WO2002101328A1 - Method for recording the surface of a roadway - Google Patents

Abstract

The roadway is traveled by a vehicle heading in a predetermined direction of travel. Laser beam pulses with an oscillating motion over a predefined angle of beam are generated by a scanner in predefined angular steps. The length of time between the generation of each laser beam pulse and the reception of the laser beam reflected by the surface (transit time) is determined from the received signal of the laser beam receiver. The transit time is corrected using the angle between a topographically fixed line and the respective laser beam pulse. The position of the scanner is calibrated in the three spatial axes before beginning the respective measuring drive route and, during the measuring drive, is continuously updated synchronously to the generation of the laser beam pulses (actual position). The surface signals relate to the initial coordinates of the scanner while taking the updated actual position of the scanner into account.

Description

Method for detecting the surface of a road

The invention relates to a method for detecting the surface of a roadway according to the preamble of claim 1 and claim 6. To record the surface condition of a roadway, for. B. a road, are used according to US-C1 4896964 and DE 3612550 C2 laser beam emitters and laser beam receivers, which are attached to a vehicle and directed towards the road. The reception of the laser beams reflected from the road is used to detect the state of the surface. According to the aforementioned US-C1 4896964, the laser beam emitter and the laser beam receiver are recurrently guided across the carriageway in the direction of the carriageway so that the carriageway can be scanned in a certain width.

The known methods only allow a differential measurement and can only be used to a limited extent with regard to their measuring range, their accuracy and meaningfulness of the results obtained and the speed. In particular, the methods are only suitable for detecting the surface with regard to roughness and unevenness, but not for displaying the entire topographical course with topographical right and height values; they can only be used for limited distances; the data of a measurement cannot be reproduced with sufficient accuracy to enable comparisons of different distances or time comparisons. Insofar as images are generated using the known methods, the evaluation of these images is limited not only by the accuracy and depth of field of the image but also, in particular, by human attention and ability to record. On the other hand, it is disadvantageous that the received and stored data can only be statistically evaluated in order to determine bumps, holes and cracks in the road.

The accuracy of the known methods also suffers from the fact that the measurement results are dependent on the location and position of the Vehicle. So z. B. the immersion of a wheel or two coaxial wheels in a hole or a bump in the road surface as an increase in the road surface, if this changes the distance of the recording device relative to the surface of the road surface. The pothole or the bump itself does not appear or can at best be determined from the picture by human interpretation.

Furthermore, it is disadvantageous that the statistical evaluation of the measurement data is also significantly error-prone, since neither the inclination of the road surface nor the inclination of the vehicle relative to the road surface are included in the measured values.

The object of the invention is to avoid the disadvantages of the known methods and in particular the disadvantages described. The new process is intended to enable the recording and visualization of a dense grid of points on the road surface with absolute coordinates, high accuracy and repeatability (reproducibility) at high speed and without affecting the flowing traffic. This creates a digital model of the road surface, which can be used as basic numerical information for all required evaluations (in particular longitudinal and transverse profiles of the road) and for visualization (e.g. color coding, terrain models). The solutions result from claims 1 and 6. With this method, not only the change in position of the surface, that is to say the state, but also the distance of the surface from the vehicle and, with appropriate measurement of the vehicle, the surface course of the roadway, that is to say position and position, can be related on a (relative) or a topographically fixed (objective) coordinate system determined at the beginning of the measurement trip. According to the invention, the sensors are replaced by one, two or three laser scanners, each one on the road surface Send directed laser beam, the beam oscillating in predetermined scan steps - here, for example, one degree in each case - with a predetermined frequency - here, for example, 75 pendulum movements per second.

The number of scanners is determined and limited by the fact that the opening angle of the pendulum movement can not be more than 180 °, but is practically limited by the angle of incidence to the road surface, which is approx. 60 ° depending on the reflectivity, i.e. only approx. On both sides Is 30 ° (see below).

The scanner works according to the time of flight principle.

The laser beam is generated in a pulsating manner with a certain pulse frequency and in angular steps that are matched to the pulse frequency. The angular velocity of the pendulum movement is preferably constant, since the pulse frequency of the generation of the laser beam is also constant. In any case, both are matched to one another in such a way that predetermined angular steps of the pendulum movement and synchronous laser pulses result.

Thus, the laser beam, starting from the emitter, carries out a pendulum movement in a predetermined plane of movement. This plane of movement is transverse and preferably perpendicular to the level of the road and to the direction of travel. However, it is not necessary to maintain the right angle to the surface of the road or the direction of travel.

The laser beam pulses are emitted with a certain opening angle, which can be up to 180 ° degrees, but for practical reasons is limited to about 60 ° degrees. The height at which the laser detector is mounted on the vehicle results in the measurable track width (base line), which can be scanned. With the laser beams, a line is scanned on the road surface with each forward movement and each forward movement, which line is directed transversely to the roadway. Because the frequency of the pulses is predetermined and therefore the time between generation and return of the reader beam pulse (the reflection time) can be determined for each pulse, the distance of the surface from the vehicle and, with appropriate measurement of the vehicle, the surface course of the road can also be determined with this method be determined on a relative or objective coordinate system.

However, it is also possible (claim 16) to arrange two or more scanners on the vehicle, each with a laser emitter and a laser receiver — if necessary at a distance from one another — and to operate such that the opening angles touch or partially overlap in the area of the road. By synchronizing the laser pulses and laser movements over time, a multiple of the base line of the opening angle of each scanner can be recorded. The lateral scanners can therefore also be directed more or less laterally with their opening angle. In this way, the entire street space with the passage width and - if one or more scanners are arranged upwards - the passage height e.g. pick up at bridges.

The measurement results are corrected by the computer carried along in such a way that, regardless of the angular position of the respective laser pulse, the change in the reflection time caused by this angular position is not included in the output signals.

This ensures that the angular position of the individual pulses does not falsify the result. Each measurement result is converted in accordance with the respective angular position of the pulse in the pendulum plane and relative to a zero line as if the laser beam had hit the road parallel to this zero line. For this purpose, all measurement results are related to a fixed line of the pendulum plane. The unevenness of the road can thus be recorded without gaps and related to the average road surface. Although there is a certain freedom in the selection of this line, the advantageous selection results from claim 2. Accordingly, the line of the shortest distance between scanner and roadway comes into consideration as such zero line (claim 2). However, there are also cases in which neither the inclination of the vehicle nor the inclination of the surface in the direction of travel or across it should be disregarded. In these cases, the further developments of the method according to claims 3 to 6 are used.

By calibrating at the start of each measurement run, in which the inclination of the laser beam pulses to a particularly topographically fixed line is determined as the zero line, both the absolute or relative inclination of the vehicle relative to the surface and the inclination of the surface can be absolute or relative to during a measurement run the inclination at the start of the measurement run in addition to the irregularities, holes and cracks, channels, waves, etc. of the surface are recorded. This ensures that the angular offset of the individual pulses to the reference position does not falsify the result. Each measurement result is converted according to the respective angular offset of the pulse in the pendulum plane and relative to the topographical line as if the laser beam had struck the road on this topographical line.

Such a method, characterized by the design according to claim 3, is particularly suitable for the previous or subsequent measurement of trades in road construction between two nodes and is meaningful for the preliminary costing or post-costing of the trades to be gained therefrom.

The position of the zero line given at the start of the measurement run is saved and all measured values refer to this zero line. It can be seen that the correction of the measured values on the basis of the position of the scanner present at the beginning of the measurement travel route is simpler, but that the objective of the invention is also achieved thereby can that the measurement results of the scanner are continuously related to a topographically fixed coordinate system and in particular a perpendicular reference position. This will reduce the inclination of the

Road surface and the influence of longitudinal slopes or

Que tendencies of the vehicle eliminated.

In the method according to claim 4, the continuous detection of the sensor position with regard to its absolute geographic zero position and zero inclination ensures that all measurement data are based on the

Initial coordinates are referenced. This allows

Vehicle movements, in particular inclinations in the longitudinal direction or

Transverse direction can be eliminated from the measured values. The slope of the road as well as the unevenness of the road (holes, cracks,

Waves, grooves) can be detected.

Here too, the laser beam pulses can be executed in angular steps.

Through the development according to claims 3 to 5, the recorded data of the surface are assigned to a specific topographic point of the road length. In this way it is possible to digitally display the profile of the road for each point on the test route. A digital model of the roadway is created for the entire test route.

An absolute geographical zero position can be one at the beginning of the

Measurement run measured topographically fixed line or any other topographically fixed line can be selected. In the latter case, the condition of the road surface is called

Part of the earth's surface determined.

The deviation of the inclination of the pendulum plane from its position recorded at the start of the measurement journey and / or preferably the deviation of the smallest inclination of the pendulum plane from the vertical can also be included in the measurement (claim 5). The formation of the invention according to the characterizing features of

Claims 3 to 5 is also suitable for other types of

Surface recording by laser beam scanner (claim 6).

The advantage of the embodiments according to claims 3 to 6 is that all measured values can be related to a single coordinate system, so that a cross-sectional image of the

Road surface in the longitudinal direction (claim 7) and in the transverse direction

(Claim 8) arises.

In the previous embodiment of the invention, the surface or the surface profile is in its relative position to the scanner position and

Vehicle position recorded at the start of the test run. It is therefore necessary to continuously update the vehicle position and position relative to the start of the measurement run during the measurement run. The advantageous measures for this are contained in claims 9 to 12.

In the development according to claim 9 there is a simple one

Length measurement along the measuring section instead. This further training is characterized by a low expenditure on equipment; Nevertheless, sufficient and meaningful information can be provided, especially for limited sections of the route between two fixed nodes

Shots of the road surface can be obtained when it is on an in

Longitudinal dimensioning does not arrive.

In the further development according to claims 10 and 11, not only the topographical legal values but also the topographical ones

High values recorded at the beginning of the test route and continuously updated. This creates a topographically accurate image of the lane profile even in the direction of travel.

It can also in the embodiment according to claim 10 and 11

Inclinations of the surface in the longitudinal direction (direction of travel) and

Transverse direction can be determined. This is e.g. B. of particular importance to determine whether water jams could occur on a roadway. In the embodiment according to claim 12, a GPS system is used for the first topographic measurement of the scanner and for the continuous monitoring of the update of the position of the scanner. The inertial navigation system has the advantage that it is available without gaps in time, while the advantage of the satellite positioning system is that the absolute topographic data can be determined at any point on earth. In a further development of the method according to claim 13, it is provided that the data obtained from the inertial navigation system is not only updated continuously but also with the data of a distance measuring system attached to the vehicle for recording the distance traveled and / or a barometer for determining the topographic height and / or an inclinometer to determine the longitudinal and transverse inclination of the vehicle depending on the topographical plumb. In the embodiment according to claims 12 and 13, the method gains very high availability and accuracy, which also meets the highest topographical requirements.

A wealth of methods are available for evaluating the profile data obtained, in order to compare the target state with the actual state when route-related renovation work is to be carried out.

The method according to claim 14 with further development according to claim 15 is particularly useful for making the road condition visible when the height values of the roadway profile are colored differently. As a supplement and to clarify the recording of the street surface, claims 17 and 18 propose that the light intensity of the reflected rays is also taken into account in the image evaluation. For this purpose, it is advantageous to use the scanning of the street space by laser beams to also take a photographic image of the street space, taking into account the light intensity of the reflected beams (claim 17). Alternatively or additionally, the roadway can be recorded by an additional, preferably digital image recording device. The

Image recording device can be carried on the vehicle in addition to the scanner. It is also possible to relate the pixels of the digitally recorded road surface to the same coordinate system as the pixels recorded by the scanner. In this way, above all, the light intensity of the reflected

Beams are determined and the pixels hit by the laser beam are assigned to the surface.

This allows z. B. road markings, roughness or

Roadside determined against the verge and the entire

Lane can be fixed locally.

With the method according to this invention the following measurements and

Representations possible:

Linear course of the road section

Longitudinal slope of the road

Cross slope

Absolute height of the road surface, e.g. B. important for the question of

Snow or ice formation

The special feature of the method is that these measurement results can also be made visible. Basically, only one of these measurement results can be made visible by color. However, a combination is also possible, namely through

Color + numbers

Color + isolines (lines of the same height) color + shading, whereby the cross profile is represented by color and the absolute height by shading.

The invention is described below using exemplary embodiments. Show it: Figure 1: A vehicle for recording the road surface in

Side view.

Figure 2: Ditto in front view.

Figure 3: a measurement setup.

Figure 4: Example of a recorded roadway profile

Figure 5: A vehicle as in Fig.1, but additionally equipped with a

Camera.

It is shown in FIG. 1 that a normal road vehicle 2 travels on the road 1 of a road. The vehicle is about 2 m above sea level

Lane 1 a bracket 3 attached cantilever. A scanner 4 sits on the holder 3. The scanner 4 consists of a transmitter (laser beam emitter) 4.1 and a laser receiver 4.2. The laser beam emitter is directed onto the road in a movement plane 9 (pendulum plane). The pende plane is essentially vertical - based on the longitudinal view according to FIG. 1 - on the roadway level. The laser beam is reflected diffusely from the surface. The receiver 4.2 forms the scanner with the laser beam emitter; both are combined into one unit. In any case, their position is fixed relative to each other. The receiver 4.2 has sufficient sensitivity to register the part of the laser beam reflected in its direction.

As can be seen from the front view according to FIG. 2, the scanner 4 is arranged approximately in the middle of the vehicle. However, it can also be arranged on the side, in particular on the left. This makes it possible to scan the entire road, even if the vehicle is moving in right-hand traffic and does not hinder the flowing traffic. In the example shown, however, the scanner 4 is in the middle of the vehicle. However, the vehicle additionally has the scanners 5 and 6 arranged on the sides of the vehicle, each with the emitter 5.1 or 6.1 and the receiver 5.2 or 6.2. The laser beam from the scanner 4 is generated in pulses in a predetermined time cycle. After each pulse, the direction of the next laser beam pivots by a certain angle, e.g. B. 1 ° degrees. The total swivel angle phi is approx. 60 °. With a scanner height of 2 m, a profile line of 2.50 m in length can therefore be scanned.

The same applies to the scanners 5 and 6 with the special feature that the opening angle phi of the respective pendulum angle is directed sideways. Therefore, the pendulum levels overlap each other only a short distance in the area of the surface profile. This short piece is sufficient to determine the identity of the recorded data of the middle scanner 4 and the lateral scanners 5 and 6 in the coverage area and thereby an uninterrupted recording of the cross-section of the entire road body, including the road edges and any structures, trees, signs and the like in the side area of the street.

In the same way, the upper street space can be scanned by further scanners, which are not shown here, however. The vehicle is equipped with an inertial navigation system 7 and a satellite navigation system 8 (GPS). At the beginning of each measurement run, the exact topographical position of the scanner 4 or also the scanners 5 and 6 is determined with the aid of the GPS system and the topographical height, and is determined and stored as the zero position. The inclination of the vehicle in the longitudinal and transverse directions is determined on a fixed topographical line, e.g. the Lot 18 measured. For this purpose, the inclination of the movement plane 9 to the topographical plumb line 18 and also the inclination of the center line 10 (FIG. 2) of the pendulum movement to the topographical plumb line are determined and set with the zero position.

In the topographic computer 11, which is shown in FIG. 3 and which is carried in the vehicle, this becomes topographic Enter the position of the scanner and set it as the zero point of the three-axis topographic coordinate system.

The scanner 4 thus has its own constant one

Coordinate system. The data, which by the further scanner 5 and

6 won are also converted to this coordinate system.

During the measurement run in route S, the

Inertial navigation system (inertial navigation system (INS)) 7 and one attached to the vehicle (shown in FIG. 3)

Plug measuring device 12 continuously updated the position of the scanner and related to a specific cross-sectional plane of the route. This happens at a predetermined time, which is determined by the

Timer 13 is predetermined, for. B. at 1000 Hz.

The INS records the route and the inclination of the vehicle in all three spatial axes including the lot-related information.

The INS system is constantly corrected using measurement data from the GPS system.

A barometer and an inclinometer can also be used for comparison with the data from the inertial navigation system.

The INS works with a frequency of up to 1000 Hz

The operating frequency of the INS is adapted to the time frame of the GPS. The GPS works every second. However, this is not a requirement; it is also possible that the measurement data of the INS are interpolated in time so that they fit into the time frame of the GPS.

In the time frame, which is predetermined by the timer 13, an update or countercheck of the

Actual position with the help of the satellite navigation system, based on the previously defined coordinate system.

During the measurement run, laser beams with a predetermined one

Pulse frequency generated and directed towards the road It is desirable that this pulse frequency or the timing of the pulse generation in the

Time frame of the INS and GPS lies. If this is not technically possible, an interpolation is carried out in the computer 14, ie the signal data that are transmitted from the receiver 4.2 to the roadway computer 14 are converted to the timing of the timer 13

In the exemplary embodiment, the laser has a different one

Time clock. Therefore each laser signal must have a specific time stamp; the individual becomes from this assigned time signal

Laser signal interpolated into the time frame of the INS.

The beam direction of the emitter is measured in angular sections of e.g. 1 ° in the

Pendulum plane 9 pivoted between the legs of the opening angle phi.

The roadway computer 14 detects the time at which the individual laser beam was generated and the time at which the reflected part of the laser beam was received.

This time difference is a measure of the distance between the reflecting

Point of the road surface from the scanner.

The measurement signal is continuously corrected in accordance with the

Pendulum movement of the scanner beam and the respective beam angle.

From the time difference, the distance of the reflecting point from the scanner in the roadway computer 14 is determined in that the

Inclination of the pendulum plane with respect to the plumb line and the inclination of the respective laser beam with respect to the center line of the opening angle is taken into account as if each laser beam was perpendicular to the

Street surface has been addressed.

In Figure 4 is a road profile on a particular topographical

Point of road length shown, which with the invention

Procedure has been included.

It can be seen that the profile line topographically also with their

Height values is measured. As a result, for example, the lateral inclination of the road, the substantially flat hard _shoulder, the grooves 17 in the most heavily trafficked part of the road, but also holes, are visible.

Trees, signs and dergi. appear as a lateral limitation of the

Profile line. A dense succession of such profile lines along the length of the street creates a three-dimensional grid model of the street, which makes the slope and the unevenness of the street visible. Points of the same height can also be connected to form contour lines and displayed in this way.

However, the individual illuminated points on the road surface can also be "colored" by assigning each point a specific color depending on its altitude and displaying the point in this color in the topographical coordinates of the plane. This visualization can be done, for example, by the Reflection signals are divided into categories and each category is assigned a specific color, which can be different shades of gray (shading) or colors on the color scale.Therefore, each point on the road surface is assigned a high value and legal value, and it is also geodetically assigned its height is coded by assigning a certain color A square grid is placed on the geodetic surface of the street and a certain height is assigned to each grid point The color assignment is preferably not based on the topographical high value but on values, for example, about the actual inclination of the scanner to the average high value of the respective profile line, to the average high value of the respective profile line, including the inclination of the profile line, are corrected in such a way that the colored design makes certain statements possible. For example, potholes can be made visible, but all other bumps can be hidden or, conversely, potholes can be hidden and only inclinations and large bumps can be made visible. This gives a topographically accurate picture of the course of the road, in which the high point of the pixels is made visible by color and, for example, the extent and course of bumps, grooves, waves, holes, inclinations and the like can be recognized in color. The driving speed of the surveying vehicle is only slightly and negligibly included in the measurement result. Even at high speeds of the measuring vehicle of, for example, 50 and up to 70 km / h, there is a practically complete picture of the road. The method can be used to record the surface of every roadway that can be driven on by a vehicle, preferably a motor vehicle, that is to say for roads, squares, but also, for example, for taxiways on airfields.

In order to obtain additional data and display options for the road surface, provision is also made to measure the intensity of reflected light beams. The surface condition of the roadway can be determined from this. The intensity of the reflected laser beams can be measured. In this case, the laser beam receiver must be set up accordingly. The vehicle of Figure 5 corresponds in representation and description to that of Figure 1; however, it is additionally equipped with a camera, e.g. CCD IR camera system with camera 19. The CCD stereo camera system consists of the following individual modules:

❖ The CCD camera 19 with medium resolution and spectral sensitivity from visible light to near infrared

❖ a trigger (for synchronous image acquisition)

❖ high-speed imaging (frame grabber)

❖ additional infrared lighting

❖ an interface to the central processor unit 14

The position of the camera is also measured at the start of the measurement run. The measuring principle is based on the fact that - trigger-controlled - individual images are recorded by the camera and the pixels of a street profile line are determined by the scanner. Image processing automatically selects the image points recorded simultaneously by the scanner in the images recorded by the CCD camera. This way everyone can Pixel the intensity of the reflected light beam and thus its reflective property can be determined.

Additional statements about the surface structure of the roadway are derived from all measured reflection properties. Different surface structures can also be displayed in color for visualization. For example, damage to the road marking, damage or unwanted roughness of the road, road edges and banquets can be made visible. The combination of laser scanner and CCD-IR camera has the advantage that the two systems collect the same information in an independent and different way. In addition to the redundancy and verifiability of the images for plausibility, this also enables an additional visual representation of the road surface.

REFERENCE NUMBERS

1. Lane, surface

2. Vehicle, motor vehicle

3. Holder

4. Scanner

4.1 Emittor

4.2 Recipients

5. Scanner

5.1 Issuer

5.2 Receiver

6. Scanner

6.1 Emittor

6.2 Receiver

7. INS, inertial navigation system, inertial navigation system

8. GPS, global positioning system, satellite navigation system

9. Movement level, pendulum level

10. Center line of the opening angle phi

11. Calculator, position calculator

12. Distance measuring device, odometer

13. Timer

14. Lane calculator, surface calculator, profile calculator

15. Barometer

16. Inclinometer

17.Track creasing 18.topographical plumb, plumb 19 camera, 3D CCD camera

Claims

 Expectations: 1. Method for recording the surface condition of a road, in which ❖ the road is driven by a vehicle in a given direction, ❖ a scanner, consisting of a laser beam emitter and a laser beam receiver, is arranged on the vehicle above and at a distance from the surface, ❖ laser beams are directed onto the road, ❖ the laser beam receiver detects the laser beams diffusely reflected from the surface and generates reception signals, ❖ by transforming the received signals in a data processor, signals are generated which represent the change in position of the surface and unevenness of the surface (surface signal), ❖ the laser beam emitter performs a recurring movement in a scanning plane transverse to the direction of travel; Mark: The scanner, which is mounted at a fixed point on the vehicle, and in particular the laser beam emitter, carries out a pendulum movement in the scanning plane (pendulum plane) with a predetermined angular velocity over a predetermined opening angle; The laser beams are generated in pulses with a predetermined frequency (laser beam pulse) in such a way that a laser beam pulse occurs in the scanning plane (pendulum plane) during the pendulum movement of the scanner in predetermined angular steps; The duration between the generation of each laser beam pulse and the reception of the laser beam reflected on the surface (transit time) is determined from the received signals of the laser beam receiver; To determine the surface signal, the transit time is corrected using the angle between a fixed line and the respective laser beam pulse. 2. The method as claimed in claim 1: The line of the shortest distance between the scanner and the road is chosen as the fixed line 3. The method according to claim 1, characterized in that A line is selected as the fixed line, which is assigned to the vehicle, in particular the vehicle in its initial position. 4. The method according to claim 1, characterized in that the fixed line is a topographical line, in particular the vertical lying in the pendulum plane on the earth tangent lying in the pendulum plane or the solder to the earth's surface. 5. The method according to any one of claims 1 to 4 characteristics: the deviation of the inclination of the pendulum plane from its position recorded at the start of the measurement journey and / or preferably the deviation of the smallest inclination of the pendulum plane to the vertical is included in the correction calculation for determining the surface signal. 6. Method for recording the surface condition of a road, in which ❖ the lane with a vehicle in a given Direction of travel is traveled, ❖ a scanner, consisting of a laser beam emitter and a laser beam receiver, is arranged on the vehicle above and at a distance from the surface, ❖ the laser beam is directed at the specified frequency in pulses (laser beam pulse) onto the road, ❖ the laser beam receiver detects the laser beams diffusely reflected from the surface and generates reception signals, ❖ signals are generated by transforming the received signals of the laser beam receiver in a data processor, which represent the change in position of the surface and unevenness of the surface (surface signal), ❖ wherein the laser beam emitter performs a recurring movement in a scanning plane transverse to the direction of travel; In particular, the method according to one of claims 1 to 5, characterized in that the position of the scanner becomes synchronous with the measurement run Generation of the laser beam pulses continuously updated (Actual position); The surface signals generated in the data processor are related to the updated actual position of the scanner. Method according to claim 6 The position of the scanner is measured in front of the respective measurement route in the three spatial axes and then the initial coordinates of the scanner and the surface are determined; The surface signals generated in the data processor are related to the scanner's initial coordinates, taking into account the updated actual position of the scanner. Method according to claim 7 Mark: The inclination of the vehicle or scanner, preferably that Inclination in the direction of travel (longitudinal inclination) and / or the inclination transverse to the direction of travel (transverse inclination) is in front of the respective Measuring distance measured in the three spatial axes (Initial inclination) and during the measurement run synchronously with the generation of the Laser beam pulses continuously updated (actual tendency); The surface signals generated in the oatenprocessor are applied to the surface taking into account the actual inclination of the scanner Starting coordinates related to the scanner. 9. The method according to any one of claims 7 or 8 features: The measurement route is continuously measured and the surface signals are related to the measurement route. 10. The method according to any one of claims 7 to 9 The position of the scanner is continuously updated after the measurement, which occurs before the respective measurement route, during the measurement journey by an inertial navigation system (inertial navigation system -INS-) carried on the vehicle (actual position). 11. The method according to any one of claims 7 to 10 characteristics: The inclination of the vehicle or the scanner (longitudinal inclination and / or transverse inclination) is measured by the inertial navigation system carried on the vehicle (initial inclination) and continuously updated during the measurement run (actual inclination). 12. The method according to any one of claims 7 to 11 The topographical position of the scanner is recorded by a satellite navigation system (Global positioning System -GPS-) in front of the respective measurement route and is measured and / or continuously updated during the measurement journey in synchronism with the generation of the laser beam pulses. 13. The method according to any one of claims 6 to 12 marks The position of the scanner is continuously updated after the measurement, which takes place before the respective measuring trip, during the measuring trip by means of a position measuring system and / or barometer and / or inclinometer carried on the vehicle synchronously with the generation of the laser beam pulses (actual position) and the determined data with the updated updated actual positions of other devices. 14. The method according to any one of claims 1 to 13 Certain colors are assigned to the surface signals for visual representation. 15. The method according to claim 14 features: The surface signals are divided into classes, each of which is assigned to a predetermined absolute or relative height range; Certain colors are assigned to the classes for visual representation 16. The method according to any one of claims 1 to 15 Characteristics: Two or more scanners, each with a laser emitter and a laser receiver, are arranged on the vehicle at a distance from one another and operated by synchronizing the laser pulses and laser movements in such a way that the opening angles touch or partially overlap, preferably one or more scanners with theirs Opening angles are directed laterally and / or upwards. 17. The method according to any one of claims 1 to 16 character: the light intensity of the reflected rays is determined and assigned to the pixels hit by the laser beam of the surface 18. The method according to any one of claims 1 to 11 marks A preferably digital image recording device is used to produce a photographic image of the surface, taking into account the light intensity of the reflected rays.