A highway engineering roadbed compactness detection device

Abstract

The utility model discloses a highway engineering roadbed compactness detection equipment, including the bottom plate, the bottom plate top middle position installs for the support's support pole, and the support pole outer wall sliding connection has for the drive's motor box, the output of motor box installs the rotating shaft, and the rotating shaft bottom end installs the connecting shaft, and the connecting shaft outer wall installs for the drilling assembly of roadbed drilling, control seat installs in motor box bottom end position and is located in the adjusting seat top, and the rotating shaft rotation is connected in the control seat inner wall, and the control seat and adjusting seat opposite wall surface install for the electromagnet and magnet block of adjusting seat exerting pressure, through the control component that sets up, can according to the rotating speed of rotating shaft adjust the magnetism at electromagnet, and then adjust the pressure of extruding at drill rod, can thus according to the different roadbed and exert the different rotating speed and pressure and carry out the drilling, and the compactness of roadbed is detected, improves the practicability of equipment.

Description

Technical Field

[0001] This utility model relates to the field of highway subgrade testing technology, [A2] specifically to a highway engineering subgrade compaction testing device. Background Technology

[0002] Roadbed compaction testing equipment is used to detect and evaluate the compaction status of roadbeds during highway construction. Roadbed compaction is a key indicator affecting the quality of highway engineering, directly related to the roadbed's bearing capacity, stability, and service life. The function of compaction testing equipment is to ensure that the roadbed construction quality meets design requirements by accurately detecting the density of the roadbed materials in real time. Currently, roadbed compaction testing equipment commonly uses the drill bit drilling method, assessing the degree of compaction by measuring the drilling depth.

[0003] However, this method has significant technical drawbacks in practical applications: operation requires simultaneous control of drill bit speed and applied pressure, but existing equipment lacks a dynamic adjustment mechanism for both speed and pressure. This static matching mode of mechanical parameters easily leads to two abnormal working conditions: excessive pressure causes over-penetration of the drill bit, while insufficient pressure results in insufficient penetration, both ultimately causing distortion of measurement data and severely affecting the reliability of the test results. Therefore, this invention provides a roadbed compaction testing device for highway engineering to solve the aforementioned problems. Utility Model Content

[0004] The purpose of this invention is to provide a roadbed compaction testing device for highway engineering, so as to solve the problems mentioned in the background art.

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

[0006] A roadbed compaction testing device for highway engineering includes a base plate. A support rod is installed at the top center of the base plate, and a motor housing for driving is slidably connected to the outer wall of the support rod. A rotating shaft is installed at the output end of the motor housing, and a connecting shaft is installed at the bottom end of the rotating shaft. A drilling assembly for drilling holes in the roadbed is installed on the outer wall of the connecting shaft. The drilling assembly includes an adjusting seat sleeved on the outer wall of the connecting shaft, a mounting seat installed at the bottom end of the adjusting seat for docking, and a drill rod installed at the bottom axial position of the mounting seat for drilling. A control seat is installed at the bottom end of the motor housing. The rotating shaft is rotatably connected to the inner wall of the control seat. An electromagnet and a magnetic block for applying pressure to the adjusting seat are installed on the opposing walls of the control seat and the adjusting seat. The electromagnet and the magnetic block have the same magnetic poles on their opposing walls. A control component for adjusting the magnetic force of the electromagnet by rotating the rotating shaft is installed inside the control seat.

[0007] As a further embodiment of this utility model, the control component includes an annular tube, a sliding seat, an adjusting block, a negative electrode block, and a positive electrode block. The annular tube is installed on the inner wall of the bottom of the control seat, the sliding seat is fixedly connected to both ends of the annular tube, the adjusting block is slidably connected to the inner wall of the sliding seat, the negative electrode block and the positive electrode block are respectively fixedly connected to the outer walls of the adjusting blocks at both ends, a connecting pipe is installed on the inner wall of the annular tube, the connecting pipe is connected to the sliding seat, and the negative electrode block and the positive electrode block are connected in series with the electromagnet in the same path through a circuit.

[0008] As a further embodiment of this utility model, a plurality of rotating rods are fixedly connected to the outer wall of the connecting shaft, and a sliding plate is fixedly connected to the outer wall of the rotating rods, with the sliding plate slidably connected to the inner wall of the adjusting seat.

[0009] As a further embodiment of this utility model, the control component further includes a driven rotating rod, a first connecting rotating rod, a counterweight ball, and a second connecting rotating rod. The driven rotating rod is rotatably connected to both ends of the inner wall of the top of the control seat and located on both sides of the rotating shaft. A fixed disk is fixedly connected to the middle of the outer wall of the driven rotating rod. The first connecting rotating rod is rotatably connected to both ends of the bottom of the fixed disk. The counterweight ball is fixedly connected to the tail end of the first connecting rotating rod. An adjustment disk is installed at the bottom of the outer wall of the driven rotating rod. The second connecting rotating rod is rotatably connected to the wall surface opposite to the adjustment disk and the first connecting rotating rod.

[0010] As a further embodiment of this utility model, a connecting plate is installed on the outer wall of the driven rotating rod at the bottom of the adjusting plate. The adjusting plate is rotatably connected to the top of the connecting plate. Limiting sliders are slidably connected to the inner walls on both sides of the control seat. A second connecting rod is fixedly connected to the wall surface opposite to the connecting plate and the limiting slider. A hanging rope is installed at the bottom of the second connecting rod.

[0011] As a further embodiment of this utility model, both ends of the bottom inner wall of the control seat are fixedly connected to a conveying box, a first piston plate is slidably connected to the inner wall of the conveying box, a return spring is fixedly connected to the wall surface opposite to the first piston plate and the conveying box, a suspension rope passes through the conveying box and is installed on the outer wall of the first piston plate, a conveying pipe is connected between the first piston plate and the annular tube, and the connection between the conveying pipe and the conveying box is located at the bottom of the first piston plate.

[0012] As a further embodiment of this utility model, a first pulley is fixedly connected to the outer wall of the rotating shaft. Two slots are opened in the first pulley. A reduction gearbox is fixedly connected to both ends of the top inner wall of the control seat. A second pulley is rotatably connected to the axial position of the bottom inner wall of the reduction gearbox. A transmission belt for transmission is installed between the second pulley and the first pulley.

[0013] As a further embodiment of this utility model, a plurality of first connecting rods are fixedly connected to the outer wall of the driven rotating rod, a connecting ring is fixedly connected to the outer wall of the first connecting rod, a gear groove is provided at the inner ring of the connecting ring, a connecting sleeve is fixedly connected to the outer wall of the second pulley, a first transmission gear is fixedly connected to the top of the connecting sleeve, and a second transmission gear is rotatably connected to the inner wall of the bottom of the reduction gearbox, the second transmission gear meshing with the first transmission gear and the inner wall of the gear groove on the connecting ring.

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

[0015] 1. When this utility model is used, the control components can adjust the magnetic force at the electromagnet according to the rotation speed of the rotating shaft, thereby adjusting the pressure at the drill rod. This allows for drilling at different speeds and pressures for different roadbeds, enabling the detection of roadbed compaction and improving the practicality of the equipment.

[0016] 2. When using this utility model, the measurement can be performed simply by opening the motor box and electromagnet through the set control components and drilling components, without much operation, thus improving the convenience of testing. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of a roadbed compaction testing device for highway engineering.

[0018] Figure 2 This is a schematic diagram of the bottom structure of the motor box in a roadbed compaction testing device for highway engineering.

[0019] Figure 3 This is a cross-sectional view of the adjustment seat in a roadbed compaction testing device for highway engineering.

[0020] Figure 4 This is a cross-sectional view of the control seat in a roadbed compaction testing device for highway engineering.

[0021] Figure 5 This is a cross-sectional view of the gearbox and driven rotating rod in a roadbed compaction testing device for highway engineering.

[0022] Figure 6 This is a cross-sectional view of the conveyor box in a roadbed compaction testing device for highway engineering.

[0023] Figure 7 This is a cross-sectional view of the control component in a roadbed compaction testing device for highway engineering.

[0024] Figure 8 This is a schematic diagram of the support structure in a roadbed compaction testing device for highway engineering.

[0025] Figure 9This is a partial view of the connecting shaft and rotating shaft in a roadbed compaction testing device for highway engineering.

[0026] In the diagram [A3]: 10. Base plate; 11. Support rod; 12. Motor housing; 13. Sliding collar; 14. Mounting block; 15. Turntable; 16. Adjusting gear; 17. Rack; 18. Drive shaft;

[0027] 20. Adjustment seat; 21. Mounting seat; 22. Drill rod; 23. Magnetic block;

[0028] 30. Control base; 31. Electromagnet;

[0029] 40. Connecting shaft; 41. Rotating rod; 42. Sliding plate; 43. Sliding block; 44. Ball bearing; 45. Rotating shaft; 46. First pulley; 47. Scale;

[0030] 50. Gearbox; 51. Connecting sleeve; 52. Second pulley; 53. Drive belt; 54. First drive gear; 55. Second drive gear; 56. Connecting ring; 57. First connecting rod;

[0031] 60. Driven rotating rod; 61. Fixed plate; 62. First connecting rotating rod; 63. Counterweight ball; 64. Second connecting rotating rod; 65. Adjusting plate; 66. Connecting plate; 67. Second connecting rod; 68. Limiting slider; 69. Lifting rope;

[0032] 70. Conveyor box; 71. First piston plate; 72. Return spring; 73. Conveyor pipe;

[0033] 80. Annular tube; 81. Sliding seat; 82. Adjusting block; 83. Negative electrode block; 84. Positive electrode block; 85. Second piston plate; 86. Connecting tube; 87. Vent. Detailed Implementation

[0034] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0035] Please see Figure 1 , Figure 8 and Figure 9In this embodiment of the present invention, a roadbed compaction testing device for highway engineering includes a base plate 10. A support rod 11 for support is installed at the top center of the base plate 10. A motor housing 12 for driving is slidably connected to the outer wall of the support rod 11. Specifically, sliding collars 13 are fixedly connected to both ends of the motor housing 12. The sliding collars 13 are slidably connected to the outer wall of the support rod 11. A rack 17 is fixedly connected to the outer wall of the support rod 11. An mounting block 14 is installed on the outer wall of the motor housing 12. A through rotating hole is opened in the mounting block 14. The inner wall of the rotating hole is rotated... A drive shaft 18 is connected, with a turntable 15 for driving rotation mounted at one end of the drive shaft 18. An adjusting gear 16 is fixedly connected to the axis of the other end of the drive shaft 18. The adjusting gear 16 meshes with the outer wall of the rack 17. When it is necessary to adjust the height of the motor housing 12, the turntable 15 is rotated, and the turntable 15 drives the adjusting gear 16 to rotate through the drive shaft 18. The rotation of the adjusting gear 16 on the rack 17 drives the motor housing 12 to slide on the outer wall of the support rod 11 through the sliding collar 13, thereby adjusting the height of the motor housing 12.

[0036] See Figure 2 , Figure 3 and Figure 4 The output end of the motor housing 12 is equipped with a rotating shaft 45. The bottom end of the rotating shaft 45 is equipped with a connecting shaft 40 via a flange. The outer wall of the connecting shaft 40 is provided with a scale 47 for reading the moving distance of the adjusting seat 20. The outer wall of the connecting shaft 40 is equipped with a drilling assembly for drilling the roadbed. The drilling assembly includes an adjusting seat 20 sleeved on the outer wall of the connecting shaft 40, a mounting seat 21 installed at the bottom end of the adjusting seat 20 for docking, and a drill rod 22 installed at the bottom axis position of the mounting seat 21 for drilling.

[0037] A control seat 30 is mounted on the bottom of the motor housing 12 via a flange. The control seat 30 is located on top of the adjusting seat 20. A rotating shaft 45 is rotatably connected to the inner wall of the control seat 30. An electromagnet 31 and a magnet block 23 for applying pressure to the adjusting seat 20 are mounted on the opposite walls of the control seat 30 and the adjusting seat 20. The electromagnet 31 and the magnet block 23 have the same magnetic poles on their opposite walls. A control component is installed inside the control seat 30 to adjust the magnetic force of the electromagnet 31 by rotating the rotating shaft 45. Adjusting the magnetic force of the electromagnet 31 can adjust the magnetic force applied to the magnet block 23, thereby adjusting the pressure of the adjusting seat 20.

[0038] See Figure 7The control assembly includes an annular tube 80, a sliding seat 81, an adjusting block 82, a negative electrode block 83, and a positive electrode block 84. The annular tube 80 is installed on the inner wall of the bottom of the control seat 30, and surrounds the outer wall of the rotating shaft 45 and is located on the same axis as the rotating shaft 45. The sliding seat 81 is fixedly connected to both ends of the annular tube 80. One end of the adjusting block 82 is fixedly connected to a second piston plate 85, and the adjusting block 82 is slidably connected to the inner wall of the sliding seat 81 through the second piston plate 85. The negative electrode block 83 and the positive electrode block 84 are respectively fixedly connected to the outer walls of the adjusting blocks 82 at both ends. A connecting pipe 86 is installed on the inner wall of the annular tube 80, and the connecting pipe 86 is connected to the sliding seat 81. The connecting pipe 86 is filled with an electrolyte solution. The negative electrode block 83 and the positive electrode block 84 are connected to the sliding seat 81. The positive electrode block 84 is connected to the circuit path through the adjusting block 82, the sliding seat 81 and the connecting pipe 86. The circuit path is connected in series with the electromagnet 31 in the same path. When the gas in the annular tube 80 is extracted, the gas in the sliding seat 81 enters the annular tube 80. The second piston plate 85 is subjected to negative pressure and can slide in the sliding seat 81. Then, the adjusting block 82 drives the negative electrode block 83 and the positive electrode block 84 to move, reducing the distance between the negative electrode block 83 and the positive electrode block 84. The resistance between the negative electrode block 83 and the positive electrode block 84 can be reduced, thereby increasing the current at the electromagnet 31 and increasing the magnetic force at the electromagnet 31. This increases the repulsive force between the electromagnet and the magnet block 23, and the stress on the adjusting seat 20 under compression can be increased.

[0039] More specifically, the inner wall of the annular tube 80 has multiple circumferentially arranged air holes 87, which penetrate the inner wall of the annular tube 80. Specifically, the annular design of the annular tube 80 allows gas to circulate around the annular tube 80 when it passes through, thereby accelerating the gas and reducing the gas pressure. At this time, the negative pressure draws the external gas into the annular tube 80 through the air holes 87, increasing the pressure of adsorption and compression on the second piston plate 85. This prevents the second piston plate 85 from moving due to insufficient gas pressure, which would affect the adjustment of the distance between the negative electrode block 83 and the positive electrode block 84, and thus affect the adjustment of the magnetic force at the electromagnet 31.

[0040] See Figure 3The outer wall of the adjusting seat 20 has multiple through sliding grooves, and sliding cavities are formed at both ends of the sliding grooves. Multiple rotating rods 41 are fixedly connected to the outer wall of the connecting shaft 40. The rotating rods 41 pass through the sliding grooves and extend to the outer wall of the adjusting seat 20. A sliding plate 42 is fixedly connected to the outer wall of the rotating rod 41. The sliding plate 42 is slidably connected to the inner wall of the sliding groove at the adjusting seat 20. Sliding blocks 43 are fixedly connected to both ends of the sliding plate 42. A ball bearing 44 is slidably connected to the side of the sliding block 43 away from the sliding plate 42. The sliding block 43 is slidably connected to the inner wall of the sliding cavity, and the ball bearing 44 is slidably connected to the inner wall of the sliding cavity. When the motor housing... When the drive shaft 45 is started to rotate, the shaft 45 can drive the connecting shaft 40 and the rotating rod 41 on it to rotate. The rotation of the rotating rod 41 can cause the adjusting seat 20 to rotate by pressing the inner wall of the sliding groove of the adjusting seat 20 through the sliding plate 42. The design of the sliding plate 42 and the sliding block 43 can limit the adjusting seat 20 by sliding in the sliding groove and sliding cavity. The adjusting seat 20 only needs to move in the vertical direction, and the magnetic force at the electromagnet 31 and the magnet block 23 can press the adjusting seat 20. Under the pressure and rotation, the drill rod 22 can drill holes in the foundation.

[0041] See Figure 4 and Figure 5 The control assembly also includes a driven rotating rod 60, a first connecting rotating rod 62, a counterweight ball 63, and a second connecting rotating rod 64. The driven rotating rod 60 is rotatably connected to both ends of the top inner wall of the control base 30 and located on both sides of the rotating shaft 45. A fixed plate 61 is fixedly connected to the middle of the outer wall of the driven rotating rod 60. The first connecting rotating rod 62 is rotatably connected to both ends of the bottom of the fixed plate 61. The counterweight ball 63 is fixedly connected to the tail end of the first connecting rotating rod 62. An adjusting plate 65 is installed at the bottom of the outer wall of the driven rotating rod 60. A through hole is opened in the adjusting plate 65, and the through hole abuts against the driven rotating rod 64. The second connecting rod 64 is rotatably connected to the wall opposite to the adjusting disk 65 and the first connecting rod 62 on the outer wall of the driven rotating rod 60. When the driven rotating rod 60 rotates, the fixed disk 61 can drive the counterweight ball 63 to rotate through the first connecting rod 62. When the counterweight ball 63 rotates, it can be driven to spread to both sides by the centrifugal force of rotation. At this time, the rotation of the first connecting rod 62 can drive the second connecting rod 64 to rotate. The rotation of the second connecting rod 64 can drive the adjusting disk 65 to move in the vertical direction.

[0042] A connecting plate 66 is installed on the outer wall of the driven rotating rod 60 at the bottom of the adjusting plate 65. The connecting plate 66 abuts against the outer wall of the driven rotating rod 60. The adjusting plate 65 is rotatably connected to the top of the connecting plate 66. Limiting grooves are formed on both inner walls of the control base 30. Limiting sliders 68 are slidably connected to the inner walls of the limiting grooves. A second connecting rod 67 is fixedly connected to the opposite wall surfaces of the connecting plate 66 and the limiting slider 68. The connecting plate 66 slides within the limiting grooves via the second connecting rod 67 and the limiting slider 68. The movement of the connecting plate 66 is then limited. The bottom end of the second connecting rod 67 is equipped with a first lifting lug, and the inner wall of the first lifting lug is equipped with a lifting rope 69. The connecting plate 66 can limit the movement of the limiting slider 68, so as to avoid damage caused by the collision of the driven rotating rod 60 when the adjusting plate 65 and the connecting plate 66 are displaced. The displacement of the adjusting plate 65 is transmitted to the lifting rope 69 through the connecting plate 66 and the second connecting rod 67. The lifting rope 69 can then be pulled as the adjusting plate 65 moves upward.

[0043] See Figure 6 The control base 30 has a conveyor box 70 fixedly connected to both ends of the bottom inner wall. The conveyor box 70 has a first piston plate 71 slidably connected to the inner wall. The first piston plate 71 and the conveyor box 70 have a return spring 72 fixedly connected to the opposite wall. The first piston plate 71 has a second lifting lug fixedly connected to the top. The lifting rope 69 passes through the conveyor box 70 and is installed at the second lifting lug on the outer wall of the first piston plate 71. The first piston plate 71 can be slid in the conveyor box 70 by the pulling of the lifting rope 69, and the first piston plate 71 can be reset by the elastic force of the return spring 72. The first piston plate 71 is connected to the annular tube 80 by a conveying pipe 73. The connection between the conveying pipe 73 and the conveyor box 70 is located at the bottom of the first piston plate 71. The gas change generated by the movement of the first piston plate 71 at the bottom of the conveyor box 70 can be conveyed to the annular tube 80 through the conveying pipe 73.

[0044] See Figure 5 A first pulley 46 is fixedly connected to the outer wall of the rotating shaft 45. Two slots are opened in the first pulley 46. A reduction gearbox 50 is fixedly connected to both ends of the top inner wall of the control seat 30. The reduction gearbox 50 and the driven rotating rod 60 are located on the same axis. A second pulley 52 is rotatably connected to the axis of the bottom inner wall of the reduction gearbox 50. A transmission belt 53 for transmission is installed between the second pulley 52 and the first pulley 46. A through slot for the transmission belt 53 is opened on one side of the reduction gearbox 50. The transmission belts 53 at both ends are respectively sleeved on the inner walls of the two slots of the first pulley 46. When the rotating shaft 45 rotates, the second pulley 52 can be driven to rotate through the first pulley 46 and the transmission belt 53 sleeved on it.

[0045] Multiple first connecting rods 57 are fixedly connected to the outer wall of the driven rotating rod 60. A connecting ring 56 is fixedly connected to the outer wall of the first connecting rod 57. A gear groove is formed in the inner ring of the connecting ring 56. A connecting sleeve 51 is fixedly connected to the outer wall of the second pulley 52. ​​A first transmission gear 54 is fixedly connected to the top of the connecting sleeve 51. A second transmission gear 55 is rotatably connected to the inner wall of the bottom of the reduction gearbox 50. The second transmission gear 55 meshes with the inner wall of the gear groove on the first transmission gear 54 and the connecting ring 56. The second pulley 52 is connected to the first transmission gear through the connecting sleeve 51. Wheel 54 drives the second transmission gear 55 meshing with it to rotate. The second transmission gear 55 can then drive the connecting ring 56 to rotate through the gear groove meshing with it. The connecting ring 56 can then drive the driven rotating rod 60 to rotate through the first connecting rod 57. The number of teeth of the first transmission gear 54 and the second transmission gear 55 is less than the number of teeth on the gear groove inside the driven rotating rod 60, thereby slowing down the rotation of the driven rotating rod 60 and preventing the driven rotating rod 60 from rotating too fast, which would cause excessive tension on the first connecting rotating rod 62 when the counterweight ball 63 unfolds, thus causing damage.

[0046] The working principle of this utility model is as follows: When testing is required, the base plate 10 is moved to the testing location, and the turntable 15 is rotated to drive the adjusting gear 16 to rotate at the transmission shaft 18 to adjust the position of the motor box 12. The drill rod 22 is moved to contact the ground, and the motor box 12 is turned on to drive the rotating shaft 45 and the connecting shaft 40 to rotate. The connecting shaft 40 drives the adjusting seat 20, the mounting seat 21 at the bottom, and the drill rod 22 to rotate through the rotating rod 41. Then the electromagnet 31 is turned on. The electromagnet 31 is activated and squeezes the adjusting seat 20 through the repulsion between the magnetic force and the magnet block 23. Under the pressure of rotation and squeezing, the drill rod 22 drills a hole in the roadbed. The drill rod 22 [A4] moves down through the hole. At this time, the adjusting seat 20 moves down through the mounting seat 21. The depth of the hole can be measured by the reading on the scale 47 of the adjusting seat 20. Then, the compaction degree of the roadbed can be judged based on the depth of the hole.

[0047] When the connecting shaft 40 rotates, it drives the second pulley 52 to rotate via the transmission belt 53. The second pulley 52 drives the driven rotating rod 60 to rotate and decelerate it through the first transmission gear 54, the second transmission gear 55, and the connecting ring 56. The driven rotating rod 60 drives the counterweight ball 63 to unfold to both sides through the centrifugal force of rotation. At this time, the rotation of the second connecting rod 64 drives the adjusting plate 65 and the connecting plate 66 to move upward. The connecting plate 66 can then pull the first piston plate 71 through the second connecting rod 67 and the suspension rope 69. The sliding of the first piston plate 71 can expand the bottom. The chamber area allows gas to be drawn into the sliding seat 81 and the annular pipe 80 through the delivery pipe 73. The gas discharged from the sliding seat 81 drives the adjusting block 82 to slide within the sliding seat 81 via the second piston plate 85, thereby adjusting the distance between the negative electrode block 83 and the positive electrode block 84. The current at the electromagnet 31 is adjusted by changing the resistance, thereby adjusting the magnetic force of the electromagnet 31. The magnetic force repelled by the electromagnet 31 against the magnet block 23 can be adjusted, thereby adjusting the pressure at the adjusting seat 20. The pressure at the drill rod 22 is adjusted according to the power output from the motor box 12.

[0048] When this utility model is in use, the control components and drilling components can adjust the magnetic force at the electromagnet 31 according to the rotation speed of the rotating shaft 45, thereby adjusting the pressure of the drill rod 22. This allows for drilling at different speeds and pressures for different roadbeds, enabling the detection of roadbed compaction and improving the practicality of the equipment. Furthermore, measurements can be taken simply by opening the motor box 12 and the electromagnet 31, requiring minimal operation and enhancing the convenience of testing.

[0049] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A highway engineering roadbed compactness detection device, comprising a bottom plate (10), characterized in that, A support rod (11) for support is installed at the middle of the top of the base plate (10), and a motor box (12) is slidably connected to the outer wall of the support rod (11). The output end of the motor housing (12) is equipped with a rotating shaft (45), and the bottom end of the rotating shaft (45) is equipped with a connecting shaft (40). The outer wall of the connecting shaft (40) is equipped with a drilling assembly for drilling the roadbed. The drilling assembly includes an adjusting seat (20) sleeved on the outer wall of the connecting shaft (40), a mounting seat (21) installed at the bottom end of the adjusting seat (20) for docking, and a drill rod (22) installed at the bottom axis position of the mounting seat (21) for drilling. A control seat (30) is installed at the bottom of the motor housing (12). A rotating shaft (45) is rotatably connected to the inner wall of the control seat (30). An electromagnet (31) and a magnet (23) for applying pressure to the adjusting seat (20) are installed on the opposite wall surfaces of the control seat (30) and the adjusting seat (20). The electromagnet (31) and the magnet (23) have the same magnetic poles on the opposite wall surfaces. A control component for adjusting the magnetic force of the electromagnet (31) by rotating the rotating shaft (45) is installed inside the control seat (30).

2. A highway engineering roadbed compactness detection device according to claim 1, characterized in that, The control assembly includes an annular tube (80), a sliding seat (81), an adjusting block (82), a negative electrode block (83), and a positive electrode block (84). The annular tube (80) is installed on the inner wall of the bottom of the control seat (30). The sliding seat (81) is fixedly connected to both ends of the annular tube (80). The adjusting block (82) is slidably connected to the inner wall of the sliding seat (81). The negative electrode block (83) and the positive electrode block (84) are respectively fixedly connected to the outer walls of the adjusting blocks (82) at both ends. A connecting pipe (86) is installed on the inner wall of the annular tube (80). The connecting pipe (86) is connected to the sliding seat (81). The negative electrode block (83) and the positive electrode block (84) are connected in series with the electromagnet (31) in the same path through a circuit.

3. A highway engineering roadbed compactness detection device according to claim 1, characterized in that, Multiple rotating rods (41) are fixedly connected to the outer wall of the connecting shaft (40), and a sliding plate (42) is fixedly connected to the outer wall of the rotating rod (41). The sliding plate (42) is slidably connected to the inner wall of the adjusting seat (20).

4. A highway engineering roadbed compactness detection device according to claim 2, characterized in that, The control assembly also includes a driven rotating rod (60), a first connecting rotating rod (62), a counterweight ball (63), and a second connecting rotating rod (64). The driven rotating rod (60) is rotatably connected to both ends of the top inner wall of the control seat (30) and located on both sides of the rotating shaft (45). A fixed disk (61) is fixedly connected to the middle of the outer wall of the driven rotating rod (60). The first connecting rotating rod (62) is rotatably connected to both ends of the bottom of the fixed disk (61). The counterweight ball (63) is fixedly connected to the tail end of the first connecting rotating rod (62). An adjustment disk (65) is installed at the bottom of the outer wall of the driven rotating rod (60). The second connecting rotating rod (64) is rotatably connected to the wall surface opposite to the adjustment disk (65) and the first connecting rotating rod (62).

5. A highway engineering roadbed compactness detection device according to claim 4, characterized in that, The outer wall of the driven rotating rod (60) is equipped with a connecting plate (66) at the bottom of the adjusting plate (65). The adjusting plate (65) is rotatably connected to the top of the connecting plate (66). Limiting sliders (68) are slidably connected to the inner walls on both sides of the control seat (30). A second connecting rod (67) is fixedly connected to the wall surface opposite to the connecting plate (66) and the limiting slider (68). A hanging rope (69) is installed at the bottom of the second connecting rod (67).

6. A highway engineering roadbed compactness detection device according to claim 5, characterized in that, The control seat (30) has a conveyor box (70) fixedly connected to both ends of the bottom inner wall. The inner wall of the conveyor box (70) is slidably connected to a first piston plate (71). A reset spring (72) is fixedly connected to the opposite wall of the first piston plate (71) and the conveyor box (70). The suspension rope (69) passes through the conveyor box (70) and is installed on the outer wall of the first piston plate (71). A conveyor pipe (73) is connected between the first piston plate (71) and the annular pipe (80). The connection between the conveyor pipe (73) and the conveyor box (70) is located at the bottom of the first piston plate (71).

7. A highway engineering roadbed compactness detection device according to claim 6, characterized in that, The outer wall of the rotating shaft (45) is fixedly connected to a first pulley (46). The first pulley (46) has two slots. Both ends of the top inner wall of the control seat (30) are fixedly connected to a reduction gearbox (50). The bottom inner wall of the reduction gearbox (50) is rotatably connected to a second pulley (52). A transmission belt (53) for transmission is installed between the second pulley (52) and the first pulley (46).

8. A highway engineering roadbed compactness detection device according to claim 7, characterized in that, The driven rotating rod (60) is fixedly connected to a plurality of first connecting rods (57), and a connecting ring (56) is fixedly connected to the outer wall of the first connecting rod (57). A gear groove is provided at the inner ring of the connecting ring (56). A connecting sleeve (51) is fixedly connected to the outer wall of the second pulley (52). A first transmission gear (54) is fixedly connected to the top of the connecting sleeve (51). A second transmission gear (55) is rotatably connected to the inner wall of the bottom of the gearbox (50). The second transmission gear (55) meshes with the inner wall of the gear groove on the first transmission gear (54) and the connecting ring (56).

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