A high-speed widening road pavement strength detection device and method

Abstract

The application discloses a high-speed widened road pavement strength detection device and method, and relates to the technical field of strength testing; the device comprises a trailer, a detection rod and a plurality of deflection sensor groups; the detection rod is connected with a rotating disc; a plurality of moving seats are arranged on the detection rod; a pressure applying block is arranged at the bottom of each moving seat; an extension rod is connected below the pressure applying block; a bearing seat is connected below the extension rod; springs are arranged between the pressure applying block and the bearing seat; and electromagnets are arranged on the pressure applying block and the bearing seat; the device further comprises the following steps: S1, adjusting the direction of the detection rod; S2, adjusting the position of the bearing seat; S3, adjusting the bearing unit; S4, arranging the deflection sensor groups; S5, applying force to the pavement by the bearing seat; S6, data acquisition; S7, data analysis; S8, resetting; and S9, detecting the next area; the plurality of bearing seats cooperatively detect the differences of the spliced pavement; the bearing seat has transient and continuous dual-mode loading; and the bearing unit at the bottom of the bearing seat can form a non-planar contact.

Description

Technical Field

[0001] This invention relates to the field of strength testing technology, and in particular to a device and method for testing the strength of road surface of a high-speed widened road. Background Technology

[0002] In highway widening and reconstruction projects, stringent requirements are placed on the coordinated stress-bearing performance of the new and old pavement structures. Due to objective factors such as differences in material properties, uneven compaction, and different stress histories between the new and old pavements, the splicing interface is highly susceptible to stress concentration, leading to reflective cracking, transverse cracking, and uneven settlement, which seriously threatens the integrity of the pavement structure. Therefore, testing the strength of the widened pavement, especially the strength of the splicing area, has become a key aspect of project quality control.

[0003] Pavement strength testing is a core method for assessing road bearing capacity. Currently, the commonly used pavement strength testing device is the falling weight deflectometer, which generates an impact load by dropping a weight from a certain height and then uses sensors to measure the instantaneous deflection basin of the pavement. However, in the special scenario of highway widening projects, existing falling weight deflectometers have revealed significant technical bottlenecks: First, the testing mode, which obtains deflection basin data based on a single-point impact load, struggles to capture subtle performance differences between new and old pavement seams and lacks targeted testing capabilities for weak areas at the interface; second, the falling weight method... The transient impact load characteristics (loading duration 0.02–0.05 seconds) are fundamentally different from the actual vehicle load (0.1–0.5 seconds) in terms of duration and waveform characteristics, resulting in the inability to accurately reproduce the cumulative deformation response of viscoelastic materials such as asphalt. Thirdly, the existing drop hammer device applies vertical loads to the road surface using a planar compression method, which cannot simulate complex working conditions such as local load shift of tires and uneven stress distribution at the contact interface caused by uneven tire pressure when heavy-duty vehicles are driven eccentrically. It is difficult to fully reflect the real stress state of the widened road surface under complex traffic loads.

[0004] The aforementioned technical deficiencies directly restrict the accuracy and comprehensiveness of pavement strength testing in widening projects. There is an urgent need to develop a refined pavement strength testing device and method that can cover the splicing interface to meet the high standards required for pavement performance evaluation in highway widening projects. Summary of the Invention

[0005] The purpose of this invention is to solve the problems mentioned in the background art by providing a device and method for testing the pavement strength of a high-speed widened road.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A high-speed widened road surface strength testing device includes: a trailer, a testing rod and multiple deflection sensor groups. A rotating disk is installed at the bottom of the trailer, and one end of the testing rod is fixedly connected to the rotating disk, while the other end is fixedly equipped with a support leg.

[0008] The detection rod is provided with multiple movable seats. A pressure application block is fixedly installed at the bottom of the movable seat. A telescopic rod is fixedly connected below the pressure application block. A bearing seat is fixedly connected below the telescopic rod. A spring is provided between the pressure application block and the bearing seat. An electromagnet is provided on both the pressure application block and the bearing seat.

[0009] A force sensor is provided at the center of the bottom of the bearing seat, and the deflection sensor group is arranged around the bearing seat to measure the dynamic deflection value at various points on the road surface.

[0010] The bottom of the bearing seat is arranged with multiple bearing units. Each bearing unit consists of a fixed block, an adjusting block, and a bearing block. The bearing block of the control bearing unit protrudes downward, so that the bearing seat forms a non-planar contact with the road surface.

[0011] As a further aspect of the present invention: the support base has a slot at the center of its bottom surface for mounting a force sensor, and multiple grooves are densely arranged around the slot at the bottom of the support base, with a support unit embedded in each groove;

[0012] The fixing block is fixed in the groove, the adjusting block and the bearing block are located in the fixing block, the top of the adjusting block is slidably connected to the fixing block, and the left side of the adjusting block is connected to the fixing block by a small spring; the two sides of the bearing block are slidably connected to the fixing block, the bottom of the adjusting block is in contact with the top of the bearing block, and the surface in contact with the two is an inclined surface.

[0013] As a further aspect of the present invention: the adjusting block is magnetic, and the fixing block is provided with an electromagnet on the side facing the adjusting block, thereby controlling the downward movement of the bearing block by driving the adjusting block to move through the electromagnet.

[0014] As a further aspect of the present invention: when the bearing unit is in its initial state, the lower surface of the bearing block is flush with the bottom surface of the bearing seat.

[0015] As a further aspect of the present invention: the deflection sensor group consists of multiple independent deflection sensors, and the multiple deflection sensors in the deflection sensor group are arranged linearly through connecting lines or connecting rods.

[0016] The deflection sensor is an acceleration sensor or a displacement sensor;

[0017] The trailer is equipped with a data processing system, and the deflection sensor group is connected to the data processing system to input the collected data into the data processing system.

[0018] As a further embodiment of the present invention: the detection rod passes through the movable seat, and a sliding wheel and a gear are installed in the movable seat. The sliding wheel contacts the top of the detection rod and rolls along the top of the detection rod. A rack is provided at the bottom of the detection rod at the position corresponding to the gear. The gear meshes with the rack, and the gear is driven by a motor to move along the rack.

[0019] As a further aspect of the present invention, limit stops are provided at both ends of the rack to limit the travel of the gear.

[0020] A method for using a high-speed widened road pavement strength testing device, comprising the following steps:

[0021] S1: Hook the trailer behind the vehicle and drive to the widened section of the highway to be inspected. Adjust the direction of the detection rod by rotating the disc so that the detection rod is aligned with the inspection area. Then adjust the length of the outriggers so that they are supported on the road surface to ensure the stability of the device.

[0022] S2: According to the inspection requirements, the gear inside the moving seat is driven by the motor to move along the rack, and the position of multiple moving seats on the inspection rod is adjusted so that each bearing seat corresponds to the main area of ​​the new and old road surface or both sides of the splicing strip.

[0023] S3: In the initial state, the lower surface of the bearing unit at the bottom of the bearing seat is flush with the bottom surface of the bearing seat. In this state, the bottom surface of the bearing seat is a planar contact interface. By controlling the electromagnet in the fixed block to drive the adjustment block to move, some bearing units are selectively activated according to the simulated working conditions, so that the corresponding bearing block protrudes downward to form a non-planar contact interface.

[0024] S4: Arrange deflection sensor groups around the bearing seat, and connect multiple deflection sensors in a set of deflection sensor groups into a row at a preset interval to ensure that the deflection sensor groups cover the detection points around the bearing seat.

[0025] S5: By applying the repulsive force between the electromagnet in the pressure application block and the electromagnet in the bearing seat, the bearing seat is driven to apply a load to the road surface in the form of a falling hammer. The output transient impact load or continuous load can be selected by adjusting the current intensity and the application time.

[0026] S6: When the bearing seat impacts the road surface, the force sensor measures the impact load data in real time, and the deflection sensor group synchronously collects the dynamic deflection value of each point on the road surface. The data is transmitted to the data processing system on the trailer through the connecting line.

[0027] S7: The data processing system filters and analyzes the collected load and deflection data, back-calculates the modulus parameters of each structural layer of the pavement, and evaluates the strength difference, shear and torsional performance, etc. of the splicing interface and the old and new pavements.

[0028] S8: After the test is completed, restore the bearing unit to its initial state, and the bearing seat also returns to its initial state. Then, retract the deflection sensor group.

[0029] S9: After completing one inspection point, move the trailer to the next inspection area and repeat steps S2-S8 until the entire road section is inspected.

[0030] Compared with existing technologies, the advantages of this invention are:

[0031] 1. This application sets up multiple independently controllable bearing seats, which can apply force to the main areas of the old and new road surfaces separately (such as assessing the aging degree of the old road and the compaction quality of the new road respectively), and can also apply force symmetrically to both sides of the splicing strip by simultaneously controlling multiple bearing seats to simulate stress concentration scenarios at the interface. Compared with the existing single-point detection mode, this design can accurately capture the subtle performance differences of the splicing interface and improve the targeted detection capability of the splicing interface.

[0032] 2: This application utilizes an electromagnet to drive the bearing seat to generate impact loads. By adjusting the current intensity and the duration of action, it can flexibly output both transient impact loads and continuous loads in two modes. The continuous load mode has a higher degree of matching with the actual vehicle tire action time, and can more realistically reproduce the cumulative deformation process of viscoelastic materials such as asphalt. It avoids the evaluation deviation caused by traditional transient loading and improves the fit between the test results and the actual traffic load conditions.

[0033] 3: The bottom of the bearing seat in this application adopts an array of bearing units. By controlling some bearing units to protrude, a non-planar contact interface can be formed. This design can accurately simulate the local load concentration effect when a heavy-duty vehicle is driving eccentrically (such as the contact stress shift caused by insufficient pressure of a single tire), or induce lateral shear force and torsional moment through asymmetrical loading. Compared with the traditional planar compression method, non-planar contact can more realistically reflect the stress state of the road surface under complex traffic loads. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0035] Figure 2 for Figure 1 A magnified schematic diagram of the local structure at point A;

[0036] Figure 3 This is a three-dimensional structural diagram of the detection rod and bending sensor assembly of the present invention;

[0037] Figure 4 This is a front view schematic diagram of the detection rod of the present invention;

[0038] Figure 5 This is a schematic diagram of the installation structure of the detection rod and the movable base of the present invention;

[0039] Figure 6 for Figure 5 A magnified view of the structure at point B in the middle;

[0040] Figure 7 for Figure 6 A magnified schematic diagram of the local structure at point C;

[0041] Figure 8 This is a schematic diagram of the installation structure of the movable seat, pressure application block, and bearing seat of the present invention;

[0042] Figure 9 This is a schematic diagram of the structure of the bearing base of the present invention;

[0043] Figure 10 for Figure 9 A magnified schematic diagram of the local structure at point D;

[0044] Figure 11 This is a schematic diagram of the structure when a planar contact interface is formed at the bottom of the support of the present invention;

[0045] Figure 12 This is a schematic diagram of the structure when a non-planar contact interface is formed at the bottom of the support base of the present invention;

[0046] Figure 13 This is a schematic diagram showing another distribution of the bearing unit at the bottom of the bearing base according to the present invention;

[0047] Figure 14 This is a schematic diagram of the disassembled structure of the carrier unit of the present invention.

[0048] In the diagram: 1. Trailer; 11. Rotary disc; 2. Detection rod; 21. Outrigger; 3. Deflection sensor group; 31. Deflection sensor; 4. Moving seat; 41. Pressure application block; 42. Telescopic rod; 421. Spring; 43. Bearing seat; 431. Force sensor; 432. Slot; 433. Groove; 5. Bearing unit; 51. Fixing block; 52. Adjusting block; 521. Small spring; 53. Bearing block; 6. Sliding wheel; 7. Gear; 71. Rack; 72. Motor; 711. Limit stop. Detailed Implementation

[0049] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0050] Reference Figure 1-14A high-speed widened road surface strength testing device includes a trailer 1, a testing rod 2, and multiple deflection sensor groups 3. The trailer 1 can be towed under a motor vehicle and driven by the motor vehicle, or the trailer 1 can be set as a motor vehicle. A rotating disk 11 is set at the bottom of the trailer 1. The rotating disk 11 can rotate around its own center. One end of the testing rod 2 is fixedly connected to the rotating disk 11, and the other end is fixedly installed with a support leg 21. The support leg 21 is a telescopic support leg, so that its length can be adjusted.

[0051] The rotating disc 11 at the bottom of the trailer 1 can adjust the detection direction of the detection rod 2. When the detection rod 2 is not in use, it will be retracted under the trailer 1. When it is needed, the rotating disc 11 is rotated to move the detection rod 2 out from under the trailer 1. By adjusting the detection direction of the detection rod 2, it can be adapted to the detection requirements of different lanes. The detection rod 2 is fixed to the road surface by telescopic outriggers 21 to ensure the stability of the device during the detection process.

[0052] Multiple movable seats 4 are provided on the detection rod 2. The multiple movable seats 4 are sleeved on the outside of the detection rod 2. Each movable seat 4 is equipped with a sliding wheel 6 and a gear 7. The sliding wheel 6 contacts the top plane of the detection rod 2 and can roll along the detection rod to provide lateral support. The gear 7 meshes with the rack 71 at the bottom of the detection rod 2. The gear 7 is driven to rotate by a micro motor 72. The precise positioning of the movable seat 4 along the detection rod 2 is achieved through the gear and rack transmission. Limiting blocks 711 are provided at both ends of the rack 71 to prevent the gear 7 from derailing.

[0053] Each movable seat 4 has a pressure application block 41 fixedly installed at its bottom. The pressure application block 41 is connected to the bearing seat 43 via a telescopic rod 42 (the telescopic rod 42 adjusts its length as the bearing seat 43 moves up and down, and the telescopic rod 42 mainly serves as a guide). A spring 421 is fitted on the outside of the telescopic rod 42. Electromagnets are embedded in the pressure application block 41 and the bearing seat 43 respectively. The bearing seat 43 is driven to move up and down by electromagnetic repulsion, which can realize two load modes: "falling hammer impact" or "continuous compression".

[0054] Force sensor 431 is installed in slot 432 at the center of the bottom surface of bearing seat 43 for real-time measurement of the magnitude and waveform of impact load. The bottom surface of bearing seat 43 is circular, with multiple grooves 433 densely arranged around it, and a bearing unit 5 is embedded in each groove.

[0055] Reference Figure 11-14 This application provides the following two distribution methods for the bearing units 5 on the bottom surface of the bearing seat 43 (the bottom surface of the bearing seat 43 can be configured as a detachable structure):

[0056] The first type, such as Figures 11-12As shown, the bearing units 5 are densely and discretely distributed at the bottom of the bearing seat 43. Specifically, multiple bearing units 5 are evenly or non-uniformly distributed in the groove 433 around the slot 432 with the center of the bearing seat 43 as the reference, and a certain interval is maintained between them (the interval distance can be adjusted according to the detection accuracy requirements). This is suitable for simulating complex stress scenarios (such as irregular tire tread indentations).

[0057] The second type, such as Figures 13-14 As shown, the bearing units 5 are arranged in a combined distribution at the bottom of the bearing base 43. Adjacent bearing units 5 are fitted together to form a ring shape. Specifically, the bearing units 5 are arranged circumferentially along the bottom surface of the bearing base 43, and the edges of the bearing blocks 53 of adjacent units are fitted together to form a continuous or segmented ring-shaped contact boundary. The ring-shaped combination distribution can simulate the ring-shaped contact characteristics of vehicle tires (such as the tire ground contact pattern with uniform tire pressure). Figure 13 The bearing block 53 of the middle bearing unit 5 has a fan-shaped structure, and the fan-shaped edges of adjacent bearing units 5 are spliced ​​together to form a continuous annular contact boundary.

[0058] In the initial state, the lower surface of the bearing block 53 of all bearing units 5 is flush with the bottom surface of the bearing seat 43 (the state of bearing unit 5 is as follows). Figure 9 As shown at point b), at this time, a planar contact interface is formed on the bottom surface of the bearing seat 43 (as shown in point b). Figure 11 (as shown); by controlling the downward protrusion of the bearing block 53 of the bearing unit 5 (the bearing unit 5 is in the state as shown) Figure 9 As shown at point a), at this time, a non-planar contact interface can be formed on the bottom surface of the bearing seat 43 (such as...). Figure 12 (As shown).

[0059] Reference Figures 9-14 The bearing unit 5 consists of a fixed block 51, an adjusting block 52 and a bearing block 53. The fixed block 51 is fixed in the groove 433 of the bearing seat 43. An electromagnet is installed on the inner wall of the left side to provide magnetic field driving force. The top of the adjusting block 52 is slidably connected to the fixed block 51. The left side is connected to the fixed block 51 through a small spring 521. The bottom surface of the right side is an inclined surface that fits with the inclined surface of the top of the bearing block 53. The adjusting block 52 is made of magnetic material and can be driven to move left and right by the magnetic field force of the electromagnet in the fixed block 51.

[0060] The two sides of the support block 53 are slidably connected to the fixed block 51. When the adjusting block 52 moves to the left under the electromagnetic force, its inclined surface pushes the support block 53 to move downward, so that the lower surface of the support block 53 protrudes from the bottom surface of the support seat 43. When the electromagnet is de-energized, the small spring 521 pushes the adjusting block 52 to reset, and the support block 53 returns to the initial position at the same time.

[0061] It should be noted that the bearing unit 5 of this application adopts an inclined surface transmission structure of the adjusting block 52 and the bearing block 53, which has significant advantages over electric telescopic rods or cylinders: the inclined surface transmission can convert the horizontal driving force of the electromagnet into the vertical displacement of the bearing block 53, and use the mechanical structure characteristics to disperse the impact force when the bearing seat 43 lands, avoiding component damage caused by rigid impact; the elastic reset design of the small spring 521 can buffer the impact energy, while electric telescopic rods or cylinders are prone to problems such as motor overload and cylinder piston rod deformation under strong impact, and cannot adapt to high-frequency and high-impact detection conditions.

[0062] Reference Figures 1-3 The deflection sensor group 3 consists of multiple independent deflection sensors 31, which are either acceleration sensors or displacement sensors. Each group of deflection sensors 31 is arranged linearly via connecting rods or data cables (the purpose is to facilitate the quick arrangement of each group of deflection sensors 31 into a straight line during use). During use, the sensors are arranged radially around the support seat 43 at preset intervals (such as 0.1m, 0.3m, 0.5m) to cover the detection points around the support seat 43, ensuring that complete dynamic deflection basin data is collected.

[0063] The trailer 1 integrates a data processing system. The deflection sensor group 3 and the force sensor 431 are connected to the data processing system via cables. The data processing system processes the collected load and deflection data, and combines the inversion algorithm to fit the elastic modulus, shear modulus and other parameters of each structural layer of the road surface, generating a strength cloud map of the splicing interface, and quantitatively evaluating the strength difference and shear and torsional performance of the new and old road surfaces.

[0064] To further clarify, the aforementioned fixed connection should be interpreted broadly unless otherwise explicitly specified and limited. For example, it may be welding, gluing, or integral molding, or other conventional methods well known to those skilled in the art.

[0065] A method for using a high-speed widened road pavement strength testing device includes the following steps:

[0066] S1: Hook the trailer 1 behind the motor vehicle and drive to the widened section of the highway to be inspected. Adjust the direction of the inspection pole 2 by rotating the disc 11 so that the inspection pole 2 is aligned with the inspection area. Then adjust the length of the outrigger 21 so that it supports the road surface and ensures that the inspection pole 2 is stable.

[0067] S2: According to the testing requirements, the gear 7 inside the movable seat 4 is driven by the motor 72 to move along the rack 71, thereby adjusting the position of multiple movable seats 4 on the testing rod 2, so that each bearing seat 43 corresponds to the main area of ​​the new and old road surface or the two sides of the splicing strip.

[0068] S3: In the initial state, the lower surface of the bearing unit 5 at the bottom of the bearing seat 43 is flush with the bottom surface of the bearing seat 43. In this state, the bearing seat 43 is a planar contact interface. By controlling the electromagnet in the fixed block 51 to drive the adjustment block 52 to move, some bearing units 5 are selectively activated according to the simulated working conditions, so that the corresponding bearing block 53 protrudes downward to form a non-planar contact interface.

[0069] S4: Arrange a deflection sensor group 3 around the bearing seat 43, and connect multiple deflection sensors 31 in a set of deflection sensor group 3 into a row at a preset interval to ensure that the deflection sensor group 3 covers the detection points around the bearing seat 43.

[0070] S5: By the repulsive force between the electromagnet in the pressure application block 41 and the electromagnet in the bearing seat 43, the bearing seat 43 is driven to apply a load to the road surface in the form of a falling hammer. By adjusting the current intensity and the action time, the transient impact load (0.02-0.05 seconds) or the continuous load (0.1-0.5 seconds) can be selected.

[0071] S6: When the bearing seat 43 impacts the road surface, the force sensor 431 measures the impact load data in real time, and the deflection sensor group 3 synchronously collects the dynamic deflection value of each point on the road surface. The data is transmitted to the data processing system on the trailer 1 through the connecting line.

[0072] S7: The data processing system filters and analyzes the collected load and deflection data, back-calculates the modulus parameters of each structural layer of the pavement, and evaluates the strength difference, shear and torsional performance, etc. of the splicing interface and the old and new pavements.

[0073] S8: After the test is completed, restore the bearing unit 5 to the initial state (the lower surface of the bearing block 53 is flush with the bottom surface of the bearing seat 43). Apply pressure to the electromagnet in the block 41 and the electromagnet in the bearing seat 43 to make the bearing seat 43 move up back to the initial state. Then put away the bending sensor group 3.

[0074] S9: After completing one inspection point, move trailer 1 to the next inspection area and repeat steps S2-S8 until the entire road section is inspected.

[0075] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A high-speed widened road surface strength testing device, comprising a trailer (1), a testing rod (2), and multiple deflection sensor groups (3), characterized in that, The trailer (1) is equipped with a rotating disk (11) at the bottom. One end of the detection rod (2) is fixedly connected to the rotating disk (11), and the other end is fixedly installed with a support leg (21). The detection rod (2) is provided with multiple movable seats (4), and a pressure application block (41) is fixedly installed at the bottom of the movable seat (4). A telescopic rod (42) is fixedly connected below the pressure application block (41), and a bearing seat (43) is fixedly connected below the telescopic rod (42). A spring (421) is provided between the pressure application block (41) and the bearing seat (43), and both the pressure application block (41) and the bearing seat (43) are provided with electromagnets. The bearing seat (43) has a force sensor (431) at the bottom center for measuring impact load, and the deflection sensor group (3) is arranged around the bearing seat (43) for measuring the dynamic deflection value at each point on the road surface. The bearing seat (43) has multiple bearing units (5) arranged in an array at its bottom. Each bearing unit (5) consists of a fixed block (51), an adjusting block (52), and a bearing block (53). By controlling the bearing block (53) of a portion of the bearing unit (5) to protrude downwards, the bearing seat (43) forms a non-planar contact with the road surface. The support base (43) has a slot (432) at the center of the bottom surface for installing a force sensor (431). Multiple grooves (433) are densely arranged around the slot (432) at the bottom of the support base (43), and a support unit (5) is embedded in each groove (433). The fixing block (51) is fixedly installed in the groove. The adjusting block (52) and the bearing block (53) are located in the fixing block (51). The top of the adjusting block (52) is slidably connected to the fixing block (51). The left side of the adjusting block (52) is connected to the fixing block (51) by a small spring (521). The two sides of the bearing block (53) are slidably connected to the fixing block (51). The bottom of the adjusting block (52) is in contact with the top of the bearing block (53), and the surface in contact with the two is an inclined surface.

2. The high-speed widened road surface strength testing device according to claim 1, characterized in that, The adjusting block (52) is magnetic, and the fixing block (51) is provided with an electromagnet on the side facing the adjusting block (52). The adjusting block (52) is moved by the electromagnet, thereby pushing the bearing block (53) to move downward.

3. The high-speed widened road surface strength testing device according to claim 2, characterized in that, When the bearing unit (5) is in its initial state, the lower surface of the bearing block (53) is flush with the bottom surface of the bearing seat (43).

4. The high-speed widened road surface strength testing device according to claim 3, characterized in that, The deflection sensor group (3) consists of multiple independent deflection sensors (31), and the multiple deflection sensors (31) in the deflection sensor group (3) are arranged linearly through connecting lines or connecting rods; The deflection sensor (31) is an acceleration sensor or a displacement sensor; The trailer (1) is equipped with a data processing system, and the deflection sensor group (3) is connected to the data processing system and inputs the collected data into the data processing system.

5. The high-speed widened road surface strength testing device according to claim 4, characterized in that, The detection rod (2) passes through the movable seat (4), and a sliding wheel (6) and a gear (7) are installed in the movable seat (4). The sliding wheel (6) contacts the top of the detection rod (2) and rolls along the top of the detection rod (2). A rack (71) is provided at the bottom of the detection rod (2) at the position corresponding to the gear (7). The gear (7) meshes with the rack (71). The gear (7) is driven by the motor (72) to move along the rack (71).

6. The high-speed widened road surface strength testing device according to claim 5, characterized in that, Limiting blocks (711) are provided at both ends of the rack (71) to limit the travel of the gear (7).

7. A method of using a high-speed widened road pavement strength testing device, comprising using the high-speed widened road pavement strength testing device as described in claim 6, characterized in that, Includes the following steps: S1: Hook the trailer (1) behind the motor vehicle and drive to the section of the highway widening road to be tested. Adjust the direction of the detection rod (2) by rotating the disc (11) so that the detection rod (2) is aligned with the testing area. Then adjust the length of the outrigger (21) so that it is supported on the road surface to ensure the stability of the device. S2: According to the testing requirements, the gear (7) inside the moving seat (4) is driven by the motor (72) to move along the rack (71), thereby adjusting the position of multiple moving seats (4) on the testing rod (2) so that each bearing seat (43) corresponds to the main area of ​​the new and old road surface or the two sides of the splicing strip. S3: In the initial state, the lower surface of the bearing unit (5) at the bottom of the bearing seat (43) is flush with the bottom surface of the bearing seat (43). In this state, the bearing seat (43) is a planar contact interface. By controlling the electromagnet in the fixed block (51) to drive the adjustment block (52) to move, some bearing units (5) are selectively activated according to the simulated working conditions, so that the corresponding bearing block (53) protrudes downward to form a non-planar contact interface. S4: Arrange a set of deflection sensors (3) around the bearing seat (43), and connect multiple deflection sensors (31) in a set of deflection sensors (3) in a row at a preset interval to ensure that the set of deflection sensors (3) covers the detection points around the bearing seat (43). S5: By the repulsive force between the electromagnet in the pressure application block (41) and the electromagnet in the bearing seat (43), the bearing seat (43) is driven to apply a load to the road surface in the form of a falling hammer. By adjusting the current intensity and the action time, the output transient impact load or continuous load can be selected. S6: When the bearing seat (43) impacts the road surface, the force sensor (431) measures the impact load data in real time, and the deflection sensor group (3) collects the dynamic deflection value of each point on the road surface in a synchronous manner. The data is transmitted to the data processing system on the trailer (1) through the connecting line. S7: The data processing system filters and analyzes the collected load and deflection data, back-calculates the modulus parameters of each structural layer of the pavement, and evaluates the strength difference, shear and torsional performance, etc. of the splicing interface and the old and new pavements. S8: After the test is completed, restore the bearing unit (5) and bearing seat (43) to their initial state and retract the deflection sensor group (3). S9: After completing one inspection point, move the trailer (1) to the next inspection area and repeat steps S2-S8 until the entire road section is inspected.

Images