Anti-skid performance testing device for road material and testing method of anti-skid performance testing device

Abstract

The invention belongs to the technical field of pavement detection, and particularly relates to a device and method for testing the antiskid performance of a road material, and the device comprises an annular carrier, an asphalt layer is fixed on the inner wall surface of the annular carrier, and a plurality of driving wheels and resistance wheels are in contact with the inner surface of the asphalt layer; the resistance wheel is used for performing speed reduction or extrusion rolling or sliding friction on the asphalt layer, and the driving wheel and the resistance wheel act on the surface of the asphalt layer with adjustable pressure; the device further comprises a rotating speed detection module for detecting the rotating speed of the driving wheel, the resistance wheel and the annular carrier, and the driving wheel and the resistance wheel can simulate various driving forms of an automobile on an asphalt road, including rolling friction during acceleration, rolling friction during deceleration, sliding friction during excessive braking and rolling compaction during normal driving of the automobile. The anti-skid performance change of the asphalt road under different driving conditions can be comprehensively considered, the defect of single friction test is effectively overcome, and the method is more suitable for the actual road use condition.

Description

Technical Field

[0001] The present invention belongs to the technical field of road surface detection, and particularly relates to an anti-slip performance testing device for road materials and a testing method thereof. Background Art

[0002] The surface material of a newly paved asphalt road is relatively fresh. During the paving process, the quality and proportion of the asphalt mixture have an important impact on the anti-slip performance. High-quality asphalt mixtures contain an appropriate proportion of coarse aggregates, and the particle shape and surface texture of these coarse aggregates can provide good micro and macro textures. For example, some aggregates such as basalt with hard texture and rough surface are used in asphalt mixtures, and their sharp edges and rough surfaces can increase the friction between the tire and the road surface. Just like placing angular stones on a smooth ground, the tire can better "grip" these rough parts when the vehicle is driving, thereby improving the anti-slip performance.

[0003] Although asphalt or tar seems to be a solid, they are actually a high-viscosity liquid. Therefore, over time and with repeated driving of vehicles, the aggregates on the surface of the asphalt road will gradually be worn, or the road surface will be rolled flatter, thereby reducing its anti-slip performance. Even if hard particles are mixed in the asphalt, under the repeated rolling of the vehicle, the particles will sink into it, resulting in a flat state on the road surface. Operations such as the friction between the vehicle tire and the road surface, vehicle braking, and acceleration will cause the edges and corners of the coarse aggregate particles on the road surface to be worn smooth. Especially at intersections with heavy traffic flow, vehicles start and stop frequently, and when braking, the friction between the tire and the road surface is concentrated in a small area, resulting in more severe wear of the aggregates in this area. When the edges and corners of the aggregates are worn smooth, the macro texture provided by them will weaken, the biting ability between the tire and the road surface will decrease, and the anti-slip performance will also decrease accordingly. This is why newly paved asphalt roads have better anti-slip performance than cement roads, but over time, the anti-slip performance will be lower than that of cement roads.

[0004] Therefore, many research institutions have conducted research on improving asphalt roads so that they still have good anti-slip performance after long-term use. During the research and development process of new materials, it is necessary to test their anti-slip performance. Due to the complexity of asphalt roads, involving wear and fluid changes, a single friction test is not sufficient to prove the feasibility of the anti-slip performance. Summary of the Invention

[0005] To solve the problems raised in the above background art, the present invention provides an anti-slip performance testing device for road materials and a testing method thereof. By means of a driving wheel and a resistance wheel, various forms of a vehicle driving on an asphalt road can be simulated, the change of the anti-slip performance of the asphalt road under different driving conditions can be comprehensively considered, the deficiency of a single friction test can be effectively made up for, and it is more in line with the actual road use situation, making the test more accurate.

[0006] To achieve the above object, the present invention provides the following technical solution: an anti-slip performance testing device for road materials, comprising an annular carrier, an asphalt layer is fixed on the inner wall surface of the annular carrier, and a plurality of driving wheels and resistance wheels are in contact with the inner surface of the asphalt layer. The driving wheels are used to drive the asphalt layer to rotate, and the resistance wheels are used to decelerate the asphalt layer or apply rolling or sliding friction by extrusion. Both the driving wheels and the resistance wheels act on the surface of the asphalt layer with adjustable pressure;

[0007] It further includes a rotational speed detection module for detecting the rotational speeds of the driving wheels, the resistance wheels, and the annular carrier.

[0008] Preferably, as an anti-slip performance testing device for road materials of the present invention, a main body bracket is non-contact arranged inside the annular carrier. One end of the main body bracket is fixedly connected with a holding rod, and a holding bracket is slidably connected to the outside of the holding rod. One end of the holding bracket is fixedly connected with a first movable bracket. One end of the main body bracket is fixedly connected with a first linear driver, and the outer side of the telescopic end of the first linear driver is fixedly connected with one end of the first movable bracket. One end of the first movable bracket is rotatably connected with a first transmission shaft, and the outer end surface of the first transmission shaft is fixedly connected with the driving wheel.

[0009] Preferably, as an anti-slip performance testing device for road materials of the present invention, a limiting rod is fixedly connected to the outside of one end of the main body bracket, a second movable bracket is slidably connected to the outside of the limiting rod, one end of the second movable bracket is rotatably connected with a second transmission shaft, and the outer end surface of the second transmission shaft is fixedly connected to the central position of the resistance wheel.

[0010] Preferably, as an anti-slip performance testing device for road materials of the present invention, a friction wheel is fixedly connected to the outer end surface of one end of the second transmission shaft, a second linear driver is fixedly connected to the outside of one end of the main body bracket, a synchronous bracket is fixedly connected to the outer side of the telescopic end of the second linear driver, a fixed housing is fixedly connected to the outside of the synchronous bracket, a friction strip is fixedly connected to the inside of the fixed housing, and the inner wall surface of the friction strip is in contact with the outer end surface of the friction wheel.

[0011] Preferably, as an anti-slip performance testing device for road materials of the present invention, a code disc is fixedly connected to the inside of the recess of the friction wheel, a fixed bracket is fixedly connected to the outside of one end of the second movable bracket, and a photoelectric sensor is fixedly connected to the inside of one end of the fixed bracket. The photoelectric sensor cooperates with the code disc.

[0012] Preferably, as an anti-slip performance testing device for road materials of the present invention, a fixed end is arranged on the outside of one end of the main body bracket, the flat surface of the fixed end is fixedly connected to the telescopic end of a third linear driver, and a base bracket is fixedly connected to the outside of the fixed end of the third linear driver.

[0013] Preferably, for an anti-slip performance testing device of a road material according to the present invention, prisms are fixedly connected to the outer sides of both ends of the main body bracket, and the outer end surfaces of the prisms are slidably connected to the base bracket.

[0014] Preferably, for an anti-slip performance testing device of a road material according to the present invention, a third transmission shaft is rotatably connected to one end of the base bracket. A support wheel is fixedly connected to the outer end surface of the third transmission shaft. A track is rotatably connected to the outside of the support wheel, and the inner wall surface of the track is fixedly connected to the outer end surface of the annular carrier.

[0015] Preferably, for an anti-slip performance testing device of a road material according to the present invention, a rotational speed sensor is installed at the end of the third transmission shaft extending outside the base bracket, and the rotational speed sensor is fixedly connected to the outer surface of the base bracket.

[0016] An anti-slip performance testing method for a road material, including the anti-slip performance testing device of the above embodiment, includes the following steps:

[0017] S1: Fix a bituminous layer on the annular carrier;

[0018] S2: The driving wheel rotates to drive the bituminous layer and the annular carrier to rotate, simulating vehicle acceleration;

[0019] S3: Apply a rotational resistance to the resistance wheel to simulate vehicle deceleration or braking, and do not apply an additional rotational resistance to the resistance wheel to simulate vehicle coasting by inertia;

[0020] S4: Drive the bituminous layer to rotate with a fixed pressure by the driving wheel, and apply an additional rotational resistance to the resistance wheel, so that the resistance wheel has a sliding friction relative to the bituminous layer under an additional resistance XN, and the set additional resistance is lower than 0.1%-3% of XN;

[0021] S5: Continuously operate the device, detect the rotational speed of the resistance wheel, and record the operation time of the device when the linear velocity between the bituminous layer and the resistance wheel changes from constant to relative change;

[0022] S6: After the linear velocity between the bituminous layer and the resistance wheel changes relatively, reduce the pressure applied to the resistance wheel until the additional applied resistance is lower than 0.1%-3% of XN, and perform cyclic testing.

[0023] Compared with the prior art, the beneficial effects of the present invention are as follows: By means of the driving wheel and the resistance wheel, various forms of a vehicle running on an asphalt road can be simulated, including rolling friction during acceleration, rolling friction during deceleration, sliding friction during excessive braking, and rolling during normal vehicle running. The anti-slip performance changes of the asphalt road under different driving conditions can be comprehensively considered, effectively making up for the deficiencies of single friction tests, and being more in line with the actual road use situation. Only by continuously rotating the annular carrier and the asphalt layer, the simulation tests of various motion forms can be completed in the same test device, reducing the test time, improving the test efficiency, and helping to accelerate the research process of the anti-slip performance of the asphalt road. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The drawings are used to provide a further understanding of the present invention, and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the present invention, and do not constitute a limitation to the present invention. In the drawings:

[0025] Figure 1 is a schematic diagram of the overall structure of the present invention;

[0026] Figure 2 is a side view of the structure in the present invention;

[0027] Figure 3 is a schematic diagram of the connection structure of the asphalt layer in the present invention;

[0028] Figure 4 is a schematic diagram of the connection structure of the main body bracket in the present invention;

[0029] Figure 5 is a schematic diagram of the connection structure of the resistance wheel in the present invention;

[0030] In the figure:

[0031] 1, annular carrier; 2, asphalt layer; 3, driving wheel; 4, resistance wheel;

[0032] 5, main body bracket; 51, holding rod; 52, first linear driver; 6, first movable bracket; 61, holding bracket; 62, first transmission shaft;

[0033] 7, second movable bracket; 71, limiting rod; 72, second transmission shaft;

[0034] 8, friction wheel; 81, second linear driver; 82, synchronous bracket; 83, fixed housing; 84, friction strip;

[0035] 9, code disc; 91, fixed bracket; 92, photoelectric sensor;

[0036] 10, base bracket; 11, third linear driver; 12, fixed end;

[0037] 13, prism;

[0038] 14. Third drive shaft; 15. Support wheel; 16. Track;

[0039] 17. Rotation speed sensor. Detailed implementation manner

[0040] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0041] As Figures 1 - 5 shown:

[0042] An anti-slip performance testing device and testing method for road materials, including a circular carrier 1, a bituminous layer 2 is fixed on the inner wall surface of the circular carrier 1, and a plurality of driving wheels 3 and resistance wheels 4 are in contact with the inner surface of the bituminous layer 2. The driving wheels 3 are used to drive the bituminous layer 2 to rotate, and the resistance wheels 4 are used to decelerate or extrude the bituminous layer 2 for rolling or sliding friction. Both the driving wheels 3 and the resistance wheels 4 act on the surface of the bituminous layer 2 with adjustable pressure;

[0043] It further includes a rotation speed detection module for detecting the rotation speeds of the driving wheels 3, the resistance wheels 4, and the circular carrier 1.

[0044] In this embodiment, the surface material of the newly paved asphalt road is relatively fresh. During the paving process, the quality and ratio of the asphalt mixture have an important impact on the anti-slip performance. High-quality asphalt mixtures contain an appropriate proportion of coarse aggregates, and the particle shapes and surface textures of these coarse aggregates can provide good micro and macro textures; for example, some aggregates such as basalt with hard texture and rough surface are used in the asphalt mixture. Their sharp edges and rough surfaces can increase the friction between the tire and the road surface, just like placing angular stones on a smooth ground. When the vehicle is driving, the tire can better "grip" these rough parts, thereby improving the anti-slip performance;

[0045] Although asphalt or tar looks like a solid, it is actually a high-viscosity liquid. Therefore, as time goes by and vehicles drive repeatedly, the aggregate on the surface of the asphalt road will gradually be worn away, or the road surface will be rolled flatter, thereby reducing its anti-skid performance. Even if hard particles are mixed in the asphalt, the particles will sink into it under the repeated rolling of the car, thus presenting a flat state on the road surface. The friction between the vehicle tires and the road surface, the braking and acceleration of the vehicle will cause the edges and corners of the coarse aggregate particles on the road surface to be smoothed, especially at intersections with heavy traffic, where vehicles start and stop frequently. When braking, the friction between the tires and the road surface is concentrated in a smaller area, resulting in more serious wear of the aggregate in this area. When the edges and corners of the aggregate are smoothed, the macro texture it provides will be weakened, the bite ability between the tire and the road surface will decrease, and the anti-skid performance will also decrease accordingly. This is why newly laid asphalt roads have the anti-skid performance of cement roads, but as time changes, the anti-skid performance will be lower than that of cement roads;

[0046] Therefore, many research institutions have improved the asphalt road so that the asphalt road still has good anti-skid performance after long-term use. In the process of research and development of new materials, it is necessary to test its anti-skid performance. Due to the complexity of the asphalt road, it involves wear and fluid changes. Single friction is not enough to prove the feasibility of anti-skid performance. Therefore, the present invention improves the experimental accuracy of the anti-skid performance of the asphalt road by simulating the shape of the car during driving. The driving of the car on the asphalt road is mainly divided into four aspects. The first is the rolling of the road surface by the vehicle, so that the asphalt road is rolled more flat. The second is the rolling friction generated on the road surface when the vehicle accelerates, which causes the wear of the asphalt road. The third is the rolling friction generated on the road surface when the vehicle decelerates, which causes the wear of the asphalt road. The fourth is the sliding friction generated on the asphalt road when the vehicle brakes excessively. Among them, the second point and the third point are essentially the same, but the directions are different, and the wear results of the asphalt road are also different. Therefore, in view of the above four aspects, the anti-skid performance testing device is developed by simulating the shape of the vehicle when driving;

[0047] The asphalt layer 2 to be tested is fixed in advance on the inner wall surface of the annular carrier 1. Then, by rotating the driving wheel 3, the asphalt layer 2 and the annular carrier 1 are driven to rotate. This process can simulate the acceleration when a vehicle is driving. When the resistance wheel 4 rotates, rotational resistance needs to be applied to it to simulate the deceleration or braking when a vehicle is driving. By not applying additional rotational resistance to the resistance wheel 4, it can simulate the rolling of the vehicle on the road surface, that is, the form of the vehicle coasting on the road surface by inertia. When too much rotational resistance is applied to the resistance wheel 4, the resistance wheel 4 will slide relative to the asphalt layer 2, thus simulating the sliding form caused by the vehicle's excessive braking. Therefore, in a test device, multiple motion forms of the vehicle can be simulated simultaneously, obtaining a more realistic test effect while reducing time because only the annular carrier 1 and the asphalt layer 2 need to rotate continuously, reducing the test time;

[0048] It should be noted that in the above tests, the driving wheel 3 and the resistance wheel 4 need to act on the surface of the asphalt layer 2 with adjustable pressure to simulate the weights of different vehicles;

[0049] Taking two driving wheels 3 and two resistance wheels 4 as an example, when the driving wheels 3 and the resistance wheels 4 are applied to the surface of the asphalt layer 2 with a fixed pressure, the driving wheels 3 drive the asphalt layer 2 to rotate. At this time, rotational resistance is applied to the resistance wheels 4 to prevent the resistance wheels 4 from rotating the asphalt layer 2. In this work, since the asphalt layer 2 is driven to rotate by two driving wheels 3, only rotational resistance needs to be applied to one of the resistance wheels 4, and no additional rotational resistance is applied to the other resistance wheel 4. It is necessary to make the resistance wheel 4 to which additional rotational resistance is applied. Assuming that the additional resistance applied is XN, the resistance wheel 4 just satisfies the occurrence of sliding friction relative to the asphalt layer 2, that is, the linear velocity of the resistance wheel 4 is lower than that of the asphalt layer 2, or even the resistance wheel 4 does not rotate. When the additional resistance applied is lower than XN, the resistance wheel 4 still has synchronous rolling friction relative to the asphalt layer 2, that is, the linear velocities of the asphalt layer 2 and this resistance wheel 4 are the same at this time; then for the resistance wheel 4 to which additional rotational resistance is applied, its resistance needs to meet the following conditions. The additional resistance applied needs to be lower than XN by 0.1% - 3%. Then, when the device is running continuously, as the surface of the asphalt layer 2 changes, its anti-slip performance gradually decreases. With the additional resistance applied remaining unchanged, the linear velocity between the asphalt layer 2 and this resistance wheel 4 changes from being unchanged to relatively changing. This can be intuitively detected by detecting the rotational speed of this resistance wheel 4. Therefore, according to the time when this change occurs during the operation of the device, the anti-slip performance of the asphalt layer 2 can be intuitively reflected;

[0050] After the linear velocity between the asphalt layer 2 and this resistance wheel 4 changes from being unchanged to relatively changing, the pressure applied to this resistance wheel 4 is reduced until the additional resistance applied to the driving wheel 3 is lower than XN by 0.1% - 3%, and this process is repeated cyclically for testing.

[0051] In the work of changing the linear velocity between the asphalt layer 2 and the resistance wheel 4 from constant to relatively variable, since the rotational speed of the asphalt layer 2 remains unchanged, when the linear velocity is constant, the rotational speed of the resistance wheel 4 will not change either. However, when the linear velocity changes relatively, the rotational speed of the resistance wheel 4 will also change;

[0052] However, to ensure the accuracy of the test, it is also necessary to detect the rotational speeds of the asphalt layer 2 and the driving wheel 3;

[0053] The driving wheel 3 and the resistance wheel 4 can be the wheels of an automobile.

[0054] In an alternative embodiment, a main body bracket 5 is non - contact - arranged inside the annular carrier 1. One end of the main body bracket 5 is fixedly connected with a holding rod 51. A holding bracket 61 is slidably connected to the outside of the holding rod 51. One end of the holding bracket 61 is fixedly connected with a first movable bracket 6. One end of the main body bracket 5 is fixedly connected with a first linear driver 52. The outer side of the telescopic end of the first linear driver 52 is fixedly connected with one end of the first movable bracket 6. One end of the first movable bracket 6 is rotatably connected with a first transmission shaft 62. The outer end face of the first transmission shaft 62 is fixedly connected with the driving wheel 3.

[0055] In this embodiment, the rotational speed of the driving wheel 3 can be detected through the data of the driving motor. Therefore, the motor driving the driving wheel 3 should have the function of rotational speed feedback and can be a servo motor. The sliding connection between the main body bracket 5 and the holding bracket 61 through the holding rod 51 enables the first movable bracket 6 to have a stable relative linear movement function relative to the main body bracket 5. By controlling the movement of the first movable bracket 6 through the first linear driver 52, the first movable bracket 6 drives the first transmission shaft 62 and thus drives the driving wheel 3 to move, enabling the driving wheel 3 to contact or separate from the asphalt layer 2. At the same time, the pressure exerted by the driving wheel 3 on the asphalt layer 2 can be controlled.

[0056] In an alternative embodiment, a limiting rod 71 is fixedly connected to the outside of one end of the main body bracket 5. A second movable bracket 7 is slidably connected to the outside of the limiting rod 71. One end of the second movable bracket 7 is rotatably connected with a second transmission shaft 72. The outer end face of the second transmission shaft 72 is fixedly connected to the central position of the resistance wheel 4.

[0057] In this embodiment, through the arranged limiting rod 71, the second movable bracket 7 can move linearly relative to the main body bracket 5 stably. Thus, the second movable bracket 7 drives the second transmission shaft 72 and further drives the resistance wheel 4 to move, enabling the resistance wheel 4 to contact or separate from the asphalt layer 2. At the same time, the contact pressure between the resistance wheel 4 and the asphalt layer 2 can be controlled.

[0058] In an optional embodiment, a friction wheel 8 is fixedly connected to the outer end surface of one end of the second transmission shaft 72, a second linear drive 81 is fixedly connected to the outer side of one end of the main body bracket 5, a synchronous bracket 82 is fixedly connected to the outer side of the telescopic end of the second linear drive 81, a fixed shell 83 is fixedly connected to the outer side of the synchronous bracket 82, a friction strip 84 is fixedly connected to the inner side of the fixed shell 83, and the inner wall surface of the friction strip 84 is in contact with the outer end surface of the friction wheel 8.

[0059] In this embodiment, when additional rotational resistance is applied to the resistance wheel 4, the second linear drive 81 drives the synchronous bracket 82 and then drives the fixed shell 83 to move, and the fixed shell 83 drives the friction strip 84 to move. After the friction strip 84 moves, it can contact the friction wheel 8. Due to the change in contact pressure, the rotational resistance experienced by the friction wheel 8 is also different. Since the friction wheel 8 is fixedly connected to the second transmission shaft 72, and the second transmission shaft 72 is fixedly connected to the resistance wheel 4, the rotational resistance can directly act on the resistance wheel 4.

[0060] In an optional embodiment, a code disc 9 is fixedly connected to the inner side of the recess of the friction wheel 8, a fixed bracket 91 is fixedly connected to the outer side of one end of the second movable bracket 7, a photoelectric sensor 92 is fixedly connected to the inner side of one end of the fixed bracket 91, and the photoelectric sensor 92 cooperates with the code disc 9.

[0061] In this embodiment, the code disc 9 is fixed inside the recess of the friction wheel 8, which can improve the utilization rate of the space. Through the cooperation of the code disc 9 and the photoelectric sensor 92, the real-time rotation speed of the resistance wheel 4 can be detected.

[0062] In an optional embodiment, a fixed end 12 is provided on the outer side of one end of the main support 5, and the plane of the fixed end 12 is fixedly connected to the telescopic end of the third linear drive 11, and the outer side of the fixed end 12 of the third linear drive 11 is fixedly connected to the base support 10, and the outer sides of both ends of the main support 5 are fixedly connected to prisms 13, and the outer end faces of the prisms 13 are slidably connected to the base support 10.

[0063] In this embodiment, the part connected to the main support 5 can be erected through the cooperation of the base support 10 and the prism 13 to ensure stable operation. At the same time, the movement of the main support 5 can be controlled by the third linear drive 11. After the main support 5 is staggered with the asphalt layer 2, the annular carrier 1 can be disassembled and removed. After the annular carrier 1 is disassembled, it is convenient to fix the asphalt layer 2.

[0064] In an optional embodiment, one end of the base bracket 10 is rotatably connected to the third transmission shaft 14, the outer end face of the third transmission shaft 14 is fixedly connected to the support wheel 15, the outer side of the support wheel 15 is rotatably connected to the track 16, and the inner wall surface of the track 16 is fixedly connected to the outer end face of the annular carrier 1.

[0065] In this embodiment, through the cooperation of the supporting wheels 15 and the track 16, after the main body bracket 5 is offset from the asphalt layer 2, the annular carrier 1 fixed to the asphalt layer 2 will not fall off, avoiding damage to the annular carrier 1 caused by falling, improving the convenience of disassembly, and the rotational stability of the annular carrier 1 is achieved by a plurality of driving wheels 3 and resistance wheels 4.

[0066] In an alternative embodiment, a rotational speed sensor 17 is installed at one end of the third transmission shaft 14 extending outside the base bracket 10, and the rotational speed sensor 17 is fixedly connected to the outer surface of the base bracket 10.

[0067] In this embodiment, when the annular carrier 1 rotates, the third transmission shaft 14 will rotate through the cooperation of the track 16 and the supporting wheels 15, and the rotational speed sensor 17 can detect the rotation of the third transmission shaft 14, so as to know the rotational speed of the annular carrier 1.

[0068] It should be noted that the first linear actuator 52, the second linear actuator 81, and the third linear actuator 11 can be hydraulic push rods or electric lead screws.

[0069] A method for testing the anti-slip performance of road materials, including the anti-slip performance testing device of the above embodiment, comprises the following steps:

[0070] S1: Fix the asphalt layer 2 on the annular carrier 1;

[0071] S2: The driving wheels 3 rotate to drive the asphalt layer 2 and the annular carrier 1 to rotate, imitating vehicle acceleration;

[0072] S3: Apply a rotational resistance to the resistance wheels 4 to imitate vehicle deceleration or braking, and do not apply an additional rotational resistance to the resistance wheels 4 to imitate vehicle coasting by inertia;

[0073] S4: Drive the asphalt layer 2 to rotate with a fixed pressure by the driving wheels 3, apply an additional rotational resistance to the resistance wheels 4, so that the resistance wheels 4 have a sliding friction relative to the asphalt layer 2 under an additional resistance XN, and the set additional resistance is less than 0.1%-3% of XN;

[0074] S5: Continuously operate the device, detect the rotational speed of the resistance wheels 4, and record the operation time of the device when the linear velocity between the asphalt layer 2 and the resistance wheels 4 changes from constant to relative change;

[0075] S6: After the linear velocity between the asphalt layer 2 and the resistance wheels 4 changes relatively, reduce the pressure applied to the resistance wheels 4 until the additional applied resistance is less than 0.1%-3% of XN, and perform cyclic testing.

[0076] Finally, it should be noted that the above are only 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, those skilled in the art 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. An anti-slip performance testing device for road materials, characterized in that: It includes an annular carrier (1), an asphalt layer (2) is fixed on the inner wall surface of the annular carrier (1), several driving wheels (3) and resistance wheels (4) are in contact with the inner surface of the asphalt layer (2), the driving wheels (3) are used to drive the asphalt layer (2) to rotate, the resistance wheels (4) are used to decelerate or extrude the asphalt layer (2) for rolling or sliding friction, and both the driving wheels (3) and the resistance wheels (4) act on the surface of the asphalt layer (2) with adjustable pressure; It further includes a rotational speed detection module for detecting the rotational speeds of the driving wheels (3), the resistance wheels (4) and the annular carrier (1).

2. The anti-slip performance testing device for road materials according to claim 1, characterized in that: A main body support (5) is disposed inside the annular carrier (1) in a non-contact manner. One end of the main body support (5) is fixedly connected to a holding rod (51). A holding bracket (61) is slidably connected to the outside of the holding rod (51). One end of the holding bracket (61) is fixedly connected to a first movable bracket (6). One end of the main body support (5) is fixedly connected to a first linear actuator (52). The outer side of the telescopic end of the first linear actuator (52) is fixedly connected to one end of the first movable bracket (6). One end of the first movable bracket (6) is rotatably connected to a first transmission shaft (62), and the outer end surface of the first transmission shaft (62) is fixedly connected to the driving wheel (3).

3. The anti-slip performance testing device for road materials according to claim 2, wherein: A limiting rod (71) is fixedly connected to the outside of one end of the main body support (5). A second movable bracket (7) is slidably connected to the outside of the limiting rod (71). One end of the second movable bracket (7) is rotatably connected to a second transmission shaft (72), and the outer end surface of the second transmission shaft (72) is fixedly connected to the central position of the resistance wheel (4).

4. The anti-slip performance testing device for road materials according to claim 3, characterized in that: A friction wheel (8) is fixedly connected to the outer end surface of one end of the second transmission shaft (72). A second linear actuator (81) is fixedly connected to the outside of one end of the main body support (5). The outer side of the telescopic end of the second linear actuator (81) is fixedly connected to a synchronous bracket (82). A fixed housing (83) is fixedly connected to the outside of the synchronous bracket (82). A friction strip (84) is fixedly connected to the inside of the fixed housing (83), and the inner wall surface of the friction strip (84) is in contact with the outer end surface of the friction wheel (8).

5. The anti-slip performance testing device for road materials according to claim 4, characterized in that: A code disk (9) is fixedly connected to the inside of the recess of the friction wheel (8). A fixed bracket (91) is fixedly connected to the outside of one end of the second movable bracket (7). A photoelectric sensor (92) is fixedly connected to the inside of one end of the fixed bracket (91), and the photoelectric sensor (92) cooperates with the code disk (9).

6. The anti-slip performance testing device for road materials according to claim 2, wherein: A fixed end (12) is disposed on the outside of one end of the main body support (5). The flat surface of the fixed end (12) is fixedly connected to the telescopic end of a third linear actuator (11). A base bracket (10) is fixedly connected to the outside of the fixed end (12) of the third linear actuator (11).

7. The anti-slip performance testing device for road materials according to claim 2, characterized in that: Prisms (13) are fixedly connected to the outside of both ends of the main body support (5), and the outer end surfaces of the prisms (13) are slidably connected to the base bracket (10).

8. The anti-slip performance testing device for road materials according to claim 6, characterized in that: One end of the base bracket (10) is rotatably connected to a third transmission shaft (14). A support wheel (15) is fixedly connected to the outer end face of the third transmission shaft (14). A track (16) is rotatably connected to the outside of the support wheel (15). The inner wall surface of the track (16) is fixedly connected to the outer end face of the annular carrier (1).

9. The anti-slip performance testing device for road materials according to claim 8, characterized in that: A rotational speed sensor (17) is installed at one end of the third transmission shaft (14) extending outside the base bracket (10). The rotational speed sensor (17) is fixedly connected to the outer surface of the base bracket (10).

10. A method for testing the anti-slip performance of road materials, including an anti-slip performance testing device according to any one of claims 1-9, characterized in that, Comprising the following steps: S1: Fix a bitumen layer (2) on the annular carrier (1); S2: The driving wheel (3) rotates to drive the bitumen layer (2) and the annular carrier (1) to rotate, imitating vehicle acceleration; S3: Apply a rotational resistance to the resistance wheel (4) to imitate vehicle deceleration or braking, and do not apply an additional rotational resistance to the resistance wheel (4) to imitate vehicle coasting by inertia; S4: Rotate the bitumen layer (2) by driving the driving wheel (3) with a fixed pressure, and apply an additional rotational resistance to the resistance wheel (4) to cause sliding friction between the resistance wheel (4) and the bitumen layer (2) under an additional resistance XN. The set additional resistance is less than 0.1% - 3% of XN; S5: Continuously operate the device and detect the rotational speed of the resistance wheel (4). When the linear velocity between the bitumen layer (2) and the resistance wheel (4) changes from constant to relative change, record the operation time of the device; S6: After the relative change in the linear velocity between the bitumen layer (2) and the resistance wheel (4), reduce the pressure applied to the resistance wheel (4) until the additional applied resistance is less than 0.1% - 3% of XN, and conduct cyclic tests.

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