1.1本规程涵盖纵断面测量的数学处理，以产生称为国际粗糙度指数（IRI）的路面粗糙度统计。 1.2目的是提供计算和报告公路路面粗糙度估计值的标准做法。 1.3本实践基于由包括世界银行在内的多个机构赞助的国际道路不平度实验中开发的算法，并在两份世界银行技术论文中报告 (1, 2) . 其他技术信息见交通研究委员会（TRB）的两篇论文 (3, 4) . 1.4以国际单位制表示的数值应视为标准。括号中的英寸-磅单位仅供参考。 1.5 本标准并非旨在解决与其使用相关的所有安全问题（如有）。本标准的用户有责任在使用前制定适当的安全和健康实践，并确定监管限制的适用性。 ====意义和用途====== 本规程提供了一种使用纵断面测量设备对定义为粗糙度的路面特性进行定量估计的方法。 IRI是便携式的，因为它可以从使用各种仪器获得的纵向轮廓中获得。 IRI随时间稳定，因为真实IRI基于真实纵向轮廓的概念，而不是特定类型仪器的物理特性。 粗糙度信息是交通机构维护的路面管理系统（PMS）的有用输入。 右轮距的IRI是联邦公路管理局（FHWA）指定的路面粗糙度测量值，作为其公路性能监测系统（HPMS）的输入。 当同时测量两个行驶轮轨的轮廓时，MRI被认为是比IRI更好的测量道路表面粗糙度的方法。 笔记 1-MRI标度与IRI标度相同。 IRI可以解释为理想响应型测量系统的输出（见试验方法E 1082 和规范E 1215 )，其中用数学模型替换物理车辆和仪器。坡度单位对应于累积悬浮运动（例如米），除以行驶距离（例如公里）。 IRI是通过测量车辆响应来估计粗糙度的响应型系统的有用校准参考（见测试方法E 1082 和规范E 1215 ). IRI也可以解释为剖面的平均绝对斜率，通过数学滤波来修改与不同波长相关的振幅 (3) .

1.1 This practice covers the mathematical processing of longitudinal profile measurements to produce a road roughness statistic called the International Roughness Index (IRI). 1.2 The intent is to provide a standard practice for computing and reporting an estimate of road roughness for highway pavements. 1.3 This practice is based on an algorithm developed in The International Road Roughness Experiment sponsored by a number of institutions including the World Bank and reported in two World Bank Technical Papers (1, 2) . Additional technical information is provided in two Transportation Research Board (TRB) papers (3, 4) . 1.4 The values stated in SI units are to be regarded as the standard. The inch-pound units given in parentheses are for information only. 1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. ====== Significance And Use ====== This practice provides a means for obtaining a quantitative estimate of a pavement property defined as roughness using longitudinal profile measuring equipment. The IRI is portable in that it can be obtained from longitudinal profiles obtained with a variety of instruments. The IRI is stable with time because true IRI is based on the concept of a true longitudinal profile, rather than the physical properties of a particular type of instrument. Roughness information is a useful input to the pavement management systems (PMS) maintained by transportation agencies. The IRI for the right wheel track is the measurement of road surface roughness specified by the Federal Highway Administration (FHWA) as the input to their Highway Performance Monitoring System (HPMS). When profiles are measured simultaneously for both traveled wheel tracks, then the MRI is considered to be a better measure of road surface roughness than the IRI for either wheel track. Note 1—The MRI scale is identical to the IRI scale. IRI can be interpreted as the output of an idealized response-type measuring system (see Test Method E 1082 and Specification E 1215 ), where the physical vehicle and instrumentation are replaced with a mathematical model. The units of slope correspond to accumulated suspension motions (for example, metres), divided by the distance traveled (for example, kilometres). IRI is a useful calibration reference for response-type systems that estimate roughness by measuring vehicular response (see Test Method E 1082 and Specification E 1215 ). IRI can also be interpreted as average absolute slope of the profile, filtered mathematically to modify the amplitudes associated with different wavelengths (3) .