Patent Publication Number: US-2021181354-A1

Title: Measurement system for a construction machine

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application claims priority from European Patent Application No. EP 19215116.5, which was filed on Dec. 11, 2019, and is incorporated herein in its entirety by reference. 
     BACKGROUND OF THE INVENTION 
     Embodiments of the present invention relate to a measurement system for a construction machine and to construction machines per se. Further embodiments relate a corresponding method and computer program, respectively. Generally, the invention is in the field of construction machines, in particular construction machines on wheels, such as a road finishing machine (road finisher or road paver). Advantageous embodiments provide a measurement system for determining a movement parameter such as, e.g., a speed (of travel) of the construction machine while using a device for measuring the temperature. 
     In general, a road finisher comprising a tracked or wheeled undercarriage runs on a prepared foundation (road bed) onto which a road surface or road pavement to be produced is to be applied. In the direction of travel, a height-adjustable screed is provided behind the road finisher and has a supply of the road paving material piled on its front side which is distributed and tracked by a conveyor which ensures that the amount of road paving material kept in store on the front side of the screed is typically sufficient but not too large. The height of the rear edge of the screed relative to the surface of the prepared foundation, which foundation may also be formed by an already existing road pavement covering, determines the thickness of the road surface, that has been produced, prior to its subsequent further consolidation by means of rollers. The screed is held at traction arms that are mounted to be rotatably movable about traction points arranged in the center area of the road finisher, the height of the screed being determined by hydraulic adjusting means. 
     With road building projects, such as building a new road or renewing a damaged road surface, the quality of the newly applied road building material typically is to be documented by the companies in charge by using check tests. Said tests include measuring the temperature of the asphalt layer directly after having been mounted by the road finisher. The temperature of the newly applied road building material is measured across the entire installation width directly behind the screed of the road finisher. 
     A roadway temperature monitoring system comprising a temperature sensor is known from WO 2000/70150 A1, which temperature sensor here may either by a thermal-imaging camera, a thermal scanner or a thermal-imaging camera operating in a “line scan” mode. The temperature sensor is arranged at the rear end of a road finisher, so that the entire width of the newly applied asphalt layer is scanned. The captured temperature values may be graphically displayed on a display device. 
     In addition, a device for measuring the temperature of the surface of hot asphalt, consisting of an infrared temperature measuring head moving in the direction transverse to the direction of travel, a motor for moving said sensor, and a controller, has already been known from DE 20 2009 016 129 U1, DE 20 2013 001 597 U1, DE 10 2014 222 693 A1 or DE 10 2016 207 584 B3. 
     CN 102691251 A describes a temperature measurement system for a road finisher which comprises individual infrared temperature sensors which are arranged on a beam mounted behind the road finisher in the direction transverse to the direction of travel. 
     Further known systems for determining the temperature of a newly mounted road pavement are described, e.g., in EP 2 789 741 A1, EP 2 982 951 A1 or EP 2 990 531 A1. 
     Moreover, an area temperature sensor for measuring the temperature of the asphalt layer directly following installation by the road finisher is known which is manufactured by Völkel Mikroelektronik GmbH, Munster, Germany. 
     Furthermore, EP 3 112 812 A1 and EP 3 270 109 A1 describe devices and methods for measuring the distance covered at a construction machine comprising a crawler track drive, comprising a contactless sensor for being arranged at the chassis of the construction machine, the contactless sensor being directed to the crawler track of the crawler track drive of the construction machine. An evaluation unit is connected to the contactless sensor and is effective to determine a distance covered by the construction machine on the basis of the signals received by the contactless sensor. 
     In conventional technology, the temperature data is stored together with positional data obtained, e.g., by means of GPS. What is problematic is that the local resolution of GPS lies only within the meter range, or sometimes even within the range of several meters, and that, consequently, additional information may be used for the purpose of accurately determining the position. Therefore, in this respect there is a need for an approved approach. 
     SUMMARY 
     According to an embodiment, a measurement system for a construction machine, in particular a road construction machine, may have: a temperature measuring device configured to determine a first surface temperature for a first area of a measuring field of the temperature measuring device as well as a second surface temperature for a second area of the measuring field of the temperature measuring device, the temperature measuring device being directed to a reference surface, in relation to which the construction machine is moving, and the measuring field of the temperature measuring device being shifted as a function of a movement of the construction machine along the reference surface; and an evaluation device configured to determine a movement parameter by means of a shift in a first temperature zone, defined for a first point in time by the first surface temperature within the first area, in relation to the first and/or second area(s) or in relation to the measuring field of the temperature measuring device. 
     According to another embodiment, a construction machine, in particular road construction machine, may have a measurement system for a construction machine, in particular a road construction machine, which measurement system may have: a temperature measuring device configured to determine a first surface temperature for a first area of a measuring field of the temperature measuring device as well as a second surface temperature for a second area of the measuring field of the temperature measuring device, the temperature measuring device being directed to a reference surface, in relation to which the construction machine is moving, and the measuring field of the temperature measuring device being shifted as a function of a movement of the construction machine along the reference surface; and an evaluation device configured to determine a movement parameter by means of a shift in a first temperature zone, defined for a first point in time by the first surface temperature within the first area, in relation to the first and/or second area(s) or in relation to the measuring field of the temperature measuring device. 
     According to yet another embodiment, a method of determining a movement parameter for a construction machine, in particular a road construction machine, may have the steps of: determining a first surface temperature for a first area of a measuring field of the temperature measuring device and determining a second surface temperature for a second area of the measuring field of the temperature measuring device by means of a temperature measuring device, said temperature measuring device being directed to a reference surface, in relation to which the construction machine is moving, and the measuring field of the temperature measuring device being shifted as a function of a movement of the construction machine along the reference surface; and determining a movement parameter by means of a shift in a first temperature zone, defined for a first point in time by the first surface temperature within the first area, in relation to the first and/or second area(s) or in relation to the measuring field of the temperature measuring device. 
     According to yet another embodiment, a non-transitory digital storage medium may have a computer program stored thereon to perform the inventive method, when said computer program is run by a computer. 
     Embodiments of the present invention provide a measurement system for a construction machine, in particular a road construction machine. The measurement system includes a temperature measuring device and an evaluation device. The temperature measuring device (e.g., a thermopile array) is configured to determine a first surface temperature for a first area of a measuring field of the temperature measuring device as well as a second surface temperature for a second area of the measuring field of the temperature measuring device, the temperature measuring device (and, thus, the measuring field) being directed to a reference surface, in relation to which the construction machine is moving, and the measuring field being shifted as a function of a movement of the construction machine along the reference surface. The evaluation device is configured to determine a movement parameter by means of a shift in a first temperature zone, defined for a first point in time by the first surface temperature within the first area, in relation to the first and/or second area(s) or in relation to the measuring field. 
     With regard to the temperature zone, it shall be noted that said temperature zone is shifted, in accordance with embodiments, across the measuring field (from area to area), or is shifted out of the measuring field. At temperature zone is defined by a prevailing surface temperature within a local area (e.g. several pixels) at a first point in time. Since mapping (imaging) is shifted to this area in a planar manner, e.g. into the second area or toward the second area, the first area and the temperature zone will coincide only at the first point in time, whereas at a second point in time, the first temperature zone will be located in a newly defined local area (other pixels). 
     Embodiments of the present invention are based on the finding that by means of the temperature measuring device which is present anyway and which is configured, e.g., as thermal-imaging camera, a thermopile array or a pyrometer array and which enables local resolution of temperature zones, a movement parameter may be determined at the same time, as it were. These temperature zones, i.e., minute local temperature differences, may be identified within a thermographic camera image or, generally, while using an array, so that shifting of said temperature zones, which are thus identified, as a result of a movement of the construction machine may be employed for determining a movement parameter. For example, it would be feasible to determine the speed. By observing/tracking a local temperature zone (temperature field) i.e., a zone having a first surface temperature, which migrates across the measuring field, one may recognize the extent to which a shift in the measuring field (field of view of the camera) has taken place. Starting from the assumption that the temperature measuring device is rigidly directed (at least during operation) to the foundation and/or to the asphalt layer that has been applied and/or, generally, to a reference surface in relation to which the construction machine is moving, the shift in the temperature zones is caused by the movement of the construction machine, so that a movement parameter such as the speed of the construction machine may be determined by determining the shift. This method is advantageous since in this manner, a movement or a movement parameter (such as the speed, the direction of movement or the distance covered) may be determined with high accuracy, e.g. within the centimeter range. Within this context, it is advantageous that effects such as the slip of the undercarriage or inaccuracies in GNSS/GPS signals have no influence. 
     Embodiments of the present invention relate to field of construction machines, in particular to determining the speed (of travel) (generally, determining movement parameters) of a construction machine while using a device for determining the temperature of a road construction material such as asphalt, bitumen, an asphalt mix or the like which has been newly applied by a construction machine, in particular a road finisher, within an installation width. Further parameters such as a distance covered, etc., may be determined from the speed (of travel). It shall be noted that the reference surface may be located in front of and/or behind and/or on the side of (adjacent to) the construction machine. 
     In accordance with embodiments, the position and/or the path and/or the regulation parameter may be compared and adjusted to a GNSS signal (or vice versa). This is why the measurement system in accordance with embodiments includes at least one GNSS receiver and/or a GPS receiver for determining the position. In this context, it is also feasible to obtain a GNSS signal in combination with a correction signal for the GNSS signal, e.g., with a correction signal from a stationary transmitter or a geostationary transmitter, or to obtain a GNSS signal in combination with a supplementary signal for the GNSS signal (e.g. from a stationary or geostationary transmitter). This correction signal, or the supplementary signal, significantly increases accuracy. For example, the GNSS receiver may be supplemented by a real-time kinematic radio receiver (RTK GNSS), by means of which the positional data (coordinates) may be corrected with a very high level of accuracy. Alternatively, utilization of other correction data services is also feasible. Moreover, a terrestrial system may also be used, such as a total station having a prism arranged on the construction machine, or position finding may be performed while using locating techniques from the field of mobile radio technology, for example by means of GSM triangulation. What is also conceivable in this context is a combination of a global navigation satellite system and a terrestrial system, e.g. utilization of the so-called “differential GPS”. 
     In accordance with embodiments, therefore, the movement parameter is detected by means of a shift, based on a heat change and/or a changing (inhomogeneous) heat distribution, in the first surface temperature across the first and/or second area(s). On the basis of the exemplary assumption that the shift along a direction of movement of the construction machine is a result of the movement of the construction machine, the shift direction may thus be detected. In accordance with advantageous embodiments, the actual expansion of the first and second areas, e.g., several pixels, may be determined while using the respective mapping (imaging) scale, so that each pixel shift has a real path associated with it. If one looks at this quantity in relation to the time taken for the shift to occur, the speed of movement may also be detected in this manner. In accordance with embodiments, observation of the shift takes place across several frames associated with different points in time. An alternative movement parameter is the course of a skirt (e.g. between two asphalt layers that have been or are to be installed adjacently) in relation to the construction machine. 
     In accordance with embodiments, the distance covered (relative position as compared to the start of the measurement) may obviously also be detected; when one knows an absolute position, e.g., on the basis of the GNSS signal, an updated absolute position may also be determined. Also, it is possible, in accordance with embodiments, to determine a movement status of the construction machine, e.g. to detect a “halt” (stopped position) or a “start-up”. Determining a “halt” and a “start-up” of the construction machine (of the road finisher) is almost impossible by using a GPS module since this signal, or the position, mostly “fluctuates” heavily (so-called “random walk”) and therefore is not sufficiently accurate for this purpose. In addition, a GNSS/GPS signal per se is not always available (e.g. under bridges or in tunnels, etc.). 
     In accordance with further embodiments it shall be noted that the first and second areas may be directly adjacent to each other, each area being characterized by its own surface temperature. Consequently, e.g., the second area having a second surface temperature may surround the first area (local aspect) having a second surface temperature. In addition, there may obviously also be further (third) areas which are defined by other pixels and other surface temperatures. For determining movement parameters, one advantageously selects areas arranged along the direction of movement. 
     In accordance with embodiments, it is possible that the means for determining the temperature also determine the asphalt temperature when the asphalt layer, which serves as a reference surface, is installed; advantageously, the temperature measurement values regarding the asphalt layer may be stored together with the respective (relative/absolute) position/path. 
     In accordance with further embodiments, the temperature measuring device includes a thermopile array or pyrometer array. In addition, in accordance with further embodiments, the temperature measuring device may include at least two arrays. Said arrays are arranged, e.g., next to one other or one behind the other and are directed to two adjacent measuring fields, or are directed to an overlapping area of the measuring fields of the arrays. Directing the arrays to an overlapping area of the measuring fields enables, in accordance with embodiments, a distance of the temperature measuring device to the reference surface (installation or mounting height of the temperature measuring device) may be determined, or calculated, by the temperature measuring device, in particular by a processing unit arranged therein, such as a microcontroller, for example, or by the evaluation device. It is also possible to direct the arrays to an area of overlap of the measuring fields, such that upon a change in the distance of the temperature measuring device to the reference surface, the area of overlap of the measuring fields, which is detected by the arrays, remains the same in terms of its width in the direction transverse to the construction machine&#39;s direction of travel and/or movement. 
     A further embodiment relates to a construction machine, in particular to a road construction machine such as a road finisher or a road roller comprising a corresponding measurement system. 
     A further embodiment provides a method of determining a movement parameter for a construction machine. The method includes the following steps:
         determining a first surface temperature for a first area of a measuring field and determining a second surface temperature for a second area of the measuring field by means of a temperature measuring device, said temperature measuring device being directed to a reference surface, in relation to which the construction machine is moving, and the measuring field being shifted as a function of a movement of the construction machine along the reference surface;   determining a movement parameter by means of a shift in a first temperature zone, defined for a first point in time by the first surface temperature within the first area, in relation to the first and/or second area(s) or in relation to the measuring field.       

     In accordance with further embodiments, the method may be performed by using a computer program. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Embodiments of the present invention will be detailed subsequently referring to the appended drawings, in which: 
         FIG. 1  shows a schematic representation of a measurement system in accordance with a basic embodiment; 
         FIGS. 2 a, b    show schematic representations of the installation of the measurement system at a road finisher in accordance with an embodiment; 
         FIGS. 3 a - j    show possible implementations of the temperature measuring device for the measurement system in accordance with extended embodiments; 
         FIG. 4  shows a schematic block diagram of the measurement system in accordance with extended embodiments; 
         FIG. 5  shows a schematic representation of a road finisher comprising a measurement system in accordance with extended embodiments; 
         FIGS. 6 a - c    show schematic representations for illustrating shifting of temperature zones upon shifting of the measuring field in accordance with embodiments; and 
         FIG. 7  shows a schematic representation of the measurement system in interaction with further components of the road construction machine in accordance with embodiments. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Before embodiments of the present invention will be explained by means of the accompanying drawings, it shall be noted that elements and structures which are identical in action have been provided with identical reference numerals, so that their descriptions are mutually applicable, or interchangeable. Also, it shall be noted that even though the present invention has been described by means of a road finisher, it may also be applied in a road roller. 
       FIG. 1  shows a measurement system  1  for a road finisher  10 . The measurement system  1  includes at least one temperature measuring device  21  as well as an evaluation means  43 . The temperature measuring device  41 , which is configured as a thermopile array, for example, is directed to a reference surface, which here is the asphalt surface  22  that has just been applied. The asphalt surface  22  is still hot from the asphalting process, so that a surface temperature is obtained. This surface temperature varies locally, as depicted by the two temperature spots  22 _ 1  and  22 _ 2 . In the consideration which follows, it shall be assumed that the temperature measuring device  41  has its measuring field  41   m  directed to the reference surface  22  such that the spots  22 _ 1  and  22 _ 2  are located within the measuring field. Each of said areas  22 _ 1  and  22 _ 2  has its own surface temperature, so that, for example, the temperature zone  22 _ 1  may be detected within the measuring field  41   m  at the time T=1 (t 1 ). Said temperature zone  22 _ 1  extends across a local area having a determinable expansion, said local area being mapped (imaged) onto several pixels of the measuring device  41 . The boundary between the areas  22 _ 1  and  22 _ 2  may be determined in a pixel-precise manner, for example. On the basis hereof, it is therefore possible to associate a position, or, to be precise, a relative position in relation to the measuring field  41 , with the boundary or, generally, with the temperature zone  22 _ 1 . 
     Due to the movement of the road finisher  10  along the direction of movement  10 B, the measuring field  41   m  (time t 1 ) will shift for the time t 2 , so that the measuring field  41 ′ results. This measuring field now maps (images) a new section of the reference surface (of the asphalt)  22  as a function of the movement  10 B (speed of movement and direction of movement). 
     The temperature zone  22 _ 1 , which is located within the first area at the time t 1 , will shift, due to the shift in the measuring field  41   m , toward the second area (cf. time t 1 ) and will consequently be located within a new first area  22 _ 1 ′ at the time t 2 . Said new first area  22 _ 1 ′ will be located at a different position within the measuring field  41   m ′ at the time t 2 . This shift in position (e.g., by 20 pixels) is to be associated with a distance covered on the basis of the mapping (imaging) scale, which is typically known. 
     Thus, the evaluation device  43  tracks the temperature zone(s)  22 _ 1  and/or  22 _ 1 ′ across the frames, or times t 1 , t 2  so as to detect a corresponding movement parameter. In accordance with an embodiment, tracking is therefore understood to mean a shift in the temperature zone  22 _ 1 , which is located within the first area at the time t 1 , in relation to the second area  22 _ 2  at the time t 1  if the system establishes, for example, that the temperature zone  22 _ 1  now is located within the area of the second temperature zone (area is defined by pixels, for example) at the time t 2 . Alternatively, tracking of the temperature zone  22 _ 1  may also be effected such that only the first area (pixel area) is considered, and that the system thus establishes that the temperature zone  22 _ 1  is no longer arranged within the same area at the time t 2 . A further alternative would be to track a temperature zone, here the temperature zone  22 _ 1 , in relation to the edges of the measuring field  41   m . For example, the system may establish that at the time t 1 , x pixels were counted up to the edge in the direction of travel  10 B, whereas x+/−y pixels are obtained at the time t 2 . Thus, it is possible to employ the temperature measuring device  41  not only to measure the temperature of the surface  22  of a newly installed road pavement (e.g., hot asphalt), but also to determine, while using the evaluation device  43 , a movement parameter such as the speed (of travel) or further movement parameters of the road finisher  10  with very high or with considerably higher precision than in conventional technology from the temperature data measured. The background to this is that the road finisher  10 , which during the installation of asphalt in most cases moves at a very low speed (of travel) within the range of about 2 to 20 m per minute, exhibits such a low speed that said speed may often be difficult to determine with accuracy. If, therefore, one has determined the distance covered within the respective time frame (delta between t 1  and t 2 ), the speed of travel will therefore be known. 
     On this basis or, generally, on the basis of the temperature measuring data, further parameters such as the distance covered, for example, may also be calculated in accordance with embodiments. 
     In accordance with embodiments, it would also be possible to determine a status of movement. For example, a “halt” (stopped state) may be detected as soon as no more offset occurs. It is almost impossible to determine a “halt” and a start-up of the road finisher  10  by using a GPS module since the signal and/or the position in most cases “fluctuates” heavily (so-called “random walk”) and therefore is too imprecise for this purpose. Moreover, a GNSS/GPS signal per se is not always available (e.g., under bridges or in tunnels, etc.). 
     In addition to a halt, the same problems apply to determining a start-up process by means of GNSS/GPS. Via the change in the speed of travel, start-up processes may also be readily detected by means of the temperature measurement data. Consequently, it is possible, on the basis of the fundamental task of achieving accuracy, to solve a further problem, namely the fact that—independently of the position of the road finisher (inside a tunnel, under bridges, in urban canyons, . . . )—the measurement system  1  provided here serves to continually determine the position. Since, in particular, the relative position becomes determinable by means of the system  1 , said relative position may be compared and adjusted to GNSS/GPS data so as to calculate an absolute position on the basis of the relative position. 
     It would thus be possible, in accordance with embodiments, for the evaluation device  43  to access the positional data of the machine, e.g., of the GPS system (similarly to the path measurement systems and measuring devices of EP 3 112 812 A1 and EP 3 270 109 A1 that are mentioned in conventional technology). In addition, this also enables the evaluation device  43  to perform a comparison and adjustment in the sense of a correction. Here, the evaluation unit  43  therefore is configured to correct, at predetermined intervals, the covered distance of the positional data from the positioning means (not depicted). 
     As is already known from the temperature measuring device mentioned with regard to conventional technology, the installation temperature is a critical process quantity in road construction and has a considerable influence, e.g., on the lifetime of the new road. It is also largely known from practice that a high-quality road pavement also involves a mainly constant installation speed without any “halting” and “starting up” of the road finisher since otherwise what may occur is unmixing of materials such as “hot spots” or “cold spots”, i.e., areas in the road pavement where the material was installed at a sub-optimum temperature. This is described in EP 3 456 880 A1, for example. Thus, there is a direct connection between temperature measurement of the surface of a newly installed road pavement and the above-described parameters of “speed (of travel)”, “halting” and “starting up” of the road finisher. 
     Therefore, these quality-determining parameters are established together by the system  1  provided here (actually, they are established solely by the temperature sensing device  41  with the evaluation device  43 ). 
     A further advantage consists in that the path measurement system shown here (measurement system  1  for determining a movement parameter) operates in a “slip-free” manner. 
     In addition, in known path measurement systems, there is the problem of “slip”, i.e., most path measurement systems such as the path measurement devices, mentioned with regard to conventional technology, of EP 3 112 812 A1 or of EP 3 270 109 A1 or a wheel sensor located at the wheel hub (mostly used in the United States), are susceptible to slip, or are not entirely “slip-free”. 
     In accordance with advantageous embodiments, the sensor  41  is configured as a thermopile array. A further advantage in embodiments consists in that no mechanically moveable parts exist in the temperature measuring device. In the temperature measuring devices known from conventional technology, for example, the infrared temperature sensor is continuously moved to and fro in the temperature scanner mentioned. A thermal-imaging camera typically has a “shutter”, i.e., a mechanically moveable part. 
     In addition, the invention reduces the number of sensor systems that are present at the machine since no additional speed (of travel) and/or path measurement system is required. 
     With regard to  FIGS. 2 a  and 2 b   , details of the measurement system will be explained below. 
       FIG. 2 a    schematically shows a self-driving road finisher  10  in a lateral view as an example of a construction machine. As is known, the road finisher  10  includes a material bunker  12  for accommodating construction material or road pavement material  30  such as asphalt, road metal (gravel) or the like as well as a screed or screed board  15  arranged at traction arms  13  and pulled by the drive unit, or tractor unit, of the road finisher  10 . During material installation, the road finisher  10  moves, in the direction of travel F, on a surface of the foundation  21  to be asphalted. In front of the screed  15 , a distribution worm  14  is arranged which distributes the construction material/road pavement material  30  which is to be installed and which is transported, during installation, from the material bunker  12  toward the distribution worm  14  via conveyer belts (not depicted), in front of the screed  15  in a direction that is transverse to the direction of travel of the road finisher  10 , so that the construction material/road pavement material  30  to be installed is available, during installation, in an approximately uniform amount in front of the screed  15 . Above the distribution worm  14  and the non-depicted conveyer belts, there is an operator&#39;s cab  11  from which the machine  10  and others is steered. 
     The road finisher  10  has a temperature sensing system  40  arranged thereat so as to sense the temperature of the surface of a newly installed (asphalted) road pavement  22  immediately following installation by the road finisher  10 . For this purpose, the temperature sensing system  40  includes a temperature measuring device  41  attached to a carrier  44 . The temperature measuring device  41  is arranged at the carrier  44  such that the temperature of the surface of the newly installed road pavement  22  may be advantageously measured directly behind the rear edge of the screed within the sensing area  25 . The temperature measuring device  41  may be releasably attached to the carrier  44 ; for example, it may be screwed or clamped or attached by means of a magnetic fastener, so that the temperature measuring device  41  may simply be demounted once the construction work is finished, for example, for reasons of protection from theft. As depicted in the figures, for example, the carrier  44  in turn is attached to the roof of the road finisher  10 ; however, other places of attachment at the machine  10 , for example at the screed  15 , are also feasible. Advantageously, the carrier  44  consists of one single mechanical part or of individually connectable mechanical parts or of individual telescopic parts so as to be able to set the temperature measuring device  41  accordingly at an optimum distance (when viewed in the direction of travel F of the road finisher  10 ) from the rear edge of the screed so that the temperature of the surface of the newly installed road pavement  22  may be sensed directly behind the rear edge of the screed. 
     The temperature sensing system  40  further includes an operating and display device  42  and a process calculator unit and/or evaluation means  43  as well as a communication device  45 , a weather station  46  and a position finding means  47 . The latter components of the temperature sensing system  40 , i.e., the communication device  45 , the weather station  46  and the position finding means  47 , are advantageously attached to the roof of the road finisher  10  (as depicted in the figures), but may also be attached, e.g., to the carrier  44  to which the temperature measuring device  41  is also attached. All of the components of the temperature sensing system  40  are advantageously electrically connected to the process calculator unit and/or the evaluating means  43  via cable connections. The process calculator unit and/or evaluation means  43  receives the measured temperature data from the temperature measuring device  41  so as to read said data in and to process it further accordingly. For example, measured temperature data may be linked and/or combined with positional data so as to store said data in the process calculator unit and/or evaluation means  43 . This enables, e.g., subsequent localization of potential voids in the surface of the newly installed road pavement  22 . Also, there is the possibility to be able to transmit temperature data and the related positional data to an external device or a different construction vehicle, for example a road roller travelling behind the road finisher  10 , by means of the communication device  45 . Data of the weather station  46  may also be taken into account in the further processing of temperature data; for example, said weather-station data may be stored together with temperature and positional data for subsequent further processing. 
     The process calculator unit and/or evaluation means  43  is electrically connected to the display and operating device  42 , which serves as a so-called human/machine interface (MMI). An operator, for example the screed personnel, may monitor, e.g., the curve and/or the profile of the measured temperatures during installation by means of the display and operating device  42  and may thus identify voids in the surface of the newly installed road pavement  22  (and may possibly take further measures) as early as during installation. In addition, parameters and further settings may be made to the temperature sensing system  40  by the operating personnel by means of the display and operating device  42 , for example for the purposes of calibrating the temperature measuring device  41  or for changing or adapting the screen display. In an advantageous variant, the processor calculating unit/evaluation means  43  and the operating and display device  42  are combined in one device and/or in one housing, i.e., integrated into one device or housing. As depicted in the figures, the process calculator unit/evaluation means  43  and the operating and display device  42  are arranged directly below the roof of the road finisher  10  in the rear area of the operator&#39;s cab  11 . As a result, on the one hand, the screen of the operating and display device  42  is readily readable for the screed personnel, and on the other hand, the temperature values measured are displayed directly in the area of the actual temperature measurement, i.e., in the area of the temperature measuring device  41  and of the screed  15 . 
     However, it is also feasible, depending on the type of embodiment of the temperature sensing system  40 , for the process calculator unit/evaluation means  43  or at least a part thereof to be integrated into the temperature measuring device  41  so as to analyze temperature images, for example, within the temperature measuring device  41 , or to perform a temperature image evaluation or to conduct calculations. This has the advantage that, e.g., large amounts of raw data of temperature values need no longer be transmitted via cable connections. 
       FIG. 2 b    schematically shows the self-driving road finisher  10 , depicted in  FIG. 2 a   , in a top view, i.e., when viewed from above. In addition to the components of the road finisher  10  which were already described with regard to  FIG. 2 a   , one can see here that the screed  15  is a screed  15  that is variable by means of lateral pull-out elements  15 L and  15 R, whereby an installation width B of the newly installed road pavement  22  may be changed accordingly during installation. The newly installed road pavement  22  is laterally demarcated by edges  22 L and  22 R. 
     The temperature measuring device  41  which was already described above and is attached to the carrier  44  measures the temperature of the surface of the newly installed (asphalted) road pavement  22  immediately following installation by the road finisher  10 , specifically within a sensing area  25  as depicted in  FIGS. 2   a/b . The sensing area  25  extends, when viewed in a direction transverse to the direction of travel F of the road finisher  10 , across the entire installation width B as well as, when viewed in the direction of travel F of the road finisher  10 , across a length L, so that at least a surface area B×L (sensing area  25 ) is sensed by the temperature measuring device  41 . Since during material installation, the road finisher  10 , as was already explained above, moves in the direction of travel F on a surface of the foundation  21  to be asphalted, the sensing area  21  will also move in the direction of travel F at the same speed as the road finisher  10 . This means that the temperature measuring device  41  and, thus, also the sensing area  25  “migrate”, during material installation, at the same speed as the road finisher  10  in the direction of travel F of the latter, the temperature measuring device  41  continuously measuring temperature values of the surface of the newly installed (asphalted) road pavement  22 . 
       FIGS. 3 a -3 d    as well as  3   i  and  3   j  schematically show various embodiments of the temperature measuring device  41 ; further implementations and/or arrangements—which are not described, in particular—may also be conceivable here. In all of the implementations depicted in the figures, the temperature measuring deice  41  is arranged at the carrier  44 . However, it is also feasible to arrange one or more of the temperature measuring devices  41  directly, without the carrier  44 , at the roof or at other suitable attachment locations of the road finisher  10  (e.g., at the screed  15 ) while using attachment mechanics adapted accordingly for this purpose. It is also feasible, when using several temperature measuring devices  41 , for them to be arranged at the road finisher at different mounting heights as well as mutual distances. 
     In case of the temperature measuring device  41  of  FIGS. 3 a  and 3 b   , the former includes three individual temperature sensors  411 ,  412  and  413 , respectively, which are directed to the surface of the newly installed (asphalted) road pavement  22 . Each of the individual temperature sensors  411 ,  412  and  413  senses, when viewed in the direction transverse to the direction of travel F of the road finisher  10 , a subarea B 1 , B 2  and B 3  of the overall installation width B, the subareas B 1 , B 2  and B 3 , when added together, resulting in the overall installation width B. The individual temperature sensors  411 ,  412  and  413  are arranged at an angle in relation to one another, such that the subareas B 1 , B 2  and B 3  that are to be sensed will slightly overlap in an advantageous manner so that no areas that are not sensed will arise between the subareas B 1 , B 2  and B 3 . 
     In the embodiments according to  FIGS. 3 a  and 3 b   , the temperature sensors  411  and  412  as well as  412  and  413  are arranged to be mutually twisted at an angle of approx. 220° ( FIG. 3 a   , generally within a range between 180° and 270°) and approx. 140° ( FIG. 3 b   , generally within a range between 90° and 180°), respectively (on this note, see the schematic representations in  FIGS. 3 e  and 3 f    as well as their descriptions further below). Depending on the mounting height of the temperature measuring device  41  above the surface of the newly installed (asphalted) road pavement  22  at the road finisher  10 , and/or depending on the mutual distances between the individual temperature sensors  411 ,  412 , and  413 , the angles exhibited by the temperature sensors  411 ,  412 , and  413  in relation to one another may also deviate, or differ. One may well see in  FIGS. 3 a  and 3 b    that in addition to the outer subareas B 1  and B 3 , it is also the road edge areas going beyond the edge areas (edges)  22 L and  22 R of the newly installed (asphalted) road pavement  22  that are sensed by the temperature sensors. Consequently, with these embodiments it would also be possible to calculate the overall installation width, specifically by means of the temperature profile captured. Since those road edge areas that go beyond the edge areas (edges)  22 L and  22 R of the newly installed (asphalted) road pavement  22  exhibit a temperature that is considerably cooler than that of the newly applied asphalt  22 , the edge areas (edges)  22 L and  22 R may be accurately sensed, so that the process calculator unit and/or evaluating means  43  would be capable of calculating an overall installation width B on the basis of the temperature profile. 
     The temperature measuring device  41  in accordance with  FIGS. 3 a  and 3 b    includes said three respective individual temperature sensors  411 ,  412 , and  413 . However, it is also feasible for the temperature measuring device  41  to include only two individual temperature sensors (as depicted in  FIGS. 3 c  and 3 d   ) or only one single temperature sensor. 
       FIGS. 3 c  and 3 d    show the temperature measuring device  41  split up into two individual temperature measuring devices  41   a  and  41   b  which are connected at a distance, advantageously in a fixed and immobile manner, to the carrier  44  via carrier mechanics  44   a  and  44   b . The individual temperature measuring devices  41   a  and  41   b  may be spaced apart from each other by a distance of approx. 2.50 m, which roughly corresponds to the width of the operator&#39;s cab, to the vehicle width, and/or to the width of basic screed. Each of the two temperature measuring devices  41   a  and  41   b  includes two individual temperature sensors  411  and  412  as well as  413  and  414 , which are directed to the surface of the newly installed (asphalted) road pavement  22 . Each of the individual temperature sensors  411 ,  412 ,  413 , and  414  senses, when viewed in the direction transverse to the direction of travel F of the road finisher  10 , a subarea B 1 , B 2 , B 3 , and B 4  of the overall installation width B, which subareas B 1 , B 2 , B 3 , and B 4  added together yield the overall installation width B. The individual temperature sensors  411  and  412  as well as  413  and  414  are each arranged at a mutual angle, such that the subareas B 1 , B 2 , B 3 , and B 4  to be sensed will slightly overlap, so that there will be no area between the subareas B 1 , B 2 , B 3 , and B 4  that is not sensed, if possible. The temperature sensors  411  and  412  as well as  413  and  414  are arranged to be mutually twisted, e.g., at an angle of approx. 220° ( FIG. 3 c   , generally within a range between 180° and 270°) and approx. 140° ( FIG. 3 d   , generally within a range between 90° and 180°), respectively (on this note, see also the schematic representations in  FIGS. 3 g  and 3 h    as well as their descriptions further below); depending on the mounting height of the temperature measuring device  41  above the surface of the newly installed (asphalted) road pavement  22  at the road finisher  10 , and/or depending on the mutual distances between the individual temperature sensors  411  and  412  as well as  413  and  414 , the angles exhibited by the temperature sensors  411  and  412  as well as  413  and  414  in relation to one another may also deviate, or differ. One may well see in  FIG. 3 c    that the sensing areas of the temperature sensors  412  and  413  overlap, so that the temperature sensor  412  also senses part of the area B 3  and that the temperature sensor  413  also senses part of the area B 2 . By analogy, one can see in  FIG. 3 d    that the sensing areas of the temperature sensors  411  and  414  overlap, so that the temperature sensor  411  also senses part of the area B 3  and that the temperature sensor  414  also senses part of the area B 2 . In addition, one can see in  FIGS. 3 c  and 3 d    that in addition to the outer subareas B 1  and B 4 , those road edge areas that go beyond the edge areas (edges)  22 L and  22 R of the newly installed (asphalted) road pavement  22  are also sensed. This shows that with the embodiments of  FIGS. 3 c  and 3 d   , the overall installation width B that may be sensed may be clearly wider than with the embodiments of  FIGS. 3 a  and 3 b   . The mutual distances of the individual temperature measuring devices  41   a  and  41   b  therefore might be increased even more so as to increase the overall installation width B that may be sensed. Moreover, this shows that it is also possible, with these embodiments, to calculate the overall installation width, especially on the basis of the temperature profile sensed. Since those road edge areas that go beyond the edge areas (edges)  22 L and  22 R of the newly installed (asphalted) road pavement  22  exhibit a temperature that is considerably cooler than that of the newly applied asphalt  22 , the edge areas (edges)  22 L and  22 R may be accurately sensed, so that the process calculator unit and/or evaluating means  43  would be capable of calculating an overall installation width B on the basis of the temperature profile. 
       FIGS. 3 e  to 3 h    show what is meant by, or what is to be understood by, “arranged at a mutual angle” with regard to the individual temperature sensors  411 ,  412 ,  413 , and  414 . For simplicity&#39;s sake,  FIGS. 3 e  to 3 h    show only sections of the temperature measuring devices  41  and  41   a/b  known from  FIGS. 3 a  to 3 d   , respectively. 
       FIGS. 3 e  and 3 f    show how the temperature sensors  411  and  412  are mutually arranged at an angle α and how the temperature sensors  412  and  413  are mutually arranged at an angle β, namely—as was already described above with regard to  FIGS. 3 a  and 3 b   —at an angle α/β of, e.g., approx. 220° ( FIG. 3 e   , generally within a range between 180° and 270°) and approx. 140° ( FIG. 3 f   , generally within a range between 90° and 180°). Angles α and β may be identical or different from each other. Depending on the mounting height of the temperature measuring device  41  above the surface of the newly installed (asphalted) road pavement  22  at the road finisher  10 , and/or depending on the mutual distances between the individual temperature sensors  411 ,  412 , and  413 , the angles α and β exhibited by the temperature sensors  411 ,  412 , and  413  in relation to one another may also deviate, or differ. 
       FIGS. 3 g  and 3 h    further show how the temperature sensors  411  and  412  as well as  413  and  414  are mutually arranged at an angle α, namely—as was already described above with regard to  FIGS. 3 c  and 3 d   —at an angle α of, e.g., approx. 220° (generally within a range between 180° and 270°) and approx. 140° ( FIG. 3 h   , generally within a range between 90° and 180°). Depending on the mounting height of the temperature measuring devices  41  and  41   a/b  above the surface of the newly installed (asphalted) road pavement  22  at the road finisher  10 , and/or depending on the mutual distances between the individual temperature sensors  411  and  412  as well as  413  and  414  (distance between the temperature measuring devices  41  and  41   a/b ), the angle α exhibited by the temperature sensors  411  and  412  as well as  413  and  414  in relation to one another may also deviate, or differ. 
     Advantageously, the temperature sensors  411 ,  412 ,  413 , and  414  are so-called thermopile arrays, or pyrometer arrays, since they contain no mechanically mobile parts. This is advantageous, for example, with regard to robustness and a long service life of the entire temperature measuring device  41  when used in the field of road construction. Each of the above-described temperature sensors  411 ,  412 ,  413 , and  414  has an aperture angle, or viewing angle, of approx. 40°, schematically depicted in the figures and/or indicated by dashed lines, which are depicted to progress from the respective temperature sensor  411 ,  412 ,  413 , or  414  toward the surface of the newly installed (asphalted) road pavement  22 . However, one may also use temperature sensors having smaller or larger aperture angles or viewing angles as well as other types and implementations of temperature sensors, for example one or more thermal-imaging cameras or the like. 
     If the temperature measuring device  41  is arranged at the road finisher  10  at, for example, a height of approx. 3.80 m above the surface of the newly installed (asphalted) road pavement  22 , the above-described embodiments in accordance with  FIGS. 3 a  and 3 b    and an aperture angle, or viewing angle, as indicated above, of the individual temperature sensors  411  to  414  of approx. 40° result in a capturable installation width B of approx. 13 m. Within this context, a width of approx. 5.15 m, capturable by the temperature sensors  411  and  413 , results for the outer subareas B 1  and B 3 , and a width of approx. 2.72 m, capturable by the temperature sensor  412 , results for the medium subarea B 2 , so that in total, the abovementioned capturable overall installation width B that results is approx. 13 m. With the above-described embodiments in accordance with  FIGS. 3 c  and 3 d   , the capturable total installation width B might be clearly larger, so that even with large installation widths (for example in motorway construction), the entire roadway width might be captured by using one single temperature measuring device  41 . This may be achieved, e.g., by increasing the distance between the individual temperature measuring devices  41   a  and  41   b  or by arranging the individual temperature measuring devices  41   a  and  41   b  in a mutually twisted manner, such that the aperture angles, or viewing angles, of the individual temperature sensors  411  to  414  point, or are directed, further outward toward the road edge areas. The measuring areas of the temperature measuring devices are thereby increased. 
     As depicted in  FIGS. 3 c  and 3 d   , respectively, the two sensors of the array, such as the sensors  411  and  412 , and  413  and  414 , respectively, may overlap. This means that in the overlap area (e.g., at the transition between B 1  and B 2  and/or at the transition between B 3  and B 4 ), both sensors  411  and  412 , and  413  and  414 , respectively, have one and the same measuring point in their measuring fields. This enables the two sensors to validate each other. Even though a difference in temperature that is measured here at this point obviously focuses on the same measuring point, or a measuring point that is very close by, it will most probably not reflect reality but may be traced back to different temperature measuring properties. Said comparison and adjustment enables mutually validating and/or correcting the two temperature sensors  411  and  412 , and  413  and  414 , respectively. 
     Further embodiments of the temperature measuring device are schematically depicted in  FIGS. 3 i  and 3 j   . Here, the temperature measuring device  41  includes two individual temperature sensors  411  and  412 , and  413  and  414 , respectively (similar to the temperature measuring devices  41   a  and  41   b , respectively, shown in  FIG. 3 d   ; on this note, see also  FIG. 3 h   ), which are directed to the surface of the newly installed (asphalted) road pavement  22 . Each of the temperature sensors senses, in a direction transverse to the direction of travel, or of movement, F, 10 B, of the road finisher  10 , a subarea B 1  and/or B 2  of the overall installation width demarcated by the road edge areas  22 L and  22 R. In this context, the captured area of the temperature sensor  412  and/or  414 , as depicted in  FIGS. 3 i  and 3 j   , respectively, goes beyond the road edge area  22 L, i.e. in addition to the subarea B 1 , the road edge area is also captured. However, it is understood that this may also apply to the captured subarea B 2  of the temperature sensor  411  and/or  413 , i.e. that the captured area B 2  of the temperature sensor  411  and/or  413  may go beyond the road edge area  22 R, which is formed by an asphalt edge in  FIGS. 3 i    and  3   j.    
     In the embodiments of  FIGS. 3 i  and 3 j   , the individual temperature sensors are arranged at a mutual angle α (see also  FIG. 3 h   ), γ 1  and γ 2  representing the aperture angles of the corresponding temperature sensors when viewed in the direction transverse to the direction of travel and/or movement F, 10 B of the road finisher  10 . The aperture angle γ, or the aperture angles γ 1  and γ 2 , of the temperature sensors when viewed in the direction transverse to the direction of travel and/or movement F of the road finisher  10  is/are indicated and, thus, defined by radiation lines S 11 , S 12 , S 21 , and S 22 . The aperture angles γ 1  and γ 2  may be identical or different, depending on the implementation of the temperature measuring device. The subareas B 1  and B 2  to be sensed overlap, so that the temperature sensor  411  and/or  413  senses not only the subarea B 2 , but also a part of the area B 1 , and so that the temperature sensor  412  and/or  414  senses not only the subarea B 1 , but also part of the area B 2 . 
     What is particular about the embodiment depicted in  FIG. 3 i    is that the subareas B 1  and B 2  to be captured overlap in such a manner that irrespectively of an installation or mounting height H and/or of the distance of the temperature measuring device  41  from the surface of the newly installed (asphalted) road pavement  22 , the overlapping subarea BM is identical in terms of its width when viewed in the direction transverse to the direction of travel and/or movement F, 10 B of the road finisher  10 . In other words, alignment of the arrays to an overlapping area BM of the measuring fields occurs such that upon a change in the distance of the temperature measuring device  41  from the reference surface  22 , the overlapping area BM of the measuring fields, which is captured by the arrays (temperature sensors), maintains the same width when viewed in the direction transverse to the direction of travel and/or movement F, 10 B of the construction machine  10 . The reason for this is that the radiation lines S 12  (of the temperature sensor  411  and/or  413 ) and S 22  (of the temperature sensor  412  and/or  414 ) extend in parallel with each other and are perpendicular on the surface of the newly installed (asphalted) road pavement  22 , i.e. at an angle φ of 90°. This is mostly not the case in other embodiments since sensing areas either do not overlap or since a width of the overlapping measuring field will also change upon a change in the mounting height and/or in the distance of the temperature measuring device  41  from the surface of the newly installed (asphalted) road pavement  22  since the radiation lines of the temperature sensors do not extend in parallel with each other and are therefore not perpendicular on the surface of the newly installed (asphalted) road pavement  22 , i.e. at an angle φ that is different from 90°. Also, in other embodiments, overlapping areas might suddenly no longer overlap upon a change in the mounting height and/or in the distance of the temperature measuring device  41  from the surface of the newly installed (asphalted) road pavement  22 . 
     However, this is avoided by the embodiment in accordance with  FIG. 3 i   , which is advantageous with regard to validation of the temperature sensors. Since by the embodiment of  FIG. 3 i   , what is captured by the temperature sensors is a subarea BM, and, thus, a measuring field, that is the same in width (when viewed in the direction transverse to the direction of travel and/or movement F, 10 B of the road finisher  10 ). As was already explained with regard to the embodiments of  FIGS. 3 c  and 3 d   , respectively, within the context of validation of temperature measuring values, both sensors  411  and  412 , and  413  and  414 , respectively, have one and the same measuring point in their measuring fields in the overlap area BM. This allows mutual validation of the two sensors. For here, too, even though a difference in temperature that is measured here at this point obviously focuses on the same measuring point, or a measuring point that is very close by, it will most probably not reflect reality but may be traced back to different temperature measuring properties. Said comparison and adjustment enables mutually validating and/or correcting the two temperature sensors  411  and  412 , and  413  and  414 , respectively, namely irrespectively of the mounting height and/or of the distance of the temperature measuring device  41  from the surface of the newly installed (asphalted) road pavement  22 . 
     In the embodiment of  FIG. 3 i   , the individual temperature sensors are mutually arranged at an angle α=180°−(γ 1 /2+γ 2 /2). With an aperture angle, or sensing angle γ 1 =γ 2 =y (both temperature sensors have the same aperture angle, or sensing angle) of, e.g., 40.8° when viewed in the direction transverse to the direction of travel and/or movement F, 10 B of the road finisher  10 , an angle α=180°−(20.4°+20.4°)=180°−40.8°=132.2° results. 
     What is particular about the embodiment depicted in  FIG. 3 j    is that the temperature measuring device  41  may itself determine the installation or mounting height H. This is advantageous in several respects. On the one hand, the installation or mounting height H is currently determined manually, i.e. the installation or mounting height H is initially measured by operating staff and is subsequently input into the measurement system, so that these types of work may advantageously be dispensed with and so that the operating staff has more time to deal with other types of work concerning the road building process. Measuring the installation or mounting height H on the part of the operating staff is difficult also because the mounting location of the temperature measuring device  41  is typically difficult to reach for the operating staff. On the other hand, determination of the installation or mounting height H performed by the temperature measuring device  41  itself is advantageous in terms of accurate determination and/or calculation of the speed (of travel), for example if the layer thickness of the newly installed (asphalted) road pavement  22  changes during installation. As will be described further below, for determining the speed (of travel) of the road finisher  10 , it is useful to convert the captured temperature images to a uniform raster. I.e., to be able to convert shifting of the pixels from one temperature image to another to a value of meters per minute, it is useful to transfer projection of the pixels on the surface of the newly installed (asphalted) road pavement  22  to a uniform raster so that a speed (of travel) of the road finisher  10  may be calculated. For this purpose, what is needed is as precise a distance as possible of the temperature measuring device  41  to the surface of the newly installed (asphalted) road pavement  22 . If the temperature measuring device  41  is arranged, for example, at the roof of the road finisher or at the booms of the roof or at any other place of the road finisher chassis, any change in the layer thickness will also result in a change in the distance (and, therefore, also in the installation or mounting height H) of the temperature measuring device  41  to the surface of the newly installed (asphalted) road pavement  22 . However, an installation or mounting height H that is fixedly stored in the measurement system, e.g. is specified by means of manual input, will then deviate from an actual installation or mounting height H, so that determination and/or calculation of the speed (of travel) becomes inaccurate or erroneous. Advantageously, the installation or mounting height H is determined continuously or at least at regular intervals by the temperature measuring device  41 . 
     Determining of the installation or mounting height H by the temperature measuring device  41  is effected as follows: 
     Initially, the overlapping subarea BM is determined, with regard to width and length (transverse to and in the direction of travel of the machine), from the areas B 1  and B 2  captured by the temperature sensors  411  and  412 , and  413  and  414 , respectively. The point P located at the center of the overlapping subarea BM, i.e. viewed centrally in the x and y directions of the area BM, is used for further calculation, i.e. the pixel coordinates of this point are used for the further calculations. It shall be noted that the point P may also represent an area located inside the overlapping area BM, wherein there is heat distribution at different temperatures. Within this context, the point P represents a reference within the overlapping area BM. 
     The position at which the point P is located both in the subarea BM and in any of the areas B 1  and B 2  may be used as the basis for determining the angles σ 11  and σ 21 , i.e. the angles between the radiation lines S 1 P and S 2 P, respectively, that are drawn in in  FIG. 3 j    (between the individual temperature sensors and the point P) and the (horizontal) upper surface  41   h  of the temperature measuring device  41 . To this end, each of the two temperature images representing the areas B 1  and B 2  is analyzed, specifically such that the pixel coordinates in the temperature image are evaluated. From the position of the point P to the corresponding edge of the image which demarcates the area BM, and the overall width B 1  and/or B 2  as well as the aperture angle γ 1  and/or γ 2  of the respective temperature sensor, the angles σ 11  und σ 21  may be calculated. 
     The angles σ 12  und σ 22  may now be calculated from the angles σ 11  und σ 21 ; here, one has to consider essentially two cases. For the case of  FIG. 3 i   , wherein the radiation lines  512  (of the temperature sensor  411  and/or  413 ) and S 22  (of the temperature sensor  412  and/or  414 ) extend in parallel with each other and are located perpendicularly on the surface of the newly installed (asphalted) road pavement  22  (angle φ=90°), the angles σ 12 =90°−σ 11  und σ 22 =90°−σ 21  will result. In case the angles φ differ from 90° (the radiation lines S 12  and S 22  are not perpendicular on the surface of the newly installed (asphalted) road pavement  22 ), the angle α, i.e. the indication regarding the angle at which the individual temperature sensors are arranged with respect to one another, and the aperture angles of the temperature sensors γ 1  and γ 2  will have to be taken into account. For the angles, this will result in σ 12 =(α/2+γ 1 /2)−σ 11  und σ 22 =(α/2+γ 2 /2)−σ 21 . 
     By means of the angles σ 12  und σ 22  as well as of the distance D between the temperature sensors, which results from the mechanical design of the temperature measuring device  41  and may advantageously be stored in the measurement system as a fixed value, the installation or mounting height H of the temperature measuring device  41  will be calculated as follows: 
     
       
         
           
             H 
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     Alternatively to determining the installation or mounting height H by the temperature measuring device  41 , one may also use an additional distance sensor (not depicted in the figures), e.g. a radar sensor, ultrasound sensor, or laser distance sensor, which is arranged at the temperature measuring device  41  or at the carrier  44  and measures the distance to the surface of the newly installed (asphalted) road pavement  22 . 
     With regard to determining the position, as was described above, of the point P located at the center of the overlapping subarea BM as well as to the subsequent calculations of the installation or mounting height H, it may further be advantageous if it is possible to measure an inclination of the temperature measuring device  41  since the temperature measuring device  41  may not always be mounted perpendicularly at the road finisher  10  for reasons related to mounting. In other words, the temperature measuring device  41  mostly has an inclination, due to reasons related to mounting, which should be taken into account for accurate calculation of the installation or mounting height H. This inclination may be either previously measured by the operating staff and be input into the measurement system, or the inclination is captured by an inclination sensor arranged at or inside the housing of the temperature measuring device  41 , in which case the inclination sensor will then be electrically connected to the processing unit  410  and/or to the process calculator unit and/or evaluating means  43 , which may receive the inclination sensor signals and evaluate them accordingly, i.e. the inclination sensor signals are then taken into account in, or considered in the calculation of, the above-described temperature image analysis and/or temperature image evaluation as well as in the subsequent calculations for the installation or mounting height H. Advantageously, a uniaxial or biaxial inclination sensor is used for measuring the longitudinal inclination and/or transverse inclination of the temperature measuring device  41 . In addition to the inclination of the temperature measuring device  41 , the inclination of the road finisher (chassis) may be measured since said road finisher (chassis) will also incline depending on the properties of the foundation which is to be asphalted and on which the road finisher  10  is moving during installation, which will thus have an influence on determining the position, as described above, of the point P located at the center of the overlapping subarea BM as well as on the subsequent calculations of the installation or mounting height H. The inclination of the road finisher  10  during installation may be captured by means of an inclination sensor arranged at the road finisher (chassis), in which case the inclination sensor may be electrically connected to the processing unit  410  and/or to the process calculator unit and/or evaluation means  43 , which may receive the inclination sensor signals and evaluate them accordingly. For example, a measured inclination of the temperature measuring device  41  may be corrected by means of said inclination sensor signals since said inclination will consequently change as the inclination of the road finisher (chassis) changes. 
       FIG. 4  schematically depicts the temperature sensing system  40 . The temperature measuring device  41  includes (as was already shown in  FIGS. 3 a  and 3 b   ) three individual temperature sensors  411 ,  412 , and  413 , which are electrically connected to a processing unit  410  via cable connections  411 K,  412 K and  413 K. However, it is also feasible here for the temperature measuring device  41  to include (one or more) further temperature sensors (as shown in  FIG. 3 c    or  3   d , for example), which are then also electrically connected, accordingly, to the processing unit  410 . However, it is also feasible here for the temperature measuring device  41  to include only one or two temperature sensors. The processing unit  410  essentially processes the data which is measured by the temperature sensors  411 ,  412 , and  413  (and possibly further temperature sensors) and which is then transmitted to the process calculator unit/evaluation means  43  via one or more cable connections  41 K for further evaluation. In addition, the processing unit  410  serves, e.g., to configure the individual temperature sensors and to start the measurements. 
     Within this context, it is also feasible for temperature image analyses and/or temperature image evaluations as well as calculations to be performed within the temperature measuring device  41  itself, in particular within the processing unit  410 , e.g. the calculations described with regard to  FIGS. 3 i    and  3   j.    
     As was already described above, it is also feasible for the process calculator unit/evaluation means  43  or at least a part thereof to be integrated in the temperature measuring device  41 , in particular in the processing unit  410 , so as, e.g., to analyze temperature images or to perform temperature image evaluation or to perform calculations such as the calculations described with regard to  FIGS. 3 i    and  3   j.    
     As was already described above, the process calculator unit and/or evaluation means  43  is electrically connected to the display and operating device  42  via a cable connection  42 K, which also serves as a so-called man/machine interface (MMI). For example, the measured temperature data is indicated to an operator, e.g. the screed staff, by means of the display and operating device  42  in the form of a colored curve by means of which the profile of the measured temperatures across the entire installation width B may be monitored during installation. The process calculator unit/evaluation unit  43  furthermore also has the already described components  45  (communication device),  46  (weather station), and  47  (positioning means) electrically connected to it via corresponding cable connections  45 K,  46 K and  47 K so as to receive—as was already described above—e.g. positional data by means of the positioning means  47  and to display said data on the display and operating device  42  or to link measured temperature data to positional data so as to store said data in the process calculator unit and/or evaluation means  43 . 
       FIG. 5  schematically shows a top view of the self-driving road finisher  10  already depicted in  FIG. 2 b   , i.e. shows it as viewed from above. The sensing area  25 , which, when viewed in the direction transverse to the direction of travel F of the road finisher  10  or when viewed across the entire installation width B as well as in the direction of travel F of the road finisher  10 , extends across a length L, is depicted as being split up into three individual areas  501 ,  502  and  503 . The three sensing areas are associated accordingly with the three temperature sensors  411 ,  412  and  413  which were described above and are shown in  FIGS. 3 a , 3 b    and  4 , i.e. on the newly installed road pavement  22 , the temperature sensor  411  senses the temperatures in the area  501 , the temperature sensor  412  senses the temperatures in the area  502 , and the temperature sensor  413  senses the temperatures in the area  503 . The three sensing areas  501 ,  502  and  503  are schematically subdivided into a raster which is to show that the temperature sensors  411 ,  412  and  413  comprise a pixel matrix, as is also the case, e.g., in thermopile arrays or pyrometer arrays. The three individual temperature sensors  411 ,  412  and  413  may comprise, e.g., a pixel matrix of 80×64 pixels in each case, i.e. 80 pixels when viewed in the direction transverse to the direction of travel F of the road finisher  10 , and 64 pixels when viewed in the direction of travel F of the road finisher  10 , across a length L, so that the sensing area  25  (surface area B×L) is scanned with a total of 240×64 pixels. Such temperature sensors (thermopile arrays) that are available in the market comprise an aperture angle, or sensing angle, of, e.g., approx. 40.8°×32.8°, i.e. 40.8° when viewed in the direction transverse to the direction of travel F of the road finisher  10 , and 32.8° when viewed in the direction of travel F of the road finisher  10 , so that, as was already described above with reference to  FIGS. 3 a  to 3 c   , in the event of a mounting height of the temperature measuring device  41  of, e.g., 3.80 m above the surface of the newly installed (asphalted) road pavement  22 , a capturable installation width B of approximately 13 m results. What is also conceivable in this connection are other matrix resolutions (e.g. 120×84 pixels) as well as other aperture angles, or sensing angels. It would also be possible to capture a largely distortion-free thermal image by means of optics placed at the temperature sensor  411 ,  412  and/or  413 . Also, a corresponding coating of the optics and/or of the lens would be feasible which causes the temperature sensor to absorb heat radiation only. 
       FIGS. 6 a  to 6 c    schematically show a top view of a self-driving road finisher  10  comprising a screed  15 . In a simplified representation, the figures show one of the three sensing areas  501 ,  502  and  503  and/or the sensing area  25  itself, specifically as a pixel matrix having a resolution of 32×40 pixels, i.e. 32 pixels when viewed in the direction of travel F of the road finisher  10 , and 40 pixels when viewed in a direction transverse to the direction of travel F of the road finisher  10 , across a length L. During material installation, the road finisher  10  moves in the direction of travel F on a surface of the foundation  21  to be asphalted. The three sensing areas  501 ,  502  or  503  and/or the sensing area  25  also move at the same speed as does the road finisher  10 . This means that the temperature measuring device  41  and, therefore, also the sensing areas “migrate”, during material installation, in the direction of travel F of the road finisher  10  at the same speed as the latter, the temperature measuring device  41  (not shown in  FIG. 6 ) continuously measuring, or sensing, temperature values of the surface of the newly installed (asphalted) road pavement  22 . 
     As depicted in  FIGS. 6 a  to 6 c   , the temperature images measured consist of different temperature areas  510  to  515 ; for simplicity&#39;s sake, the temperature images depicted each have mutual offsets of 8 pixels in the direction of travel F of the road finisher  10 . The different temperature areas  510  to  515  comprise mutually different temperatures. On the basis of the temperature area  510 , which has an asphalt temperature of, e.g., 160° C., the other temperature areas  511  to  515  may have larger or smaller temperature differences thereto, for example a difference within the range of +/−2° C., +/−5° C., or larger. The areas  510  to  515  shown by way of example thus show a temperature profile when viewed in a direction transverse to the direction of travel F of the road finisher  10  and in the direction of travel F of the road finisher  10 . This temperature profile, which is continuously captured during material installation and furthermore is continuously transmitted from the temperature measuring device  41  to the process calculator unit and/or evaluation means  43 , may then be used as the basis for calculating, on the part of the process calculator unit and/or evaluation means  43 , a speed (of travel) of the road finisher  10  as well as a distance covered by comparing the data captured. Moreover, the process calculator unit and/or evaluation means  43  may determine, or detect, “halting” and “starting-up” of the road finisher  10  by comparing the data captured. Determining the speed (of travel) is possible since by means of the thermopile arrays, or pyrometer arrays used, several lines may be captured and since, thus, two data captured one after the other may be compared to each other. By means of the time difference, a speed of the road finisher  10  as well as the further movement parameters may then be determined. 
     A speed (of travel) of the road finisher  10  may be calculated, for example, by the method of the optical flow, which describes, for each picture element in an image of a sequence of images, the position thereof in the subsequent image of the image sequence (by means of changes in the brightness between individual picture elements). This method is based on the Horn-Schunck method, an algorithm developed by Berthold K. P. Horn and Brian G. Schunck for determining movement information from a sequence of images. The Horn-Schunck method may also be used for determining movement and speed information from temperature images. For calculating the speed, the algorithm provides a shift, which is based on a heat change, in the x and y directions, i.e. when viewed in the direction of travel F of the road finisher  10  as well as in the direction transverse to the direction of travel F of the road finisher  10 . In the present case, utilization of the method of the optical flow means a change in temperature values in the individual temperature images. In order to be able to convert the direction (of travel) of the road finisher  10  from the shift in pixels from one temperature image to another to meters per second, it is useful to convert the images to a uniform raster. With said uniform raster, one may infer the distance covered and may determine, via the time difference of the consecutive temperature images, the speed (of travel) of the road finisher  10  in meters per second. This may also be used as the basis for establishing whether or not the road finisher  10  is moving, i.e. for determining or detecting “halting” and “starting-up” of the road finisher  10 . 
     In this context, it would also be feasible for the process calculator unit and/or evaluation means  43  to use positional data of the machine  10  (from the positioning means  47 , e.g. GNSS/GPS) so as to correct, e.g. at predetermined intervals, the distance covered which was calculated from the temperature images. 
       FIG. 7  schematically shows the self-driving road finisher  10  comprising the temperature sensing system  40  already described. Via the communication device  45 , the temperature sensing system  40  arranged at the road finisher  10  is capable of exchanging data with a remotely located data server  72  and/or a mobile terminal  90  in a wireless manner, i.e. to wirelessly transmit data to the devices  72  and  90  mentioned as well as to wirelessly receive data from said devices  72  and  90 . For example, the mobile device  90  may be a laptop computer  91  or a smartphone  92  or a tablet PC  93  or the like, the mobile device  90  comprising a communication device  95  so as to be able to communicate via corresponding wireless types of connection such as WLAN, Bluetooth, etc. 
     For example, data such as measured temperature values and/or data indicating the position of the machine  10  may be sent, via a connection  80  or  84 , to the mobile device  90  or may be sent to the data server  72  view a network  70  for logging, calculating or evaluation purposes. As a result, a machine operator or construction site manager will at any time have an overview of the installation process and will be able to immediately react in case of problems arising, such as a measured temperature which is outside a defined range. Also, a construction site manager positioned at a distance may recognize whether the installation process is continuous and is effected at a roughly constant installation speed or whether there is the occasional “halting” and “starting-up” of the finisher  10 . Moreover, data may be sent from the mobile device  90  also to the temperature sensing system  40  located at the road finisher  10  or to the data server  72  via the connection  80 ,  82 ,  84  and/or  86 , so as to set, e.g., calculating parameters of the calculating algorithm or to store data relating to the temperature sensing system  40  on the data server  72 . It is also feasible in this context for calculations of the temperature sensing system  40  to be performed, during asphalt installation, not (only) in the process calculator unit and/or evaluation means  43 , but (also) on the data server  72 , for which case a continuously existing data and/or communication connection between the process calculator unit and/or evaluation means  43  located on the road finisher  10  and the data server  72  is a prerequisite. Also for the purposes of remote servicing, the communication device  45 , the communication connections  80 ,  82 ,  84 , and  86  as well as the mobile devices  90  are suited to poll, e.g., a status of the temperature sensing system  40  and/or to detect and correct an error that may arise in the temperature sensing system  40  from a distance. 
     With regard to the embodiment of  FIG. 2 , it shall be noted that here it shall be assumed that the temperature measuring device  41  comprises a measuring field, or a measuring area  25  of the temperature measuring device  41  which is located behind the screed  15 . In accordance with further embodiments, alternatively or additionally, one or more temperature measuring devices may be provided which is/are directed to the area in front of the screed, in particular to the area in front of the road finisher, or to the areas on the side of the road finisher or of the screed. 
     In the embodiments, it is assumed that the evaluation device determines a movement parameter. A possible movement parameter is the direction of movement, e.g. along the movement axis  10 B. However, the road finisher is also configured to move perpendicularly to the direction of movement  10 B, i.e. by being steered. This is important in terms of having the road finisher follow the desired course of the road. A further movement parameter that is important in the direction perpendicular to the direction of movement  10 B is the relative position of the tool in relation to the foundation. For example, the screed is laterally displaceable and/or extendable to the left and to the right. For example, extendable parts of the screed may be displaced to the left and to the right so as to make the road pavement follow the edges accordingly and/or to adjust the width of the road. To this end, it would be useful if also movement parameters in the direction perpendicular to the direction of movement  10 B were recognized, i.e. a position in relation to the edge. If one assumes, in accordance with embodiments, that the temperature measuring device takes a perspective behind the screed, one may detect, by means of the transition from cold to warm temperatures (larger than 40° C. or larger than 80° C.) where the curve of the edge of the hot asphalt extends. As far as that goes, the movement parameter may represent an edge or a vector of an edge which represents the course of the edge of the asphalt applied. On the basis of this movement parameter, subsequent adjustment, e.g. of the width and/or of the position, is feasible. In accordance with a further embodiment, the array may also be aligned in front of the road finisher, as was already indicated. With one single roadway to be installed, the foundation will exhibit no large differences in temperature. However, if one assumes that several asphalt layers are installed adjacently to one another, a transition from warm to cold temperatures will be detectable from the previously installed asphalt layer, which is still warm, as compared to the non-preheated foundation. This edge may be detected in an analogous manner, so that it is possible to track the tool, e.g. the extendable parts of the screed, accordingly and/or to even steer the vehicle accordingly. With several asphalt lanes arranged adjacently to one another, the edge may also be well documented since here, in the direction perpendicular to the direction of movement  10 B, a transition from warm to hot temperatures (larger than 3°, larger than 10°, larger than 20°, or larger than 50°) may be detected by the temperature measuring device aligned behind the screed. 
     With regard to the above embodiments, it shall be noted that a different movement status, such as the status “halted”, “stationary” or “just re-started” may be detected. With the state “halted”, it would also be feasible, for example, for a cooling process to take place in the asphalt due to the time duration, in which case the evaluation device will identify this temperature change as a cooling process rather than as a shift. This might be effected, for example, in that it is detected, in the evaluation device  43 , that all of the areas within the current frame undergo uniform cooling. 
     With regard to the definition of the temperature zone, it shall be noted that said temperature zone typically exhibits a temperature that is approximately constant across the surface (pixels) and that is defined by an upper threshold and a lower threshold, for example. The difference between the upper and lower thresholds may include, e.g., 0.1 Kelvin, 0.5 Kelvin or 3 Kelvin or any other window. Several temperature zones are formed as spots surrounded by other temperature zones. Evaluation of the movement parameters advantageously is effected at clearly defined areas such as the center of a temperature zone and/or the center of a spot or the boundaries of the respective temperature zone, for example. 
     In connection with the embodiment of  FIGS. 3 c    and/or  3   d , validation of temperature measurement values was already explained. Said validation may also be effected differently. For example, the temperature measuring field may have a machine part, e.g. a footstep or an additional reference object, located therein, the temperature of which may be assumed to be known. In a first approximation, the footstep may be assumed, e.g., to have the ambient temperature or the temperature of the screed. Depending on the exact position of the footstep, e.g. at a screed or at a chassis, different assumptions regarding the temperature are to be made since the chassis obviously undergoes considerably fewer changes in temperature during operation than does the screed. In accordance with further embodiments, it would also be feasible for an element to be provided whose temperature is monitored by a sensor. Either a machine part may be monitored, or an object whose temperature is known may be positioned in the perspective of the sensor. The object may be arranged either very close to or at some distance from the corresponding sensor. 
     Even though in the above embodiments, it was also assumed that they are implemented as a device, it shall be pointed out here that many of said method steps may be implemented in software, i.e. as a software-implemented method. The corresponding method thus includes the steps of sensing first and second surface temperatures for two different (local) areas of a measuring field. Upon movement of the construction machine, a shift in the measuring field occurs, so that a temperature zone defined by a surface temperature within an area, e.g. within a first area, will also be shifted. Said shift in the temperature may be “tracked” over time. This yields the basic steps of determining the two surface temperatures as well as determining the shift so as to derive a movement parameter therefrom. An optional step may include identifying a temperature zone. Identification occurs at a first point in time, at which said temperature zone, too, is defined. At further points in time, the temperature zone will also be identified, but will not be newly defined. 
     Even though some aspects have been described within the context of a device, it is understood that said aspects also represent a description of the corresponding method, so that a block or a structural component of a device is also to be understood as a corresponding method step or as a feature of a method step. By analogy therewith, aspects that have been described in connection with or as a method step also represent a description of a corresponding block or detail or feature of a corresponding device. Some or all of the method steps may be performed by a hardware device (or while using a hardware device) such as a microprocessor, a programmable computer or an electronic circuit, for example. In some embodiments, some or several of the most important method steps may be performed by such a device. 
     Depending on specific implementation requirements, embodiments of the invention may be implemented in hardware or in software. Implementation may be effected while using a digital storage medium, for example a floppy disc, a DVD, a Blu-ray disc, a CD, a ROM, a PROM, an EPROM, an EEPROM or a FLASH memory, a hard disc or any other magnetic or optical memory which has electronically readable control signals stored thereon which may cooperate, or do cooperate, with a programmable computer system such that the respective method is performed. This is why the digital storage medium may be computer-readable. 
     Some embodiments in accordance with the invention thus comprise a data carrier which comprises electronically readable control signals that are capable of cooperating with a programmable computer system such that any of the methods described herein is performed. 
     Generally, embodiments of the present invention may be implemented as a computer program product having a program code, the program code being effective to perform any of the methods when the computer program product runs on a computer. 
     The program code may also be stored on a machine-readable carrier, for example. 
     Other embodiments include the computer program for performing any of the methods described herein, said computer program being stored on a machine-readable carrier. 
     In other words, an embodiment of the inventive method thus is a computer program which has a program code for performing any of the methods described herein, when the computer program runs on a computer. 
     A further embodiment of the inventive methods thus is a data carrier (or a digital storage medium or a computer-readable medium) on which the computer program for performing any of the methods described herein is recorded. The data carrier, the digital storage medium or the computer-readable medium are typically concrete and/or non-transitory and/or non-transient. 
     A further embodiment of the inventive method thus is a data stream or a sequence of signals representing the computer program for performing any of the methods described herein. The data stream or the sequence of signals may be configured, for example, to be transferred via a data communication link, for example via the internet. 
     A further embodiment includes a processing means, for example a computer or a programmable logic device, configured or adapted to perform any of the methods described herein. 
     A further embodiment includes a computer on which the computer program for performing any of the methods described herein is installed. 
     A further embodiment in accordance with the invention includes a device or a system configured to transmit a computer program for performing at least one of the methods described herein to a receiver. The transmission may be electronic or optical, for example. The receiver may be a computer, a mobile device, a memory device or a similar device, for example. The device or the system may include a file server for transmitting the computer program to the receiver, for example. 
     In some embodiments, a programmable logic device (for example a field-programmable gate array, an FPGA) may be used for performing some or all of the functionalities of the methods described herein. In some embodiments, a field-programmable gate array may cooperate with a microprocessor to perform any of the methods described herein. Generally, the methods are performed, in some embodiments, by any hardware device. Said hardware device may be any universally applicable hardware such as a computer processor (CPU) or a graphics card (GPU), or may be a hardware specific to the method, such as an ASIC. 
     The devices described herein may be implemented, e.g., while using a hardware apparatus or while using a computer or while using a combination of a hardware apparatus and a computer. 
     The devices described herein or any components of the devices described herein may be implemented, at least partly, in hardware or in software (computer program). 
     The methods described herein may be implemented, e.g., while using a hardware apparatus or while using a computer or while using a combination of a hardware apparatus and a computer. 
     The methods described herein or any components of the devices described herein may be executed, at least partly, by hardware or by software. 
     While this invention has been described in terms of several embodiments, there are alterations, permutations, and equivalents which fall within the scope of this invention. It should also be noted that there are many alternative ways of implementing the methods and compositions of the present invention. It is therefore intended that the following appended claims be interpreted as including all such alterations, permutations and equivalents as fall within the true spirit and scope of the present invention.