A device for detecting the skid resistance of a paved asphalt road surface

Abstract

The present application relates to the technical field of pavement detection, and specifically relates to a device for detecting the anti-skid performance of a paved asphalt road, comprising: a rotating rod rotatably installed on a detection plate, a deflection rod provided on the rotating rod, a plug-in cylinder provided on the deflection rod, and a rubber sheet provided on the plug-in cylinder; the rubber sheet is connected to the plug-in cylinder through an induction structure, and the induction structure can detect the friction experienced by the rubber sheet when the rubber sheet slides relative to the plug-in cylinder; the detection plate is further provided with a speed regulating assembly and a compensation assembly, the speed regulating assembly is connected to the rotating rod and can adjust the rotating speed of the rotating rod; the compensation assembly comprises an adjusting structure and a moving structure, the moving structure is connected to the plug-in cylinder and can drive the plug-in cylinder to slide relative to the deflection rod; the adjusting structure is connected to the speed regulating assembly through a triggering assembly, and the triggering assembly can drive the adjusting structure to act in the process of adjusting the speed of the rotating rod, so that the moving structure adjusts the moving distance of the plug-in cylinder, compensates for the wear of the rubber sheet, and thus improves the accuracy of detection.

Description

Technical Field

[0001] This invention relates to the field of road surface testing technology, specifically a device for testing the skid resistance of paved asphalt pavement. Background Technology

[0002] The skid resistance of asphalt pavement is a key performance indicator that directly affects vehicle safety. At high speeds, poor skid resistance can cause vehicles to lose braking control and lead to accidents. Therefore, the skid resistance of asphalt pavements is typically tested during construction.

[0003] Traditional methods for testing road surface skid resistance primarily utilize pendulum gauges. Testing is conducted at selected points along the road segment, with the average of five readings at each point representing the friction coefficient. This average is then divided by 100 to obtain the road surface friction coefficient. However, existing pendulum gauges rely on the friction between the pendulum and the road surface as the basis for data analysis. In reality, the rubber pad on the pendulum wears down after each test, altering the contact length between the pad and the road surface for subsequent tests. This leads to distorted results. Currently, to eliminate this error, manual adjustment of the rubber pad is required after each test, necessitating replacement of the pad and repeated testing at the same points – a highly complex and cumbersome process. Summary of the Invention

[0004] The purpose of this invention is to provide a device for testing the skid resistance of paved asphalt pavement, so as to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A device for testing the skid resistance of asphalt pavement includes:

[0007] A rotating rod is mounted on the detection plate. A deflection rod is fixedly installed on the rotating rod. An insertion cylinder is slidably installed on the deflection rod. A rubber sheet is slidably installed on the insertion cylinder.

[0008] The rubber sheet is connected to the insertion cylinder via a sensing structure. When the rubber sheet slides relative to the insertion cylinder, the sensing structure can detect the friction experienced by the rubber sheet.

[0009] The detection plate is also provided with a speed regulating component and a compensation component. The speed regulating component is connected to the rotating rod and can adjust the rotation speed of the rotating rod. The compensation component includes an adjusting structure and a moving structure. The moving structure is connected to the insertion cylinder and can drive the insertion cylinder to slide relative to the deflection rod.

[0010] The adjustment structure is connected to the speed control component via a trigger component. During the adjustment of the speed of the rotating rod, the trigger component can drive the adjustment structure to move, so that the moving structure can adjust the moving distance of the insertion cylinder.

[0011] The anti-skid performance testing device for asphalt pavement as described above: the sensing structure includes a slider fixedly connected to the insertion cylinder, two sets of fixing plates are fixedly installed on the slider, the two sets of fixing plates are symmetrically arranged along the length direction of the slider, the two sets of fixing plates are slidably connected to the mounting rod fixedly installed on the rubber sheet, and sensors are fixedly installed on both the left and right sides of the slider, and springs are provided between the sensors and the fixing plates.

[0012] The anti-skid performance testing device for asphalt pavement as described above: the speed regulating component includes a drive structure and a reciprocating structure. The drive structure includes a drive rod rotatably mounted on the testing plate. A first sleeve is sleeved on the drive rod. The first sleeve is fixed to an electric telescopic rod fixedly mounted on the testing plate. A first protrusion is formed on the inner wall of the first sleeve. The first protrusion is slidably disposed in a first threaded groove, a second threaded groove, and a third threaded groove continuously opened on the outer wall of the drive rod.

[0013] The anti-skid performance testing device for asphalt pavement as described above: the reciprocating structure includes a rotating rod coaxially fixed with the drive rod, the rotating rod is fitted with a second sleeve, the second sleeve is fixed to a toothed plate slidably disposed on the testing plate, the toothed plate meshes with a drive gear coaxially fixed on the rotating rod, and a second protrusion is formed on the inner wall of the second sleeve, the second protrusion is slidably disposed in a closed groove opened on the outer wall of the rotating rod.

[0014] The anti-skid performance testing device for asphalt pavement as described above: the movable structure includes a threaded rod rotatably mounted on the testing plate, a first threaded sleeve threadedly connected to the threaded rod, a connecting plate fixedly mounted on the first threaded sleeve, and a sliding rod fixedly mounted at the end of the connecting plate away from the first threaded sleeve, the sliding rod being slidably connected to a slide rail fixedly mounted on the insertion cylinder.

[0015] The anti-skid performance testing device for asphalt pavement as described above: the adjustment structure includes a transmission rod rotatably mounted on the testing plate and a linkage rod rotatably mounted on the testing plate. Two sets of fixed transmission wheels are coaxially and symmetrically fixed on the transmission rod, and two sets of movable transmission wheels are symmetrically and slidably mounted on the linkage rod. The two sets of fixed transmission wheels are connected to the two sets of movable transmission wheels through a transmission belt, and the transmission rod is connected to the threaded rod through a bevel gear set.

[0016] The anti-skid performance testing device for asphalt pavement as described above: the triggering component includes a transmission structure, an intermittent structure and a bidirectional moving structure, the transmission structure includes a ratchet rotatably mounted on the testing plate, the ratchet cooperating with a ratchet plate fixedly set on the toothed plate.

[0017] The anti-skid performance testing device for asphalt pavement as described above: the intermittent structure includes a drive wheel fixedly connected coaxially to the ratchet, and a passive wheel rotatably mounted on the testing plate. The passive wheel has multiple sets of adapter grooves equidistantly opened along its circumference, and the adapter grooves are adapted to the trigger blocks fixedly set on the drive wheel.

[0018] The anti-skid performance testing device for asphalt pavement as described above: the bidirectional moving structure includes a bidirectional lead screw rotatably mounted on the testing plate, and two sets of second threaded sleeves are symmetrically arranged on the bidirectional lead screw and threadedly connected to it. The bidirectional lead screw is connected to the driven wheel through a linkage gear set.

[0019] Compared with the prior art, the beneficial effects of the present invention are:

[0020] By setting up a speed-regulating component, the reciprocating structure can drive the rubber sheet to reciprocate multiple times, thereby causing the rubber sheet to rub against the road surface multiple times to obtain multiple sets of data, which can be used for subsequent comparative analysis, thus enhancing the reliability of the test results. Moreover, when the speed-regulating component is activated, it can drive the rubber sheet to rub against the road surface at different speeds, simulating the contact state between the tire and the road surface at different vehicle speeds, thereby obtaining friction data at multiple speeds and realizing a more comprehensive and integrated analysis of the road surface's anti-skid performance.

[0021] Meanwhile, by setting up a compensation component, the interaction between the trigger component and the speed control component can automatically adjust the downward movement distance of the rubber sheet according to the rotation speed of the rubber sheet. This compensates for the wear caused by the rubber sheet contacting the road surface after each test, thereby ensuring that the contact length between the rubber sheet and the road surface remains consistent during each test, thus improving the accuracy and reliability of the test results. Attached Figure Description

[0022] Figure 1 A schematic diagram of a device for testing the skid resistance of asphalt pavement.

[0023] Figure 2 This is a schematic diagram of the other side of the anti-skid performance testing device for asphalt pavement.

[0024] Figure 3 A schematic diagram of the back of the testing plate in a device for testing the skid resistance of asphalt pavement.

[0025] Figure 4A schematic diagram of the speed control component in a device for testing the skid resistance of asphalt pavement.

[0026] Figure 5 A schematic diagram of the induction structure in a device for testing the skid resistance of paved asphalt pavement.

[0027] Figure 6 A schematic diagram of the front of the testing plate in a device for testing the skid resistance of asphalt pavement.

[0028] Figure 7 A schematic diagram of the structure of the compensation component and the trigger component in the anti-skid performance testing device for paved asphalt pavement.

[0029] Figure 8 A schematic diagram of the adjustment structure in a skid resistance testing device for asphalt pavement.

[0030] Figure 9 A schematic diagram of the intermittent structure in a skid resistance testing device for asphalt pavement.

[0031] Figure 10 A schematic diagram of the moving structure in a skid resistance testing device for asphalt pavement.

[0032] In the diagram: 1. Detection plate; 101. Mounting component; 2. Rotating rod; 3. Deflecting rod; 4. Insertion sleeve; 5. Rubber sheet; 501. Mounting rod; 502. Sensor; 6. Slide rail; 7. Electric telescopic rod; 8. First sleeve; 801. First protrusion; 9. Drive rod; 901. First threaded groove; 902. Second threaded groove; 903. Third threaded groove; 10. Second sleeve; 1001. Second protrusion; 11. Rotating rod; 1101. Sealing groove; 12. Drive gear; 13. Tooth plate; 14. Ratchet 15. Plate; 16. Slider; 17. Fixed plate; 18. Spring; 19. Connecting plate; 10. Slide rod; 11. Threaded rod; 22. Linkage gear set; 23. Bevel gear set; 24. Ratchet; 25. First threaded sleeve; 26. Linkage rod; 27. Groove; 28. Transmission rod; 29. ​​Fixed transmission wheel; 20. Moving transmission wheel; 21. Protrusion; 22. Two-way lead screw; 23. Second threaded sleeve; 24. Driven wheel; 25. Adaptor groove; 36. Driven wheel; 37. Trigger block. Detailed Implementation

[0033] Various exemplary embodiments, features, and aspects of this application will now be described in detail with reference to the accompanying drawings. The same reference numerals in the drawings denote elements that have the same or similar functions. Although various aspects of the embodiments are shown in the drawings, they are not necessarily drawn to scale unless specifically indicated otherwise.

[0034] The term “exemplary” as used herein means “serving as an example, embodiment, or illustration.” Any embodiment illustrated herein as “exemplary” is not necessarily to be construed as superior to or better than other embodiments.

[0035] Furthermore, to better illustrate this application, numerous specific details are provided in the following detailed embodiments. Those skilled in the art should understand that this application can be implemented even without certain specific details. In some instances, methods, means, and elements well-known to those skilled in the art have not been described in detail in order to highlight the main points of this application.

[0036] Please see Figures 1-10 In this embodiment of the invention, a skid resistance testing device for paved asphalt pavement includes:

[0037] Rotate the rotating rod 2 mounted on the detection plate 1. A deflection rod 3 is fixedly installed on the rotating rod 2. An insertion cylinder 4 is slidably installed on the deflection rod 3. A rubber sheet 5 is slidably installed on the insertion cylinder 4.

[0038] The rubber sheet 5 is connected to the insertion cylinder 4 through a sensing structure. When the rubber sheet 5 slides relative to the insertion cylinder 4, the sensing structure can detect the friction experienced by the rubber sheet 5.

[0039] For details, please refer to Figures 1-4 , Figure 5 The sensing structure includes a slider 15 fixedly connected to the insertion cylinder 4. Two sets of fixing plates 1501 are fixedly installed on the slider 15. The two sets of fixing plates 1501 are symmetrically arranged along the length direction of the slider 15. The two sets of fixing plates 1501 are slidably connected to the mounting rod 501 fixedly installed on the rubber sheet 5. Sensors 502 are fixedly installed on both the left and right sides of the slider 15. A spring 16 is provided between the sensor 502 and the fixing plate 1501.

[0040] In particular, the aforementioned slider 15 and rubber sheet 5 are arranged in an arc shape, which can ensure stability with each swing, thereby accurately converting the friction information of the road surface into scale data.

[0041] It should be noted that the performance of the above-mentioned sets of springs 16 is exactly the same; therefore, in the initial state, the center of symmetry of the slider 15 coincides with the center of symmetry of the rubber sheet 5. When conducting road surface anti-skid performance testing, the test plate 1 is first placed stably at the inspection position of the road surface to be tested, and then the distance between the rubber sheet 5 and the road surface is adjusted according to the actual situation to fix it; then the rotating rod 2 is driven to drive the deflection rod 3 and the insertion cylinder 4 to deflect at a uniform speed. During the deflection process, the rubber sheet 5 will generate friction with the ground. The force generated by this friction on the rubber sheet 5 will force the rubber sheet 5 to slide relative to the slider 15 in the opposite direction to the side that first contacts the ground. At this time, the spring 16 is compressed, and the sensor 502 can detect the deformation of the spring 16 in real time and feed the detection data back to the digital display (the digital display is connected to the sensor 502 and is not shown in the figure). After the rubber sheet 5 is completely separated from the ground, the spring 16 deforms and resets, which can make the rubber sheet 5 return to the initial position state so that the road surface anti-skid test can be performed again when the deflection rod 3 deflects next time.

[0042] Further, please refer to Figures 1-10 The detection plate 1 is also provided with a speed regulating component and a compensation component. The speed regulating component is connected to the rotating rod 2 and can adjust the rotation speed of the rotating rod 2. The compensation component includes an adjusting structure and a moving structure. The moving structure is connected to the insertion cylinder 4 and can drive the insertion cylinder 4 to slide relative to the deflection rod 3.

[0043] The speed control assembly includes a drive structure and a reciprocating structure. The drive structure includes a drive rod 9 rotatably mounted on the detection plate 1. A first sleeve 8 is sleeved on the drive rod 9. The first sleeve 8 is fixed to an electric telescopic rod 7 fixedly mounted on the detection plate 1. A first protrusion 801 is formed on the inner wall of the first sleeve 8. The first protrusion 801 is slidably disposed in a first threaded groove 901, a second threaded groove 902, and a third threaded groove 903 continuously opened on the outer wall of the drive rod 9.

[0044] For details, please refer to Figure 4 The first thread groove 901, the second thread groove 902 and the third thread groove 903 are three sets of continuous grooves with the same number of turns and decreasing pitch.

[0045] In the initial state, the first protrusion 801 is located at the beginning of the stroke of the first threaded groove 901, and the electric telescopic rod 7 is in a stretched state. When the electric telescopic rod 7 retracts, the first protrusion 801 engages with the first threaded groove 901, the second threaded groove 902, and the third threaded groove 903 in sequence, which can force the rotation speed of the drive rod 9 to increase, thereby driving the reciprocating structure to increase the rotation speed of the rotating rod 2. This is used to detect the degree of wear of the rubber sheet 5 at different speeds, and thus comprehensively detect the anti-skid performance of the road surface.

[0046] Specifically, please refer to Figures 1-4 The reciprocating structure includes a rotating rod 11 coaxially fixed with the drive rod 9. The rotating rod 11 is fitted with a second sleeve 10. The second sleeve 10 is fixed to a toothed plate 13 slidably disposed on the detection plate 1. The toothed plate 13 meshes with a drive gear 12 coaxially fixed on the rotating rod 2. The inner wall of the second sleeve 10 forms a second protrusion 1001. The second protrusion 1001 is slidably disposed in a closed groove 1101 opened on the outer wall of the rotating rod 11. The closed groove 1101 is an arc-shaped groove opened around the rotating rod 11.

[0047] In the initial state, the second sleeve 10 is close to the drive gear 12. At this time, with the cooperation of the toothed plate 13 and the drive gear 12, the rotating rod 2, the deflecting rod 3, and the insertion cylinder 4 are away from the ground. When the electric telescopic rod 7 is activated, it drives the first sleeve 8 to cooperate with the first threaded groove 901. During the process of driving the drive rod 9 to rotate multiple times, the closed groove 1101 cooperates with the second protrusion 1001, which can force the second sleeve 10 to drive the toothed plate 13 to perform multiple reciprocating movements. During this process, the toothed plate 13 and the drive gear 12 enter a meshing transmission state, which can force the rotating rod 2 to drive the deflecting rod 3 and the insertion cylinder 4 to reciprocate, so that the rubber sheet 5 can rub against the road surface multiple times, thereby obtaining multiple sets of comparative data.

[0048] Subsequently, the first protrusion 801 of the first sleeve 8 cooperates with the second threaded groove 902 and the third threaded groove 903, forcing the drive rod 9 to increase its speed. The closed groove 1101 cooperates with the second protrusion 1001, which enables the toothed plate 13 to gradually increase its moving speed, thereby increasing the rotation speed of the rotating rod 2. This allows data on the friction between the rubber sheet 5 and the road surface at different speeds to be obtained, thus providing a more comprehensive analysis of the road surface's anti-skid performance.

[0049] Further, please refer to Figure 1 , Figure 6 , Figure 10 The adjustment structure is connected to the speed control component via a trigger component. During the adjustment of the speed of the rotating rod 2, the trigger component can drive the adjustment structure to move, so that the moving structure can adjust the moving distance of the insertion cylinder 4.

[0050] The movable structure includes a threaded rod 18 rotatably mounted on the detection plate 1, a first threaded sleeve 22 threadedly connected to the threaded rod 18, a connecting plate 17 fixedly mounted on the first threaded sleeve 22, and a slide rod 1701 fixedly mounted at one end of the connecting plate 17 away from the first threaded sleeve 22. The slide rod 1701 is slidably connected to a slide rail 6 fixedly mounted on the insertion cylinder 4.

[0051] Preferably, please refer to Figure 1 , Figure 6 , Figure 7 , Figure 10 The connecting plate 17 is slidably connected to the mounting piece 101 fixed on the detection plate 1, and the axis of the threaded rod 18 passes through the rotation axis of the rotating rod 2. Therefore, as the insertion cylinder 4 rotates with the deflection rod 3, the slide rod 1701 can slide within the slide rail 6.

[0052] In summary, the rubber sheet 5 will experience a certain degree of wear each time it comes into contact with the road surface. To maintain the accuracy of each test, the distance between the rubber sheet 5 and the ground should be adjusted after each reciprocating rotation of the rubber sheet 5 following the rotating rod 2, so that the contact length between the rubber sheet 5 and the road surface remains the same.

[0053] Specifically, in this invention, after each reciprocating deflection of the rotating rod 2, the moving structure will perform an action. During this process, the threaded rod 18 rotates, driving the first threaded sleeve 22 to move a certain distance toward the mounting part 101 along the axial direction of the threaded rod 18. At this time, the slide rod 1701 can drive the slide rail 6 and the insertion cylinder 4 to slide relative to the deflecting rod 3, so that the position of the rubber sheet 5 moves down, so that the length of the rubber sheet 5 in contact with the ground remains unchanged during the next deflection process, thereby improving the accuracy of the detection data.

[0054] As the rotational speed of the rotating rod 2 increases, the wear and tear on the rubber sheet 5 when in contact with the road surface increases, thus requiring a greater adjustment of the distance the rubber sheet 5 descends. In this invention, when the rotational speed of the rotating rod 2 increases, the triggering component and the adjustment structure work together to adaptively adjust the moving distance of the first threaded sleeve 22 according to the change in the rotational speed of the rotating rod 2, thereby compensating for the wear of the rubber sheet 5 after a single test and ensuring the accuracy of the experimental data.

[0055] For details, please refer to Figures 7-9 The adjustment structure includes a transmission rod 24 rotatably mounted on the detection plate 1 and a linkage rod 23 rotatably mounted on the detection plate 1. Two sets of fixed transmission wheels 25 are coaxially and symmetrically fixed on the transmission rod 24, and two sets of movable transmission wheels 26 are symmetrically slidably mounted on the linkage rod 23. For details, please refer to... Figure 8 The inner wall of the movable transmission wheel 26 has a protrusion 2601, which is slidably disposed in the groove 2301 opened on the linkage rod 23. With the cooperation of the protrusion 2601 and the groove 2301, the two sets of movable transmission wheels 26 can only slide relative to the linkage rod 23. The two sets of fixed transmission wheels 25 are connected to the two sets of movable transmission wheels 26 through a transmission belt, and the transmission rod 24 is connected to the threaded rod 18 through a bevel gear set 20.

[0056] The bevel gear set 20 includes a first bevel gear and a second bevel gear. The first bevel gear is coaxially fixed with the transmission rod 24, and the second bevel gear is coaxially fixed with the threaded rod 18. The transmission ratio between the first bevel gear and the second bevel gear is greater than one, so that the subsequent transmission rod 24 can drive the threaded rod 18 to rotate multiple times, thereby enabling the first threaded sleeve 22 to drive the insertion cylinder 4 to move a certain distance relative to the deflection rod 3.

[0057] The triggering component includes a transmission structure, an intermittent structure, and a bidirectional moving structure. The transmission structure includes a ratchet 21 rotatably mounted on the detection plate 1. The ratchet 21 cooperates with a ratchet plate 14 fixedly mounted on the toothed plate 13, and the ratchet 21 is connected to the linkage rod 23 via a linkage belt.

[0058] Specifically, multiple sets of pawls are equidistantly mounted on the aforementioned ratchet plate 14. These pawls are connected to the ratchet plate 14 via spring clips. With the cooperation of these spring clips, the pawls are always in an extended state, ensuring that the deflection rod 3 only deflects during its return stroke (refer to...). Figure 1 That is, the deflector 3 swings counterclockwise, and after the rubber sheet 5 has separated from the road surface, the pawl can engage with the ratchet 21 to drive the ratchet 21 to rotate at a certain angle; at the same time, the intermittent structure operates until the first protrusion 801 separates from the first threaded groove 901 and engages with the second threaded groove 902, or separates from the second threaded groove 902 and engages with the third threaded groove 903. At this time, the intermittent structure drives the bidirectional moving structure to change the moving distance of the insertion cylinder 4 driven by the moving structure, thereby compensating for the wear and tear of the rubber sheet 5 at different speeds.

[0059] For details, please refer to Figures 7-10 The intermittent structure includes a drive wheel 30 coaxially fixedly connected to the ratchet 21, and a passive wheel 29 rotatably mounted on the detection plate 1. The passive wheel 29 has multiple sets of adapter slots 2901 equidistantly provided along its circumference. The adapter slots 2901 are adapted to the trigger block 3001 fixedly disposed on the drive wheel 30.

[0060] The bidirectional moving structure includes a bidirectional lead screw 27 rotatably mounted on the detection plate 1. The bidirectional lead screw 27 is symmetrically provided with two sets of second threaded sleeves 28 threadedly connected to it. The two sets of second threaded sleeves 28 are respectively connected to two sets of moving transmission wheels 26, and the bidirectional lead screw 27 is connected to the driven wheel 29 through a linkage gear set 19.

[0061] The linkage gear set 19 includes a main gear and a driven gear. The main gear is coaxially fixed with the driven wheel 29, and the driven gear is coaxially fixed with the bidirectional lead screw 27.

[0062] In summary, after rotating the rod 2 multiple times at the same speed, it can drive the ratchet 21 to rotate exactly one revolution. During the last rotation of the rod 2 at the same speed, the trigger block 3001 on the driving wheel 30 fixed with the ratchet 21 engages with the adapter groove 2901, which can drive the driven wheel 29 to rotate at a certain angle. Subsequently, with the cooperation of the linkage gear set 19, the rotating driven wheel 29 can drive the bidirectional lead screw 27 to rotate, which in turn drives the two sets of second threaded sleeves 28 to drive the two sets of moving transmission wheels 26 to move closer to each other, thereby changing the transmission ratio between the linkage rod 23 and the transmission rod 24. This allows the first threaded sleeve 22 to be driven to move the insertion cylinder 4 a greater distance during the subsequent rotation of the threaded rod 18, thereby compensating for the wear of the rubber sheet 5 at high speeds and ensuring that the contact length between the rubber sheet 5 and the road surface is always equal during each test, thus improving the accuracy of the test data.

[0063] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0064] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A device for testing the skid resistance of paved asphalt pavement, comprising: A rotating rod (2) is rotatably mounted on a detection plate (1). A deflection rod (3) is fixedly mounted on the rotating rod (2). An insertion cylinder (4) is slidably mounted on the deflection rod (3). A rubber sheet (5) is slidably mounted on the insertion cylinder (4). The feature is that: The rubber sheet (5) is connected to the insertion cylinder (4) through a sensing structure. When the rubber sheet (5) slides relative to the insertion cylinder (4), the sensing structure can detect the friction of the rubber sheet (5). The detection plate (1) is also provided with a speed regulating component and a compensation component. The speed regulating component is connected to the rotating rod (2) and can adjust the rotation speed of the rotating rod (2). The compensation component includes an adjusting structure and a moving structure. The moving structure is connected to the insertion cylinder (4) and can drive the insertion cylinder (4) to slide relative to the deflection rod (3). The adjustment structure is connected to the speed control component via a trigger component. During the adjustment of the speed of the rotating rod (2), the trigger component can drive the adjustment structure to move so that the moving structure can adjust the moving distance of the insertion cylinder (4). The speed control assembly includes a drive structure and a reciprocating structure. The drive structure includes a drive rod (9) rotatably mounted on the detection plate (1). A first sleeve (8) is sleeved on the drive rod (9). The first sleeve (8) is fixed to an electric telescopic rod (7) fixedly mounted on the detection plate (1). A first protrusion (801) is formed on the inner wall of the first sleeve (8). The first protrusion (801) is slidably disposed in a first threaded groove (901), a second threaded groove (902), and a third threaded groove (903) continuously opened on the outer wall of the drive rod (9). The reciprocating structure includes a rotating rod (11) coaxially fixed with the drive rod (9). The rotating rod (11) is fitted with a second sleeve (10). The second sleeve (10) is fixed to a toothed plate (13) slidably disposed on the detection plate (1). The toothed plate (13) meshes with a drive gear (12) coaxially fixed on the rotating rod (2). The inner wall of the second sleeve (10) has a second protrusion (1001). The second protrusion (1001) is slidably disposed in a closed groove (1101) opened on the outer wall of the rotating rod (11).

2. The anti-skid performance testing device for asphalt pavement according to claim 1, characterized in that, The sensing structure includes a slider (15) fixedly connected to the insertion cylinder (4). Two sets of fixing plates (1501) are fixedly installed on the slider (15). The fixing plates (1501) are symmetrically arranged along the length direction of the slider (15). The two sets of fixing plates (1501) are slidably connected to the mounting rod (501) fixedly installed on the rubber sheet (5). Sensors (502) are fixedly installed on both the left and right sides of the slider (15). A spring (16) is provided between the sensor (502) and the fixing plate (1501).

3. The anti-skid performance testing device for asphalt pavement according to claim 1, characterized in that, The movable structure includes a threaded rod (18) rotatably mounted on the detection plate (1), a first threaded sleeve (22) threadedly connected thereto is provided on the threaded rod (18), a connecting plate (17) is fixedly provided on the first threaded sleeve (22), and a slide rod (1701) is fixedly provided at one end of the connecting plate (17) away from the first threaded sleeve (22), and the slide rod (1701) is slidably connected to a slide rail (6) fixedly provided on the insertion cylinder (4).

4. The anti-skid performance testing device for asphalt pavement according to claim 3, characterized in that, The adjustment structure includes a transmission rod (24) rotatably mounted on the detection plate (1) and a linkage rod (23) rotatably mounted on the detection plate (1). Two sets of fixed transmission wheels (25) are coaxially and symmetrically fixed on the transmission rod (24), and two sets of movable transmission wheels (26) are symmetrically and slidably mounted on the linkage rod (23). The two sets of fixed transmission wheels (25) are connected to the two sets of movable transmission wheels (26) through a transmission belt, and the transmission rod (24) is connected to the threaded rod (18) through a bevel gear set (20).

5. The anti-skid performance testing device for asphalt pavement according to claim 1, characterized in that, The triggering component includes a transmission structure, an intermittent structure and a bidirectional moving structure. The transmission structure includes a ratchet (21) rotatably mounted on the detection plate (1), and the ratchet (21) cooperates with a ratchet plate (14) fixedly mounted on the toothed plate (13).

6. The anti-skid performance testing device for asphalt pavement according to claim 5, characterized in that, The intermittent structure includes a drive wheel (30) coaxially fixedly connected to the ratchet (21) and a passive wheel (29) rotatably mounted on the detection plate (1). The passive wheel (29) has multiple sets of adapter slots (2901) equidistantly arranged along its circumference. The adapter slots (2901) are adapted to the trigger block (3001) fixedly arranged on the drive wheel (30).

7. The anti-skid performance testing device for asphalt pavement according to claim 6, characterized in that, The bidirectional moving structure includes a bidirectional lead screw (27) rotatably mounted on the detection plate (1). The bidirectional lead screw (27) is symmetrically provided with two sets of second threaded sleeves (28) threadedly connected to it. The bidirectional lead screw (27) is connected to the driven wheel (29) through a linkage gear set (19).

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