JPH01295902A - Measuring control means for pavement levelling thickness - Google Patents

Abstract

PURPOSE:To control a screed to come to an optimum desired-value, by detecting a compaction degree after the compaction of a finisher, and by comparing a desired pavement value, found from a desired density, a desired paved thickness, and the compaction degree, with a present paved thickness, to control them. CONSTITUTION:A paved thickness measuring control means is basically composed of a paved thickness measuring section 20, a desired paved thickness processing section 50, an adding point 52 for finding a deviation between a paved thickness T(x) and a desired pavement value Ta, and a screed angle actuator 54 controlled by the deviation. Then, arithmetic is performed on the paved thickness T(x), through a level before pavement Sc, a level after the pavement Se, front wheel warping Wf, rear wheel warping Wr, and a running distance. In the meantime, arithmetic is performed on the desired pavement value Ta, through the density Pa of a paved road surface, a desired paved thickness Tt, and a desired density Pt. As a result, after compaction, the paved thickness and density are not measured, and the pavement of a desired designing value can be executed.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention is a method for measuring and managing the thickness of pavement used in paving work in which an asphalt mixture spread by a construction vehicle such as an asphalt finisher is compacted by a roller vehicle. Regarding the system.

[Conventional technology] Conventionally, in road paving work, an asphalt mixture is first spread by a construction vehicle such as an asphalt finisher, remixer, or repaper, and then the asphalt mixture is spread by a roller vehicle or the like. The pavement is compacted to obtain the specified pavement thickness and bulk density.

In this kind of pavement work, in order to obtain the final pavement thickness and bulk density according to the planned design values, for example, when the asphalt mixture is spread with an asphalt finisher, the thickness of the spread pavement is It is necessary to control the thickness to a predetermined value in consideration of the degree of compaction by the rollers.

Conventionally, pavement thickness is measured by an operator inserting a rod-shaped thickness gauge whose insertion distance is adjusted to a design target value into a leveled paved road surface.

Then, the angle of the asphalt finisher screed is adjusted according to the measurement results using the thickness gouge, and construction work is carried out to obtain the design target value.

On the other hand, as it is generally possible to achieve a degree of compaction of about 85 to 95% by leveling with an asphalt fisher,
After leveling, a roller wheel is used to compact the remaining 15 to 5%.

For the paved road surface that has been final compacted in this way, a thickness gauge is used to measure whether the pavement thickness that is the design target value has been obtained, and at the same time measure the bulk density of the paved road surface.

Here, the bulk density is defined as the value obtained by dividing the weight of the compacted asphalt mixture sample by the total volume including gaps through which water can penetrate during immersion.

Therefore, in the conventional measurement of bulk density, a cylindrical sample with a diameter of about 12 cm, for example, is cut out from a compacted paved road surface, and the bulk density is measured experimentally using this sample.

On the other hand, in recent years, a density measuring device using RI (radioisotope) has been put into practical use as a means for non-destructively measuring bulk density.

There are two types of RI density measuring devices: transmission type and scattering type.When directly measuring the bulk density of a paved road surface, RI
A scattering formula is used to determine the density by detecting Compton scattering from the measurement target due to irradiation.

There are two types of scattering methods: contact and non-contact, but in order to continuously measure the bulk density of a paved road surface,
A non-contact method is preferable.

[Problems to be Solved by the Invention] However, in such conventional pavement construction, measuring pavement thickness using a thickness gauge can damage the paved road surface that has already been constructed, and at the same time, it is difficult to continuously measure the pavement thickness. Moreover, the checking process itself using a thickness gauge requires skill, making it extremely difficult to measure pavement thickness with high accuracy.

In addition, in leveling work using an asphalt finisher's screed unit, the pavement thickness can be adjusted by adjusting the screed angle, but even if the screed working angle changes, the pavement thickness does not change immediately, and the new force balance A distance of about 2 to 4 meters is required for the screed to shift and stabilize, and the forces that disrupt the balance of the screed to obtain the desired pavement thickness include the temperature of the asphalt mixture, particle size, amount of asphalt, running speed, etc. There are fluctuations and increases and decreases in the amount of mixture remaining in front of the screed unit, and it is necessary to carefully identify these factors and control the thickness, which requires considerable skill and technology.

Furthermore, since the final pavement thickness and bulk density are measured after compacting the laid asphalt mixture, these measurement results are based on the results of laying with an asphalt finisher that achieves a compaction degree of approximately 85 to 95%. If this is not reflected in the work and the pavement thickness and/or bulk density exceeds the allowable range of the design target value, there is a problem that the pavement work must be redone.

Therefore, in order to avoid having to redo the construction work, it is necessary to increase the thickness of the mixture used by the asphalt finisher, which increases the amount of asphalt mixture used, resulting in a problem of poor economic efficiency.

The present invention was made in view of such conventional problems, and it continuously measures the pavement thickness and density immediately after the asphalt mixture is laid, and determines the pavement that reaches the design target value by final compaction. The purpose of the present invention is to provide a measurement and management system for pavement laying thickness that allows optimal paving work by adjusting and managing the laying thickness so as to obtain the desired thickness and density.

[Means for Solving the Problems] In order to achieve this object, the present invention provides 8'i1i of an asphalt mixture spread on the road surface by a screed provided for construction work such as Askual 1 to finisher.
a pavement thickness measuring means for measuring the coating thickness T (X); and a density measuring section for measuring the density ρa of the paved road surface behind the niscrete;
The target pavement thickness Ta to be leveled with the screed is calculated based on the target density ρt and target pavement thickness Tt that are finally obtained by compaction performed for other construction works in addition to the leveling for the construction work. The paving thickness calculation section is configured to adjust and manage the laying thickness by the screed so that the target pavement thickness Ta calculated by the target pavement thickness calculation section is obtained.

[Function] In the pavement laying thickness measurement management system of the present invention having such a configuration, the laying thickness of the asphalt mixture by an asphalt fisher for construction purposes can be measured by measuring the laying thickness of the asphalt mixture after it has been laid. It can be adjusted or evaluated to obtain a density and pavement thickness that are within the allowable range of the design target value considering the degree of compaction, and the target design value can be achieved without the need to measure the pavement thickness and density after compaction. Optimum pavement work can be performed within the allowable range.

[Embodiment] FIG. 1 is a system block diagram showing an embodiment of the present invention.

In FIG. 1, first, as a pavement thickness measurement unit that measures the pavement thickness of an asphalt mixture spread by a wheel-running asphalt finisher or the like, a pre-paving height sensor 10, a post-paving height sensor 12, and a front wheel deflection sensor 14 are used. ,
A rear wheel deflection sensor 16, a mileage sensor 18, and a pavement thickness calculation section 20 are provided.

That is, the pre-paving height sensor 10 measures the height of the road surface before paving and produces a measurement output SC, and the post-paving height sensor 12 measures the road surface height after leveling and produces a measurement output Se. . The pre-paving height sensor 10 and the post-paving height sensor 12
For example, a laser height meter can be used.

The front wheel deflection sensor 14 and the rear wheel deflection sensor 16 measure the deflection of the front wheels and rear wheels of an asphalt finisher that uses a wheel running system, and generate measurement outputs Wf and Wr. Further, the mileage sensor 18 outputs the mileage based on a distance pulse obtained for each unit mileage of the asphalt finisher. A laser height meter can also be used for this front wheel and rear wheel deflection sensor 14.16.

As will be explained later, the pavement thickness calculation unit 20
Based on the measurement output Sc of the pavement front height sensor 10, the measurement output Se of the pavement height sensor 12, the detection output Wf of the front wheel deflection sensor 14, the detection output Wr of the rear wheel deflection sensor, and the detection output of the mileage sensor 18. The pavement thickness T (X>) of the paved road surface after leveling the asphalt mixture, which is determined by the installation position of the post-paving height sensor 12, is calculated.

A density sensor 48 that detects the density ρa of the paved road surface after leveling is provided to the pavement thickness calculation unit that measures the pavement thickness after leveling.

As will be explained later, the density sensor 48 irradiates the paved road surface with RI in a non-contact manner, and detects the pavement based on the detection output of scattered radiation that returns mainly due to Compton scattering within the paved road surface. Measure the density ρa of the road surface.

The detection output ρa of the density sensor 48 is the target pavement thickness performance section 50.
given to. The target pavement thickness calculation unit 50 receives the target pavement thickness Tt as a design target value finally obtained by compacting the road surface leveled by the asphalt finisher with a roller car from the setter 44 and the setter 46, and the target value. The density ρ°C is set.

The target pavement thickness calculation unit 50 calculates the target pavement thickness managed by the asphalt finisher based on the target pavement thickness Tt from the setter 4.4.46, the target density ρ°C, and the detected density ρa detected by the density sensor 48. The thickness, that is, the target paving value Ta is calculated.

That is, if the pavement thickness of the asphalt mixture leveled by the asphalt finisher is da, the density is ρa, the target pavement thickness finally obtained by compaction by roller wheels after leveling is Tt, and the target density is ρt. , There is a relationship between the two as follows: Ta・ρa=Tt・ρt (1) Therefore, the target pavement thickness calculation unit 5.0 calculates Ta=(ρt−Tt>/, Qa − --(2> is the target pavement thickness Ta to be leveled with an asphalt finisher
Calculate.

Furthermore, if ρt and Tt have a certain allowable width, the width of Ta can be found in that way. That is, (, Ot −
Tt ) min /ρa≦Ta≦ (ρt conflict T
t) max/pa.

Also, in equation (1), α・choa・ρa = Tt conflict ρt It is also possible to set an appropriate α depending on the situation.

In the embodiment shown in FIG. 1, the target pavement thickness Ta calculated by the target pavement thickness calculation unit 50 is given to the addition point 52, and the pavement thickness T after leveling calculated by the pavement thickness calculation unit 20 ('
The deviation of the pavement thickness from Feedback control is performed so that the thickness becomes 1'-a.

Of course, the target pavement thickness T calculated by the target pavement thickness calculation section 50 is not affected by the feedback control shown in the embodiment of FIG.
a and the actual pavement layer below (X
> is displayed to the asphalt finisher operator, and the operator adjusts the screed angle actuator 54 while looking at this target pavement thickness Ta and the actual pavement thickness T (X).
may be adjusted manually.

Furthermore, the target pavement thickness Ta in the target pavement thickness calculation unit 50
For the calculation of asphalt mixture temperature, particle size,
It is desirable to calculate the target pavement thickness Ta in consideration of variable factors such as asphalt level, traveling speed, and increase/decrease in the amount of mixture accumulated in front of the screed unit.

FIG. 2 is an explanatory diagram showing the working status of pavement work using the system configuration shown in FIG. 1.

In FIG. 2, reference numeral 26 denotes a traveling vehicle body of an asphalt finisher, and the traveling vehicle body 26 can travel using front wheels 28 and rear wheels 30. In addition, the traveling vehicle body 26 also rotates! A leveling arm 34 is attached around m32. The leveling arm 34 extends behind the rear wheel 30, and a screed 36 for leveling the asphalt mixture on the road surface is attached to the lower end of the leveling arm 34.

Details of an asphalt finisher having such a structure are well known, for example, in Japanese Patent Application Laid-Open No. 61-294005.

A density sensor 48 is provided at the rear end of the screed 36 of the asphalt finisher and is movable by wheels 56 via a connecting arm 58 .

As shown in FIG. 4, the density sensor 48 is connected to an RI (Radio Iso 1
The vehicle has a radiation source 60 such as a microwave oven, etc., and a radiation line is irradiated from the radiation source 60 onto the paved road surface. In addition, the radiation source 60
A detection unit 62 for detecting Compton scattered radiation is provided adjacent to the detection unit 62, and the density ρa is determined based on the detection output of the detection unit 62. The wheels 56 provided at the front and rear allow the density sensor 48 to travel along the road surface, and as a result, the distance between the radiation source 60 and the detection section 62 relative to the paved road surface can be kept constant. Therefore, the density ρa based on the detection output of the detection unit 62
In the measurement calculation, since the gap from the radiation i60 to the road surface is fixedly determined, the final density ρa can be determined using a single calibration formula based on this gap height.

Further, the density sensor 48 may be fixedly installed behind the screed 36 in the asphalt finisher, as shown in FIG. If the density sensor 48 is fixedly installed behind the screed 36 in this way, the gap D7 between the density sensor 48 and the road surface will change as the asphalt finisher runs. The final density ρa is calculated using a calibration formula according to the gear stop detected by the height sensor 64.

Referring again to FIG. 2, the asphalt mixture spread by the screed 36 of the asphalt finisher is then compacted by roller wheels 70 to obtain the target pavement thickness Tt and/or target density ρt.

Next, measurement and management of laying thickness according to the present invention will be explained with reference to FIGS. 1 and 2.

As shown in FIG. 2, when the asphalt mixture is spread by the screed 36 of the asphalt finisher, as shown in FIG.
0. Laying determined by the installation position of the post-paving height sensor 12 by the pavement thickness calculation unit 20 based on the outputs of the post-paving height sensor 12, front wheel deflection sensor 14, rear wheel deflection sensor 16, and mileage sensor 18. The subsequent pavement thickness T (X>) is obtained in real time.

On the other hand, for the target pavement thickness calculation section 50, the setting device 44.
Target pavement thickness Tt after compaction by roller wheel 70 from 46
and the target density ρt or (Tt·ρt) are set in advance. In this state, as shown in FIG. 2, when the asphalt mixture is spread by the screed 36 of the asphalt finisher, the density ρa of the paved road surface after being spread is detected in real time by the density sensor 48 installed behind the screed 36. The target pavement thickness is given to the target pavement thickness calculating section 50. The target pavement thickness calculation unit 50 calculates the target pavement thickness Ta as the leveling thickness using the above-mentioned formula (2), and calculates the actual pavement thickness T obtained by the pavement thickness calculation unit 20 at the addition point 52.
(X>), the deviation is extracted, and the paving thickness by the screed 36 is adjusted by adjusting the angle of the leveling arm 34 using the screed angle actuator 54 so that this deviation becomes zero.

As a result, the asphalt finisher screed 36
The pavement thickness Ta after leveling is the target pavement thickness Tt finally obtained assuming the degree of compaction by the roller wheels 70
The leveling pavement thickness is managed so that it satisfies '7-a' in equation (2) using the target density ρ°C. Therefore, the pavement thickness and density of the paved road surface that has been compacted by the roller wheel 70 will certainly fall within the allowable range of the design target values 1'-t and ρt.

Next, with reference to FIGS. 2 and 3, the measurement principle of the pavement thickness measuring section provided in FIG. 1 for measuring the pavement thickness T (X) after leveling will be explained.

In FIG. 2, the front pavement height sensor 10 is installed at the center of the front wheels 28 and rear wheels 30. That is, the front wheel 28 and the rear wheel 30
Assuming that the distance between the axes is 21, the front pavement height sensor 10 is installed at a position ahead of the rear wheel 30 by an installation distance m. On the other hand, the after-pavement height sensor 12 is attached to the tip of a sensor arm taken out rearward from the traveling vehicle body 26, and is installed at least at a rear position away from the screed 36, and in this embodiment, the rear wheel 36 and the pre-pavement height sensor Installation distance 1 with 10
After paving height sensor 1 is installed at a position of 2m, which is twice the installation distance.
2 is installed.

The installation positions of the pre-paving height sensor 10 and the post-paving height sensor 12 may satisfy the following two conditions.

First, the pre-paving height sensor 10 is provided in front of the working position of the screed 36.

Second, the post-paving height sensor 12 is installed behind the screed 36 and at an installation distance that is an integral multiple of the installation distance 1 between the rear wheel and the pre-paving height sensor 10.

Therefore, the installation distance of the post-paving height sensor 12 with respect to the installation position of the pre-paving height sensor 10 centered on the rear wheel 30 is:
The relationship is nxll (where n = an integer of 1.2, 3°...). In the case of FIG. 2, the case where n=2 is taken as an example.

FIG. 3 shows the asphalt finisher running on the undulating road surface 38 as shown in the figure with the pre-paving height sensor 10 and the post-paving height sensor 12 shown in FIG. The figure shows a state in which pavement 40 is made by laying an asphalt mixture.

Further, in FIG. 3, a virtual reference plane 42 is set as a reference for height measurement with respect to the undulating road surface 38. Furthermore, with respect to the undulating road surface 38, the installation position of the after-pavement height sensor 12 in FIG. The front height sensor 10 is located at (X+31) of the virtual reference plane 42.
> position, and furthermore, the front wheel 28 is at (X+
IL), and at this time the traveling vehicle body 26
is in a tilted state as shown by the vehicle body reference line 26a.

On the undulating road surface 38 shown in FIG. ) is generated as a measurement output, and the post-pavement height sensor 12 located at the (X) position of the virtual reference plane 42 produces a measurement output 5e (X ) corresponding to the height between the vehicle body reference line 26a and the pavement surface of the pavement 40. will occur.

Furthermore, the front wheel deflection sensor 14 shown in FIG.
On the other hand, the rear wheel deflection sensor 16 outputs the rear wheel deflection ff1Wr(X+211. ) is output.

Furthermore, each position X with respect to the virtual reference plane 42 in FIG.
, X+2L X+3L X+lL road surface 38 height H
(X), H(X+21>, H(X+31),
and H(X+=HL).

In the relationship shown in FIG. 3, first, the measurement output 5c when the pre-pavement height sensor 10 shown in FIG. 2 is located at point X
(X) is 5C(X)=H(X > −[(H(X −fh > −Wr(X−
11,))+ (H(X+ D, ) -Wf(X+C
1,))]/2...(3) However, H(X): road surface height at position X)-1(X-L): road surface height W at <X-(J,> position)
r(X-JIL>: Rear wheel deflection H(
X-1): Road surface height Wf (X+I
L): Given by the front wheel deflection at the (X-ML) position. Conversely, the height H (X> of the road surface 38 at the point
l,)+Wr(X-211,)+Wf(X>・・・・
(4) Deru.

Next, in the state shown in Figure 3, the height H at the point (X11L)
The value of (X+4m> is expressed as follows using the measured output Se of the pavement height sensor 12 and the measured output 3c of the pre-pavement height sensor 10.

H(X+4 fh> -Wf(X+4 m)=2 ()
-1(X+211.)-Wr(X+2B>)-(T (
X>+H(X>-3e(X>)...(5) H(X+41)~Wf(X+41>=2(H(X+31>-8c(X+3 L))-(H(
X+211. ) -Wr(X+21) )...(6) Therefore, from the above formulas (5), (6) and formula (4)', the pavement thickness T (X) at point X is T (X) = Se (X) +2Sc(X+3 fJ, > -3Wr(
X+2 D, >-H(X) +3H(X+2 D,)
-2H(X+31)...(7)

Here, (X+31) of the last term on the right side in equation (7)
When the height H(X+31) of the point is determined and substituted in the same manner as in equation (4) above, T (X) = Se(X)+2Sc(X+3L)+4Sc(X+21)
-3Wr(X+211.)-2Wr(X+L>-2W
(X+31)-H(X)+2H(X-ML)-H(X+
21)...(8) is obtained. Similarly, when calculating and substituting the final term on the right side H(X+2) in equation (8) in the same manner as in equation (4) above, the final sensor measurement that does not include the height component H with respect to the virtual reference plane 42 Output Sc.

3e, the following formula with only Wr and Wr as parameters%
Formula % This formula (9) is the front wheel deflection ff1Wf and the rear wheel deflection suspension W.
Although correction is made by r, when the amount of deflection of the front wheels and rear wheels is not a problem, Wf and Wr of the above equation (9)
It suffices to use an arithmetic expression that removes terms that include .

Furthermore, equation (9) was expressed as a function of the position X~(X+41) on the virtual reference plane 42 shown in FIG. 3, but when equation (9) is expressed as a function of time, The pavement thickness T(t) is T m = 5e(t)+
25c(t)+45c(t-t 1)+23C(t-
t2)-3Wr(t)-2Wr(t-tl)-Wr(t
-12) -2Wf(t-t 1)-Wf(t-t 2)
・ ・ ・ (10) However, t: Time at the current position t-tl: Time t when the current position was one position before.
2: This is the time when you were 21 points before your current position. Of course, in equation (10), if the deflection of the front and rear wheels is not a problem, the equation may be changed without the terms including Wf and Wr.

Therefore, by providing the pavement thickness calculation unit 20 shown in FIG. 1 with the calculation function of equation (9) or equation (1Q), the pavement thickness T (X> Can be measured in real time.

FIG. 6 is a block diagram showing another embodiment of the pavement thickness measuring section for measuring the pavement thickness T (X>) leveled by the asphalt finisher in the embodiment of FIG. 1. The pavement thickness measuring section is applied when a running system using caterpillars 66 is used as an asphalt finisher as shown in FIG.

In FIG. 6, three pre-pavement height sensors 10a, 10b, and 10c are provided for the pavement thickness calculation section 20.

The outputs of the after-pavement height sensor 12 and the mileage sensor 18 are provided. The pre-paving height sensors 10a to 1QC and the post-paving height sensor 12 are installed on the traveling vehicle body 26 of the asphalt finisher, as shown in FIG. That is, the pre-paving height sensors 10a to 10C are installed at equal intervals in front of the screed 36 with an installation interval distance l. On the other hand, the post-pavement height sensor 12 is attached to the tip of a sensor arm taken out rearward from the traveling vehicle body 26, and is installed at least at a rear position where the screed 36 is inserted. In this embodiment, among the pre-pavement height sensors 10a to 10c installed in front of the screed 36 at equal intervals, the pre-pavement height sensor 10C located immediately in front of the screed 36 is used for the installation path. 1
52 post-paving height sensors 12 are placed at rear positions of the screed 36 separated by 2L.

Here, the pre-paving height sensor 10a in FIG. 7 corresponds to the front wheel deflection sensor 14 that detects the amount of deflection of the front wheel 28 in FIG. 2, and the pre-paving height sensor 10C corresponds to the rear wheel 30 in FIG. corresponds to the rear wheel deflection sensor 16 that detects the amount of deflection of the
Furthermore, a pre-pavement height sensor 10b provided between the two is a second
This corresponds to the pre-pavement height sensor 10 in the figure.

Therefore, for the embodiment shown in FIG. 7, as shown in FIG. 8, assuming that the road surface 38 is leveled with undulations as shown, the same relationship as shown in FIG. 3 is obtained. That is, the difference between FIG. 3 and FIG. 8 is that the front wheel deflection ff
1Wf is the measured output 3f, and the rear wheel deflection ff1Wr is the measured output 3r.

Therefore, the pavement thickness calculation section 20 in FIG. 6 can calculate the pavement thickness T (X>) using the following equation, which is a modification of the equation (8) provided in the pavement thickness calculation section 20 in FIG.

T (X) = Se(X > + 25c(X+ fL) + 45c
(X+2m)+2Sc(X+31)-3r(X)-2
Sr(X+L>-35r(X+211.)-8f(
X+2fJ, ) -25f(X+3m >...(1
1) That is, in FIG. 8, sensor measurement outputs SC, Se, Sf and 3 that do not include the height component H with respect to the virtual reference plane 42
The pavement thickness T (X) can be calculated using only r as a parameter.

In addition, although the equation (11) expressed the position X~(X+4CL> of the virtual reference plane 42 in FIG. 8 as a function, the equation (11) Expressing the equation as a function of time, the pavement thickness T at the current time is
(t) is T (t) = 5e(t) + 25C(t) + 4
5C (t-tl) + 25C (t-t2) -3S r
(t) -23r(t-tl)-3r(t-t2>
-2Sf(t-tl) -3f(t-t2>・ ・ ・
(12) However, t: Time t-ti at the current position; Time t-t when the position was one position before the current position.
2: This is the time when you were 21 points before your current position.

As a result, even in the embodiment shown in Fig. 6, the thickness of the pavement laid by the asphalt finisher can be continuously measured in real time with high accuracy without being affected by undulations on the road surface. As shown in FIG. 1, the pavement thickness T (X> measured in real time is compared with the target pavement thickness Ta obtained from the target pavement thickness calculating section 50, and the appropriate pavement thickness is determined by adjusting the screed angle. , and the pavement thickness Tt and density ρt compacted by the roller wheel after leveling can be reliably kept within the allowable range of design target values.

[Effects of the Invention] As explained above, according to the present invention, the thickness of the asphalt mixture laid down by a construction vehicle such as an asphalt finisher can be set within the allowable range of the design target value in consideration of the degree of compaction after the asphalt mixture is laid down. Optimal pavement work that can be appropriately adjusted or evaluated to obtain density and pavement thickness that fall within the target design value range without the need for measurement of pavement thickness and density after compaction. can be done.

[Brief explanation of the drawing]

Figure 1 is an explanatory diagram showing the system configuration of the present invention; Figure 2 is an explanatory diagram showing paving work according to the present invention together with sensor installation conditions; Figure 3 is an explanatory diagram showing the principle of measuring pavement thickness used in the present invention. Explanatory diagram; Figure 4 is an explanatory diagram of the density sensor used in the present invention; Figure 5 is an explanatory diagram showing another example of installation of the density sensor used in the present invention; Figure 6 is an explanatory diagram of the pavement thickness measurement unit used in the present invention A block diagram showing another embodiment; FIG. 7 is an explanatory diagram showing the sensor grounding state used in the embodiment of FIG. 6; FIG. 8 is an explanatory diagram showing the pavement thickness measurement principle of FIG. 6. be. 10.10a ~'loc: Front pavement height sensor 12: Back pavement height sensor 14: Front wheel deflection sensor 16: Rear wheel deflection sensor 18 2. Mileage sensor 20: Pavement thickness calculation section 26. 2. Traveling vehicle body 28: Front wheel 30: Rear wheel 32: Rotating shaft 34 Leveling arm 36: Screed 38: Road surface 40: Paved road surface 42: Virtual reference surface 44.46: Setting device 48: Density sensor 50: Target pavement thickness calculation unit 52: Addition point 54 Niscrete angle Actuator 56: Wheel 58: Connecting arm 60: Radiation source 61: Shielding section 62: Detecting section 64: Height sensor 70: Roller wheel Fig. 1

Claims (1)

[Claims] (1) A pavement thickness measurement unit that measures the pavement thickness T(X) of the asphalt mixture spread on the road surface by a screed installed on a construction vehicle such as an asphalt finisher; and measures the density ρa of the paved road surface behind the screed. a density measuring unit; determining the target leveling of the asphalt mixture by the screed based on the target density ρt and target pavement thickness Tt of the paved road surface, which are finally obtained by compaction performed by another construction vehicle after the asphalt mixture is laid down by the construction vehicle; and a target pavement thickness calculation unit that calculates a pavement thickness ta, and mainly adjusts or manages the leveling thickness by the screed so that the target pavement thickness Ta calculated by the target pavement thickness calculation unit is obtained. A measurement management system for pavement leveling thickness.