Safety parameter measuring equipment for highway bridge structure

Abstract

The utility model relates to the technical field of bridge structure safety detection equipment, in particular to highway bridge structure safety parameter measuring equipment, which solves the technical problem of lack of multi-point detection equipment for clearance height in the highway bridge structure detection process in the prior art, and comprises a plurality of groups of infrared range finders, the frame body is provided with supporting legs, and two sets of first rail assemblies arranged in parallel are arranged in the length direction of the frame body; the two second rail assemblies can be connected to the first rail assembly in a rail mode, and the two second rail assemblies can get close to each other or get away from each other. The second rail assembly is perpendicular to the first rail assembly; the second rail assembly can be in rail connection with the detection adjusting piece, and the detection adjusting piece can move by a preset distance in the length direction of the second rail assembly and is locked on the second rail assembly. The first end of each group of detection adjusting members is provided with a group of infrared distancers, so that the infrared distancers take the first direction as the detection direction.

Description

Technical Field

[0001] This utility model relates to the technical field of bridge structure safety testing equipment, and in particular to a device for measuring the structural safety parameters of highway bridges. Background Technology

[0002] The structural safety parameters of highway bridges include multiple technical indicators, among which the most important are: load indicators, specifically, the load standards for highway bridges are determined by both design load and live load. The design load refers to the load value determined during the bridge design process based on factors such as the bridge's function, span, and materials; another technical indicator is: clearance height. The clearance height varies depending on the type of highway. For example, the clearance height for highways, Class I roads, and Class II roads is 5 meters. The clearance height limit for highway bridges, i.e., viaducts, is typically between 2.8 meters and 3.6 meters. (Bridge and culvert restrictions are also mentioned.) The minimum height is 3.2 meters. Currently, the detection of clearance height is a regular inspection item. The test results are directly related to the structural safety of highway bridges and can directly or indirectly reflect the deformation and settlement of the inspected highway bridge structure. The general method for detecting clearance height in the existing technology is to manually place a laser rangefinder on the ground and then continuously move the rangefinder until the laser point of the rangefinder is on the cross-section of the object to be measured. However, due to the narrow cross-section, the rangefinder needs to be moved back and forth many times to achieve the measurement of clearance height, which consumes a lot of time for the staff and has low work efficiency. Utility Model Content

[0003] This invention aims to address the technical problem of the lack of equipment for multi-point cross-sectional testing of clearance height during the inspection of highway bridge structures, and provides a safety parameter measurement device for highway bridge structures.

[0004] To solve the above-mentioned technical problems, the specific technical solution of this utility model is as follows:

[0005] The equipment for measuring the structural safety parameters of highway bridges includes multiple sets of infrared rangefinders, including:

[0006] The frame body has supporting legs and can be arranged horizontally;

[0007] Two sets of parallel first track assemblies are arranged along the length of the frame body.

[0008] Two sets of second track components are capable of being connected to the first track component, and the two sets of second track components can move closer to or further away from each other;

[0009] The second track assembly is perpendicular to the first track assembly;

[0010] The detection adjustment component is also connected to the second track assembly, and the detection adjustment component can move a preset distance along the length direction of the second track assembly and be locked onto the second track assembly.

[0011] Each set of the detection adjustment components has an infrared rangefinder installed at its first end, such that the infrared rangefinder uses the first direction as the detection direction.

[0012] Furthermore, a guide rail parallel to the first track assembly is arranged between the two sets of the first track assembly.

[0013] Furthermore, the frame body has four sets of rectangular empty areas, which divide the frame body into horizontal strip areas and vertical strip areas.

[0014] Lifting lugs are provided in the transverse strip area of ​​the frame body.

[0015] Furthermore, the guide rail is arranged on the longitudinal strip area formed on the centerline of the frame body.

[0016] Further, the first track component includes:

[0017] A first track; and first track limiting members located on both sides of the first track;

[0018] The two sets of the first tracks are arranged in the longitudinal strip sections on both sides of the frame body.

[0019] Furthermore, the first track in the same longitudinal strip area is located on the same straight line.

[0020] Furthermore, the second orbital assembly includes:

[0021] The second track body has rail connecting blocks at its lower ends, and rail connecting blocks have rail connecting grooves.

[0022] The rail groove can be connected to the first track.

[0023] Furthermore, the second track body also includes a central rail connector, which is connected to the guide rail located in the middle of the frame body.

[0024] Furthermore, a track component is arranged above the second track body in the opposite direction along the length of the second track body;

[0025] The track component includes:

[0026] A track base, on which a trapezoidal block is disposed, the short side of the trapezoidal block being connected to the track base;

[0027] The long side of the trapezoidal block is connected to a positioning strip;

[0028] The detection adjustment component includes:

[0029] The body has a mating structure formed below it, which is used to mate with the trapezoidal block and the positioning strip;

[0030] A mounting base is provided on the top of the main body;

[0031] The side of the body is provided with a threaded adjustment hole, which can be connected to the mating structure;

[0032] A locking threaded component is screwed into the threaded adjustment hole.

[0033] This utility model has the following beneficial effects:

[0034] With the above configuration, each infrared rangefinder is positioned perpendicular to the bottom of the highway bridge or culvert as the detection direction. This ensures the verticality of the infrared detection and allows for the formation of a detection area through the movement and coordination of the second and first track components. Each adjustment can be completed using the detection adjustment components. This virtually eliminates detection errors caused by human error, reduces the workload of the inspection personnel, and allows for the completion of a predetermined position inspection only by moving or suspending the frame body. This significantly improves inspection efficiency, ensures the accuracy of the detection data, and provides reliable parameter data. Attached Figure Description

[0035] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0036] Figure 1 This is a three-dimensional structural schematic diagram of the present invention;

[0037] Figure 2 This is a schematic diagram of the structure of the first track assembly of this utility model;

[0038] Figure 3 This is a schematic diagram of the structure of the second track assembly of this utility model;

[0039] Figure 4 This is a schematic diagram of the main body and mating structure of this utility model;

[0040] Figure 5 This is a partially enlarged view of the configuration of the locking threaded component of this utility model;

[0041] Figure 6 This is a schematic diagram illustrating the working process of the infrared rangefinder of this utility model.

[0042] The reference numerals in the figure are:

[0043] Infrared rangefinder 101, support leg 1, frame body 10, first track assembly 100, second track assembly 200, detection and adjustment component 300, guide track 400, empty area 102, transverse strip area 102a, longitudinal strip area 102b;

[0044] Lifting lug 104, first track 110, first track limiting component 111;

[0045] Second track body 210, track connecting block 211, track connecting groove 212, center track connecting component 220, track component 230;

[0046] Track base 231, trapezoidal block 232, positioning strip 233, body 301, mating structure 302, mounting base 303, threaded adjustment hole 304, locking threaded part 305. Detailed Implementation

[0047] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model. It should be noted that, for ease of description, in this application, "left side" is referred to as "first end", "right side" as "second end", "upper side" as "first end", and "lower side" as "second end" in the current view. The purpose of such description is to clearly express the technical solution and should not be construed as an improper limitation of the technical solution of this application.

[0048] This invention addresses the technical problem of the lack of existing equipment for multi-point cross-sectional testing of clearance height during highway bridge structure inspection, and provides such a highway bridge structure safety parameter measurement device. Please refer to... Figure 1 , 6As shown, the clearance height is specifically a height measurement. However, this measurement requires continuous detection of the distance between the ground and the bottom surface of the highway bridge structure to obtain a preset detection area or a detection distance at a cross-sectional position. Therefore, this detection, which reflects the safety performance parameters of the highway bridge, requires multiple sets of infrared ranging devices. However, manually arranging multiple sets of infrared ranging devices would be very labor-intensive for continuous road sections. Furthermore, using a multi-person collaborative detection method would lead to difficulties in achieving accurate detection data due to repetitive work and tasks. Therefore, this technical solution includes multiple sets of infrared ranging devices 101, using a frame body 10 with supporting legs 1, which can be arranged horizontally; two sets of parallel first track components 100 are arranged along the length of the frame body 10; two sets of second track components 200 are connected to the first track components 100, and the two sets of second track components 200 can be close to or far from each other; the second track components 200 are perpendicular to the first track components 100.

[0049] The detection adjustment component 300 and the second track assembly 200 can also be connected to the detection adjustment component 300, and the detection adjustment component 300 can move a preset distance along the length direction of the second track assembly 200 and be locked on the second track assembly 200.

[0050] Each set of detection adjustment components 300 has an infrared rangefinder 101 installed at its first end, so that the infrared rangefinder 101 takes the first direction as the detection direction.

[0051] With the above configuration, each infrared rangefinder 101 is positioned perpendicular to the bottom of the highway bridge or culvert as the direction of detection. This ensures the verticality of the infrared detection and allows for the formation of a detection area through the movement and coordination of the second track assembly 200 and the first track assembly 100. Each adjustment can be completed using the detection adjustment component 300. This almost eliminates detection errors caused by human error, reduces the workload of the detection personnel, and allows for the completion of a detection at a predetermined position by simply moving or suspending the frame body 10. This significantly improves detection efficiency, ensures the accuracy of detection data, and provides reliable parameter data.

[0052] It should be noted that whether to place a reflective strip or reflective sheet at the location of the target to be detected depends on the model of the infrared detection equipment used and the actual detection environment.

[0053] In one specific embodiment, please refer to Figure 1 As shown; a guide rail 400 parallel to the first track assembly 100 is arranged between the two sets of first track assemblies 100.

[0054] In one specific embodiment, please refer to Figure 1 As shown, the frame body 10 has four sets of rectangular empty areas 102, which divide the frame body 10 into horizontal strip areas 102a and vertical strip areas 102b; a lug 104 is provided in the horizontal strip area 102a of the frame body 10.

[0055] The empty area 102 setting can greatly reduce the material consumption required for making the frame body 10, and also make the overall weight lighter, making it easier to use the lifting lugs 104 for transfer and handling.

[0056] In one specific embodiment, please refer to Figure 1 As shown, the guide rail 400 is arranged on the longitudinal strip area 102b formed on the center line of the frame body 10.

[0057] In one specific embodiment, please refer to Figure 2-5 As shown, the first track assembly 100 includes: a first track 110; and first track limiting members 111 located on both sides of the first track 110; two sets of first tracks 110 are arranged at intervals in the longitudinal strip areas 102b on both sides of the frame body 10; and the first tracks 110 located in the same longitudinal strip area 102b are located on the same straight line.

[0058] In one specific embodiment, please refer to Figure 2-5 As shown, the second track assembly 200 includes: a second track body 210, with track connecting blocks 211 disposed below both ends of the second track body 210, and track connecting grooves 212 formed on the track connecting blocks 211; the track connecting grooves 212 are capable of being tracked onto the first track 110. The second track body 210 also includes: a central track connecting member 220, which is tracked onto the guide track 400 located in the middle of the frame body 10.

[0059] In one specific embodiment, please refer to Figure 2-5 As shown, a track component 230 is arranged above the second track body 210 in the opposite direction along the length of the second track body 210;

[0060] The track component 230 includes: a track base 231, on which a trapezoidal block 232 is disposed, the short side of the trapezoidal block 232 being connected to the track base 231; a positioning strip 233 being connected to the long side of the trapezoidal block 232; the detection and adjustment component 300 includes: a body 301, on which a mating structure 302 is formed, the mating structure 302 being used to mate with the track on the trapezoidal block 232 and the positioning strip 233; a mounting base 303 being disposed on the top of the body 301; a threaded adjustment hole 304 being disposed on the side of the body 301, the threaded adjustment hole 304 being able to communicate with the mating structure 302; a locking threaded component 305 being threaded into the threaded adjustment hole 304.

[0061] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A device for measuring the structural safety parameters of highway bridges, comprising multiple sets of infrared rangefinders (101), characterized in that, include: The frame body (10) has supporting legs (1) and can be arranged horizontally; Two sets of parallel first track assemblies (100) are arranged along the length of the frame body (10); Two sets of second track components (200) are capable of being connected to the first track component (100), and the two sets of second track components (200) are capable of being close to or far from each other; The second track assembly (200) is perpendicular to the first track assembly (100); The detection adjustment component (300) is also able to be connected to the second track assembly (200), and the detection adjustment component (300) can move a preset distance along the length direction of the second track assembly (200) and be locked on the second track assembly (200); Each set of the detection adjustment components (300) has an infrared rangefinder (101) installed at its first end, such that the infrared rangefinder (101) takes the first direction as the detection direction.

2. The highway bridge structural safety parameter measuring device as described in claim 1, characterized in that, A guide rail (400) parallel to the first track assembly (100) is arranged between the two sets of the first track assembly (100).

3. The highway bridge structural safety parameter measuring device as described in claim 2, characterized in that, The frame body (10) has four sets of rectangular empty areas (102), which divide the frame body (10) into horizontal strip areas (102a) and vertical strip areas (102b). A lug (104) is provided in the transverse strip area (102a) of the frame body (10).

4. The highway bridge structural safety parameter measuring device as described in claim 3, characterized in that, The guide rail (400) is arranged on the longitudinal strip area (102b) formed on the centerline of the frame body (10).

5. The highway bridge structural safety parameter measuring device as described in claim 4, characterized in that, The first track assembly (100) includes: A first track (110); and first track limiting members (111) located on both sides of the first track (110); Two sets of the first tracks (110) are arranged at intervals in the longitudinal strip areas (102b) on both sides of the frame body (10); Furthermore, the first track (110) located in the same longitudinal strip area (102b) is on the same straight line.

6. The highway bridge structural safety parameter measuring device as described in claim 5, characterized in that, The second track assembly (200) includes: The second track body (210) has rail connecting blocks (211) at its lower ends, and rail connecting grooves (212) are provided on the rail connecting blocks (211); The rail groove (212) can be connected to the first rail (110).

7. The highway bridge structural safety parameter measuring device as described in claim 6, characterized in that, The second track body (210) also includes a center rail connector (220), which is connected to the guide rail (400) located in the middle of the frame body (10).

8. The highway bridge structural safety parameter measuring device as described in claim 7, characterized in that, A track component (230) is arranged above the second track body (210) in the opposite direction along the length of the second track body (210); The track component (230) includes: A track base (231) is provided on top of which a trapezoidal block (232) is provided, the short side of which is connected to the track base (231); The trapezoidal block (232) is connected to a positioning strip (233) on its long side; The detection adjustment component (300) includes: The body (301) has a mating structure (302) formed below it, the mating structure (302) being used to mate with the trapezoidal block (232) and the positioning strip (233); A mounting base (303) is provided on the top of the main body (301); The side of the body (301) is provided with a threaded adjustment hole (304), which can be connected to the mating structure (302); A locking threaded part (305) is screwed into the threaded adjustment hole (304).

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