Image deflectometer non-tilt stable bracket

Abstract

The present application discloses a non-tilt stable bracket for an image deflection meter, the bracket comprises a support assembly and a suspension assembly, and the image deflection meter is installed on the suspension assembly; the support assembly comprises a first mounting part and a second mounting part, one end of the second mounting part is fixedly connected to the first mounting part, the first mounting part is installed on the cross partition of the zero block, the suspension assembly is suspended below the second mounting part, a rotating connection part is provided between the suspension assembly and the first mounting part, the suspension assembly forms a relative rotation connection with the first mounting part around a fulcrum, and the rotating connection part can limit the movement of the suspension assembly in the longitudinal and transverse directions of the bridge, so that the suspension assembly can only undergo pitch changes in the vertical plane; the non-tilt stable bracket of the present application is easy to install and can automatically restore balance, thereby improving the installation efficiency, stability and test accuracy of the image deflection meter; the measurement error caused by its deflection is much smaller than the measurement error of the conventional method, thereby reducing the implementation cost of the bridge health monitoring system.

Description

Technical Field

[0001] The present application relates to the technical field of bridge health monitoring, and in particular to a non-tilt stable bracket for an image deflectometer. Background Art

[0002] The static and dynamic deflection of a bridge reflects the overall vertical stiffness of the bridge structure. It is an important indicator for the assessment of the state and performance of the bridge structure and is of great significance in bridge health monitoring. At present, the number of active highway bridges in China has exceeded 1 million. Among them, continuous beam bridges account for a large proportion of highway bridges due to their advantages such as negative bending moment at the support to resist positive bending moment at the mid-span, light weight, mature construction technology, good integrity, and few expansion joints on the bridge deck. However, with the continuous increase in traffic volume and heavy-loaded vehicles, the deterioration of material properties, and the emergence of problems such as untimely maintenance, a considerable number of bridges have experienced concrete cracking diseases, such as vertical, transverse and oblique cracks in the top plate, bottom plate, and mid-span web, resulting in insufficient overall vertical stiffness of the structure and reduced safety reserves. Therefore, accurate and convenient monitoring of the static and dynamic deflection of continuous beam bridges during operation has become a practical need to evaluate the service performance of bridges and provide timely structural safety warnings. At present, the main methods for measuring the static and dynamic deflection of continuous beam bridges include displacement meter method, level method, connecting pipe method, GPS method, millimeter wave radar method, etc.

[0003] However, displacement meters need to be installed on fixed brackets before they can be used, and cannot be applied to bridges across rivers or deep valleys; optical levels cannot measure dynamic deflection; the communication pipes are not real-time enough due to the resistance of liquid flow, and are not suitable for large-span bridges with large longitudinal slopes due to range limitations; GPS is easily affected by satellite clock errors, satellite orbit errors, ionospheric errors, etc., which makes it difficult to ensure long-term stability of the positioning accuracy of the receiving terminal; millimeter-wave radar devices are expensive and difficult to deploy in large quantities. With the development of machine vision and optoelectronic sensing technology, the bridge static and dynamic deflection measurement method based on digital image correlation technology (DIC) has been gradually applied to the long-term monitoring of bridge structure displacement due to its advantages of non-contact, multi-point synchronous monitoring, high measurement accuracy and low equipment cost. Digital image correlation technology is a measurement method that tracks (or matches) the same physical point (or pixel) between a reference image and a target image. Through correlation calculation and sub-pixel interpolation, the relative change pixel number of multiple target points on the image taken by the camera under the action of vehicle load is accurately measured, and then combined with the conversion of pixel coordinates and world coordinates, the actual deformation result is output.

[0004] However, for large-scale and wide-area continuous beam bridges, the deflection monitoring method based on digital image correlation still has certain shortcomings. Variable-section continuous beam bridges will be displaced under the action of vehicle loads, causing the image deflectometer, target and reference target to deflect and deform vertically, which will cause errors in the deflection test and make it difficult to fully utilize the advantages of digital image correlation technology in deflection monitoring. Utility Model Content

[0005] In view of the problems existing in the prior art, the present application proposes a non-tilt stable bracket for an image deflectometer which is easy to install, has strong stability and can measure accurately.

[0006] The present application provides an image deflectometer non-tilt stable bracket, comprising:

[0007] The support assembly comprises a first mounting portion and a second mounting portion, wherein the first mounting portion is mounted on the diaphragm of the zero block, and one end of the second mounting portion is fixedly connected to the first mounting portion;

[0008] A suspension assembly is suspended below the second mounting portion, at least one rotation connection portion is provided between the suspension assembly and the second mounting portion, a fulcrum is provided on the rotation connection portion, the suspension assembly forms a relative rotation connection with the second mounting portion around the fulcrum, when the support assembly generates a pitch angle under the action of the vehicle load, the suspension assembly rotates around the fulcrum under the action of gravity to adjust the deflection angle of the vertical plane;

[0009] The image deflectometer is installed on the suspension assembly.

[0010] In one embodiment, the second mounting portion of the support assembly extends longitudinally along the bridge.

[0011] In one embodiment, the suspension assembly further includes a counterweight block, which is connected to the movable end of the rotating connection part; when the support assembly generates a pitch angle under the action of the vehicle load, the counterweight block drives the rotating connection part to rotate counterclockwise or clockwise around the fulcrum under the action of gravity, so that the suspension assembly restores balance.

[0012] In one embodiment, a first limiting groove extending transversely of the bridge is provided at the connection between the support assembly and the suspension assembly, wherein the width of the first limiting groove is greater than the diameter of the screw; the rotating connection portion includes a plurality of screws, and the screws limit the suspension assembly in the first limiting groove after passing through the suspension assembly.

[0013] Furthermore, the first limiting groove does not penetrate the supporting assembly, and a second limiting groove is opened at the bottom of the first limiting groove. The groove width of the second limiting groove is smaller than the groove width of the first limiting groove, but larger than the diameter of the screw. After the screw passes through the suspension assembly, the suspension assembly is limited in the second limiting groove.

[0014] Preferably, the first limiting groove and / or the second limiting groove is an arc groove.

[0015] In one embodiment, the sharp angle of the lower end of the screw is 35° to 40°.

[0016] In one embodiment, there are multiple supporting points, and the connecting line of the multiple supporting points is parallel to the transverse direction of the bridge.

[0017] Compared with the prior art, this application has the following beneficial effects:

[0018] The present application uses the rotational connection of the support assembly and the suspension assembly to enable the suspension assembly to rotate around the fulcrum of the two when the support assembly generates a pitch angle under the load of the vehicle, thereby ensuring that the center of gravity of the suspension assembly is always below the fulcrum, thereby automatically eliminating the tilt angle of the camera through the action of gravity, thereby achieving a self-balancing effect;

[0019] The present application sets a limit groove at the fulcrum position to limit the movement range of the suspension assembly in the longitudinal and transverse directions, so that it can only undergo pitch changes in the vertical plane, while other angle changes are limited, thereby ensuring the stability of the image deflectometer installation position and the test accuracy;

[0020] The bracket structure of the present application is simple and easy to install. After using the bracket to install the image deflection meter, there is no need to use a reference target, which reduces the implementation cost of the bridge health monitoring system and eliminates the possibility of reverse errors caused by the reference target. It has been verified that the measurement error caused by the deflection of the non-tilt bracket of the present application is much smaller than the measurement error of conventional methods, and can provide more reliable support for the health assessment, safety monitoring and risk warning of continuous beam bridges. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic diagram of the installation of a non-tilt stable bracket of an image deflectometer provided in an embodiment of the present application;

[0022] Figure 2 It is a structural diagram of a non-tilt stable bracket of an image deflectometer provided in an embodiment of the present application;

[0023] Figure 3 It is a schematic diagram of a limiting groove of a non-tilt stable bracket of an image deflectometer provided in an embodiment of the present application;

[0024] Figure 4 It is a conventional method of image deflectometer deflection schematic;

[0025] Figure 5 It is a schematic diagram of the deflection of a non-tilt stable bracket of an image deflectometer provided in an embodiment of the present application;

[0026] Explanation of the reference numerals: 1. Block 0; 2. Partition plate; 3. Image deflection meter; 4. Fulcrum; 5. Suspension assembly; 500. First suspension arm; 501. Second suspension arm; 6. Support assembly; 600. First mounting portion; 601. Second mounting portion; 7. First limiting groove; 8. Second limiting groove. DETAILED DESCRIPTION

[0027] In order to make the objectives, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings.

[0028] It should be clear that the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present application.

[0029] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.

[0030] In the following, the terms "first", "second", etc. are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first", "second", etc. may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0031] In addition, in the present application, directional terms such as "upper" and "lower" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they can change accordingly according to the changes in the orientation of the components in the drawings.

[0032] It should be understood that the term "and / or" used in this article is only a description of the same field of the associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0033] See also Figure 1-3 , an image deflectometer non-tilt stable bracket, comprising:

[0034] The support assembly 6 includes a first mounting portion 600 and a second mounting portion 601, wherein the first mounting portion 600 is mounted on the diaphragm 2 of the zero block 1, and one end of the second mounting portion 601 is fixedly connected to the first mounting portion 600;

[0035] The suspension component 5 is installed below the second mounting portion 601. At least one rotating connection portion is provided between the suspension component 5 and the second mounting portion 601. A fulcrum 4 is provided on the rotating connection portion. The suspension component 5 forms a relative rotating connection with the second mounting portion 601 around the fulcrum 4, so that when the monitoring point is displaced under the load of the vehicle and the support component 6 is deflected, the suspension component 5 rotates around the fulcrum 4 under the action of gravity to adjust the deflection angle of the vertical plane and automatically restore the balance;

[0036] The image deflectometer 3 is installed on the suspension assembly 5 and is used to photograph the interior of the box girder.

[0037] In this embodiment, the first mounting part 600 and the second mounting part 601 are both flat plate structures. The first mounting part 600 is vertically mounted on the diaphragm 2 of the zero block 1. The second mounting part 601 is arranged along the longitudinal direction of the bridge (i.e., the direction in which the zero block extends to both sides of the building), perpendicular to the first mounting part 600, and the rear end of the second mounting part 601 is mounted on the first mounting part 600, and the two constitute an L-shaped or T-shaped bracket. In addition, in order to improve the overall stability of the support assembly 6, the support assembly 6 can be an integrated bracket structure. When it is a split structure as shown in the embodiment, reinforcing members such as reinforcing ribs can also be arranged between the first mounting part 600 and the second mounting part 601.

[0038] In a possible implementation, the suspension assembly 5 further includes a counterweight block, which is connected to the movable end of the rotating connection part. When the support assembly 6 generates a pitch angle under the action of the vehicle load, the counterweight block drives the rotating connection part to rotate counterclockwise or clockwise around the fulcrum 4 under the action of gravity, so that the suspension assembly 5 restores balance.

[0039] In a possible implementation, the suspension component 5 is installed in a limiting groove, which can limit the rotational connection part while ensuring that its rotational space can adapt to the amount of movement of the suspension component 5. Specifically, a first limiting groove 7 extending in the transverse direction of the bridge is opened at the connection between the support component 6 and the second mounting part 601, and the groove width of the first limiting groove 7 is greater than the screw diameter; the rotational connection part includes a plurality of screws, and the screws limit the second mounting part 601 in the first limiting groove 7 after passing through the suspension component 5. It should be noted that limiting refers to limiting the movement of the second mounting part 601 in the longitudinal and transverse directions of the bridge. Since the groove width of the first limiting groove 7 is greater than the screw diameter, sufficient movement space is reserved between the screw and the first limiting groove 7.

[0040] In order to further improve the stability of the suspension component 5 in the longitudinal and transverse directions, a second limiting groove 8 is opened at the bottom of the first limiting groove 7. At this time, the width of the first limiting groove 7 is at least twice the diameter of the screw, and the width of the second limiting groove 8 is smaller than the width of the first limiting groove, but slightly larger than the diameter of the screw. After the screw passes through the suspension component 5, the suspension component 5 is limited in the second limiting groove 8. The addition of two levels of limiting grooves can deepen the vertical depth of the screw, better limit the lower part of the screw, and further limit the displacement of the suspension component 5 in the longitudinal and transverse directions. At the same time, the first limiting groove 7 can provide a larger rotation space for the upper part of the screw. During the initial installation, select the appropriate field of view height and direction, adjust the height of the first suspension arm 500 on the screw, keep the image deflectometer 3 at a suitable height level, and ensure that the camera field of view can cover the target. When the cross partition 2 of block 0 1 pitches under the action of vehicle load, the combination of the first limit groove 7 and the second limit groove 8 can better limit the movement of the suspension component in the longitudinal and transverse directions of the bridge. At the same time, the center of gravity of the suspension component 5 is always below the fulcrum 4, and the balance can be restored, thereby ensuring the stability of the height and direction of the image deflection meter 3.

[0041] Preferably, the screw has a sharp angle of 35° to 40° to accommodate rotation in the limit groove. Further preferably, the first limit groove 7 and / or the second limit groove 8 are arc-shaped grooves, in which case the depths of the grooves at different positions are different, deep in the middle and shallow at both ends. When the screw cross bridge slides along both sides of the limit groove, it will move up with the arc-shaped groove, overcome the gravity work of the suspension component 5, increase energy consumption, and stabilize the screw as soon as possible. The arc radius is not greater than the width of the support component.

[0042] In a possible implementation, there are multiple fulcrums 4, and the line connecting the multiple fulcrums 4 is parallel to the transverse direction of the bridge (or the plane of the diaphragm 2). Setting multiple fulcrums can better limit the changes of the suspension component 5 at other angles or orientations, and further eliminate test errors.

[0043] In this embodiment, the first mounting portion 600 is vertically mounted on the diaphragm 2 of the zero block 1, and the first mounting portion 600 and the second mounting portion 601 are vertically arranged to form an L-shaped or T-shaped support member; the second mounting portion 601 extends longitudinally along the bridge. In order to improve the overall stability of the support assembly 6, reinforcing members such as reinforcing ribs can be arranged between the first mounting portion 600 and the second mounting portion 601, and the support assembly 6 can also be an integrated bracket structure.

[0044] In this embodiment, the suspension assembly 5 is a C-shaped suspension member, which includes a first suspension arm 500. The shape of the first suspension arm 500 is adapted to the second mounting portion 601. In this embodiment, both are flat structures. The first suspension arm 500 is horizontally installed at the front end of the second mounting portion 601, and the two are connected by a rotating connection portion. The rotating connection portion is a pair of screws, and the screws are threadedly connected to the first suspension arm 500; a two-stage limiting groove structure is provided at the front end of the second mounting portion 601, wherein the first limiting groove 7 and the second limiting groove 8 do not penetrate the second mounting portion 601. After the pair of screws pass through the first suspension arm 500, the installation is limited to the second limiting groove 8, and the connection constitutes two fulcrums 4. When the second mounting portion 601 is thinner, the second limiting groove can also be provided through the second mounting portion 601. At this time, the screws pass through the first suspension arm 500 and the second mounting portion 601 in sequence to connect the two together. A second suspension arm 501 is provided below the first suspension arm 500, and the two are connected. An image deflection meter 3 is provided on the second suspension arm 501. The suspension assembly 5 may be a fully enclosed or semi-enclosed frame structure, or a split or integrated frame structure. The first suspension arm 500 and the second suspension arm 501 may be flexibly connected or rigidly connected, which is not limited here.

[0045] In the present application, the screw is a relatively simple rotation connection structure, and the structure that can achieve the same technical effect as it can also be a rotation damping structure. The combination of the limit groove and the screw realizes the rotation of the suspension component 5. The groove depth, number and shape of the limit groove can be determined according to the thickness of the suspension component 5 and the shape of the rotation connection part, which is not limited here. For example, the groove width of the limit groove can gradually widen from bottom to top, the limit groove can not pass through the suspension component 5, or it can be opened through, and the limit groove can also be replaced by a structure such as a limit hole. The rotation connection part should limit the movement of the suspension component 5 along the longitudinal bridge direction and the transverse bridge direction, so that it can only change in pitch in the vertical plane, and at the same time, it can ensure that the center of gravity of the suspension component 5 is below the fulcrum, and then when the bracket produces a pitch angle change, due to the action of gravity, the suspension component 5 can automatically adjust the deflection angle, restore balance, and ensure the stability of the installation position and orientation of the image deflection instrument. Therefore, those skilled in the art can use one or more of these methods in combination to realize the rotation of the suspension component 5. It should be noted that the gravity of the counterweight in the suspension assembly 5 should be greater than the mechanical resistance of the rotating connection portion, so that the suspension assembly can restore the equilibrium state within a preset time range.

[0046] The working principle of the above-mentioned image deflectometer non-tilt stable bracket is as follows:

[0047] The first mounting portion 600 of the support assembly 6 is mounted on the diaphragm 2 of the zero block 1, one end of the second mounting portion 601 and the first mounting portion 600 are connected, and the other end is extended and suspended in the air, the suspension assembly 5 is mounted on the extended portion of the second mounting portion 601, and the image deflectometer is mounted on the suspension assembly 5, and its camera field of view covers the target; the suspension assembly 5 is rotatably connected with the second mounting portion 601 around the fulcrum 4;

[0048] Under the action of vehicle load, the pitch angle of block 1 changes, causing the first mounting portion 600 to deflect. Due to gravity, the suspension component 5 generates a pitch rotation in the vertical plane around the fulcrum 4 in the opposite direction to the pitch angle change of block 1. After the balance is restored, the suspension component 5 at one end of the second mounting portion 601 generates a vertical displacement x in the vertical plane.

[0049] The length of the second mounting portion 601 is defined as h. According to geometric relationships, the vertical displacement x≈sinθ·h≈θ generated by the suspension component 5 on the vertical plane is known.

[0050] The above errors are analyzed in combination with comparative examples. This embodiment does not consider the measurement errors caused by lens distortion, non-perpendicularity between the camera optical axis and the CCD sensor (image deflectometer), different sub-pixel interpolation algorithms, etc.

[0051] like Figure 4 The figure shows the deflection of the image deflectometer in a conventional manner. Currently, in the long-term displacement monitoring of continuous beam bridges, the image deflectometer is usually installed on the top plate of the box chamber near the middle support point, taking into account the on-site construction and later equipment maintenance conditions. The target targets are arranged on the 1 / 4, mid-span, and 3 / 4 box chamber top plates of the main span, and the reference target is arranged on the top plate of the box chamber near the middle support point on the opposite side. When the continuous beam bridge is displaced under the action of vehicle loads, the image deflectometer and the reference target will cause a certain deflection and vertical deformation. The image deflectometer and the reference target are installed near the middle support point, so the vertical deformation is very small, but the pitch and elevation angles of the middle support point caused by the vehicle load have a greater impact on the image point deflection test, and tend to increase with the increase of the bridge span; Figure 4 In the image deflectometer, a deflection angle of θ1 occurs, generating E 11 If the reference target has a depression angle, it is difficult to correct the image deflectometer, and it may even cause a reverse error.

[0052] The image deflectometer of this embodiment is installed on a suspension assembly of a non-tilt bracket, and the support assembly is installed on the diaphragm 2 of the zero block 1.

[0053] like Figure 5The figure shows the deflection of the non-tilt bracket of this embodiment. The first mounting portion 600 and the second mounting portion 601 form an L-shaped support plate. The first mounting portion 600 is vertically mounted on the diaphragm 2 of the zero block 1, the second mounting portion 601 extends longitudinally along the bridge, and the suspension assembly 5 is mounted at the front end of the second mounting portion 601.

[0054] Under the action of vehicle load, the pitch angle of block 1 changes, causing the second mounting portion 601 to deflect, and the deflection angle is θ2. Due to the action of gravity, the suspension assembly 5 generates a pitch rotation in the vertical plane around the fulcrum 4 in the opposite direction to the pitch angle change of block 1. After the suspension assembly 5 recovers its balance, the suspension assembly 5 below the second mounting portion 601 as a whole only generates a vertical displacement x in the vertical plane.

[0055] Assuming that the length of the second mounting portion 601 is h, the vertical displacement of the second mounting portion 601 is sinθ2·h; x≈sin02·h.

[0056] The measurement errors E1 and E2 of the conventional installation method and the installation method of the present application are obtained as shown in equations (1) and (2), respectively.

[0057] E1=E 11 +E 12 (1)

[0058] E2=E 21 +E 22 (2)

[0059] In formula (1) and formula (2), E 11 Indicates the measurement error caused by the fulcrum deflection in the conventional installation method, E 11 =tanθ1·L;E 12 Indicates the measurement error caused by the vertical change of the support point in the conventional installation method; E 21 It represents the measurement error caused by the deflection of the non-tilt bracket in this application, E 21 = sinθ2·h; E 22 It represents the measurement error caused by the vertical change of the support point in the non-tilt bracket of the present application.

[0060] Due to E 22 =E 12 , so E1 is simplified to E′1=E 11 , simplify E2 to E′2=E 21 . By E 11 =tanθ1·L,E 21= sinθ2·h It can be seen that the measurement error caused by the deflection of the image deflectometer in the conventional installation method will increase with the increase of the deflection angle and span L. Since the measurement error caused by the deflection of the non-tilt bracket is related to the length h of the second installation part 601 and the deflection angle θ2, and h is fixed and much smaller than the span L, under the same vehicle load, the deflection angle θ1=θ2=θ, and at the same time, the deflection angle of the middle support (the beam body above the middle support of the continuous beam bridge is the zero block) is generally small under the vehicle load, which can be approximated as θ≈sinθ≈tanθ, so the measurement deviation E caused by the deflection of the non-tilt bracket 21 = sinθ2·h is much smaller than the error E caused by the deflection of the conventional image deflectometer 11 =tanθ1·L, achieving the purpose of error elimination.

[0061] The above embodiments are only for illustrating the technical concept and features of the present application, and their purpose is to enable technicians familiar with the technical field to understand the content of the present application and implement it accordingly, and they cannot be used to limit the protection scope of the present application. For ordinary technicians in the technical field, they can make several improvements and modifications without departing from the principles of the present application, and these improvements and modifications should also be regarded as the protection scope of the present application.

Claims

1. An image deflectometer non-tilt stable bracket, characterized in that: include: A support assembly (6) comprising a first mounting portion (600) and a second mounting portion (601), wherein the first mounting portion (600) is mounted on the transverse partition (2) of the zero block (1), and one end of the second mounting portion (601) is fixedly connected to the first mounting portion (600); A suspension component (5) is suspended below the second mounting portion (601); at least one rotating connection portion is provided between the suspension component (5) and the second mounting portion (601); a fulcrum (4) is provided on the rotating connection portion; the suspension component (5) forms a relative rotation connection with the second mounting portion (601) around the fulcrum (4); when the support component (6) generates a pitch angle under the action of a vehicle load, the suspension component (5) rotates around the fulcrum (4) under the action of gravity to adjust the deflection angle of the vertical plane; An image deflectometer (3) is installed on the suspension component (5).

2. The image deflectometer non-tilt stable bracket according to claim 1, characterized in that: The second mounting portion (601) of the support assembly (6) extends longitudinally along the bridge.

3. The image deflectometer non-tilt stable bracket according to claim 1, characterized in that: The suspension assembly (5) comprises a counterweight block, which is connected to the movable end of the rotating connection part; when the support assembly (6) generates a pitch angle under the action of the vehicle load, the counterweight block drives the rotating connection part to rotate counterclockwise or clockwise around the fulcrum (4) under the action of gravity, so that the suspension assembly (5) recovers its balance.

4. The image deflectometer non-tilt stable bracket according to claim 1, characterized in that: A first limiting groove (7) extending transversely of the bridge is provided at the connection between the support assembly (6) and the suspension assembly (5), wherein the width of the first limiting groove (7) is greater than the diameter of the screw; the rotating connection portion comprises a plurality of screws, and the screws limit the suspension assembly (5) in the first limiting groove (7) after passing through the suspension assembly (5).

5. The image deflectometer non-tilt stable bracket according to claim 4, characterized in that: The first limiting groove (7) does not penetrate the supporting component (6), and a second limiting groove (8) is provided at the bottom of the first limiting groove (7). The groove width of the second limiting groove (8) is smaller than the groove width of the first limiting groove (7), but larger than the diameter of the screw. After the screw passes through the suspension component (5), the suspension component (5) is limited in the second limiting groove (8).

6. The image deflectometer non-tilt stable bracket according to claim 5, characterized in that: The first limiting groove (7) and / or the second limiting groove (8) are arc-shaped grooves.

7. The image deflectometer non-tilt stable bracket according to claim 4, characterized in that: The sharp angle of the lower end of the screw is 35° to 40°.

8. The image deflectometer non-tilt stable bracket according to claim 1, characterized in that: The number of the supporting points (4) is multiple, and the connecting line of the multiple supporting points (4) is parallel to the transverse direction of the bridge.

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