JP2006098397A - Road surface state measurement system and road surface state measurement device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a road surface state measurement system which measures a plurality of survey lines on a paved road surface and improves the reliability of road surface texture evaluation.
A road surface state measurement system 1 includes a laser displacement meter 11 that measures a distance to a road surface, a stepping motor 120A that scans the laser displacement meter 11 along a measurement line, rails 12A and 12B, a ball screw 121A, and a mounting member 13A. , 13B, a stepping motor 130 for moving the laser displacement meter 11 in a direction orthogonal to the measurement line, a rail 13, a ball screw 131, and an attachment member 11A. Thereby, it is possible to measure a plurality of survey lines while moving the laser displacement meter 11 in two dimensions. Further, by obtaining an average value of texture evaluation values of a plurality of MPDs calculated from measurement results on a plurality of survey lines, the reliability of texture evaluation can be improved.
[Selection] Figure 7

Description

  The present invention relates to a road surface state measuring system and a road surface state measuring device for measuring the texture of a paved road surface.

  Conventionally, pollution caused by noise (referred to as traveling noise) generated on a contact surface between a tire and a road surface when the vehicle travels has been a problem. Vehicle running noise is closely related to the condition of the paved road surface. In recent years, low-noise pavement having a function of reducing running noise has become widespread and attracts attention. The noise reduction effect by the low noise pavement is considered to be influenced by the sound absorbing action based on the air gap formed on the road surface and the generated sound reducing action based on the texture state of the road surface. The texture of the road surface is also reflected in friction between the tire of the traveling vehicle and the road surface, that is, slip resistance. Thus, the texture of the road surface is considered as one of the important elements for grasping the characteristics of the road surface.

  The following Patent Document 1 discloses a conventional method for measuring the texture state of a road surface. The measurement method described in the document is an original data in which a laser displacement meter is horizontally moved at a certain distance from a road surface, and data obtained by measuring the distance to the road surface at each position at a predetermined sampling interval is arranged in a measurement order. A step of creating a column, a step of creating a shift data sequence composed of shift data by shifting the shift pitch of the integer multiple of the sampling interval in the column direction in the column direction, the original data as an independent variable, and the shift data as a dependent variable The regression line of the point sequence data group obtained is calculated, the contribution rate between the regression line and the point sequence data group is calculated, and the correlation data group between the deviation pitch and the contribution rate is obtained, and the correlation data group is subjected to regression analysis. And calculating an exponential regression curve of the contribution rate to the deviation pitch, and determining a contribution rate between the exponential regression curve and the correlation data group, According to this contribution rate, the contribution rate for micro definition and macro definition is selected respectively, and the value of the deviation pitch corresponding to each contribution rate is defined as the road surface micro roughness and macro roughness in the exponential regression curve. Steps.

  In the first step of this measuring method, the road surface condition is measured using a measuring apparatus as shown in FIG. This measuring apparatus includes a laser displacement meter having a known configuration and moving means for horizontally moving the laser displacement meter at a predetermined distance from the road surface. The moving means includes a pair of guide shafts that are horizontally stretched between the support pieces of the main body frame, a screw shaft (ball screw) that is pivotally supported between the support pieces and parallel to the guide shaft, and a stepping motor that rotates the screw shaft. And. The laser displacement meter is horizontally moved by the rotational drive of the screw shaft by the stepping motor. Note that the sampling rate of data by a conventional laser displacement meter was about 10 points per second (for example, see Non-Patent Document 1).

  In such road surface condition measurement, first, the distance to the road surface is measured at a sampling interval of about 0.1 millimeters, for example, in a measurement section (called “measurement line”) of about several tens of centimeters to 1 meter (refer to FIG. For example, see Patent Document 1). That is, microscopic unevenness (height displacement) on the road surface is measured. Then, the measurement result on this survey line (with a length of 1 meter) is divided into, for example, 10 partial sections each having a length of 10 centimeters, and the texture evaluation value in each partial section is obtained. Here, the length of each partial section serves as a reference for calculating the evaluation value, and is sometimes referred to as “base length” or the like.

  Furthermore, in the conventional road surface state measurement, as shown in Patent Document 1, data on a single survey line is acquired by moving the laser displacement meter in one direction (the axial direction of the screw shaft). However, considering that the texture of the actual road surface (pavement surface) is not uniform due to the selection of the aggregate to be used and the degree of rolling during construction, the number of data obtained is small with only one measurement line. Because the measurement range is also narrow, it is difficult to say that the measurement result accurately reflects the entire road surface. Therefore, the texture evaluation based on the measurement result by the conventional method may cause a problem in reliability. .

  Patent Document 2 discloses another conventional method for measuring the state of the texture of the road surface. This document is a road surface roughness measuring device used in combination with a rotary dynamic friction coefficient measuring device, and is provided with a frame body having a plurality of legs for installation on the road surface, and the frame body in the vertical direction. A rotating shaft is provided, a rotary encoder is attached to the upper end of the rotating shaft, a rotating plate is attached to the lower end, a motor with a speed reducer is provided to drive the rotating shaft through a gear, and a laser displacement meter is provided on the rotating plate. Install the laser displacement meter so that the rotary dynamic friction coefficient measuring instrument measures along the measurement circle measured dynamic friction coefficient by rotating the rotating plate, and divide the measurement circle into a plurality of parts It has a function of calculating road surface roughness for each section based on signals from a laser displacement meter and a rotary encoder.

  This measuring device in Patent Document 2 evaluates a texture along a measurement circle for measuring a dynamic friction coefficient on a road surface. Similar to Patent Document 1, a texture is calculated based on data on a single survey line. Since it was evaluated, it was difficult to expect sufficient reliability in the evaluation result.

  In addition, it is thought that the conventional road surface texture measurement as described in Patent Documents 1 and 2 can maintain a certain degree of reliability in evaluating a relatively uniform road surface with less unevenness such as dense particle paving. The reliability is considered to be particularly insufficient for application to texture evaluation of road surfaces with large irregularities such as drainage pavement that has been spreading in recent years.

  Further, in the conventional texture evaluation, as an evaluation value (referred to as “texture evaluation value”), MPD (Mean Profile Depth: average profile depth, average texture depth) described in Patent Document 3 and the like, The concave / convex cumulative extension ratio (for example, see Non-Patent Document 1), the contact portion ratio (for example, Non-Patent Document 2), and the like have been used individually. Therefore, comprehensive evaluation reflecting a plurality of types of texture evaluation values cannot be performed, and as a result, it is difficult to perform highly reliable evaluation.

JP 2002-303514 A (paragraphs [0010], [0012] to [0014], [0030], FIGS. 1 and 2) JP 2000-131043 A (claim) JP 2000-131043 (paragraph [0017] of the specification) Tsutomu Ihara et al., “Study on road texture and tire / road noise of drainage pavement”, Journal of Japan Society of Civil Engineers Pavement Engineering, Vol. 1-1 to 1-6 (2002) Yoshimasa Hashimoto et al., “Study on prediction of tire / road noise from road surface properties”, Journal of Japan Society of Civil Engineers, Pavement Engineering, Vol. 2-1 to 2-9 (2002)

  The present invention has been made in view of such circumstances, and in order to evaluate the texture of a paved road surface, a road surface state measuring system and a road surface state measuring device capable of measuring a plurality of survey lines on the road surface. The purpose is to provide.

  Another object of the present invention is to provide a road surface state measuring system and a road surface state measuring device that can improve the reliability of texture evaluation of a paved road surface.

  In order to achieve the above object, the invention according to claim 1 includes a measuring unit that measures a distance to a road surface, a scanning unit that moves the measuring unit and scans a measurement position of the distance to the road surface, A calculation means for calculating a texture evaluation value used for evaluation of the texture of the road surface based on a measurement data string of the distance to the road surface acquired by the measuring means that is moved. The scanning unit moves the measuring unit two-dimensionally.

  The invention according to claim 2 is the road surface state measuring system according to claim 1, wherein the scanning means moves the measuring means in a predetermined main scanning direction to scan the measuring position. It includes scanning means and sub-scanning means for moving the measuring means in a sub-scanning direction orthogonal to the main scanning direction.

  The invention according to claim 3 is the road surface state measuring system according to claim 2, wherein the measuring means is changed in position in the sub-scanning direction by the sub-scanning means, and the changed When the position is moved in the main scanning direction by the main scanning means at a position, the distance is measured at a predetermined measurement interval to obtain the measurement data string corresponding to the position, thereby obtaining a plurality of the sub-scanning direction A plurality of measurement data strings corresponding to positions are acquired.

  Further, the invention according to claim 4 is the road surface state measuring system according to claim 3, wherein the calculation means converts each of the plurality of measurement data strings acquired by the measurement means to a plurality of partial data. The texture evaluation value is calculated for each partial data string after being divided into columns, and an average value of the texture evaluation values for each of the calculated partial data strings is calculated.

  Further, the invention according to claim 5 is the road surface state measurement system according to claim 3, wherein the calculation means calculates the texture evaluation value for each of the plurality of measurement data strings acquired by the measurement means. And calculating an average value of the texture evaluation values for each of the plurality of calculated measurement data.

  The invention according to claim 6 is the road surface state measuring system according to any one of claims 2 to 5, wherein the main scanning means includes main driving means for driving the measuring means. And main guiding means for guiding the driven measuring means in the main scanning direction.

  The invention according to claim 7 is the road surface state measuring system according to any one of claims 2 to 5, wherein the sub-scanning means includes sub-driving means for driving the measuring means. And sub-guide means for guiding the driven measuring means in the sub-scanning direction.

  The invention according to claim 8 is the road surface condition measuring system according to claim 2, wherein the main scanning means moves the measuring means in a circumferential direction substantially parallel to the road surface, and The scanning unit moves the measuring unit in a radial direction orthogonal to the circumferential direction.

  The invention according to claim 9 is the road surface state measuring system according to claim 8, wherein the measuring means is changed in position in the radial direction by the sub-scanning means, and the changed position. A plurality of measurement lines along a concentric measurement line by measuring the distance at a predetermined measurement interval and obtaining the measurement data string corresponding to the position when the main scanning means moves in the circumferential direction The measurement data string is acquired.

  The invention according to claim 10 is the road surface condition measuring system according to claim 8, wherein the measuring means is moved by the sub-scanning means at a predetermined speed in the radial direction, and the main scanning is performed. The measurement data string along the spiral measurement line is acquired by measuring the distance at a predetermined measurement interval while acquiring the measurement data string while being moved in the circumferential direction by the means. .

  The invention according to claim 11 is the road surface state measurement system according to any one of claims 1 to 10, wherein the storage means stores the allowable range of the texture evaluation value set in advance. Determining means for determining whether or not the texture evaluation value calculated by the computing means is included in the allowable range; and the determination means determines that the texture evaluation value is not included in the allowable range. And a notifying means for notifying of the above.

  The invention according to claim 12 is the road surface state measuring system according to claim 11, wherein the storage means stores a plurality of types of allowable ranges of the texture evaluation values, and the calculation means The plurality of types of texture evaluation values are calculated based on the measurement data string, and the determination unit stores the calculated plurality of types of the texture evaluation values stored in the storage unit. It is characterized by determining whether it is contained in an allowable range.

  The invention according to claim 13 is the road surface condition measuring system according to claim 12, wherein the plurality of types of texture evaluation values are an average texture depth, a cumulative unevenness extension ratio, and a contact portion ratio. It is characterized by including at least one of these.

  The invention according to claim 14 includes a measuring means for measuring a distance to the road surface, and a scanning means for moving the measuring means to scan a measurement position of the distance to the road surface. The road surface state measuring apparatus for acquiring a measurement data string of a distance to the road surface used for evaluation of the texture of the road surface by the measuring unit, wherein the scanning unit moves the measuring unit two-dimensionally It is characterized by that.

  Since the present invention comprises a measuring means for measuring the distance to the road surface and a scanning means for moving the measuring means two-dimensionally with respect to the road surface, it is not a measurement of only one measuring line as in the prior art, Measurement can be performed for a plurality of survey lines.

  Moreover, even if only one measurement line is measured, the measurement means is moved in a two-dimensional manner to measure a much wider range than before and obtain a large amount of measurement data. Is possible. Thereby, the reliability improvement of the texture evaluation of a paved road surface can be aimed at.

  In particular, according to the present invention described in claim 4 or claim 5, since it is configured to obtain an average value of a plurality of texture evaluation values based on a plurality of measurement data strings corresponding to a plurality of measurement lines, The texture evaluation reflecting the entire road surface more accurately can be performed, and the reliability can be improved.

  Further, according to the present invention described in claim 11, claim 12 or claim 13, it is determined whether or not the texture evaluation value is within an allowable range, and notification is made when it is determined that the texture evaluation value is out of the allowable range. Therefore, the occurrence of an abnormality can be easily known. As a result, the cause of the abnormality can be found at the construction site and fed back in real time to correct the construction process, so that it can be used effectively at the construction site.

  In particular, according to the present invention described in claim 12, since a plurality of types of texture evaluation values are targeted for determination, comprehensive texture evaluation can be effectively performed at the construction site.

  The measurement of the texture state of the road surface according to the present invention is characterized in that the measurement is performed on a plurality of survey lines, unlike the conventional measurement of only one survey line. Further, the measurement according to the present invention is characterized in that the measurement is performed at a large number of positions in the measurement target region, as compared with the conventional measurement. Hereinafter, an example of a preferred embodiment of the present invention that realizes such a novel measurement technique will be described with reference to the drawings as appropriate.

[Overall system configuration and configuration of each part]
FIG. 1 shows an outline of an external configuration of a road surface state measurement system 1 according to an embodiment of the present invention. The road surface state measurement system 1 includes a plurality of devices mounted on a moving carriage 2. The carriage 2 is provided at the bottom of a metal frame 3 having a handle portion, upper and lower two-stage device mounting shelves 4 and 5 fixed to the frame body 3, and a lower device mounting shelf 5, for example. And wheels 6 such as casters. Further, a stopper that prohibits the rotation of the wheel 6 may be provided to prevent the system 1 from moving freely during measurement or storage.

  On the lower device mounting shelf 5, a measurement main body 10 for storing various devices such as a laser displacement meter, which will be described later, and a battery 40 for supplying power are mounted. The battery 40 is connected to a power supply circuit (described later) for controlling power supply to the measurement main body 10 and the like. The upper device mounting shelf 4 includes a (notebook) computer 20 for performing operation control of each part of the system, analysis processing of measurement results by the measurement main body part 10, and a control box 30 for operating each part of the system. It is installed.

  The laser displacement meter is a device for measuring the distance to the object to be measured (road surface), and the scanning means described later scans the measurement position along the measurement line, so that the distance to the road surface on the measurement line is measured. The displacement, that is, the displacement of the road surface unevenness on the survey line is acquired. The texture state of the road surface is evaluated based on the displacement state of the road surface unevenness.

  The laser displacement meter used in the present embodiment has a known configuration. For example, a laser light source such as a semiconductor laser, a condensing lens for condensing the laser light from the laser light, and reflection of the laser light by the road surface. An imaging lens for imaging light, a light receiving element such as PSD (Position Sensitive Detector) for detecting the imaging position of the laser beam, and between the laser displacement meter and the road surface based on the detection result of the imaging position of the laser beam An arithmetic circuit for calculating the distance is included. Here, the computer 20 may execute the distance calculation process. Note that the measurement position of the laser displacement meter described above corresponds to the reflection position of the laser beam on the road surface.

(Measurement body)
FIG. 2 shows a schematic configuration of a laser displacement meter 11 stored in the measurement main body 10 and rails 12A, 12B, and 13 that guide the movement of the laser displacement meter 11. The rail 12A and the rail 12B are disposed in parallel to each other, and the rail 13 is disposed so as to be spanned over the rails 12A and 12B via the attachment members 13A and 13B. Here, the rails 12A, 12B and the rail 13 are arranged so as to be orthogonal to each other.

  Further, at least during measurement by the laser displacement meter 11, the rails 12A, 12B, and 13 are arranged in parallel to the road surface. Thereby, the laser displacement meter 11 is translated in relation to the road surface. As described above, the laser displacement meter 11 is desirably moved in parallel to the road surface so as not to change the distance from the road surface when viewed macroscopically, but is not limited thereto. For example, the laser displacement meter 11 may be moved linearly, such as moving the laser displacement meter 11 in a direction inclined with respect to the road surface. Further, if the movement path of the laser displacement meter 11 can be referred to, the movement of the laser displacement meter 11 need not be linear. That is, it is only necessary to correct the measurement result of the distance to the road surface with reference to the movement trajectory of the laser displacement meter 11.

  The laser displacement meter 11 constitutes the “measuring means” of the present invention, and is attached to the side surface of the rail 13 via an attachment member 11A. The attachment member 11A is provided to be movable in the longitudinal direction of the rail 13 by driving a stepping motor. The laser displacement meter 11 is moved integrally with the mounting member 11A. Here, the longitudinal direction of the rail 13 is referred to as “sub-scanning direction”. The laser displacement meter 11 is controlled not to perform measurement when moved in the sub-scanning direction (details will be described later).

  Each attachment member 13A, 13B is provided to be movable in the longitudinal direction on the rails 12A, 12B by driving a stepping motor. The laser displacement meter 11 is moved in the longitudinal direction of the rails 12A and 12B integrally with the rail 13 and the mounting members 13A and 13B.

  Here, the longitudinal direction of the rails 12A and 12B is referred to as a “main scanning direction”. The measurement main body 10 is installed so that the main scanning direction matches the direction of the survey line (that is, the survey line direction in the present embodiment is the main scan direction). The laser displacement meter 11 is controlled to perform measurement while being moved in the main scanning direction (details will be described later). Thereby, the measurement position on the road surface by the laser displacement meter 11 is scanned in the main scanning direction.

  As described above, the road surface state measurement system 1 according to the present embodiment is characterized by having a configuration in which the laser displacement meter 11 is independently moved in the main scanning direction and the sub-scanning direction orthogonal thereto. In general, the rails 12A and 12B and the rail 13 may be arranged obliquely so that the main scanning direction and the sub-scanning direction are obliquely arranged. That is, in the present invention, it is sufficient if the laser displacement meter 11 is movable in two dimensions.

  FIG. 3 shows an outline of a configuration for moving the laser displacement meter 11 in the longitudinal direction (sub-scanning direction) of the rail 13. 3A is a front view of the laser displacement meter 11, the rail 13, and the like, and FIG. 3B is a cross-sectional view of the rail 13 in the short direction.

  The side surface of the rail 13 on the laser displacement meter 11 side is opened along its longitudinal direction. A ball screw 131 is provided inside the rail 13 along its longitudinal direction. A stepping motor 130 is provided at one end of the rail 13, and one end of a ball screw 131 is connected to the rotation shaft of the stepping motor 130. The other end of the ball screw 131 is rotatably connected to the other end of the rail 13. The ball screw 131 is rotated around the axis O1 by the stepping motor 130.

  A protrusion 11a is formed on the mounting member 11A from the side opening of the rail 13 toward the inside of the rail 13, and a female screw is formed at a substantially central position of the protrusion 11a along the longitudinal direction of the rail 13. The part 11b is opened. A ball screw 131 is engaged with the female screw portion 11b.

  When the ball screw 131 is rotated around the axis O1 by the stepping motor 130, the attachment member 11A is moved in the longitudinal direction of the rail 13 by the engagement relationship between the ball screw 131 and the female screw portion 11b. The direction of movement of the attachment member 11 </ b> A is controlled by the rotation direction of the stepping motor 130. In this way, the laser displacement meter 11 can be moved in the sub-scanning direction.

  The stepping motor 130, the rail 13, the ball screw 131, and the mounting member 11A constitute “sub-scanning means” of the present invention. Further, the stepping motor 130 constitutes “sub-driving means” of the present invention for driving the laser displacement meter 11, and the rail 13, the ball screw 131, and the mounting member 11 A include the laser displacement meter 11 driven by the stepping motor 130. The “sub-guide means” of the present invention for guiding in the sub-scanning direction is configured.

  FIG. 4 shows an outline of a configuration for moving the rail 13 (that is, the laser displacement meter 11) in the longitudinal direction (main scanning direction) of the rail 12A. 4A is a side view of the rail 12A, the rail 13, and the like, and FIG. 4B is a cross-sectional view of the rail 12A in the short direction. Here, if necessary, a mechanism similar to that shown in each drawing of FIG. 4 can be provided on the rail 12B side.

  The upper surface of the rail 12A is opened along its longitudinal direction. A ball screw 121A is provided in the rail 12A along the longitudinal direction thereof. A stepping motor 120A is provided at one end of the rail 12A, and one end of a ball screw 121 is connected to the rotating shaft of the stepping motor 120A. The other end of the ball screw 121 is rotatably connected to the other end of the rail 12A. The ball screw 121A is rotated around the axis O2 by the stepping motor 120A.

  A protrusion 13a is formed on the mounting member 13A from the upper surface opening of the rail 12A toward the inside of the rail 12A. The protrusion 13a has a female screw along the longitudinal direction of the rail 12A. The part 13b is opened. A ball screw 121A is engaged with the female screw portion 13b.

  When the ball screw 121A is rotated around the axis O2 by the stepping motor 120A, the attachment member 13A is moved in the longitudinal direction of the rail 12A due to the engagement relationship between the ball screw 121A and the female screw portion 13b. The direction of movement of the attachment member 13A is controlled by the rotation direction of the stepping motor 120A. In this way, the laser displacement meter 11 is movable in the main scanning direction.

  The stepping motor 120A, the rails 12A and 12B, the ball screw 121A, and the mounting members 13A and 13B constitute “main scanning means” of the present invention. Further, the stepping motor 120 constitutes “main drive means” of the present invention for driving the laser displacement meter 11, and the rails 12A, 12B, the ball screw 121 and the mounting members 13A, 13B are laser displacement driven by the stepping motor 120A. The “main guide means” of the present invention for guiding the total 11 and the like in the main scanning direction is constituted. When a stepping motor and a ball screw are provided also on the rail 12B side, they also constitute main scanning means, and the stepping motor constitutes main driving means, and the ball screw constitutes main guiding means.

  Further, the stepping motor 120A, rails 12A, 12B, ball screw 121A and mounting members 13A, 13B constituting the main scanning means, and the stepping motor 130, rail 13, ball screw 131, and mounting member 11A constituting the sub-scanning means are as follows. It constitutes the “scanning means” referred to in the invention.

  2 to 4 constitute an example of the “road surface state measuring device” of the present invention.

(Elevating mechanism)
By the way, in the measurement main body 10, an elevating mechanism for moving the laser displacement meter 11 and a moving mechanism (rails 12A, 12B, 13, stepping motors 120A, 130, etc.) for moving the laser displacement meter 11 in the vertical direction is provided. It has been. The lower device mounting shelf 5 is formed with an opening having an opening area smaller than the area of the bottom surface of the measurement main body 10 (not shown), and the lifting mechanism includes the laser displacement meter 11 and the moving mechanism. Move up and down through the opening. The laser displacement meter 11 or the like is lowered to a predetermined position near the road surface when measuring the texture state of the road surface, and is stored in the measurement main body 10 when the road surface state measurement system 1 is moved. . The vertical movement of the laser displacement meter 11 or the like is executed according to an operation by the operator (details will be described later). According to such an elevating mechanism, it is possible to avoid a situation in which the laser displacement meter 11 or the like collides with or rubs against a convex portion of the road surface when the system 1 is moved. In addition, when the laser displacement meter 11 or the like is lowered, the stability of the laser displacement meter 11 during the measurement is enhanced if the bottom surface or the like of the moving mechanism is arranged in contact with the road surface. That is, it is possible to prevent the laser displacement meter 11 from moving freely during measurement without providing the above-described stopper that prohibits the rotation of the wheel 6.

  FIG. 5 shows an outline of a configuration example of such a lifting mechanism. The lifting mechanism 50A shown in the figure moves the rail 12A directly up and down, and a similar lifting mechanism 50B is also provided on the rail 12B side. The operation control of the elevating mechanisms 50A and 50B is performed simultaneously. The laser displacement meter 11, the rail 13, the stepping motors 120 and 130, and the like are moved up and down integrally with the rails 12A and 12B by driving the pair of lifting mechanisms 50A and 50B.

  A lifting mechanism 50A shown in FIG. 5 includes a motor 51A fixedly disposed on the inner wall or the like of the housing of the measurement main body 10, a gear 53A that is coaxially connected to the rotation shaft 52A of the motor 51A, and rotates integrally. One end is fixed to the rail 12A by a screw 56A, and an arm 54A having the longitudinal direction as a longitudinal direction is included. An engaging portion 55A that engages with the gear 53A is formed on one side surface of the arm 54A.

  When the motor 51A rotates the rotating shaft 52A, the rotational motion of the gear 53A that rotates integrally with the rotating shaft 52A is converted into the vertical movement of the arm 54A by the engagement relationship with the engaging portion 55A, thereby causing the rail 12A. Is moved up and down.

  The direction of movement of the rail 12A is switched depending on the rotation direction of the motor 51A. In FIG. 5, when the motor 51A rotates the rotating shaft 52A clockwise, the rail 12A moves downward, and when it rotates counterclockwise, it moves upward.

  In addition, the raising / lowering mechanism in this invention is not limited to the structure shown in FIG. 5, Arbitrary structures can be applied if it acts so that the laser displacement meter 11 etc. may be raised / lowered. . For example, the rails 12 </ b> A and 12 </ b> B are rotatably connected to one end of each of the pair of arms, and a stepping motor is provided at the other end of each of the arms to store the laser displacement meter 11 and the like in the measurement main body 10. When horizontally moving and lowering near the road surface, an elevating mechanism configured to rotate the arm downward in the vertical plane by a stepping motor can be applied.

  It is also possible to apply a mechanism in which the operator manually raises and lowers the laser displacement meter 11 and the like.

  Further, the lifting mechanism does not need to be stored in the measurement main body 10, and can be provided outside the measurement main body 10, for example, when a configuration in which the measurement main body 10 itself is moved up and down is adopted. . In that case, the opening of the lower device mounting shelf 5 is formed to have a larger opening area than the bottom surface of the measurement main body 10.

(Control box)
FIG. 6 is a top view illustrating a schematic configuration of the control box 30. On the operation panel of the control box 30, a power button 31 that is operated to switch on / off the power of the system 1, a voltage indicator 32A that displays a power voltage value supplied from the battery 40, and a power current A current indicator 32B for displaying a value, an ascending button 33A operated to raise the laser displacement meter 11 and the like by the elevating mechanisms 50A and 50B, a descending button 33B operated to descend, and the laser displacement meter 1 A measurement start button 34A that is operated to start measurement and a measurement stop button 34B that is operated to stop measurement are provided.

  When the above operation is performed using the keyboard or mouse of the computer 20, the control box 30 need not be provided. In addition, it is possible to provide means (buttons or the like) for performing operations other than the above operations as necessary. Further, when the computer 20 is equipped with a dedicated battery, ON / OFF of the computer 20 may be switched by an operation of the power button of the computer 20 itself instead of the power button 31.

[Control system configuration]
Next, the configuration of the control system of the road surface state measurement system 1 of the present embodiment will be described with reference to the block diagram shown in FIG. Control of the system 1 is performed by the computer 20 as described above.

  In this embodiment, in order to stably move the rail 13 in the longitudinal direction (main scanning direction) of the rails 12A and 12B, the configuration shown in FIG. 4 is also provided on the rail 12B side. The stepping motor on the rail 12B side is denoted by reference numeral 120B.

  As shown in FIG. 7, the laser displacement meter 11, the stepping motors 120 </ b> A, 120 </ b> B, 130, the motors 51 </ b> A, 51 </ b> B, and the control box 30 of the measurement main body unit 10 are connected to the computer 20. The stepping motors 120A, 120B, and 130 and the motors 51A and 51B are connected to the computer 20 via the power supply circuit 60, respectively.

(Computer)
The computer 20 includes a CPU 21, a hard disk drive (HDD) 22, a display unit 23, an audio output unit 24, a ROM 25, a RAM 26, and a transmission / reception interface (I / F) 27.

  Instead of the HDD 22, an arbitrary storage medium such as a drive device (CD-ROM, CD-R (W), DVD-ROM, DVD-RAM, MO, floppy (registered trademark) disk) accessible by the computer 20 is used. A device for reading and writing). In that case, necessary information is stored in advance in a storage medium.

  The CPU 21 develops a computer program (not shown) stored in the HDD 22 or the ROM 25 on the RAM 26 and executes it, thereby performing control processing of each part of the system 1, analysis processing of the measurement result by the laser displacement meter 11, and the like. Do.

  The computer program includes control of measurement operation by the laser displacement meter 11, movement control of the laser displacement meter 11 in the main scanning direction and sub-scanning direction, and operation control of ascending / descending of the laser displacement meter 11 by the lifting mechanism 50A. A system control program for causing the CPU 21 to execute, an evaluation value calculation program for causing the CPU 21 to calculate the texture evaluation value of the road surface, a determination program for causing the CPU 21 to determine whether the calculated texture evaluation value is appropriate, etc. include. The CPU 21 operates as a control unit 211, an evaluation value calculation unit 212, an evaluation value determination unit 213, and the like in order by executing each of these programs.

  The control unit 211 controls each part of the system according to the processing flow of the system control program. When each button of the control box 30 is operated, an operation signal is transmitted to the computer 20, and the control unit 211 performs system control based on the operation signal.

  The evaluation value calculation unit 212 corresponds to the “calculation unit” of the present invention, and calculates the road surface texture evaluation value based on the measurement data obtained by the laser displacement meter 11. In the present embodiment, as the texture evaluation value, at least one of MPD (Mean Profile Depth), concave / convex cumulative extension ratio (sometimes simply referred to as cumulative extension ratio), and contact portion ratio is applied. The outline of these texture evaluation values will be described later.

  The evaluation value determination unit 213 corresponds to the “determination unit” of the present invention, and determines whether or not the texture evaluation value calculated by the evaluation value calculation unit 212 is included in a predetermined allowable range. At that time, the evaluation value determination unit 213 makes a determination with reference to the following information stored in the HDD 22.

  The HDD 22 is set with a directory for storing information indicating the allowable range of the texture evaluation value. This directory is called an evaluation value information storage unit 221. The evaluation value information storage unit 221 stores information on the allowable range of each texture evaluation value set in advance before actual measurement. The evaluation value information storage unit 221 (HDD 22) constitutes the “storage unit” of the present invention.

  In the present embodiment, MPD allowable range information 221A indicating the allowable range of MPD, cumulative extension ratio allowable range information 221B indicating the allowable range of the cumulative extension ratio, and contact portion ratio allowable range information indicating the allowable range of the contact portion ratio. 221C is stored in the evaluation value information storage unit 221.

  Here, it is preferable that the allowable range information of each texture evaluation value is set for each type of road surface. For example, setting tolerance information for each type of pavement such as drainage pavement, dense pavement, etc., and the maximum particle size of aggregate (13 mm, 5 mm, etc.) contained in the asphalt mixture. By setting the permissible range information for each characteristic, it is possible to evaluate various types of texture of the paved road surface. Moreover, you may set tolerance | permissible_range information combining the type of a pavement, and the characteristic of a pavement structure.

  The display unit 23 is configured by a monitor of a (notebook) computer 20, and the audio output unit 24 is configured by a speaker or the like. Here, the display part 23 and the audio | voice output part 24 comprise the "notification means" of this invention. The transmission / reception I / F 27 includes an interface circuit for data transmission / reception.

  The power supply circuit 60 is connected to the battery 40 and receives a control signal from the computer 20 to supply power from the battery 40 to each of the stepping motors 120A, 120B, and 130 and the motors 51A and 51B.

  The stepping motors 120A, 120B, and 130 are supplied with power in pulses, and the laser displacement meter 11 is moved by rotating the stepping motor 120A and the like by an angle corresponding to the number of pulses.

  Further, for example, power is supplied to the motors 51A and 51B for a predetermined time to raise / lower the laser displacement meter 11 and the like. When stepping motors are used as the motors 51A and 51B, the power source is transmitted by a predetermined number of pulses to raise / lower the laser displacement meter 11 and the like by a predetermined distance.

[About texture evaluation values]
Here, the outline of the texture evaluation value of the road surface used in this embodiment will be described. In the present embodiment, at least one evaluation value among MPD, cumulative extension ratio, and contact portion ratio is applied. Hereinafter, these three kinds of texture evaluation values will be described with reference to FIGS. In the present invention, any evaluation value other than these can be applied.

(MPD)
First, MPD (average texture depth) will be described. MPD is widely used as a road surface texture analysis method, and its calculation method is specified in ISO (refer to: CHARACTERIZATION OF PARVEMENT TEXTURE UTILIZING SURFACE PROFILES PART-1: DETERMINATION OF MEAD PROF for Standardization, International Standard ISO 13473-1, 1996).

  The MPD is calculated as follows for each section (base length section) obtained by dividing each measurement line in the measurement by the laser displacement meter 11 into a fixed length (base length). First, the average height in the base length section is obtained, and the base length section is divided into two at the center to obtain the maximum height in each divided section. And the difference of the maximum height in each division | segmentation area and the average height in the said base length area is calculated, and those arithmetic mean is calculated | required. The calculation result is defined as MPD of the base length section.

That is, as shown in FIG. 8, when the average height in the base length section is represented as H _MEAN and the maximum heights in the first and second divided sections are represented as H _MAX 1 and H _MAX 2, respectively, The long interval MPD is expressed by the following equation. Here, the graph shown in FIG. 8 represents the displacement of the distance to the road surface (the height of the road surface) in the basic length section measured by the laser displacement meter 11. Therefore, the graph of the same figure is sectional drawing showing the surface shape of the road surface in the said base length area. Note that the graph is shown with embossed unevenness.

  If the length of the survey line in the measurement by the laser displacement meter 11 is 1 meter, for example, and the base length is 10 centimeters, for example, the survey line is divided into 10 base length sections. Will be acquired.

(Cumulative extension ratio)
The cumulative extension ratio is described in, for example, Non-Patent Document 1 described above. Hereinafter, the cumulative extension ratio will be described with reference to FIG. The graph shown in the figure represents the road surface height displacement (surface shape of the road surface) in the basic length section measured by the laser displacement meter 11 as in FIG. The graph also highlights the unevenness.

  The cumulative extension ratio is calculated as follows. First, the maximum height in each basic length section of the survey line is obtained, and the height in a predetermined descending width (referred to as the lower limit height) is obtained from the maximum height. And about each base length area, the length (including unevenness | corrugation) of the road surface in the measurement range where height exceeds a minimum height is calculated | required, and it adds together about all the base length areas. Further, the calculation result is divided by the length of the survey line and defined as the cumulative extension ratio of the survey line.

The case shown in FIG. 9 will be specifically described. First, one survey line is divided into a first base length section, a second base length section, a third base length section,..., And the descending width is set to X millimeters (for example, 2 millimeters). To do. The maximum heights H1 _MAX , H2 _MAX , H3 _MAX ,... In each base length section are obtained, respectively, and the lower limit heights H1 _LOW , H2 _LOW , H3 _LOW ,.

About the 1st basic length section, length L11 of the road surface in the measurement range where height exceeds lower limit height H1 _LOW is calculated | required. That is, in the first basic length section of the graph of FIG. 9, the graph length L11 in the measurement range where the value of the graph is between H1 _MAX and H1 _LOW is obtained. Since there are four measurement ranges in which the height exceeds the lower limit height H2 _LOW for the second basic length section, the road surface lengths L21, L22, L23, and L24 at each location are obtained. Similarly, the length of the road surface in the measurement range where the height exceeds the lower limit height is determined for the third basic length section, the fourth basic length section,.

  Further, the road surface height obtained for each base length section is added to all the base length sections, and the calculation result is divided by the length (L) of the survey line to obtain the cumulative extension ratio of the survey line. . That is, the cumulative extension ratio of the survey line is (L11 + L21 + L22 + L23 + L24 + L31 + L41 +...) / L.

(Contact part ratio)
The contact partial ratio is described in Non-Patent Document 2, for example. Hereinafter, the contact portion ratio will be described with reference to FIG. Similarly to FIG. 9, the graph shown in the figure represents the displacement of the road surface height (surface shape of the road surface) in the basic length section measured by the laser displacement meter 11. The graph also highlights the unevenness.

  Similar to the cumulative extension ratio, the contact portion ratio is calculated as follows. First, the maximum height in each basic length section of the survey line is obtained, and the height (lower limit height) in a predetermined descending width is obtained from the maximum height. And about each base length area, the length of the measurement range where height exceeds a minimum height is calculated | required, and it adds together about all the base length sections. Further, the calculation result is divided by the length of the survey line and defined as the contact portion ratio of the survey line.

  Note that the cumulative extension ratio and the contact portion ratio both have a common point that the height is acquired by considering the measurement range where the height exceeds the lower limit height, but the cumulative extension ratio is the road surface ( The contact portion ratio is a value calculated based on the total length of the measurement range (which is a straight line). The point is different.

The case shown in FIG. 10 will be specifically described. First, one survey line is divided into a first base length section, a second base length section, a third base length section,..., And the above-described downward width is set to X millimeters. The maximum heights H1 _MAX , H2 _MAX , H3 _MAX ,... In each base length section are obtained, respectively, and the lower limit heights H1 _LOW , H2 _LOW , H3 _LOW ,.

For the first base length section, the length M11 of the measurement range whose height exceeds the lower limit height H1 _LOW is determined. That is, in the first basic length section of the graph of FIG. 10, the length M11 of the measurement range in which the value of the graph is between H1 _MAX and H1 _LOW is obtained. Since there are four measurement ranges in which the height exceeds the lower limit height H2 _LOW for the second basic length section, the lengths M21, M22, M23, and M24 of the measurement ranges at each location are obtained. Similarly, the length of the measurement range in which the height exceeds the lower limit height is obtained for the third basic length section, the fourth basic length section,.

  Further, the height of the measurement range obtained for each base length section is added to all the base length sections, and the calculation result is divided by the length (L) of the survey line to obtain the contact portion ratio of the survey line. . That is, the contact portion ratio of the survey line is (M11 + M21 + M22 + M23 + M24 + M31 + M41 +...) / L.

[Processing mode]
One aspect of the road surface texture evaluation process executed by the road surface state measuring system 1 having the above configuration will be described based on a workflow using the system 1. An example of a workflow using the road surface state measurement system 1 is shown in FIG. The present invention can be suitably used, for example, at a site where construction is in progress, and the flowchart of FIG. 11 shows an application example of the system 1 at a construction site.

(Measurement preparation; S01)
When the system 1 is used, first, the system 1 is installed in a target measurement area on the road surface. At this time, the system 1 is installed so that the main scanning direction matches the direction of the survey line.

  The operator operates the power button 31 of the control box 30 to turn on the system 1 (particularly the measurement main body unit 10), and activates the computer 20. Subsequently, the operator operates the lowering button 33 </ b> B of the control box 30. The control unit 211 controls the motors 51A and 51B in response to the operation of the lowering button 33B (that is, controls the power supply circuit 60 to supply power to the motors 51A and 51B), and the laser displacement meter. 11 is lowered to a predetermined position near the road surface to prepare for measurement.

(Measurement of road surface height; S02)
When the operator operates the measurement start button 34A of the control box 30, the control unit 211 of the computer 20 controls the laser displacement meter 11 and the stepping motors 120A, 120B, and 130 to execute the following measurement. The stepping motors 120A, 120, and 130 are controlled by controlling the power supply circuit 60 to supply a pulsed power signal to each stepping motor.

  Here, as shown in FIG. 12, it is assumed that the first to eleventh measurement lines A1 to A11 having a length of 1 meter are set at an interval of 1 centimeter with respect to the target measurement region A. That is, the measurement area A is set to a range of (1 meter in the main scanning direction) × (10 centimeters in the sub scanning direction). Note that the length, number, and interval of the survey lines can be arbitrarily set by an operation from the computer 20 or the control box 30, for example.

  FIG. 13 is a top view illustrating an example of a scanning mode of the measurement position of the laser displacement meter 11 in the measurement region A illustrated in FIG. The controller 211 controls the stepping motors 120 </ b> A, 120 </ b> B, and 130 to move the laser displacement meter 11 in advance and aligns the measurement position with the measurement start position S.

  As shown in FIG. 13, the horizontal direction in the figure is the main scanning direction, the right direction is represented as “+ main scanning direction”, and the left direction is represented as “−main scanning direction”. In addition, the vertical direction in the figure is the sub-scanning direction, the upper direction is represented as “+ sub-scanning direction”, and the lower direction is represented as “−sub-scanning direction”.

  When the measurement start button 34A is operated, the control unit 211 controls the stepping motors 120A and 120B to move the laser displacement meter 11 in the + main scanning direction, and sets the measurement position of the laser displacement meter 11 to the first measurement line A1. While scanning along, the distance to the road surface is measured at a predetermined measurement interval (for example, 0.1 millimeter interval). Thereby, the displacement of the road surface height on the first measurement line A1 is measured. The measurement result is transmitted to the computer 20 and stored in the HDD 22 or the RAM 26, for example.

  When the scanning on the first measurement line A1 ends, the control unit 211 controls the stepping motor 130 to move the laser displacement meter 11 by 1 centimeter as indicated by the arrow B1 in the −sub scanning direction. At this time, the measurement by the laser displacement meter 11 is stopped by the control unit 211.

  When the movement of the laser displacement meter 11 indicated by the arrow B1 is completed, the control unit 211 controls the stepping motors 120A and 120B to move the laser displacement meter 11 in the −main scanning direction, and sets the measurement position of the laser displacement meter 11 to the first position. While scanning along the two measurement lines A2, the distance to the road surface is continuously measured at the above measurement intervals. Thereby, the displacement of the road surface height on the second measuring line A2 is measured. The measurement result is transmitted to the computer 20 and stored in the HDD 22 or RAM 26.

  When the scanning on the second measurement line A2 is completed, the control unit 211 controls the stepping motor 130 to move the laser displacement meter 11 by 1 centimeter as indicated by the arrow B2 in the -sub scanning direction. At this time, the measurement by the laser displacement meter 11 is stopped by the control unit 211.

  Similarly, the control unit 211 moves the laser displacement meter 11 to the third measurement line A3, the arrow B3, the fourth measurement line A4, the arrow B4, the fifth measurement line A5, the arrow B5, the sixth measurement line A6, the arrow B6, and the seventh measurement line A7. , Arrow B7, eighth measuring line A8, arrow B8, ninth measuring line A9, arrow B9, tenth measuring line A10, arrow B10, and eleventh measuring line A11 are moved to the measurement end position E in this order. When the laser displacement meter 11 is moved on each of the measurement lines A3 to A11, the controller 211 is controlled to measure the displacement of the road surface height, and when moving on each of the arrows B3 to B10, the measurement is stopped. To be controlled.

  Measurement data on 11 measurement lines A1 to A11 is automatically acquired for the measurement region A by such measurement processing. Here, the acquired measurement data may be displayed on the display unit 23 of the computer 20. At that time, the display unit 23 displays a graph representing the state of the road surface displacement (unevenness) as shown in FIGS.

(Calculation of texture evaluation value; S03)
Next, the evaluation value calculation unit 212 of the computer 20 calculates the MPD, the cumulative extension ratio, and the contact portion ratio based on the measurement data of the road surface height on the plurality of measurement lines A1 to A11 acquired in step S02. . At this time, according to the method described in the section “About the texture evaluation value”, the evaluation value calculation unit 212 converts the measurement data on each of the measurement lines A1 to A11 to 10 partial data corresponding to 10 basic length sections. Each evaluation value is calculated by dividing into two. The calculated texture evaluation value is stored in, for example, the HDD 22 or the RAM 26. Further, the calculated texture evaluation value may be displayed on the display unit 23 of the computer 20.

  Further, in the processing by the evaluation value calculation unit 212, an average value of the plurality of calculated texture evaluation values may be obtained. Although the details will be described later, while there are some variations (variations) in the calculated texture evaluation values, the average value is a good reflection of the texture of the entire road surface. The reliability of evaluation can be improved by using. The average value is calculated from 110 calculated values for MPD, and is calculated from 11 calculated values for the cumulative extension ratio and the contact portion ratio.

  Here, in step S02, the measurement data of the distance (road surface height) to the road surface acquired by the laser displacement meter 11 that is translated on each of the measurement lines A1 to A11 with respect to the road surface is “measurement” according to the present invention. Corresponds to “data string”. In this embodiment, eleven measurement data strings are acquired.

  In step S03, the partial data obtained by dividing the measurement data string for each basic length section corresponds to the “partial data string” referred to in the present invention.

  As described above, when the length of each measurement line A1 to A11 is 1 meter and the measurement interval is 0.1 millimeter, 10,000 measurement positions are set on each measurement line A1 to A11. The measurement data (column) corresponding to the survey line includes 10,000 measurement values. If the base length section is 10 centimeters, the partial data (column) for each base length section includes 1000 measurement values.

(Judgment of suitability of texture evaluation value; S04, S05, S06)
When the texture evaluation value is calculated, the evaluation value determination unit 213 of the computer 20 determines whether each texture evaluation value is appropriate. More specifically, the evaluation value determination unit 213 executes the following determination process.

  Here, in the evaluation value information storage unit 221 of the hard disk drive 22, MPD allowable range information 221 A, cumulative extension ratio allowable range information 221 B representing the allowable ranges of MPD, cumulative extension ratio, and contact portion ratio are stored in advance. Ratio allowable range information 221C is stored. Each permissible range information 221A-221C consists of information which shows the maximum value permissible as each evaluation value, for example. Moreover, the allowable range of each evaluation value is experimentally acquired by, for example, forming pavements of various road surface states actually or by computer simulation and examining their texture evaluation values.

  First, for MPD (step S04), the evaluation value determination unit 213 compares the MPD calculated in step S03 with the maximum value of MPD shown in the MPD allowable range information 221A, and the former value is the latter value. If it is less than the value, it is determined as “acceptable (normal)” (S04; Y), and if the former is larger than the latter, it is determined as “unacceptable (possibly abnormal)” (S04; N). ). If it is determined to be normal, the process proceeds to step S05. If it is determined that there is a possibility of abnormality, the process proceeds to step S09.

  Similarly, for the cumulative extension ratio (step S05), the evaluation value determination unit 213 determines the magnitude of the cumulative extension ratio calculated in step S03 and the maximum value of the cumulative extension ratio shown in the cumulative extension ratio allowable range information 221B. In comparison, if the former value is less than or equal to the latter value, it is determined as “acceptable (normal)” (S05; Y), and if the former value is greater than the latter value, “unacceptable (possibly abnormal) ”) (S05; N). If it is determined to be normal, the process proceeds to step S06. If it is determined that there is a possibility of abnormality, the process proceeds to step S09.

  Similarly, for the contact portion ratio (step S06), the evaluation value determination unit 213 determines the magnitude of the contact portion ratio calculated in step S03 and the maximum value of the contact portion ratio indicated in the contact portion ratio allowable range information 221C. In comparison, if the former value is less than or equal to the latter value, it is determined as “acceptable (normal)” (S06; Y), and if the former value is greater than the latter value, “not acceptable (possibly abnormal) ”) (S06; N). If it is determined to be normal, the process proceeds to step S07, and if it is determined that there is a possibility of abnormality, the process proceeds to step S09.

  Here, the determination result of the suitability of each texture evaluation value by the evaluation value determination unit 213 may be displayed on the display unit 23 of the computer 20.

  If the average value of a plurality of texture evaluation values is calculated in step S03, it is determined whether or not the average value is included in the allowable range. If the average value is not calculated, a plurality of texture evaluation values are determined. At least one of them is a determination target. In the latter case, if two or more texture evaluation values are set as determination targets, the reliability of the evaluation is improved as compared with the conventional case.

(Presence / absence of measurement in other regions; S07, S08)
In step S06, the process for the measurement region A ends. When the measurement on the measurement area A is completed, the operator determines whether or not to perform another measurement on another area on the road surface (S7). The determination is based on, for example, a measurement schedule created in advance.

  When the measurement is finished in the measurement area A (S07; N), the operator operates the power button 31 of the control box 30 to turn off the power of the measurement main body 10 and turns off the power of the computer 20. Then, the measurement by the road surface state measurement system 1 is finished.

  On the other hand, when the measurement of another area is continuously performed (S07; Y), the operator turns off the power of the measurement main body 10 or the computer 20 if necessary, and the road surface state measurement system 1 is set to another measurement area. Move (S08) and measure in the same way.

(Process when the texture evaluation value is not included in the allowable range; S09 to S12)
When it is determined in step S04, S05, or S06 that there is a possibility of abnormality (S04; N: S05; N: S06; N), the control unit 211 of the computer 20 notifies the operator or the like (S08). ). As a specific aspect of this notification processing, for example, a warning message for confirming a material paved on the road surface and its construction state is displayed on the display unit 23, or a similar warning message or beep sound is output by the voice output unit 24. Can be made.

  An operator or the like can recognize the possibility of abnormality by such a notification process, and thereby, for example, confirm the particle size, shape, and composition of the aggregate used for pavement, and the suitability of the rolling process. Yes (S10).

  When abnormality is discovered by the confirmation work of the pavement material and the construction state (S11; Y), the contents can be analyzed and fed back to the construction site (S12). For example, when a part of the area to be constructed is completed, the road surface state measurement system 1 performs measurement on that part. When an abnormality is reported, the construction of other parts is temporarily stopped and the cause of the abnormality is analyzed. Once the cause of the abnormality is identified, it is possible to correct the construction process, for example, by replacing the aggregate with another one or by appropriately performing the rolling process. Therefore, it is possible to improve the quality of the pavement, and it is possible to reduce time and cost waste due to re-construction.

[Action and effect]
Actions and effects achieved by the road surface state measurement system 1 as described above will be described.

  The road surface state measurement system 1 can move the laser displacement meter 11 two-dimensionally by moving the laser displacement meter 11 independently in the main scanning direction and the sub-scanning direction. Thereby, it is possible to perform measurement on a plurality of survey lines in the measurement area on the road surface, instead of measuring only one conventional survey line.

  When the number of base length sections in one survey line is the same (for example, 10 sections), in the conventional measurement of only one survey line, only 10 values are obtained for MPD, and only one value is obtained for the cumulative extension ratio and the contact portion ratio. However, by performing scanning (see FIG. 13) as in the present embodiment, 10 × 11 = 110 for MPD, and 1 × 11 = for the cumulative extension ratio and the contact portion ratio, respectively. Eleven values can be obtained.

  Therefore, according to the present invention, more texture evaluation values can be obtained than before, so that statistically accurate measurement can be performed, and the reliability of texture evaluation is improved.

  Here, since the measurement interval of the road surface height by the laser displacement meter 11 is set to 0.1 mm, for example, as in the conventional case, there is no decrease in measurement accuracy for each survey line. In the present invention, it is practically desirable to avoid a long measurement time by using a laser displacement meter having a high measurement speed.

  Furthermore, by measuring a plurality of survey lines, it is possible to collect data from a wider range than before, and it is possible to perform texture evaluation that better reflects the state of the entire road surface compared to the past. Become.

  In addition, a plurality of values can be calculated for each texture evaluation value to obtain an average value thereof, and the texture value of the road surface can be evaluated using the average value, so that the reliability of the texture evaluation is improved. (The reason will be described later).

  Further, the road surface condition measuring system 1 is configured to evaluate the road surface texture in consideration of a plurality of types of evaluation values such as MPD, cumulative extension ratio, and contact portion ratio. Evaluation can be realized.

  Further, as shown in the flowchart of FIG. 11, it is determined whether or not the obtained texture evaluation value is within the allowable range, and notification is made when it is determined that it is out of the allowable range. The occurrence of an abnormality can be easily known. As a result, the cause of the abnormality can be discovered at the construction site and fed back in real time to correct the construction process, which is expected to be effective for use at the construction site. In particular, if any of a plurality of types of texture evaluation values is out of the allowable range and the possibility of abnormality is notified, comprehensive texture evaluation can be performed at the construction site.

(Comparison with conventional texture evaluation)
The effectiveness of the present invention is verified by comparing the texture evaluation according to the present invention with the conventional one.

  FIG. 14 describes drainage pavements with aggregates having a maximum particle size of 13 mm (described as “13 mm”, “drainage 13 mm”, etc.), drainage pavements with the same 5 mm (“5 mm”, “drainage 5 mm”, etc.) ) And the 13 mm dense particle paving (described as “dense particles”), MPD measurement results obtained by the road surface state measurement system 1 of the present embodiment are shown. As shown in FIG. 12, the measurement was performed by setting 11 survey lines in an area of 1 meter × 10 centimeters.

  In FIG. 14A, “13 mm” is measured on 11 measuring lines, 19 “measured areas”, “5 mm” is measured on 7 measuring areas, and “dense grain” is measured on 11 measuring lines, respectively. In each survey line, 10 MPDs are obtained and an average value (referred to as an average value MPD) is calculated, and variations (variation range) and average values of the 11 average values MPD are shown. In addition, about "13 mm", it measured about 4 places pavements AD. FIG. 14B shows the average value of the average value MPD in each pavement calculated based on the measurement, the coefficient of variation (= (standard deviation) / (average value)) of the average value MPD, and the fluctuation range. Average values are shown.

  As can be seen from the measurement results shown in the figure, the 11 average MPDs in each measurement region vary greatly. That is, the acquired MPD value varies depending on which position (which survey line) in the measurement region is measured. Specifically, the variation range in “Dense Grain” is the smallest 0.47 millimeter, then “5 mm” is 0.77 millimeter, and “13 mm” has a variation range of 1.75 millimeters. is there.

  Further, as can be seen from the measurement result of, for example, “13 mm” pavement A or the like, the acquired MPD value fluctuates depending on where the measurement region is provided on the same pavement surface.

  Therefore, in the conventional measurement with only one measurement line, a large error occurs in the measurement result depending on the position of the measurement line on the road surface and the position of the measurement line on the road surface. It is difficult to guarantee.

  Here, looking at the average value of each measurement region shown in FIG. 14A, for example, the average value of 6 pieces in the pavement A of “13 mm” does not have a large variation. In the said embodiment which concerns on this invention, since the said average value is calculated and a texture is evaluated using it, it is thought that it is possible to perform highly reliable evaluation compared with the past.

  FIG. 15 shows the fluctuation state of 110 MPDs acquired for a measurement area of 1 meter × 10 centimeters of “13 mm”, and FIG. 15A shows the transverse direction (sub-scanning direction). FIG. 15B shows the state of fluctuation in the longitudinal direction (main scanning direction, line direction). Measurements to obtain the results shown in the figure were performed on a reference road surface in which data such as materials used and pavement configuration were specified.

  As can be seen from FIGS. 15A and 15B, the MPD values in the measurement region are irregularly distributed both in the transverse direction and in the longitudinal direction. Therefore, it can be said that it is difficult to effectively evaluate even a measurement region in a range of 1 meter × 10 centimeters by measurement using only one conventional survey line. In addition, although the same measurement was implemented also about "5mm" and "dense grain", the same tendency was seen.

  Thus, it can be seen that the texture evaluation value obtained by the conventional method for evaluating the texture of the road surface from the measurement result for only one measurement line has a problem in reliability.

  The present invention aims to improve the reliability by evaluating the texture of the road surface as a “surface” rather than the evaluation as a “line” as in the prior art. In the following, the effectiveness of the measurement and evaluation method according to the present invention will be described, and the number of texture evaluation value samples necessary for effectively performing the evaluation as the “surface” will be examined.

  For this purpose, 101 measurement lines with a pitch of 1 millimeter were set for a measurement area of 1 meter × 10 centimeters of “13 mm” pavement, and 1010 MPD values were collected. FIG. 16 shows the measurement results.

  The histogram in FIG. 16A represents the distribution of MPD values collected by the measurement. As shown in the figure, since the MPD distribution situation approximates a normal distribution, it is regarded as a normal distribution, and population average interval estimation is performed.

  FIG. 16B shows the result of the estimation of the interval of the population average of 95% confidence interval in the MPD distribution shown in FIG. In the figure, results based on the same measurement performed for “5 mm” and “dense grain” are also described.

  As can be seen from FIG. 16B, the width between the minimum value and the maximum value of the population mean μ is sufficiently small and the variation is small, so that the entire road surface that is the population is sufficiently obtained from the data collected by the measurement. Can be evaluated. Therefore, it was found that the road surface texture can be evaluated with high reliability by setting 101 survey lines in a measurement area of 1 meter × 10 centimeters and collecting 1010 MPDs.

  Next, the number of evaluation value samples necessary for effective texture evaluation will be examined. As can be seen from the value of “average value MPD” in the table of FIG. 14B, an error of −0.2 millimeter is interposed in “5 mm”, and an error of +0.2 millimeter is interposed in “dense grain”. Then, it becomes difficult to discriminate those differences from the MPD value. Therefore, when the number of MPD samples necessary for obtaining the MPD with an error of 0.1 millimeter was obtained, the number of “13 mm” was 93. FIG. 16C shows the accuracy when 110 MPDs are acquired for “13 mm”, “5 mm”, and “dense grain” as in the above embodiment.

  Although details are omitted, according to the measurement conducted by the present inventors, the MPD, the cumulative extension ratio, and the contact portion ratio have a high correlation coefficient with each other, and for “13 mm”. The measurement showed that the variation coefficient of MPD was larger than the variation coefficient of the cumulative extension ratio and the contact portion ratio. Therefore, since a highly reliable result was obtained for MPD as described above, high reliability can be assumed for the cumulative extension ratio and the contact portion ratio.

  As described above, according to the present invention, the road surface measurement area is two-dimensionally scanned to obtain about 100 texture evaluation values (MPD, cumulative extension ratio, contact portion ratio, etc.). Texture evaluation can be performed as a “surface”, and the reliability of the evaluation can be improved.

[Modification]
The configuration detailed above is merely an example for suitably carrying out the present invention. Therefore, arbitrary modifications within the scope of the present invention can be made.

  For example, the scanning mode of the measurement position by the laser displacement meter is not limited to that shown in FIG. 12, and as a result, the laser displacement meter is two-dimensionally scanned, for example, by scanning each survey line in the same direction. Any device can be used as long as it scans.

  Further, the configuration (scanning means) for moving the laser displacement meter (measuring means) parallel to the road surface is not limited to the configuration using the ball screw, stepping motor, rail, or the like as described above. Any configuration that can be translated in two dimensions can be applied.

  In the above embodiment, the texture evaluation value is configured to use all of the MPD, the cumulative extension ratio, and the contact portion ratio. However, in the present invention, it is sufficient to use at least one of these. is there. However, it is desirable to comprehensively evaluate the texture using a plurality of evaluation values.

  Moreover, it is also possible to apply equipment other than the laser displacement meter as a measuring means for measuring the distance to the road surface.

[Variation of scanning mode of measuring means]
FIG. 17 shows a schematic configuration of a road surface state measurement system that moves a measuring means (for example, a laser displacement meter) in a scanning manner different from that of the above embodiment. According to the configuration shown in the figure, it is possible to acquire a plurality of measurement data strings along concentric survey lines, and further, a measurement data string along spiral survey lines.

(Constitution)
FIG. 17A is a bottom view when the configuration for scanning the laser displacement meter 301 is viewed from below (the road surface side). FIG. 17B is a side view of the configuration as viewed from the side (direction parallel to the road surface). The configuration shown in both figures corresponds to FIG. 2 in the above embodiment. The structure shown in FIG. 17 is stored in the measurement main body 10 (see FIG. 1), and is lowered to a position near the road surface by an elevating mechanism as shown in FIG. Yes.

  The laser displacement meter 301 is attached to an arm 302 disposed substantially parallel to the road surface. One end of the arm 302 is attached to the rotation mechanism 303 via a rotation shaft 303a. The rotation mechanism 303 is provided with an actuator (motor or the like) that rotates the rotation shaft 303a. The rotation mechanism 303 acts to rotate the arm 302 about the rotation shaft 303a by the driving force of the actuator.

  The arm 302 and the rotation mechanism 303 acting in this way correspond to an example of “main scanning means” of the present invention that moves the laser displacement meter 301 in a circumferential direction substantially parallel to the road surface.

  An opening 302 a is formed in the arm 302 along the longitudinal direction (the radial direction orthogonal to the rotation direction by the rotation mechanism 303). A holding portion 301 a extending upward is provided on the upper side of the laser displacement meter 301. The holding portion 301a is disposed so as to pass through the opening 302a of the arm 302 from below to above. An opening 301 b is formed along the longitudinal direction of the arm 302 above the arm 302 of the holding portion 301 a of the laser displacement meter 301.

  A further rotation mechanism 304 is attached in the vicinity of the rotation mechanism 303 on the upper surface side of the arm 302. One end of a rotating shaft 304a is connected to the rotating mechanism 304, and the rotating shaft 304a is rotated by a driving force of a built-in actuator (motor or the like). The rotation shaft 304 a is disposed along the longitudinal direction of the arm 302, and the other end is inserted through the opening 301 b of the holding portion 301 a of the laser displacement meter 301.

  The rotating shaft 304a is threaded on its surface and acts as a ball screw. In addition, the opening b of the holding portion 301a of the laser displacement meter 301 acts as a female screw that is screwed into a rotating shaft 304a as a ball screw. With such a configuration, the laser displacement meter 301 is moved along the longitudinal direction of the arm 302 by the rotation mechanism 304 rotating the rotation shaft 304 a. The moving direction of the laser displacement meter 301 is switched according to the rotating direction of the rotating shaft 304a.

  The arm 302 and the rotating mechanism 304 that act in this way correspond to an example of the “sub-scanning means” of the present invention that moves the laser displacement meter 301 in a radial direction orthogonal to the circumferential direction.

  The operations of the rotation mechanisms 303 and 304 are each controlled by control means such as a microprocessor such as the CPU 21 (see FIG. 7) in the above embodiment.

  A scanning mode of the measuring means by the road surface state measuring system of this modification having the above-described configuration will be described.

(First scanning mode)
In the first scanning mode, the measuring means is scanned concentrically. For this purpose, first, the CPU 21 controls the rotation mechanism 304 to place the laser displacement meter 301 at the first scanning position with respect to the arm 302. This first scanning position is, for example, a position in the vicinity of the outer end of the arm 302 (the end opposite to the rotation shaft 303a).

  Next, the CPU 21 controls the rotation mechanism 303 to rotate the arm 302 in the circumferential direction while the laser displacement meter 301 is fixedly disposed at the first scanning position. At this time, the laser displacement meter 301 continuously measures the distance to the road surface at a predetermined measurement interval. Accordingly, the laser displacement meter 301 has a radius (r1) as a distance between the first scanning position and the rotation shaft 303a, and is on a measurement line along a circumference C1 centered on the rotation shaft 303a. A measurement data string is acquired.

  Subsequently, the CPU 21 controls the rotation mechanism 304 to move the laser displacement meter 301 to the second scanning position. The second scanning position is, for example, a position that is moved from the first scanning position by a predetermined distance in the direction of the rotation axis 303a. Then, the CPU 21 controls the rotation mechanism 303 to rotate the arm 302 in the circumferential direction while the laser displacement meter 301 is fixedly disposed at the second scanning position. At this time, the laser displacement meter 301 continuously measures the distance to the road surface at a predetermined measurement interval. Thereby, the laser displacement meter 301 sets the distance between the second scanning position and the rotation shaft 303a as the radius (r2), and is on the measurement line along the circumference C2 centering on the rotation shaft 303a. Get the measurement data string.

  By repeating such measurement, the distance between the i-th scanning position and the rotation shaft 303a is set to the radius (ri), and the line along the circumference Ci around the rotation shaft 303a is measured. A measurement data string is acquired (i = 1 to N). These N circumferences C1 to CN are concentric circles around the rotation shaft 303a.

(Second scanning mode)
In the second scanning mode, the measuring means is scanned in a spiral shape. For this purpose, first, the CPU 21 controls the rotation mechanism 304 to place the laser displacement meter 301 at a predetermined scanning start position. This scanning start position is, for example, a position near the outer end of the arm 302.

  Subsequently, the CPU 21 controls the rotation mechanism 303 to rotate the arm 302 at a predetermined rotation speed and also controls the rotation mechanism 304 to move the laser displacement meter 301 from the scanning start position at a predetermined movement speed (rotation time). Move in the direction of the movement axis 303a). At this time, the laser displacement meter 301 continuously measures the distance to the road surface at a predetermined measurement interval. Thereby, the laser displacement meter 301 acquires a measurement data string on a spiral survey line whose rotation radius gradually decreases from the scanning start position.

(Function and effect)
According to the present modification that realizes such a scanning mode, the following operational effects are achieved.

  According to the first scanning mode described above, as in the above-described embodiment, it is possible to acquire measurement data strings on a plurality of concentric survey lines with respect to the measurement region on the road surface. It is possible to improve the reliability.

  In addition, according to the second scanning mode, a measurement data string on a spiral survey line can be acquired for the measurement region on the road surface, so that the single scanning mode in the conventional scanning mode described in Patent Document 2 described above can be obtained. It is possible to measure a wider range than when measuring on the circumference. Therefore, it is possible to improve the reliability of the road surface texture evaluation.

  The configuration shown in FIG. 17 is a configuration example of the main scanning unit and the sub-scanning unit. Any configuration can be applied to the main scanning unit in this modification as long as it operates to move the measuring unit in a circumferential direction substantially parallel to the road surface. Further, the sub-scanning means in the present modification may act so as to move the measuring means in the radial direction (sub-scanning direction) perpendicular to the circumferential scanning direction (main scanning direction) by the main scanning means. For example, the configuration is arbitrary.

  Various configurations described in the above embodiment can be applied to this modification. For example, a configuration for storing the allowable range of the texture evaluation value, determining whether or not the calculated texture evaluation value is included in the allowable range, and notifying that it is determined not to be included in the allowable range Can be applied. At this time, the allowable ranges of multiple types of texture evaluation values, such as average texture depth, cumulative unevenness extension ratio, and contact part ratio, are stored, and each of the calculation results of the multiple types of texture evaluation values is included in the allowable range. It is desirable to be configured to determine whether or not

[Appendix]
Other characteristic points included in the embodiment described above will be described below.

[Appendix Claim 1]
A road surface state measuring system according to claim 6, wherein:
The main drive means includes a stepping motor,
The main guide means has a rail whose longitudinal direction is the main scanning direction, one end connected to a rotation shaft of the stepping motor, a ball screw disposed along the longitudinal direction of the rail, and the measurement means. An attachment member that has a female screw portion that engages with the ball screw and is moved in the main scanning direction in accordance with the rotation of the ball screw by the stepping motor.
A road surface state measuring system characterized by that.

[Appendix Claim 2]
A road surface state measuring system according to claim 7 of the claim,
The auxiliary driving means includes a stepping motor,
The sub-guide means has a rail whose longitudinal direction is the sub-scanning direction, a ball screw disposed at one end of the rotation axis of the stepping motor and disposed along the longitudinal direction of the rail, and the measuring means. An attachment member that has a female screw portion that engages with the ball screw and is moved in the sub-scanning direction in accordance with the rotation of the ball screw by the stepping motor.
A road surface state measuring system characterized by that.

[Additional Claim 3]
The road surface state measuring system according to any one of claims 1 to 13, wherein the measuring unit includes a laser displacement meter.

[Additional Claim 4]
The road surface condition measuring system according to any one of claims 1 to 13, wherein
A road surface state measuring system further comprising lifting means for moving the measuring means up and down.

  Note that the “lifting means” in the appended claim 4 has a structure like the lifting mechanism 50A shown in FIG. 5, for example.

It is a schematic perspective view showing an example of appearance composition of an embodiment of a road surface state measuring system concerning the present invention. It is a schematic perspective view showing an example of composition of a laser displacement meter and a rail in an embodiment of a road surface state measuring system concerning the present invention. It is the schematic showing an example of the structure for moving the laser displacement meter in embodiment of the road surface state measurement system which concerns on this invention, FIG. 3 (A) is a front view, FIG.3 (B) is sectional drawing. It is the schematic showing an example of the structure for moving the laser displacement meter in embodiment of the road surface state measuring system which concerns on this invention, FIG. 4 (A) is a side view, FIG.4 (B) is sectional drawing. It is a schematic side view showing an example of the composition for moving up and down the laser displacement meter etc. in the embodiment of the road surface condition measuring system according to the present invention. It is a schematic top view showing an example of the structure of the control box in embodiment of the road surface state measurement system which concerns on this invention. It is a block diagram showing an example of composition of a control system of an embodiment of a road surface state measuring system concerning the present invention. It is a figure for demonstrating the calculation method of MPD calculated by embodiment of the road surface state measurement system which concerns on this invention. It is a figure for demonstrating the calculation method of the cumulative extension ratio calculated by embodiment of the road surface state measurement system which concerns on this invention. It is a figure for demonstrating the calculation method of the contact part ratio calculated by embodiment of the road surface state measurement system which concerns on this invention. It is a flowchart showing an example of the workflow using embodiment of the road surface state measurement system which concerns on this invention. It is a figure for demonstrating the measurement aspect by embodiment of the road surface state measurement system which concerns on this invention. It is a figure for demonstrating the measurement aspect by embodiment of the road surface state measurement system which concerns on this invention. It is a figure referred in order to demonstrate the effectiveness of the texture evaluation of the road surface by this invention. FIG. 14A is a diagram showing an example of the fluctuation state of the MPD value acquired based on the measurement for various pavements, and FIG. 14B is the statistical data calculated from the fluctuation situation of the MPD value. It is the table | surface which described. It is a figure referred in order to demonstrate the effectiveness of the texture evaluation of the road surface by this invention. FIG. 15A shows an example of the fluctuation situation in the transverse direction of the MPD acquired for the predetermined measurement region, and FIG. 15B shows an example of the fluctuation situation in the longitudinal direction. It is a figure referred in order to consider the sample number required in order to perform the texture evaluation of a road surface effectively by this invention. FIG. 16A is a graph showing the distribution of MPD values acquired for a predetermined measurement region, and FIG. 16B is a table describing the calculation results of the average of the average of the population average for the MPD distribution. FIG. 16C is a table that describes the evaluation accuracy when evaluating the texture of the road surface using 110 MPD values. It is the schematic showing an example of the structure for scanning a laser displacement meter in the modification of embodiment of the road surface state measurement system which concerns on this invention. FIG. 17A is a schematic bottom view illustrating an example of a configuration for scanning a laser displacement meter. FIG. 17B is a schematic side view showing an example of a configuration for scanning the laser displacement meter.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Road surface state measurement system 2 Carriage 3 Frame body 4, 5 Equipment mounting shelf 6 Wheel 10 Measurement main-body part 11 Laser displacement meter 11A, 13A, 13B Mounting member 11a, 13a Protrusion part 11b, 13b Female thread part 12A, 12B, 13 Rail 120A, 120B, 130 Stepping motor 121A, 131 Ball screw O-axis 50A Lifting mechanism 51A, 51B Motor 52A Rotating shaft 53A Gear 54A Arm 55A Engagement part 56A Screw 20 Computer 21 CPU
211 Control Unit 212 Evaluation Value Calculation Unit 213 Table Value Judgment Unit 22 Hard Disk Drive (HDD)
221 Evaluation value information storage unit 221A MPD allowable range information 221B Cumulative extension ratio allowable range information 221C Contact part ratio allowable range information 23 Display unit 24 Audio output unit 25 ROM
26 RAM
30 Control Box 31 Power Button 32A Voltage Indicator 32B Current Indicator 33A Up Button 33B Down Button 34A Measurement Start Button 34B Measurement Stop Button 40 Battery 60 Power Supply Circuit 301 Laser Displacement Meter 301a Holding Section 301b Opening 302 Arm 302a Opening 303, 304 Rotating mechanism 303a, 304a Rotating shaft

Claims (14)

Measuring means for measuring the distance to the road surface, scanning means for moving the measuring means to scan the measurement position of the distance to the road surface, and the distance to the road surface acquired by the moving measuring means. A road surface state measurement system having a calculation means for calculating a texture evaluation value used for evaluating the texture of the road surface based on a measurement data string,
The road surface state measuring system, wherein the scanning unit moves the measuring unit two-dimensionally.   The scanning unit includes a main scanning unit that moves the measuring unit in a predetermined main scanning direction to scan the measurement position, and a sub-scanning unit that moves the measuring unit in a sub-scanning direction orthogonal to the main scanning direction. The road surface state measuring system according to claim 1, wherein:   The measuring means changes the position in the sub-scanning direction by the sub-scanning means, and sets the distance at a predetermined measurement interval when moved in the main scanning direction by the main scanning means at the changed position. The road surface according to claim 2, wherein a plurality of the measurement data strings corresponding to a plurality of positions in the sub-scanning direction are acquired by measuring and acquiring the measurement data strings corresponding to the position. Condition measurement system.   The calculation means divides each of the plurality of measurement data strings acquired by the measurement means into a plurality of partial data strings, calculates the texture evaluation value for each partial data string, and The road surface state measuring system according to claim 3, wherein an average value of the texture evaluation values for each partial data string is calculated.   The calculation means calculates the texture evaluation value for each of the plurality of measurement data strings acquired by the measurement means, and calculates an average value of the texture evaluation values for the calculated measurement data. The road surface state measuring system according to claim 3, wherein The main scanning means includes
Main driving means for driving the measuring means;
Main guiding means for guiding the driven measuring means in the main scanning direction;
The road surface state measuring system according to any one of claims 2 to 5, wherein the road surface state measuring system is included. The sub-scanning means
Sub-driving means for driving the measuring means;
Sub-guide means for guiding the driven measuring means in the sub-scanning direction;
The road surface state measuring system according to any one of claims 2 to 5, wherein the road surface state measuring system is included. The main scanning means moves the measuring means in a circumferential direction substantially parallel to the road surface,
The sub-scanning means moves the measuring means in a radial direction perpendicular to the circumferential direction;
The road surface state measuring system according to claim 2.   The measuring means changes the position in the radial direction by the sub-scanning means, and measures the distance at a predetermined measurement interval when moved in the circumferential direction by the main scanning means at the changed position. The road surface state measurement system according to claim 8, wherein a plurality of the measurement data strings along concentric survey lines are acquired by acquiring the measurement data string corresponding to the position.   The measurement means measures the distance at predetermined measurement intervals while being moved in the circumferential direction by the main scanning means while being moved in the radial direction by the sub-scanning means, and the measurement data string The road surface state measurement system according to claim 8, wherein the measurement data string along a spiral measurement line is acquired by acquiring the measurement data. Storage means for storing an allowable range of the texture evaluation value set in advance;
Determining means for determining whether or not the texture evaluation value calculated by the calculating means is included in the allowable range;
Notification means for notifying that the texture evaluation value is not included in the allowable range by the determination means;
The road surface state measuring system according to any one of claims 1 to 10, further comprising: The storage means stores an allowable range of a plurality of types of texture evaluation values,
The calculation means calculates the texture evaluation values of the plurality of types based on the measurement data string,
The determination means determines whether each of the calculated plurality of types of the texture evaluation values is included in the allowable range stored in the storage means.
The road surface state measuring system according to claim 11.   The road surface condition measurement system according to claim 12, wherein the plurality of types of texture evaluation values include at least one of an average texture depth, a cumulative unevenness extension ratio, and a contact portion ratio. Measuring means for measuring the distance to the road surface; and scanning means for moving the measuring means to scan the measurement position of the distance to the road surface, and by the moved measuring means, the texture of the road surface is measured. A road surface state measuring device that acquires a measurement data string of a distance to the road surface used for evaluation,
The road surface state measuring apparatus, wherein the scanning unit moves the measuring unit two-dimensionally.

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