JP7179555B2 - Road surface evaluation device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a road surface evaluation device that acquires road surface shape data in the longitudinal direction and obtains a road surface evaluation value in the longitudinal direction of the road surface such as IRI (International Roughness Index).

One of the road surface evaluation values relating to the longitudinal direction of the road surface is the International Roughness Index (IRI) (hereinafter referred to as IRI). IRI is an evaluation index for road surface unevenness

The IRI is determined by quarter car simulation based on the longitudinal road surface shape data measured by a road surface longitudinal shape measuring device mounted on a road surface condition measuring vehicle. A quarter car simulation is a simulation using a quarter car model that is abstracted by extracting only one wheel from a two-axle, four-wheel vehicle.

A road profile measuring device is composed of, for example, a laser displacement meter and an accelerometer. A laser displacement meter measures the road surface height. The accelerometer measures vertical vibration acceleration. Then, based on the integral value of the measured road surface height and vibration acceleration, the vertical movement of the vehicle itself when traveling along the road surface direction is offset, and the longitudinal road surface corresponding to the mounting position of the laser displacement sensor is detected. The directional shape (road surface height at each position in the longitudinal direction) is obtained.

On the other hand, some road surface condition measuring vehicles are equipped with cross-road height measuring devices for measuring the height of each position in the cross-road direction.

A cross-road height measuring device is used to determine a road surface evaluation value in the cross-road direction, such as the amount of rutting.

In Patent Document 1 (Japanese Unexamined Patent Application Publication No. 10-288516), a light irradiation line as cross-direction shape data of a road surface measured by a scanner is used and processed to obtain a longitudinal line as road surface longitudinal shape data. , describes an invention for three-dimensionally measuring the unevenness profile of a road surface.

In Patent Document 2 (Japanese Patent Application Laid-Open No. 7-98222), the amount of road surface crossing unevenness measured by five vertical displacement gauges is used as the shape data in the cross direction of the road surface, and processed to obtain the flatness of the road surface longitudinal unevenness. An invention that seeks is described.

JP-A-10-288516 JP-A-7-98222

In order to obtain the IRI, which is the road surface evaluation value related to the longitudinal direction of the road surface, the road surface condition measuring vehicle is equipped with a longitudinal road profile measuring device dedicated to acquiring road profile data in the longitudinal direction, in addition to the height measuring device in the transverse direction. There is a need.

In addition, the conventional road surface longitudinal profile measuring equipment can only acquire road surface longitudinal profile data at a specific crossing position corresponding to the mounting position of the laser displacement gauge.

Therefore, in the present invention, when obtaining road surface evaluation values in the longitudinal direction of the road surface such as IRI, the required road surface longitudinal shape data can be obtained without using a dedicated road surface longitudinal shape measuring device. The object is to make it possible only with measuring equipment. Another object of the present invention is to enable acquisition of shape data in the longitudinal direction of the road surface at any desired position in the lateral direction of the road surface.

According to a first aspect of the present invention, a vehicle is provided with a road-crossing direction height measuring unit that measures the height of each position in the road-crossing direction; a road surface crossing direction height data generation unit that generates height data for each position in the road surface crossing direction in association with each position in the road surface crossing direction based on the height at each position in the road surface crossing direction measured by the measuring unit; The height data at each position in the road crossing direction corresponding to each position in the road crossing direction generated by the road crossing direction height data generation unit is obtained by obtaining the height data at each position in the road crossing direction as a straight line at both end positions in the road crossing direction. A correction unit for correcting height data in the cross-road direction, which is assumed to exist, and correction height data for each position in the cross-road direction associated with each position in the cross-road direction height data corrected by the above-mentioned correction unit for height data in the cross-road direction a road surface longitudinal shape data generation unit for generating road surface longitudinal shape data at a desired road surface transverse direction position based on; and a road surface evaluation value measuring unit that measures a road surface evaluation value related to the longitudinal direction of the road surface using directional shape data.

According to a second aspect of the present invention, in the first aspect, the road surface evaluation value relating to the longitudinal direction of the road surface is an IRI (International Roughness Index).

According to a third aspect of the present invention, in the first aspect, the road surface evaluation value in the longitudinal direction of the road surface is flatness.

According to the first aspect of the present invention, it is possible to acquire road surface shape data in the longitudinal direction only by installing a road surface transverse direction height measuring device in a vehicle without installing a dedicated road surface longitudinal shape measuring device. can. In addition, it is possible to obtain shape data in the longitudinal direction of the road surface at any desired position in the lateral direction of the road surface.

According to the second aspect of the present invention, the IRI (International Roughness Index) of the longitudinal shape of the road surface corresponding to any desired transverse road position can be obtained.

According to the third aspect of the present invention, the flatness of the shape in the longitudinal direction of the road surface corresponding to any desired position in the lateral direction of the road surface can be determined.

FIG. 1 is a functional block diagram showing a road surface evaluation device. FIG. 2 is a side view of a vehicle incorporating some of the components of the road surface evaluation device. FIG. 3 is a perspective view explaining the light section method applied to the embodiment. FIG. 4 is a graph illustrating height data at each position in the transverse direction of the road surface. FIG. 5 is a diagram for explaining the amount of rutting, the amount of typical rutting, and the amount of local subsidence. FIG. 6 is a diagram showing height data at each position in the road crossing direction in association with each position in the road longitudinal direction. FIG. 7 is a diagram for explaining the processing performed by the road crossing direction height data correcting unit. FIG. 8 is a diagram for explaining the motion of the quarter car model. FIG. 9 is a diagram comparing the measured IRI between the example and the comparative example. FIG. 10 is a diagram comparing the measured IRI between the example and the comparative example. FIG. 11 is a diagram comparing the measured IRI between the example and the comparative example. FIG. 11 is a diagram comparing the measured IRI between the example and the comparative example.

An embodiment of a road surface evaluation device according to the present invention will be described below with reference to the drawings.

(Configuration of road surface evaluation device)

FIG. 1 is a functional block diagram showing a road surface evaluation device 100. As shown in FIG.

FIG. 2 is a side view of the vehicle 10 incorporating some of the components of the road surface evaluation system 100. As shown in FIG.

The road surface evaluation device 100 includes a cross-road surface height measuring unit 11 and a traveling position measuring unit 12 provided in the vehicle 10 and functional units provided outside the vehicle 10 . Each functional unit provided outside the vehicle 10 includes a control unit 39, a road surface crossing direction height data generation unit 31, a road surface crossing direction height data correction unit 32, a road surface longitudinal direction shape data generation unit 33, It is composed of a road surface evaluation value measurement unit 34 . The control unit 39, the cross-road direction height data generation unit 31, the cross-road direction height data correction unit 32, the road surface longitudinal direction shape data generation unit 33, and the road surface evaluation value measurement unit 34 are composed of hardware and software of a personal computer. be done.

The control unit 39 controls each process performed in the personal computer.

The data measured by the road crossing direction height measurement unit 11 and the data measured by the traveling position measurement unit 12 provided in the vehicle 10 are transmitted to the above-mentioned data via a storage medium or information communication means such as the Internet. Imported into a personal computer. A part or all of the control unit 39, the cross-road direction height data generation unit 31, the cross-road direction height data correction unit 32, the road surface longitudinal shape data generation unit 33, and the road surface evaluation value measurement unit 34 may be incorporated into the vehicle 10. Mounted embodiments are also possible.

The road surface transverse direction height measuring unit 11 measures the height of each position in the transverse direction of the paved road surface. The height of each position in the transverse direction of the paved road surface is obtained using the light section method.

FIG. 3 is a perspective view explaining the light section method applied to the embodiment.

2 and 3 will be described together.

The road surface crossing direction height measuring unit 11 includes a slit laser oscillator 13 and an area camera 14 . A slit laser oscillator 13 and an area camera 14 are attached to the rear of the roof of the vehicle 10 .

A slit laser oscillator 13 oscillates a slit laser 21 . The slit laser oscillator 13 is attached to the vehicle 10 so as to irradiate the slit laser 21 parallel to the crossing direction 23 of the road surface perpendicular to the traveling direction 22 of the vehicle 10 from above perpendicularly to the road surface. It is A linear marker 24 parallel to a transverse direction 23 of the road surface is formed on the road surface by irradiation of the slit laser 21 .

The area camera 14 is attached to the vehicle 10 so that the linear marker 24 can be captured within the capturing area 25 and can be captured from an oblique direction with respect to the road surface.

Therefore, according to the principle of the light section method, if the road surface is flat in the transverse direction of the road surface, the area camera 14 photographs the linear marker 24 as a straight line. If there is, the linear marker 24 is imaged as a distorted object with unevenness.

The area camera 14 can acquire luminance information. The acquired luminance information is used for determining the area of the road surface.

The road surface crossing direction height measuring unit 11 measures the height of each position in the crossing direction of the paved road surface based on the data obtained by photographing the linear marker 24 .

The traveling position measuring unit 12 is composed of, for example, a GPS (Global Positioning System) and a vehicle speed sensor, and measures the traveling position data of the vehicle 10 in the longitudinal direction of the road surface.

The road surface crossing direction height data generation unit 31 calculates each road surface crossing direction height data based on the traveling position of the vehicle 10 in the road surface crossing direction and the height of each position in the road surface crossing direction measured by the road surface crossing direction height measurement unit 11. Height data for each position in the road crossing direction is generated in association with the position.

As shown in FIG. 6, each time the vehicle 10 travels a predetermined distance in the longitudinal direction, height data C1, C2, C3, . The height data C1, C2, C3, . The height data C1, C2, C3, .

FIG. 4 is a graph illustrating height data at each position in the transverse direction of the road surface. For example, the average height of the road surface in the transverse direction is set to 0 mm as the reference height. In the graph of FIG. 4, for example, 70 mm is the reference height of 0 mm.

FIG. 5 is a diagram for explaining the amount of rutting, the amount of typical rutting, and the amount of local subsidence. In FIG. 5, the solid line indicates the shape of the road surface in the cross-road direction at the evaluation point. In FIG. 5, the dashed line indicates the representative road surface shape in the cross-road direction in the road surface longitudinal section 10 m forward and backward from the evaluation point.

The local settlement amount is defined as a local relative rutting amount obtained by subtracting the rutting amount at the evaluation point from the representative rutting amount. As the representative rutting amount, for example, the median value of the rutting amount in a longitudinal section of the road surface 10 m before and after the evaluation point can be used.

As described above, the rutting amount, the representative rutting amount, and the local subsidence amount are obtained as road surface evaluation values in the road surface transverse direction using the road surface transverse direction height measuring unit 11 .

FIG. 7 is a diagram for explaining the processing performed by the road crossing direction height data correction unit 32. As shown in FIG. This will be described in comparison with FIG.

As shown in FIG. 6, a longitudinal road surface connecting height data C1, C2, C3, . . . The directional shape LD' includes the vertical motion of the vehicle 10 itself.

Therefore, as shown in FIG. 7, a correction is performed by regarding the road surface vertical shapes L1' and LM' at both side end positions P1 and PM in the road crossing direction as straight lines. That is, the road surface heights of the positions Q1, Q2, Q3, . Further, the road surface heights of the positions Q1, Q2, Q3, . Thus, the height data C1, C2, C3, .

The reason why the correction is made in this way is that it can be assumed that the paved road surface is normally damaged where the vehicle travels and that the left and right side end positions P1 and PM in the road crossing direction are not damaged where the vehicle does not travel. is. Although this correction eliminates the consideration of the longitudinal gradient, it does not affect the measurement of the IRI. Here, the left and right side end positions P1 and PM in the road crossing direction correspond to the positions where the white lines are drawn on the actual road.

As a result, the shape LD' in the longitudinal direction of the road surface connecting the same transverse direction positions (for example, PD) of the corrected height data C1', C2', C3', . . . It does not include shaking.

In the road surface longitudinal direction shape data generation unit 33, the road surface connecting the same transverse direction positions P1, P2, P3 . . . PD . A longitudinal shape L1, L2, L3...LD...LM is generated for each transverse position P1, P2, P3...PD...PM. Therefore, it is possible to acquire the road surface longitudinal direction shape data LD at any desired road surface transverse direction position (for example, PD).

The road surface evaluation value measurement unit 34 uses the road surface longitudinal shape data LD at a desired road surface transverse direction position (for example, PD) generated by the road surface longitudinal shape data generation unit 33 to obtain a road surface evaluation value related to the road surface longitudinal direction. is measured.

As shown in FIG. 8, the IRI is determined by the motion of a quarter car model 50, which is a virtual vehicle model in which only one wheel of a two-axle, four-wheel automobile is taken out.

IRI (mm/m) is obtained by a simulation in which the quarter car model 50 runs on a virtual road surface corresponding to the road longitudinal shape data LD.

IRI (mm/m) is the cumulative motion displacement amount Σ which is the sum of the relative motion displacement amounts of the sprung mass ms and the unsprung mass mu when the quarter car model 50 runs at a specified vehicle speed (80 km/h). is divided by the evaluation length L and standardized. Therefore, IRI (mm/m) is

IRI (mm/m) = Σ/L

defined by

(Example)

Below, the value of IRI (mm/m) measured using the road surface longitudinal shape data LD obtained in the above-described embodiment (example) and the road surface longitudinal shape measured by a dedicated road surface longitudinal shape measuring instrument The value of IRI (mm/m) measured using the directional shape data LD (comparative example) is compared. Here, the road surface vertical shape data LD is the road surface vertical shape data at a road surface transverse direction position 55 cm away from the outer line.

FIG. 9 shows the results of measuring IRI (mm/m) for each evaluation length L (10 m) in a predetermined section KP on the paved road, with the evaluation length L set to 10 m. FIG. 9 compares an example (predicted values on the horizontal axis) and a comparative example (measured values on the vertical axis).

In FIG. 9, 1400 IRIs (mm/m) measured in a 14 km section are plotted as each coordinate value, and the regression equation of each coordinate value is shown by a straight line. The coefficient of determination R2 was 0.5622. From FIG. 9, although the predicted values of the examples tend to be larger than the measured values of the comparative examples, the IRI (mm/m) values of the examples are similar to the IRI (mm/m) values of the comparative examples. They are almost the same, and it can be seen that the IRI can be accurately measured as a road surface evaluation value.

FIG. 10 shows the results of measuring IRI (mm/m) for each evaluation length L (20 m) in a predetermined section KP on the paved road, with the evaluation length L set to 20 m. FIG. 10 compares an example (predicted values on the horizontal axis) and a comparative example (measured values on the vertical axis).

In FIG. 10, 700 IRIs (mm/m) measured in a section of 14 km are plotted as each coordinate value, and the regression equation of each coordinate value is shown by a straight line. The coefficient of determination R2 was 0.6876. From FIG. 10, although the predicted value of the example tends to be larger than the measured value of the comparative example, the IRI (mm/m) value of the example is similar to the IRI (mm/m) value of the comparative example. They are almost the same, and it can be seen that the IRI can be accurately measured as a road surface evaluation value.

FIG. 11 shows the results of measuring IRI (mm/m) for each evaluation length L (200 m) in a predetermined section KP on the paved road, with the evaluation length L set to 200 m. FIG. 11 compares an example (predicted values on the horizontal axis) and a comparative example (measured values on the vertical axis).

In FIG. 11, 70 IRIs (mm/m) measured in a section of 14 km are plotted as each coordinate value, and the regression equation of each coordinate value is shown by a straight line. The coefficient of determination R2 was 0.5206. From FIG. 11, the IRI (mm/m) value of the example matches the IRI (mm/m) value of the comparative example without becoming excessively large. I understand. There is a correlation between the IRI (mm/m) value of the example and the IRI (mm/m) value of the comparative example.

FIG. 12 shows the results of measuring IRI (mm/m) for each evaluation length L (10 m) in a predetermined section KP on the paved road, with the evaluation length L set to 10 m. However, the value of IRI (mm/m) uses a moving average value of 100 m before and after the measurement point. FIG. 12 compares an example (predicted values on the horizontal axis) and a comparative example (measured values on the vertical axis).

In FIG. 12, 1400 IRIs (mm/m) measured in a 14 km section are plotted as each coordinate value, and the regression equation of each coordinate value is shown by a straight line. The coefficient of determination R2 was 0.8998. From FIG. 12, the IRI (mm/m) value of the example matches the IRI (mm/m) value of the comparative example without becoming excessively large. I understand. There is a high correlation between the IRI (mm/m) value of the example and the IRI (mm/m) value of the comparative example.

In the embodiment, the IRI, which is the road surface evaluation value in the longitudinal direction of the road surface, is obtained using the road surface transverse direction height measurement unit 11 without installing a road surface longitudinal shape measuring device dedicated to acquiring road surface longitudinal shape data in the vehicle 10. can ask. Further, the IRI of the shape in the longitudinal direction of the road surface corresponding to any desired position in the lateral direction of the road surface can be obtained.

In the embodiment, the IRI is obtained as the road surface evaluation value in the longitudinal direction of the road surface, but it is also possible to obtain the flatness of the shape in the longitudinal direction of the road surface as the road surface evaluation value in the longitudinal direction of the road surface.

10 Vehicle 11 Cross-road direction height measurement unit 12 Traveling position measurement unit 31 Road-crossing direction height data generation unit 32 Road-crossing direction height data correction unit 33 Road surface longitudinal direction shape data generation unit 34 Road surface evaluation value measurement unit 39 Control unit 100 Road surface evaluation device

Claims (3)

A road crossing direction height measuring unit provided in the vehicle and measuring the height of each position in the road crossing direction;
Based on the running position of the vehicle in the road surface longitudinal direction and the height of each position in the road surface transverse direction measured by the road surface transverse direction height measuring unit, each position in the road surface longitudinal direction is associated with each position in the road surface transverse direction. a road surface cross direction height data generation unit for generating height data;
The height data at each position in the road crossing direction corresponding to each position in the road crossing direction generated by the road crossing direction height data generation unit is converted to each position at each position in the road crossing direction at both side end positions in the road crossing direction. a road crossing direction height data correcting unit that corrects the road surface height assuming that the road surface height is the same reference height ;
Road surface longitudinal shape data at a desired position in the road surface transverse direction based on corrected height data for each position in the road surface transverse direction corresponding to each position in the road surface longitudinal direction corrected by the road surface transverse direction height data correcting unit. A road surface longitudinal direction shape data generation unit that generates
a road surface evaluation value measuring unit that measures a road surface evaluation value in the longitudinal direction of the road surface using the road surface longitudinal shape data generated by the road surface longitudinal shape data generating unit at the desired cross-road direction position;
Road surface evaluation device with. 2. The road surface evaluation device according to claim 1, wherein the road surface evaluation value for the longitudinal direction of the road surface is an IRI (International Roughness Index). 2. The road surface evaluation device according to claim 1, wherein the road surface evaluation value in the longitudinal direction of the road surface is flatness.

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