Road asphalt pavement repairing device

Abstract

The invention relates to the technical field of pavement repairing, in particular to a road asphalt pavement repairing device. Comprising a frame; the detection mechanism is arranged on the frame, the detection mechanism is used for detecting the depth of the asphalt pavement crack, and the detection mechanism comprises a drill bit arranged in the frame; the probe is arranged on one side of the drill bit; the pull rod is arranged on the other side of the drill bit; the L-shaped rod is arranged on one side of the pull rod and used in cooperation with the pull rod. Through the design of the detection mechanism, the thickness of an asphalt surface layer can be detected according to the contact position of a drill bit and a base layer, so that the thickness of the asphalt surface layer can be judged conveniently, and through the design of a first gear and a second gear, the two-thirds depth of the asphalt surface layer can be marked according to the thickness of the asphalt surface layer; when the depth of the crack is larger than two thirds of the depth of the asphalt surface layer, a worker can judge whether the cutting depth reaches the base layer or not according to the movement distance of the probe.

Description

Technical Field

[0001] The present invention relates to the technical field of pavement repair, and particularly to a device for repairing highway asphalt pavement. Background Art

[0002] Cracks in highway asphalt pavement are common diseases of asphalt pavement. Their types mainly include transverse cracks and longitudinal cracks. These cracks not only affect the smoothness, comfort and safety of the pavement, but also shorten the service life of the asphalt pavement and damage its economic benefits.

[0003] Before repairing the cracks in the asphalt pavement, it is necessary to first measure the depth of the cracks. If the cracks only exist in the asphalt surface layer, such as shallow cracks, and the base layer has no loosening, water seepage or structural damage, usually only the asphalt layer needs to be cut off without touching the base layer. When the crack depth exceeds two-thirds of the thickness of the asphalt surface layer, it is necessary to cut completely to the base layer. Before measuring the depth of the cracks, it is necessary to first query the design drawings to clarify the designed thickness of the asphalt layer, so as to assist in judging the depth of the asphalt cracks. However, since the thickness of the asphalt pavement will decrease after being rolled by vehicles, and the traffic flow of different road surfaces is different, which will also cause different reduction amplitudes of the thickness, resulting in inaccurate judgment of the crack depth. Summary of the Invention

[0004] In order to overcome the shortcomings in the prior art, the present invention provides a device for repairing highway asphalt pavement.

[0005] The technical solution is as follows: A device for repairing highway asphalt pavement, including a frame; A detection mechanism, the detection mechanism is arranged on the frame, and the detection mechanism is used to detect the depth of the cracks in the asphalt pavement. The detection mechanism includes: A drill bit, the drill bit is arranged inside the frame; A probe, the probe is arranged on one side of the drill bit; A pull rod, the pull rod is arranged on the other side of the drill bit; An L-shaped rod, the L-shaped rod is arranged on one side of the pull rod and is used in cooperation with the pull rod; A first rack, the first rack is installed on the L-shaped rod; A first gear, the first gear meshes with one side of the first rack; A second gear, the second gear is installed at one end of the first gear; A depth measurement mechanism, the depth measurement mechanism is arranged on the frame, and the depth measurement mechanism is used to measure the depth of the base layer.

[0006] As a further preferred solution, the transmission ratio of the first gear to the second gear is three to two.

[0007] As a further preferred solution, the depth measurement mechanism includes a vertical track, the vertical track is installed in the vehicle frame, a mounting frame is slidably installed in the vertical track, a driving motor for driving the drill bit is installed on the mounting frame, an electric push rod is installed in the vehicle frame, a sleeve is slidably installed through the vertical track, the sleeve is slidably sleeved on the outer wall of the telescopic end of the electric push rod, and one end of the sleeve is fixedly connected to the mounting frame. A compression spring is arranged between the telescopic end of the electric push rod and the inner wall of the sleeve. A first pole piece is installed at the telescopic end of the electric push rod, and a second pole piece electrically connected to the first pole piece is installed on the inner wall of the sleeve. Both the first pole piece and the second pole piece are electrically connected to the electric push rod.

[0008] As a further preferred solution, when the first pole piece contacts the second pole piece, the telescopic end of the electric push rod can be contracted.

[0009] As a further preferred solution, a mounting plate is arranged in the vehicle frame, a ratchet wheel is rotatably installed on the mounting plate, the ratchet wheel is fixedly connected to the wheel shaft of the first gear, and a ratchet pawl elastically hinged to the ratchet wheel is installed on the mounting plate.

[0010] As a further preferred solution, a fixed frame is fixedly connected to the vehicle frame. A sliding plate moving in the front-back direction is slidably arranged in the fixed frame. A lead screw is threadedly connected through the sliding plate in a penetrating manner. One end of the lead screw is rotatably installed with an elastic telescopic rod. The telescopic end of the elastic telescopic rod is fixedly connected to a T-shaped frame. A first sliding block moving in the left-right direction is slidably arranged in the T-shaped frame. One end of the probe is fixedly connected to the first sliding block.

[0011] As a further preferred solution, a guide rail is fixedly connected in the fixed frame. An electric slider is slidably sleeved on the guide rail. The telescopic end of the elastic telescopic rod slidably penetrates through the electric slider.

[0012] As a further preferred solution, a disc is fixedly sleeved on the outer wall of the telescopic end of the elastic telescopic rod. A second sliding block is fixedly connected to the disc. A vertical track for slidably limiting the first rack and the second sliding block is fixedly connected to the outer wall of the electric slider. A tension spring is arranged between the first rack and the vertical track. The mounting plate is fixedly connected to one side of the vertical track. A third sliding block is slidably arranged in the vertical track.

[0013] As a further preferred solution, a second rack meshing with the second gear is fixedly connected to one side of the third sliding block.

[0014] As a further preferred solution, an electric track is installed inside the vehicle frame, a U-shaped frame is slidably installed inside the electric track, and a cutting disc controlled by a servo motor is arranged inside the U-shaped frame.

[0015] The present invention has the following advantages: 1. Through the design of the detection mechanism of the present invention, it is possible to detect the thickness of the asphalt surface layer according to the contact position between the drill bit and the base layer, so as to facilitate the judgment of the thickness of the asphalt surface layer. Through the design of the first gear and the second gear, it is possible to mark the two-thirds depth of the asphalt surface layer according to the thickness of the asphalt surface layer. When the crack depth is greater than the two-thirds depth of the asphalt surface layer, the staff can judge whether it is necessary to cut through to the base layer according to the movement distance of the probe.

[0016] 2. Through the design of the first pole piece and the second pole piece of the present invention, when the drill bit contacts the base layer, the telescopic end of the electric push rod can be contracted through the contact between the first pole piece and the second pole piece, and the driving motor no longer drives the drill bit to rotate, thereby preventing the drill bit from being worn and preventing the base layer from being damaged. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a schematic structural diagram of the whole of the present invention; Figure 2 is a schematic structural diagram of the detection mechanism of the present invention; Figure 3 is a schematic structural diagram of the depth measurement mechanism of the present invention; Figure 4 is a schematic installation diagram at the second pole piece of the present invention; Figure 5 is a schematic installation diagram at the ratchet of the present invention; Figure 6 is a schematic installation diagram at the elastic telescopic rod of the present invention; Figure 7 is a schematic installation diagram at the first sliding block of the present invention; Figure 8 is a schematic installation diagram at the third sliding block of the present invention; Figure 9 is a schematic installation diagram at the cutting disc of the present invention.

[0018] Names of the reference numerals in the figure: 1 - vehicle frame, 201 - drill bit, 202 - probe, 203 - pull rod, 204 - L-shaped rod, 205 - first rack, 206 - first gear, 207 - second gear, 301 - vertical track, 302 - mounting bracket, 303 - electric push rod, 304 - sleeve, 305 - first pole piece, 306 - second pole piece, 401 - mounting plate, 402 - ratchet wheel, 403 - ratchet pawl, 501 - fixing bracket, 502 - sliding plate, 503 - lead screw, 504 - elastic telescopic rod, 505 - T-shaped frame, 506 - first sliding block, 601 - guide rail, 602 - electric slider, 701 - disc, 702 - second sliding block, 703 - vertical track, 704 - third sliding block, 705 - second rack, 801 - electric track, 802 - U-shaped frame, 803 - cutting disc. Detailed implementation manners

[0019] The following further illustrates the technical solution with specific embodiments. It should be noted that: The words indicating directions such as up, down, left, and right mentioned in this article are only for the positions of the shown structures in the corresponding drawings. The serial numbers assigned to the components in this article, for example: first, second, etc., are only used to distinguish the described objects and do not have any sequential or technical meanings. And as used in this application: connections, couplings, unless otherwise specified, all include direct and indirect connections (couplings).

[0020] Embodiment 1 A highway asphalt pavement repair device, as Figures 1 - 3 shown, includes a vehicle frame 1. Inside the vehicle frame 1, there is a drill bit 201 for drilling into cracks. In front of the drill bit 201, there is a probe 202 for inserting into cracks. Above the drill bit 201, there is a pull rod 203. In front of the pull rod 203, there is an L-shaped rod 204 that cooperates with it. A first rack 205 is fixedly connected to the L-shaped rod 204. The first rack 205 meshes with a first gear 206 at the rear side. At the left end of the first gear 206, there is a second gear 207 coaxially fixed to it. The transmission ratio of the first gear 206 to the second gear 207 is three to two. Inside the vehicle frame 1, there is a depth measurement mechanism for measuring the depth of the base layer.

[0021] As Figure 3 With Figure 4As shown in the figure, the depth measurement mechanism includes a vertical track 301. The vertical track 301 is installed inside the vehicle frame 1 and is located at the rear side of the drill bit 201. An installation frame 302 that moves in the vertical direction is slidably installed inside the vertical track 301. A driving motor is installed on the installation frame 302. The top end of the drill bit 201 is fixedly connected to the output shaft of the driving motor. An electric push rod 303 is installed inside the vehicle frame 1. A sleeve 304 that moves in the vertical direction is slidably installed through the vertical track 301 in a penetrating manner. The sleeve 304 is slidably sleeved on the outer wall of the telescopic end of the electric push rod 303. The bottom end of the sleeve 304 is fixedly connected to the top of the installation frame 302. A compression spring is arranged between the telescopic end of the electric push rod 303 and the bottom of the inner wall of the sleeve 304. A first pole piece 305 is installed at the telescopic end of the electric push rod 303. A second pole piece 306 that is electrically connected to the first pole piece 305 is installed at the bottom of the inner wall of the sleeve 304. Both the first pole piece 305 and the second pole piece 306 are electrically connected to the electric push rod 303. When the first pole piece 305 contacts the second pole piece 306, the telescopic end of the electric push rod 303 can be contracted.

[0022] As Figure 3 shown in Figure 5 the figure, an installation plate 401 is arranged inside the vehicle frame 1. The installation plate 401 is located on the right side of the first gear 206. A ratchet wheel 402 is rotatably installed on the left side of the installation plate 401. The ratchet wheel 402 is fixedly connected to the axle of the first gear 206. A ratchet pawl 403 that meshes with the ratchet wheel 402 is elastically hinged on the installation plate 401. Through the cooperation of the ratchet wheel 402 and the ratchet pawl 403, the first rack 205 can be prevented from lifting upward.

[0023] As Figure 6 shown in Figure 7 the figure, a fixed frame 501 is fixedly connected to the top of the vehicle frame 1. A sliding plate 502 that moves in the front-rear direction is slidably arranged inside the fixed frame 501. A lead screw 503 is threadedly connected through the top of the sliding plate 502 in a penetrating manner. An elastic telescopic rod 504 is rotatably installed at the bottom end of the lead screw 503. A T-shaped frame 505 is fixedly connected to the telescopic end of the elastic telescopic rod 504. A first sliding block 506 that moves in the left-right direction is slidably arranged inside the T-shaped frame 505. The top end of the probe 202 is fixedly connected to the bottom of the first sliding block 506.

[0024] As Figure 6 shown in Figure 7 the figure, a guide rail 601 is fixedly connected inside the fixed frame 501. The guide rail 601 is located below the sliding plate 502. An electric slider 602 that moves in the horizontal direction is slidably sleeved on the guide rail 601. The telescopic end of the elastic telescopic rod 504 slidably penetrates through the electric slider 602. When the electric slider 602 moves back and forth, the probe 202 can move synchronously.

[0025] As Figure 6 Figure 8As shown, a disc 701 is fixedly sleeved on the outer wall of the telescopic end of the elastic telescopic rod 504. The disc 701 is located above the electric slider 602. A second sliding block 702 is fixedly connected to the rear side of the outer wall of the disc 701. A vertical track 703 is fixedly connected to the outer wall of the electric slider 602. The first rack 205 and the second sliding block 702 are respectively engaged in the vertical track 703 and slide therein. A tension spring is arranged between the first rack 205 and the vertical track 703. The mounting plate 401 is fixedly connected to the right side of the vertical track 703. A third sliding block 704 is slidably arranged in the vertical track 703. The third sliding block 704 is located below the second sliding block 702.

[0026] As Figure 8 shown, a second rack 705 engaged with the second gear 207 is fixedly connected to the rear side of the third sliding block 704. When the first gear 206 rotates, the second rack 705 can drive the third sliding block 704 to move along the vertical track 703.

[0027] As Figure 9 shown, an electric track 801 is installed in the vehicle frame 1. A U-shaped frame 802 is slidably installed in the electric track 801 in the vertical direction. A cutting disc 803 controlled by a servo motor is arranged in the U-shaped frame 802. The cutting disc 803 is used for cutting the asphalt road surface.

[0028] Initially, the telescopic end of the electric push rod 303 is in a contracted state, and there is a gap between the first pole piece 305 and the second pole piece 306. Before measuring the depth of the crack, it is necessary to measure the depth of the base layer through the depth measuring mechanism. First, push the vehicle frame 1 to move the entire device to the upper side of the crack and align the drill bit 201 with the crack. Then, control the drive motor to drive the drill bit 201 to rotate, and control the telescopic end of the electric push rod 303 to extend. The telescopic end of the electric push rod 303 drives the mounting bracket 302 to descend through the compression spring and the sleeve 304. The mounting bracket 302 drives the drill bit 201 to descend through the drive motor and drives the pull rod 203 to descend. The pull rod 203 applies a downward pressure to the top of the L-shaped rod 204, causing the L-shaped rod 204 to drive the first rack 205 to descend. The tension spring is stretched. The first gear 206 drives the second gear 207 and the ratchet 402 to rotate synchronously under the action of the first rack 205. The second gear 207 drives the third sliding block 704 to descend through the second rack 705, increasing the gap between the third sliding block 704 and the second sliding block 702. The pawl 403 rotates around the connection of the mounting plate 401 under the action of the ratchet 402. Subsequently, the drill bit 201 contacts the crack of the crack and drills into the crack. It should be noted that the elastic force of the compression spring is extremely large. When the drill bit 201 drills into the crack, the compression spring will not contract and can provide sufficient downward pressure for the drill bit 201 through the sleeve 304, the mounting bracket 302 and the drive motor until the drill bit 201 contacts the base layer. Since the base layer is relatively hard, the drill bit 201 cannot drill into the base layer, and the mounting bracket 302 and the sleeve 304 cannot continue to descend. At this time, the telescopic end of the electric push rod 303 continues to extend and drives the first pole piece 305 to descend relative to the second pole piece 306. The compression spring is compressed. Subsequently, the first pole piece 305 contacts the second pole piece 306, causing the telescopic end of the electric push rod 303 to contract and the drive motor to stop working. The drill bit 201 stops rotating. A distance is generated between the first pole piece 305 and the second pole piece 306, and the compression spring is released. When the compression spring is completely released, the telescopic end of the electric push rod 303 drives the mounting bracket 302 to rise through the compression spring and the sleeve 304. The mounting bracket 302 drives the drill bit 201 to rise through the drive motor and drives the pull rod 203 to rise. At this time, the pawl 403 limits the first gear 206 through the ratchet 402, thereby preventing the third sliding block 704 from moving. It should be noted that since the transmission ratio of the first gear 206 and the second gear 207 is three to two, the distance between the second sliding block 702 and the third sliding block 704 is equal to two-thirds of the thickness of the asphalt surface layer at this time. Thus, the thickness of the asphalt surface layer is detected, facilitating the subsequent measurement of the depth of the crack.

[0029] Then, rotate the lead screw 503 through the handwheel on the lead screw 503. The lead screw 503 drives the elastic telescopic rod 504 to descend. The telescopic end of the elastic telescopic rod 504 drives the T-shaped frame 505 and the disc 701 to descend. The disc 701 drives the second sliding block 702 to descend along the vertical track 703. The T-shaped frame 505 drives the probe 202 to descend through the first sliding block 506, so that the bottom end of the probe 202 enters the crack. Since there are undulations at the bottom of the crack, when the probe 202 contacts the bottom of the crack, the probe 202 stops descending, and the telescopic end of the elastic telescopic rod 504 is limited by the first sliding block 506 and the T-shaped frame 505, causing the telescopic end of the elastic telescopic rod 504 to contract. Then, control the electric slider 602 to slowly slide forward along the guide rail 601. The electric slider 602 drives the sliding plate 502 to slowly slide forward along the fixed frame 501 through the elastic telescopic rod 504 and the lead screw 503. At the same time, the telescopic end of the elastic telescopic rod 504 drives the probe 202 to slowly move forward through the T-shaped frame 505 and the first sliding block 506. The probe 202 fluctuates synchronously with the undulations at the bottom of the crack, and the telescopic end of the elastic telescopic rod 504 synchronously expands and contracts through the T-shaped frame 505 and the first sliding block 506. The telescopic end of the elastic telescopic rod 504 drives the second sliding block 702 to synchronously fluctuate and slide along the vertical track 703 through the disc 701. When the depth of the crack does not exceed two-thirds of the thickness of the asphalt surface layer, there is always a gap between the second sliding block 702 and the third sliding block 704. When the depth of the crack exceeds two-thirds of the thickness of the asphalt surface layer, the second sliding block 702 will contact the third sliding block 704. During this process, the staff observes the gap between the second sliding block 702 and the third sliding block 704 to determine whether the depth of the crack exceeds two-thirds of the thickness of the asphalt surface layer. Until the probe 202 moves to the inner wall end of the crack, then rotate the lead screw 503 through the handwheel on the lead screw 503 to reset the lead screw 503, thereby lifting the probe 202 out of the crack. Then, control the electric slider 602 to slide back along the guide rail 601, thereby resetting the movement of the probe 202. Then, the staff manually rotates the pawl 403 so that the pawl 403 no longer contacts the ratchet 402. After the ratchet 402 is released from the restriction, the first gear 206 can move. The contraction of the tension spring drives the first rack 205 to slide back to its original position. The first gear 206 rotates back to its original position under the action of the first rack 205 and drives the second gear 207 to rotate back to its original position. The second gear 207 drives the third sliding block 704 to slide back to its original position through the second rack 705. When the depth of the crack does not exceed two-thirds of the thickness of the asphalt surface layer, the staff controls the U-shaped frame 802 to drive the cutting blade 803 to descend through the electric track 801 according to the sliding distance of the second sliding block 702, and at the same time controls the servo motor to drive the cutting blade 803 to rotate at high speed to cut the asphalt pavement. At this time, the cutting depth of the cutting blade 803 is the same as the depth of the crack. The second sliding block 702 contacts the third sliding block 704. When the depth of the crack exceeds two-thirds of the thickness of the asphalt surface layer,Repeat the above steps to cut the asphalt pavement with the cutting disc 803, and make the cutting depth of the cutting disc 803 reach the base layer, thereby completing the depth judgment of the cracks in the asphalt pavement and cutting the asphalt pavement according to the crack depth.

[0030] Through the above steps, it is possible to accurately judge whether the depth of the crack exceeds two-thirds of the thickness of the asphalt surface layer according to the current thickness of the asphalt pavement. By observing whether the second sliding block 702 contacts the third sliding block 704 by the staff, the judgment of the cutting depth of the asphalt pavement can be quickly completed.

[0031] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, for those skilled in the art, they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A highway asphalt pavement repair device, characterized in that: Comprising a vehicle frame (1); A detection mechanism, which is arranged on the vehicle frame (1) and is used for detecting the depth of cracks in the asphalt pavement. The detection mechanism includes: A drill bit (201), which is arranged inside the vehicle frame (1); A probe (202), which is arranged on one side of the drill bit (201); A pull rod (203), which is arranged on the other side of the drill bit (201); An L-shaped rod (204), which is arranged on one side of the pull rod (203) and is used in cooperation with the pull rod (203); A first rack (205), which is installed on the L-shaped rod (204); A first gear (206), which meshes with one side of the first rack (205); A second gear (207), which is installed at one end of the first gear (206); A depth measurement mechanism, which is arranged on the vehicle frame (1) and is used for measuring the depth of the base layer.

2. The asphalt pavement repair device for highway according to claim 1, wherein: The transmission ratio of the first gear (206) to the second gear (207) is three to two.

3. A highway asphalt pavement repair device according to claim 1, characterized in that: The depth measurement mechanism includes a vertical track (301), which is installed inside the vehicle frame (1). An installation frame (302) is slidably installed inside the vertical track (301). A driving motor for driving the drill bit (201) is installed on the installation frame (302). An electric push rod (303) is installed inside the vehicle frame (1). A sleeve (304) is slidably installed through the vertical track (301). The sleeve (304) is slidably sleeved on the outer wall of the telescopic end of the electric push rod (303), and one end of the sleeve is fixedly connected to the installation frame (302). A compression spring is arranged between the telescopic end of the electric push rod (303) and the inner wall of the sleeve (304). A first pole piece (305) is installed at the telescopic end of the electric push rod (303), and a second pole piece (306) electrically connected to the first pole piece (305) is installed on the inner wall of the sleeve (304). Both the first pole piece (305) and the second pole piece (306) are electrically connected to the electric push rod (303).

4. The highway asphalt pavement repair device according to claim 3, characterized in that: When the first pole piece (305) contacts the second pole piece (306), the telescopic end of the electric push rod (303) can be retracted.

5. The road asphalt pavement repair device according to claim 1, characterized in that: An installation plate (401) is arranged inside the vehicle frame (1). A ratchet wheel (402) is rotatably installed on the installation plate (401). The ratchet wheel (402) is fixedly connected to the axle of the first gear (206). A ratchet pawl (403) meshing with the ratchet wheel (402) is elastically hinged on the installation plate (401).

6. The road asphalt pavement repair device according to claim 1, characterized in that: A fixed frame (501) is fixedly connected to the vehicle frame (1). A sliding plate (502) that moves in the front-rear direction is slidably arranged in the fixed frame (501). A lead screw (503) is threadedly connected through the sliding plate (502). One end of the lead screw (503) is rotatably installed with an elastic telescopic rod (504). The telescopic end of the elastic telescopic rod (504) is fixedly connected with a T-shaped frame (505). A first sliding block (506) that moves in the left-right direction is slidably arranged in the T-shaped frame (505). One end of the probe (202) is fixedly connected with the first sliding block (506).

7. The highway asphalt pavement repair device according to claim 6, characterized in that: A guide rail (601) is fixedly connected in the fixed frame (501). An electric slider (602) is slidably sleeved on the guide rail (601). The telescopic end of the elastic telescopic rod (504) slidably penetrates through the electric slider (602).

8. The road asphalt pavement repair device according to claim 7, characterized in that: A disc (701) is fixedly sleeved on the outer wall of the telescopic end of the elastic telescopic rod (504). A second sliding block (702) is fixedly connected to the disc (701). A vertical rail (703) for slidably limiting the first rack (205) and the second sliding block (702) is fixedly connected to the outer wall of the electric slider (602). A tension spring is arranged between the first rack (205) and the vertical rail (703). The mounting plate (401) is fixedly connected to one side of the vertical rail (703). A third sliding block (704) is slidably arranged in the vertical rail (703).

9. The road asphalt pavement repair device according to claim 8, characterized in that: A second rack (705) that meshes with the second gear (207) is fixedly connected to one side of the third sliding block (704).

10. A highway asphalt pavement repair device according to claim 6, characterized in that: An electric rail (801) is installed in the vehicle frame (1). A U-shaped frame (802) is slidably installed in the electric rail (801). A cutting blade (803) controlled by a servo motor is arranged in the U-shaped frame (802).

Images