Road engineering asphalt pavement construction paving thickness detection device

Abstract

The invention belongs to the technical field of highway construction detection, and particularly discloses a highway engineering asphalt pavement construction paving thickness detection device which comprises a mounting frame, wheel carriers are arranged at the bottoms of the two ends of the mounting frame, rolling wheels are rotationally arranged at the bottoms of the wheel carriers, clamping rails are fixedly arranged on the side, back to a paver, of the mounting frame in a horizontal array mode in the length direction, and the clamping rails are arranged on the mounting frame. A groove plate is arranged at one end, back to the mounting frame, of the clamping rail; a speed-controllable reciprocating translation mechanism, a static insertion detection mechanism and a synchronous chain driving mechanism are also arranged on one side, back to the paver, of the mounting frame. Advancing motion of the paver is converted into reverse same-speed motion of the detection assembly, static insertion and pulling-out of the detection rod relative to the road surface are achieved through speed counteraction, the defects of manual detection are overcome, the technical obstacles of an existing automation device are solved, and the detection efficiency of the paver is improved. Automatic, high-precision and high-frequency continuous detection of the loose laying thickness is realized, and accurate traceability of data and positions is realized.

Description

Technical Field

[0001] This invention belongs to the field of highway construction testing technology, specifically referring to a device for detecting the thickness of asphalt pavement during highway construction. Background Technology

[0002] Asphalt pavement is a major pavement type in modern highway engineering, and the paving thickness of the asphalt mixture is a crucial core parameter. Currently, the methods for testing asphalt pavement thickness in this field can be mainly divided into two categories based on the timing of the test and the physical state of the asphalt material.

[0003] The post-compaction testing method involves drilling core samples at specific locations on the asphalt pavement and measuring the thickness after the pavement has completely cooled, hardened, and been compacted. However, this method has significant inherent drawbacks: firstly, it is a destructive test, leaving holes in the otherwise intact pavement; secondly, it suffers from severe lag, making it impossible to promptly correct thickness deviations discovered during construction; and thirdly, core sampling is cumbersome, time-consuming, labor-intensive, costly, and the number of sampling points is limited.

[0004] Real-time monitoring during the paving process involves measuring the thickness of the asphalt mixture immediately after paving, while it remains in a high-temperature, viscoplastic state. First, the loose thickness of the asphalt mixture is measured. Then, based on a loose thickness coefficient k determined beforehand through test section calibration or experience, the final compacted thickness is precisely calculated. This method utilizes the property of high-temperature asphalt mixtures to self-level and heal after the measuring probe is removed, achieving non-destructive testing. Theoretically, it allows for large-area, high-density measurement, providing possibilities for real-time quality control and thus possessing greater potential for widespread application.

[0005] However, several technical challenges remain to be addressed in achieving this real-time detection method. The most common method in existing technologies involves construction workers holding L-shaped measuring rods or similar simple tools, following behind the paver, and manually inserting and removing them for measurement. This method has the following drawbacks: measuring personnel must be in close contact with the high-temperature asphalt mixture and its volatile gases, posing risks of burns and occupational health; and the labor intensity of multi-point testing is extremely high. If the measuring personnel are negligent or delayed for any reason, the temperature and viscosity of the asphalt mixture may have changed, altering the initial loose paving state and affecting the accurate application of the loose paving coefficient, resulting in distorted final calculation results. Furthermore, after detecting thickness discrepancies, the paver continues to move forward, making it difficult for measuring personnel to quickly and accurately record the specific location of the defective section, complicating subsequent remediation work.

[0006] To overcome the shortcomings of manual measurement, some technical solutions attempt to integrate or mount the testing device directly onto the paver, aiming to achieve automated testing. However, the paver moves continuously and at a constant speed during operation. When the testing probe is inserted vertically into the asphalt mixture, because the measuring instrument is connected to the paver, the probe will inevitably move forward with the paver. This relative movement causes the probe to "plow" a groove in the sticky asphalt, damaging not only the road surface but also subjecting the probe itself to enormous horizontal drag and bending moment, leading to damage. Summary of the Invention

[0007] To address the above issues, this invention provides a device for detecting the paving thickness of asphalt pavement in highway engineering. Through its built-in drive mechanism that rolls in contact with the ground and an internal transmission mechanism, the forward motion of the paver is converted into the reverse, same-speed motion of the detection component. This speed cancellation allows the detection rod to be inserted and withdrawn statically relative to the ground. This overcomes the shortcomings of manual detection and solves the technical obstacles of existing automated devices, achieving automated, high-precision, and high-frequency continuous detection of loose paving thickness. It also enables precise data and location traceability, significantly improving the level of construction quality control.

[0008] The technical solution adopted by the present invention is as follows: The present invention proposes a device for detecting the paving thickness of asphalt pavement in highway engineering, including a mounting frame. The bottom of both ends of the mounting frame is provided with wheel frames, and the bottom of the wheel frames is provided with rotatable rollers. The mounting frame is provided with a horizontal array of rails fixed along the length direction on the side facing away from the paver. The end of the rail facing away from the mounting frame is provided with a groove plate. The mounting frame is also provided with a controllable speed reciprocating translation mechanism, a static insertion detection mechanism, and a synchronous chain drive mechanism on the side facing away from the paver.

[0009] Furthermore, the controllable speed reciprocating translation mechanism includes a translation frame slidably disposed within the rail, the translation frame having an upper rack and a lower rack, and an incomplete gear rotatably disposed within the translation frame for alternately meshing the upper rack and the lower rack.

[0010] Furthermore, the static insertion detection mechanism includes a lifting column located at the output end of the controllable speed reciprocating translation mechanism and a hollow probe located below the lifting column. The lifting column is provided with a hollow roller that cooperates with the groove plate to achieve a sliding groove.

[0011] Furthermore, the synchronous chain drive mechanism includes a drive shaft that is fixed coaxially with all the incomplete gears, and the sprockets coaxially arranged on the drive shaft and the sprockets coaxially arranged on the rollers are connected by chain drive.

[0012] Furthermore, the groove plate is provided with a descending groove, an ascending groove, and a horizontal groove that form an isosceles triangular connecting path. The horizontal groove is located above the descending groove and the ascending groove and is horizontally arranged. The bottom of the horizontal groove at the connection with the descending groove is higher than the bottom of the descending groove, and the bottom of the horizontal groove at the connection with the ascending groove is lower than the bottom of the ascending groove.

[0013] Furthermore, a first inner shaft is provided horizontally on the lifting column, and the hollow roller is sleeved on the first inner shaft. A first compression spring is provided between the hollow roller and the lifting column. The first compression spring drives the hollow roller to closely adhere to the bottom of the descending slide groove, the ascending slide groove, and the horizontal slide groove.

[0014] Furthermore, the drive shaft is closely attached to and runs through all the rails, and the drive shaft is rotatably supported by a support rod provided on the mounting bracket. The incomplete gear is rotatably mounted on the rails with the drive shaft as its axis, and the meshing radius of the incomplete gear with the upper and lower racks is the same as the radius of the roller.

[0015] Furthermore, one end of the translation frame is provided with an output rod, and a sliding sleeve is provided on the output rod. The lifting column is engaged and inserted into the sliding sleeve. The lower end of the lifting column is provided with a first spring seat. The lower end of the first spring seat is coaxially fixed with a second inner shaft. The hollow probe is slidably engaged and sleeved on the second inner shaft. The upper end of the hollow probe is provided with a second spring seat. A second compression spring is provided between the first spring seat and the second spring seat.

[0016] Furthermore, the static insertion detection mechanism also includes a first displacement sensor and a second displacement sensor. The first displacement sensor is disposed on the first spring seat and is used to monitor the displacement of the second spring seat relative to the first spring seat. The second displacement sensor is disposed on the second spring seat and is used to monitor the distance between the second spring seat and the output rod.

[0017] Furthermore, a rotary encoder is provided on the support rod, which is coaxially connected to the drive shaft and is used to monitor the total rotation angle of the drive shaft.

[0018] Furthermore, the upper rack and the lower rack are located on the upper and lower sides of the incomplete gear and are staggered in the horizontal direction. The upper rack is closer to the mounting bracket than the lower rack, and the incomplete gear has continuous teeth only within one angular range.

[0019] Furthermore, when the incomplete gear rotates, its toothed portion first meshes with the upper rack to drive the translation frame to translate towards the mounting bracket. At the instant the incomplete gear separates from the upper rack, it meshes with the lower rack to drive the translation frame to translate away from the mounting bracket. During the complete stroke of the translation frame moving away from the mounting bracket, the hollow roller precisely achieves the movement from the uppermost end of the descending slide groove along the descending slide groove and the ascending slide groove to the uppermost end of the ascending slide groove.

[0020] Furthermore, when the first displacement sensor detects that the lower end of the hollow probe is in contact with the asphalt pavement, it controls and triggers the second displacement sensor to start recording.

[0021] The beneficial effects achieved by the present invention using the above structure are as follows: (1) The present invention transforms the rotation of the roller in contact with the ground into the precise translational motion of the controllable speed reciprocating translational mechanism through the synchronous chain drive mechanism. Its core lies in the ingenious cooperation of the incomplete gear with the upper and lower racks, and the design of the meshing radius being equal to the roller radius, so that the horizontal speed of the static insertion detection mechanism relative to the ground is zero during the operation of inserting and pulling out the hollow probe. This realization of "relative stillness" fundamentally solves the technical problem of existing vehicle-mounted automated devices causing the probe to "plow" grooves in the asphalt material and damage the road surface and equipment due to synchronous movement with the paver. At the same time, this mechanical linkage method can adapt to any change in the forward speed of the paver in real time, ensuring the stability and reliability of the detection process, and enabling automated, high-frequency, large-area continuous non-destructive testing.

[0022] (2) The present invention liberates the testing personnel from the high-temperature and high-risk working environment behind the paver through the overall automated mechanical structure, completely avoiding the burns and occupational health risks caused by manual measurement, and greatly reducing the labor intensity. More importantly, the automated cyclic testing ensures that each measurement is carried out immediately after the asphalt mixture is laid, ensuring that the physical state (temperature, viscosity) of the tested material is highly consistent, thereby ensuring the accuracy of the loose paving coefficient application and overcoming the major defect of measurement result distortion caused by delays in manual operation.

[0023] (3) This invention realizes the accurate traceability of detection data and construction location, providing strong technical support for real-time quality control and precise correction. The rotary encoder set on the drive shaft monitors and accumulates the forward distance of the paver in real time, and binds the data with the thickness value measured by the first displacement sensor and the second displacement sensor. Thus, a continuous thickness distribution map containing precise location information along the longitudinal direction of the road can be generated. Once an unqualified section is found, the management personnel can immediately locate it according to its corresponding mileage data, thereby achieving rapid and accurate correction and solving the problem that it is difficult to accurately record the location of unqualified points when measuring manually. Attached Figure Description

[0024] Figure 1 This is a first three-dimensional structural schematic diagram of a device for detecting the thickness of asphalt pavement during highway engineering construction, as proposed in this invention.

[0025] Figure 2This is a schematic diagram of the second three-dimensional structure of a device for detecting the thickness of asphalt pavement in highway engineering, as proposed in this invention.

[0026] Figure 3 This is a front view of a device for detecting the thickness of asphalt pavement during highway engineering construction, as proposed in this invention.

[0027] Figure 4 for Figure 1 Enlarged view of section A in the middle.

[0028] Figure 5 for Figure 1 Enlarged view of section B.

[0029] Figure 6 This is an exploded structural diagram showing the positional relationship between the second inner shaft and the hollow probe rod of a highway engineering asphalt pavement thickness detection device proposed in this invention.

[0030] Figure 7 This is an exploded structural diagram showing the positional relationship between the hollow roller and the first inner shaft of a highway engineering asphalt pavement thickness detection device proposed in this invention.

[0031] Figure 8 This is a schematic diagram of the trough plate of a highway engineering asphalt pavement construction thickness detection device proposed in this invention.

[0032] Figure 9 This is a schematic diagram showing the positional relationship between the rollers and sprockets in a highway engineering asphalt pavement thickness detection device proposed in this invention.

[0033] Figure 10 This is a schematic diagram illustrating the working principle of a device for detecting the thickness of asphalt pavement during highway engineering construction, as proposed in this invention.

[0034] Among them, 1. Mounting bracket, 11. Wheel frame, 12. Support rod, 13. Roller, 2. Rail, 3. Controllable speed reciprocating translation mechanism, 31. Translation frame, 32. Upper rack, 33. Lower rack, 34. Incomplete gear, 35. Output rod, 36. Sliding sleeve, 4. Slot plate, 41. Descending slide, 42. Rising slide, 43. Horizontal slide, 5. Static insertion detection mechanism, 51. Lifting column, 511. First spring seat, 512. First inner shaft, 52. Hollow roller, 53. First compression spring, 54. Second inner shaft, 55. Hollow probe, 551. Second spring seat, 56. Second compression spring, 57. First displacement sensor, 58. Second displacement sensor, 6. Synchronous chain drive mechanism, 61. Drive shaft, 62. Sprocket, 63. Chain, 64. Rotary encoder.

[0035] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used together with the embodiments of the invention to explain the invention and do not constitute a limitation thereof. Detailed Implementation

[0036] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0037] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0038] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 , Figure 10 As shown, the present invention proposes a device for detecting the paving thickness of asphalt pavement in highway engineering. Its overall structure is supported by a mounting frame 1, which can be reliably fixed to the tail of the paver by bolts or other fasteners. Wheel frames 11 are symmetrically provided at the bottom of both ends of the mounting frame 1, and each wheel frame 11 has a rotatable roller 13 at its bottom. In actual operation, the mounting frame 1 is adjusted so that the roller 13 presses against the hard base layer on both sides of the paver where no asphalt mixture has been laid.

[0039] The core transmission and execution mechanisms of this device are all mounted on the mounting frame 1. On the side of the mounting frame 1 facing away from the forward direction of the paver, multiple sets of rails 2 are fixedly arranged horizontally along its length. The rails 2 provide precise guidance for the subsequent translation mechanism. At the end of each rail 2 facing away from the mounting frame 1, a groove plate 4 is also fixedly provided. The groove plate 4 is the track for realizing the lifting and lowering movement of the detection component.

[0040] The synchronous chain drive mechanism 6 is the power source of the entire device. It includes a drive shaft 61 that is coaxially fixed with all the incomplete gears 34. The drive shaft 61 is rotatably supported by a support rod 12 fixed on the mounting frame 1, ensuring its rotational smoothness and accuracy. A sprocket 62 is coaxially mounted on the drive shaft 61, and a sprocket 62 is also coaxially mounted on the roller 13. The two are connected by a chain 63. When the paver moves forward, the roller 13 rotates due to static friction with the ground. This rotation is precisely transmitted to the drive shaft 61 through the chain 63 and the sprocket 62, causing it to rotate at an angular velocity synchronized with the rotation of the roller 13.

[0041] The controllable speed reciprocating translation mechanism 3 is used to generate a translational motion that is equal in magnitude and opposite in direction to the forward speed of the paver. The mechanism includes a translation frame 31 slidably disposed in the rail 2. On the translation frame 31, an upper rack 32 and a lower rack 33 are provided along its direction of movement. These two are located on the upper and lower sides of the incomplete gear 34, respectively, and are staggered in the horizontal direction. Specifically, the upper rack 32 is closer to the paver than the lower rack 33. The incomplete gear 34 is rotatably disposed on the rail 2 with the drive shaft 61 as the axis. It has continuous teeth only within a specific angular range, and the rest is a smooth arc surface. Crucially, the meshing radius of the incomplete gear 34 with the upper rack 32 and the lower rack 33 is precisely designed to be the same as the radius of the roller 13.

[0042] When the drive shaft 61 is driven to rotate, the incomplete gear 34 rotates accordingly. Its teeth first mesh with the upper rack 32, driving the translation frame 31 to move in the direction of the paver's forward movement. When the teeth of the incomplete gear 34 rotate to the moment they disengage from the upper rack 32, due to the staggered arrangement of the racks, its teeth immediately mesh with the lower rack 33, thereby driving the translation frame 31 to move away from the direction of the paver's forward movement. Through this design, the translation frame 31 achieves reciprocating translation relative to the mounting frame 1. Since the meshing radius is equal to the radius of the roller 13, the backward speed of the translation frame 31 relative to the mounting frame 1 is exactly equal to the forward speed of the mounting frame 1 (i.e., the paver). After the velocity vectors of the two are superimposed, the horizontal velocity of the translation frame 31 relative to the ground is zero during the backward stroke, that is, it is in a stationary state in the horizontal direction.

[0043] The static insertion detection mechanism 5 completes the thickness detection when the translation frame 31 is stationary relative to the ground. The main body of the mechanism is the lifting column 51 located at the output end of the controllable speed reciprocating translation mechanism 3. One end of the translation frame 31 is provided with an output rod 35, and a sliding sleeve 36 is provided on the output rod 35. The lifting column 51 is engaged and inserted into the sliding sleeve 36, realizing synchronous horizontal movement with the translation frame 31 and its own vertical lifting.

[0044] The lifting and lowering movement of the lifting column 51 is achieved by the cooperation of the hollow roller 52 on it and the groove plate 4. The lifting column 51 is provided with a first inner shaft 512 in the horizontal direction. The hollow roller 52 is sleeved on the first inner shaft 512. A first compression spring 53 is provided between the hollow roller 52 and the lifting column 51. The first compression spring 53 always drives the hollow roller 52 to move closely against the bottom of each groove on the groove plate 4. The groove plate 4 is provided with a descending groove 41, an ascending groove 42 and a horizontal groove 43 that form a one-way circulation path. These three grooves are connected to form an isosceles triangle path. The horizontal groove 43 is located at the top and is set horizontally. In order to achieve one-way movement, the bottom of the horizontal groove 43 at the connection with the descending groove 41 is designed to be higher than the bottom of the descending groove 41, while the bottom of the groove at the connection with the ascending groove 42 is lower than the bottom of the ascending groove 42.

[0045] The detection part of the static insertion detection mechanism 5 consists of a hollow probe 55 and its associated components. The lower end of the lifting column 51 is provided with a first spring seat 511. The lower end of the first spring seat 511 is coaxially fixed with a second inner shaft 54. The hollow probe 55 is slidably engaged on the second inner shaft 54. The upper end of the hollow probe 55 is provided with a second spring seat 551. A second compression spring 56 is provided between the first spring seat 511 and the second spring seat 551. This spring has a large stiffness and, while providing cushioning, is mainly used to drive the hollow probe 55 to insert into the asphalt material.

[0046] To achieve accurate measurement, the mechanism also includes a first displacement sensor 57 and a second displacement sensor 58. The first displacement sensor 57 is mounted on the first spring seat 511 and is used to monitor the minute displacement of the second spring seat 551 relative to the first spring seat 511. The second displacement sensor 58 is mounted on the second spring seat 551 and its measurement direction is directed toward the output rod 35. It is used to monitor the distance between the second spring seat 551 and the output rod 35.

[0047] To achieve accurate data and location traceability, a rotary encoder 64 is also provided on the support rod 12. The rotary encoder 64 is coaxially connected to the drive shaft 61 and is used to monitor and accumulate the total rotation angle of the drive shaft 61 in real time.

[0048] The specific work process is as follows: Start-up and synchronization: After the device is fixed to the rear of the paver, the paver starts to move forward. The rollers 13 on both sides roll on the hard base layer. The synchronous chain drive mechanism 6 drives the drive shaft 61 and the incomplete gear 34 to rotate synchronously. The rotary encoder 64 starts to record the forward distance of the paver.

[0049] To achieve static insertion: the incomplete gear 34 rotates, driving the translation frame 31 to reciprocate. When the translation frame 31 enters the backward stroke (i.e., moves away from the paver), it and the static insertion detection mechanism 5 are in a horizontal static state relative to the ground. At this time, the complete backward stroke of the controllable speed reciprocating translation mechanism 3 is precisely designed to correspond to the path of the hollow roller 52 moving from the top of the descending slide 41 along the descending slide 41 and the ascending slide 42 to the top of the ascending slide 42. Due to the blocking effect of the height difference at the bottom of the slide, the hollow roller 52 can only enter the descending slide 41 first, driving the lifting column 51 and the hollow probe 55 to insert vertically.

[0050] Contact sensing and measurement triggering: During the descent of the hollow probe 55, its lower end contacts the upper surface of the high-temperature asphalt mixture. At the moment of contact, the asphalt mixture exerts an upward supporting force on the probe, causing the second compression spring 56 to be slightly compressed. The hollow probe 55, together with its second spring seat 551, moves slightly upward relative to the second inner shaft 54 ​​and the first spring seat 511. This instantaneous relative displacement is captured by the first displacement sensor 57. A logic triggering mechanism is used here. The first displacement sensor 57 (such as a micro switch, Hall sensor, or small displacement sensor) functions like a "tactile" switch. It is not responsible for measuring values, but only for detecting the "contact" event. Once a preset small displacement threshold is detected, its control circuit immediately outputs a trigger signal. This signal is sent to the control terminal of the second displacement sensor 58 as a "start recording" instruction. This master-slave sensor collaborative working method is a mature technology in the field of automation control, with extremely high response speed and reliability.

[0051] Penetration Measurement and Data Acquisition: Upon receiving the trigger signal, the second displacement sensor 58 begins recording its reading. Simultaneously, due to the high stiffness of the second compression spring 56 and the continued descent of the lifting column 51, the hollow probe 55 is driven to penetrate the viscoplastic asphalt mixture layer. When the tip of the hollow probe 55 contacts the underlying hard base layer, it experiences a huge reaction force and cannot continue to penetrate. At this point, the reading of the second displacement sensor 58 stops increasing and stabilizes at a maximum value, which is the loose asphalt mixture thickness at the measurement point. The second compression spring 56 then begins to be compressed significantly.

[0052] Pulling out and resetting: Subsequently, the hollow roller 52 moves to the junction of the descending slide 41 and the ascending slide 42. It begins to enter the ascending slide 42, driving the lifting column 51 and the hollow probe 55 to move vertically upward, eventually pulling them out of the asphalt mixture. Since this process is still in the backward stroke of the translation frame 31, the pulling out process is also stationary relative to the ground, avoiding dragging damage to the road surface. When the hollow roller 52 reaches the top of the ascending slide 42, a complete measurement is completed.

[0053] Cyclic and Data Traceability: After the backward stroke of the translation frame 31 ends, it turns forward. Guided by the height difference at the bottom of the groove, the hollow roller 52 can only move and reset within the horizontal chute 43 to prepare for the next measurement cycle. In each measurement cycle, the control system associates and binds the final thickness value recorded by the second displacement sensor 58 with the total forward distance value of the paver recorded by the rotary encoder 64 at that moment to form a (forward distance, paving thickness) data pair. Through continuous measurement cycles, the device can generate a high-density thickness data chain along the longitudinal direction of the road. Construction managers can view this data in real time. Once an unqualified thickness value is found, the unqualified section can be accurately located on the road surface according to its corresponding distance reading, so as to make timely repairs or process adjustments, which greatly improves the accuracy and timeliness of construction quality control.

[0054] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0055] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention.

[0056] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. A device for detecting the paving thickness of asphalt pavement in highway engineering, comprising a mounting frame (1), wherein wheel frames (11) are provided at the bottom of both ends of the mounting frame (1), and rollers (13) are rotatably provided at the bottom of the wheel frames (11), characterized in that: The mounting frame (1) is horizontally arrayed with rails (2) on the side facing away from the paver along its length. The end of the rails (2) facing away from the mounting frame (1) is provided with a groove plate (4). The mounting frame (1) is also provided with a controllable speed reciprocating translation mechanism (3), a static insertion detection mechanism (5), and a synchronous chain drive mechanism (6) on the side facing away from the paver. The controllable speed reciprocating translation mechanism (3) includes a translation frame (31) slidably disposed in the rail (2), the translation frame (31) is provided with an upper rack (32) and a lower rack (33), and an incomplete gear (34) is rotatably disposed in the translation frame (31) for alternately meshing the upper rack (32) and the lower rack (33). The static insertion detection mechanism (5) includes a lifting column (51) located at the output end of the controllable speed reciprocating translation mechanism (3) and a hollow probe (55) located below the lifting column (51). The lifting column (51) is provided with a hollow roller (52) that cooperates with the groove plate (4) to achieve a sliding groove. The synchronous chain drive mechanism (6) includes a drive shaft (61) fixed coaxially with all the incomplete gears (34), and the sprocket (62) coaxially arranged on the drive shaft (61) and the sprocket (62) coaxially arranged on the roller (13) are connected by a chain (63).

2. The asphalt pavement thickness detection device for highway engineering construction according to claim 1, characterized in that: The groove plate (4) is provided with a descending groove (41), an ascending groove (42) and a horizontal groove (43) that form an isosceles triangle connecting path. The horizontal groove (43) is located above the descending groove (41) and the ascending groove (42) and is set horizontally. The bottom of the horizontal groove (43) at the connection with the descending groove (41) is higher than the bottom of the descending groove (41), and the bottom of the horizontal groove (43) at the connection with the ascending groove (42) is lower than the bottom of the ascending groove (42).

3. The asphalt pavement thickness detection device for highway engineering construction according to claim 2, characterized in that: The lifting column (51) is provided with a first inner shaft (512) in the horizontal direction. The hollow roller (52) is sleeved on the first inner shaft (512). A first compression spring (53) is provided between the hollow roller (52) and the lifting column (51). The first compression spring (53) drives the hollow roller (52) to closely adhere to the bottom of the descending slide (41), the ascending slide (42) and the horizontal slide (43).

4. The asphalt pavement thickness detection device for highway engineering construction according to claim 3, characterized in that: The drive shaft (61) is closely attached to and passes through all the rails (2). The drive shaft (61) is rotated and supported by the support rod (12) on the mounting bracket (1). The incomplete gear (34) is rotated on the rail (2) with the drive shaft (61) as the axis. The meshing radius of the incomplete gear (34) with the upper rack (32) and the lower rack (33) is the same as the radius of the roller (13).

5. The asphalt pavement thickness detection device for highway engineering construction according to claim 4, characterized in that: The translation frame (31) has an output rod (35) at one end, and a sliding sleeve (36) is provided on the output rod (35). The lifting column (51) is engaged and inserted into the sliding sleeve (36). The lower end of the lifting column (51) is provided with a first spring seat (511). The lower end of the first spring seat (511) is coaxially fixed with a second inner shaft (54). The hollow probe (55) is slidably engaged and sleeved on the second inner shaft (54). The upper end of the hollow probe (55) is provided with a second spring seat (551). A second compression spring (56) is provided between the first spring seat (511) and the second spring seat (551).

6. The asphalt pavement thickness detection device for highway engineering construction according to claim 5, characterized in that: The static insertion detection mechanism (5) further includes a first displacement sensor (57) and a second displacement sensor (58). The first displacement sensor (57) is disposed on the first spring seat (511) and is used to monitor the displacement of the second spring seat (551) relative to the first spring seat (511). The second displacement sensor (58) is disposed on the second spring seat (551) and is used to monitor the distance between the second spring seat (551) and the output rod (35).

7. The asphalt pavement thickness detection device for highway engineering construction according to claim 6, characterized in that: A rotary encoder (64) is provided on the support rod (12). The rotary encoder (64) is coaxially connected to the drive shaft (61) and is used to monitor the total rotation angle of the drive shaft (61).

8. The asphalt pavement thickness detection device for highway engineering construction according to claim 7, characterized in that: The upper rack (32) and the lower rack (33) are located on the upper and lower sides of the incomplete gear (34) respectively and are staggered in the horizontal direction. The upper rack (32) is closer to the mounting frame (1) than the lower rack (33). The incomplete gear (34) has continuous teeth only within one angular range.

9. The asphalt pavement thickness detection device for highway engineering construction according to claim 8, characterized in that: When the incomplete gear (34) rotates, its toothed portion first meshes with the upper rack (32) to drive the translation frame (31) to translate towards the mounting frame (1). At the instant the incomplete gear (34) separates from the upper rack (32), it meshes with the lower rack (33) to drive the translation frame (31) to translate away from the mounting frame (1). During the complete stroke of the translation frame (31) moving away from the mounting frame (1), the hollow roller (52) moves from the uppermost end of the descending slide (41) along the descending slide (41) and the ascending slide (42) to the uppermost end of the ascending slide (42).

10. A device for detecting the paving thickness of asphalt pavement in highway engineering according to claim 9, characterized in that: When the first displacement sensor (57) detects that the lower end of the hollow probe (55) is in contact with the asphalt pavement, it controls and triggers the second displacement sensor (58) to start recording.

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