A test device for monitoring the settlement of a roadbed

Abstract

The utility model provides a kind of test device for monitoring roadbed settlement, including the test frame of installation in roadbed, static force pressure assembly to the static force load of roadbed, and the displacement detection component of detecting the displacement of roadbed soil layer under dynamic static force load, and the vibration impact component to the dynamic impact load of roadbed surface, wherein, the test frame includes the upper fixed frame and lower lifting frame of parallel arrangement;The static force pressure assembly is installed in the upper fixed frame, and the force end of static force pressure assembly is oppositely arranged with the upper surface of the lower lifting frame;The vibration impact component is movably installed in the lower lifting frame, and the force end of the vibration impact component is oppositely arranged with the roadbed surface;The detection end of the displacement detection component is located in the roadbed inside.The utility model has effectively simulated static force and dynamic impact load under the advantages such as the influence of roadbed pavement settlement deformation.

Description

Technical Field

[0001] This utility model relates to the field of roadbed settlement monitoring, and in particular to a test device for monitoring roadbed settlement. Background Technology

[0002] With the increase in highway transport volume, vehicle speed, and vehicle load, problems in road use (such as bridge approach slab settlement, roadbed subsidence, and pavement cracking) have gradually emerged. These problems are all related to uneven settlement of the roadbed. That is, when uneven settlement of the roadbed occurs, since the roadbed and pavement are a whole, the stress state of the pavement structure will change, thus causing the above-mentioned pavement problems.

[0003] To address the aforementioned technical issues, existing methods for monitoring uneven settlement of roadbeds include leveling, inclinometer measurement, and layered settlement measurement. These methods are all mechanical measurement methods, which are cumbersome and complex to operate, have long measurement cycles, and only measure the degree of roadbed settlement. They cannot study the deformation process and deformation effects under different loads, nor can they explore the settlement and deformation mechanism of the roadbed under different loads. Therefore, they cannot fundamentally prevent and manage roadbed disasters. Utility Model Content

[0004] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide a test device for monitoring subgrade settlement that can effectively simulate the influence of static and dynamic impact loads on subgrade and pavement settlement deformation.

[0005] To solve the above-mentioned technical problems, the technical solution proposed by this utility model is as follows: A test device for monitoring roadbed settlement includes a test frame installed on the roadbed, a static pressure application component for applying static loads to the roadbed, a vibration component for applying dynamic impact loads to the roadbed surface, and a displacement detection component for detecting the displacement of the roadbed soil layer under dynamic and static loads. The test frame includes an upper fixed frame and a lower lifting frame arranged in parallel. The static pressure application component is installed on the upper fixed frame, with its force-applying end facing the upper surface of the lower lifting frame. The vibration component is movably installed on the lower lifting frame, with its force-applying end facing the roadbed surface. The detection end of the displacement detection component is located inside the roadbed.

[0006] As a further improvement to the above technical solution: The length of the test frame covers the test area of ​​the roadbed; there are at least two sets of vibration components, and multiple sets of vibration components are arranged along the length of the test frame; the detection ends of the displacement detection components are arranged in an array covering the test area of ​​the roadbed.

[0007] Each set of vibration components includes a vibration hammer, a hammer drive, and a frequency converter. The output shaft of the hammer drive is driven to the hammer handle of the vibration hammer through a meshing component. The frequency converter is electrically connected to the hammer drive to adjust the output frequency and output power of the hammer drive.

[0008] The output shaft of the hammer drive is arranged horizontally, and the meshing component includes a meshing gear sleeved on the output shaft and a rack fixedly arranged along the length direction of the hammer handle. The meshing gear and the rack mesh with each other.

[0009] The test apparatus also includes two sets of side guide wheels and one set of back guide wheels. The two sets of side guide wheels are located on both sides of the rack of the vibrating hammer along the axial direction to form a guide channel for the vibrating hammer to move up and down. The back guide wheels are located on the side of the vibrating hammer away from the rack, and the back guide wheels roll and rub against the vibrating hammer when the vibrating hammer moves vertically.

[0010] Each set of side guide wheels includes multiple guide wheels arranged in a vertical direction. The guide wheels contact the side of the vibrating hammer to roll and rub against the vibrating hammer when the vibrating hammer moves vertically. The back guide wheel assembly includes a mounting back plate and multiple rolling wheels. The mounting back plate is arranged parallel to the vibrating hammer and has a guide gap. The multiple rolling wheels are located in the guide gap and are rotatably mounted on the length direction of the mounting back plate. The surface of the rolling wheels is in contact with the surface of the vibrating hammer.

[0011] The static force application assembly includes a lifting drive and an axial force gauge. The lifting drive is installed in the middle of the upper fixed frame, and the axial force gauge is located on the force application end face of the lifting drive.

[0012] The lifting drive component is a jack.

[0013] The displacement detection assembly includes multiple displacement measuring elements, a data acquisition unit, and a storage display. The displacement measuring elements are arranged in an array covering the test area of ​​the roadbed. Each displacement measuring element is electrically connected to the input terminal of the data acquisition unit, and the output terminal of the data acquisition unit is electrically connected to the input terminal of the storage display.

[0014] The test frame also includes two mounting columns located at both ends of the upper fixed frame. The upper fixed frame is fixed to the upper end of the mounting column, and the lower lifting frame is slidably sleeved on the middle area of ​​the mounting column and can be limited to the mounting column by a limiting component.

[0015] Compared with the prior art, the advantages of this utility model are: This invention discloses a test device for monitoring roadbed settlement, which includes a static pressure component and a vibration component. The static pressure component applies static loads to the roadbed, while the vibration component applies dynamic impact loads to the roadbed surface. Simultaneously, a displacement detection component is installed inside the roadbed to detect the displacement of the roadbed soil layers under both static and dynamic loads, thereby measuring the soil layer displacement changes under different forms of load and different load forces. Therefore, this invention can effectively simulate the influence of static and dynamic impact loads on roadbed and pavement settlement deformation. By applying dynamic and static loads to the roadbed, it simulates the uneven settlement deformation of the roadbed under the action of its own weight, vehicles, and other loads in actual engineering projects. This provides experimental data support for studying the laws and mechanisms of uneven roadbed settlement deformation and for the prevention and control of roadbed and pavement disasters, effectively avoiding road problems caused by uneven roadbed settlement deformation.

[0016] Meanwhile, the test frame of this utility model includes an upper fixed frame and a lower lifting frame. The static pressure application component is installed on the upper fixed frame, with its force application end facing the upper surface of the lower lifting frame. The vibration component is movably installed on the lower lifting frame, with its force application end facing the roadbed surface. When the static pressure application component moves downwards and contacts the lower lifting frame, it can drive the lower lifting frame and the vibration component to descend. When the vibration component descends to a point where it is in close contact with the roadbed surface, the static pressure application component continues to apply pressure, thus applying a static load to the roadbed surface. The lower lifting frame is movable, and the vibration component is movably installed on the lower lifting frame, allowing the vibration component to adjust its relative position to the roadbed surface, thereby enabling the vibration component to impact the roadbed and apply a dynamic impact load to the roadbed surface.

[0017] It is evident that the movable setting of the lower lifting frame, the static pressure component, and the vibration component of this utility model facilitate the application of static and dynamic impact loads to the roadbed and can effectively control the load magnitude. Thus, it can simulate the differential settlement of the roadbed and pavement under various working conditions according to actual test requirements. It has strong versatility and operability, and its structure is compact and occupies little space. Attached Figure Description

[0018] The present invention will be described in more detail below based on embodiments and with reference to the accompanying drawings. Wherein: Figure 1 This is a schematic diagram of the structure of the test device for monitoring roadbed settlement according to this utility model.

[0019] Figure 2 This is a schematic diagram of the structure of the test rack of this utility model.

[0020] Figure 3 This is a structural schematic diagram of the vibration component of this utility model.

[0021] Figure 4 This is a structural schematic diagram of the static pressure application component of this utility model.

[0022] Figure 5 This is a schematic diagram showing the positional relationship between the vibration component and the lower lifting frame of this utility model.

[0023] Figure 6 This is a schematic diagram showing the positional relationship between the vibrating hammer and the back guide wheel assembly of this utility model.

[0024] The labels in the diagram represent: 1. Test frame; 11. Upper fixed frame; 12. Lower lifting frame; 13. Mounting column; 14. Limiting component; 15. Reinforcing rib; 2. Static pressure application assembly; 21. Screw jack; 211. Rocker arm; 22. Axial force gauge; 3. Vibration assembly; 31. Vibration hammer; 311. Hammer handle; 32. Hammer body drive component; 321. Output shaft; 33. Variable frequency speed controller; 4. Displacement detection assembly; 41. Displacement measuring element; 42. Data acquisition unit; 43. Storage display; 5. Roadbed; 6. Meshing component; 61. Meshing gear; 62. Rack; 7. Side guide wheel assembly; 71. Guide wheel; 8. Back guide wheel assembly; 81. Mounting back plate; 82. Rolling wheel body. Detailed Implementation

[0025] In the description of this utility model, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0026] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0027] In this utility model, unless otherwise explicitly specified and limited, the terms "assembly," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0028] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0029] like Figures 1 to 5 As shown, the test device for monitoring roadbed settlement in this embodiment includes a test frame 1, a static pressure application component 2, a vibration component 3, and a displacement detection component 4. The test frame 1 is installed on the surface of the roadbed 5 and includes an upper fixed frame 11 and a lower lifting frame 12 arranged in parallel. The static pressure application component 2 is installed on the upper fixed frame 11, with its force-applying end facing the upper surface of the lower lifting frame 12, applying a static load to the roadbed 5. The vibration component 3 is movably installed on the lower lifting frame 12, with its force-applying end facing the surface of the roadbed 5, applying a dynamic impact load to the surface of the roadbed 5. The detection end of the displacement detection component 4 is located inside the roadbed 5, detecting the displacement of the soil layer under dynamic and static loads, thereby measuring the soil layer displacement changes under different forms of load and different load forces.

[0030] The utility model can effectively simulate the effects of static load and dynamic impact load on the settlement and deformation of the roadbed 5 pavement. By applying dynamic and static loads to the roadbed 5, it simulates the uneven settlement and deformation of the roadbed 5 under the action of self-weight, vehicles and other loads in actual engineering. It provides experimental data support for studying the law and mechanism of uneven settlement and deformation of the roadbed 5 and the prevention and control of roadbed 5 pavement disasters, and effectively avoids the occurrence of road problems caused by uneven settlement and deformation of the roadbed 5.

[0031] Meanwhile, the test frame 1 of this utility model includes an upper fixed frame 11 and a lower lifting frame 12. A static pressure application component 2 is installed on the upper fixed frame 11, with its force-applying end facing the upper surface of the lower lifting frame 12. An impact component 3 is movably installed on the lower lifting frame 12, with its force-applying end facing the surface of the roadbed 5. At this time, after the static pressure application component 2 moves downward and contacts the lower lifting frame 12, it can drive the lower lifting frame 12 and the impact component 3 to descend. When the impact component 3 descends to be flush with the roadbed 5 surface, the static pressure application component 2 continues to apply pressure, applying a static load to the roadbed 5 surface. The lower lifting frame 12 is movable, and the impact component 3 is movably installed on the lower lifting frame 12, allowing the relative position of the impact component 3 with the roadbed 5 surface to be adjusted, thereby enabling the impact component 3 to impact the roadbed 5 and apply a dynamic impact load to the roadbed 5 surface. Specifically: During static load simulation, the static pressure application component 2 contacts the lower lifting frame 12 when it moves downward to apply pressure; as the static pressure application component 2 continues to apply pressure, the lower lifting frame 12 drives the vibration component 3 to move downward under pressure until it is in close contact with the roadbed 5 surface; as the static pressure application component 2 continues to apply pressure, the force of the static pressure application component 2 applies static load to the roadbed 5 surface through the lower lifting frame 12 and the vibration component 3 in sequence; the displacement change of the soil layer during the static load application process is monitored by the displacement detection component 4.

[0032] In static load simulation, if the load is large, counterweights can be added or the test frame 1 can be anchored. The location and method of anchoring can be conventional, but it is necessary to avoid affecting the soil being tested.

[0033] During the dynamic impact load simulation, the lower lifting frame 12 is adjusted so that the vibration component 3 can vibrate and impact the roadbed 5; after the vibration component 3 moves upward a certain distance, it moves downward and vibrates and impacts the roadbed 5 pavement, and so on, applying a dynamic impact load to the roadbed 5 pavement; the displacement detection component 4 monitors the soil displacement changes during the application of the dynamic impact load.

[0034] It can be seen that the movable setting of the lower lifting frame 12, the setting position of the static pressure component 2 and the vibration component 3 of this utility model are convenient for applying static and dynamic impact loads to the roadbed 5, and can effectively control the load size. Thus, it can simulate the differential settlement of the roadbed 5 under various working conditions according to actual test requirements. It has strong versatility and operability, and its structure is compact and occupies little space.

[0035] like Figure 1 As shown, the length of the test frame 1 covers the test area of ​​the roadbed 5; the vibration assembly 3 consists of three sets, arranged along the length of the test frame 1; the detection ends of the displacement detection assembly 4 are arrayed and cover the test area of ​​the roadbed 5. This allows static and dynamic impact loads to be applied to the entire test area of ​​the roadbed 5, and enables the detection of soil displacement changes throughout the test area, ensuring the accuracy of the experimental results. In other embodiments, the number of vibration assemblies 3 can be adjusted according to actual conditions, as long as the test area of ​​the roadbed 5 is subjected to load; for example, it can be set to one, two, or four sets.

[0036] Furthermore, such as Figure 3As shown, each set of vibration components 3 includes a vibration hammer 31, a hammer drive component 32, and a frequency converter 33. The output shaft 321 of the hammer drive component 32 is drivenly connected to the hammer handle 311 of the vibration hammer 31. The frequency converter 33 is electrically connected to the hammer drive component 32. When a dynamic impact load is applied, the output power and output frequency of the hammer drive component 32 can be adjusted by the frequency converter 33 to change the vibration impact force and impact frequency of the vibration hammer 31. Simultaneously, the frequency converter 33 can adjust the vertical movement direction of the hammer drive component 32, allowing the impact hammer to cyclically apply a dynamic impact load to the roadbed 5 pavement.

[0037] In this embodiment, the output frequency and output power of each group of hammer drive components 32 are the same to ensure that the dynamic impact load on the test area of ​​the roadbed 5 is the same. In other embodiments, the output frequency and output power of each group of hammer drive components 32 can be adjusted according to actual simulation requirements. In this embodiment, the hammer drive component 32 is a motor.

[0038] Furthermore, the output shaft 321 of the hammer drive 32 is arranged horizontally; the meshing component 6 includes a meshing gear 61 and a rack 62. The meshing gear 61 is sleeved and installed on the output shaft 321, and the rack 62 is fixedly arranged along the length of the hammer handle 311. The meshing gear 61 and the rack 62 mesh with each other to ensure that the driving force of the hammer drive 32 is converted into the linear motion of the rack 62 through the rotational motion of the gear 61, thereby reliably transmitting it to the vibrating hammer 31 to realize the up-and-down impact motion of the vibrating hammer 31. Its structure is simple and easy to assemble and disassemble. At the same time, the torque applied by the gear 61 is greater than the driving force of the weight of the vibrating hammer 31, thereby ensuring that the vibrating hammer 31 effectively overcomes its own weight during the rising phase.

[0039] like Figure 5 As shown, the test device also includes two sets of side guide wheel groups 7. The two sets of side guide wheel groups 7 form a guide channel for the hammer handle 311 to move up and down. Each set of side guide wheel groups includes multiple guide wheels 71. The multiple guide wheels 71 are arranged in the vertical direction and are in contact with the surface of the vibrating hammer 31 to constrain horizontal deflection. When the vibrating hammer 31 moves vertically, they roll and rub against the vibrating hammer 31 to ensure that the vibrating hammer 31 moves up and down and provides reliable dynamic impact load for the roadbed 5.

[0040] like Figure 6As shown, a back guide wheel assembly 8 is provided on the side of the vibratory hammer 31 away from the rack 62. The back guide wheel assembly 8 includes a mounting back plate 81 and multiple rolling wheels 82. The mounting back plate 81 is arranged parallel to the vibratory hammer 31 and has a guide gap. The multiple rolling wheels 82 are located in the guide gap and are rotatably mounted on the mounting back plate 81 along its length. The surfaces of the rolling wheels 82 are in contact with the opposite end faces of the vibratory hammer 31. This restricts the horizontal displacement of the vibratory hammer 31 while converting sliding friction into rolling friction, thereby reducing the frictional resistance of the back guide wheel assembly 8 on the vibratory hammer 31 while ensuring the vertical displacement of the vibratory hammer 31.

[0041] This invention, through the combined arrangement of the side guide wheel assembly 7 and the back guide wheel assembly 8, effectively limits the horizontal movement of the vibratory hammer 31 in all directions, thus forming an orthogonal constraint system. This system restricts the horizontal offset in the X and Y directions, ensuring that the vibratory hammer 31 only moves vertically and reliably applies dynamic impact loads. Simultaneously, the rolling structure (guide wheel 71 and rolling wheel body 82) significantly reduces frictional resistance, minimizing the weight and driving resistance of the vibratory hammer 31.

[0042] Furthermore, the mounting back plate 81 is provided with a wheel mounting groove, and the rolling wheel 82 is rotatably mounted in the wheel mounting groove via a roller to ensure reliable rotation and reliable operation of the rolling wheel 82. In this embodiment, three rolling wheels 82 are provided. In other embodiments, they can also be provided according to actual needs, such as four or five.

[0043] like Figure 4 As shown, the static load application assembly includes a lifting drive and an axial force gauge 22. There is one lifting drive, mounted in the middle of the upper fixed frame 11. The axial force gauge 22 is located on the force-applying end face of the lifting drive to detect the magnitude of the static load applied to the roadbed 5 by the screw jack 21. In this embodiment, the lifting drive can also be adjusted according to the actual size of the mounting frame and the required static load, such as by using two or three lifts, with multiple lifts arranged along the length of the upper fixed frame 11.

[0044] In this embodiment, the lifting drive is a screw jack 21. The screw jack 21 is equipped with a rocker arm 211. Rotating the rocker arm 211 raises and lowers the force-applying end of the jack. This invention applies a static load to the road surface using the jack and a dynamic impact load to the road surface using the vibrating hammer 31, simulating the influence of different types of loads on the settlement and deformation of the roadbed 5. In other embodiments, the lifting drive only needs to ensure lifting and lowering and providing static load to the roadbed 5. For example, the jack can be replaced with a piston, rack and pinion drive, or other lifting methods; other types of jacks can also be used, such as hydraulic jacks or rack and pinion jacks.

[0045] In this embodiment, the displacement detection component 4 includes multiple displacement measuring elements 41, a data acquisition unit 42, and a storage display 43. The displacement measuring elements 41 are arranged in an array covering the test area of ​​the roadbed 5. Each displacement measuring element 41 is electrically connected to the input terminal of the data acquisition unit 42, and the output terminal of the data acquisition unit 42 is electrically connected to the input terminal of the storage display 43. The displacement measuring elements 41 monitor the changes in soil displacement during the application of dynamic impact load and transmit this change information to the data acquisition unit 42. After being processed into digital information by the data acquisition unit 42, the information is transmitted to the storage display 43. In this embodiment, the spacing between adjacent displacement measuring elements 41 is 2-3m. In other embodiments, the spacing can be adjusted according to the actual situation. The displacement measuring elements 41 are displacement gauges or strain gauges.

[0046] In this embodiment, the test frame 1 also includes two mounting columns 13. The two mounting columns 13 are located at both ends of the upper fixed frame 11; the upper fixed frame 11 is fixed to the upper end of the mounting columns 13, and the lower lifting frame 12 is slidably fitted onto the middle area of ​​the mounting columns 13. The lower lifting frame 12 can be fixed by a limiting component 14. The limiting component 14 includes a limiting groove and a limiting bolt. The limiting groove consists of multiple grooves spaced apart along the length of the mounting column 13. When the lower lifting frame 12 moves to a preset position, the lower lifting frame 12 is fixed to the preset position of the mounting column 13 by the limiting bolt passing through the lower lifting frame 12 and limiting it with the limiting groove. This allows the lower lifting frame 12 to slide up and down within a certain range to adjust its position, allowing the vibration assembly 3 to adjust its relative position to the roadbed 5 surface to apply different dynamic impact loads to the roadbed 5 surface. Furthermore, the mounting columns 13 are provided with reinforcing ribs 15 at their bottom to further ensure the installation stability of the test frame 1.

[0047] During static load simulation, the screw jack 21 contacts the lower lifting frame 12; as the screw jack 21 continues to apply pressure, the lower lifting frame 12 drives the vibrating hammer 31 to move downward until the vibrating hammer 31 is in close contact with the road surface; the screw jack 21 continues to apply pressure, and the force of the jack is applied to the road surface of the subgrade 5 through the lower lifting frame 12 and the vibrating component 3 in sequence; the magnitude of the static load applied to the road surface of the subgrade 5 by the screw jack 21 is displayed by the axial force gauge 22; the displacement change of the soil layer during the static load application process is monitored by the displacement measuring element 41, and this change information is transmitted to the data acquisition unit 42, which processes it into digital information and then transmits it to the storage display 43.

[0048] During the dynamic impact load simulation, the lower lifting frame 12 is adjusted to a suitable position so that the vibratory hammer 31 can vibrate and impact the roadbed 5; the hammer drive component 32 is turned on, and the frequency converter 33 is adjusted. The rotation of the hammer drive component 32 drives the vibratory hammer 31 to move upward; after the vibratory hammer 31 moves upward a certain distance, the current of the hammer drive component 32 reverses, driving the vibratory hammer 31 to move downward; during the downward movement, the vibratory hammer 31 vibrates and impacts the road surface of the roadbed 5, and this cycle is repeated to apply a dynamic impact load to the road surface of the roadbed 5; the displacement measurement element 41 monitors the soil displacement changes during the application of the dynamic impact load, and this change information is transmitted to the data acquisition unit 42. After being processed into digital information by the data acquisition unit 42, it is transmitted to the storage display 43.

[0049] Although the present invention has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of the invention. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A test device for monitoring roadbed settlement, characterized in that, The system includes a test frame installed on the roadbed, a static pressure application component that applies static loads to the roadbed, a vibration component that applies dynamic impact loads to the roadbed surface, and a displacement detection component that detects the displacement of the roadbed soil layer under static and dynamic loads. The test frame comprises an upper fixed frame and a lower lifting frame arranged in parallel. The static pressure application component is installed on the upper fixed frame, with its force-applying end facing the upper surface of the lower lifting frame. The vibration component is movably installed on the lower lifting frame, with its force-applying end facing the roadbed surface. The detection end of the displacement detection component is located inside the roadbed.

2. The test device for monitoring roadbed settlement according to claim 1, characterized in that, The length of the test frame covers the test area of ​​the roadbed; there are at least two sets of vibration components, and multiple sets of vibration components are arranged along the length of the test frame; the detection ends of the displacement detection components are arranged in an array covering the test area of ​​the roadbed.

3. The test apparatus for monitoring roadbed settlement according to claim 2, characterized in that, Each set of vibration components includes a vibration hammer, a hammer drive, and a frequency converter. The output shaft of the hammer drive is driven to the hammer handle of the vibration hammer through a meshing component. The frequency converter is electrically connected to the hammer drive to adjust the output frequency and output power of the hammer drive.

4. The test apparatus for monitoring roadbed settlement according to claim 3, characterized in that, The output shaft of the hammer drive is arranged horizontally, and the meshing component includes a meshing gear sleeved on the output shaft and a rack fixedly arranged along the length direction of the hammer handle. The meshing gear and the rack mesh with each other.

5. The test apparatus for monitoring roadbed settlement according to claim 3, characterized in that, It also includes two sets of side guide wheels and one set of back guide wheels. The two sets of side guide wheels are located on both sides of the rack axis of the vibratory hammer to form a guide channel for the vibratory hammer to move up and down. The back guide wheels are located on the side of the vibratory hammer away from the rack, and the back guide wheels roll and rub against the vibratory hammer when the vibratory hammer moves vertically.

6. The test apparatus for monitoring roadbed settlement according to claim 5, characterized in that, Each set of side guide wheels includes multiple guide wheels arranged in a vertical direction. The guide wheels are in contact with the surface of the vibrating hammer to roll and rub against the vibrating hammer when the vibrating hammer moves vertically. The back guide wheel assembly includes a mounting back plate and multiple rolling wheels. The mounting back plate is arranged parallel to the vibrating hammer and has a guide gap. The multiple rolling wheels are located in the guide gap and are rotatably mounted on the length direction of the mounting back plate. The surface of the rolling wheels is in contact with the surface of the vibrating hammer.

7. The test apparatus for monitoring roadbed settlement according to any one of claims 1 to 6, characterized in that, The static force application assembly includes a lifting drive and an axial force gauge. The lifting drive is installed in the middle of the upper fixed frame, and the axial force gauge is located on the force application end face of the lifting drive.

8. The test apparatus for monitoring roadbed settlement according to claim 7, characterized in that, The lifting drive component is a jack.

9. The test apparatus for monitoring roadbed settlement according to any one of claims 1 to 6, characterized in that, The displacement detection assembly includes multiple displacement measuring elements, a data acquisition unit, and a storage display. The displacement measuring elements are arranged in an array covering the test area of ​​the roadbed. Each displacement measuring element is electrically connected to the input terminal of the data acquisition unit, and the output terminal of the data acquisition unit is electrically connected to the input terminal of the storage display.

10. The test apparatus for monitoring roadbed settlement according to any one of claims 1 to 6, characterized in that, The test frame also includes two mounting columns located at both ends of the upper fixed frame. The upper fixed frame is fixed to the upper end of the mounting column, and the lower lifting frame is slidably sleeved on the middle area of ​​the mounting column and can be limited to the mounting column by a limiting component.

Images