JP2008116294A - Method for measuring road surface properties - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for measuring inexpensive road surface properties capable of measuring the road surface properties, using less working labor and time. <P>SOLUTION: In this method for measuring road surface properties, flatness σ, track drill depth D, and crack rate C as the reference for repair of the road surface are measured. A vehicle 3, having a vibration measuring apparatus 2, is made to travel at a constant speed, the frequency in a predetermined segment of a measured road surface 1 is detected, the flatness property σ in the segment is determined from the frequency, based on the correlation table of the flatness properties, with respect to the previously formed frequency, thereby measuring the flatness σ. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a road surface property measuring method for measuring flatness, rutting depth, and cracking rate of a road surface that serves as a reference for repairing the road surface.

  When repairing roads, measure the road surface properties to measure the deterioration of the road surface, calculate the pavement evaluation value (MCI (maintenance control index) value) from the measured value, and use that as the evaluation value. The order of repair work is determined accordingly. That is, repair work is basically performed from the road surface where the progress of pavement deterioration is large. In the road surface property measurement, the flatness of the road surface, the rutting depth, and the crack rate are measured, and the MCI value is calculated from these values.

  Conventionally, there are various methods for measuring road surface properties, and one of them is to use a road surface property measuring vehicle (see, for example, Patent Documents 1 to 3). The road surface property measuring vehicle is a vehicle that can measure flatness, rutting depth, and crack rate while traveling. The road surface property measuring vehicle, for example, detects the height from the road surface by reflection of the laser beam irradiated onto the road surface from directly above, captures the road surface image while superimposing it on the distance signal, and automatically analyzes it with a dedicated real-time image processor Measure flatness data with high accuracy. Further, the road surface property measuring vehicle detects a crack having a width of 1 mm or more and calculates a crack rate while taking a road surface image and using a laser and a photodetector. Furthermore, the road surface property measuring vehicle records, for example, a reflected image by a laser beam scanned on the road surface from directly above with a CCD camera, and the image data is automatically analyzed by a dedicated real-time image processor to obtain an accurate rutting depth. Measure. According to the road surface property measuring vehicle as described above, accurate measurement data can be obtained in a short time.

  In addition, as a simple road surface property measuring method, there was the following method.

  A 3 meter profilometer is used to measure the flatness of the road surface. The 3-meter profilometer is equipped with a measuring device that measures the distance to the road surface in the middle of the 3-meter linear member, and pulls in the longitudinal direction of the linear member along the running direction of the road surface. The distance between the member and the road surface is measured, and the flatness in the traveling direction of the road surface is measured.

  To measure the crack rate on the road surface, do not use a measurement tester in particular, check the crack position and length with a stick measure, etc., and sketch on the graph paper. Then, the crack rate is calculated by checking the presence or absence of cracks in the unit cell of the graph paper.

In order to measure the rutting depth of the road surface, a transverse unevenness profilometer is used. The transverse unevenness profilometer has a linear member having a length equivalent to the width of one lane of the road, and a measuring device that is movably provided in the longitudinal direction of the linear member and measures the distance from the road surface. It is arranged along the crossing direction of the road surface, and is configured to measure the rutting depth by measuring the distance from the road surface while moving the measuring device in the crossing direction.
JP 2000-194983 A Japanese Patent Laid-Open No. 10-2727 JP-A-9-96515

  However, the road surface property measuring vehicle is very expensive (100 million units), and there is a problem that a very high cost (several millions to tens of millions of yen) is required to perform the road surface property measurement. For this reason, road surface property measuring vehicles are used on roads managed by the country and prefectures, but the current situation is that budgets do not match on roads managed by municipalities. Therefore, the road managed by the municipality adopts the simple road surface property measuring method as described above, but this road surface property measuring method has the following problems.

  When measuring flatness using a 3 meter profilometer, the device itself is relatively inexpensive, but the measurement speed is slow and very long because the operator pulls it manually. It took time and effort. In addition, when measuring the rutting depth using a transverse unevenness profile meter, it is necessary to completely block one lane during the measurement, which affects traffic and reads the maximum rutting depth. Is required. In addition, when measuring the crack rate on the road surface, no measuring instrument is used, so it can be measured at low cost, but the measurement accuracy depends on the skill of the measurement operator, and the work is very difficult. It takes a lot of time and effort.

  Therefore, the present invention has been devised to solve the above-described problems, and an object thereof is to provide a road surface property measuring method that can measure road surface properties at low cost and with less work and time.

  The invention according to claim 1 for solving the above-mentioned problem is equipped with a vibration measuring instrument in a road surface property measuring method for measuring flatness, rutting depth, and crack rate of a road surface, which is a reference for repairing the road surface. By driving the vehicle at a constant speed, detecting the frequency in a predetermined section of the road surface to be measured, and determining the flatness in the section according to the frequency, the flatness It is a road surface property measuring method characterized by measuring.

  According to such a method, since the flatness is measured according to the vibration frequency detected by the vibration measuring device mounted on the vehicle, it can be measured while the vehicle is running, and the conventional 3 meter profilometer can be used. Compared to the case of using it, the labor and time can be greatly reduced. Furthermore, the vibration measuring device is significantly less expensive than the road surface property measuring vehicle.

  The invention according to claim 2 is characterized in that the flatness is determined based on a correlation table of flatness with respect to the frequency, which is formed in advance. It is.

  According to such a method, since flatness is determined based on actually measured data, highly accurate flatness data can be obtained.

  The invention according to claim 3 is a road surface property measuring method for measuring flatness, rutting depth, crack ratio of a road surface which is a reference for repairing the road surface, and a plurality of road surfaces corresponding to plural rutting depths. A surface shape pattern diagram illustrating the surface shape is formed, and on the other hand, a line extending in the transverse direction is drawn at a predetermined position on the road surface to be measured, and the line is observed from a predetermined angle and compared with the surface shape pattern diagram. Then, the road surface property measuring method is characterized in that the rubbing depth is determined by selecting the closest surface shape pattern diagram.

  According to such a method, the measurement operator can compare the measured road surface and the surface shape pattern diagram from a predetermined height at a predetermined position on the side of the measured road surface or on the side of the measured road surface. Therefore, the labor and time can be greatly reduced as compared with the case of using a conventional transverse unevenness profilometer. Furthermore, it is cheaper than a road surface property measuring vehicle, and is also considerably cheaper than a transverse unevenness profilometer.

  In the invention according to claim 4, the surface shape pattern diagram is formed by illustrating the road surface shape on a transparent sheet, and the surface shape pattern diagram is observed so as to cover the measured road surface, The road surface property measuring method according to claim 3, wherein the measured road surface and the surface shape pattern diagram are compared.

  According to such a method, since the road surface to be measured and the surface shape pattern diagram can be directly observed on the line of sight, the comparison can be made in a short time and the measurement accuracy of the rutting depth can be improved. Can be increased.

  The invention according to claim 5 is a road surface property measuring method for measuring flatness, rutting depth, and crack rate of a road surface, which is a reference for repairing the road surface, wherein a plurality of crack shapes corresponding to a plurality of crack rates are provided. In the road surface property measuring method, a crack pattern diagram is formed, and the crack rate is determined by selecting the closest crack pattern diagram by comparing the crack pattern diagram with the road surface to be measured. is there.

  According to such a method, the measurement operator can determine the crack rate simply by comparing the measured road surface and the crack pattern diagram from the measured road surface or from the measured road surface, greatly reducing the labor and time. Can be reduced. In addition, the accuracy is almost the same as in the conventional method of sketching on graph paper. Furthermore, it is inexpensive compared with the road surface property measuring vehicle, and it can be measured at low cost because no consumables are required and the number of workers is small compared with the sketching method.

  In the invention according to claim 6, the crack pattern diagram is formed by showing the crack shape on a transparent sheet, and the crack pattern diagram is observed so as to cover the measured road surface. The road surface property measuring method according to claim 5, wherein the crack pattern pattern is compared with the crack pattern diagram.

  According to such a method, since the road surface to be measured and the crack pattern diagram can be directly observed by overlapping on the line of sight, the comparison can be performed in a short time and the measurement accuracy of the crack rate can be improved. it can.

  According to the present invention, it is possible to obtain an excellent effect that the road surface property can be measured at a low cost with less work and time.

  Next, the best mode for carrying out the present invention will be described in detail with reference to the accompanying drawings. In the description, the same elements are denoted by the same reference numerals, and redundant description is omitted.

  FIG. 1 is a side view showing a state of measuring the flatness of the best mode for carrying out the road surface property measuring method according to the present invention, and FIG. 2 is a correlation showing the relative relationship between the frequency and the flatness. FIG. 3, FIG. 3 is a perspective view showing a state of measuring the rutting depth of the best mode for carrying out the road surface property measuring method according to the present invention, and FIG. 4 is a side view showing a measuring position of the rutting depth. FIG. 5, FIG. 5 is a front view showing a surface shape pattern diagram of the best mode for carrying out the road surface property measuring method according to the present invention, and FIG. 6 is the best view for carrying out the road surface property measuring method according to the present invention. 7 is a front view showing another surface shape pattern diagram, FIG. 7 is a perspective view showing a measured road surface for measuring the crack rate, and FIG. 8 is the best mode for carrying out the road surface property measuring method according to the present invention. It is the front view which showed the crack pattern figure.

  The road surface property measuring method according to the present embodiment is a method of measuring a road surface deterioration state, and measures road surface flatness, rutting depth, and cracking rate. The measurement result obtained by the road surface property measuring method is used to calculate an MCI (maintenance control index) value that determines the order of road repair work.

  First, a method for measuring the flatness σ of the road surface (measured road surface 1) among the road surface property measuring methods will be described. When measuring the flatness σ, as shown in FIG. 1, the vehicle 3 equipped with the vibration measuring device 2 is made to travel on the road surface 1 to be measured at a constant speed (for example, 30 km or 50 km per hour). Then, the vibration measuring device 2 detects the vibration frequency within a predetermined section (for example, 100 meters). Here, in a single measurement, the vehicle travels a long distance and continuously measures a plurality of sections divided by a predetermined length unit.

  In the present invention, the flatness σ of the road surface 1 to be measured is measured by determining the flatness σ in the section according to the detected frequency. This utilizes the phenomenon that when the flatness σ is poor (the flatness σ has a large numerical value), a lot of vibration is generated in the traveling vehicle 3. Specifically, the flatness σ is determined based on a correlation table (see FIG. 2) of the flatness σ with respect to the frequency formed in advance. The correlation table is obtained by driving a vehicle 3 equipped with a vibration measuring device 2 on a road surface (not shown) for which flatness σ is determined by a conventional method, and measuring the frequency with respect to the predetermined flatness σ. It is formed by performing an actual running test. At this time, the measurement sensitivity (acceleration, speed, displacement, etc.) of the vibration measuring instrument 2 is kept constant. This actual running test is performed a plurality of times on the same road surface, and the average value is calculated, thereby improving the accuracy of the correlation table. In addition, the actual running test is performed on a plurality of road surfaces, and the frequency corresponding to the flatness σ is measured for each of the flatness σ of a plurality of numerical values.

  The correlation table is formed, for example, as shown in FIG. When the frequency at a predetermined travel distance measured by the actual travel test is 0 to 30, the flatness σ is 0 to 0.5. In this case, 0.5 is used to calculate the MCI value. When the frequency is 30 (not including 30) to 50, the flatness σ is 0.5 (not including 0.5) to 1.0. In this case, 1.0 is used to calculate the MCI value. Further, when the frequency is 50 (not including 50) to 100, the flatness σ is 1.0 (not including 1.0) to 1.5. In this case, 1.5 is used to calculate the MCI value. When the frequency increases, the flatness σ also increases as shown in FIG. When the frequency is 1000 (excluding 1000) or more, the flatness σ is 4.0 (excluding 4.0) to 5.0. In this case, 5.0 is used to calculate the MCI value.

  Next, among the road surface property measuring methods, a method for measuring the rutting depth D of the road surface (measured road surface 1) will be described. When measuring the rutting depth D, first, as shown in FIG. 3, a line 4 extending in the transverse direction is drawn to a predetermined position as a measurement position of the measured road surface 1. It is preferable that the line 4 is drawn with a chalk or the like and disappears naturally when another vehicle travels after the measurement. Then, as shown in FIG. 4, the line 4 is observed from a predetermined angle α. At this time, it is possible to observe at a predetermined angle α by aligning the line of sight with a predetermined height H at a position separated from the line 4 by a predetermined distance L. Note that it is preferable to observe the line 4 from the inside of the vehicle because it is not affected by wind and rain.

  On the other hand, surface shape pattern diagrams 5a, 5b, 5c, 5d, 5e and 5f (see FIG. 5) illustrating a plurality of road surface shapes corresponding to a plurality of rutting depths D are formed in advance. In each of the surface shape pattern diagrams 5a, 5b, 5c, 5d, 5e, and 5f, the surface shape of the road surface is illustrated on the plate for each rutting depth D, respectively. The plate is composed of a transparent sheet 6 so that the other side of the plate can be transmitted. In each of the surface shape pattern diagrams 5a, 5b, 5c, 5d, 5e, and 5f, a rutting depth D corresponding to the surface shape is displayed. In the present embodiment, the surface shape pattern diagrams 5a, 5b, 5c, 5d, 5e, and 5f are formed in six types, and the rutting depth D is 6 steps of 5 mm, 10 mm, 20 mm, 30 mm, 40 mm, and 50 mm. It is displayed.

  The observation of the line 4 is performed by comparing the surface shape pattern diagrams 5a, 5b, 5c, 5d, 5e, and 5f showing the plurality of road surface shapes with the same or closest surface shape pattern diagrams 5a (5b). , 5c, 5d, 5e, 5f). At this time, the measurement operator puts each surface shape pattern diagram 5a (5b, 5c, 5d, 5e, 5f) on the line of sight and observes it so as to cover the measured road surface 1, and the measured road surface 1 and the surface If the shape pattern diagrams 5a, 5b, 5c, 5d, 5e, and 5f are compared, accurate measurement can be performed in a short time. The numerical value displayed in the selected surface shape pattern diagram 5a (5b, 5c, 5d, 5e, 5f) is the rutting depth D of the road surface 1 to be measured. The measurement of the rutting depth D utilizes the property that the surface looks like a certain shape when the line 4 is drawn on an uneven road surface and observed from a predetermined angle α.

  In addition, the deterioration state of a road surface changes according to the use condition and use environment of a road. Therefore, the surface shape pattern diagram is formed in advance other than that shown in FIG. For example, on an asphalt road surface in which a large vehicle passes frequently at a time when the road surface temperature is high in summer in a warm region, asphalt plastic flow occurs, as shown in FIG. 6, in addition to wear on the road surface. Deformation occurs. Specifically, wear occurs on the surface of the rudder portion that comes into contact with the wheel, and the asphalt at the lower part of the rudder portion is pushed away to both sides, and both sides of the rudder portion rise. 6 types of surface shape pattern diagrams 7a, 7b, 7c, 7d, 7e, and 7f are also formed, and the digging depth D is displayed in six stages of 5 mm, 10 mm, 20 mm, 30 mm, 40 mm, and 50 mm. Yes.

  When high accuracy is required, the rutting depth may be measured using a straight ruler and a wedge member.

  Next, a method for measuring the crack rate C of the road surface (measured road surface 1) among the road surface property measuring methods will be described. As shown in FIG. 7, road cracks mainly include vertical cracks 8a and horizontal cracks 8b. The vertical crack 8a is generated by one or a plurality of lines along the longitudinal direction of the road surface, and is also referred to as a linear crack. Longitudinal cracks 8a frequently occur at the wheel passing position (the position where rutting is generated). The lateral crack 8b occurs along the cross direction of the road surface. Horizontal cracks 8b often occur in places where water pipes and gas pipes and other structures cross the road surface in asphalt pavement. In concrete pavement, the difference in temperature shrinkage between the pavement and the ground is large. In many cases, the joint portion is not fully supported. Although not shown in the drawing, the cracks include a planar crack and a crack at a cutting edge. Planar cracks occur in the form of a turtle shell on the entire pavement surface, and are often generated by the development of linear cracks or due to the properties of the asphalt mixture and construction conditions. Cracks on the cut-off boundary are cracks that occur on the boundary line between the cut portion and the fill portion, and most appear on the surface of the road surface in the same shape as the shape of the cut embankment. Cracks on the cut edge often occur due to uneven settlement below the roadbed.

  When measuring the crack rate C, first, a crack pattern diagram corresponding to a plurality of crack rates such as 10%, 20%,... Is formed. As shown in FIG. 8, in the crack pattern diagrams 9a, 9b, and 9c, a plurality of patterns are formed with the same crack rate (for example, 10%). For example, the crack pattern FIG. 9a shows a pattern in which one vertical crack 8a is generated, which corresponds to a crack rate of 10% per one vertical crack 8a. Crack pattern FIG. 9b shows a pattern in which vertical cracks 8a and horizontal cracks 8b are mixed. In the case of the ratio shown in the figure, the crack rate C is 10%. Crack pattern FIG. 9c shows a pattern including a patching portion 8c that has undergone partial repair. When the ratio of the patching portion 8c is as shown, the crack rate C is 10%. Crack patterns FIGS. 9a, 9b, and 9c are formed by showing various patterns on a plate. The plate is composed of a transparent sheet 6 so that the other side of the plate can be transmitted. In each of the crack patterns 9a, 9b, and 9c, a crack rate C corresponding to the state of the crack (the crack rate C = 10% in FIG. 9) is displayed. In addition, each crack pattern figure 9a, 9b, 9c has a grid-like grid, which makes it easy to compare with the actual road surface. The crack pattern diagram is not limited to that shown in FIG. 9, but is formed for each of a plurality of crack ratios C (5%, 10%, 20%, 30%, 40%, 50%). Further, the crack pattern is not limited to that shown in FIG. 9, and a pattern including a planar crack or a combination of various cracks may be formed.

  When measuring the crack rate C, a plurality of crack pattern diagrams including the crack pattern diagrams 9a, 9b, and 9c are compared with the measured road surface 1, and the same or closest crack pattern diagram is selected. At this time, the measurement operator puts the crack pattern diagrams 9a, 9b, 9c on the line of sight and observes them so as to cover the measured road surface 1, and the measured road surface 1 and the crack pattern diagrams 9a (9b, 9c) Can be measured in a short time and accurately. The numerical value displayed in the selected crack pattern figure 9a (9b, 9c) is taken as the crack rate C of the road surface 1 to be measured. The measurement of the crack rate C utilizes the property that the crack rate C can be roughly determined by the shape and length of the crack.

  As described above, the measured flatness σ, crack rate C, and rutting depth D are entered on a road surface survey sheet composed of a single sheet as shown in FIG. The road surface survey form includes a measurement field description column and a survey data description column so that the road surface data can be confirmed at a glance.

  In the description column of the measurement location, a route name, a measurement point (for example, a kilometer post display), and a lane (for example, distinction between an uplink line and a downlink line, distinction between a traveling lane and an overtaking lane) are described.

  In the description column of the flatness σ of the survey data, a rank indicating the degree of deterioration of the flatness σ from the measured frequency is written. In this embodiment, for example, the rank is c, and σ = 3.0 is used for calculation of the MCI value.

  In the column of the rutting depth D of the survey data, a rank determined by the numerical value of the rutting depth D of the surface shape pattern diagram selected in comparison with the measured road surface is described. In this embodiment, for example, d rank is used, and D = 30 is used for calculation of the MCI value. The rutting depth D, when there is an actual measurement value, is used with priority to increase the measurement accuracy.

  In the crack rate C column of the survey data, a rank determined from the numerical value of the crack rate C of the crack pattern diagram selected in comparison with the measured road surface is described. In the present embodiment, for example, the rank is c, and C = 20 is used for calculating the MCI value.

To calculate the MCI value, the following (Expression 1) to (Expression 4) are used.

First, using (Formula 1), an MCI value in consideration of the flatness σ, crack rate C, and rutting depth D is calculated. When calculated using the numerical values obtained in the present embodiment, MCI = 2.64. Next, using (Formula 2), MCI ₀ in consideration of the rutting depth D and crack rate C is calculated. When calculated using the numerical values obtained in the present embodiment, MCI ₀ = 3.05. Furthermore, MCI ₁ considering the crack rate C is calculated using (Expression 3). When calculated using the numerical values obtained in the present embodiment, MCI ₁ = 4.52. Finally, MCI ₂ in consideration of the rutting depth D is calculated using (Expression 4). When calculated using the numerical values obtained in this embodiment, MCI ₂ = 4.16.

  Then, the MCI values calculated from the above four formulas are compared, and the smallest value is set as a numerical value for evaluating the measured road surface. This evaluation of the measured road surface has an MCI value of 2.64. This is because it is necessary to perform road surface repair if there is a part that is extremely deteriorated. When the management reference value for road surface maintenance and repair is set to MCI = 3, it is determined that the road surface to be measured needs to be repaired. In addition, the road management standard value is a value determined by a road administrator such as a country, a prefecture, or a municipality.

  In the present embodiment, the MCI value is calculated from the four expressions (Expression 1) to (Expression 4) and the smallest value is adopted, but the present invention is not limited to this. Depending on the local situation, the road surface may be evaluated using a selected expression (for example, (Expression 4)) among the four expressions.

  Next, the operation of the road surface property measuring method according to the present embodiment will be described.

  According to this road surface property measuring method, the flatness σ is determined according to the vibration frequency detected by the vibration measuring device 2 mounted on the vehicle 3 that measures the flatness σ. Therefore, the labor and time can be greatly reduced as compared with the case of using a conventional 3 meter profilometer. Further, since the measurement time is short, it is easy to measure a plurality of times, and the measurement accuracy can be improved. Furthermore, the vibration measuring instrument 2 is significantly cheaper than a conventional road surface property measuring vehicle, and the initial cost and running cost can be greatly reduced.

  Further, since the flatness σ is determined based on a flatness correlation table (see FIG. 2) with respect to the frequency formed in advance, the flatness σ is determined based on the actually measured data. High flatness σ data can be obtained.

  On the other hand, according to this road surface property measuring method, crack pattern diagrams 9a, 9b, 9c illustrating a plurality of crack shapes corresponding to a plurality of crack rates C are formed, and the crack pattern diagrams 9a, 9b, 9c are covered. Since the crack pattern C is determined by selecting the crack pattern figure 9a (9b, 9c) that is the same or closest to the measurement road surface 1, the measurement operator can measure the crack from the measured road surface or from the side of the measured road surface. The crack rate C can be determined simply by comparing the measured road surface 1 with the crack pattern diagrams 9a, 9b, and 9c. Therefore, the labor and time for measurement can be greatly reduced. Further, the accuracy of the crack rate C measured as described above is almost the same as that of the conventional method of sketching on graph paper. Furthermore, it is less expensive than a conventional road surface property measuring vehicle, and it can be measured more inexpensively because it requires less consumables and requires fewer workers than a sketching method.

  Further, since the crack pattern diagrams 9a, 9b, and 9c are formed in the transparent sheet 6 so as to illustrate the crack shape, the measured road surface 1 and the crack pattern diagrams 9a, 9b, and 9c are directly overlapped on the line of sight. Therefore, the comparison can be performed in a short time and the measurement accuracy of the crack rate C can be increased.

  On the other hand, according to this road surface property measuring method, a line 4 extending in the transverse direction is drawn at a predetermined position on the road surface to be measured, and this line 4 is observed from a predetermined angle and surface shape pattern diagrams 5a, 5b, 5c, 5d. , 5e, 5f, the same or closest surface shape pattern diagram 5a (5b, 5c, 5d, 5e, 5f) is selected, and the rutting depth D is determined. By simply comparing the measured road surface 1 and the surface shape pattern diagrams 5a, 5b, 5c, 5d, 5e, and 5f at a predetermined position on the measurement road surface or on the side of the measured road surface, the rutting depth D is obtained. Can be determined. Therefore, compared with the case where the conventional cross-projection unevenness profilometer is used, it is possible to greatly reduce the work time and the work time. Further, once the crack pattern diagrams 5a, 5b, 5c, 5d, 5e, and 5f are formed, the measured road surface 1 is compared with the crack pattern diagrams 5a, 5b, 5c, 5d, 5e, and 5f. Because it is only necessary to do it, it costs little. Therefore, it is not only cheaper than the conventional road surface property measuring vehicle, but also significantly cheaper than the transverse unevenness profile meter.

  Furthermore, the surface shape pattern diagrams 5a, 5b, 5c, 5d, 5e, and 5f are formed on the transparent sheet 6 with the road surface shape illustrated, so that the measured road surface 1 and the surface shape pattern diagrams 5a, 5b, and 5c are shown. , 5d, 5e, 5f can be directly observed on the line of sight. Therefore, the comparison can be performed in a short time, and the measurement accuracy of the rutting depth D can be increased.

  That is, according to the present embodiment, the road surface properties can be measured at low cost with less work and time in all items of flatness σ, crack rate C, and rutting depth D. Therefore, the time for blocking the road can be greatly reduced, and the influence on traffic can be reduced.

  As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to the said embodiment, In the range which does not deviate from the meaning of this invention, a design change is possible suitably. For example, in this embodiment, the measurement of the rutting depth D and the measurement (observation) of the crack rate C are performed directly at the measurement site, but the present invention is not limited to this. It is also possible to take a photograph of the line 4 drawn or the cracked state and measure it later in another place. In this way, the time for blocking the road can be further reduced.

It is the side view which showed the state which measures the flatness of the best form for implementing the road surface property measuring method which concerns on this invention. It is the correlation figure which showed the relative relationship between a frequency and flatness. It is the perspective view which showed the state which measures the rutting depth of the best form for implementing the road surface property measuring method which concerns on this invention. It is the side view which showed the measurement position of the rutting depth. It is the front view which showed the surface shape pattern figure of the best form for implementing the road surface property measuring method which concerns on this invention. It is the front view which showed the other surface shape pattern figure of the best form for implementing the road surface property measuring method which concerns on this invention. It is the perspective view which showed the to-be-measured road surface which measures a crack rate. It is the front view which showed the crack pattern figure of the best form for implementing the road surface property measuring method which concerns on this invention. It is the figure which showed the road surface survey form which describes the measured data.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Road surface to be measured 2 Vibration measuring instrument 3 Vehicle 4 Line 5a-5f Surface shape pattern figure 6 Transparent sheet 7a-7f Surface shape pattern figure 9a-9c Crack pattern figure

Claims (6)

In the road surface property measurement method that measures the flatness of the road surface, the rutting depth, and the crack rate, which is the standard for repairing the road surface,
By running a vehicle equipped with a vibration measuring device at a constant speed, detecting the frequency in a predetermined section of the road surface to be measured, and determining the flatness in the section according to the frequency And measuring the flatness. A method for measuring road surface properties. 2. The road surface property measuring method according to claim 1, wherein the flatness is determined based on a correlation table of flatness with respect to the frequency, which is formed in advance. In the road surface property measurement method that measures the flatness of the road surface, the rutting depth, and the crack rate, which is the standard for repairing the road surface,
Forming a surface shape pattern diagram illustrating a plurality of road surface shapes corresponding to a plurality of rutting depths, while drawing a line extending in the transverse direction to a predetermined position of the measured road surface,
The road surface property measuring method, wherein the rutting depth is determined by observing the line from a predetermined angle and selecting a surface shape pattern diagram closest to the surface shape pattern diagram. The surface shape pattern diagram is formed by illustrating the road surface shape on a transparent sheet,
The road surface property measuring method according to claim 3, wherein the surface shape pattern diagram is observed so as to cover the surface to be measured, and the measured surface surface is compared with the surface shape pattern diagram. In the road surface property measurement method that measures the flatness of the road surface, the rutting depth, and the crack rate, which is the standard for repairing the road surface,
By forming a crack pattern diagram illustrating a plurality of crack shapes corresponding to a plurality of crack rates, comparing the crack pattern diagram with the road surface to be measured, and selecting the closest crack pattern diagram, the crack rate can be reduced. A road surface property measuring method characterized by deciding. The crack pattern diagram is formed by illustrating the crack shape on a transparent sheet,
The road surface property measuring method according to claim 5, wherein the cracked pattern diagram is observed so as to cover the measured road surface, and the measured road surface and the cracked pattern diagram are compared.

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