Uninterrupted traffic pavement deflection data detection device and deflection data detection method

Abstract

The invention provides an uninterrupted traffic pavement deflection data detection device. The uninterrupted traffic pavement deflection data detection device comprises a top plate, two slope plates, a sensor beam, a telescopic connecting piece, a load transfer support, a pressure sensor, a displacement sensor and a data acquisition control assembly, the two slope plates are connected with the drive-in end and the drive-out end of the top plate correspondingly and incline downwards. A notch is formed in the top plate close to the driving-in end; the sensor beam is located below the top plate; the telescopic connecting piece is connected between the top plate and the sensor beam; the load transmission support is installed on the sensor beam and located under the notch. The pressure sensor is positioned in the load transfer support; the displacement sensors are sequentially arranged on the sensor beam at intervals in the linear direction. The data acquisition control assembly is electrically connected with the pressure sensor and the displacement sensor. In addition, the invention also provides a deflection data detection method. Compared with the prior art, the deflection data detection device and the deflection data detection method provided by the invention can realize the detection of the deflection data of the road surface of the service road under the condition of not interrupting the driving of vehicles on the road surface.

Description

Technical Field

[0001] This invention relates to the field of road surface condition detection technology, and in particular to a non-interrupted road surface deflection data detection device and deflection data detection method. Background Technology

[0002] Road surface deflection refers to the residual deformation of a road surface vertically downwards under vehicle loads; it is the displacement or deformation value of the road surface in the vertical direction. Road surface deflection reflects the overall strength and stiffness of the road structure and is an important indicator for assessing the road's load-bearing capacity and performance. It not only ensures safe driving for vehicles on the road but also provides a reference for road maintenance and repair. Therefore, the deflection of highways and other road surfaces is inspected regularly or irregularly.

[0003] One of the indicators for detecting pavement deflection is the deflection basin. Unlike deflection values, which only reflect the overall load-bearing capacity of a single point on the pavement structure, the deflection basin is a line connecting the vertical deformation values ​​of the pavement surface at different distances from the load center. The specific mechanical parameters (i.e., modulus) of different pavement structural layers can be calculated from the deflection basin data, thus providing a more accurate reflection of the pavement structure's load-bearing capacity. Traditional methods for measuring pavement deflection basin data include the Falling Weight Deflectometer (FWD) or the Traffic Speed ​​Deflectometer (TSD). The TSD uses displacement sensors to measure the undulations of the pavement near the tires while the vehicle is moving at high speed, combined with the Doppler effect to calculate the vertical displacement changes of the pavement under wheel load. Because it involves displacement sensor measurements at high speed and multiple data conversions, the accuracy of the pavement vertical displacement test is difficult to guarantee. The Falling Weight Deflectometer, on the other hand, is widely used due to its earlier development history, relatively high accuracy of static displacement sensor measurements, and its widespread acceptance.

[0004] A typical falling weight deflectometer includes a load generator, a deflection detection device, a data acquisition and control device, and a traction device. The load generator, consisting of a weight and a bearing plate, simulates traffic loads. The deflection detection device includes multiple high-precision displacement sensors to detect dynamic changes in the vertical deflection of the road surface. The data acquisition and control device controls the testing process and records data. The traction device, usually vehicle-mounted or trailer-mounted, positions the falling weight deflectometer at various detection points. During testing, several detection points are set at different locations on the road surface. The traction device moves the falling weight deflectometer to the corresponding detection point. The load generator raises the weight to a certain height and then drops it freely. The impact force of the weight acts on the bearing plate and is transmitted to the road surface, causing the road surface to experience a pulse load and deform. The deflection detection devices are positioned next to the bearing plate and monitor the dynamic deflection values ​​at different locations on the road surface in real time. The data acquisition and control device generates a deflection basin curve based on multiple dynamic deflection values, and then analyzes the road surface structure.

[0005] However, the applicant found that although the use of the falling weight deflectometer can obtain relatively accurate test results, each test is accompanied by temporary road closures or traffic diversions, which affects road use and may even cause traffic jams. In addition, it poses certain safety hazards for use on highways and at night. Summary of the Invention

[0006] Based on this, the purpose of the present invention is to overcome the defects or deficiencies of the prior art and provide a non-interrupting traffic road surface deflection data detection device, the technical solution of which is as follows: A deflection data detection device that does not interrupt traffic flow includes a load-bearing component, a pressure sensor, a displacement sensor, and a data acquisition and control component. The load-bearing component includes a top plate, two inclined plates, a sensor beam, and a telescopic connector. One side of the top plate is the entry end, and the opposite side is the exit end. The direction from the entry end to the exit end is the front-back direction, and the direction parallel to the top plate surface and perpendicular to the front-back direction is the left-right direction. The two inclined plates are respectively connected to the entry end and the exit end, and are inclined downwards away from the top plate. The top plate has a slot near the entry end that communicates with the lower part. The sensor beam is located below the top plate and between the two inclined plates. The telescopic connector connects the top plate and the sensor beam and can be magnetically connected to or separated from the sensor beam. The pressure sensing assembly includes a load-transfer support and a pressure sensor. The load-transfer support is mounted on the sensor beam and at least a portion of it protrudes above the sensor beam and is located directly below the slot. The pressure sensor is located inside the load-transfer support. One of the displacement sensors is located in the middle of the load transfer support as the load center, and the remaining displacement sensors are arranged sequentially at intervals on the sensor beam along a straight line from the load center to the exit end. The data acquisition and control component is electrically connected to the pressure sensor and the displacement sensor, respectively.

[0007] Compared with existing technologies, the non-interrupting road surface deflection data detection device of this application detects the impact force of passing vehicle wheels by setting a slot in the top plate and placing a pressure sensor directly below the slot. This replaces the traditional impact hammer, thus avoiding interruption of normal vehicle traffic and improving road utilization efficiency. Since it does not require interruption of normal vehicle traffic, it reduces safety hazards. Furthermore, it can generate multiple deflection data points at the same detection point under the impact force of passing vehicles, thereby improving detection efficiency.

[0008] In another embodiment, the telescopic connector includes a plurality of electromagnet suction cups and suction cup hydraulic linkages; each suction cup hydraulic linkage is connected between the top plate and each electromagnet suction cup and is telescopic; the suction cup hydraulic linkage is electrically connected to the data acquisition and control component and is capable of supplying power to the electromagnet suction cups, so that the electromagnet suction cups can adsorb the sensor beam.

[0009] The above structure enables the stable lifting and lowering of the sensor beam.

[0010] In another embodiment, the slot is provided with a slot ramp on the side of the slot near the exit end, one end of the slot ramp is connected to the edge of the slot near the exit end, and the other end is inclined toward the load transfer support.

[0011] The above structure facilitates the vehicle's exit from the slot.

[0012] In another embodiment, the load-bearing assembly further includes two arc-shaped plates located at the entry end and the exit end, respectively; one end of each arc-shaped plate is connected to the top plate, and the other end bends downward in a direction away from the top plate; the two ramp plates are respectively connected above the two arc-shaped plates.

[0013] The above structure allows the ramp to adapt to slight undulations in the ground.

[0014] In another embodiment, the supporting component further includes a buffer unit; the buffer unit is disposed between the ramp plate and the corresponding arc plate.

[0015] The above structure can buffer the sudden changes in force when vehicles enter or leave the road surface deflection data detection device without interrupting traffic, so that the detection results are not affected by the entry and exit of vehicles.

[0016] In another embodiment, the buffer unit includes two fixed anchor blocks, a support frame buckle plate, and a buckle. One of the two fixed anchor blocks and the buckle is disposed on the surface of the curved plate facing the slope plate, and the other is disposed on the surface of the slope plate facing the curved plate. The two fixed anchor blocks are arranged along the left-right direction, and the support frame buckle plate is located between the two fixed anchor blocks, with its left and right sides axially connected to the two fixed anchor blocks. The end of the support frame buckle plate away from the two fixed anchor blocks is hooked to the buckle.

[0017] The above structure better adapts to slight changes in road surface, can adapt to various road conditions, and improves applicability.

[0018] In another embodiment, the width w of the slot in the left-right direction satisfies the following relationship:

[0019] Where D is the diameter of the wheel; δmax is the maximum displacement of the wheel axle in the vertical direction during the process of the wheel pressing down on the pressure sensing component and deforming; the distance between the lower end of the groove slope and the top surface of the pressure sensing component; and h0 is the distance between the lower end of the groove slope and the top of the top plate. The non-disruptive traffic road surface deflection data detection device has a total length of 16 meters in the front-to-back direction, wherein the length of the ramp at the entry end in the direction parallel to the ground is... The length of the top plate in the direction parallel to the ground is 3.5 meters. The length of the ramp at the exit end, in the direction parallel to the ground, is 10 meters. It is 2.5 meters; when set to the ground, the angle between the ramp near the entry end and the ground is... The angle between the ramp near the exit end and the ground is less than or equal to 1.72°. Less than or equal to 2.29°.

[0020] The above structure makes it possible for the road surface deflection data detection device to be less prone to displacement during the detection process without interrupting traffic.

[0021] In another embodiment, a moving component is also included, comprising two support beams, support wheels, and a drive motor; the two support beams are respectively located on the left and right sides of the top plate and between the two inclined plates; a plurality of support wheels are arranged below each support beam along the extension direction of the support beam, and the drive motor is electrically connected to the data acquisition and control component and drives the support wheels to rotate; a plurality of rubber wheels are arranged along the left-right direction at the end of each arc plate and each inclined plate away from the top plate, and the axis of the rubber wheels extends along the left-right direction.

[0022] The above structure enables the road surface deflection data detection device to automatically move to each detection point without interrupting traffic. The rubber wheel has a damping effect, which increases the friction between the curved plate and the ground, making the detection device less prone to displacement.

[0023] In another embodiment, the data acquisition and control component includes an entry-side image acquisition unit, an exit-side image acquisition unit, and a road marking tracking image; the entry-side image acquisition unit and the exit-side image acquisition unit are respectively located on the ramps at the entry end and the exit side, and are capable of capturing the entry and exit of vehicles; the two road marking tracking images are respectively located on the left and right sides below the top plate, and are used to capture road markings.

[0024] The above structure enables more accurate determination of whether a vehicle enters or leaves the uninterrupted traffic road surface deflection data detection device, and prevents the uninterrupted traffic road surface deflection data detection device from deviating from its lane when driving.

[0025] Furthermore, to overcome the defects or deficiencies of the prior art, the present invention also provides a method for detecting road surface deflection data without interrupting traffic, comprising the following steps: Obtain the pressure value generated when the vehicle impacts the detection point downwards; Using the detection point impacted by the vehicle as the load center, the displacement change values ​​of several road surface locations over time are obtained after the vehicle impacts the detection point. The several road surface locations are arranged at certain intervals along the vehicle's direction of travel, starting from the load center. The displacement change values ​​include the displacement change values ​​of each road surface location at different times in the direction perpendicular to the road surface after being impacted by the vehicle, compared with the road surface location before being impacted by the vehicle. Based on the obtained pressure values ​​and the displacement changes over time at various ground locations, the pavement structural mechanical response data are calculated and pavement deflection data detection results are generated.

[0026] Compared with existing technologies, the non-interrupted traffic road deflection data detection method of the present invention can acquire deflection basin data at a high frequency without interrupting vehicle traffic on the road, thereby enriching the road structure mechanical response data and obtaining more complete and comprehensive road deflection basin results. Moreover, the comparison and analysis between multiple sets of data can reduce the error of the road deflection basin results. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the non-interrupted traffic road surface deflection data detection device of this application. Figure 2 This is a top view of the non-interrupted traffic pavement deflection data detection device of this application; Figure 3This is a bottom view of the non-interrupted traffic road surface deflection data detection device of this application; Figure 4 For along Figure 2 The projection diagram of the line section WW; Figure 5 For along Figure 2 The projection of the line XX section; Figure 6 For along Figure 2 The projection diagram of the YY section; Figure 7 For along Figure 2 The projection diagram of the ZZ section; Figure 8 This is a simplified structural diagram of the non-interrupted traffic pavement deflection data detection device of this application; Figure 9 for Figure 5 Enlarged view of point B in the middle; Figure 10 for Figure 4 Enlarged view of point A in the middle; Figure 11 for Figure 10 Enlarged view at point D; Figure 12 This is a schematic diagram of the overall structure of the pressure sensing component of this application; Figure 13 for Figure 7 Enlarged view of point C in the middle; Figure 14 This is a flowchart illustrating the non-interrupted traffic pavement deflection data detection method of this application; Figure 15 A schematic diagram of the process for conducting tests using the non-interrupted traffic pavement deflection data detection device of this application; Figure 16 This is a time-displacement relationship diagram of each displacement sensor obtained in one of the detections in this application; Figure 17 This diagram illustrates the wheel deformation during the impact load transfer process at the wheel bearing when using the non-interrupted traffic road surface deflection data detection method of this application.

[0028] Figure label: 10. Load-bearing component; 11. Top plate; 111. Entering end; 112. Exiting end; 113. Groove opening; 114. Groove opening ramp; 12. Ramp plate; 13. Sensor beam; 14. Telescopic connector; 141. Electromagnetic chuck; 142. Hydraulic linkage of chuck; 15. Arc plate; 16. Buffer unit; 161. Fixed anchor block; 162. Support frame buckle plate; 163. Buckle; 17. Rubber wheel; 20. Pressure sensing component; 21. Load transfer support; 22. Pressure sensor; 23. Rubber block; 30. Displacement sensor; 40. Moving component; 41. Support frame crossbeam; 42. Support wheel; 43. Drive motor; 50. Data acquisition and control component; 51. Entering end image acquisition unit; 52. Exiting side image acquisition unit; 53. Marking tracking image. Detailed Implementation

[0029] In response to the problems of low efficiency, frequent road closures, inability to conduct uninterrupted testing, and certain safety hazards associated with existing falling weight deflectometers, the applicant analyzed and studied the traditional falling weight deflectometer and its working principle. The analysis revealed that the current falling weight deflectometer works by raising a weight to a certain height and then allowing it to fall freely to achieve impact. If the weight is not raised high enough, the impact force is insufficient to deform the road surface, affecting the testing accuracy. Conversely, increasing the weight's height increases the overall height of the falling weight deflectometer, forcing following vehicles to stop and detour, causing traffic congestion or safety hazards. Therefore, there is a conflict between the requirements for road use and testing effectiveness.

[0030] In response to the above findings, the applicant provides a non-disruptive road surface deflection data detection device. This device utilizes vehicles traveling on the road surface to generate impact force instead of a weight. The device has a flattened structure. Vehicles climb the ramp of the device and impact the pressure sensor using their wheels, then drive away normally without interruption, stopping, or detouring. Therefore, using this non-disruptive road surface deflection data detection device eliminates the need for road closures, preventing accidents. Furthermore, the continuous impact from passing vehicles enables simultaneous, dual-point, and continuous detection, improving detection efficiency. The following are several specific embodiments of the non-disruptive road surface deflection data detection device of this application: In an embodiment of the present invention, the direction of vehicle travel is taken as the front-back direction. When traveling, the side where the left door is located is the left side, and the side where the right door is located is the right side. That is, the direction from the entry end to the exit end is the front-back direction, and the direction parallel to the ground and perpendicular to the front-back direction is the left-right direction.

[0031] Please refer to the following: Figures 1 to 3The non-disruptive traffic pavement deflection data detection device of this application includes a load-bearing component 10, a pressure sensing component 20, a displacement sensor 30, a movement component 40, and a data acquisition and control component 50. The pressure sensing component 20 and the displacement sensor 30 are mounted on the bottom of the load-bearing component 10 and are able to contact the ground during detection to measure deflection data. The data acquisition and control component 50 is electrically connected to the pressure sensing component 20 and the displacement sensor 30 respectively to acquire deflection data. The movement component 40 is used to move the non-disruptive traffic pavement deflection data detection device to the detection point.

[0032] Please refer to the following: Figures 4 to 7 The supporting component 10 includes a top plate 11, a ramp 12, and a sensor beam 13. The top plate 11 is substantially parallel to the ground and spaced apart, thus forming a receiving space below the top plate. The length direction of the top plate 11 is substantially parallel to the travel direction of vehicles on the road surface to be measured, with the front and rear ends of the length direction being the exit end 112 and the entry end 111, respectively. A slot 113 communicating with the lower surface is provided on the side near the entry end 111, and the pressure sensing component 20 is installed directly below the slot 113. The dimensions of the slot 113 in the length direction of the top plate 11 are such that at least a portion of the tires of an existing small car can enter the slot 113 and press against the pressure sensing component 20; the dimensions of the top plate 11 in the width direction are such that at least a portion of the front or rear wheels of an existing small car can simultaneously enter the slot 113 and press against the pressure sensing component 20. However, it is understandable that those skilled in the art could adjust the size of the slot 113 to allow at least a portion of the front or rear wheels of existing large vehicles such as buses and trucks to simultaneously enter the slot 113 and press against the pressure sensing component 20 if they wish to obtain a greater impact force.

[0033] For further information, please refer to [link / reference]. Figure 8 Let the angle between the ramp 12 of the entry end 111 and the ground be... The angle between the ramp 12 at the exit end 112 and the ground is... The minimum height of the top plate 11 from the ground is h1, and the length of the ramp 12 of the entry end 111 in the direction parallel to the ground is... The length of the top plate 11 in the direction parallel to the ground is The length of the ramp 12 at the exit end 112 in the direction parallel to the ground is... .

[0034] The following process can be used to design the above dimensions: Let the mass of the vehicle be m, and the total mass of the non-interrupted traffic road surface deflection data detection device be M. The static friction coefficients of the vehicle roof 11 and each ramp 12 are all... The static friction coefficient between the road surface and the non-interrupted traffic road deflection data detection device and the road surface. .

[0035] 1) Entering phase: The front wheels of the vehicle contact the ramp 12 located at the entering end 111 and accelerate upward.

[0036] Based on the force analysis, the normal force exerted by the front wheel on the ramp 12 can be obtained. The direction is perpendicular to the ramp 12 and upwards. Driven by friction, the front wheel overcomes its own weight and moves upwards along the ramp 12. The friction force on the front wheel is: .

[0037] The non-interrupted traffic road surface deflection data detection device is subjected to the reverse force of the vehicle's action on it, that is, the reverse force of friction. Therefore, the slope plate 12 experiences a force in the horizontal direction opposite to the direction of vehicle movement:

[0038] The pressure on the non-interrupted traffic road surface deflection data detection device in the vertical direction is the gravity Mg generated by the total mass of the non-interrupted traffic road surface deflection data detection device, the gravity mg of the vehicle, and the vertical component of the reverse friction force on the ramp 12. The pressure exerted on the entire deflection data detection device of the road surface without interrupting traffic in the vertical direction .

[0039] When a vehicle enters the ramp 12 at the entry end 111, the condition for the non-disruptive traffic road surface deflection data detection device to remain stationary is that the frictional force provided by the braking system is greater than or equal to the horizontal thrust on the non-disruptive traffic road surface deflection data detection device caused by the vehicle's movement on the ramp 12. .

[0040] Substituting, we get:

[0041] 2) Top plate stage: travel on top plate 11.

[0042] At this time, the wheel exerts a positive pressure on the top plate 11. The wheel is subjected to frictional force. Vehicles need to use the engine to provide driving force to overcome friction. The road surface deflection data detection device, which does not interrupt traffic, is subjected to a reverse backward frictional force. This stage .

[0043] The pressure exerted on the entire non-interrupted traffic road surface deflection data detection device in the vertical direction is equal to the weight of the device itself (Mg) and the weight of the vehicle (mg), i.e.:

[0044] The condition for the vehicle to remain stationary while moving on the roof 11 without interrupting traffic is that the frictional force provided by the braking system is greater than or equal to the horizontal thrust on the road surface deflection data detection device caused by the vehicle's movement on the roof. ,Right now .

[0045] Substituting, we get:

[0046] 3) Departure phase: The front wheels of the vehicle contact the ramp 12 of the departure end 112 and move downhill.

[0047] Under the influence of its own weight potential energy and engine kinetic energy, the wheel moves downward on the ramp 12 at the exit end 112, and the vehicle is subjected to frictional force. Ascending along ramp 12, it hinders the car's descent: The normal pressure of car tires on the slope in front of the non-interrupted traffic road deflection data detection device. Vertical slope plate 12 upwards.

[0048] Also according to Newton's third law, the non-interrupted traffic road surface deflection data detection device experiences frictional force exerted by the vehicle on the ramp 12 at the exit end 112. The ramp 12 at the exit end 112 of the non-interrupted traffic road surface deflection data detection device is subjected to a force in the horizontal direction that is the same as the direction of vehicle movement:

[0049] The pressure exerted on the entire non-interrupted traffic road surface deflection data detection device in the vertical direction includes the gravity Mg generated by its own weight, the gravity mg generated by the vehicle's weight, and the vertical component of the reverse friction force on the ramp 12. The pressure exerted on the entire road surface deflection data detection device in the vertical direction without interrupting traffic. :

[0050] When a vehicle enters the ramp 12 of the uninterrupted traffic road surface deflection data detection device, the condition for the uninterrupted traffic road surface deflection data detection device to remain stationary is that the frictional force provided by the braking system is greater than or equal to the horizontal thrust on the uninterrupted traffic road surface deflection data detection device caused by the vehicle's movement on the ramp 12.

[0051] Substituting, we get:

[0052] 4) Comprehensive conditions for the friction coefficient of the braking system of the non-interrupted traffic road surface deflection data detection device: The braking system must simultaneously meet the balance conditions when entering the ramp 12 at the entry end 111 of the braking system of the non-interrupted traffic road surface deflection data detection device, when moving on the top plate 11, and when exiting the ramp 12 at the exit end 112:

[0053] In practice, the angles of the ramp 12 at both the inlet end 111 and the outlet end 112 of the non-interrupted traffic road surface deflection data detection device are very small, approximately... ,therefore , Approximately equal to 1, while , Approximately equal to , The coefficient of friction of the braking system It can be simplified to:

[0054] According to the above formula, in order to ensure the friction coefficient of the braking system The parameters of the road surface deflection data detection device, designed to minimize disruption to traffic flow, are controlled as follows: (1) Increase the total mass M of the non-interrupted traffic road surface deflection data detection device. In actual testing, in most cases (when a small car passes by), the total weight M of the non-interrupted traffic road surface deflection data detection device will be greater than or equal to the vehicle weight m, i.e., M / m≥1. However, when a heavy-duty vehicle passes by, the total weight M of the non-interrupted traffic road surface deflection data detection device will be much less than the vehicle weight m, i.e. . The larger the coefficient of friction, the smaller the vehicle load, and the more friction the braking system needs to provide. The smaller the size, the lower the requirements for the braking system.

[0055] (2) Reduce the static friction coefficient between the vehicle tires and the roof plate 11.

[0056] The coefficient of friction of the surface of the wheel-to-road surface deflection data detection device. The smaller the size, the lower the requirements for the braking system.

[0057] However, it is also necessary to ensure that the vehicle has sufficient friction on the ramp 12 at the entrance end 111 of the road surface deflection data detection device to provide driving force for climbing without interrupting traffic. This requires ensuring that the direction of the climbing acceleration is upward along the ramp 12 at the entrance end 111. According to Newton's second law:

[0058] The acceleration of the car on the slope behind the road deflection data detection device without interrupting traffic can be obtained as follows:

[0059] To ensure ,Right now ,available:

[0060] Simultaneously, it must be ensured that the acceleration direction of the vehicle as it moves downward along the ramp 12 at the exit end 112 of the road surface deflection data detection device without interrupting traffic is downward along the ramp 12. According to Newton's second law:

[0061] The following acceleration of the vehicle downwards along the ramp 12 at the exit end 112 is obtained:

[0062] To ensure ,Right now ,available:

[0063] This means obtaining the static friction coefficient of the surface of the vehicle tire deflection data detection device on the road surface without interrupting traffic. : .

[0064] (3) Reduce the slope angle ,

[0065] , The smaller the size, the smaller the horizontal thrust on the flat plate device at different stages, and the more stable the flat plate device is.

[0066] Please refer to the following: Figure 4 and Figure 10 Two ramps 12 are connected at one end to the side of the top plate 11 near the entry end 111 or the exit end 112, and at the other end extend downwards along the ground away from the top plate 11, so that the vehicle can climb up the top plate 11 from the ramp 12 at the entry end 111, enter the slot 113, and then leave the top plate 11 from the ramp 12 at the exit end 112.

[0067] Preferably, to improve the stability of the vehicle when it drives onto the non-interrupted traffic road surface deflection data detection device at the entry end 111, the longitudinal slope limit of 3% under the design speed of 120km / h for expressways in the "Highway Route Design Specification" JTG D20 is controlled, and the following is taken: ≤1.72°, considering the layout requirements of the lower detection equipment of the road surface deflection data detection device without interrupting traffic, and taking the minimum height h1≥0.10m, then we get The slope requirement for ramp 12 at the exit end 112 can be appropriately relaxed. The longitudinal slope limit is controlled at a design speed of 100km / h, and is set at 4%. h≥0.10m This reduces the total length of the road surface deflection data detection device without interrupting traffic. .

[0068] The non-interrupted traffic pavement deflection data detection device is set to , Afterwards, according to It can be calculated that the surface material requirements of the top plate 11 and each slope plate 12 meet the requirements for providing the coefficient of friction. However, in reality, the surface friction coefficient of the ramp plate 12 at the exit end 111 is... It is difficult to achieve this. Therefore, when a vehicle enters the ramp 12 of the exit end 112, it will accelerate upwards along the ramp using only the kinetic energy of its own speed, and the vehicle will decelerate.

[0069] Based on the law of conservation of energy, assuming the car does not accelerate at all while passing the road surface deflection data detection device without interrupting traffic, its normal speed on the road surface before entering or exiting the ramp 12 is: The speed after entering the top plate 11 becomes After entering the roof 11, the car does work against friction, and its speed before entering the ramp 12 at the exit end 111 becomes The reduction in the car's kinetic energy is converted into work done by the car overcoming friction and work done against gravity:

[0070]

[0071] Cars at speed After entering the ramp ahead and passing through the ramp 12 at the exit end 112, the car decelerates due to excessive friction. The car's speed reaches 0 when it decelerates a distance d. This speed can be calculated using the principle of energy conservation.

[0072] In the above scheme, we assume M = 1000 kg and m = 2000 kg. (33.33 m / s) , , The coefficient of friction between a typical galvanized steel sheet and a tire is 0.3 to 0.5. Then it can be calculated that Therefore, when the car decelerates to the bottom of the ramp 12 at the exit end 112, it still has a relatively high speed. There is an energy conservation relationship:

[0073] available This demonstrates that, according to the parameters of the preferred scheme, the speed change of the car is relatively stable when passing through the road surface deflection data detection device without interrupting traffic (120km / h→111km / h).

[0074] For further information, please refer to [link / reference]. Figure 9 The groove 113 is provided with a groove ramp 114 on the side near the exit end 112. One side of the groove ramp 114 is connected to the edge of the groove 113 near the exit end 112, and the other side is inclined towards the pressure sensing component 20, so that the wheel smoothly leaves the groove 113 after pressing down on the pressure sensing component 20.

[0075] Furthermore, based on the parameters of the preferred scheme, the friction coefficient required by the braking system of the non-interrupted traffic road surface deflection data detection device to ensure its movement when a vehicle passes over it can be obtained. :

[0076] It is known that the friction coefficient required for the non-interrupted traffic road surface deflection data detection device is 0.33. The friction coefficient between a car tire and an asphalt road surface can reach 0.7~0.9 in a dry state and 0.3~0.5 in a wet state. Therefore, it can be seen that even if the non-interrupted traffic road surface deflection data detection device is not equipped with an engine brake (braking system), when the flatbed device with rubber tires is stationary on the asphalt road surface, the flatbed device will not move when a car drives over it.

[0077] For further information, please refer to [link / reference]. Figure 17 In this embodiment, the width w of the slot 113 along the length of the top plate 11 satisfies the following relationship:

[0078] Where D is the diameter of the wheel of the corresponding vehicle model; δmax is the maximum displacement of the wheel axle in the vertical direction from the axle center O to the axle center O' during the process of the wheel pressing down on the pressure sensing component 20 and deforming; h is the distance between the lower end of the groove slope 114 and the top surface of the pressure sensing component 20, that is, the distance the wheel falls; and h0 is the distance between the lower end of the groove slope 114 and the top of the top plate 11.

[0079] Furthermore, the entry end 111 and exit end 112 of the roof plate 11 are respectively connected to arc-shaped plates 15. Projected along the width direction of the roof plate 11, one end of the arc-shaped plate 15 is smoothly connected to the roof plate 11, and the other end bends towards the ground away from the roof plate 11, contacting the ground. The ramp plate 12 is inclined in a straight direction and stacked on top of the arc-shaped plate 15. A buffer unit 16 is provided between the arc-shaped plate 15 and the ramp plate 12 to buffer the downward movement of the ramp plate 12 when the vehicle runs over it. Please refer to [link / reference]. Figure 11 In this embodiment, the buffer unit 16 includes two fixed anchor blocks 161, a support frame buckle plate 162, and buckles 163. The fixed anchor blocks 161 are installed along the width direction of the top plate 11 on the top surface of the arc plate 15 facing the ramp plate 12 and are spaced apart. The buckles 163 are installed on the bottom surface of the ramp plate 12 facing the arc plate 15. One side of the support frame buckle plate 162 is hinged between the two fixed anchor blocks 161, and the other side is close to the buckle 163 in the direction away from the top plate 11 and hooks with the buckle 163 to form a locking structure. When the vehicle presses down on the ramp plate 12, the buckles 163 on the ramp plate 12 pull the support frame buckle plate 162, causing the support frame buckle plate 162 to rotate downward, and the arc plate 15 is subjected to downward pressure. Meanwhile, the curved plate 15 provides an upward reaction force to the ramp 12 through the support frame buckle 162 and buckle 163 to buffer the descent of the ramp 12. Furthermore, the support frame buckle 162 and buckle 163 have a certain rigidity and can withstand a significant weight. In addition, when the ground is slightly uneven, the ramp 12 can move slightly up and down due to the relative space between the support frame buckle 162 and buckle 163, allowing it to adapt to changes in road conditions and remain in contact with the ground. It is understood that, in order to achieve the adaptive buffer unit 16 for road conditions, those skilled in the art can adopt other structures according to actual needs. For example, two fixed anchor blocks 161 can be installed on the bottom surface of the ramp plate 12 facing the arc plate 15, and the buckle 163 can be installed on the top surface of the arc plate 15 facing the ramp plate 12. A torsion spring or the like can be provided at the hinge between the fixed anchor block 161 and the support frame buckle plate 162 for buffering. Alternatively, the buffer unit 16 can also be several springs, rubber parts or other reset parts provided between the arc plate 15 and the ramp plate 12. It is not limited to the structure disclosed in this embodiment.

[0080] Furthermore, for the above structure, the top plate 11 can be integrally formed with either the ramp plate 12 or the arc plate 15, or the top plate 11, ramp plate 12, and arc plate 15 can be separate structures, and then connected together by conventional connection methods such as welding and riveting. It is not limited to the structure disclosed in this embodiment.

[0081] Furthermore, the end of the curved plate 15 closest to the ground is provided with several rubber wheels 17. The arrangement direction of each rubber wheel 17 is parallel to the left-right direction, and the axial direction of each rubber wheel 17 is parallel to the left-right direction. Since the rubber wheels 17 have a certain damping effect, setting the rubber wheels 17 can increase the difficulty of moving the deflection data detection device for non-interrupted traffic road surface, and increase the resistance to the movement of the curved plate 15 when it deforms and slides relative to the ground. Similarly, the end of the ramp plate 12 away from the top plate 11 can also be provided with several rubber wheels 17 arranged in the left-right direction to increase the difficulty of displacement of the non-interrupted traffic road surface deflection data monitoring device during the detection process.

[0082] The sensor beam 13 is located between the two inclined plates 12 and is used to mount the pressure sensing assembly 20 and the displacement sensor 30. Please refer to the relevant documentation. Figure 7 and Figure 13 In this embodiment, there are two sensor beams 13, and a telescopic connector 14 is located between the sensor beams 13 and the top plate 11. The two sensor beams 14 can be connected to the bottom surface of the top plate 11 via the telescopic connector 14, and at least a portion of them are located below the slot 113. The two sensor beams 14 are arranged side by side in the left-right direction below the top plate 11, and two pressure sensing components 20 are symmetrically arranged on each sensor beam 14, so that both wheels can simultaneously press on the two pressure sensing components 20. Compared with the single-point detection of the traditional falling weight deflectometer, the deflection data detection device of this invention can simultaneously detect the detection points at the left and right wheels on the same lane, and obtain multiple sets of deflection data at the same time, improving detection efficiency and making the detection results more reflective of the road structure.

[0083] Each sensor beam 14 is equipped with several displacement sensors 30. The telescopic connector 14 lowers the sensor beam 13 so that each displacement sensor 30 can be set at the detection point.

[0084] The telescopic connector 14 is a telescopic component, which can adjust the height of the sensor beam 14 relative to the ground by telescoping, so that the displacement sensor 30 can be in contact with the ground when detecting, and spaced apart from the ground when not detecting. In this embodiment, the telescopic connector 14 is provided with several electromagnetic suction cups 141 and suction cup hydraulic connecting rods 142 arranged along the length direction of the top plate 11. One end of each suction cup hydraulic connecting rod 142 is connected to the bottom surface of the top plate 11, and the other end extends downward and is connected to one of the electromagnetic suction cups 141. The electromagnetic suction cup 141 is facing downward to attract the sensor beam 14 plate surface located below. Each suction cup hydraulic connecting rod 142 is electrically connected to the data acquisition and control component 50 and energizes the electromagnetic suction cup 141, enabling it to have an attraction capability. Under the control of the data acquisition and control component 50, each suction cup hydraulic connecting rod 142 extends or retracts respectively, and the displacement sensor 30 moves closer to or further away from the ground accordingly. However, it is understood that the adsorption of the sensor beam 13 is not limited to the above embodiments. For example, a telescopic rod driven by a motor can be set as needed, and a vacuum suction cup connected to a vacuum pump can be set at the end of the telescopic rod to adsorb the sensor beam 13.

[0085] Please refer to the following: Figure 12 and Figure 13 The pressure sensing assembly 20 includes a load-transfer support 21 and a pressure sensor 22. At least a portion of the load-transfer support 21 protrudes above the sensor beam 14. The pressure sensor 22 is located inside the load-transfer support 21 and can contact the top surface of the load-transfer support 21. When the wheel enters the groove 113, the wheel presses against the top surface of the load-transfer support 21, and the pressure is transmitted to the pressure sensor 22. Furthermore, several rubber blocks 23 protrude upwards from the top of the load-transfer support 21, and the rubber blocks 23 are evenly distributed on the top of the load-transfer support 21 to evenly distribute the pressure exerted by the wheel on the load-transfer support 21. Furthermore, the load-transfer support 21 is a cylinder with its axis extending vertically, and a displacement sensor 30 is positioned near its axis as the load center. Since the working principle and internal structure of the pressure sensor 22 can be found in existing designs, they will not be described in detail here.

[0086] Several displacement sensors 30 are installed below sensor beams 14, arranged at uniform or varying intervals along the length of the top plate 11, and oriented from the pressure sensing assembly 20 toward the exit end 112. Their detection heads face downwards, allowing them to contact the ground when the sensor beams 14 descend. The detection heads of the displacement sensors 30 on the same sensor beam 14 are all located on the same straight line parallel to the length of the top plate 11. Since the working principle and internal structure of the displacement sensors 30 can be found in existing designs, they will not be described in detail here. In this embodiment, projecting vertically, the displacement sensor 30 at the center of the load-transfer support 21 is taken as the load center. The other displacement sensors 30 are arranged sequentially toward the exit end 112 at distances of 20cm, 30cm, 60cm, 90cm, 120cm, 150cm, 180cm, and 210cm from their centers to the load center.

[0087] In this embodiment, before detection, the electromagnet chuck 141 of the telescopic connector 14 is energized to attract and lower the sensor beam 13. The sensor beam 13 drives the pressure sensing component 20 and displacement sensor 30 to move down to contact the ground and be placed at the detection point. After this, the electromagnet chuck 141 is de-energized, causing it to lose its attraction. Then, the telescopic connector 14 drives the electromagnet chuck 141 to move up, separating it from the sensor beam 13. This separates the sensor beam 13 from the roof plate 11, reducing the impact of vehicle vibration on the roof plate 11 on the detection results and improving detection accuracy. After detection, the telescopic connector 14 drives the electromagnet chuck 141 to move down and energizes it again, attracting the sensor beam 13. Then, the pressure sensing component 20 and displacement sensor 30 move up together with the sensor beam 13. During detection, the pressure sensing component 20 and the displacement sensor 30 descend a certain distance from the top plate 11. Therefore, after the vehicle enters the slot 113, it will descend a certain distance under the action of gravity, thereby impacting the pressure sensor 22 located below the slot 113. The impact force is transmitted to the road surface, causing road surface deformation, which in turn causes different displacement changes at different times and in the direction perpendicular to the road surface at different road surface positions where the displacement sensors 30 are connected.

[0088] The moving component 40 includes a support frame beam 41, support wheels 42, and a drive motor 43. Two support frame beams 41 are arranged horizontally along the width direction of the top plate 11 and extend between two arc-shaped plates 15. In this embodiment, the two ends of the support frame beams 41 are connected to the arc-shaped plates 15 on both sides and are separated from the top plate 11. Preferably, the two support frame beams 41 are located close to the left and right sides of the top plate 11 in the width direction. Support wheels 42 are rolled below each support frame beam 41, separating the top plate 11 from the ground, and extending axially in the left and right directions. The support wheels 42 on each support frame beam 41 are arranged at uniform intervals along the length direction of the top plate 11. The drive motor 43 is mounted on the support frame beams 41 and is driven by at least one support wheel 42 through gear meshing or other transmission methods. It is also electrically connected to the data acquisition and control component 50, enabling the data acquisition and control component 50 to drive the non-interrupted traffic road surface deflection data detection device to the detection point. In addition, each of the two support beams 41 can be equipped with a drive motor 43. The speed of the two drive motors 43 can be controlled by the data acquisition and control component 50 to realize the steering of the deflection data detection device without interrupting the traffic road surface.

[0089] The data acquisition and control component 50 can be a control device with a PCB circuit board or similar component, as is available in the prior art. It can perform functions including, but not limited to, acquiring and storing data, interacting with an external data processor via wireless signals, and control functions. It includes an entry-side image acquisition unit 51, an exit-side image acquisition unit 52, and a lane marking tracking image 53. The entry-side image acquisition unit 51 and the exit-side image acquisition unit 52 are located near the entry end 111 and the exit end 112, respectively, to capture images upwards indicating whether a vehicle is entering or leaving the non-interrupted traffic road surface deflection data detection device. In this embodiment, the entry-side image acquisition unit 51 and the exit-side image acquisition unit 52 are respectively mounted on two ramps 12. The lane marking tracking image 53 is located on two support beams 41 and aligned in a straight line with the support wheels 42 of the support beams 41. The lane marking tracking image 53 captures images downwards of the road markings to prevent the non-interrupted traffic road surface deflection data detection device from leaving the lane. However, depending on actual needs, those skilled in the art can make appropriate adjustments to the positions of the inbound end image acquisition device 51, the outbound end image acquisition device 52, and the lane marking tracking image 53.

[0090] Please see Figure 14 and Figure 15 Based on the structure of the aforementioned non-interrupted traffic pavement deflection data detection device, this application also provides a non-interrupted traffic pavement deflection data detection method, comprising the following steps: Obtain the pressure value generated when the vehicle experiences a downward impact. Using the detection point impacted by the vehicle as the load center, the displacement change values ​​of several road surface positions over time are obtained after the vehicle impacts the detection point. The several road surface positions are arranged at certain intervals along the vehicle's direction of travel, starting from the load center. The displacement change values ​​include the displacement change values ​​of each road surface position at different times in the direction perpendicular to the road surface after being impacted by the vehicle, compared with the road surface position before being impacted by the vehicle. Based on the obtained pressure values ​​and the displacement changes over time at various ground locations, the pavement structural mechanical response data are calculated and pavement deflection data detection results are generated.

[0091] Specifically, when using the aforementioned non-interrupted traffic road surface deflection data detection device, the specific steps are as follows: S10: Install a non-interrupted traffic road surface deflection data detection device with the above structure, position it at the road surface detection point and put it in a state of waiting for detection.

[0092] The methods for locating the detection point include, but are not limited to, towing by a transfer vehicle, manual handling, and driving by the drive motor 43. The detection state includes the road surface deflection data detection device being braked to a stop without interrupting traffic, and the displacement sensor 30 being lowered to contact the ground.

[0093] S20: Obtain the pressure value when the vehicle pressure sensor component 20 is pressed down, and the displacement value of each displacement sensor 20 over time after the vehicle pressure sensor component 20 is pressed down.

[0094] When a vehicle enters a deflection data detection device on a road surface that does not interrupt traffic, the front and rear wheels press down on the pressure sensing component 20 in sequence. The device then acquires the ground changes detected by each displacement sensor 30 after the pressure sensing component 20 is pressed, thereby obtaining the pressure value and several displacement values.

[0095] In this embodiment, please refer to Figure 16 The figure shows the relationship between the displacement measured by the displacement sensor 20 at different distances and the time of impact load when the wheel acts on the pressure sensing component 20 in one instance. The X-axis is the time axis, with the starting point of the pressure sensing component 20 being compressed as the timing point. The Y-axis is the displacement amount, and D1-D9 are the maximum displacement amount detected by different displacement sensors 30 and the corresponding time.

[0096] S30: Based on the obtained pressure value and the displacement value of each displacement sensor 20 that changes with time, calculate and obtain the pavement structure mechanical response data, and generate the pavement deflection basin detection results.

[0097] The external data processor can obtain relevant data by means of existing methods, such as wirelessly transmitting the pressure value and the displacement value of each displacement sensor 20 over time through the data acquisition and control component 50, or reading the pressure value and the displacement value of each displacement sensor 20 over time from the data acquisition and control component 50 after detection. Then, the external data processor can calculate and obtain the road surface deflection basin according to the existing method based on the pressure value and the displacement value of each displacement sensor 20 over time.

[0098] S40: Obtain the pressure value of the pressure sensing component 20 when different vehicles are pressed down, and the displacement value of each displacement sensor 20 over time after the pressure sensing component 20 is pressed down.

[0099] Vehicles with different loads (vehicle weight or vehicles carrying different weights of goods) are driven into the road surface deflection data detection device without interrupting traffic, and multiple sets of pressure values ​​and displacement values ​​of each displacement sensor 20 over time are obtained. Then step S30 is repeated.

[0100] By continuously observing displacement response curves under different loads, richer data on the mechanical response of the pavement structure can be obtained, leading to more complete and comprehensive pavement deflection basin results. Furthermore, comparison and analysis between multiple sets of data can be performed, reducing errors in the pavement deflection basin results.

[0101] S50: Move the non-interrupted traffic road surface deflection data detection device to another detection point and repeat steps S10 to S40, or drive off the road surface to end the detection.

[0102] When moving the road surface deflection data detection device without interrupting traffic, the sensor beam can be raised first so that the pressure sensor 23 and displacement sensor 30 are away from the ground before moving it.

[0103] Compared with the prior art, the deflection data detection device and method for non-interrupted traffic road surface of this application have the following advantages: 1. It can detect road surface deflection basins without interrupting normal vehicle traffic, improving road use efficiency and safety. Moreover, the impact force generated comes from the load of actual traffic flow, and the test results are closer to the mechanical response of the road surface under the natural force of vehicle load. 2. It can perform high-frequency detection, improving detection efficiency; 3. The road surface deflection data detection device is easy to move and can automatically move between various detection points without interrupting traffic. 4. It can adapt to slight undulations in the ground and withstand heavy vehicle loads. 5. It can acquire high-frequency deflection data and abundant pavement structural mechanical response data with small error in the results.

[0104] The embodiments described above are merely examples of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention.

Claims

1. A non-disruptive traffic road surface deflection data detection device, characterized in that, include: The supporting assembly includes a top plate, two ramps, a sensor beam, and a telescopic connector. One side of the top plate is the entry end, and the opposite side is the exit end. The direction from the entry end to the exit end is the front-back direction, and the direction parallel to the top plate surface and perpendicular to the front-back direction is the left-right direction. The two ramps connect the entry end and the exit end respectively and slope downward away from the top plate. The top plate has a slot near the entry end that communicates with the lower part. The sensor beam is located below the top plate and between the two ramps. The telescopic connector connects the top plate and the sensor beam and can be magnetically connected to or separated from the sensor beam. A pressure sensing assembly includes a load-transferring support and a pressure sensor. The load-transferring support is mounted on the sensor beam and at least a portion protrudes above the sensor beam and is located directly below the slot. The pressure sensor is located inside the load-transferring support. Several displacement sensors are provided, one of which is located in the middle of the load transfer support as the load center, and the remaining displacement sensors are arranged sequentially at intervals on the sensor beam along a straight line from the load center to the exit end. And a data acquisition and control component, which are electrically connected to the pressure sensor and the displacement sensor, respectively.

2. The non-interrupted traffic road surface deflection data detection device according to claim 1, characterized in that: The telescopic connector includes several electromagnet suction cups and suction cup hydraulic linkages; each suction cup hydraulic linkage is connected between the top plate and each electromagnet suction cup and can extend and retract; the suction cup hydraulic linkage is electrically connected to the data acquisition and control component and can supply power to the electromagnet suction cups, so that the electromagnet suction cups can adsorb the sensor beam.

3. The non-interrupted traffic road surface deflection data detection device according to claim 1, characterized in that: The slot is provided with a slot ramp on the side near the exit end. One end of the slot ramp is connected to the edge of the slot near the exit end, and the other end is inclined toward the load transfer support.

4. The non-interrupted traffic road surface deflection data detection device according to claim 1, characterized in that: The load-bearing component also includes two arc-shaped plates, which are located at the entry end and the exit end, respectively; one end of each arc-shaped plate is connected to the top plate, and the other end bends downward in a direction away from the top plate; the two ramp plates are respectively connected above the two arc-shaped plates.

5. The non-interrupted traffic pavement deflection data detection device according to claim 4, characterized in that: The load-bearing component also includes a buffer unit; the buffer unit is respectively disposed between the ramp plate and the corresponding arc plate.

6. The non-interrupted traffic pavement deflection data detection device according to claim 5, characterized in that: The buffer unit includes two fixed anchor blocks, a support frame buckle plate, and a buckle. One of the two fixed anchor blocks and the buckle is disposed on the surface of the arc-shaped plate facing the slope plate, and the other is disposed on the surface of the slope plate facing the arc-shaped plate. The two fixed anchor blocks are arranged along the left-right direction, and the support frame buckle plate is located between the two fixed anchor blocks, with its left and right sides axially connected to the two fixed anchor blocks. The end of the support frame buckle plate away from the two fixed anchor blocks is hooked to the buckle.

7. The non-interrupted traffic road surface deflection data detection device according to claim 3, characterized in that: The width w of the slot in the left-right direction satisfies the following relationship: Where D is the diameter of the wheel; δmax is the maximum displacement of the wheel axle in the vertical direction during the process of the wheel pressing down on the pressure sensing component and deforming; h is the distance between the lower end of the groove slope and the top surface of the pressure sensing component; h0 is the distance between the lower end of the groove slope and the top of the top plate. The non-disruptive traffic road surface deflection data detection device has a total length of 16 meters in the front-to-back direction, wherein the length of the ramp at the entry end in the direction parallel to the ground is... The length of the top plate in the direction parallel to the ground is 3.5 meters. The length of the ramp at the exit end, in the direction parallel to the ground, is 10 meters. It is 2.5 meters; when set to the ground, the angle between the ramp near the entry end and the ground is... The angle between the ramp near the exit end and the ground is less than or equal to 1.72°. Less than or equal to 2.29°; the minimum height h1 of the top plate from the ground is greater than or equal to 0.1 meters.

8. The non-interrupted traffic pavement deflection data detection device according to claim 4, characterized in that: It also includes a moving component, which includes two support frame beams, support wheels and a drive motor; the two support frame beams are respectively located on the left and right sides of the top plate and between the two inclined plates; a number of support wheels are arranged below each support frame beam along the extension direction of the support frame beam, and the drive motor is electrically connected to the data acquisition and control component and drives the support wheels to rotate; Several rubber wheels are arranged along the left-right direction at the end of each arc-shaped plate and each inclined plate away from the top plate, and the axis of the rubber wheels extends along the left-right direction.

9. The non-interrupted traffic road surface deflection data detection device according to claim 1, characterized in that: The data acquisition and control component includes an entry-side image acquisition unit, an exit-side image acquisition unit, and a road marking tracking image; the entry-side image acquisition unit and the exit-side image acquisition unit are located on the ramps at the entry end and the exit side, respectively, and are capable of capturing the entry and exit of vehicles; the two road marking tracking images are located on the left and right sides below the top plate, respectively, and are used to capture road markings.

10. A method for detecting road surface deflection data without interrupting traffic, characterized in that, Includes the following steps: Obtain the pressure value generated when the vehicle impacts the detection point downwards; Using the detection point impacted by the vehicle as the load center, the displacement change values ​​of several road surface locations over time are obtained after the vehicle impacts the detection point. The several road surface locations are arranged at certain intervals along the vehicle's direction of travel, starting from the load center. The displacement change values ​​include the displacement change values ​​of each road surface location at different times in the direction perpendicular to the road surface after being impacted by the vehicle, compared with the road surface location before being impacted by the vehicle. Based on the obtained pressure values ​​and the displacement changes over time at various ground locations, the pavement structural mechanical response data are calculated and pavement deflection data detection results are generated.

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