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WO2025113817A1 - Système de mesure pour engins de travaux routiers - Google Patents

Système de mesure pour engins de travaux routiers Download PDF

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Publication number
WO2025113817A1
WO2025113817A1 PCT/EP2023/084170 EP2023084170W WO2025113817A1 WO 2025113817 A1 WO2025113817 A1 WO 2025113817A1 EP 2023084170 W EP2023084170 W EP 2023084170W WO 2025113817 A1 WO2025113817 A1 WO 2025113817A1
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WO
WIPO (PCT)
Prior art keywords
measuring system
profile
sensor
road
edge profile
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/EP2023/084170
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German (de)
English (en)
Inventor
Holger WEIS-LANZENDÖRFER
Torsten Schönbach
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MOBA Mobile Automation AG
Original Assignee
MOBA Mobile Automation AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MOBA Mobile Automation AG filed Critical MOBA Mobile Automation AG
Publication of WO2025113817A1 publication Critical patent/WO2025113817A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C19/00—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving
    • E01C19/48—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for laying-down the materials and consolidating them, or finishing the surface, e.g. slip forms therefor, forming kerbs or gutters in a continuous operation in situ
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C19/00—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving
    • E01C19/22—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for consolidating or finishing laid-down unset materials
    • E01C19/23—Rollers therefor; Such rollers usable also for compacting soil
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C19/00—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving
    • E01C19/22—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for consolidating or finishing laid-down unset materials
    • E01C19/23—Rollers therefor; Such rollers usable also for compacting soil
    • E01C19/28—Vibrated rollers or rollers subjected to impacts, e.g. hammering blows
    • E01C19/288—Vibrated rollers or rollers subjected to impacts, e.g. hammering blows adapted for monitoring characteristics of the material being compacted, e.g. indicating resonant frequency, measuring degree of compaction, by measuring values, detectable on the roller; using detected values to control operation of the roller, e.g. automatic adjustment of vibration responsive to such measurements
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C2301/00—Machine characteristics, parts or accessories not otherwise provided for
    • E01C2301/20—Screed or paver accessories for paving joint or edge treatment

Definitions

  • Embodiments of the present invention relate to a measuring system for determining a slump and/or a layer thickness, as well as a corresponding method. Further embodiments relate to a construction machine, in particular a road roller and/or a road paver. In general, embodiments of the invention lie in the technical field of mobile construction and work machines, in particular road construction machines, such as road pavers or road rollers. Preferred embodiments relate to a measuring system for a road roller and a road paver for determining a slump and a layer thickness of a newly applied road surface.
  • a road paver with a crawler or wheeled chassis moves over a prepared subsurface onto which a pavement layer to be finished (e.g. a base or wearing course of a road, bound or unbound) is to be applied.
  • a pavement layer to be finished e.g. a base or wearing course of a road, bound or unbound
  • a height-adjustable paving screed At the rear of the road paver in the direction of travel is a height-adjustable paving screed, at the front of which a supply of road paving material is accumulated. This material is fed and distributed by a conveyor and distribution device that ensures that a sufficient, but not excessive, amount of road paving material is always kept on the front of the paving screed.
  • the height of the rear edge of the paving screed relative to the surface of the prepared subsurface determines the thickness of the finished road surface before it is subsequently further compacted by rolling.
  • the paving screed is held by towing arms that are pivoted around towing points located in the center of the road paver.
  • the height of the paving screed is determined by a hydraulic adjustment device. As long as the newly laid road surface is still hot and malleable, it is usually further compacted by road rollers following the paver, which can be tandem rollers, compactors, or pneumatic-tyred rollers.
  • the road rollers drive over the freshly laid road surface and, with frequent reversing runs, usually follow a fixed rolling pattern, with each pass achieving further compaction of the road surface up to maximum compaction.
  • the working area of the road rollers essentially shifts continuously in the at the front, meaning the road rollers move along with the considerably slower-moving road paver during the paving process.
  • Roads only achieve their maximum service life with an optimal degree of compaction. Both insufficient and excessive compaction lead to reduced durability of the road surface and thus to a reduced quality of the constructed road.
  • Essential elements of a road roller, particularly a self-propelled road roller are a machine frame, a drive motor, a driver's cab, and a front and rear roller drum, viewed in the direction of travel.
  • the state of the art also includes dynamic road rollers with vibrating and/or oscillating roller drums, in which the roller drum performs an additional movement in addition to a rotational movement when rolling over the subsoil around a rotational axis to increase compaction performance.
  • the layer thickness is desirable, for example, to monitor the quality of the newly installed road surface. If the calculated layer thickness, for example, of a bituminous layer, is too thin, there is a risk of premature cracking of the road surface, resulting in costly repairs. On the other hand, the layer thickness must be checked in relation to the amount of material installed to avoid installing too much material, which would lead to increased costs.
  • WO 2022/037764 A1 is known from the prior art, which describes a measuring system for determining a settlement dimension of a layer compacted by means of a construction machine, in particular a compactor, as well as a corresponding measuring method.
  • DE 10 2017 010 238 A1 describes a method for determining the thickness of the paving layer laid by a road paver using a self-propelled road roller, a self-propelled road roller for carrying out the method and a corresponding rolling system.
  • DE 297 23 171 U1 describes a rolling device for compacting asphalt pavements, with a roller body rotatably mounted in a suspension and with a device for determining the degree of compaction of the asphalt pavement achieved during rolling.
  • the device for determining the degree of compaction comprises two mutually spaced-apart sensors mounted on the suspension parallel to the axis of the roller body. sensors for measuring the distance to the asphalt surface, with one sensor being arranged in the area of the roller track and the other outside the area of the roller track, so that the difference between the measured values of the two sensors is a measure of the increase in compaction at the respective roller transition.
  • DE 102 34 217 A1 describes a device and a method for determining the thickness of an asphalt layer applied by a road paver.
  • the thickness of the newly laid asphalt layer which is applied by a road paver with a paving screed, is referred to as the paving thickness
  • the thickness of the asphalt layer after rolling is referred to as the pavement thickness.
  • the difference between the paving thickness and the pavement thickness is called the rolling gauge.
  • the term slump gauge is also used, which refers to the difference between the layer thickness applied by the paver and the finished thickness after rolling (compacting).
  • the object of the present invention is to provide a device for determining a layer thickness and/or a slump which offers an improved compromise between low system complexity, simple application and high functionality.
  • Embodiments of the present invention provide a measuring system for determining a slump and/or a layer thickness of a layer applied to a substrate, and the measuring system comprises a front sensor, a rear sensor, and a processor.
  • the front sensor is designed to scan a first initial profile along the layer, in particular an edge profile of an edge of the layer along the layer, and to detect a plurality of distance values, e.g., the height of the sensor above the profile or at different points along the width of the profile.
  • the rear sensor is designed to scan a resulting edge profile and to detect a plurality of sample values across the profile width.
  • the initial profile can represent the situation before the layer is processed or before the layer is applied, while the resulting edge profile represents the situation after after processing or after applying the layer.
  • the processor is designed to determine the slump and/or layer thickness based on the initial profile and the resulting edge profile.
  • this single concept with the two sensors can be used both for determining the slump when the layer is compacted by a roller and for determining the layer thickness when the layer is applied.
  • one sensor is arranged on the leading road paver, for example so that the subsoil is scanned before the layer is applied, while the rear sensor is arranged on the following vehicle, for example the road roller.
  • a comparison of the resulting edge profile with the initial profile (of the subsoil) can thus provide information about the layer thickness of the applied layer.
  • the components of the measuring system are not arranged on a construction machine, but distributed across a vehicle train.
  • the front sensor and the rear sensor are arranged on a road roller according to embodiments, e.g. on the front roller body and rear roller body or in the area of the roller body, so that the slump can be determined by comparing the initial (edge) profile with the resulting edge profile based on the change.
  • the senor is, for example, an optical sensor, such as a scanner, in particular a laser scanner, or LiDAR scanner.
  • an optical sensor such as a scanner, in particular a laser scanner, or LiDAR scanner.
  • Embodiments of the present invention are based on the finding that by using sensors designed for edge detection, such as LiDAR sensors or LiDAR edge-follower sensors, it is possible to determine additional values in the edge region, such as a slump and/or a layer thickness.
  • sensors designed for edge detection such as LiDAR sensors or LiDAR edge-follower sensors
  • additional values in the edge region such as a slump and/or a layer thickness.
  • two profiles, such as edge profiles are determined in the edge region before and after processing.
  • a comparison of the determined profiles provides information about the compaction or slump, or, in the case of layer thickness determination, about the layer thickness.
  • the measuring system can be used to map two scenarios, namely: (1 ) Determining the slump using a measuring system mounted on a road roller, and
  • Determining the slump and layer thickness can only be done at the edge, where the edge can be an edge of the newly applied road surface that needs to be compacted or an edge in an underlying or adjacent layer, such as a milled edge or a curb edge. Due to the large number of measuring points determined when scanning the edge profile, the accuracy of the measurements and the calculation of the slump and layer thickness is high. Compared to simple distance measurements, profile analysis is more complex but definitely more accurate.
  • the front sensor is arranged in the region of a front roller body or, in particular, in front of the front roller body of a road roller, while the rear sensor is arranged in the region of a rear roller body (or a rear wheel set) or, in particular, behind the rear roller body or behind the wheel set of the road roller.
  • This arrangement offers the advantage that the difference between the rolling process with the one or more roller bodies can be precisely mapped.
  • the front sensor is designed to detect a second initial edge profile (at a second point in time following the first point in time at which the initial edge profile is detected).
  • the rear sensor can be designed to detect a second resulting edge profile, for example at the second point in time.
  • the detection of the second initial edge profile and/or the second resulting edge profile can take place during a further crossing or also during the further crossing with a changed direction of travel.
  • the assignment of the front sensor would be linked to the assignment of the rear sensor at the time of the change in direction of travel. This means that, according to exemplary embodiments, the assignment of one sensor as the front sensor and the assignment of another sensor as the rear sensor depend on the direction of travel of the construction machine and/or a vehicle train.
  • the settlement can be updated based on the second initial edge profile and on the second resulting edge profile. This means that with further passes, the settlement, which has changed due to further settlement of the pavement, is determined again or updated.
  • the processor it would also be conceivable for the processor to be designed to update the determined settlement based on a pass counter using a forecast function. In particular, with repeated passes, settlement occurs in an area where measurement is difficult, so that a better determination of the settlement can be selected using a forecast function.
  • the determination and/or updating and/or the forecast function can be based on a Kl algorithm or self-learning algorithm.
  • the processor is designed to determine the slump based on a predetermined change in the resulting edge profile compared to the initial edge profile. This can be done, for example, by determining the slump based on a change to be determined in the distance between two regression curves (or regression lines) over the plurality of distance values in the resulting edge profile compared to two regression curves (or regression lines) over the plurality of distance values in the initial edge profile.
  • the regression curves or regression lines can refer to essentially horizontal measured values.
  • the regression curves or regression lines in the resulting edge profile, as well as in the initial edge profile, are therefore parallel to one another and have a distance from one another that provides an indication of the layer thickness.
  • a change in this distance between the regression curves or regression lines then provides an indication of the slump.
  • at least two sensors are mounted on the road roller at the level of the front and rear roller bodies to determine the slump.
  • the slump can be determined by comparing the edge profiles recorded before and after compaction. If the position of the roller or the measuring system is also determined for each measurement/calculation using an optional positioning device, e.g., GPS or GNSS, this is advantageous because a measurement/calculation is always performed under the same conditions at the same location/position.
  • GPS GPS
  • GNSS GNSS
  • other types of positioning are also conceivable, such as using tachymeters and reflectors or similar.
  • the sensor arrangement is arranged on a compactor, such as a road roller, e.g., at the front and rear.
  • a compactor such as a road roller
  • front and rear can also mean, for example, front and rear in the direction of travel.
  • a further exemplary embodiment relates to a compactor, such as a road roller, with the measuring systems explained above.
  • the measuring system can advantageously also be used to determine a further parameter, namely the layer thickness.
  • the measuring system can be arranged, for example, on a vehicle combination, e.g., a vehicle combination comprising a compactor or road roller and a road paver.
  • the front sensor can be arranged, for example, on the vehicle at the front in the direction of travel, such as the road paver, while the rear sensor can be arranged, for example, on the vehicle at the rear in the direction of travel, e.g., the road roller traveling behind.
  • a profile of the subsoil can thus be determined on the road paver, preferably before application or at a position before application of the layer to the subsoil.
  • the front sensor is arranged on the road paver, on a screed of a road paver, and/or on a side plate of a screed of a road paver, and is designed to determine a profile of the subsoil before the layer is laid.
  • the rear sensor is arranged at the level of a front roller body or, in particular, in front of the front roller body of a road roller traveling behind. This embodiment is advantageous because such a measuring system, simply by means of a different arrangement, makes it possible to determine a layer thickness in addition to the slump or, alternatively, to the slump.
  • the processor is therefore designed to determine the layer thickness based on a specific change in the resulting edge profile in comparison or in a position-related comparison to the initial profile.
  • a correction value is determined based on the determined layer thickness.
  • the determined layer thickness and/or a correction value derived from the layer thickness or a correction value derived from the determined layer thickness, which is determined taking into account a traction point adjustment can be transmitted to a road paver. This advantageously offers the possibility of taking the correction value into account directly in the control system or of displaying information about the correction value or the layer thickness.
  • the measuring system has a position receiver, e.g., a GNSS or GPS sensor, which is designed to determine position information.
  • a position receiver e.g., a GNSS or GPS sensor
  • This position information can also be used to compare the initial profile with the resulting edge profile.
  • the processor is designed to assign the position information to the values for the slump and/or the layer thickness. Additionally or alternatively, the processor is designed to use the position information to associate measured values from the initial profile and the resulting edge profile with one another.
  • the use of the GNSS sensor such as, for example, a GPS sensor, is advantageously possible both when determining the layer thickness and when determining the slump.
  • the measuring system has communication means configured to exchange data relating to the resulting edge profile and/or the initial profile within the measuring system. This is particularly advantageous when the measuring system is distributed across a vehicle combination or multiple vehicles within a vehicle combination.
  • wireless communication also offers advantages when the measuring system is mounted on a vehicle, such as a road roller, as this reduces the amount of cabling required.
  • the front and/or rear sensor is designed to continuously record the profile.
  • several measured values associated with the resulting edge profile and the initial profile along the direction of travel at different positions to map the slump or layer thickness at multiple points.
  • This optional feature can be advantageously used both for layer thickness determination and for slump determination.
  • Continuous recording also enables, as already explained above, repeated recording at the same position, for example, when the direction of travel is changed.
  • the processor of the measuring system can be configured to provide or adapt measurement parameters, such as, in particular, a sampling rate and/or a measurement point density, for the front and/or rear sensors. This advantageously offers the possibility of optimizing for current situations, such as a current driving speed or the evaluation/edge detection with current measured values.
  • the measuring system may also comprise communication means configured to transmit the determined slump and/or layer thickness externally.
  • a construction machine train (vehicle train) which comprises a measuring system, i.e. that according to one embodiment, a construction machine, such as a road roller, comprises a part of the measuring system, while the other part of the measuring system is arranged on another construction machine of the construction machine train, e.g. on the road paver.
  • Another embodiment includes a method for determining a slump and/or a layer thickness.
  • the method comprises the steps:
  • the method can also be computer-implemented. Therefore, a further embodiment relates to a computer program for carrying out the method or one of the method steps, as explained above.
  • Fig. 1 is a schematic side view of a road roller with a measuring system according to embodiments to explain the embodiment of the slump determination;
  • Fig. 2 shows a schematic three-dimensional representation of a road roller with a measuring system according to embodiments
  • Fig. 3a, 3b are schematic representations of the measuring system arranged on a road roller to explain the functioning of the measuring system according to embodiments;
  • Fig. 4 is a schematic representation of a road roller with a measuring system for explaining optional aspects according to embodiments
  • Fig. 5 is a schematic representation of a road paver with a measuring system according to embodiments including optional aspects according to further embodiments;
  • Fig. 6 is a schematic representation of a vehicle train to explain the embodiment of the determination of the layer thickness.
  • a measuring system consisting of a front and a rear sensor in combination with a processor enables both the determination of the slump when used on a compactor and the determination of the layer thickness when used on a road paver, or at least partially on a road paver.
  • Fig. 1 and 2 show a self-propelled construction machine, here a road roller with, for example, two drums 50 and 60.
  • This construction machine 10 is located on a layer 30 to be compacted with a surface 20 or an already compacted surface 22.
  • the layer 30 is in turn applied to a substrate 40.
  • the road roller has a sensor system 90.
  • the sensor system 90 comprises a first non-contact sensor, such as a laser scanner 92, and a second non-contact sensor, such as a laser scanner 93.
  • the laser scanner 92 represents the front sensor in the direction of travel
  • the laser scanner 93 represents the rear sensor in the direction of travel.
  • the front sensor 92 can, for example, be arranged on the road roller at the level of the front drum or in front of the front drum, so that an emitted laser beam 96 strikes the surface 20 of the newly applied layer 30.
  • the rear sensor 93 is arranged, for example, at the level of the rear drum 60 and detects the edge and/or the edge region 32 behind the road roller 10 (after rolling).
  • the initial situation or minimal configuration for this application is that the sensor system 90 scans the front and rear edge profiles (see laser beams 96 and 97) with two sensors 92 and 93 arranged at the level of the front and rear roller bodies 50 and 60.
  • the edge profiles include distance values across the (scanning) width.
  • the scan values using the laser beam 96 represent scan values before compaction (see uncompacted surface 20), while the scan values using the laser beam 97 represent scan values after compaction (see compacted surface 22).
  • the slump can be determined by comparing the edge profiles recorded before and after compaction.
  • the position of the roller 10 or the measuring system 90 is additionally determined for each measurement or calculation using an optional positioning device, e.g., using GNSS or GPS, this is advantageous because such a measurement or calculation is always performed under the same conditions at the same location.
  • an optional positioning device e.g., using GNSS or GPS
  • other types of positioning are also conceivable, such as using tachymeters and reflectors or the like.
  • the road roller 10 usually moves back and forth (or better: back and forth) several times during the compaction process, usually following a specific rolling pattern.
  • the described measuring system can also be used when changing the direction of travel.
  • the total slump value continues to increase, with the change in the slump value being greatest during the first pass, since the pavement has only been pre-compacted by the paving screed of the road paver and has not yet been compacted by the roller.
  • the increase in the total slump value decreases with the number of passes, as the degree of compaction of the newly applied road surface steadily increases.
  • a forecast of the number of necessary passes can also be derived from the repeated measurements.
  • the sampling rate (sampling frequency) of the sensor can be reduced and the number of measured values to be recorded (measurement point density) can be increased.
  • the processor could be designed to provide and/or adapt measurement parameters, such as in particular a sampling rate and/or a measurement point density, for the front and/or rear sensor.
  • the slump value determined on the road roller can be sent, along with other data and information such as position data of the measurement(s), number of passes, profile data, sensor parameters, etc., via a wireless communication connection to other rollers, to the cloud (i.e., to an external server), or directly to the preceding road paver(s).
  • the data and information can be displayed, for example, to the screed operator or used to automatically correct the layer thickness set there that is being applied.
  • communication means are provided in the system which are designed to transmit the determined slump externally. These communication means can of course also be used for the embodiment of the Layer thickness determination can be used. In this respect, according to embodiments, the communication means can be configured to transmit the determined layer thickness externally.
  • Fig. 6 shows a road paver 11 together with a road roller 10.
  • the road paver 11 has a measuring system 91, or actually a part of a measuring system.
  • the road roller includes a measuring system 90, as described in connection with Fig. 1.
  • a measuring system 90' comprising at least two sensors 94 and 92 is used to determine the layer thickness.
  • the sensor 92 is arranged in the front area of the compaction machine 10, i.e., to scan a resulting profile before compaction.
  • the sensor 94 is arranged on the road paver 11 in such a way that it scans the subsoil 40 before the layer 30 is applied. In this case, an initial profile is scanned.
  • the sensor 94 represents the front sensor here, while the sensor 92 represents the rear sensor.
  • one or more sensors 94 are arranged on the road paver 11, e.g., on the side shield(s) of the paving screed, in order to record a profile of the edge of the subsoil 40 or, in general, of the subsoil 40 before paving.
  • At least one sensor 92 is arranged on the road roller 10 at the level of the front roller body 50 in order to record an edge profile of the newly laid or newly installed road surface 30.
  • the same optical sensors, or more generally sensors 92 and 94 form a measuring system and enable a further application, namely layer thickness determination.
  • these sensors are non-contact sensors that can also be used as sensors for the edge follower.
  • Sensors 94 and 92 each determine a profile (the initial profile is determined by sensor 94 and the resulting profile by sensor 92). It should be noted that the profile does not necessarily have to be a profile in the sense of an edge profile, but can also be another profile, such as a flat profile.
  • the initial (first recorded or detected) profile can be a profile of a newly created subsurface without a lateral edge. This would then contain mainly or only horizontally running measuring points and thus only one (correspondingly horizontally running) regression curve. By comparing the edge profiles recorded before and after paving, the layer thickness of the newly applied road surface can be determined.
  • Both the position of the road paver 11 (or the measuring system, the sensor 92, the sensors 94/92) and the position of the roller (or the measuring system, the sensor) are determined for each measurement using GNSS or GPS, with the layer thickness always being calculated at one and the same location/position.
  • the layer thickness must always be calculated by comparing the edge profiles recorded before and after paving.
  • the road paver 11 and the road roller 10 each have a wireless communication device.
  • Profile data, position data, and other required parameters and data can thus be exchanged between the machines via a wireless communication connection or, for example, sent to the cloud (i.e., to an external server) or to other machines.
  • a calculation of the layer thickness can thus take place at various points or locations, i.e., a calculation can be performed in a calculation unit located on the road roller 10, in a calculation unit located on the road paver 11, or on the external server via a cloud service.
  • the layer thickness is determined as follows:
  • an edge-following sensor 94 continuously records the profile of the edge/subsoil 40 onto which the new pavement layer 30 is to be applied. This means that several measured values (point clouds) of the edge profile/subsoil 40 are continuously recorded. The recorded measured values are linked to continuously recorded position data (via GNSS or GPS) and stored and/or sent via a wireless communication connection to the road roller 10 or an external server (cloud, etc.).
  • the new pavement layer 30 is applied by the road paver 11.
  • the road roller 10 continuously records the profile of the edge of the newly applied surface with an edge follower sensor 92.
  • the recorded measured values (point cloud) of the edge profile / the sub- grounds 40 are stored together with the continuously recorded position data (via GNSS or GPS) and/or sent via wireless communication connection to the road paver 11 or the external server (cloud, etc.).
  • the layer thickness of the newly applied pavement can now be calculated from the recorded edge profile measurement data (i.e., based on measurement data before and after installation).
  • the layer thickness is calculated by comparing the recorded edge profiles with respect to their position.
  • the calculated layer thickness data can be displayed, for example, to the screed operator or used for manual or automatic correction of the layer thickness set there.
  • the layer thickness to be applied by the road paver 11 can be corrected accordingly (automatically).
  • the progression of the traction point adjustment from the time or position of the material placement can also be taken into account. This is because a certain amount of time elapses between the paving material installation and the determination of the actual layer thickness or the determination of the slump value on the road roller 10, during which the traction point of the paving screed may have been adjusted, which also influences the installed layer thickness.
  • the value set on the road finisher 11 for the layer thickness to be laid would have to be corrected accordingly, i.e. reduced, in order to achieve a desired layer thickness during further material placement, so that too much material is not permanently laid.
  • the problem has already been identified by the screed operator and the pulling point of the paving screed between the position of the edge profile measurement on the road finisher 11 (time/position of material placement) and the position of the edge profile measurement on the road roller 10 (time/position of material compaction) or the calculation of the layer thickness has been manually changed in such a way that If a lower material layer thickness is installed, the value of the tension point adjustment must be included in the correction value for the layer thickness.
  • Fig. 1 and 2 show a self-propelled construction machine 10 in a side and perspective view, respectively, here a road roller 10 with a driver's cab 70 and two drums (roller bodies) 50 and 60.
  • the drums 50 and 60 serve to compact the pavement layer 30 applied to the subsoil 40.
  • the road roller 10 stands with its drums on the surface 20 of the newly applied layer 30 and compacts the layer 30 through its own weight and/or vibration 80, wherein the vibration is introduced via the drum 50.
  • the edge or border area of the road is provided here by way of example with the reference numeral 32.
  • a sensor system 90 is arranged on the road roller 10, which comprises a first non-contact sensor or laser scanner 92 and a second non-contact sensor or laser scanner 93.
  • the first sensor/laser scanner 92 is arranged at the level of the front drum 50 and detects the edge or border area 32 in front of the road roller 10.
  • the first sensor/laser scanner 92 is arranged on the road roller 10 at the level of the front drum 50 such that an emitted laser beam 96 strikes the surface 20 of the newly applied layer 30.
  • the second sensor/laser scanner 93 is arranged at the level of the rear drum 60 and detects the edge or border area 32 behind the road roller 10 (after rolling). This means that the second sensor/laser scanner 93 is arranged on the road roller 10 at the level of the rear bandage 60 so that an emitted laser beam 97 hits the surface 22 of the newly applied and already compacted layer 30.
  • the sensors or laser scanners 92 and 93 are arranged, for example, in the lateral area of the road roller 10 and directed at the edge 32, so that the profile of the edge 32 is detected by both laser scanners, as shown, for example, in Fig. 2 or 3a/3b.
  • Fig. 3b shows a sectional view through the road surface layer 30, which is compacted by a drum 50.
  • the road surface layer 30 has an edge profile 32, which is detected by the laser scanner 92, which is mounted, for example, above the edge 32.
  • the laser scanner 92 and the laser scanner 93 are each configured to detect a pattern, in particular a reflection pattern, of an emitted laser beam 96 (laser beam 97).
  • the pattern includes, for example, intensity values and distances to the individual intensity values over the angular range to be detected. The angle thus results in a pattern or profile that is characteristic, for example, of a side edge, curb edge, milled edge, or edge of an underlying asphalt layer.
  • a calculation unit/signal processing unit 71 handles the detection and evaluation of the pattern or profile.
  • the laser scanner 92 detects the edge 32 of the applied layer 30 as follows.
  • the laser scanner 92 is arranged at a lateral distance 92a on the construction machine and optically scans the surface of the subsurface using one or more laser beams 96 within an angular range ⁇ in order to determine the distance(s) to the subsurface. These distances are plotted along with the corresponding intensity values of the reflected light over the angle ⁇ . Based on this pattern, the profile of an edge 32 can then be detected and evaluated.
  • the calculation unit/signal processing unit 71 comprises, according to embodiments, the evaluation of the laser scanners 92 and 93, ie the calculation unit/signal processing unit 71 essentially comprises a profile recognition and a profile evaluation by comparing the measured profiles at the level of the front drum 50 and at the level of the rear drum 60.
  • the individual calculation unit/signal processing unit 71 instead of the individual calculation unit/signal processing unit 71, several individual modules can also be provided, which is particularly useful offers, for example, if an already existing control of the road roller 10 (not shown) is to be used.
  • the laser scanner 92 (as well as the laser scanner 93) is preferably a (2D or 3D) LiDAR scanner.
  • Fig. 3c shows a diagram 150 of a profile of a sloping edge 32 recorded with the laser scanner, as shown, for example, in Fig. 3b.
  • Such an edge profile can, for example, be an edge profile formed by a pressure roller arranged on the road roller 10 (and not shown in the figures).
  • the profile shown in diagram 150 consists of a plurality of measuring points 151.
  • an upper regression curve or regression line 155 and a lower regression curve or regression line 156 are laid through the upper and lower, essentially horizontal rows of measuring points.
  • the slump AHS is now obtained from the comparison of the recorded or measured edge profiles, i.e.
  • the edge profile recorded at the level of the front drum 50 is compared with the edge profile recorded at the level of the rear drum 60, as shown in Fig. 3d.
  • the vertical distance between the two regression curves or regression lines 155 and 156 is calculated for each of the two profiles. The difference between the distances then yields the slump AHS.
  • Fig. 3d shows two different edge profiles 32 before (right-hand area of the figure) and after the rolling process (left-hand area of the figure).
  • the upper area of Fig. 3d shows a sloping edge profile 32 with a layer thickness HS after installation, as shown, for example, in Fig. 3b.
  • the lower area of Figure 3d shows an edge profile 32 similar to a curb edge or a milled edge.
  • paving material with a layer or installation thickness HS was installed in a previously milled subsurface.
  • the illustrations in Figure 3d are intended to show that a material settlement AHS of the installed material layers occurs as a result of the rolling process and that this material settlement AHS is reflected in the recorded edge profiles 32.
  • Fig. 4 shows a side view of a road roller 10 with a sensor system 90 according to exemplary embodiments.
  • the two sensors/laser scanners 92 and 93 are electrically connected to the calculation unit/signal processing unit 71 via (cable) connections 92k and 93k.
  • the calculation unit/signal processing unit 71 is designed to determine or calculate a slump AHS from the measured values of the two sensors/laser scanners 92 and 93 by comparing the recorded edge profiles 32 before and after compaction. Furthermore, the calculation unit/signal processing unit 71 can be designed to change parameters of the sensor system 90, for example to reduce the sampling rate (sampling frequency) of the laser scanners 92 and 93 or to increase the number of measured values to be recorded (measurement point density). This may be necessary, for example, in the case of very small or low settlement values (e.g. AHS ⁇ 0.3 mm) or in the case of external (negative) influences on the measuring system 90 such as vibrations 80 or the like.
  • very small or low settlement values e.g. AHS ⁇ 0.3 mm
  • external (negative) influences on the measuring system 90 such as vibrations 80 or the like.
  • the total value of the slump AHS continues to increase with repeated passes of the road roller 10 over the newly applied road surface.
  • the change in the slump AHS is generally greatest during the first pass, since the surface has only been pre-compacted by the screed of a road finisher and has not yet been compacted by the road roller 10.
  • the increase in the total slump value decreases with the number of passes of the road roller 10, since the degree of compaction of the newly applied road surface continuously increases.
  • the calculation unit/signal processing unit 71 it would also be conceivable for the calculation unit/signal processing unit 71 to derive a forecast of the number of necessary passes from repeated measurements.
  • the calculation unit/signal processing unit 71 can also be electrically connected to a positioning device 72, such as a GPS or GNSS receiver, as well as to a data communication device 73 (e.g., WLAN, Bluetooth, or the like) via (cable) connections 72k and 73k.
  • the position-determining device 72 can be used to continuously determine the position of the roll 10 during the rolling process, so that a position-related measurement/calculation of the slump AHS can always be performed under the same conditions at one and the same location.
  • a georeferenced slump value can be determined or calculated using the calculation unit/signal processing unit 71.
  • measured values of the edge profiles 32, position data, the number of passes (already performed or still to be performed), calculated slump values and/or parameter settings of the sensor system 90 as well as other relevant data of the roller 10 or the sensor system 90 can be sent or transmitted wirelessly to other machines 10', 11 or 11' (see Fig. 6), which are located nearby, for example, on the same construction site.
  • the external mobile devices 110 have a corresponding data communication interface 115, for example Bluetooth, WLAN or the like, for the transmission and exchange of data.
  • data can also be retrieved or received from other construction machines 10', 11 or 11' or from an external device 110 or data server 120, such as profile measurement data, position data and/or parameter settings.
  • Fig. 5 shows a self-propelled construction machine 11 in a lateral or perspective view, here a road paver 11 with a driver's cab 75, a material hopper 12 for receiving road paving material such as asphalt material, and a height-adjustable paving screed 14, which is hinged to a pulling point on the road paver via a towing arm 13.
  • the road paver 11 moves on the subsoil 40 and paves road paving material to a paving thickness HS.
  • Side plates 15 are arranged on both lateral ends of the paving screed 14, whereby only the left side plate 15 is shown in Fig. 5.
  • a sensor system 91 according to the invention is arranged on the road paver 11 or on the side plate 15.
  • the sensor system 91 is comparable to the sensor system 90 on the roller, i.e. It essentially consists of a contactless sensor/laser scanner 94 and a calculation unit/signal processing unit 76 and optionally an operating unit 79 that is electrically connected thereto, for example.
  • the sensor/laser scanner 94 can be electrically connected to the calculation unit/signal processing unit 96 via a (cable) connection 94k.
  • the sensor/laser scanner 94 detects, for example, during the material laying process, the profile of the edge or border area of the subsoil in front of the road finisher 11.
  • the sensor/laser scanner 94 is arranged on the road finisher 11 at the level of the side plate 15 such that an emitted laser beam 98 is directed onto the surface of the subsurface 30 and detects the profile of the edge or marginal area of the subsurface.
  • the laser scanner 94 is designed (like the laser scanners 92 or 93 on the road roller 10) to detect a pattern, in particular a reflection pattern, of an emitted laser beam 98.
  • the pattern comprises, for example, intensity values and distances to the individual intensity values over the angular range to be detected.
  • the angle thus results in a pattern or profile, which can, for example, be a simple, flat subsurface or is characteristic of a side edge, curb edge, milled edge, or edge of an underlying asphalt layer (for example, a previously produced base course).
  • the calculation unit/signal processing unit 76 detects and evaluates the pattern or profile.
  • the laser scanner 94 is preferably a (2D or 3D) LiDAR scanner, as is the case with the laser scanners 92 and 93 on the road roller 10.
  • the calculation unit/signal processing unit 76 can also be electrically connected to a position-determining device 77, such as a GPS or GNSS receiver, as well as to a data communication device 78 (e.g., WLAN, Bluetooth, or the like) via (cable) connections 77k and 78k.
  • a position-determining device 77 such as a GPS or GNSS receiver
  • a data communication device 78 e.g., WLAN, Bluetooth, or the like
  • measured values of the profile, position data, material and paving data such as material temperature, paving width, paving thickness and/or parameter settings of the sensor system 91 as well as other relevant data of the road paver 11 or the sensor system 91 can be sent or transmitted wirelessly via a data communication 101 to other machines 10, 10' or 1 T (see Fig. 6), which are located nearby, for example, on the same construction site. It is also possible, for example, to transmit the aforementioned data to one or more external devices 110 or to an external data server 120 (cloud storage) for storage or further processing.
  • data such as profile measurement data, position data and/or parameter settings can also be retrieved or received from other construction machines 10, 10' or 1 T or from an external device 110 or data server 120.
  • the layer thickness HS of the newly applied road surface can be determined by comparing the recorded edge profiles before and after installation. It is advantageous that both the position of the road paver 11 (or the measuring system 91 or the sensor 94) and the position of the road roller 10 (or the measuring system 90 or the sensor 92) are determined for each measurement using GNSS or GPS, and the layer thickness HS is essentially always calculated at one and the same location/position.
  • Fig. 6 shows the described construction machines 10 and 11 in conjunction with other construction machines 10' and 11' on a construction site.
  • the construction machines 10, 10', 11, and 11' are connected to each other, for example, via a network 100, as well as to one or more external mobile devices 110 and/or a data server 120 (cloud storage), and can exchange data via the data communication paths 101 to 106.
  • the illustrated construction machines 10, 10', 11, and 11' are each equipped with a sensor system 90 or 91 as described above.
  • all construction machines 10, 10', 11, and 11' on the construction site can access and process the required (measured, determined, or calculated) data from other machines.
  • a calculation of the slump AHS or the layer thickness HS can take place at different points or locations, i.e., a calculation can be performed in a calculation unit 71 arranged on the road roller 10, 10', in a calculation unit 76 arranged on the road paver 11, 11', or on the external server 120 via a cloud service.
  • a construction site manager can also access data via an external mobile device 110 and thus always keep an eye on the construction site's progress.
  • a further layer thickness measuring system arranged on the road paver 11 can automatically correct the paving parameters from the measured and/or calculated data (e.g. slump AHS or layer thickness HS) and thus further automate the paving process.
  • the method comprises the three basic steps of scanning an initial profile, scanning a resulting profile, and determining a slump or edge dimension based on the initial and resulting profiles.
  • the initial profile When determining the slump, the profile is the profile before compaction, while the resulting profile is the profile after compaction. This can always be referred to as an edge profile.
  • the initial profile When determining the layer thickness, the initial profile is the profile of the subsoil before the layer is applied, while the resulting profile is the profile of the applied surface in the area of the edge before compaction.
  • aspects have been described in connection with a device, it should be understood that these aspects also represent a description of the corresponding method, so that a block or component of a device can also be understood as a corresponding method step or as a feature of a method step. Analogously, aspects described in connection with or as a method step also represent a description of a corresponding block, detail, or feature of a corresponding device.
  • Some or all of the method steps can be performed by (or using) a hardware apparatus, such as a microprocessor, a programmable computer, or an electronic circuit. In some embodiments, some or more of the key method steps can be performed by such an apparatus.
  • embodiments of the invention may be implemented in hardware or software.
  • the implementation may be performed using a digital storage medium, such as a floppy disk, a DVD, a Blu-ray Disc, a CD, a ROM, a PROM, an EPROM, an EEPROM, or a FLASH memory, a hard disk, or other magnetic or optical storage device storing electronically readable control signals that can interact or cooperate with a programmable computer system to perform the respective method. Therefore, the digital storage medium may be computer-readable.
  • Some embodiments according to the invention thus comprise a data carrier having electronically readable control signals capable of interacting with a programmable computer system such that one of the methods described herein is carried out.
  • embodiments of the present invention may be implemented as a computer program product having program code, wherein the program code is operable to perform one of the methods when the computer program product is run on a computer.
  • the program code can, for example, also be stored on a machine-readable medium.
  • embodiments include the computer program for performing one of the methods described herein, wherein the computer program is stored on a machine-readable medium.
  • one embodiment of the method according to the invention is thus a computer program that has program code for performing one of the methods described herein when the computer program is executed on a computer.
  • a further embodiment of the method according to the invention is thus a data carrier (or a digital storage medium or a computer-readable medium) on which the computer program for carrying out one of the methods described herein is recorded.
  • a further embodiment of the method according to the invention is thus a data stream or a sequence of signals that represents the computer program for carrying out one of the methods described herein.
  • the data stream or the sequence of signals can be configured, for example, to be transferred via a data communication connection, for example via the Internet.
  • a further embodiment comprises a processing device, for example a computer or a programmable logic device, which is configured or adapted to carry out one of the methods described herein.
  • a processing device for example a computer or a programmable logic device, which is configured or adapted to carry out one of the methods described herein.
  • a further embodiment comprises a computer on which the computer program for performing one of the methods described herein is installed.
  • a further embodiment according to the invention comprises a device or a system designed to transmit a computer program for performing at least one of the methods described herein to a recipient.
  • the transmission can be electronic or optical, for example.
  • the recipient can be, for example, a computer, a mobile device, a storage device, or a similar device.
  • the device or system can, for example, comprise a file server for transmitting the computer program to the recipient.
  • a programmable logic device e.g., a field-programmable gate array, an FPGA
  • a field-programmable gate array may cooperate with a microprocessor to perform any of the methods described herein.
  • the methods are performed by any hardware device. This may be general-purpose hardware such as a computer processor (CPU) or method-specific hardware such as an ASIC.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Machines (AREA)

Abstract

L'invention concerne un système de mesure (90, 90') pour déterminer un degré de consolidation et/ou une épaisseur de couche d'une couche (30) appliquée sur un substrat (40), ledit système de mesure ayant les caractéristiques suivantes : un capteur avant (92, 93, 94) qui est conçu pour balayer un premier profil initial le long de la couche (30), en particulier un profil de bord (32) d'un bord de la couche (30) le long de la couche (30) et pour détecter une pluralité de valeurs de distance sur une largeur du profil ; un capteur arrière (92, 93, 94) qui est conçu pour balayer un profil de bord résultant (32) et pour détecter une pluralité de valeurs de distance sur la largeur de profil ; un processeur (71) qui est conçu pour déterminer le degré de consolidation et/ou l'épaisseur de couche sur la base du profil initial et sur la base du profil de bord résultant (32), le capteur avant (92, 93, 94) étant disposé davantage vers l'avant dans la direction de déplacement, et le capteur arrière (92, 93, 94) étant disposé davantage vers l'arrière dans la direction de déplacement.
PCT/EP2023/084170 2023-11-29 2023-12-04 Système de mesure pour engins de travaux routiers Pending WO2025113817A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP23213095.5 2023-11-29
EP23213095 2023-11-29

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WO2025113817A1 true WO2025113817A1 (fr) 2025-06-05

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29723171U1 (de) 1997-03-06 1998-04-23 ABG Allgemeine Baumaschinen-Gesellschaft mbH, 31785 Hameln Walzeneinrichtung zur Verdichtung von Asphaltdecken
US6287048B1 (en) * 1996-08-20 2001-09-11 Edmund D. Hollon Uniform compaction of asphalt concrete
DE10234217A1 (de) 2002-07-27 2004-02-05 Hermann Kirchner Gmbh & Co Kg Verfahren und Vorrichtung zur Ermittlung der Dicke einer Asphaltschicht
CN113152215A (zh) * 2021-06-01 2021-07-23 山推工程机械股份有限公司 一种压路机贴边系统
WO2022037764A1 (fr) 2020-08-18 2022-02-24 Moba Mobile Automation Ag Système de mesure pour un engin de construction routière

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6287048B1 (en) * 1996-08-20 2001-09-11 Edmund D. Hollon Uniform compaction of asphalt concrete
DE29723171U1 (de) 1997-03-06 1998-04-23 ABG Allgemeine Baumaschinen-Gesellschaft mbH, 31785 Hameln Walzeneinrichtung zur Verdichtung von Asphaltdecken
DE10234217A1 (de) 2002-07-27 2004-02-05 Hermann Kirchner Gmbh & Co Kg Verfahren und Vorrichtung zur Ermittlung der Dicke einer Asphaltschicht
WO2022037764A1 (fr) 2020-08-18 2022-02-24 Moba Mobile Automation Ag Système de mesure pour un engin de construction routière
CN113152215A (zh) * 2021-06-01 2021-07-23 山推工程机械股份有限公司 一种压路机贴边系统

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