear 414, a transmission bracket 415, a transmission slide bar 416, a transmission slide sleeve 417 and a second transmission rack 418. A second transmission gear 414 is fixedly connected to the middle section of the second transmission cross bar 410. A transmission bracket 415 is fixedly connected to the driving vehicle body 101. A transmission slide bar 416 is fixedly connected to the front end of the transmission bracket 415. A transmission slide sleeve 417 is slidably connected to the transmission slide bar 416. A second transmission rack 418 is fixedly connected below the transmission slide sleeve 417. The second transmission rack 418 meshes with the second transmission gear 414.

[0041] A wave drawing frame 419 is fixedly connected above the transmission slide sleeve 417. A wave drawing vertical rod 420 is fixedly connected to the front end of the wave drawing frame 419. A wave drawing sleeve 421 and a wave drawing pen 422 are slidably connected to the wave drawing vertical rod 420. A wave drawing spring 423 is connected between the wave drawing sleeve 421 and the wave drawing pen 422.

[0042] When the friction block 301 is subject to a frictional force, the traction block 302 drives the transmission cross plate 401 to move through the transmission plate. The first transmission rack 402 at the front end of the transmission cross plate 401 meshes with the first transmission gear 403, converting the horizontal movement into a rotational movement. The first bevel gear 406 transmits the rotational movement to the second bevel gear 409 and further to the first transmission wheel 411. The first transmission wheel 411 drives the first driven wheel 412 to rotate through the first transmission belt 413, realizing the transmission and amplification of the displacement signal. The second transmission gear 414 meshes with the second transmission rack 418, further converting the rotational movement into a linear movement, and finally driving the transmission slide sleeve 417 to move left and right along the transmission slide bar 416.

[0043] The wave display part includes a wave display bracket 424, a first wave display cross bar 425, a second wave display cross bar 426, a third wave display cross bar 427, a second driving wheel 428, a second driven wheel 429, a second transmission belt 430, a third driving wheel 431, a third driven wheel 432, a third transmission belt 433, a fourth driving wheel 434, a fourth driven wheel 435 and a paper tape 436. A first wave display cross bar 425 is fixedly connected to the side of the driving wheel 102. A second driving wheel 428 is fixedly connected to the front end of the first wave display cross bar 425. A wave display bracket 424 is fixedly connected to the driving vehicle body 101. A second wave display cross bar 426, a third wave display cross bar 427 and a fourth driven wheel 435 are rotatably connected to the wave display bracket 424. A second driven wheel 429 and a third driving wheel 431 are fixedly connected to the second wave display cross bar 426. A third driven wheel 432 and a fourth driving wheel 434 are fixedly connected to the third wave display cross bar 427. The second driving wheel 428 and the second driven wheel 429 are connected by a second transmission belt 430, and the size of the second driven wheel 429 is larger than that of the second driving wheel 428. The third driving wheel 431 and the third driven wheel 432 are connected by a third transmission belt 433. The two ends of the paper tape 436 are respectively wound around the fourth driven wheel 435 and the fourth driving wheel 434. The tracing pen 422 is pressed against the paper tape 436 through a tracing spring 423.

[0044] The tracing pen 422 is pressed against the paper tape 436 through a tracing spring 423. The left - right movement of the transmission sliding sleeve 417 is transmitted to the tracing pen 422 through the tracing frame 419 and the tracing vertical rod 420, so that a friction force waveform is drawn on the paper tape 436. The paper tape 436 is linked with the driving wheel 102 through the transmission system of the wave display part to ensure that the waveform can continuously record the change of the friction force.

[0045] The first wave display cross bar 425 fixedly connected to the side of the driving wheel 102 drives the second driving wheel 428 to rotate, transmits the power to the second driven wheel 429 through the second transmission belt 430, and further drives the third driving wheel 431 to rotate. The third driving wheel 431 drives the third driven wheel 432 to rotate through the third transmission belt 433, and finally winds the paper tape 436 through the fourth driving wheel 434 and the fourth driven wheel 435 to realize the continuous movement of the paper tape 436. The waveform drawn by the tracing pen 422 on the paper tape 436 can intuitively reflect the change of the friction force, thus providing a reliable basis for the evaluation of the anti - skid performance of the highway pavement. In this device, the size of the second driven wheel 429 is set to be larger than that of the second driving wheel 428 to realize a slower release of the paper tape 436.

[0046] A trapezoidal block 5 is fixedly connected to the driving vehicle body 101, and a scanner 6 for scanning lines is fixedly connected to the trapezoidal block 5.

[0047] The scanner 6 of this device is used to scan the waveforms drawn on the paper tape 436, facilitating subsequent analysis and processing of the waveform data, and further improving the accuracy and reliability of the detection results.

[0048] Working Principle

[0049] This device drives the vehicle body 1 to move on the road, and uses the friction block 301 in the measurement component 3 to contact the road surface to measure the frictional force between the two. The frictional force received by the friction block 301 during contact with the road surface is pressure-adjusted by the constant pressure part to ensure a constant contact pressure with the road surface even after wear. The change in the frictional force is converted into a displacement signal by the transmission part, and finally the friction force waveform is drawn on the paper tape 436 by the waveform pen 422, thus intuitively reflecting the anti-skid performance of the road surface.

[0050] The measurement component 3 of this device provides an initial pressure through the counterweight block 306. The sliding rod 307 is used to stably tow the towing block 302 to ensure that the friction block 301 is perpendicular to the road surface, and further guides the movement of the towing block 302 through the limit plate 305 and the guide rod 303 to prevent it from shaking in the horizontal direction. The constant pressure cylinder 310 monitors the height change of the H-shaped plate 308 in real time through the distance measuring sensor 311. When the contact pressure between the friction block 301 and the road surface changes due to wear, the distance measuring sensor 311 feeds back the height change signal to the constant pressure cylinder 310, and the cylinder adjusts the telescopic length of the piston rod according to the feedback signal, thereby adjusting the height of the H-shaped plate 308 to maintain a constant pressure between the friction block 301 and the road surface. A number of heat dissipation grooves 312 are provided at the bottom of the friction block 301. These heat dissipation grooves 312 can effectively reduce the heat generated by friction during the contact between the friction block 301 and the road surface, extend the service life of the friction block 301, and can also ensure the accuracy of the measurement results in a high-temperature environment.

[0051] When the friction block 301 is subjected to a frictional force, the towing block 302 drives the transmission cross plate 401 to move through the transmission plate. The first transmission rack 402 at the front end of the transmission cross plate 401 meshes with the first transmission gear 403 to convert the horizontal movement into a rotational movement. The first bevel gear 406 transmits the rotational movement to the second bevel gear 409 and further to the first transmission wheel 411; the first transmission wheel 411 drives the first driven wheel 412 to rotate through the first transmission belt 413 to achieve the transmission and amplification of the displacement signal. The second transmission gear 414 meshes with the second transmission rack 418 to further convert the rotational movement into a linear movement, and finally drives the transmission sliding sleeve 417 to move left and right along the transmission sliding rod 416.

[0052] The drawing wave pen 422 is pressed against the paper tape 436 through the drawing wave spring 423. The left - right movement of the transmission sliding sleeve 417 is transmitted to the drawing wave pen 422 through the drawing wave frame 419 and the drawing wave vertical rod 420, enabling it to draw the friction force waveform on the paper tape 436. The paper tape 436 is linked with the driving wheel 102 through the transmission system of the wave - showing part, ensuring that the waveform can continuously record the change of the friction force.

[0053] The first wave - showing cross bar 425 fixedly connected to the side of the driving wheel 102 drives the second transmission wheel 428 to rotate, transmits the power to the second driven wheel 429 through the second transmission belt 430, and further drives the third transmission wheel 431 to rotate. The third transmission wheel 431 drives the third driven wheel 432 to rotate through the third transmission belt 433, and finally winds the paper tape 436 through the fourth transmission wheel 434 and the fourth driven wheel 435, realizing the continuous movement of the paper tape 436. The waveform drawn by the drawing wave pen 422 on the paper tape 436 can intuitively reflect the change of the friction force, thus providing a reliable basis for the evaluation of the anti - skid performance of the highway pavement. In this device, the size of the second driven wheel 429 is set to be larger than that of the second transmission wheel 428 to achieve a slower release of the paper tape 436.

[0054] The scanner 6 of this device is used to scan the waveform drawn on the paper tape 436, facilitating subsequent analysis and processing of the waveform data, and further improving the accuracy and reliability of the detection results.

[0055] For those skilled in the art, it is obvious that the present invention is not limited to the details of the above - mentioned exemplary embodiments, and without departing from the spirit or basic characteristics of the present invention, the present invention can be implemented in other specific forms. Therefore, from any point of view, the embodiments should be regarded as exemplary and non - restrictive. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be encompassed within the present invention. Any reference signs in the claims should not be regarded as limiting the claimed rights.

[0056] In addition, it should be understood that although this specification is described according to embodiments, not every embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A road pavement skid resistance detection device, comprising a driving vehicle body (1) and a connecting plate (2), characterized in that: The driving vehicle body (1) comprises a driving vehicle body (101) and a driving wheel (102); the driving vehicle body (101) is connected to a measuring assembly (3) for measuring the friction force between a friction block (301) and a road surface via a connecting plate (2); the measuring assembly (3) comprises a friction block (301), a constant pressure portion and a traction block (302); the constant pressure portion is used to maintain the pressure exerted on the friction block (301) when it contacts the road surface after being worn; the traction block (302) is fixedly connected to a transmission plate; the traction block (302) is connected to an oscilloscope assembly (4) for displaying a friction force waveform via the transmission plate; the oscilloscope assembly (4) comprises a transmission portion, a wave drawing pen (422) and a wave display portion; the transmission portion is connected to the transmission plate and converts the friction force into a displacement signal; the wave drawing pen (422) is used to respond to the displacement signal of the transmission portion; the wave display portion comprises a paper tape (436) linked to the driving wheel (102) and used to receive a waveform drawn by the wave drawing pen (422).

2. The road pavement skid resistance detection device according to claim 1, characterized in that: The constant pressure portion comprises a guide rod (303), a traction spring (304), a limit plate (305), a counterweight (306), and a sliding rod (307); a traction spring (304) placed in a horizontal direction is fixedly connected to the side of the connecting plate (2); the other end of the traction spring (304) is fixedly connected to the limit plate (305); the limit plate (305) is fixedly connected to the guide rod (303); the end of the guide rod (303) passes through the traction spring (304) and the connecting plate (2) and is fixedly connected to the traction block (302); the four corners of the traction block (302) pass through the sliding rod (307); the counterweight (306) is fixed to the upper end of the sliding rod (307), and the friction block (301) is fixed to the lower end.

3. The road pavement skid resistance detection device according to claim 2, characterized in that: The constant pressure section further comprises an H-shaped plate (308), a constant pressure L-shaped rod (309), a constant pressure cylinder (310) and a distance measuring sensor (311); the traction block (302) is fixedly connected with the constant pressure L-shaped rod (309) and the distance measuring sensor (311); the L-shaped rod is connected with the constant pressure cylinder (310); the four groups of counterweight blocks (306) are connected via the H-shaped plate (308); the piston rod of the constant pressure cylinder (310) is fixedly connected to the H-shaped plate (308); the distance measuring sensor (311) is located directly below the H-shaped plate (308); the distance measuring sensor (311) detects the height of the H-shaped plate (308) in real time, and feedback controls the constant pressure cylinder (310) to adjust the pressure.

4. The road pavement skid resistance detection device according to claim 3, characterized in that: The bottom array of the friction block (301) is provided with a plurality of heat dissipation slots (312) with fixed size and distance.

5. The road pavement skid resistance detection device according to claim 1, characterized in that: The transmission part comprises a transmission transverse plate (401), a first transmission rack (402), a first transmission gear (403), a first transmission support plate (404), a first transmission support rod (405) and a first bevel gear (406); the transmission transverse plate (401) is fixedly connected to the transmission plate; the front end of the transmission transverse plate (401) is fixedly connected to the first transmission rack (402); the first transmission support plate (404) is fixedly connected to the driving body (101); the side of the first transmission support plate (404) is rotatably connected to the first transmission support rod (405); the first transmission gear (403) and the first bevel gear (406) are fixedly connected to the first transmission support rod (405); the first transmission gear (403) is meshed with the first transmission rack (402).

6. The road pavement skid resistance detection device according to claim 5, characterized in that: The transmission part further comprises a transmission L-shaped plate (407), a first transmission cross bar (408), a second bevel gear (409), a second transmission cross bar (410), a first transmission wheel (411), a first driven wheel (412) and a first transmission belt (413); the transmission L-shaped plate (407) is fixedly connected to the connecting plate (2); the transmission L-shaped plate (407) is rotatably connected to the first transmission cross bar (408) at the side; the first transmission cross bar (408) is fixedly connected to the first transmission wheel (411); ) and a second bevel gear (409), the second bevel gear (409) meshing with the first bevel gear (406), a second transmission cross bar (410) fixedly connected to the driving body (101), the second transmission cross bar (410) being parallel to the first transmission cross bar (408) in the vertical direction, a first driven wheel (412) being rotatably connected to the end of the second transmission cross bar (410), the first driven wheel (412) being connected to the first transmission wheel (411) via a first transmission belt (413).

7. The road pavement skid resistance detection device according to claim 6, characterized in that: The transmission part further comprises a second transmission gear (414), a transmission bracket (415), a transmission slide bar (416), a transmission sleeve (417) and a second transmission rack (418); the middle section of the second transmission cross bar (410) is fixedly connected to the second transmission gear (414); the transmission bracket (415) is fixedly connected to the driving body (101); the front end of the transmission bracket (415) is fixedly connected to the transmission slide bar (416); the transmission slide bar (416) is slidably connected to the transmission sleeve (417); the lower part of the transmission sleeve (417) is fixedly connected to the second transmission rack (418); and the second transmission rack (418) is meshed with the second transmission gear (414).

8. The road pavement skid resistance detection device according to claim 7, characterized in that: A wave drawing frame (419) is fixedly connected to the top of the transmission sliding sleeve (417), a wave drawing vertical rod (420) is fixedly connected to the front end of the wave drawing frame (419), a wave drawing sleeve (421) and a wave drawing pen (422) are slidably connected to the wave drawing vertical rod (420), and a wave drawing spring (423) is connected between the wave drawing sleeve (421) and the wave drawing pen (422).

9. The road pavement skid resistance detection device according to claim 1, characterized in that: The wave display unit comprises a wave display bracket (424), a first wave display cross bar (425), a second wave display cross bar (426), a third wave display cross bar (427), a second transmission wheel (428), a second driven wheel (429), a second transmission belt (430), a third transmission wheel (431), a third driven wheel (432), a third transmission belt (433), a fourth transmission wheel (434), a fourth driven wheel (435) and a paper tape (436); the first wave display cross bar (425) is fixedly connected to the side of the driving wheel (102); the second wave display cross bar (425) is fixedly connected to the front end of the first wave display cross bar (425); the wave display bracket (424) is fixedly connected to the driving body (101); the second wave display cross bar (426), the third wave display cross bar (427) are rotatably connected to the wave display bracket (424); (427) and a fourth driven wheel (435), the second wave display cross bar (426) is fixedly connected with a second driven wheel (429) and a third transmission wheel (431), the third wave display cross bar (427) is fixedly connected with a third driven wheel (432) and a fourth transmission wheel (434), the second transmission wheel (428) and the second driven wheel (429) are connected via a second transmission belt (430), and the size of the second driven wheel (429) is larger than that of the second transmission wheel (428), the third transmission wheel (431) and the third driven wheel (432) are connected via a third transmission belt (433), the two ends of the paper tape (436) are respectively wound around the fourth driven wheel (435) and the fourth transmission wheel (434), and the wave drawing pen (422) is pressed against the paper tape (436) via a wave drawing spring (423).

10. The road pavement skid resistance detection device according to claim 1, characterized in that: The driving body (101) is fixedly connected to a trapezoidal block (5), and a scanner (6) for scanning lines is fixedly connected to the trapezoidal block (5).

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