Roadbed deflection detection device

Abstract

The utility model discloses a roadbed deflection detection device, which relates to the technical field of deflection detection and comprises a lever, and the lower side of the first end of the lever is provided with a contact rod in contact with the road surface; a plurality of centering components are arranged at the upper part of the first end of the lever; the centering assembly comprises two wing plates symmetrically hinged to the two sides of the lever and a sliding base sliding in the length direction of the lever, and connecting rods are hinged between the sliding base and the tail ends of the wing plates. The wing plates can be symmetrically arranged on the two sides of the lever through supporting of the connecting rods and abut against tires on the two sides respectively, and then the lever is centered; after the position of the lever is determined, the wing plate is turned inwards to be separated from the tire through the movement of the sliding seat, enough same gaps are formed between the two sides of the lever and the tire, the accurate position of the lever is ensured, the lever is prevented from being in contact with the tire, and the accuracy and success rate of deflection detection are improved.

Description

Technical Field

[0001] This utility model relates to the field of deflection detection technology, and in particular to a roadbed deflection detection device. Background Technology

[0002] Subgrade deflection testing is a crucial step in the quality acceptance of highway engineering projects, used to assess the overall strength and bearing capacity of the subgrade. Deflection value refers to the vertical deformation of the subgrade under specified vehicle loads and is a core indicator for determining whether the subgrade meets design requirements. Excessive deflection can lead to pavement cracking, subsidence, and other defects, affecting the road's service life.

[0003] The Beckman beam method is a commonly used method for testing roadbed deflection. It employs a lever deflectometer. The main component of the lever deflectometer is a lever with a fulcrum length ratio of 2:1 between the front and rear arms. During measurement, the side of the front arm is inserted between two tires on the rear axle of a vehicle under a specified load, and the dial indicator reading at the end of the rear arm is recorded. After the vehicle moves away from the radius of influence of deflection, the dial indicator reading is recorded again. The difference between the previous and subsequent readings multiplied by 2 is the rebound deflection value at the measuring point. The rebound deflection value can be used to evaluate the overall strength of the pavement or to calculate the rebound dip value of subgrade and pavement materials. The Beckman beam method has the advantages of accurate measurement and ease of use. However, due to the narrow distance between the rear tires of a vehicle, observation is difficult. If the lever position does not have sufficient clearance with the tires, it will contact the tires during vehicle movement, severely affecting the test results. The patent with publication number 217479909U describes a road deflection meter that can trigger an alarm when it comes into contact with a tire, reminding the operator to adjust the position of the probe to ensure accuracy; however, it cannot center the lever end between the tires and cannot effectively control the gap between the lever and the tires. Utility Model Content

[0004] The purpose of this invention is to provide a roadbed deflection detection device in order to solve at least one of the problems in the prior art mentioned above.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A roadbed deflection detection device includes a lever, with a contact rod on the lower side of the first end of the lever that contacts the road surface; a plurality of centering components are provided on the upper part of the first end of the lever; the centering components include two symmetrically hinged wing plates on both sides of the lever and a slide block that slides along the length of the lever, and a connecting rod is hinged between the slide block and the end of the wing plate.

[0007] Furthermore, at least two sets of the centering components are provided along the length of the lever; the centering components also include a slide rail connected to the lever, and the slide block slides along the slide rail.

[0008] Furthermore, a top seat is connected to the upper side of the slide, and a drive rod is connected to the top seat.

[0009] Furthermore, a positioning post is provided at the end of the drive rod away from the centering component, and a positioning hole is provided on the upper side of the lever to cooperate with the positioning post.

[0010] Furthermore, a scale strip is provided on the side of the first end of the lever.

[0011] Furthermore, a support is provided on the outer side of the middle part of the lever to support the rotation of the lever.

[0012] Furthermore, a dial indicator and a base supporting the dial indicator are provided on the outer side of the second end of the lever.

[0013] Furthermore, the watch holder includes a base, a lead screw rotatably mounted on the base, and a watch clamp that slides vertically along the base and is threadedly connected to the lead screw.

[0014] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0015] The wing plate of this utility model can be symmetrically positioned on both sides of the lever by the support of the connecting rod, and respectively contact the tires on both sides, thereby centering the lever. After the lever position is determined, the wing plate is flipped inward and separated from the tire by the movement of the sliding block. The two sides of the lever and the tire have a sufficiently equal gap, which ensures the accurate position of the lever and avoids contact between the lever and the tire, thus helping to improve the accuracy and success rate of deflection detection. Attached Figure Description

[0016] Figure 1 This is a first-view three-dimensional structural diagram of the present invention.

[0017] Figure 2 This is a second-view three-dimensional structural diagram of the present invention.

[0018] Figure 3 This is a side view of the structure of this utility model.

[0019] Figure 4 This is a three-dimensional structural diagram of the first end of the lever of this utility model.

[0020] Figure 5 This is a schematic diagram of the centering component structure of this utility model.

[0021] Figure 6 This is a top view of the first end of the lever of this utility model.

[0022] Figure 7 This is a schematic diagram of the base structure of this utility model.

[0023] In the diagram: 1. Lever; 2. Contact rod; 3. Centering component; 4. Drive rod; 5. Positioning pin; 6. Positioning hole; 7. Scale bar; 8. Support; 9. Detection pin; 10. Indicator base; 11. Dial indicator;

[0024] 31. Wing plate; 32. Connecting rod; 33. Slide block; 34. Slide rail; 35. Top mount;

[0025] 101. Base; 102. Lead screw; 103. Dial clip; 104. Handwheel. Detailed Implementation

[0026] The present invention will now be described in further detail with reference to the accompanying drawings. The drawings are simplified schematic diagrams, illustrating only the basic structure of the present invention, and therefore only show the components relevant to the present invention.

[0027] Specific embodiments of the roadbed deflection detection device provided by this utility model:

[0028] Please see Figures 1-7 A roadbed deflection detection device includes a lever 1, with a contact rod 2 on the lower side of the first end of the lever 1 that contacts the road surface; and a vertical detection column 9 on the upper side of the second end of the lever 1, with the detection column 9 connected to the lever 1 by a thread.

[0029] A support 8 is provided on the outer side of the middle part of the lever 1 to support the rotation of the lever 1; the lengths of the lever 1 on both sides of the support 8 are in a 2:1 ratio, wherein the distance from the first end of the lever 1 to the support 8 is longer. The upper end of the support 8 has a shaft connected by bolts, and the middle part of the lever 1 has a through hole that mates with the shaft, so that the support 8 can be disassembled.

[0030] In this embodiment, lever 1 is divided into two sections of equal length, which are connected by bolts.

[0031] A dial indicator 11 and a base 10 supporting the dial indicator 11 are provided on the outer side of the second end of the lever 1; the dial indicator 11 supported by the base 10 has its contact point in contact with the upper side of the detection column 9, and the reading is obtained through the dial indicator 11 during the detection process.

[0032] Both the base 10 and the support 8 are equipped with leveling bases on their lower sides. Each leveling base consists of a circular plate, on which three bolts are vertically threaded. The bolts are connected to the circular plate via threads to achieve leveling. A universal bubble level is installed on the upper side of each circular plate to indicate its leveling status.

[0033] The dial indicator base 10 includes a base body 101, a lead screw 102 rotatably mounted on the base body 101, and a dial indicator clamp 103 that slides vertically along the base body 101 and is threadedly connected to the lead screw 102. The first end of the dial indicator clamp 103 is vertically slidably connected to the base body 101, and the second end clamps a dial indicator 11. The lead screw 102 passes through the first end of the dial indicator clamp 103, and the second end of the dial indicator clamp 103 extends above the detection column 9 outside the base body 101. The upper end of the lead screw 102 passes through the base body 101 and extends to the outside of the base body 101, and is connected to a handwheel 104. By rotating the handwheel 104, the height of the dial indicator clamp 103 and the dial indicator 11 can be adjusted so that the contact of the dial indicator 11 contacts the upper side of the detection column 9.

[0034] The cross-section of lever 1 is I-shaped, and several weight-reducing holes are evenly arranged along lever 1. A section of the wider part of the upper edge of the first end of lever 1 is missing.

[0035] The first end of lever 1 has a scale bar 7 on its side. The first end of lever 1 extends between the tires, and the lower end of contact rod 2 abuts against the roadbed. The length of the first end of lever 1 extending between the tires can be determined by the scale bar 7.

[0036] The lever 1 has several centering components 3 on its upper part at the first end. In order to ensure that the lever 1 can correspond to the middle position of the two sets of wheels on the rear axle of the car, at least two sets of centering components 3 are provided along the length of the lever 1. In this embodiment, the number of centering components 3 is two sets. The lever 1 has two slots on its upper part at the first end, and a set of centering components 3 is provided in each of the two slots.

[0037] The centering component 3 includes two symmetrically hinged wing plates 31 on both sides of the lever 1 and a slide block 33 that slides along the length of the lever 1. A connecting rod 32 is hinged between the slide block 33 and the end of the wing plate 31.

[0038] Both the wing plate 31 and the connecting rod 32 rotate horizontally. In each set of central components 3, there are two wing plates 31 and two connecting rods 32, which are hinged together to form a diamond-shaped frame structure with an adjustable angle.

[0039] The centering component 3 also includes a slide rail 34 connected to the lever 1. The slide rail 34 is located at the bottom of the slot and has a T-shaped cross-section. The lower end of the slide block 33 is provided with a T-shaped groove that mates with the slide rail 34. The slide block 33 slides along the slide rail 34, causing the angles of the connecting rod 32 and the wing plate 31 to change. When the slide block 33 moves closer to the hinged end of the wing plate 31 and the lever 1, the end of the wing plate 31 moves away from the lever 1 and can abut against the inner side of the tire. When the slide block 33 moves away from the hinged end of the wing plate 31 and the lever 1, the end of the wing plate 31 moves closer to the lever 1 and the wing plate 31 can be parallel to the lever 1 without protruding from the bottom edge of the lever 1.

[0040] A top seat 35 is connected to the upper side of the slide 33, and a drive rod 4 is connected to the top seat 35. The top seat 35 is an L-shaped plate structure with its upper end protruding out of the slot. The drive rod 4 passes through the top seat 35 and extends to the second end of the lever 1. The top seats 35 of both sets of central components 3 are connected to the drive rod 4.

[0041] After the first end of lever 1 enters between the tires, the drive rod 4 is located on the upper side of lever 1 outside the tires. By moving the drive rod 4, all the top seats 35 and slide seats 33 reciprocate under the guidance of the slide rail 34, thereby adjusting the state of the wing plate 31.

[0042] To maintain stability during testing and prevent the wing plate 31 from moving, a vertical positioning post 5 is inserted through the end of the drive rod 4 away from the centering component 3. A positioning hole 6, which mates with the positioning post 5, is provided on the upper side of the lever 1. When the lower end of the positioning post 5 extends into the positioning hole 6, the wing plate 31 and connecting rod 32 are straightened and parallel to the lever 1. At this time, the width of the centering component 3 is less than the width of the bottom of the I-shaped cross-section of the lever 1, thus preventing contact with the car tire. When the positioning post 5 separates from the positioning hole 6, the drive rod 4 can move freely and synchronously drive the slides 33 of the two sets of centering components 3. The positioning post 5 also makes the operation of the drive rod 4 more convenient. In some other embodiments, the positioning post 5 is a bolt, and the positioning hole 6 is a blind hole with internal threads.

[0043] Before testing, insert the first end of lever 1 between the car tires. Move drive rod 4 to move slide 33 towards the hinged end of wing plate 31. Wing plate 31 folds outward and abuts against the tires on both sides. Align the entire lever 1, determine the positions of support 8 and gauge base 10, and adjust dial indicator 11. Move drive rod 4 in the opposite direction to move slide 33 towards the second end of lever 1. Wing plate 31 retracts, and the gaps between both sides of lever 1 and the tires are the same. The second end of lever 1 is centered between the tires. Use positioning pin 5 and positioning hole 6 to position drive rod 4. Start the car and observe dial indicator 11 to take a reading.

[0044] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still make modifications to the technical solutions described in the foregoing embodiments without creative effort, or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A roadbed deflection detection device, comprising a lever (1), wherein a contact rod (2) in contact with the road surface is provided on the lower side of the first end of the lever (1); characterized in that, The lever (1) has several centering components (3) on the upper part of the first end; the centering component (3) includes two symmetrically hinged wing plates (31) on both sides of the lever (1) and a slide (33) that slides along the length of the lever (1). The slide (33) and the end of the wing plate (31) are both hinged with connecting rods (32).

2. The roadbed deflection detection device according to claim 1, characterized in that, The centering component (3) is provided in at least two sets along the length of the lever (1); the centering component (3) also includes a slide rail (34) connected to the lever (1), and the slide block (33) slides along the slide rail (34).

3. The roadbed deflection detection device according to claim 1 or 2, characterized in that, The slide (33) is connected to a top seat (35) on its upper side, and the top seat (35) is connected to a drive rod (4).

4. The roadbed deflection detection device according to claim 3, characterized in that, The drive rod (4) has a positioning post (5) at the end away from the centering component (3), and the lever (1) has a positioning hole (6) on the upper side that cooperates with the positioning post (5).

5. The roadbed deflection detection device according to claim 1, characterized in that, The lever (1) has a scale strip (7) on the side of its first end.

6. The roadbed deflection detection device according to claim 1, characterized in that, The lever (1) is provided with a support (8) on the outer side of the middle part to support the rotation of the lever (1).

7. The roadbed deflection detection device according to claim 1, characterized in that, The lever (1) has a dial indicator (11) and a base (10) supporting the dial indicator (11) on the outer side of the second end.

8. The roadbed deflection detection device according to claim 7, characterized in that, The watch base (10) includes a base body (101), a lead screw (102) rotatably mounted on the base body (101), and a watch clamp (103) that slides vertically along the base body (101) and is threadedly connected to the lead screw (102).

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