A roadbed settlement detection device

Abstract

This invention provides a roadbed settlement detection device, belonging to the field of roadbed construction technology, to solve the problem of inaccurate measurement results caused by vehicle swaying and route deviation during the detection process in the existing Beckman beam method. This is because vehicle tires may rub against the forearm and probe, leading to inaccurate measurement results. The device includes a rear arm, a connecting shaft, an extension box, an anti-scratch component, and a positioning component. The right end of the connecting shaft is rotatably connected to the inside of the transmission box, and the left end is rotatably connected to the underside of the forearm. The extension box has a square slot at both the top and bottom, and two extension boxes are fixedly connected to the front and rear sides of the forearm, respectively. The anti-scratch component is located at the right end of the forearm, and the positioning component is located at the front of the forearm. This invention uses two contact plates to accurately position the forearm, effectively reducing the risk of the forearm being scraped by the tire. By using a plumb bob to compare with the measuring point, the probe position can be accurately determined, ensuring the accuracy of the measurement results.

Description

Technical Field

[0001] This utility model belongs to the field of roadbed construction technology, and more specifically, it relates to a roadbed settlement detection device. Background Technology

[0002] As a key technical means, roadbed settlement detection can accurately monitor and comprehensively evaluate the settlement of the roadbed during construction and after it is put into use. Among many detection methods, the deflection test based on the Beckman beam method has become one of the most widely used detection methods due to its reliability and effectiveness. This test method mainly applies a load at the center of the gap between the two wheels of the rear axle of a car, and cleverly uses the lever principle to conduct detailed detection of the road surface settlement. It generally consists of a front arm, a probe set at the end of the front arm, a rear arm, a rear arm seat, a dial indicator, and an indicator frame.

[0003] Existing application number: CN202222654487.8, this utility model belongs to the field of road surface testing technology, and discloses a roadbed and pavement rebound deflection testing device, including a Beckman main beam. A connecting mechanism is fixedly connected to the left end of the Beckman main beam, and a Beckman secondary beam is fixedly connected to the middle of the left end of the connecting mechanism. A detection rod is provided on the left side of the outer surface of the Beckman secondary beam, and the detection rod and the Beckman secondary beam are integrally formed. A positioning groove is opened in the middle of the right end of the Beckman secondary beam, and connecting holes are opened in the middle of the front and rear groove walls of the positioning groove. A support mechanism is movably connected to the left side of the outer surface of the Beckman main beam, and a support base is fixedly connected to the lower part of the outer surface of the support mechanism. A controller is fixedly connected to the middle of the front end of the support mechanism. This utility model's roadbed and pavement rebound deflection testing device can reduce the overall length, reduce the space occupied, and is easy to move, making it suitable for widespread use.

[0004] Based on the above, when performing the Beckman beam method, the probe at the end of the forearm needs to be placed at the center of the wheel gap on the rear side of the test vehicle. However, in actual placement, due to the shaking when the vehicle is started and the deviation of the route, the vehicle tires may rub against the end of the forearm and the probe, which will change the force conditions, resulting in inaccurate data measurement and even damage to the instrument, affecting the smooth progress of subsequent testing work. Utility Model Content

[0005] To address the aforementioned technical problems, this utility model provides a roadbed settlement detection device. This addresses the issue that, in the existing Beckman beam method, the probe at the end of the forearm needs to be placed at the center of the wheel gap on one side of the rear of the testing vehicle. However, in actual placement, the vehicle tires may rub against the forearm end and probe due to vehicle movement during startup and deviations in the route, altering the stress distribution and leading to inaccurate data measurements. This could even damage the instrument and hinder the smooth progress of subsequent testing.

[0006] The purpose and effectiveness of this utility model's roadbed settlement detection device are achieved through the following specific technical means:

[0007] A roadbed settlement detection device includes a rear arm, a front arm, a probe, a transmission box, a connecting shaft, a knob, an expansion box, an anti-scratching component, and a positioning component. The front arm is fixedly connected to the right side of the rear arm. The probe is fixedly connected to the lower right end of the front arm. The transmission box is fixedly connected to the lower right end of the front arm. The right end of the connecting shaft is rotatably connected inside the transmission box, and the left end of the connecting shaft is rotatably connected to the lower part of the front arm. The knob is coaxially fixedly connected to the left end of the connecting shaft. Two expansion boxes are provided, one at the top and one at the bottom, and are respectively fixedly connected to the front and rear sides of the front arm. The anti-scratching component is located at the right end of the front arm. The positioning component is located at the front of the front arm.

[0008] Furthermore, the anti-scratch assembly includes: a drive worm, a transmission shaft, and a drive worm wheel; the drive worm is coaxially and fixedly connected to the right end of the connecting shaft; two transmission shafts are provided, and the two transmission shafts are rotatably connected separately inside the transmission box; the drive worm wheel is coaxially and fixedly connected to the bottom of the front transmission shaft, and the drive worm wheel meshes with the drive worm.

[0009] Furthermore, the anti-scratch assembly also includes: a transmission gear and a contact plate; two transmission gears are provided, the two transmission gears mesh with each other, and the two transmission gears are coaxially fixedly connected to the bottom of two transmission shafts; two contact plates are provided, and the left ends of the two contact plates are fixedly connected to the outside of the two transmission shafts.

[0010] Furthermore, the positioning component includes: a positioning box, a positioning rod, a sliding plate, and a pressing post; the rear end of the positioning box is inserted into the interior of the expansion box; the positioning rod has an "L" shaped structure, and the rear end of the positioning rod is fixedly connected to the front of the positioning box; the sliding plate is slidably connected inside the positioning box; and the pressing post is fixedly connected to the sliding plate.

[0011] Furthermore, the positioning assembly also includes: a fixing post and a return spring; the fixing post is fixedly connected to the top of the sliding plate; the top of the return spring is fixedly connected to the bottom of the sliding plate, and the bottom of the return spring is fixedly connected to the inside of the positioning box.

[0012] Furthermore, the positioning component also includes: a connecting rope and a plumb bob; the connecting rope is slidably connected to the inside of the right end of the positioning rod; the plumb bob is fixedly connected to the bottom of the connecting rope.

[0013] Compared with the prior art, the present invention has the following beneficial effects:

[0014] First, when using it, insert the right end of the forearm into the wheel gap of the rear wheel of the vehicle, and turn the knob to make the two contact plates rotate outward and touch the sidewalls of the two tires. At this time, the right end of the forearm is in the middle of the two wheels. This method can accurately position the forearm and effectively avoid the tires scraping against the end of the forearm and the probe due to vehicle shaking, route deviation, etc., to prevent changes in force and ensure accurate measurement data.

[0015] Secondly, by installing a positioning rod, the right end of the positioning rod is aligned with the position of the probe on a horizontal line. After comparing the position of the plumb bob with the position of the measuring point, it can be determined whether the position of the probe is exactly three to five centimeters in front of the measuring point, thus ensuring the accuracy of the measurement results.

[0016] This invention uses two contact plates to contact the tire sidewall, accurately positioning the forearm and effectively reducing the risk of the forearm being scraped by the tire. This ensures accurate measurement data. By installing a positioning rod and using a plumb bob to compare with the measuring point, it is possible to accurately determine whether the probe is three to five centimeters in front of the measuring point, further solidifying the accuracy of the measurement results. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0018] Figure 2 This is a schematic diagram of the forearm structure of this utility model.

[0019] Figure 3 This is a schematic diagram of the contact plate structure of this utility model.

[0020] Figure 4 This is a schematic diagram of the transmission shaft structure of this utility model.

[0021] Figure 5 This is a schematic diagram of the positioning rod structure of this utility model.

[0022] Figure 6 This is a schematic diagram of the positioning box structure of this utility model.

[0023] Figure 7 This is a schematic diagram of the sliding plate structure of this utility model.

[0024] In the diagram, the correspondence between component names and drawing numbers is as follows:

[0025] 1. Rear arm; 2. Forearm; 201. Probe; 202. Transmission box; 3. Connecting shaft; 301. Knob; 302. Drive worm gear; 4. Transmission shaft; 401. Drive worm wheel; 402. Transmission gear; 403. Contact plate; 5. Extension box; 6. Positioning box; 601. Positioning rod; 7. Sliding plate; 701. Pressing post; 702. Fixing post; 703. Return spring; 8. Connecting rope; 801. Plumb bob. Detailed Implementation

[0026] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of this utility model.

[0027] Example 1:

[0028] As attached Figure 1 To be continued Figure 7 As shown:

[0029] This utility model provides a roadbed settlement detection device, including a rear arm 1, a front arm 2, a probe 201, a transmission box 202, a connecting shaft 3, a knob 301, an expansion box 5, and an anti-scratching component; the front arm 2 is fixedly connected to the right side of the rear arm 1; the probe 201 is fixedly connected to the lower right end of the front arm 2; the transmission box 202 is fixedly connected to the lower right end of the front arm 2; the right end of the connecting shaft 3 is rotatably connected to the inside of the transmission box 202, and the left end of the connecting shaft 3 is rotatably connected to the lower part of the front arm 2; the knob 301 is coaxially fixedly connected to the left end of the connecting shaft 3; the expansion box 5 has a square slot at the top and bottom, and two expansion boxes 5 are provided, which are respectively fixedly connected to the front and rear sides of the front arm 2; the anti-scratching component is located at the right end of the front arm 2.

[0030] The anti-scratch assembly includes: a drive worm 302, a transmission shaft 4, and a drive worm wheel 401; the drive worm 302 is coaxially fixedly connected to the right end of the connecting shaft 3; two transmission shafts 4 are provided, and the two transmission shafts 4 are rotatably connected inside the transmission box 202; the drive worm wheel 401 is coaxially fixedly connected to the bottom of the front transmission shaft 4, and the drive worm wheel 401 meshes with the drive worm 302.

[0031] The anti-scratch assembly also includes: a transmission gear 402 and a contact plate 403; two transmission gears 402 are provided, the two transmission gears 402 mesh with each other, and the two transmission gears 402 are coaxially fixedly connected to the bottom of the two transmission shafts 4; two contact plates 403 are provided, and the left ends of the two contact plates 403 are fixedly connected to the outside of the two transmission shafts 4 respectively.

[0032] The specific usage and function of this embodiment are as follows: In use, first insert the right end of the forearm 2 into the wheel gap between the two rear wheels on one side of the testing vehicle. Then, rotate the knob 301 to drive the connecting shaft 3 to rotate. The worm gear transmission mechanism, which is formed by the meshing of the drive worm 401 and the drive worm 302, drives the front drive shaft 4 to rotate. The front drive shaft 4, through the gear transmission mechanism formed by the two transmission gears 402, drives the two contact plates 403 to rotate outward about the connecting shaft 3. After the right ends of the two contact plates 403 touch the tire sidewalls of the two rear wheels on one side of the testing vehicle, the right end of the forearm 2 is exactly in the middle of the two rear wheels. Then, adjust the placement angle of the rear arm 1 and the forearm 2 to be a horizontal line. Finally, place the dial indicator on the left end of the rear arm 1 and rotate the knob 301 in the opposite direction. The two contact plates 403 retract and fit against the right end of the forearm 2. Then, the subsequent measurement work can be carried out.

[0033] Example 2:

[0034] Based on Example 1, as shown in the appendix Figure 1 To be continued Figure 7 As shown, it also includes a positioning component, which is located in front of the forearm 2.

[0035] The positioning components include: a positioning box 6, a positioning rod 601, a sliding plate 7, and a pressing post 701; the rear end of the positioning box 6 is inserted into the expansion box 5; the positioning rod 601 has an "L" shaped structure, and the rear end of the positioning rod 601 is fixedly connected to the front of the positioning box 6; the sliding plate 7 is slidably connected inside the positioning box 6; and the pressing post 701 is fixedly connected to the sliding plate 7.

[0036] The positioning assembly also includes a fixing post 702 and a return spring 703; the fixing post 702 is fixedly connected to the sliding plate 7; the top of the return spring 703 is fixedly connected to the bottom of the sliding plate 7, and the bottom of the return spring 703 is fixedly connected to the inside of the positioning box 6.

[0037] The positioning component also includes: a connecting rope 8 and a plumb bob 801; the connecting rope 8 is slidably connected to the inside of the right end of the positioning rod 601; the plumb bob 801 is fixedly connected to the bottom of the connecting rope 8.

[0038] The specific usage and function of this embodiment are as follows: After adjusting the placement angle of the rear arm 1 and the forearm 2, since the probe 201 extends into the wheel gap between the two tires, it will obstruct the view. If it is uncertain whether the position of the probe 201 is exactly three to five centimeters in front of the measuring point, the positioning rod 601 can be removed. Then, press down on the pressing post 701, insert the rear end of the positioning box 6 into the expansion box 5 located on the outside of the tire of the testing vehicle, and then release the pressing post 701. Under the rebound action of the return spring 703, the fixing post 702 moves upward and inserts into the slot of the top expansion box 5, completing the installation of the positioning rod 601. The right end of the positioning rod 601 is on the same horizontal line as the probe 201, and the positioning rod 601 is located on the outside of the tire of the testing vehicle. Then, by pulling the connecting rope 8 upward, the plumb bob 801 is dislodged from the ground. After the plumb bob 801 comes to a stop, the plumb bob 801 is the position of the probe 201. At this time, the front and rear positions of the rear arm 1 and the front arm 2 can be adjusted according to the measuring point. When testing the measuring point outside the tire on the other side, it is only necessary to insert the rear end of the positioning box 6 into another expansion box 5. Since the connecting rope 8 is a soft rope, the plumb bob 801 can be used in reverse, and the position of the probe 201 can also be measured.

[0039] The following points should be noted in this article:

[0040] 1. The accompanying drawings of the embodiments disclosed herein only relate to the structures involved in the embodiments disclosed herein; other structures can be referred to in general design.

[0041] 2. Where there is no conflict, the embodiments of this disclosure and the features in the embodiments can be combined with each other to obtain new embodiments.

[0042] The above are merely specific embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A roadbed settlement detection device, comprising a rear arm (1), a front arm (2), a probe (201), a transmission box (202), a connecting shaft (3), a knob (301), an extension box (5), an anti-scratch component, and a positioning component; characterized in that: The forearm (2) is fixedly connected to the right side of the rear arm (1); the probe (201) is fixedly connected to the lower right end of the forearm (2); the transmission box (202) is fixedly connected to the lower right end of the forearm (2); the right end of the connecting shaft (3) is rotatably connected to the inside of the transmission box (202), and the left end of the connecting shaft (3) is rotatably connected to the lower side of the forearm (2); the knob (301) is coaxially fixedly connected to the left end of the connecting shaft (3); the expansion box (5) has a square slot at the top and bottom, and two expansion boxes (5) are provided, which are fixedly connected to the front and rear sides of the forearm (2) respectively; the anti-scratch component is located at the right end of the forearm (2); the positioning component is located in front of the forearm (2).

2. The roadbed settlement detection device as described in claim 1, characterized in that: The anti-scratch assembly includes: a drive worm (302), a transmission shaft (4), and a drive worm wheel (401); the drive worm (302) is coaxially fixedly connected to the right end of the connecting shaft (3); two transmission shafts (4) are provided, and the two transmission shafts (4) are rotatably connected inside the transmission box (202); the drive worm wheel (401) is coaxially fixedly connected to the bottom of the front transmission shaft (4), and the drive worm wheel (401) meshes with the drive worm (302).

3. The roadbed settlement detection device as described in claim 2, characterized in that: The anti-scratch assembly also includes: a transmission gear (402) and a contact plate (403); two transmission gears (402) are provided, the two transmission gears (402) mesh with each other, and the two transmission gears (402) are coaxially fixedly connected to the bottom of the two transmission shafts (4); two contact plates (403) are provided, and the left ends of the two contact plates (403) are fixedly connected to the outside of the two transmission shafts (4).

4. The roadbed settlement detection device as described in claim 1, characterized in that: The positioning assembly includes: a positioning box (6), a positioning rod (601), a sliding plate (7), and a pressing post (701); the rear end of the positioning box (6) is inserted into the expansion box (5); the positioning rod (601) has an "L" shaped structure, and the rear end of the positioning rod (601) is fixedly connected to the front of the positioning box (6); the sliding plate (7) is slidably connected inside the positioning box (6); and the pressing post (701) is fixedly connected to the sliding plate (7).

5. The roadbed settlement detection device as described in claim 4, characterized in that: The positioning assembly further includes a fixing post (702) and a return spring (703); the fixing post (702) is fixedly connected to the top of the sliding plate (7); the top of the return spring (703) is fixedly connected to the bottom of the sliding plate (7), and the bottom of the return spring (703) is fixedly connected to the inside of the positioning box (6).

6. The roadbed settlement detection device as described in claim 4, characterized in that: The positioning assembly also includes a connecting rope (8) and a plumb bob (801); the connecting rope (8) is slidably connected to the inside of the right end of the positioning rod (601); the plumb bob (801) is fixedly connected to the bottom of the connecting rope (8).

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