JP2017223640A - Paved surface crack inspection method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To inspect a place of a crack and a degree of the crack even in the nighttime at which a road surface is dark by mounting a device having a vibration measurement instrument and a traveling speed measurement instrument on a vehicle, making the vehicle travel on a paved surface, and obtaining a measurement result by the device, to inexpensively manufacture an apparatus for use in the inspection, to dispense with the preparation of training data, to determine the inspection of the crack even if a traveling speed is changed, to easily install the vibration measurement instrument without worrying about an installation posture of the vibration measurement instrument, and to easily change the vibration measurement instrument and the vehicle for use.SOLUTION: In the paved-surface crack inspection method, a measurement device having a vibration measurement instrument, a traveling speed measurement instrument, and a vibration information correction instrument on a vehicle, the vehicle is made to travel on a paved surface being an inspection object, a measurement result by the measurement device is obtained, and a place of the crack and a degree of the crack are inspected even if the traveling speed is changed.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a pavement surface crack inspection method for inspecting the location of cracks and the degree of cracks on a pavement surface of a pavement place such as a bridge, a parking lot, a factory site, an airfield, and a plaza.

  A pair of left and right crack detection cameras that are arranged in symmetrical positions protruding forward from the upper part of the car body and that respectively image the road surface from above, and attached to the side surfaces of each of the above cameras, the distance between the camera and the road surface. In a road surface property measuring vehicle for detecting a road width and a vehicle position, comprising an up-and-down distance meter to measure, an image processing device and an arithmetic processing device that are mounted on the vehicle body and process an image based on an output signal of each camera. A road surface property measuring vehicle comprising a CCD built-in type crack detection camera having the same performance as each of the cameras. (Refer to claim 1 of Patent Document 1)

  By introducing size-dependent crossover into a parallel image filter automatic generation system using genetic programming, and selecting and adopting images with cracks from multiple actual pavement images of roads as training data for filter construction An image filter for extracting cracks is automatically constructed from the image, and the entire image of the pavement area to be evaluated is evaluated by applying the image filter for extraction to each block divided into a grid pattern. Extraction of cracks on paved road surface and evaluation method of damage level. (Claim 1 of Patent Document 2)

The road surface step detection logic was defined as follows. Condition 1: The standard deviation of acceleration every 50 [ms] in the longitudinal direction (Y-axis) and the vertical direction (Z-axis) simultaneously increases. Condition 2: Such a portion appears at the time interval of the wheelbase. For formulation, define variables as follows: The observation order is i, and the acceleration data of each axis is X (i), Y (i), and Z (i). SDy (i) and SDz (i) are standard deviations in every 50 [ms] in the front-rear direction (Y-axis) and the vertical direction (Z-axis). The simultaneity index indicating the condition 1 is represented by SDyz (i), and is defined by SDyz (i) = SDy (i) × SDz (i). The step index indicating the condition 2 is represented by Byz (i), and the number of cycles of the wheel base time is defined as Nw, and defined as Byz (i) = SDyz (i) × SDyz (i + Nw). Nw varies depending on the vehicle speed. When the vehicle speed is V [m / s], the wheel base is Lw [m], and the observation period is H [Hz], Nw is given by Nw = Lw × H ÷ V. (See page 4 of Non-Patent Document 1)

JP 08-184422 A JP2011-179874A

Koichi Yagi, Road Level Detection Method Using Accelerometer of Smartphone, ITS Symposium, Japan, ITS Japan, December 11, 2010, CD-ROM, 2-D-04, page 4

  In the method described in Patent Document 1, since a camera is used for crack detection, there are a problem that it is difficult to measure at night when the road surface is dark and a problem that the equipment is expensive.

  In the method described in Patent Document 2, since an image with cracks (cracks) is used as training data, it is difficult to detect problems that require time for preparation work before crack detection and cracks that differ from training data. There is a problem.

  In the method described in Non-Patent Document 1, since the step index is obtained by the product of the measured accelerations, even if the same place is measured, if the traveling speed is different, the index value is greatly different, and the inspection determination is difficult. Acceleration sensor because the derivation method of the index depends on the axial direction (installation posture) of the acceleration sensor used, the observation period of the acceleration sensor, and the wheelbase of the vehicle used (distance between the front and rear wheels) There are a problem that it is difficult to adjust the posture at the time of installation, and a problem that it is difficult to change the sensor to be used and the vehicle to be used.

  The present invention is intended to solve such a conventional problem. A device equipped with a vibration measuring device and a traveling speed measuring device is mounted on a vehicle, and the vehicle travels on a pavement surface to be inspected. Even if the road surface is dark, it is possible to inspect the location of cracks and the degree of cracking, to make equipment used for inspection inexpensive, to eliminate the need to prepare training data, even if the traveling speed changes The purpose is to be able to judge crack inspection, to enable easy installation without worrying about the installation posture of the vibration measuring instrument, and to easily change the vibration measuring instrument and vehicle to be used.

(1) In the pavement surface crack inspection method for inspecting whether there are cracks on the pavement surface, a device that inputs the vibration measurement period of the vibration measuring instrument, the traveling speed measuring instrument, and the vibration measuring instrument to the vehicle or automatically determines It is equipped with a device that runs on the pavement surface to be inspected, obtains the measurement result by the measurement device, and inspects the location of the crack and the degree of cracking even using a vibration measuring instrument with a different vibration measurement cycle And
(2) In the pavement surface crack inspection method for inspecting whether there is a crack on the pavement surface, the vehicle is equipped with a vibration measuring instrument, a traveling speed measuring instrument, and a vibration information corrector for correcting vibration information according to the traveling speed. A measuring device is mounted, traveling on a pavement surface to be inspected, a measurement result obtained by the measuring device is obtained, and the location of cracks and the degree of cracking are inspected even when the traveling speed fluctuates.
(3) In (2), even if a device that inputs the vibration measurement cycle of the vibration measurement device or a device that automatically determines the vibration measurement is used and the vibration measurement device has a different vibration measurement cycle, the crack location and the degree of cracking It can be inspected.
(4) In any one of (1) to (3), one or more of a device for displaying or inputting an installation posture of the vibration measuring instrument, or an automatically judging device, and vibration information according to the installation posture It is characterized by the fact that it can be inspected for the location of cracks and the degree of cracking, regardless of the position of the vibration measuring instrument.
(5) In any one of (1) to (4), a vehicle having a front wheel and a rear wheel is used for inspection, and a device for inputting a distance between the front wheel and the rear wheel of the vehicle to be used or a device for automatically determining It is characterized by being able to check the location of cracks and the degree of cracks with high accuracy by suppressing misrecognition even when noise is generated in the vibration measuring instrument.
(6) In any one of (1) to (5), a device for inputting a judgment reference value according to the vehicle used for the inspection is provided, and even if a different vehicle is used for the inspection, the location of the crack and the degree of the crack It can be inspected.
(7) In any one of (1) to (5), a device for inputting vibration characteristics of a vehicle used for inspection or a device for estimating vibration characteristics of a vehicle by analyzing vibration information obtained from a vibration measuring instrument Even if one or more vehicles are provided and different vehicles are used for inspection, the location of cracks and the degree of cracks can be inspected without inputting a criterion value according to the vehicle.

  The vehicle is equipped with a device equipped with a vibration measuring instrument and a running speed measuring instrument, travels on the pavement surface to be inspected, and obtains measurement results from the device, so that the location and cracking of the crack can be found even at night when the road surface is dark. By providing a vibration information corrector that corrects the vibration information according to the traveling speed, the advantage that it is possible to inspect the degree of, the advantage that the equipment used for the inspection can be made inexpensive, the advantage that it is not necessary to prepare training data, There are the advantages of being able to judge crack inspection even if the traveling speed changes, the advantage of being able to install easily without worrying about the installation posture of the vibration measuring instrument, and the advantage of being able to easily change the vibration measuring instrument and vehicle to be used .

FIG. 1 is a schematic diagram of a use scene of the present invention for inspecting a crack existing on a pavement surface such as a road to be inspected. FIG. 2 is a schematic diagram of an example of installation of a measurement device on a measurement vehicle. FIG. 3 is a flow chart of the pavement surface crack inspection method. FIG. 4 is a diagram of a vibration model schematically representing a vehicle.

  In the following explanation, it is assumed that cracks are inspected on the road, but it can be applied to paved areas such as bridges, parking lots, factory premises, airfields, and plazas.

  FIG. 1 shows a schematic diagram of a use scene of the present invention for inspecting a crack existing on a pavement surface such as a road to be inspected. In order to detect defects on the pavement surface 1 to be inspected at an early stage and to properly maintain and manage them, inspect whether or not there is a crack 2 which is one of the defects, where it exists, and how much the crack is. There is a need.

  In order to detect the crack 2, a general-purpose vehicle is used as the measurement vehicle 3. In the following description, an ordinary passenger car is assumed and described, but a truck, bus, motorcycle, bicycle, bogie, forklift, airplane, or the like that travels on the pavement surface 1 by wheels can be used. A measurement device 4 is mounted on the measurement vehicle 3 and travels on the pavement surface 1 to be inspected.

  FIG. 2 shows a schematic diagram of the mounting state of the measuring device 4 on the measuring vehicle 3. The measuring device 4 is fixed to the measuring vehicle 3. In FIG. 2, it is fixed perpendicularly to the center of the dashboard and at right angles to the direction of travel, but it may be installed anywhere on the vehicle. good. The measuring device 4 includes an accelerometer capable of measuring acceleration in three orthogonal directions as a vibration measuring instrument, and a GPS as a traveling speed measuring instrument, and obtains an acceleration response for each traveling point. The measuring device 4 is not limited to a dedicated device equipped with an accelerometer and GPS, and can be a general-purpose device such as a smartphone. The vibration measuring instrument provided in the measuring device 4 does not prevent the use of a speedometer, an angular velocity meter, or an angle meter in place of the accelerometer, and does not prevent changing to an accelerometer having one or more axes instead of three axes. Moreover, it does not prevent using a plurality of measuring instruments in combination. The traveling speed measuring instrument provided in the measuring device 4 does not prevent the use of other measuring instruments such as a device that measures the speed from the rotational speed of the tire instead of the GPS, and does not prevent the use of a plurality of measuring instruments in combination. .

  FIG. 3 shows a flow chart of the pavement surface crack inspection method. The vibration state of the measuring vehicle 3 that is running is measured by the accelerometer 11 provided in the measuring device 4 of FIG. 2, and the acceleration at each time (hereinafter also referred to as acceleration) is measured, and the measurement vehicle 3 of FIG. Measure travel speed and travel location. The acceleration obtained by the accelerometer 11 is transmitted to the installation posture estimation 13, the posture correction 14, and the measurement cycle determination 17. The travel speed and travel location obtained by the GPS 12 are the installation posture estimation 13, the front and rear wheel distance estimation 15, the speed dependency correction 16, the delay time calculation 19, the position information addition 22, and the vehicle dependency correction 32. To be told.

  In the installation posture estimation 13, when the traveling speed obtained from the GPS 12 is zero, that is, the direction of acceleration while the vehicle is stopped is determined as the vertical direction, and the direction and magnitude are determined as the gravity component. The direction of acceleration obtained by subtracting the gravity component from the acceleration observed when the traveling speed is increasing or decreasing is determined as the front-rear direction. The direction of acceleration obtained by subtracting the gravity component from the acceleration observed when the traveling direction obtained from the GPS 12 is changing, that is, when turning, is determined as the left-right direction. In the installation posture estimation 13, correction is further made by adding a condition that the vertical direction, the front-rear direction, and the left-right direction are orthogonal to each other, thereby improving the determination accuracy of the installation posture of the accelerometer 11. The determination result in the installation posture estimation 13 is transmitted to the posture correction 14.

  In the posture correction 14, the acceleration measured by the accelerometer 11 is used as the vertical direction, the front-rear direction, and the left-right direction determined by the installation posture estimation 13, the X-axis is the left-right direction, the Y-axis is the front-rear direction, and the Z-axis is The axes are aligned by rotating the coordinates so that they are in the vertical direction. The relationship between each axis of XYZ and the actual direction does not prevent the X axis from changing to the front-rear direction or the like. The acceleration corrected by the posture correction 14 is transmitted to the front and rear wheel distance estimation 15, the speed dependence correction 16, and the vehicle characteristic estimation 31.

  In the front-rear wheel distance estimation 15, for the acceleration aligned in the axial direction from the posture correction 14, a standard deviation for a short time, for example, 0.05 seconds is obtained for each axial direction, and a time at which the standard deviation becomes a maximum value is obtained. Find the time interval. The distance is obtained by multiplying the time interval by the traveling speed from the GPS 12. This process is repeated every time the maximum value appears, and a histogram of how many times the maximum value appears for each calculated distance is created. When the measurement vehicle 3 passes through the crack 2, it passes in the order of the front wheels and the rear wheels, and the measurement vehicle 3 vibrates in each order. Therefore, the peak of the histogram appears in the distance between the front wheel and the rear wheel of the measurement vehicle 3. From this, the distance between the front and rear wheels is estimated from the distance giving the peak of the histogram. The standard deviation of the acceleration is not limited to a standard deviation with respect to one representative axis, or a combined acceleration of a plurality of axes. The result of the front and rear wheel interval estimation 15 is transmitted to the delay time calculation 19.

The vibration model shown in FIG. 4 is applied to the measurement vehicle 3, and the vehicle specific estimation 31 and the vehicle dependence correction 32 of FIG. 3 are performed. Where Z is the amount of road surface unevenness, x1 vertical displacement at the tire center position, x2 is vertical displacement at the top of the suspension, K1 is the tire spring constant, K2 is the suspension spring constant, C2 is the damping coefficient, and m1 is the unsprung mass. , M2 represents the sprung mass. Here, this vibration model can be expressed by the equations of motion of Equation (1) and Equation (2). When the parameters of the spring constant, the damping coefficient, and the mass are replaced by the equations (3) to (6), the equation of motion can be expressed by the equations (7) and (8). Here, ω is a resonance frequency, and h is an attenuation ratio.

  In the vehicle characteristic estimation 31, frequency analysis is performed on the acceleration in the vertical direction out of the accelerations aligned in the axial direction from the posture correction 14 by fast Fourier transform or other methods, and an amplitude for each frequency is obtained. The frequency at which the amplitude becomes maximum in the vicinity of 1.5 Hz is extracted as ω2. Further, the corresponding attenuation ratio h2 is estimated by the half width method or the like. The frequency at which the amplitude becomes maximum in the vicinity of 15 Hz is extracted as ω1. A frequency having a maximum amplitude between ω2 and ω1 is extracted as ω21. The resonance frequency and the damping ratio are transmitted to the vehicle dependence correction 32.

In the vehicle dependence correction 32, the resonance frequency and the attenuation ratio from the vehicle characteristic estimation 31, the vertical acceleration transmitted from the attitude correction 14 via the vehicle characteristic 31, and the position from the GPS 12 are received. Since the vertical acceleration includes a gravitational component, a high-pass filter is applied and second-order integration is performed to obtain the vertical displacement amount x2 on the spring. Equation (7) is solved to determine the unsprung vertical displacement x1. Further, Equation (8) is solved to determine the vertical displacement amount Z under the tire. The acceleration from the posture correction 14 is measured at a position above the suspension by the accelerometer 11, and is affected by the suspension of the measurement vehicle 3 and the hardness of the tire. The value is different. The vertical displacement amount Z under the tire obtained by the above calculation removes these influences, so that the same value can be obtained even if the vehicle types are different. The vertical acceleration is affected by the running speed because of the amount of vertical change per unit time, but the vertical displacement is not affected by the running speed because it is the vertical distance. Here, the amount of unevenness of the road surface for each location, that is, the longitudinal profile is obtained by combining the vertical displacement amount Z under the tire with the position information from the GPS 12. The longitudinal profile is transmitted to the vibration feature extraction 18.
It is not prohibited to apply another vibration model to the measurement vehicle 3 and to use another equation representing the relationship between road surface unevenness and acceleration instead of the equation of motion.

  In the speed dependence correction 16, the speed dependence correction is performed on the basis of the traveling speed measured by the GPS 12 with the acceleration obtained by aligning the axial direction from the attitude correction 14. Since the vibration of the vehicle increases as the traveling speed increases, the determination result of the degree of cracking from the magnitude of the vibration of the vehicle varies depending on the traveling speed. In order to obtain a stable determination result, a value obtained by dividing the acceleration by the traveling speed is obtained, and this value is used for crack inspection as an acceleration (hereinafter, normalized acceleration) expected when traveling at a specified speed. The normalized acceleration is transmitted to the vibration feature extraction 18.

  In the measurement cycle determination 17, the measurement cycle of the accelerometer 11 is determined. Although the vibration of the vehicle continuously occurs, the accelerometer 11 outputs an acceleration at a constant time interval, for example, every 1/100 second as a measurement result. The time interval at this time is called a measurement cycle. When a general-purpose smartphone or the like is used for the measurement device 4 in FIG. 2, the measurement cycle varies depending on the smartphone used. A measurement cycle is obtained from the time interval between the acceleration measurement time at a certain time and the next measurement time. Depending on the smartphone, the time interval may not be stable and stable, and it is not hindered to create a histogram by counting the number of appearances for each time interval and to obtain the most frequently occurring time interval as a measurement cycle. The average value and median value can be used instead of the most frequently occurring time interval. The measurement period is transmitted to the vibration feature extraction 18 and the delay device 20.

  In the vibration feature extraction 18, either one or both of the normalized acceleration from the speed dependency correction 16 and the longitudinal profile from the vehicle dependency correction 32 is used to obtain a value indicating the characteristic caused by the crack. This is transmitted to the delay device 20 and the front and rear wheel feature extraction 21.

  In the vibration feature extraction 18, a method for obtaining a value indicating a feature caused by a crack based on the normalized acceleration from the speed dependency correction 16 will be described. It is obtained by a method improved from the method of Non-Patent Document 1. Instead of the product of the standard deviation of acceleration in the vertical direction and the longitudinal direction (hereinafter referred to as simultaneity index), the product of the standard deviation of normalized acceleration in the vertical direction and the longitudinal direction (hereinafter referred to as the normalized simultaneity index) is obtained. Is a value indicating the characteristics due to cracks. When passing through the crack 2, an acceleration fluctuation of a high frequency, for example, 20 Hz or more is observed. In the normalized simultaneity index, frequency is not taken into account, and there is a risk of erroneous recognition. Apply fast Fourier transform to vertical acceleration or normalized acceleration for a short time, for example 1 second or less, to obtain frequency characteristics, determine whether high frequency components are included, and if not, it will not be caused by cracks Judge. Since the number of data needs to be a power of 2 in the fast Fourier transform, the number of powers of 2 that is 1 second or less is obtained and calculated using the measurement cycle from the measurement cycle determination 17. The determination of whether or not a high frequency component is included is not limited to implementation by other methods such as using a high-pass filter as well as fast Fourier transform. The result extraction in the vibration feature extraction 18 does not disturb the method based on either the normalized simultaneity index and whether a high frequency component is included, or the method based on both. The extraction result is transmitted to the delay device 20 and the front and rear wheel feature extraction 21.

  In the vibration feature extraction 18, a method for obtaining a value indicating a feature caused by a crack from a longitudinal profile from the vehicle dependence correction 32 will be described. The longitudinal profile includes road surface elevation changes, swells, and local deformations. Since the cracked portion of the crack is a local deformation, a local profile is obtained by applying a 1 m high-pass filter to extract the local deformation from the longitudinal profile. In the pavement survey / test method manual, the cracks are calculated by dividing the cracks into 50-cm sections with no cracks, one crack, and two or more cracks. In order to detect two cracks, the standard deviation of the local profile is obtained every 25 cm in the traveling direction. If the standard deviation is 5 mm or more, the 50 cm section is extracted as cracked. The extraction result is transmitted to the delay device 20 and the front and rear wheel feature extraction 21. It does not prevent implementation by changing the parameters such as 1 m, 25 cm, and 5 mm.

  In the delay time calculation 19, the distance between the front and rear wheels from the front and rear wheel space estimation 15 is divided by the traveling speed from the GPS 12, and the time from when the front wheels pass through a certain point until the rear wheels pass (hereinafter referred to as front and rear wheels). Time). The front and rear wheel times are transmitted to the delay device 20.

  In the delay device 20, the extraction result from the vibration feature extraction 18 is delayed by the front and rear wheel time from the delay time calculation 19 and transmitted to the front and rear wheel feature extraction 21.

  In the front and rear wheel feature extraction 21, the latest extraction result from the vibration feature extraction 18 and the previous extraction result by the front and rear wheel time are obtained from the delay device 20, and the product (hereinafter referred to as front and rear wheel simultaneous index) is calculated. The extraction result from the vibration feature extraction 18 corresponds to the vibration feature when the rear wheel is traveling on the crack, and the extraction result from the delay device 20 corresponds to the vibration feature when the front wheel travels on the crack. The simultaneous index also increases, but when noise occurs in the accelerometer 11, only one increases, so the front and rear wheel simultaneous index decreases, and noise can be removed. The front and rear wheel simultaneous index is transmitted to the position information adding unit 22.

  In the position information addition 22, the position is determined from the time relationship between the position information from the GPS 12 and the front and rear wheel synchronism index from the front and rear wheel feature extraction 21, and the position information is added to the front and rear wheel synchronism index. The front-rear wheel synchronism index to which the position information is assigned is output as a crack position / degree 23.

  It is not prohibited to change the processing order with respect to the embodiment described above. For example, instead of the acceleration from the accelerometer 11 for the measurement cycle determination 17, the normalized acceleration from the speed dependence correction 16 is used. The position information addition 22 is an acceleration before obtaining the front-rear wheel synchronism index from the front-rear wheel feature extraction 21. Implementation in various forms, such as applying the speed dependency correction 16 to the acceleration from the total 11 before the posture correction 14 or after the front and rear wheel feature extraction 21, is not hindered.

  It is not prohibited to omit or modify a part of the processing in the embodiment described above. For example, a measurement cycle input device is used instead of the measurement cycle determination 17, the measurement cycle determination 17 is eliminated by using a device whose measurement cycle is known in advance for the accelerometer 11, and installation instead of the installation posture estimation 13. It can be installed by using an orientation input device, displaying information on the installation posture instead of the installation posture estimation 13 and the posture correction 14, for example, the direction of gravity to facilitate manual adjustment of the installation posture, and limiting the installation posture. By eliminating the posture estimation 13, replacing the front-rear wheel interval estimation 15 with an input device for the front-rear wheel interval, and making the vehicle used for measurement a vehicle with a specific length between the front-rear wheels, the front-rear wheel interval estimation 15, vehicle front and rear wheel estimation 15, delay time calculation 19, delay device 20, front and rear wheel feature extraction 21, and vehicles and carts that are not separated into front and rear wheels, such as handcarts. Be applied to, it does not interfere also. Constants such as the length of time given in the embodiment do not prevent the change, and the implementation method of various operations does not prevent the implementation in various forms such as a digital method, an analog method, a hardware method, and a software method. In addition, various modifications can be made without departing from the scope of the present invention.

DESCRIPTION OF SYMBOLS 1 Pavement surface 2 Crack 3 Measuring vehicle 4 Measuring device 11 Accelerometer 12 GPS
DESCRIPTION OF SYMBOLS 13 Installation posture estimation 14 Posture correction 15 Front-and-rear wheel space estimation 16 Speed dependence correction 17 Measurement period judgment 18 Vibration feature extraction 19 Delay time calculation 20 Delay device 21 Front-and-rear wheel feature extraction 22 Position information addition 23 Crack position and degree 31 Vehicle characteristic estimation 32 Vehicle dependence correction

Claims (7)

  In the pavement surface crack inspection method for inspecting whether there are cracks on the pavement surface, a device that inputs the vibration measurement period of the vibration measuring instrument, the traveling speed measuring instrument, and the vibration measuring instrument to the vehicle or a device that automatically determines it. A pavement that is mounted, travels on the pavement surface to be inspected, obtains measurement results from the measuring device, and inspects the location of cracks and the degree of cracking even when using vibration measuring instruments with different vibration measurement cycles. Surface crack inspection method.   In a method for inspecting cracks in a pavement surface for inspecting whether or not there are cracks on the pavement surface, a measuring device having a vibration measuring device, a traveling speed measuring device, and a vibration information correcting unit for correcting vibration information according to the traveling speed on the vehicle. A pavement surface crack inspection method comprising: mounting, traveling on a pavement surface to be inspected, obtaining a measurement result by the measuring device, and inspecting the location of the crack and the degree of the crack even when the traveling speed fluctuates.   3. The method for inspecting a crack on a pavement surface according to claim 2, wherein a device for inputting a vibration measurement cycle of a vibration measuring device or a device for automatically determining is mounted, and even if a vibration measuring device having a different vibration measuring cycle is used, the crack is used. A pavement surface crack inspection method characterized by being able to inspect the location and the degree of cracks.   In the pavement surface crack inspection method according to any one of claims 1 to 3, one or more of a device for displaying an installation posture of a vibration measuring instrument, a device for inputting, or a device for automatically determining; A pavement surface crack inspection method, which is equipped with a device that corrects vibration information according to the installation posture, and can inspect the location and degree of cracking regardless of the posture of the vibration measuring device.   5. A method for inspecting a pavement surface crack according to any one of claims 1 to 4, wherein a vehicle having front and rear wheels is used for inspection, and a distance between the front and rear wheels of the vehicle to be used is input. A pavement surface crack inspection method, which is equipped with an automatic determination device and can accurately inspect the location of cracks and the degree of cracks by suppressing false recognition even when noise is generated in a vibration measuring instrument.   The method for inspecting cracks in a pavement surface according to any one of claims 1 to 5, further comprising a device for inputting a judgment reference value according to a vehicle used for the inspection, even if a different vehicle is used for the inspection. A pavement surface crack inspection method characterized by being able to inspect the location and the degree of cracks. 6. A method for inspecting a pavement surface crack according to claim 1, wherein the vibration characteristics of the vehicle are determined by analyzing vibration information obtained from a device or a vibration measuring instrument for inputting vibration characteristics of the vehicle used for inspection. It has one or more of the devices to be estimated, and further has a device for correcting the vibration information obtained from the vibration measuring device according to the vibration characteristics of the vehicle. A pavement surface crack inspection method characterized by being able to inspect the location of cracks and the degree of cracks without inputting a criterion value.