Road flatness detection vehicle

Abstract

The utility model discloses a road flatness detection vehicle, which relates to the technical field of road flatness detection and mainly comprises a first marking component, a second marking component, a controller and the like, and the first marking component and the second marking component are respectively used for spraying and marking a convex part and a concave part of a road surface. According to the utility model, the measuring wheel rolls on the road surface, when the measuring wheel rolls across the convex part and the concave part of the road surface, the signals are respectively transmitted to the sensor a and the sensor b through the first driving rod and the second driving rod, the received signals are further transmitted to the controller, and the controller outputs flatness curve graphs of the concave part and the convex part, so that the acquisition efficiency and the acquisition precision are improved. And meanwhile, the first driving rod and the second driving rod push a plug a and a plug b on the first driving rod and the second driving rod, so that the plug a and the plug b are separated from the discharging cavity and the first cavity correspondingly, discharging channels of the first paint box and the second paint box are opened, and paint spraying marking with different colors is conducted on the convex part and the concave part of the road surface correspondingly.

Description

Technical Field

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

[0002] Currently, commonly used methods for road smoothness testing include the fixed-length ruler method, the cross-section drawing method, and the vibration accumulation method. The fixed-length ruler method uses a straightedge of a specified length placed on the road surface, directly measuring the gap between the ruler and the road surface as an indicator of smoothness. However, its measurement accuracy is not high enough and its efficiency is relatively low. Furthermore, the fixed-length method is a simple and intuitive method, easy to operate, and is typically used for construction quality control of roads under construction. The vibration accumulation method, on the other hand, uses a vibration accumulator mounted on a standard measuring vehicle to record the cumulative vibration of the vehicle's cargo box as it travels along the road, characterizing road smoothness. It has higher measurement efficiency, but its adoption rate is low due to the high cost of the equipment.

[0003] Internationally, the International Roughness Index (IRI) is commonly used to measure road surface quality. It is an important indicator of road surface quality, calculated by measuring the road surface elevation with a precision level, providing a standardized evaluation index for road surface smoothness. However, precision levels require manual operation, which is labor-intensive. In areas with significant topographic relief, the accuracy of precision level measurements is affected by the terrain, making it unsuitable for these areas.

[0004] Precision levels cannot reflect changes in displacement in real time; they are only suitable for monitoring medium- to long-term displacement and settlement trends.

[0005] In addition, advanced equipment such as laser profilers are used to improve the accuracy and efficiency of detection. However, laser profilers are significantly affected by the environment. For example, temperature changes, vibration sources (such as pile drivers or trains), and other nearby vibrations can all interfere with their measurement results. Laser profilers can only take measurements when the liquid surface is completely calm, therefore they cannot reflect displacement changes in a timely manner and are only suitable for medium- to long-term displacement and settlement trend monitoring. Especially in projects requiring immediate alarms, environmental interference may lead to false alarms.

[0006] Cross-sectional mapping is the most commonly used method for road surface smoothness testing. It provides a visual image of road surface undulations, helping to accurately assess road conditions. It uses a multi-wheeled trolley-type smoothness measuring device to directly map the surface undulations along the road line, characterizing road smoothness. Some existing smoothness measuring trolleys, such as patent CN114322724A, integrate cross-sectional mapping and photogrammetric road damage detection. They use small ball wheels to drive the trolley and spray pigment to mark uneven areas. However, during the marking process, the same color pigment is used on both uneven and concave surfaces, which is not conducive to subsequent statistical analysis and repair of road surface unevenness. Utility Model Content

[0007] In view of the problems existing in the background technology, this utility model proposes a road smoothness inspection vehicle, which can mark the concave and convex parts of the road surface with different colors of pigments during the road surface smoothness measurement process, so as to facilitate the subsequent repair work of uneven road surface.

[0008] To achieve the above objectives, the present invention adopts the following technical solution: a road smoothness testing vehicle, comprising: a first marking assembly mounted on the vehicle body, the top of the first marking assembly being a first pigment box, a first drive rod slidably connected to the bottom of the first pigment box, a measuring wheel at the lower end of the first drive rod, the upper end passing through the bottom of the first pigment box and extending into the interior of the first pigment box, and a stopper a at the upper end; the stopper a engaging with a feeding chamber located at the bottom of the pigment box, the bottom of the feeding chamber being connected to a spray pipe a extending to one side of the measuring wheel; the first drive rod is also connected to the lower end face of the first pigment box via a spring a, driving the stopper a to tightly engage with the feeding chamber;

[0009] It also includes a second marking assembly disposed on one side before and after the first marking assembly. The top of the second marking assembly is a second pigment box, and the second pigment box is slidably connected to a second drive rod. The second drive rod passes through the second pigment box along the plumb line, and its lower end is provided with a measuring wheel. Its upper end is connected to the upper surface of the second pigment box by a spring b. The bottom of the second pigment box is also provided with a first cavity and a second cavity connected to it in sequence. The bottom of the second cavity is connected to a spray pipe b extending to one side of the measuring wheel, forming a feeding channel. The second cavity is larger than the first cavity. The second drive rod is provided with a plug b that engages with the first cavity. When the plug b disengages from the first cavity and enters the second cavity, the feeding channel is opened.

[0010] The controller is electrically connected to sensor a, which is mounted on the first drive rod, and sensor b, which is mounted on the top of the second paint box. Sensor a is in contact with spring a, and sensor b is in contact with spring b, and receives the pressure transmitted by spring a and spring b respectively.

[0011] Furthermore, the feeding chamber is formed by the bottom of the first housing with mounting sleeve a, and the first and second cavities are respectively formed by the limiting sleeve and the mounting sleeve b and the bottom of the second housing;

[0012] Furthermore, the first pigment box and the second pigment box are respectively provided with a filling port a and a filling port b;

[0013] Furthermore, the first pigment box and the second pigment box are fixedly connected by a protective cover, which is hinged to the connecting plate by a connecting rod, and the connecting plate is rotatably connected to the vehicle body.

[0014] The beneficial effects of this utility model are as follows: In the process of measuring road surface smoothness, the measuring wheel rolls on the road surface. When it rolls over the convex and concave parts of the road surface, the signals are transmitted to sensor a and sensor b through the first drive rod and the second drive rod, respectively. The received signals are then transmitted to the controller, which outputs the smoothness curves of the concave and convex parts of the road surface. This allows for detailed collection of the degree and frequency of convex and concave parts of the road surface, thereby improving the collection efficiency and accuracy.

[0015] At the same time, by pushing the first drive rod and the second drive rod, the plugs a and b on them are disengaged from the feeding chamber and the first chamber, respectively, opening the feeding channels of the first pigment box and the second pigment box, and spraying different colors of pigment to mark the convex and concave parts of the road surface, making it easier to carry out different process repairs on the convex and concave road surfaces in the later stage.

[0016] This utility model is a mechanical structure for detecting ground flatness. Therefore, it is less affected by environmental interference and has strong anti-interference capabilities, not easily affected by environmental factors such as dust and water accumulation. It can adapt to more complex road condition detection and improve the adaptability of the detection process. The mechanical structure also results in lower costs, making it easy to promote and popularize. Even small-capital construction companies have the purchasing power to buy it for road quality inspection, thereby improving the acceptance quality of road construction. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of a road smoothness testing vehicle.

[0018] Figure 2 A schematic diagram of the overall structure of the first and second marking components of a road smoothness testing vehicle;

[0019] Figure 3 A top view of a first and second marking component of a road surface roughness testing vehicle;

[0020] Figure 4 for Figure 3 A sectional view of position A in the middle;

[0021] Figure 5 for Figure 4 A magnified view of a portion at position C;

[0022] Figure 6 for Figure 3 Sectional view at location B;

[0023] Figure 7 for Figure 6 A magnified view of a portion of position D.

[0024] Explanation of reference numerals in the attached drawings: 1. Vehicle body; 102. Connecting rod; 101. Connecting disc; 2. Protective cover; 3. First marking assembly; 301. First pigment box; 302. Injection port a; 303. First drive rod; 3031. Plug a; 304. Measuring wheel; 305. Sensor a; 306. Spring a; 307. Mounting sleeve a; 3071. Discharge chamber; 308. Spray pipe a; 4. Second marking assembly; 401. Second pigment box; 4011. First cavity; 4012. Second cavity; 4013. Discharge port; 402. Injection port b; 403. Second drive rod; 4031. Boss; 4032. Plug b; 404. Spray pipe b; 405. Sensor b; 406. Spring b; 407. Mounting sleeve b; 408. Limiting sleeve; 5. Controller; e. Discharge channel. Detailed Implementation

[0025] To make the objectives, technical solutions, and beneficial effects of this utility model clearer, the preferred embodiments of this utility model will be described in detail below with reference to the accompanying drawings, so as to facilitate understanding by those skilled in the art.

[0026] In the diagram, direction a represents the plumb bob pointing downwards, and direction b represents the plumb bob pointing horizontally forwards.

[0027] See Figures 1 to 7 A road smoothness inspection vehicle mainly includes a first marking component 3, a second marking component 4, and a controller 5. The controller 5 can receive the road surface protrusions and concave parts collected by the first marking component 3 and the second marking component 4 respectively. The first marking component 3 and the second marking component 4 carry pigments of different colors, so that the protrusions and concave parts of the road surface can be marked by spraying pigments respectively.

[0028] like Figure 2 , Figure 4 , Figure 5 The first marking assembly 3, shown, is mounted on the vehicle body 1. The top of the first marking assembly 3 is a first pigment tank 301, which holds pigment for spraying onto road markings. A first drive rod 303, a cylindrical structure, is slidably connected to the bottom of the first pigment tank 301, and several such rods cover the entire road surface along its width. A measuring wheel 304 is located at the lower end of the first drive rod 303. As the measuring wheel 304 rolls along the road surface, it drives the first drive rod 303 to slide upwards or downwards when it passes over protrusions or depressions in the road surface. The upper end of the first drive rod 303 passes through the bottom of the first pigment tank 301 and extends into the interior of the first pigment tank 301, and a disc-shaped plug a3031 is located at the upper end.

[0029] When not in contact with a road surface protrusion, the plug a3031 (such as Figure 5The feeding chamber 3071, located at the bottom of the pigment tank, engages with the discharge chamber 3071, closing the channel and preventing pigment from falling. The discharge chamber 3071 is constructed as follows: Figure 5 The mounting sleeve a307 and the bottom of the first pigment tank 301 are shown. Furthermore, the feeding chamber 3071 has a certain height, allowing the stopper to slide downwards a certain distance within the feeding chamber 3071 when the road surface encounters a concave area. This prevents pigment from entering the feeding chamber 3071 below the stopper, thus preventing it from being sprayed out for road marking. Road marking is only sprayed out when the measuring wheel 304 below the first drive rod 303 contacts the convex area. (As explained below)

[0030] When the measuring wheel 304 contacts the road surface protrusion, the first drive rod 303 drives the plug a3031 to slide upward and disengage from the feeding chamber 3071, allowing the pigment in the first pigment box 301 to enter the feeding chamber 3071. The bottom of the feeding chamber 3071 is connected to a spray pipe a308 extending to one side of the measuring wheel 304. The pigment flows downward through the spray pipe and is sprayed onto the road surface protrusion to achieve the marking process, so that the road surface protrusion is marked only by the pigment in the first pigment box 301.

[0031] like Figure 3 The first drive rod 303 shown is also connected to the lower end face of the first pigment box 301 via a spring a306. When the measuring wheel 304 below the first drive rod 303 is not in contact with the road surface protrusion, the first drive rod 303 can be pulled by the spring a306, so that the stopper a3031 is tightly engaged in the feeding chamber 3071 to prevent pigment from spraying out. When the measuring wheel 304 of the first drive rod 303 contacts the road surface protrusion, the spring a306 is compressed, the stopper moves upward and disengages from the feeding chamber 3071, opening the channel.

[0032] like Figure 2 The road smoothness testing vehicle shown also includes a second marking component 4 located on one side in front of or behind the first marking component 3. The top of the second marking component 4 is a second pigment tank 401. The color of the pigment contained in the second drive rod 403 is different from the color of the pigment contained in the first pigment tank 301. The second pigment tank 401 is slidably connected to the second drive rod 403, which can slide along the plumb line of the second pigment tank 401 (direction a in the figure).

[0033] The second drive rod 403 passes through the second paint box 401 along the plumb line (as shown in Figure a), and its lower end is equipped with a measuring wheel 304, while its upper end is equipped with a boss 4031. The boss 4031 is connected to the upper surface of the second paint box 401 by a spring b406. When the measuring wheel 304 of the second drive rod 403 passes through a concave part of the road surface, the second drive rod 403 pushes the measuring wheel 304 downward under the pull of the spring b406, causing it to roll along the concave part of the road surface.

[0034] The bottom of the second pigment box 401 is also provided with a first cavity 4011 and a second cavity 4012 connected thereto in sequence. The top of the first cavity 4011 is connected to the inner cavity of the second pigment box 401 through a discharge port 4013, and the first cavity 4011 and the second cavity 4012 are formed by... Figure 7 The limiting sleeve 408 and mounting sleeve b407 shown are constructed with the bottom of the second pigment tank 401. The bottom of the second cavity 4012 is also connected to a spray pipe b404 extending to one side of the measuring wheel 304, forming a discharge channel e with the first cavity 4011 and the discharge port 4013. When the first cavity 4011, the second cavity 4012 and the spray pipe b404 are fully connected, the pigment in the second pigment tank 401 flows downward along the channel and is sprayed out from the lower port of the spray pipe b404.

[0035] The second cavity 4012 is larger than the first cavity 4011. A plug b4032, which engages with the first cavity 4011, is mounted on the second drive rod 403. When the plug b4032 disengages from the first cavity 4011 and enters the second cavity 4012, the material feeding channel e is opened. The first cavity 4011 has a certain distance along the plumb line, allowing the plug b4032 to slide within it. When the measuring wheel 304 of the second drive rod 403 contacts a protruding part of the road surface, the plug b4032 can slide upwards within the first cavity 4011, thus maintaining the closed state of the material feeding channel e. The material feeding channel e is only opened when the measuring wheel 304 of the second drive rod 403 contacts a recessed part of the road surface, after which the plug b4032 disengages from the first cavity 4011 and enters the second cavity 4012.

[0036] like Figure 1 The road smoothness testing vehicle controller 5 shown is electrically connected to sensor a305 mounted on the first drive rod 303 and sensor b405 mounted on the top of the second paint tank 401. Sensors a305 and b405 can be pressure sensors. Sensor a305 contacts spring a306, and sensor b405 contacts spring b406, respectively receiving the pressure transmitted by springs a306 and b406, and transmitting the received information to controller 5. Controller 5 can integrate a display screen to present the unevenness of the road surface as a curve, facilitating subsequent recording and analysis of road smoothness.

[0037] like Figure 1 The first pigment box 301 and the second pigment box 401 shown are respectively provided with a filling port a302 and a filling port b402 to facilitate the filling of pigments of different colors into the first pigment box 301 and the second pigment box 401.

[0038] The first pigment box 301 and the second pigment box 401 are fixedly connected by a protective cover 2. The protective cover 2 is hinged to the connecting plate 101 via a connecting rod 102, and the connecting plate 101 is rotatably connected to the vehicle body 1. This configuration is designed to accommodate more complex mountain roads and rural roads. The road surface evenness testing vehicle can adapt the first and second testing components to road conditions where the left and right heights are inconsistent in the road width direction, such as the inner curve being lower than the outer curve at a bend in a mountain road. The protective cover 2, hinged to the connecting plate 101 via the connecting rod 102, is primarily designed to accommodate the intersection of downhill and uphill roads, or the intersection of uphill and downhill roads. This allows for handling more complex road conditions and increases the testing range for road surface evenness.

[0039] In some preferred embodiments, a certain gas pressure can be increased in the first pigment box 301 and the second pigment box 401 to increase the pressure inside the pigment box and improve the pigment spraying effect.

[0040] This utility model is a mechanical structure used for detecting the flatness of the ground. It is less affected by environmental interference and has stronger anti-interference capabilities than equipment such as laser profilometers, and is not easily affected by environmental factors such as dust and water accumulation. It can adapt to more complex road condition detection, improving the adaptability of the detection process. Its mechanical structure also makes it relatively inexpensive and easy to promote and popularize. Even small-capital construction companies can afford to purchase it for road quality inspection, thereby improving the acceptance quality of road construction. Furthermore, it is mounted on a testing vehicle and can move with the vehicle for testing, eliminating the need for manual inspection and reducing the workload of inspection personnel, thus improving testing efficiency.

[0041] Finally, it should be noted that the above preferred embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although the utility model has been described in detail through the above preferred embodiments, those skilled in the art should understand that various changes can be made to it in form and detail without departing from the scope defined by the claims of this utility model.

Claims

1. A road evenness detection vehicle characterized by comprising: include: A first marking assembly (3) is installed on the vehicle body (1). The top of the first marking assembly (3) is a first pigment box (301). The bottom of the first pigment box (301) is slidably connected to a first drive rod (303). The lower end of the first drive rod (303) is provided with a measuring wheel (304). The upper end passes through the bottom of the first pigment box (301) and extends into the interior of the first pigment box (301). The upper end is provided with a plug a (3031). The plug a (3031) is engaged with a feeding chamber (3071) provided at the bottom of the pigment box. The bottom of the feeding chamber (3071) is connected to a spray pipe a (308) extending to one side of the measuring wheel (304). The first drive rod (303) is also connected to the lower end face of the first pigment box (301) through a spring a (306) to drive the plug a (3031) to be tightly engaged with the feeding chamber (3071). It also includes a second marking component (4) disposed on one side before and after the first marking component (3). The top of the second marking component (4) is a second pigment box (401), and the second pigment box (401) is slidably connected to a second drive rod (403). The second drive rod (403) passes through the second pigment box (401) along the direction of the plumb line, and its lower end is provided with a measuring wheel (304), and its upper end is connected to the upper surface of the second pigment box (401) by a spring b (406). The bottom of the second pigment box (401) is also provided with a first cavity that is sequentially connected to it. The first cavity (4011) and the second cavity (4012) are connected at the bottom of the second cavity (4012) to a spray pipe b (404) extending to one side of the measuring wheel (304), forming a feeding channel (e); the second cavity (4012) is larger than the first cavity (4011), and a plug b (4032) is provided on the second drive rod (403) and engaged with the first cavity (4011). When the plug b (4032) disengages from the first cavity (4011) and enters the second cavity (4012), the feeding channel (e) is opened; and The controller (5) is electrically connected to a sensor a (305) on the first drive rod (303) and a sensor b (405) on the top of the second paint box (401). The sensor a (305) is in contact with a spring a (306) and the sensor b (405) is in contact with a spring b (406), respectively receiving the pressure transmitted by the spring a (306) and the spring b (406).

2. The road evenness detection vehicle of claim 1, wherein: The feeding chamber (3071) is constructed from the bottom of the first box body by the mounting sleeve a (307), and the first chamber (4011) and the second chamber (4012) are respectively constructed from the limiting sleeve (408) and the mounting sleeve b (407) and the bottom of the second box body.

3. The road evenness detection vehicle of claim 2, wherein: The first pigment box (301) and the second pigment box (401) are respectively provided with a filling port a (302) and a filling port b (402).

4. The road roughness detection vehicle according to any one of claims 1 to 3, characterized in that: The first color box (301) and the second color box (401) are fixedly connected through a protective cover (2), the protective cover (2) is hingedly connected to a connecting disc (101) through a connecting rod (102), and the connecting disc (101) is rotationally connected to the vehicle body (1).

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