Multifunctional municipal road crack detection device

Abstract

The present application relates to the technical field of road detection, and more particularly to a multifunctional municipal road crack detection device, which comprises a vehicle plate, a detection mechanism is arranged at the top end of the vehicle plate, the detection mechanism comprises a damping pipe installed above the vehicle plate, a pressure rod is slidably arranged in the damping pipe, and a probe is arranged at the bottom end of the pressure rod, dust and sundries around the crack are removed by the dust suction pump, the accuracy of the probe in measuring the crack depth is improved, the operator manually pulls the handle, the crack depth is accurately measured through the scale line on the damping pipe, data support is provided for the repair work, meanwhile, the push rod inside the sleeve is moved by using the pressure rod and damping liquid to push, the position of the blocking plate is adjusted, the pigment flow is accurately controlled, the crack depth is marked according to the color depth, and the severity of the crack is intuitively reflected, when the dust suction pump works, the clamping of the clamping block and the clamping strip is controlled through the change of air pressure, the probe is prevented from being damaged due to collision, the service life is prolonged, and the maintenance cost is reduced.

Description

Technical Field

[0001] This invention relates to the field of road inspection technology, and in particular to a multifunctional municipal road crack detection device. Background Technology

[0002] Roads sometimes develop cracks due to long-term traffic loads and environmental factors. Cracks can affect the strength of the road surface, and if they are not inspected and repaired in time, they may cause road subsidence. In order to ensure traffic efficiency and driving safety, it is usually necessary to inspect road cracks.

[0003] However, existing detection tools often fail to effectively remove dust, stones, and other interfering materials from cracks when measuring crack depth, leading to inaccurate contact between the probe and the bottom of the crack, which can easily result in misjudgments and significantly reduce the accuracy of the detection results.

[0004] In view of this, we have studied and improved upon the existing problems to provide a multifunctional municipal road crack detection device, aiming to solve the problems and improve its practical value through this technology. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of existing technologies by proposing a multifunctional municipal road crack detection device. This invention uses a vacuum pump to remove dust and debris around the cracks, improving the accuracy of the probe in measuring the crack depth. The operator manually pulls the handle to accurately measure the crack depth through the scale lines on the damping tube, providing data support for repair work. At the same time, the pressure rod and damping fluid push the push rod inside the sleeve to move, adjust the position of the blocking plate, and precisely control the pigment flow. The color depth is marked according to the crack depth, which intuitively reflects the severity of the crack. When the vacuum pump is working, the air pressure changes control the engagement of the locking block and the locking strip to prevent the probe from being damaged by collision, extend its service life, and reduce maintenance costs.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a multifunctional municipal road crack detection device, including a vehicle platform, a detection mechanism provided at the top of the vehicle platform, the detection mechanism including a damping tube installed above the vehicle platform, a pressure rod sliding inside the damping tube, and a probe provided at the bottom end of the pressure rod; The probe is provided with a dust collection mechanism on one side. The dust collection mechanism includes a collection box installed above the vehicle board. A dust collection pipe is connected to one side of the collection box. A dust collection pump is installed on one side of the collection box. An exhaust pipe is installed on one side of the dust collection pump. A T-pipe is installed at one end of the exhaust pipe. The top of the vehicle platform is provided with a marking mechanism, which includes a paint box installed above the vehicle platform. The bottom of the paint box is connected to a spray pipe, and a pneumatic component is provided between the paint box and the three-way pipe. The outer wall of the nozzle is provided with an adjustment mechanism, which includes a flow valve installed on the outer wall of the nozzle. The inner cavity of the flow valve is provided with a throttling cylinder. A blocking plate slides inside the throttling cylinder. A threaded cylinder is installed at the top of the blocking plate. A rotating shaft is threadedly connected inside the threaded cylinder. A gear is sleeved on the outer wall of the rotating shaft. A pushing component is provided below the damping tube. A braking mechanism is provided on one side of the pressure rod. The braking mechanism includes a guide sleeve installed on the top of the vehicle board. A slide rod slides inside the guide sleeve. A locking block is installed at one end of the slide rod. A locking strip that cooperates with the locking block is provided on one side of the pressure rod. An air supply pipe B is connected between the pneumatic component and the guide sleeve.

[0007] Preferably, the detection mechanism further includes two sets of slide rails installed on the top of the vehicle plate, each set of slide rails having a slider sliding inside it, a connecting plate connected to one side of the slider, and the top end of the pressure rod being fixedly connected to the bottom end of the connecting plate.

[0008] Preferably, the slide rail has a guide rod inside, and a spring A is sleeved on the outer wall of the guide rod. The top end of the spring A is fixedly connected to the bottom end of the slider, and the bottom end of the spring A is fixedly connected to the inner wall of the slide rail. A handle is welded to the side wall of the connecting plate.

[0009] Preferably, the damping tube has a damping fluid inside and graduation lines on its outer wall.

[0010] Preferably, the pneumatic assembly includes a cylinder connected to the top of the paint box, a circular plate sliding inside the cylinder, a spring B between the top of the circular plate and the inner wall of the cylinder, and an air supply pipe A connected above the three-way pipe.

[0011] Preferably, the pushing assembly includes a sleeve installed at the bottom of the vehicle plate, a push rod sliding inside the sleeve, a rack fixedly connected to one end of the push rod that extends through the inside of the sleeve, the rack meshing with the gear, and the damping tube communicating with the sleeve through a connecting pipe.

[0012] Preferably, the sleeve is provided with a spring C inside, one end of the spring C is fixedly connected to one side of the push rod, and the other end of the spring C is fixedly connected to the inner wall of the sleeve.

[0013] Preferably, the guide sleeve is provided with a spring D inside, one end of the spring D is fixedly connected to one side of the slide rod, and the other end of the spring D is fixedly connected to the inner wall of the guide sleeve.

[0014] Preferably, the outer wall of the throttling cylinder has multiple sets of through holes.

[0015] Preferably, a suction head is installed at the bottom of the suction pipe, and a spray head is installed at one end of the spray pipe.

[0016] Compared with the prior art, the beneficial effects of the present invention are: 1. This invention activates a vacuum pump while the probe moves downward, generating negative pressure. This negative pressure is transmitted to the vacuum head through the vacuum pipe, sucking in dust, debris, and small stones around the crack. The dust is then transported to a collection box for centralized storage. By removing interfering materials, the probe can more accurately measure the depth of the crack, avoiding misjudgments caused by dust accumulation, thereby improving the accuracy and reliability of the detection results.

[0017] 2. In this invention, the operator manually holds the handle and pulls it downwards. The handle, through the connecting plate, drives the pressure rod to slide along the inside of the damping tube. As the pressure rod moves downwards, the probe at its bottom gradually penetrates into the crack. When the bottom of the probe touches the bottom of the crack, the operator stops pulling the handle. At this point, by observing the scale lines on the damping tube, the depth of the probe penetrating the crack can be read, thereby determining the actual depth of the crack. This allows for precise measurement of the crack depth, providing accurate data support for subsequent road repair work and avoiding under-repair or over-repair due to inaccurate crack depth estimation.

[0018] 3. This invention uses a pressure rod to compress the damping fluid inside the damping tube into the sleeve through a connecting pipe. The pressure transmitted by the compression of the damping fluid pushes a push rod inside the sleeve to move, causing the push rod to synchronously drive the rack to move. The rack drives the gear to rotate, and the gear rotates the shaft. The shaft then moves the threaded cylinder upwards along the inside of the throttling cylinder, adjusting the position of the blocking plate inside the throttling cylinder. The change in the position of the blocking plate changes the flow area inside the throttling cylinder, thereby controlling the flow rate of pigment sprayed from the nozzle. This allows for precise control of the amount of pigment used based on the height of the crack, avoiding pigment waste and reducing operating costs. Furthermore, the deeper the crack, the more pigment is sprayed, and the darker the marking color. The depth of the marking color directly reflects the crack depth, facilitating quick identification and recording of crack severity by on-site personnel. On-site maintenance personnel can quickly determine the depth and priority of cracks through the marking color, thus rationally arranging the maintenance sequence and improving the targeting and efficiency of maintenance work.

[0019] 4. In this invention, when the vacuum pump is working, a portion of the exhaust gas is delivered into the guide sleeve through the exhaust pipe, increasing the air pressure inside the guide sleeve. This increased air pressure pushes the slide rod inside the guide sleeve to move, causing the slide rod to synchronously move the locking block. This allows the locking block to disengage from the locking strip, allowing the probe to move normally for crack detection. When a large stone blocks the vacuum head inside the crack, the vacuum pipe no longer generates negative pressure. As the vacuum pipe no longer generates negative pressure, the air pressure inside the guide sleeve decreases. Under the elastic potential energy of spring D, spring D drives the slide rod to move in the opposite direction. This reverse movement of the slide rod causes the locking block to re-engage with the locking strip, restricting the probe from moving further downward. This prevents the probe from continuing to move downward when encountering large stones, avoiding bending or damage to the probe due to collisions, extending the probe's service life, and reducing equipment maintenance costs. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the bottom structure of the present invention; Figure 3 This is a schematic diagram of the detection mechanism structure of the present invention; Figure 4 This is a side view of the structure of the present invention; Figure 5 This is a schematic diagram of the dust collection and marking mechanism of the present invention; Figure 6 This is a schematic diagram of the adjustment mechanism structure of the present invention; Figure 7 For the present invention Figure 6 Enlarged structural diagram of section A; Figure 8 This is a schematic diagram of the braking mechanism structure of the present invention; Figure 9 For the present invention Figure 8 Enlarged structural diagram of section B.

[0021] Legend: 1. Car body; 2. Detection mechanism; 201. Slide rail; 202. Guide rod; 203. Slider; 204. Connecting plate; 205. Pressure rod; 206. Damping tube; 207. Probe; 208. Spring A; 209. Handle; 3. Dust collection mechanism; 301. Collection box; 302. Dust pump; 303. Dust suction pipe; 304. Dust suction head; 4. Marking mechanism; 401. Pigment box; 402. Spray pipe; 403. Spray head; 404. Cylinder; 405. Circular plate; 406. Spring B; 407. Gas pipe A; 5. Adjusting mechanism; 501. Flow valve; 502. Throttling cylinder; 503. Block plate; 504. Threaded cylinder; 505. Rotating shaft; 506. Gear; 507. Sleeve; 508. Push rod; 509. Rack; 510. Spring C; 6. Braking mechanism; 601. Guide sleeve; 602. Slide rod; 603. Locking block; 604. Locking strip; 605. Spring D; 606. Gas pipe B; 7. Exhaust pipe; 8. T-joint. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0023] See Figures 1 to 9 As shown, the present invention provides a multifunctional municipal road crack detection device, including a vehicle plate 1, a detection mechanism 2 at the top of the vehicle plate 1, the detection mechanism 2 including a damping tube 206 installed above the vehicle plate 1, a pressure rod 205 sliding inside the damping tube 206, and a probe 207 at the bottom end of the pressure rod 205. It should be noted that, during use, the device should be moved to the location of the municipal road to be inspected, with the probe 207 aligned with the road crack. The operator manually holds the handle 209 and pulls it downwards. The handle 209, through the connecting plate 204, drives the pressure rod 205 to slide along the inside of the damping tube 206. As the pressure rod 205 moves downwards, the probe 207 at its bottom gradually penetrates deeper into the crack. When the bottom of the probe 207 touches the bottom of the crack, stop pulling the handle 209. At this point, by observing the scale lines on the damping tube 206, the depth to which the probe 207 has penetrated the crack can be read, thus determining the actual depth of the crack. This allows for precise measurement of the crack depth, providing accurate data support for subsequent road repair work and avoiding under- or over-repair due to inaccurate crack depth estimation.

[0024] A dust collection mechanism 3 is provided on one side of the probe 207. The dust collection mechanism 3 includes a collection box 301 installed above the vehicle plate 1. A dust collection pipe 303 is connected to one side of the collection box 301. A dust collection pump 302 is installed on one side of the collection box 301. An exhaust pipe 7 is installed on one side of the dust collection pump 302. A three-way pipe 8 is installed at one end of the exhaust pipe 7. It should be noted that as the probe 207 moves downward, the vacuum pump 302 starts, generating negative pressure. This negative pressure is transmitted to the vacuum head 304 through the vacuum pipe 303, sucking in dust, debris, and small stones around the crack. These are then transported to the collection box 301 for centralized storage. By removing interfering materials, the probe 207 can more accurately measure the depth of the crack, avoiding misjudgments caused by dust accumulation, thereby improving the accuracy and reliability of the detection results.

[0025] The top of the vehicle plate 1 is provided with a marking mechanism 4. The marking mechanism 4 includes a paint box 401 installed above the vehicle plate 1. The bottom end of the paint box 401 is connected to a spray pipe 402. A pneumatic component is provided between the paint box 401 and the three-way pipe 8. It should be noted that when the vacuum pump 302 is working, it discharges the gas it draws in through the exhaust pipe 7. At the same time, a portion of the discharged gas enters the air supply pipe A407 through the three-way pipe 8 and is then transported to the inside of the cylinder 404 through the air supply pipe A407. This increases the pressure inside the cylinder 404, and the increased air pressure pushes the circular plate 405 inside the cylinder 404 downward. The circular plate 405 then pushes the pigment from the pigment box 401 through the spray pipe 402 to the spray head 403. Finally, the pigment is sprayed onto the surface of the crack through the spray head 403, marking the crack location in real time. This allows subsequent maintenance personnel to quickly locate the crack, improves work efficiency, and avoids repeated inspections or omissions due to unclear crack locations.

[0026] The outer wall of the nozzle 402 is provided with an adjustment mechanism 5. The adjustment mechanism 5 includes a flow valve 501 installed on the outer wall of the nozzle 402. The inner cavity of the flow valve 501 is provided with a throttle cylinder 502. A blocking plate 503 slides inside the throttle cylinder 502. A threaded cylinder 504 is installed at the top of the blocking plate 503. A rotating shaft 505 is threadedly connected inside the threaded cylinder 504. A gear 506 is sleeved on the outer wall of the rotating shaft 505. A pushing assembly is provided below the damping tube 206. It should be noted that during the downward movement of probe 207, the damping fluid inside damping tube 206 is compressed into sleeve 507 through connecting pipe by pressure rod 205. The pressure transmitted by the compression of damping fluid pushes push rod 508 inside sleeve 507 to move, so that push rod 508 synchronously drives rack 509 to move. Due to the meshing relationship between rack 509 and gear 506, rack 509 drives gear 506 to rotate. The upper end of shaft (505) is rotatably connected to car plate (1). The rotation of gear 506 drives shaft 505 to rotate. Threaded cylinder (504) slides and seals with flow valve (501), so that shaft 505 drives threaded cylinder 504 to move upward along the inside of throttle cylinder 502. The position of the blocking plate 503 within the throttling cylinder 502 can be adjusted. The change in the position of the blocking plate 503 alters the flow area inside the throttling cylinder 502, thereby controlling the flow rate of pigment sprayed from the nozzle 402. This allows for precise control of the amount of pigment used based on the height of the crack, preventing pigment waste and reducing operating costs. Furthermore, the deeper the crack, the more pigment is sprayed, and the darker the marking color becomes. The depth of the crack is visually reflected by the color of the marking, facilitating quick identification and recording of the crack's severity by on-site personnel. On-site maintenance personnel can quickly determine the depth and priority of the crack through the marking color, thereby rationally arranging the maintenance sequence and improving the targeting and efficiency of maintenance work.

[0027] A braking mechanism 6 is provided on one side of the pressure rod 205. The braking mechanism 6 includes a guide sleeve 601 installed on the top of the vehicle plate 1. A slide rod 602 slides inside the guide sleeve 601. A locking block 603 is installed at one end of the slide rod 602. A locking strip 604 that cooperates with the locking block 603 is provided on one side of the pressure rod 205. An air supply pipe B606 is connected between the pneumatic component and the guide sleeve 601.

[0028] It should be noted that during normal testing, when the vacuum pump 302 is working, a portion of the gas emitted from the exhaust pipe 7 is delivered to the guide sleeve 601 through the air supply pipe B606. This increases the air pressure inside the guide sleeve 601, pushing the slide rod 602 inside the guide sleeve 601 to move. The slide rod 602 then simultaneously moves the locking block 603, causing the locking block 603 to disengage from the locking strip 604. At this point, the probe 207 can move downwards normally to perform crack detection. If a large stone is blocking the vacuum head inside the crack... At point 304, the suction pipe 303 no longer generates negative pressure. As the suction pipe 303 no longer generates negative pressure, the air pressure inside the guide sleeve 601 decreases. Under the action of the elastic potential energy of the spring D605, the spring D605 drives the slide rod 602 to move in the opposite direction. The reverse movement of the slide rod 602 causes the locking block 603 to re-engage with the locking strip 604, restricting the probe 207 from continuing to move downward. This prevents the probe 207 from continuing to move downward when it encounters a large rock, avoids the probe 207 from bending or being damaged due to collision, extends the service life of the probe 207, and reduces equipment maintenance costs.

[0029] See Figures 1 to 3 As shown, the detection mechanism 2 also includes two sets of slide rails 201 installed on the top of the vehicle plate 1. A slider 203 slides in both sets of slide rails 201. A connecting plate 204 is connected to one side of the slider 203. The top end of the pressure rod 205 is fixedly connected to the bottom end of the connecting plate 204. The design of the slide rails 201 and the slider 203 provides stable guidance for the up and down movement of the pressure rod 205.

[0030] See Figures 1 to 3 As shown, the slide rail 201 has a guide rod 202 inside, and a spring A208 is sleeved on the outer wall of the guide rod 202. The top end of the spring A208 is fixedly connected to the bottom end of the slider 203, and the bottom end of the spring A208 is fixedly connected to the inner wall of the slide rail 201. The elastic force of the spring A208 facilitates the automatic reset of the probe 207 after the detection is completed. A handle 209 is welded to the side wall of the connecting plate 204, and the operator can manually control the up and down movement of the pressure rod 205 through the handle 209.

[0031] See Figure 3 As shown, the damping tube 206 is filled with damping fluid, and the outer wall of the damping tube 206 is provided with scale lines. When the operator pulls the handle 209 to move the pressure rod 205 down, the viscosity of the damping fluid will hinder the rapid downward movement of the pressure rod 205, thereby slowing down its movement speed. This avoids the probe 207 from moving too fast due to excessive force applied by the operator, reduces the impact force when the probe 207 collides with the hard object at the bottom of the crack, and protects the probe 207 from damage. The scale lines can intuitively display the distance the pressure rod 205 moves down, thereby accurately measuring the depth of the crack.

[0032] See Figure 5 As shown, the pneumatic assembly includes a cylinder 404 connected to the top of the pigment box 401, a circular plate 405 sliding inside the cylinder 404, a spring B406 between the top of the circular plate 405 and the inner wall of the cylinder 404, and an air supply pipe A407 connected above the three-way pipe 8.

[0033] See Figures 6 to 7 As shown, the pushing assembly includes a sleeve 507 installed at the bottom of the vehicle plate 1. A push rod 508 slides inside the sleeve 507. A rack 509 is fixedly connected to one end of the push rod 508 that passes through the inside of the sleeve 507. A gear 506 meshes with the rack 509. A damping tube 206 is connected to the sleeve 507 through a connecting tube.

[0034] See Figure 6 As shown, a spring C510 is provided inside the sleeve 507. One end of the spring C510 is fixedly connected to one side of the push rod 508, and the other end of the spring C510 is fixedly connected to the inner wall of the sleeve 507.

[0035] See Figure 9 As shown, a spring D605 is provided inside the guide sleeve 601. One end of the spring D605 is fixedly connected to one side of the slide rod 602, and the other end of the spring D605 is fixedly connected to the inner wall of the guide sleeve 601.

[0036] See Figure 7 As shown, the outer wall of the throttle cylinder 502 has multiple sets of through holes.

[0037] See Figure 5 As shown, a vacuum head 304 is installed at the bottom of the vacuum pipe 303, a vacuum pump 302 is installed on one side of the collection box 301, and a spray head 403 is installed at one end of the spray pipe 402.

[0038] Working principle: When in use, move the device to the municipal road to be inspected, align the probe 207 with the road crack, and the operator manually holds the handle 209 and pulls it downward. The handle 209 drives the pressure rod 205 to slide along the inside of the damping tube 206 through the connecting plate 204. As the pressure rod 205 moves downward, the probe 207 at its bottom end gradually penetrates into the crack. When the bottom end of the probe 207 touches the bottom of the crack, stop pulling the handle 209. At this time, by observing the scale line on the damping tube 206, the depth of the probe 207 into the crack can be read, thereby determining the actual depth of the crack. The depth of the crack can be accurately measured, providing accurate data support for subsequent road repair work and avoiding under-repair or over-repair due to inaccurate crack depth estimation. As the probe 207 moves downward, the vacuum pump 302 starts, generating negative pressure. The negative pressure is transmitted to the vacuum head 304 through the vacuum pipe 303, sucking in the dust, debris, and small stones around the crack. Finally, the dust is transported to the collection box 301 for centralized storage. By removing interference, the probe 207 can more accurately measure the depth of the crack, avoiding misjudgments caused by dust accumulation, thereby improving the accuracy and reliability of the detection results. Furthermore, when the vacuum pump 302 is working, it discharges the gas it draws in through the exhaust pipe 7. At the same time, a portion of the discharged gas enters the air supply pipe A407 through the three-way pipe 8 and is then transported to the inside of the cylinder 404 through the air supply pipe A407. This increases the pressure inside the cylinder 404, and the increased air pressure pushes the circular plate 405 inside the cylinder 404 downward. The circular plate 405 then pushes the pigment from the pigment box 401 through the spray pipe 402 to the spray head 403. Finally, the pigment is sprayed onto the crack surface through the spray head 403, marking the crack location in real time. This allows subsequent maintenance personnel to quickly locate the crack location, improves work efficiency, and avoids repeated inspections or omissions due to unclear crack locations. Additionally, as the probe 207 moves downward, the damping fluid inside the damping tube 206 is compressed into the sleeve 507 via the connecting pipe through the pressure rod 205. The pressure transmitted by the compressed damping fluid pushes the push rod 508 inside the sleeve 507 to move, causing the push rod 508 to synchronously drive the rack 509 to move. Due to the meshing relationship between the rack 509 and the gear 506, the rack 509 drives the gear 506 to rotate, and the rotation of the gear 506 drives the rotating shaft 505 to rotate. This causes the rotating shaft 505 to drive the threaded cylinder 504 to move upward along the inside of the throttle cylinder 502, adjusting the position of the blocking plate 503 within the throttle cylinder 502. The change in the position of plate 503 alters the flow area inside the throttle cylinder 502, thereby controlling the flow rate of pigment sprayed from the nozzle 402. This allows for precise control of pigment usage based on crack height, preventing pigment waste and reducing operating costs. Furthermore, the deeper the crack, the more pigment is sprayed, and the darker the marking color becomes. The depth of the crack is visually reflected by the color of the marking, facilitating quick identification and recording of crack severity by on-site personnel. On-site maintenance personnel can quickly determine the depth and priority of cracks through the marking color, thus rationally arranging the maintenance sequence and improving the targeting and efficiency of maintenance work. During normal testing, when the vacuum pump 302 is working, a portion of the gas emitted from the exhaust pipe 7 is delivered to the guide sleeve 601 through the air supply pipe B606. This increases the air pressure inside the guide sleeve 601, pushing the slide rod 602 inside the guide sleeve 601 to move. The slide rod 602 then simultaneously moves the locking block 603, causing the locking block 603 to disengage from the locking strip 604. At this point, the probe 207 can move downwards normally to perform crack detection. When a large stone is blocking the vacuum head 304 inside the crack... The suction pipe 303 no longer generates negative pressure. As the suction pipe 303 no longer generates negative pressure, the air pressure inside the guide sleeve 601 decreases. Under the action of the elastic potential energy of the spring D605, the spring D605 drives the slide rod 602 to move in the opposite direction. The reverse movement of the slide rod 602 causes the locking block 603 to re-engage with the locking strip 604, restricting the probe 207 from continuing to move downward. This prevents the probe 207 from continuing to move downward when it encounters a large rock, avoids the probe 207 from bending or being damaged due to collision, extends the service life of the probe 207, and reduces equipment maintenance costs.

[0039] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is 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 make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A multifunctional municipal road crack detection device, comprising a vehicle platform (1), characterized in that: The top of the vehicle panel (1) is provided with a detection mechanism (2), which includes a damping tube (206) installed above the vehicle panel (1). A pressure rod (205) slides inside the damping tube (206), and a probe (207) is provided at the bottom end of the pressure rod (205). The probe (207) is provided with a dust collection mechanism (3) on one side. The dust collection mechanism (3) includes a collection box (301) installed above the vehicle board (1). A dust collection pipe (303) is connected to one side of the collection box (301). A dust collection pump (302) is installed on one side of the collection box (301). An exhaust pipe (7) is installed on one side of the dust collection pump (302). A three-way pipe (8) is installed at one end of the exhaust pipe (7). The top of the vehicle board (1) is provided with a marking mechanism (4), which includes a paint box (401) installed above the vehicle board (1). The bottom end of the paint box (401) is connected to a spray pipe (402), and a pneumatic component is provided between the paint box (401) and the three-way pipe (8). The outer wall of the nozzle (402) is provided with an adjustment mechanism (5). The adjustment mechanism (5) includes a flow valve (501) installed on the outer wall of the nozzle (402). The inner cavity of the flow valve (501) is provided with a throttle cylinder (502). A blocking plate (503) slides inside the throttle cylinder (502). A threaded cylinder (504) is installed at the top of the blocking plate (503). A rotating shaft (505) is threaded inside the threaded cylinder (504). A gear (506) is sleeved on the outer wall of the rotating shaft (505). A pushing assembly is provided below the damping tube (206). A braking mechanism (6) is provided on one side of the pressure rod (205). The braking mechanism (6) includes a guide sleeve (601) installed on the top of the vehicle plate (1). A slide rod (602) slides inside the guide sleeve (601). A locking block (603) is installed at one end of the slide rod (602). A locking strip (604) that cooperates with the locking block (603) is provided on one side of the pressure rod (205). An air supply pipe B (606) is connected between the pneumatic component and the guide sleeve (601). The pushing assembly includes a sleeve (507) installed at the bottom of the vehicle plate (1), a push rod (508) sliding inside the sleeve (507), a rack (509) fixedly connected to one end of the push rod (508) that passes through the inside of the sleeve (507), a gear (506) meshing with the rack (509), and a damping tube (206) connected to the sleeve (507) through a connecting tube; The sleeve (507) is provided with a spring C (510) inside. One end of the spring C (510) is fixedly connected to one side of the push rod (508), and the other end of the spring C (510) is fixedly connected to the inner wall of the sleeve (507).

2. The multifunctional municipal road crack detection device according to claim 1, characterized in that: The detection mechanism (2) also includes two sets of slide rails (201) installed on the top of the vehicle plate (1). A slider (203) slides in both sets of slide rails (201). A connecting plate (204) is connected to one side of the slider (203). The top of the pressure rod (205) is fixedly connected to the bottom of the connecting plate (204).

3. The multifunctional municipal road crack detection device according to claim 2, characterized in that: The slide rail (201) is provided with a guide rod (202) inside. A spring A (208) is sleeved on the outer wall of the guide rod (202). The top end of the spring A (208) is fixedly connected to the bottom end of the slider (203). The bottom end of the spring A (208) is fixedly connected to the inner wall of the slide rail (201). A handle (209) is welded to the side wall of the connecting plate (204).

4. The multifunctional municipal road crack detection device according to claim 1, characterized in that: The damping tube (206) is filled with damping fluid inside, and the outer wall of the damping tube (206) is provided with scale lines.

5. The multifunctional municipal road crack detection device according to claim 1, characterized in that: The pneumatic assembly includes a cylinder (404) connected to the top of the pigment box (401), a circular plate (405) sliding inside the cylinder (404), a spring B (406) between the top of the circular plate (405) and the inner wall of the cylinder (404), and an air supply pipe A (407) connected above the three-way pipe (8).

6. The multifunctional municipal road crack detection device according to claim 1, characterized in that: The guide sleeve (601) is provided with a spring D (605) inside. One end of the spring D (605) is fixedly connected to one side of the slide rod (602), and the other end of the spring D (605) is fixedly connected to the inner wall of the guide sleeve (601).

7. The multifunctional municipal road crack detection device according to claim 1, characterized in that: The outer wall of the throttling cylinder (502) has multiple sets of through holes.

8. The multifunctional municipal road crack detection device according to claim 1, characterized in that: The bottom end of the suction pipe (303) is equipped with a suction head (304), and one end of the spray pipe (402) is equipped with a spray nozzle (403).

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