Road detection device

Abstract

The utility model discloses a road detection device, and relates to the technical field of road detection. Comprising a sound collector arranged on a vehicle, a sliding rail arranged at a wheel, a hammer body arranged on the sliding rail in a sliding mode, an elastic piece arranged on the sliding rail and used for providing elastic force for the hammer body, a first sliding block fixedly arranged on the hammer body, a driving rail arranged at the wheel and a locking structure. The driving track comprises an entering end and a disengaging end, and the radial distance between the disengaging end and the axis of the wheel is smaller than that between the entering end and the axis of the wheel. When the wheels rotate, the first sliding block enters, moves along the driving track and is separated from the driving track; in the process that the first sliding block moves along the driving rail, the hammer body moves along the sliding rail and compresses the elastic piece; and when the first sliding block is separated from the driving rail, the hammer body hammers the road surface under the action of self gravity and the elastic force of the elastic piece. The road detection device can detect the road in the vehicle driving process, manpower and material resources are saved, and a power source for providing hammering power does not need to be additionally arranged.

Description

Technical Field

[0001] This utility model relates to the field of road detection technology, and specifically to a road detection device. Background Technology

[0002] Road inspection technology plays a vital role in road maintenance. With rapid urbanization and surging traffic demand, road usage has increased dramatically, leading to increasingly serious road damage and defects. These defects affect driving safety and can potentially cause traffic accidents. Therefore, road inspection is necessary to promptly address these defects.

[0003] Currently, the main method for detecting road defects is manual inspection, which is costly and time-consuming, wasting manpower and resources. Utility Model Content

[0004] The purpose of this invention is to provide a road inspection device that can automatically inspect roads in place of manual labor while vehicles are in motion, saving manpower and resources, and eliminating the need for an additional power source to provide hammering power.

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

[0006] This utility model discloses a road detection device, including a sound collector installed on a vehicle, a slide rail installed at the wheel of the vehicle, a hammer body slidably installed on the slide rail, an elastic element installed on the slide rail for providing elastic force to the hammer body, a first slider fixedly installed on the hammer body, a drive rail installed at the wheel, and a locking structure for stopping the hammer body from hitting the ground.

[0007] The drive track includes an entry end and an exit end. The radial distance between the exit end and the axis of the wheel is less than the radial distance between the entry end and the axis of the wheel. When the wheel rotates, the first slider enters, moves along the drive track, and exits the drive track. During the movement of the first slider along the drive track, the hammer moves along the slide rail and compresses the elastic element. When the first slider exits the drive track, the hammer strikes the road surface under its own weight and the elastic force of the elastic element.

[0008] Optionally, at least two drive tracks are provided, and the drive tracks are arranged in a circular array.

[0009] Optionally, the slide rail is arranged vertically and fixedly connected to the vehicle body, a wheel is fixedly arranged on the wheel, and the drive rail is fixedly arranged on the wheel.

[0010] Optionally, the locking structure includes a first pin hole on the hammer body, a second pin hole on the slide rail, and a fixing pin for insertion into the first pin hole and the second pin hole.

[0011] Optionally, the locking structure includes a first telescopic plate disposed on the wheel and extendable along the normal direction of the wheel, and a first driving structure for driving the first telescopic plate, wherein the first telescopic plate and a portion of the disengaged end of the driving track form an annular track that confines the first slider.

[0012] Optionally, the slide rail includes a slide rail plate with an elongated hole for the first slider to pass through. Each end of the slide rail plate has a limiting part, and a guide post is fixed between the two limiting parts. The hammer body has a guide hole, and the hammer body is slidably sleeved on the guide post through the guide hole. The elastic element is sleeved on the guide post and located between one of the limiting parts and the hammer body.

[0013] Optionally, the elastic element is a compression spring.

[0014] Optionally, the drive rail is fixedly mounted on a fixed plate, the fixed plate is fixedly connected to the vehicle body, and the slide rail is fixedly connected to the wheel.

[0015] Optionally, the locking structure includes a second telescopic plate disposed on the fixed plate and extendable along the normal direction of the fixed plate, and a second driving structure for driving the second telescopic plate to extend and retract, wherein the second telescopic plate and the portion at the disengaged end of the driving track form an annular track that restricts the first slider.

[0016] Optionally, the first driving structure is an electronically controlled driving structure, which is communicatively connected to the control terminal.

[0017] In this utility model, firstly, the road surface can be hammered and the sound generated by the hammering can be collected while the vehicle is in motion. Subsequent sound processing and analysis can detect road surface defects, replacing manual hammering and saving manpower and resources. Secondly, the rotation of the wheels is used to store force in an elastic element, which then drives the hammer to strike the road surface, eliminating the need for an additional power source to provide the hammering power. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the first type of road detection device installed on a vehicle.

[0019] Figure 2 for Figure 1 A schematic diagram of the top view of the wheel hub;

[0020] Figure 3 for Figure 1 A schematic diagram of a cross-sectional view at the wheel hub;

[0021] Figure 4 for Figure 1 A schematic diagram of the perspective view of the middle slide rail;

[0022] Figure 5 for Figure 1 A schematic diagram of the front view of the middle slide rail;

[0023] Figure 6 for Figure 1 A schematic diagram of the perspective view of the central drive track;

[0024] Figure 7 for Figure 1 A schematic diagram of the exploded view of the middle wheel and the first telescopic plate;

[0025] Figure 8 for Figure 1 A schematic diagram of the side view of the hammer body;

[0026] Figure 9 This is a schematic diagram of the second type of road detection device installed on a vehicle.

[0027] Figure 10 for Figure 9 A schematic diagram of the top view of the wheel;

[0028] Figure 11 for Figure 9 A schematic diagram of a cross-sectional view of the wheel;

[0029] Figure 12 for Figure 9 A schematic diagram of the perspective view of the middle slide rail;

[0030] Figure 13 for Figure 9 A schematic diagram of the front view of the middle slide rail;

[0031] Figure 14 for Figure 9 A schematic diagram of the exploded view of the central fixed plate and the second telescopic plate.

[0032] In the diagram, 1. Vehicle; 2. Sound collector; 3. Wheel; 4. Slide rail; 5. Hammer; 6. Elastic element; 7. Drive rail; 8. Wheel disc; 9. First telescopic plate; 11. Second telescopic plate; 12. Fixed plate; 31. Wheel hub; 32. Suspension rod; 33. Shock absorber; 34. Bearing connecting seat; 35. Bearing bolt; 36. Bearing nut; 37. Bearing assembly; 41. Slide rail plate; 42. Guide column; 43. Fixing pin; 44. Bending plate; 45. 51. Fixed rod; 71. First slider; 72. Inlet end; 73. Outlet end; 81. First through hole; 82. First fixing member; 83. First telescopic guide hole; 91. First telescopic block; 92. First connecting plate; 93. First driving structure; 111. Second telescopic block; 112. Second connecting plate; 113. Second driving structure; 121. Second fixed rod; 122. Second telescopic guide hole; 411. Long hole; 412. Limiting part; 511. Pin hole. Detailed Implementation

[0033] See Figure 1-14 This utility model provides a road detection device, including a sound collector 2 mounted on a vehicle 1, a slide rail 4 mounted on a wheel 3 of the vehicle 1 (here, wheel 3 refers to a non-drive wheel, specifically the rear wheel in a front-wheel drive vehicle), a hammer 5 slidably mounted on the slide rail 4, an elastic element 6 mounted on the slide rail 4 to provide elastic force to the hammer 5, a first slider 51 fixedly mounted on the hammer 5, a drive rail 7 mounted on the wheel 3, and a locking structure for stopping the hammer 5 from striking the ground. The drive rail 7 includes an entry end 71 and an exit end 72, the radial distance between the exit end 72 and the axis of the wheel 3 being less than the radial distance between the entry end 71 and the axis of the wheel 3. The drive rail 7 gradually curves and extends from the edge of the wheel 3 towards the axis of the wheel 3. When the wheel 3 rotates, the first slider 51 periodically enters, moves along, and exits the drive rail 7. Here, the movement of the first slider 51 along the drive rail 7 refers to the relative movement of the first slider 51 and the drive rail 7. As the first slider 51 moves along the drive track 7, the hammer 5 moves along the slide rail 4 and compresses the elastic element 6. When the first slider 51 disengages from the drive track 7, the hammer 5 strikes the road surface under its own weight and the elastic force of the elastic element 6. The sound generated by the hammer 5 striking the road surface is collected by the sound collector 2. By processing and analyzing the sound, road surface defects can be detected in a timely manner. When road surface inspection is required, the locking structure is unlocked, allowing the hammer 5 to move along the slide rail 4 and strike the ground; when road surface inspection is not required, the locking structure is locked, preventing the hammer 5 from striking the ground.

[0034] Specifically, during setup, one of the slide rail 4 and the drive rail 7 rotates with the wheel 3, while the other does not. Thus, when the wheel 3 rotates, the first slider 51 can enter the drive rail 7 and move along it, causing the hammer 5 to move along the slide rail 4 under the constraint of the drive rail 7 and compress the elastic element 6 to store force. The specific connection methods are as follows: I. The slide rail 4 rotates with the wheel 3, but the drive rail 7 does not. The drive rail 7 can be fixedly mounted on the fixed plate 12, which is fixedly connected to the vehicle body. The vehicle body can be the side wall of the vehicle above the wheel 3, the bearing connecting seat 34 or bearing bolt 35 on the inner side of the wheel 3, or other parts of the vehicle that rotate relative to the wheel 3. The slide rail 4 is fixedly connected to the wheel hub 31 of the wheel 3. II. The drive rail 7 rotates with the wheel 3, but the slide rail 4 does not. The drive rail 7 is fixedly mounted on the wheel disc 8, which is fixedly connected to the wheel hub 31 of the wheel 3. The slide rail 4 is fixedly connected to the vehicle body, which can be the side wall of the vehicle above the wheel 3, the bearing connecting seat 34 or bearing bolt 35 on the inner side of the wheel 3, or other parts that the wheel 3 rotates relative to.

[0035] This invention has two main advantages: First, it allows for the hammering of the road surface and the collection of sound recordings during vehicle operation. Subsequent sound processing and analysis can detect road defects, replacing manual hammering and saving manpower and resources. Second, it utilizes the rotation of the wheels to store energy in an elastic element, propelling the hammer to strike the road surface, eliminating the need for an additional power source.

[0036] Optionally, there may be one or more drive rails 7. When there are two or more drive rails 7, they may be arranged in a circular array.

[0037] Optionally, see Figure 3-8 The diagram shows a scenario where there are two drive rails 7 arranged in a circular array. The process of the hammer 5 striking the road surface is described below: See [link to diagram]. Figure 5 and Figure 4 The wheel 8 rotates clockwise with the wheel, while the slide rail 4 remains stationary. The first slider 51 enters the drive rail 7 from the entry end 71 and abuts against the drive rail 7. As the wheel 8 rotates, the first slider 51 experiences an upward force gradually applied by the drive rail 7. The hammer 5 moves upward along the slide rail 4 and compresses the elastic element 6 to store force. When the wheel 8 rotates to the point where the exit end 72 is collinear with the slide rail 4, the first slider 51 is released from the constraint of the drive rail 7, and the hammer 5 strikes the ground downward under its own weight and the elastic force of the elastic element 6. Subsequently, the wheel 8 continues to rotate, and the entry end 71 of the other drive rail 7 begins to abut against the first slider 51, gradually compressing the elastic element 6 to store force. Thus, the wheel 3 strikes the ground twice for every revolution of the wheel 3.

[0038] Optionally, the slide rail 4 is arranged vertically and fixedly connected to the vehicle body of the vehicle 1, and the slide rail 4 does not rotate. A wheel disk 8 is fixedly arranged on the wheel 3, and the wheel disk 8 rotates synchronously with the wheel 3. The drive rail 7 is fixedly arranged on the wheel disk 8.

[0039] See Figure 1-5 The slide rail 4 can be positioned on the outside of the wheel 8. See also Figure 3 The wheel disc 8 is fixedly connected to the hub 31 of the wheel 3 via the first fixing member 82, specifically by means of bolts or welding. A first through hole 81 is provided at the center of the wheel disc 8. Thus, the wheel disc 8 and the drive rail 7 can rotate with the wheel 3. Taking the vehicle body as an example, where the slide rail 4 is fixedly connected to the bearing bolt 35 (i.e., the bearing bolt 35), the inner side of the wheel 3 contains the suspension rod 32 and the shock absorber 33. The bearing connecting seat 34 is connected to the suspension rod 32 and the shock absorber 33 respectively. The bearing assembly 37 is bolted to the bearing connecting seat 34. The bearing bolt 35 passes through the bearing assembly 37 from the inside out. The bearing nut 36 is screwed onto the bearing bolt 35 and is located on the outside of the bearing assembly 37. The hub 31 of the wheel 3 is bolted to the bearing assembly 37. At this time, the bearing bolt 35, bearing nut 36, and the inner ring of the bearing assembly 37 are all stationary relative to the bearing connecting seat 34 and do not rotate; the outer ring of the wheel 3 and the bearing assembly 37 rotates. For some vehicles, the outer end of the bearing nut 36 is sealed, which can be improved to be through-hole, and the bearing bolt 35 can be lengthened so that after tightening the bearing nut 36, the bearing bolt 35 can pass through the bearing nut 36 with a partial threaded rod remaining. The waterproof cap at the center of the outer side of the wheel 3 can be removed or a through hole can be provided. A first fixing rod 45 can be fixedly mounted on the slide rail 4. The inner end of the first fixing rod 45 can be provided with an internal threaded hole. The first fixing rod 45 passes through the first through hole 81 and the through hole at the center of the wheel 3 in sequence and is screwed onto the bearing bolt 35. In this way, the slide rail 4 is fixed relative to the bearing connecting seat 34 and does not rotate with the wheel.

[0040] Of course, the slide rail 4 can also be fixedly connected to the bearing connecting seat 34 by a fixing member. The fixing member can include a U-shaped part. The first end of the U-shaped part is fixedly connected to the bearing connecting seat 34. The U-shaped part passes around the entire wheel 3 and the wheel disc 8. The second end of the U-shaped part is located on the outside of the wheel disc 8 and is fixedly connected to the slide rail 4.

[0041] Optionally, see Figure 4 and Figure 8 The locking structure can include a first pin hole 511 on the hammer body 5, a second pin hole on the slide rail 4, and a fixing pin 43 for insertion into the first pin hole 511 and the second pin hole.

[0042] When road surface inspection is not required, move the hammer 5 to a position where the first pin hole 511 and the second pin hole are aligned, and insert the fixing pin 43. In this way, the hammer 5 is fixed at a certain position on the slide rail 4 and can no longer slide along the slide rail 4, thus ceasing to hammer the road surface.

[0043] Optionally, see Figure 3-8 The locking structure can also be: a first telescopic plate 9 mounted on the wheel 8 and extendable along the normal direction of the wheel 8, and a first drive structure 93 for driving the first telescopic plate 9. The first telescopic plate 9 and the portion at the disengagement end 72 of the drive track 7 form an annular track that confines the first slider 51. The number of first telescopic plates 9 can be the same as the number of drive tracks 7. Figure 3-8 The diagram shows the case of two drive rails 7 and two first telescopic plates 9, with the two first telescopic plates 9 forming a ring track with the disengaged ends 72 of the two drive rails 7 when extended.

[0044] Specifically, see Figure 3 , Figure 6 and Figure 7 The first telescopic plate 9 may include a first connecting plate 92 and a plurality of first telescopic blocks 91 spaced apart on the first connecting plate 92. The wheel 8 is provided with a first telescopic guide hole 83 that mates with the first telescopic blocks 91. The first telescopic blocks 91 extend or retract along the first telescopic guide hole 83. The first drive structure 93 may be an electric telescopic cylinder, a pneumatic telescopic cylinder, or other structures. One end of the first drive structure 93 is connected to the first fixing member 82, and the other end is connected to the first connecting plate 92.

[0045] Thus, when road inspections are not required, see [link to relevant documentation]. Figure 5 As the wheel 8 rotates clockwise, when the second disengaged end 72 rotates to contact the first slider 51, the first drive structure 93 drives the first telescopic plate 9 located above to extend, and then drives the other first telescopic plate 9 to extend. At this time, see... Figure 6 The two first telescopic plates 9 and the disengaged end 72 of the drive rail 7 form a ring track. The first slider 51 is constrained by the ring track and moves along the ring track. The hammer 5 cannot slide along the slide rail 4 to the ground to hammer the ground.

[0046] When road inspection is required, the first drive structure 93 drives the two first telescopic plates 9 to retract.

[0047] Optionally, see Figure 4 and 8The slide rail 4 includes a slide rail plate 41, a first fixing rod 45 fixed on the slide rail plate 41, and an elongated hole 411 for the first slider 51 to pass through. Each end of the slide rail plate 41 is provided with a limiting part 412, and a guide post 42 is fixed between the two limiting parts 412. The hammer body 5 is provided with a guide hole, and the hammer body 5 is slidably sleeved on the guide post 42 through the guide hole. The elastic element 6 is sleeved on the guide post 42 and located between a limiting part 412 and the hammer body 5.

[0048] Optionally, the elastic element 6 is a compression spring.

[0049] Optionally, see Figure 10-14 The drive rail 7 is fixedly mounted on the fixed plate 12, which is fixedly connected to the vehicle body of the vehicle 1. The fixed plate 12 and the drive rail 7 do not rotate with the wheels. The slide rail 4 is fixedly connected to the wheel 3.

[0050] Specifically, see Figure 11 The slide rail 4 can be set on the outside of the fixed plate 12. Bending plates 44 are provided at both ends of the inner side of the slide rail plate 41 of the slide rail 4, and the bending plates 44 pass around the fixed plate 12 and connect to the hub 31 of the wheel 3. A second fixing rod 121 is provided on the fixed plate 12, and the inner end of the second fixing rod 121 is provided with an internal threaded hole, which is screwed onto the bearing bolt 35.

[0051] See Figure 13 The fixed plate 12 does not rotate, and the entry end 71 of the drive rail 7 is located below the exit end 72. The slide rail 4 rotates counterclockwise, and the first slider 51 enters the drive rail 7 from the entry end 71. The hammer 5 moves along the slide rail 4 and compresses the elastic element 6. When the first slider 51 rotates to the exit end 72, the slide rail 4 rotates to a vertical position. Under the action of the elastic force of the elastic element 6 and the gravity of the hammer 5, the hammer 5 is pushed downward along the slide rail 4 to strike the ground. Then the first slider 51 re-enters the drive rail 7, ready for the next hammering.

[0052] Optionally, see Figure 11-14 The locking structure may include a second telescopic plate 11 disposed on the fixed plate 12 and capable of telescopic extension and retraction along the normal direction of the fixed plate 12, and a second driving structure 113 for driving the extension and retraction of the second telescopic plate 11. The second telescopic plate 11 is used to form an annular track with the disengaged end 72 portion of the driving track 7 to restrict the first slider 51.

[0053] Specifically, see Figure 11 and Figure 14The second telescopic plate 11 may include a second connecting plate 112 and a plurality of second telescopic blocks 111 spaced apart on the second connecting plate 112. The fixed plate 12 is provided with second telescopic guide holes 122 that mate with the second telescopic blocks 111. The second telescopic blocks 111 extend and retract along the second telescopic guide holes 122. The second drive structure 113 may be an electric telescopic cylinder, a pneumatic telescopic cylinder, or other structures. One end of the second drive structure 113 is connected to the second fixed rod 121, and the other end is connected to the second connecting plate 112.

[0054] Optionally, the first drive structure 93 or the second drive structure 113 is an electronically controlled drive structure, and the electronically controlled drive structure is communicatively connected to the control terminal.

[0055] The electronically controlled drive structure can communicate with the control system in the vehicle's cab, thus allowing the locking mechanism to be controlled from inside the cab.

[0056] The above embodiments are merely illustrative of the present invention and not limiting. Under the concept of the present invention, the technical solutions without substantial changes are still within the protection scope of the present invention.

Claims

1. A road detection device characterized by comprising: The application relates to a sound collecting device for a vehicle, which comprises a sound collector arranged on the vehicle, a slide rail arranged at a wheel of the vehicle, a hammer body slidingly arranged on the slide rail, an elastic member arranged on the slide rail and used for providing elastic force for the hammer body, a first sliding block fixedly arranged on the hammer body, a driving track arranged at the wheel and a locking structure used for stopping the hammer body from hammering the ground. The driving track comprises an entering end and a leaving end, the radial distance between the leaving end and the axis of the wheel is smaller than the radial distance between the entering end and the axis of the wheel; when the wheel rotates, the first sliding block enters, moves along and leaves the driving track. During the movement of the first sliding block along the driving track, the hammer body moves along the slide rail and compresses the elastic member; when the first sliding block leaves the driving track, the hammer body hammers the ground under the action of its own gravity and the elastic force of the elastic member.

2. The road detection device according to claim 1, wherein The driving track is arranged in a circumferential array.

3. The road detection device according to claim 1, wherein The slide rail is arranged in a vertical direction and is fixedly connected with the vehicle body; a wheel disc is fixedly arranged on the wheel; and the driving track is fixedly arranged on the wheel disc.

4. The road detection device according to claim 3, wherein The locking structure comprises a first pin hole arranged on the hammer body, a second pin hole arranged on the slide rail and a fixing pin used for being inserted into the first pin hole and the second pin hole.

5. The road detection device according to claim 3, wherein The locking structure comprises a first telescopic plate arranged on the wheel disc and arranged to be telescopically extended along the normal direction of the wheel disc, and a first driving structure used for driving the first telescopic plate; the first telescopic plate and the part of the driving track at the leaving end of the driving track form an annular track for limiting the first sliding block.

6. The road detection device according to claim 1, wherein The slide rail comprises a slide rail plate, a long slot is arranged on the slide rail plate and used for allowing the first sliding block to pass through, a limiting part is arranged at each end of the slide rail plate, a guide column is fixedly arranged between the two limiting parts, a guide hole is arranged on the hammer body, the hammer body is slidingly sleeved on the guide column through the guide hole, and the elastic member is sleeved on the guide column and located between one limiting part and the hammer body.

7. The road detection device according to claim 1, wherein The elastic member is a compression spring.

8. The road detection device according to claim 1, wherein The driving track is fixedly arranged on a fixed disc, the fixed disc is fixedly connected with the vehicle body, and the slide rail is fixedly connected with the wheel.

9. The road detection device according to claim 8, wherein The locking structure comprises a second telescopic plate arranged on the fixed disc and arranged to be telescopically extended along the normal direction of the fixed disc, and a second driving structure used for driving the second telescopic plate to telescopically extend; the second telescopic plate is used for forming an annular track with the part of the driving track at the leaving end of the driving track, and the annular track is used for limiting the first sliding block.

10. The road detection device according to claim 5, wherein The first driving structure is an electric control driving structure, and the electric control driving structure is in communication connection with a control end.

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