Measurement method, measurement device, measurement system, and measurement program product

Abstract

The invention provides a measurement method, a measurement device, a measurement system, and a measurement program product, which can calculate a travel speed function with high precision when a railway vehicle travels on a bridge while decelerating or accelerating. A measurement method includes: an observation data acquisition step of acquiring observation data output from an observation device; a passage time calculation step for calculating, on the basis of the observation data, a bridge entry time at which the railway vehicle enters one end of the bridge and a bridge exit time at which the railway vehicle leaves the other end of the bridge, and calculating, as a passage time, the time of the difference between the bridge exit time and the bridge entry time; and a travel speed function calculation step, the distance between the stop position of the railway vehicle and the position of the end portion of the bridge near the stop position, and the length between the front surface of the head vehicle of the railway vehicle and the head axle are determined based on the passing time, the traveling distance of the railway vehicle in the passing time, the distance between the stop position of the railway vehicle and the position of the end portion of the bridge near the stop position, and the length between the front surface of the head vehicle and the head axle. And calculating a running speed function when the railway vehicle runs on the bridge.

Description

Technical Field

[0001] The present invention relates to a measuring method, a measuring device, a measuring system and a measuring program product. Background Art

[0002] Patent Document 1 describes a method for measuring the speed of a railway vehicle. A differential LDV is mounted on the railway vehicle. A laser beam from a laser light source is directed onto objects such as the track, sleepers, ballast, auxiliary rails, and ATS on the track-laying side. The differential LDV's light-receiving element receives scattered light from these objects, extracts a Doppler signal, and measures ground speed based on this Doppler signal.

[0003] Patent Document 1: Japanese Patent Application Laid-Open No. 2014-6161

[0004] However, the measurement method described in Patent Document 1 requires each railway vehicle to be equipped with a laser light source, which not only increases costs but also reduces measurement accuracy when each railway vehicle travels over a bridge, where the reflected and scattered light from the laser beam is weak. On the other hand, while it is easy to measure the average speed of railway vehicles using known bridge and train lengths by using a measuring device installed on the bridge to measure the bridge crossing time based on the response waveform of the railway vehicle's travel, it is difficult to easily measure the speed of railway vehicles entering or leaving the bridge. For example, a method is desired to accurately measure the time function of the speed of railway vehicles traveling over a bridge while decelerating or accelerating, such as when crossing a bridge near a stop. Summary of the Invention

[0005] One embodiment of the measurement method of the present invention uses an observation device for observing an observation point of a bridge to measure a travel speed function, which is a time function of the travel speed of a railway vehicle traveling on the bridge at a constant acceleration while decelerating or accelerating. The measurement method includes the following steps: an observation data acquisition step of acquiring observation data output from the observation device, wherein the observation data includes a response to an action of the railway vehicle on the observation point; a passage time calculation step of calculating, based on the observation data, a bridge entry time when the railway vehicle enters one end of the bridge and a bridge exit time when the railway vehicle exits the other end of the bridge, and calculating the time difference between the bridge exit time and the bridge entry time as a passage time; and a travel speed function calculation step of calculating the travel speed function based on the passage time, a travel distance of the railway vehicle during the passage time, a distance between a stop position of the railway vehicle and a position of the end of the bridge, whichever is closer to the stop position, and a length between a front surface of a leading vehicle of the railway vehicle and a leading axle.

[0006] One embodiment of a measuring device according to the present invention uses an observation device for observing an observation point of a bridge to measure a travel speed function, which is a time function of the travel speed of a railway vehicle traveling on the bridge at a constant acceleration while decelerating or accelerating. The measuring device includes: an observation data acquisition unit that acquires observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; a passage time calculation unit that calculates, based on the observation data, a bridge entry time at one end of the bridge and a bridge exit time at the other end of the bridge, and calculates the time difference between the bridge exit time and the bridge entry time as a passage time; and a travel speed function calculation unit that calculates the travel speed function based on the passage time, a travel distance of the railway vehicle during the passage time, a distance between a stop position of the railway vehicle and a position of the end of the bridge, whichever is closer to the stop position, and a length between a front surface of a leading vehicle of the railway vehicle and a leading axle.

[0007] One embodiment of a measurement system of the present invention includes one embodiment of the measurement device described above and the observation device described above.

[0008] One embodiment of the measurement program of the present invention uses an observation device for observing an observation point of a bridge to measure a travel speed function, which is a time function of the travel speed of a railway vehicle traveling on the bridge at a constant acceleration while decelerating or accelerating. The measurement program product causes a computer to execute the following steps: an observation data acquisition step for acquiring observation data output from the observation device, wherein the observation data includes a response to an action of the railway vehicle on the observation point; a passage time calculation step for calculating, based on the observation data, the time when the railway vehicle enters one end of the bridge and the time when the railway vehicle exits the other end of the bridge, and calculating the time difference between the exit time and the entry time as the passage time; and a travel speed function calculation step for calculating the travel speed function based on the passage time, the travel distance of the railway vehicle during the passage time, the distance between the railway vehicle's stop position and the position of the end of the bridge, whichever is closer to the stop position, and the length between the front surface of a leading vehicle of the railway vehicle and the leading axle. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 It is a diagram showing a configuration example of a measurement system.

[0010] Figure 2 It is cut along the AA line Figure 1Cross-sectional view of the upper structure.

[0011] Figure 3 This is a diagram illustrating acceleration detected by an acceleration sensor.

[0012] Figure 4 This is a diagram showing the travel of a railway vehicle in time series until it decelerates and stops just before a bridge.

[0013] Figure 5 This is a diagram showing an example of a velocity waveform obtained by integrating acceleration included in observation data.

[0014] Figure 6 This is a diagram showing an example of each vehicle of a railway vehicle.

[0015] Figure 7 This is a diagram showing, in time series, the travel of a railway vehicle as it accelerates from a stopped position, passes through a bridge, and then switches to a constant speed.

[0016] Figure 8 This is a flowchart showing an example of the steps of the measurement method according to the first embodiment.

[0017] Figure 9 It is a diagram showing a configuration example of a sensor, a measuring device, and a monitoring device.

[0018] Figure 10 This is a diagram showing a frequency spectrum obtained by performing fast Fourier transform on acceleration included in observation data.

[0019] Figure 11 This is a flowchart showing an example of the procedure of the measurement method according to the second embodiment.

[0020] Figure 12 It is a diagram showing a configuration example of a measuring device in the second embodiment.

[0021] Figure 13 It is a diagram showing another configuration example of the measurement system.

[0022] Figure 14 It is a diagram showing another configuration example of the measurement system.

[0023] Figure 15 This is a diagram showing an example of a waveform of displacement included in observation data.

[0024] Description of labels

[0025] 1: Measuring device; 2: Sensor; 3: Monitoring device; 4: Communication network; 5: Bridge; 6: Railway vehicle; 7: Superstructure; 7a: Bridge deck; 7b: Support member; 7c: Track; 7d: Sleeper; 7e: Ballast; F: Floor; G: Main beam; 8: Substructure; 8a: Pier; 8b: Abutment; 10: Measuring system; 11: First communication unit; 12: Second communication unit; 13: Storage unit; 14: Processor; 21: Communication unit; 22: Acceleration sensor; 23: Processor; 24: Storage unit; 31: Communication unit; 32: Processor; 33: Display unit; 34: Operation unit; 35: Storage unit ; 40: Ring displacement meter; 41: Piano wire; 50: Camera; 51: Target; 131: Measurement program; 132: Environmental information; 133: Observation data; 134: Measurement data; 141: Observation data acquisition unit; 142: Passing time calculation unit; 143: Driving distance calculation unit; 144: Driving speed function calculation unit; 145: Acceleration change information calculation unit; 146: Measurement data output unit; 147: Vehicle number calculation unit; 241: Observation program; 242: Observation data; 321: Measurement data acquisition unit; 322: Monitoring unit; 351: Monitoring program; 352: Measurement data column. DETAILED DESCRIPTION

[0026] Hereinafter, preferred embodiments of the present invention will be described in detail using the accompanying drawings. Furthermore, the embodiments described below do not unduly limit the content of the present invention as described in the claims. Furthermore, the structures described below may not all be essential components of the present invention.

[0027] 1. First Implementation

[0028] 1-1. Measurement system structure

[0029] Railway vehicles passing over bridges are heavy, and this can be measured using BWIM. BWIM, short for Bridge Weight in Motion, uses the bridge as a "weighing scale" to measure the weight of passing railway vehicles, the number of axles, and other information by measuring the bridge's deformation. Bridges that can analyze the weight of passing railway vehicles based on responses such as deformation and strain are the structures where BWIM functions. By applying the physical processes between the action and response of a bridge, the BWIM system can measure the weight of passing railway vehicles.

[0030] Figure 1 FIG. 1 is a diagram showing an example of a measurement system according to this embodiment. Figure 1 As shown, the measurement system 10 of this embodiment includes a measurement device 1 and at least one sensor 2 installed on a bridge 5. In addition, the measurement system 10 may also include a monitoring device 3.

[0031] The bridge 5 is composed of a superstructure 7 and a substructure 8 . Figure 2 It is along Figure 1 The cross-sectional view of the upper structure 7 is cut along the AA line. Figure 1 and Figure 2 As shown, the upper structure 7 includes a bridge deck 7a composed of a floor F, a main beam G, a cross beam (not shown), etc., a support 7b, a track 7c, a sleeper 7d and a ballast 7e. Figure 1 As shown, the substructure 8 includes piers 8a and abutments 8b. The superstructure 7 is a structure that is installed between adjacent abutments 8b and piers 8a, between two adjacent abutments 8b, or between two adjacent piers 8a. The ends of the superstructure 7 are located between adjacent abutments 8b and piers 8a, between two adjacent abutments 8b, or between two adjacent piers 8a.

[0032] When the railway vehicle 6 enters the superstructure 7 of the bridge 5, the superstructure 7 bends due to the load of the railway vehicle 6. However, since the railway vehicle 6 is composed of multiple vehicles connected together, the bending of the superstructure 7 is repeated periodically as each vehicle passes.

[0033] The measuring device 1 and each sensor 2 are connected by a cable (not shown), for example, and communicate via a communication network such as CAN. CAN is an abbreviation for Controller Area Network. Alternatively, the measuring device 1 and each sensor 2 may communicate via a wireless network.

[0034] Each sensor 2 outputs observation data containing physical quantities generated when the railway vehicle 6 travels on the bridge 5. In this embodiment, each sensor 2 is an acceleration sensor and outputs acceleration data containing the acceleration generated when the railway vehicle 6 travels on the bridge 5. Each sensor 2 can be, for example, a quartz acceleration sensor or a MEMS acceleration sensor. MEMS stands for Micro Electro Mechanical Systems.

[0035] In this embodiment, each sensor 2 is installed in the center of the length direction of the superstructure 7 of the bridge 5, specifically, in the center of the length direction of the main beam G. However, as long as each sensor 2 can detect the acceleration generated by the movement of the railway vehicle 6, its installation position is not limited to the center of the superstructure 7. In addition, if each sensor 2 is installed on the floor F of the superstructure 7, it may be damaged by the movement of the railway vehicle 6. In addition, the measurement accuracy may be affected by the local deformation of the bridge deck 7a. Therefore, in Figure 1 and Figure 2 In the example, each sensor 2 is provided on the main beam G of the superstructure 7 .

[0036] The floor F and main beams G of the superstructure 7 are bent in the vertical direction by the load of railway vehicles 6 passing through the bridge 5. Each sensor 2 detects the acceleration of the bending of the floor F and main beams G caused by the load of railway vehicles 6 passing through the bridge 5.

[0037] The measuring device 1 calculates a travel speed function, which is a function of the travel speed of the railway vehicle 6 when passing through the bridge 5, based on the acceleration data output from each sensor 2. The measuring device 1 is installed on the abutment 8b, for example.

[0038] The measuring device 1 and the monitoring device 3 can communicate via a communication network 4, such as a mobile phone wireless network or the Internet. The measuring device 1 transmits measurement data, including a function of the travel speed of the railway vehicle 6 when it passes over the bridge 5, to the monitoring device 3. The monitoring device 3 may also store this measurement data in a storage device (not shown) and, for example, perform processing such as monitoring the railway vehicle 6 and determining abnormalities in the superstructure 7 based on the travel speed function included in the measurement data.

[0039] In the present embodiment, the bridge 5 is a railway bridge, such as a steel bridge, a beam bridge, an RC bridge, etc. RC is an abbreviation for Reinforced-Concrete.

[0040] like Figure 2 As shown in FIG. 1 , in this embodiment, the observation point R is set corresponding to the sensor 2. Figure 2 In this example, observation point R is set at a position on the surface of superstructure 7, located vertically above sensor 2 installed on main girder G. Specifically, sensor 2 is an observation device that observes observation point R, detects responses, or physical quantities, to the effects of various parts of railway vehicle 6 traveling on bridge 5 on observation point R, and outputs observation data containing the detected physical quantities. For example, the various parts of railway vehicle 6 may be axles or wheels, but axles will be used below. Furthermore, in this embodiment, each sensor 2 is an acceleration sensor that detects acceleration as a physical quantity. Sensor 2 can be installed at any location capable of detecting the acceleration generated at observation point R by the travel of railway vehicle 6, but is preferably installed at a position perpendicular to observation point R.

[0041] In addition, the number and location of the sensors 2 are not limited to Figure 1 and Figure 2 The examples shown are capable of various modifications.

[0042] Based on the observation data output from the sensor 2, the measuring device 1 obtains acceleration in a direction intersecting the surface of the superstructure 7 of the bridge 5 on which the railway vehicle 6 travels. The surface of the superstructure 7 on which the railway vehicle 6 travels is defined by the X direction, which is the longitudinal direction of the superstructure 7, and the Y direction, which is perpendicular to the direction of travel of the railway vehicle 6 and is the width direction of the superstructure 7. As the railway vehicle 6 travels, the observation point R deflects in directions perpendicular to the X and Y directions. Therefore, in order to accurately calculate the magnitude of the acceleration caused by this deflection, the measuring device 1 preferably obtains acceleration in the Z direction, which is perpendicular to the X and Y directions and is the normal direction of the floor F.

[0043] Figure 3 2 is a diagram illustrating acceleration detected by the sensor 2. The sensor 2 is an acceleration sensor that detects acceleration occurring in each of three mutually perpendicular axial directions.

[0044] In order to detect the deflection acceleration of the observation point R caused by the travel of the railway vehicle 6, the sensor 2 is installed so that one of the three detection axes, namely the x-axis, the y-axis, and the z-axis, is oriented in a direction intersecting the X and Y directions. Since the observation point R deflects in a direction perpendicular to the X and Y directions, in order to accurately detect the deflection acceleration, the sensor 2 is ideally installed so that one axis is aligned with the Z direction, which is perpendicular to the X and Y directions, i.e., the direction normal to the floor F.

[0045] However, when sensor 2 is installed on superstructure 7, the installation location may be tilted. In measuring device 1, even if one of the three detection axes of sensor 2 is not aligned with the normal direction of floor F but is positioned approximately in the normal direction, the error is small and negligible. Furthermore, even if one of the three detection axes of sensor 2 is not aligned with the normal direction of floor F, measuring device 1 can correct the detection error caused by the tilt of sensor 2 using a three-axis composite acceleration that combines the accelerations of the x-axis, y-axis, and z-axis. Alternatively, sensor 2 may be a uniaxial acceleration sensor that detects at least acceleration occurring in a direction approximately parallel to the vertical direction or acceleration in the normal direction of floor F.

[0046] The following describes in detail the measurement method of this embodiment, performed by the measurement device 1. Unless otherwise specified, the following description will refer to the superstructure 7 of the bridge 5 as a single entity, without distinguishing between the bridge 5 and the superstructure 7. Furthermore, if the bridge 5 has multiple superstructures 7, the following description will be valid by treating each superstructure 7, where the sensor 2 is installed, as a single bridge 5.

[0047] 1-2. Details of measurement method

[0048] If the bridge 5 is near the station where the railway vehicle 6 stops, the railway vehicle 6 decelerates from the front of the bridge 5 and stops at the stop position P of the station, or accelerates from the stop position P and passes the bridge 5, and then switches to a constant speed. In the former case, the running acceleration a of the railway vehicle 6 during deceleration is C It can be regarded as a constant negative value. In the latter case, the running acceleration a of the railway vehicle 6 during acceleration is C Can be considered as a constant positive value.

[0049] Figure 4 1 is a diagram showing the travel of the railway vehicle 6 until it decelerates in front of the bridge 5 and stops at the stop position P in a time series. Figure 4 In the figure, a two-car train 6 is shown, but the number of the trains 6 is not limited to two, and may be one or any number greater than three.

[0050] exist Figure 4 At time t=t0, the railway vehicle 6, which is traveling at a constant speed, starts to decelerate. The position of the leading axle of the leading vehicle when the railway vehicle 6 starts to decelerate is defined as the deceleration start position Q. Next, at time t=t1, the railway vehicle 6 moves at a constant negative acceleration a. C The vehicle decelerates while entering the bridge 5. Time t1 is the time when the leading axle of the leading vehicle of the railway vehicle 6 is located at the end of the bridge 5 farthest from the stop position P, which is referred to as the bridge entry time t i Then, at time t=t2, the railway vehicle 6 is moving at a constant negative acceleration a. C The vehicle decelerates and leaves the bridge 5. Time t2 is the time when the last axle of the last vehicle of the railway vehicle 6 is located at the end of the bridge 5 close to the stop position P, which is referred to as the time of leaving the bridge 5. o Finally, at time t=t3, the railway vehicle 6 stops at the stop position P. The stop position P is the position of the front surface of the leading vehicle of the railway vehicle 6 when the railway vehicle 6 stops, and is a fixed position.

[0051] Bridge entry time t i and the time of leaving the bridge t o For example, it is calculated based on the velocity waveform obtained by integrating the acceleration included in the observation data output from the sensor 2 . Figure 5 : is a diagram showing an example of a velocity waveform obtained by integrating acceleration. Figure 5 As shown, during the period when the railway vehicle 6 travels on the bridge 5, the speed waveform vibrates, and the time when the speed waveform starts to vibrate corresponds to the time t i The moment when the vibration ends corresponds to the time when the bridge leaves t o The time required for the railway vehicle 6 to pass through the bridge 5 is the passing time t SAs shown in formula (1), the bridge entry time t o and the time of leaving the bridge t i It is calculated based on the difference in time.

[0052] [Mathematical formula 1]

[0053] t s =t o -t i …(1)

[0054] When the length of the bridge 5 is set to the bridge length L B The distance between the leading axle of the leading vehicle and the last axle of the last vehicle in the railway vehicle 6 is defined as the axle distance L. TA When the railway vehicle 6 travels a distance S from entering the bridge 5 to leaving the bridge 5 B It is expressed by formula (2).

[0055] [Mathematical formula 2]

[0056] S B =L B +L TA …(2)

[0057] Bridge length L B Included in the pre-made environment information. In the environment information, in addition to the bridge length L B In addition, the number of vehicles C of the railway vehicle 6 is also included T , the dimensions of each vehicle of the railway vehicle 6, etc. The environmental information includes, as the dimensions of each vehicle, for example, the length L of each vehicle. C (C m ), the length l1 between the front surface of each vehicle and the leading axle, the length l between the front end of each vehicle and the leading axle F (C m ), the length l between the rear end of each vehicle and the last axle R (C m ) etc. C m is the vehicle number, for example, the length L of each vehicle C (C m ) is the Cth row from the front m The length of the vehicle. Figure 6 The Cth section of the railway vehicle 6 is shown. m Vehicle length L C (C m )、l1、l F (C m ), l R (C m ). For example, L C (C m ) is 20m, l1 is 1.80m, lF (C m ) is 2.05m, l R (C m ) is 2.05 m. The dimensions of the railway vehicle 6 can be measured by a known method. Alternatively, a database of the dimensions of railway vehicles 6 that have passed through the bridge 5 may be created in advance, and the dimensions of the corresponding vehicles may be referenced based on the time of passage.

[0058] The measuring device 1 can refer to the environmental information and calculate the inter-axis distance L by formula (3): TA In formula (3), L T is the length of the railway vehicle 6 and is calculated using formula (4).

[0059] [Mathematical formula 3]

[0060] L TA =L T -l F (1)-l R (C T )…(3)

[0061] [Formula 4]

[0062]

[0063] Travel distance S from when the railway vehicle 6 enters the bridge 5 to when it stops P1 The distance L between the stop position P and the position of the end closer to the stop position P, of one end and the other end of the bridge 5, is used. PB , bridge length L B , and the length l1 between the front surface of each vehicle and the leading axle are calculated using formula (5). PB It is a fixed value and is included in the environment information.

[0064] [Formula 5]

[0065] S P1 =L PB +L B -l1…(5)

[0066] The railway vehicle 6 enters the bridge 5 at the time t i Assume that time t = 0, and the time of leaving the bridge is t o Let time t = t S , with running speed v D The moving railway vehicle 6 starts at time t D Start with negative acceleration a C Slow down and set the speed of railway vehicle 6 entering bridge 5 to v A , let the time when the railway vehicle 6 stops be t P, then the travel speed function v(t) of railway vehicle 6 is expressed by formula (6).

[0067] [Formula 6]

[0068]

[0069] The distance S that the railway vehicle 6 travels from entering the bridge 5 to stopping P1 , the speed v of the railway vehicle 6 entering the bridge 5 A , the time t from when the railway vehicle 6 enters the bridge 5 to when it stops P The relationship is shown in formula (7).

[0070] [Formula 7]

[0071]

[0072] In addition, the exit speed v of the railway vehicle 6 from the bridge 5 is C The distance S from when the railway vehicle 6 leaves the bridge 5 to when it stops P1 -S B and travel time t P -t S The relationship is shown in formula (8).

[0073] [Formula 8]

[0074]

[0075] In addition, if the acceleration a C is constant, then formula (9) holds.

[0076] [Formula 9]

[0077]

[0078] According to equations (7), (8) and (9), if the time t is eliminated P and speed v C , then we get formula (10). In formula (10), the distance S P1 Using the environmental information, the distance S is calculated using the above formula (5). B Using the environmental information, the above formula (2) is used to calculate the transit time t. Using the observation data output from the sensor 2, the transit time t is calculated using the formula (1). S That is, the distance S P1 、S B and through time t S is known, so Equation (10) is the velocity v A The quadratic equation of .

[0079] [Formula 10]

[0080] t s 2 v A 2 -4S P1 t s v A +4S P1 S B =0…(10)

[0081] Solve equation (10) and according to equation (11), we can get the speed v of railway vehicle 6 entering bridge 5: A .

[0082] [Mathematical formula 11]

[0083]

[0084] In addition, by substituting equation (11) into equation (7), we can obtain the time t from the time the railway vehicle 6 enters the bridge 5 to the time it stops according to equation (12): P .

[0085] [Mathematical formula 12]

[0086]

[0087] Through time t S The time t from when the railway vehicle 6 enters the bridge 5 to when it stops P The relationship is 0<t S <t P , through time t S The travel distance S of the railway vehicle 6 within B The distance S that the railway vehicle 6 travels from entering the bridge 5 to stopping P1 The relationship is S B <S P1 , so according to formula (11), the bridge approach speed v A It is expressed by formula (13).

[0088] [Mathematical formula 13]

[0089]

[0090] In addition, the acceleration a C Obtained by formula (14).

[0091] [Formula 14]

[0092]

[0093] According to equations (13) and (14), the driving speed function v(t) shown in equation (15) is obtained. In equation (15), tD ≤t≤t P .

[0094] [Mathematical formula 15]

[0095] v(t)=a C t+v A …(15)

[0096] According to formula (15), the speed v of railway vehicle 6 leaving the bridge is C Calculated by formula (16).

[0097] [Formula 16]

[0098] v C =a C t S +v A …(16)

[0099] In addition, according to formula (15), the time t at which the railway vehicle 6 stops is calculated using formula (17): P .

[0100] [Mathematical formula 17]

[0101]

[0102] In addition, according to formula (15), with the running speed v D The time t at which the traveling railway vehicle 6 starts to decelerate D Calculated by formula (18). Running speed v D It is a constant speed determined for each travel section of the railway vehicle 6 and is included in the environmental information.

[0103] [Mathematical formula 18]

[0104]

[0105] Then, from the time t when the railway vehicle 6 starts to decelerate D The average speed of the railway vehicle 6 until the time t=0 at which the railway vehicle 6 enters the bridge 5 is (v D -v A ) / 2, so the distance S traveled from the time the railway vehicle 6 starts to decelerate until it enters the bridge 5 D Calculated by formula (19).

[0106] [Mathematical formula 19]

[0107]

[0108] Figure 71 is a diagram showing the time series of the railway vehicle 6 accelerating from the stop position P, passing the bridge 5, and then switching to a constant speed. Figure 7 In the figure, a two-car train 6 is shown, but the number of cars C of the train 6 is T It is not limited to 2, and can be 1 or any number greater than 3.

[0109] exist Figure 7 At time t = t0, the railway vehicle 6 that has stopped at the stop position P starts to accelerate. The stop position P is the position of the front surface of the leading vehicle of the railway vehicle 6 when the railway vehicle 6 stops, and is a fixed position. Then, at time t = t1, the railway vehicle 6 moves at a constant positive acceleration a. C The vehicle accelerates while entering the bridge 5. Time t1 is the time when the leading axle of the leading vehicle of the railway vehicle 6 is located at the end of the bridge 5 close to the stop position P, which is referred to as the bridge entry time t i Then, at time t=t2, the railway vehicle 6 is moving at a constant positive acceleration a. C The vehicle accelerates while leaving the bridge 5. Time t2 is the time when the rearmost axle of the rearmost vehicle of the railway vehicle 6 is located at the end of the bridge 5 farthest from the stop position P, and is referred to as the bridge leaving time t o Finally, at time t=t3, the railway vehicle 6 ends its acceleration and begins to travel at a predetermined constant speed v D The position of the leading axle of the leading vehicle when the railway vehicle 6 finishes accelerating is defined as the acceleration end position S.

[0110] The travel distance S of the railway vehicle 6 from the start of acceleration at the stop position P until it leaves the bridge 5 P2 The travel distance S of the railway vehicle 6 from entering the bridge 5 to leaving the bridge 5 B , the distance L between the stop position P and the end position closer to the stop position P of the bridge 5 at one end or the other end PB , and the length l1 between the front surface of each vehicle and the leading axle are calculated using formula (20). Distance L PB and length l1 are fixed values ​​and are included in the environmental information. In addition, the travel distance S B Use bridge length L B and the distance between the axes L TA , calculated by the above formula (2). The distance between the axes L TA Calculated by the above formula (3).

[0111] [Mathematical formula 20]

[0112] S P2 =S B +L PB+l1…(20)

[0113] As mentioned above, the time t at which the railway vehicle 6 enters the bridge 5 is i and the time of leaving the bridge t o It is calculated based on the observation data. However, when the railway vehicle 6 starts at time t=0, the railway vehicle 6 enters the bridge 5 at time t i ' and the time of leaving the bridge t o ' is unknown. On the other hand, the time t required for the railway vehicle 6 to pass through the bridge 5 S Equivalent to the bridge entry time t o ' and the time of leaving the bridge t i ', but this time is equal to the time of entering the bridge t o and the time of leaving the bridge t i The time difference is calculated by formula (21).

[0114] [Mathematical formula 21]

[0115] t S =t o -t i =t o '-t i '…(twenty one)

[0116] If the time when the railway vehicle 6 starts is set to time t=0, the railway vehicle 6 has a positive acceleration a C Start accelerating and set the speed of railway vehicle 6 entering bridge 5 to v C , let the speed of railway vehicle 6 leaving bridge 5 be v A , the railway vehicle 6 ends its acceleration and moves at a running speed v D The time when constant speed driving starts is set as t D , then the travel speed function v(t) of railway vehicle 6 is expressed by formula (22).

[0117] [Mathematical formula 22]

[0118]

[0119] Since the average speed of the railway vehicle 6 from the start of acceleration to the time it enters the bridge 5 is v C / 2, so the distance L traveled by the railway vehicle 6 from the start of acceleration to the time it enters the bridge 5 PB +l1 is expressed by formula (23).

[0120] [Mathematical formula 23]

[0121]

[0122] According to formula (23) and the above formula (20), formula (24) is obtained.

[0123] [Mathematical formula 24]

[0124]

[0125] The average speed of the railway vehicle 6 from the start of acceleration to the time it leaves the bridge 5 is v A / 2, so the distance S traveled by the railway vehicle 6 from the start of acceleration to the time it leaves the bridge 5 P2 It is expressed by formula (25).

[0126] [Mathematical formula 25]

[0127]

[0128] According to formula (25), we get formula (26).

[0129] [Mathematical formula 26]

[0130]

[0131] The average speed of the railway vehicle 6 from entering the bridge 5 to leaving the bridge 5 is (v A -v C ) / 2, so the travel distance S of the railway vehicle 6 from entering the bridge 5 to leaving the bridge 5 B It is expressed by formula (27).

[0132] [Mathematical formula 27]

[0133]

[0134] According to formula (27), we get formula (28).

[0135] [Mathematical formula 28]

[0136]

[0137] According to equations (24), (26) and (28), if the bridge entry time t is eliminated, i ' and speed v C , then we get formula (29). In formula (29), the distance S P2 Using the environmental information, the distance S is calculated using the above formula (20). B Using the environmental information, the above formula (2) is used to calculate the transit time t. Using the observation data output from the sensor 2, the transit time t is calculated using the formula (21). S That is, the distance S P2 、S B and through time t S is known, so Equation (29) is the velocity v A The quadratic equation of .

[0138] [Mathematical formula 29]

[0139] -t S 2 v A 2 +4t S S P2 v A -4S P2 S B =0…(29)

[0140] Solve equation (29) and use equation (30) to obtain the exit speed v of railway vehicle 6 leaving bridge 5: A .

[0141] [Mathematical formula 30]

[0142]

[0143] In addition, substituting formula (30) into formula (25), according to formula (31), we can obtain the bridge exit time t o '.

[0144] [Mathematical formula 31]

[0145]

[0146] Through time t S and the time of leaving the bridge t o 'The relationship is 0 <t S <t o ', through time t S The travel distance S of the railway vehicle 6 within B The distance S traveled by the railway vehicle 6 from the start of acceleration to the time it leaves the bridge 5 P2 The relationship is S B P2 Therefore, according to formula (30), the bridge exit speed v A It is expressed by formula (32).

[0147] [Mathematical formula 32]

[0148]

[0149] The approach speed v of the railway vehicle 6 entering the bridge 5 C By transforming the outgoing speed v of formula (32) into A Substituting into the transformed formula (33) of formula (28) yields:

[0150] [Mathematical formula 33]

[0151] ​

[0152] Acceleration a C Use bridge approach speed v C , bridge exit speed v A and through time t S As shown in equation (34). Therefore, by substituting the bridge exit speed v of equation (32) A And the bridge approach speed v of formula (33) C Substituting into equation (34) we get the acceleration a C .

[0153] [Mathematical formula 34]

[0154]

[0155] According to formula (34), the driving speed function v(t) shown in formula (35) is obtained. In formula (35), 0≤t≤t D .

[0156] [Mathematical formula 35]

[0157] v(t)=a C t…(35)

[0158] According to formula (35), the railway vehicle 6 ends its acceleration and runs at a speed v D The time t at which constant speed driving begins D Calculated by formula (36).

[0159] [Mathematical formula 36]

[0160]

[0161] In addition, the time t=t from when the railway vehicle 6 leaves the bridge 5 o 'At the moment when acceleration ends t=t D The average speed during the period up to D -v A ) / 2, so the distance S traveled by the railway vehicle 6 from leaving the bridge 5 to the end of acceleration D Calculated by formula (37).

[0162] [Mathematical formula 37]

[0163]

[0164] 1-3. Measurement method steps

[0165] Figure 8 The measurement method of this embodiment uses a sensor 2 as an observation device for observing an observation point R of a bridge 5 to measure the acceleration a at a constant speed. CA method for measuring a time function of the travel speed of a railway vehicle 6 traveling on a bridge 5 while decelerating or accelerating, i.e., a travel speed function. In this embodiment, the measuring device 1 performs Figure 8 Steps shown.

[0166] like Figure 8 As shown, first, in an observation data acquisition step S10, the measurement device 1 acquires observation data output from a sensor 2 serving as an observation device. The observation data includes a response to an action of a railway vehicle 6 traveling on a bridge 5 on an observation point R. In this embodiment, the sensor 2 is an acceleration sensor installed on the bridge 5, and the observation data is acceleration data including acceleration as the response.

[0167] Next, in the transit time calculation step S20, the measurement device 1 calculates the transit time t based on the acceleration data obtained in the step S10. S Specifically, the measuring device 1 calculates the bridge entry time t when the railway vehicle 6 enters one end of the bridge 5 based on the observation data. i , and the time t at which the railway vehicle 6 leaves the bridge 5 from the other end o , calculate the bridge time t o and the bridge entry time t i The difference in time is taken as the passing time t S For example, the measuring device 1 may use the start and end times of the vibration of the velocity waveform obtained by integrating the acceleration included in the observation data as the bridge approach time t i and time of leaving the bridge t o The calculation time t S .

[0168] Next, in the travel distance calculation step S30, the measuring device 1 calculates the travel distance based on the vehicle number C of the railway vehicle 6 included in the pre-created environmental information. T , the dimensions of each vehicle of the railway vehicle 6 and the length of the bridge 5, that is, the bridge length L B , calculate the passing time t S The travel distance S of the railway vehicle 6 within B The dimensions of each vehicle of the railway vehicle 6 are the length L of each vehicle. C (C m ), the length l1 between the front surface of each vehicle and the leading axle, the length l between the front end of each vehicle and the leading axle F (C m ), the length l between the rear end of each vehicle and the last axle R (C m ) etc. Through time t S The travel distance S of the railway vehicle 6 within B is the bridge length LB Distance from axis L TA The sum of the axis distance L TA The distance L between the leading axle of the leading vehicle and the last axle of the last vehicle of the railway vehicle 6 is calculated by the measuring device 1 using the above formula (3): TA , calculate the travel distance S by the above formula (2) B .

[0169] Next, in the traveling speed function calculation step S40, the measuring device 1 calculates the traveling speed function based on the passing time t calculated in step S20. S The passing time t calculated in step S30 S The travel distance S of the railway vehicle 6 within B The distance L between the stop position P of the railway vehicle 6 and the position of the end closer to the stop position P, one end or the other end of the bridge 5 PB , the length l1 between the front surface of the leading vehicle of the railway vehicle 6 and the leading axle, and the time function of the travel speed of the railway vehicle 6 when traveling on the bridge 5, that is, the travel speed function is calculated. The travel speed function when the railway vehicle 6 is decelerating is expressed by the above equation (15), for example. The measuring device 1 calculates the first-order coefficient of equation (15), that is, the acceleration a, from the above equation (13). C , calculate the zero-order coefficient of formula (15) through formula (14), that is, the bridge approach speed v A The travel speed function of the railway vehicle 6 when accelerating is represented by the above equation (35), for example. The measuring device 1 calculates the first-order coefficient of equation (35), i.e., the acceleration a, by using the above equations (32), (33), and (35). C .

[0170] Next, in the acceleration change information calculation step S50, the measuring device 1 calculates the acceleration change information based on the travel speed function calculated in step S40 and the constant speed v of the railway vehicle 6 before starting to decelerate or after finishing acceleration. D , calculate the position Q and time t at which the railway vehicle 6 starts to decelerate D , or the position S and time t at which the railway vehicle 6 ends acceleration D When the railway vehicle 6 is decelerating, the deceleration start position Q is a distance S from the entrance end of the bridge 5. D Therefore, the measuring device 1 calculates the distance S by the above formula (19): D , thereby calculating the deceleration start position Q. In addition, the measuring device 1 calculates the deceleration start time t by the above formula (18): D When the railway vehicle 6 accelerates, the acceleration end position S is a distance S from the entrance end of the bridge 5. B +Distance SD Therefore, the measuring device 1 calculates the distance S by the above formula (2) and formula (37) respectively. B 、S D , thereby calculating the acceleration end position S. In addition, the measuring device 1 calculates the acceleration end time t by the above formula (36) D .

[0171] Next, in the measurement data output step S60, the measurement device 1 outputs the measurement data including the driving speed function calculated in step S40 to the monitoring device 3. Specifically, the measurement device 1 transmits the measurement data to the monitoring device 3 via the communication network 4. The measurement data may also include the deceleration start position Q and the deceleration start time t D , or acceleration end position S and acceleration end time t D wait.

[0172] Then, the measuring device 1 repeats the processing of steps S10 to S60 until the measurement is completed in step S70 .

[0173] 1-4. Structure of Sensors, Measuring Devices, and Monitoring Devices

[0174] Figure 9 1 is a diagram showing a configuration example of the sensor 2, the measuring device 1, and the monitoring device 3. Figure 9 As shown, the sensor 2 includes a communication unit 21 , an acceleration sensor 22 , a processor 23 , and a storage unit 24 .

[0175] The storage unit 24 is a memory that stores various programs, data, and the like used by the processor 23 to perform calculations and control processes. The storage unit 24 also stores programs, data, and the like used by the processor 23 to implement predetermined application functions.

[0176] The acceleration sensor 22 detects acceleration generated in each of the three-axis directions.

[0177] The processor 23 controls the acceleration sensor 22 by executing the observation program 241 stored in the storage unit 24, generates observation data 242 based on the acceleration detected by the acceleration sensor 22, and stores the generated observation data 242 in the storage unit 24. In this embodiment, the observation data 242 is acceleration data.

[0178] The communication unit 21 transmits the observation data 242 stored in the storage unit 24 to the measurement device 1 under the control of the processor 23 .

[0179] like Figure 9 As shown, the measurement device 1 includes a first communication unit 11 , a second communication unit 12 , a storage unit 13 , and a processor 14 .

[0180] The first communication unit 11 receives the observation data 242 from the sensor 2 and outputs the received observation data 242 to the processor 14 .

[0181] The storage unit 13 is a memory that stores programs, data, and the like used by the processor 14 to perform calculations and control processes. The storage unit 13 also stores various programs, data, and the like used by the processor 14 to implement predetermined application functions. Furthermore, the processor 14 may receive various programs, data, and the like via the communication network 4 and store them in the storage unit 13.

[0182] The processor 14 generates the measurement data 134 based on the observation data 242 received by the first communication unit 11 , and stores the generated measurement data 134 in the storage unit 13 .

[0183] In this embodiment, the processor 14 executes the measurement program 131 stored in the storage unit 13 to function as an observation data acquisition unit 141, a transit time calculation unit 142, a travel distance calculation unit 143, a travel speed function calculation unit 144, an acceleration change information calculation unit 145, and a measurement data output unit 146. Specifically, the processor 14 includes the observation data acquisition unit 141, the transit time calculation unit 142, the travel distance calculation unit 143, the travel speed function calculation unit 144, the acceleration change information calculation unit 145, and the measurement data output unit 146.

[0184] The observation data acquisition unit 141 acquires the observation data 242 received by the first communication unit 11 and stores it in the storage unit 13 as the observation data 133. Figure 8 In the present embodiment, the observation data 133 is acceleration data.

[0185] The passing time calculation unit 142 calculates the passing time t based on the acceleration data, which is the observation data 133 acquired by the observation data acquisition unit 141. S Specifically, the time calculation unit 142 calculates the bridge entry time t when the railway vehicle 6 enters one end of the bridge 5 based on the observation data 133. i and the time t at which the railway vehicle 6 leaves the bridge 5 from the other end. o , calculate the bridge time t o and the bridge entry time t i The difference in time is taken as the passing time t S For example, the time calculation unit 142 may also use the start and end times of the vibration of the velocity waveform obtained by integrating the acceleration included in the observation data 133 as the bridge approach time t i and the time of leaving the bridge t o To calculate the passing time t SThat is, the time calculation unit 142 performs Figure 8 The processing of the passing time calculation step S20 in .

[0186] The travel distance calculation unit 143 calculates the number C of railway vehicles 6 based on the number C of railway vehicles 6 included in the environmental information 132 generated in advance and stored in the storage unit 13. T , the dimensions of each vehicle of the railway vehicle 6 and the length of the bridge 5, that is, the bridge length L B , calculate the passing time t S The travel distance S of the railway vehicle 6 within B The dimensions of each vehicle of the railway vehicle 6 are the length L of each vehicle. C (C m ), the length l1 between the front surface of each vehicle and the leading axle, the length l between the front end of each vehicle and the leading axle F (C m ), the length l between the rear end of each vehicle and the last axle R (C m ) etc. Through time t S The travel distance S of the railway vehicle 6 within B is the bridge length L B Distance from axis L TA The sum of the axis distance L TA The distance L between the leading axle of the leading vehicle and the last axle of the last vehicle of the railway vehicle 6 is calculated by the travel distance calculation unit 143 using the above formula (3): TA , calculate the travel distance S by the above formula (2) B That is, the travel distance calculation unit 143 performs Figure 8 The process of the travel distance calculation step S30 in .

[0187] The traveling speed function calculation unit 144 calculates the travel time t based on the travel time t calculated by the travel time calculation unit 142. S , the passing time t calculated by the travel distance calculation unit 143 S The travel distance S of the railway vehicle 6 within B The distance L between the stop position P of the railway vehicle 6 and the position of the end closer to the stop position P, one end or the other end of the bridge 5 PB , the length l1 between the front surface of the leading vehicle of the railway vehicle 6 and the leading axle, and the time function of the travel speed of the railway vehicle 6 when traveling on the bridge 5, that is, the travel speed function is calculated. The travel speed function when the railway vehicle 6 is traveling at a reduced speed is expressed by, for example, the above-mentioned equation (15). The travel speed function calculation unit 144 calculates the first-order coefficient of equation (15), that is, the acceleration a, using the above-mentioned equation (13). C , calculate the zero-order coefficient of formula (15) through formula (14), that is, the bridge approach speed vA The travel speed function of the railway vehicle 6 when accelerating is represented by the above formula (35), for example. The travel speed function calculation unit 144 calculates the first-order coefficient of formula (35), i.e., the acceleration a, through the above formulas (32), (33), and (35). C That is, the driving speed function calculation unit 144 performs Figure 8 The process of the traveling speed function calculation step S40 in .

[0188] The acceleration change information calculation unit 145 calculates the acceleration change information based on the travel speed function calculated by the travel speed function calculation unit 144 and the travel speed v which is a constant speed of the railway vehicle 6 before it starts to decelerate or after it ends to accelerate. D , calculate the position Q and time t at which the railway vehicle 6 starts to decelerate D , or the position S and time t at which the railway vehicle 6 ends acceleration D When the railway vehicle 6 is decelerating, the deceleration start position Q is a distance S from the entrance end of the bridge 5. D Therefore, the acceleration change information calculation unit 145 calculates the distance S by the above formula (19): D , thereby calculating the deceleration start position Q. In addition, the acceleration change information calculation unit 145 calculates the deceleration start time t by the above formula (18): D When the railway vehicle 6 accelerates, the acceleration end position S is a distance S from the entrance end of the bridge 5. B +Distance S D Therefore, the acceleration change information calculation unit 145 calculates the distance S by the above equations (2) and (37). B 、S D , thereby calculating the acceleration end position S. In addition, the acceleration change information calculation unit 145 calculates the acceleration end time t by the above formula (36) D That is, the acceleration change information calculation unit 145 performs Figure 8 The acceleration change information calculation step S50 is performed.

[0189] The traveling speed function calculated by the traveling speed function calculation unit 144 is stored in the storage unit 13 as at least a part of the measurement data 134. The measurement data 134 may also include the deceleration start position Q and the deceleration start time t calculated by the acceleration change information calculation unit 145. D , or acceleration end position S and acceleration end time t D wait.

[0190] The measurement data output unit 146 reads the measurement data 134 stored in the storage unit 13 and outputs the measurement data 134 to the monitoring device 3. Specifically, under the control of the measurement data output unit 146, the second communication unit 12 sends the measurement data 134 stored in the storage unit 13 to the monitoring device 3 via the communication network 4. That is, the measurement data output unit 146 performs Figure 8 The processing of the measurement data output step S60 in .

[0191] Thus, the measurement program 131 is a program that causes the measurement device 1 as a computer to execute Figure 8 The procedures for each step in the flowchart shown.

[0192] like Figure 9 As shown, the monitoring device 3 includes a communication unit 31 , a processor 32 , a display unit 33 , an operation unit 34 , and a storage unit 35 .

[0193] The communication unit 31 receives the measurement data 134 from the measurement device 1 and outputs the received measurement data 134 to the processor 32 .

[0194] The display unit 33 displays various information under the control of the processor 32. The display unit 33 may be, for example, a liquid crystal display or an organic EL display. EL is the abbreviation for Electro Luminescence.

[0195] The operation unit 34 outputs operation data corresponding to the user's operation to the processor 32. The operation unit 34 may be, for example, an input device such as a mouse, a keyboard, or a microphone.

[0196] The storage unit 35 is a memory that stores various programs, data, and the like used by the processor 32 to perform calculations and control processes. The storage unit 35 also stores programs and data for causing the processor 32 to implement predetermined application functions.

[0197] The processor 32 acquires the measurement data 134 received by the communication unit 31 , evaluates the travel speed function of the railway vehicle 6 based on the acquired measurement data 134 , generates evaluation information, and displays the generated evaluation information on the display unit 33 .

[0198] In the present embodiment, the processor 32 functions as the measurement data acquisition unit 321 and the monitoring unit 322 by executing the monitoring program 351 stored in the storage unit 35. That is, the processor 32 includes the measurement data acquisition unit 321 and the monitoring unit 322.

[0199] The measurement data acquisition unit 321 acquires the measurement data 134 received by the communication unit 31 , and adds the acquired measurement data 134 to the measurement data sequence 352 stored in the storage unit 35 .

[0200] The monitoring unit 322 evaluates the travel speed function of the railway vehicle 6 based on the measurement data sequence 352 stored in the storage unit 35. The monitoring unit 322 then generates evaluation information indicating the evaluation result and displays the generated evaluation information on the display unit 33. Based on the evaluation information displayed on the display unit 33, the user can monitor the travel speed of the railway vehicle 6 and the condition of the bridge 5.

[0201] The monitoring unit 322 may perform processes such as monitoring of the railway vehicle 6 and determination of abnormality of the bridge 5 based on the measurement data sequence 352 stored in the storage unit 35 .

[0202] Furthermore, based on the operation data output from the operation unit 34, the processor 32 transmits information for adjusting the operating conditions of the measurement device 1 and the sensor 2 to the measurement device 1 via the communication unit 31. The measurement device 1 adjusts its operating conditions based on the information received via the second communication unit 12. Furthermore, the measurement device 1 transmits the information for adjusting the operating conditions of the sensor 2, received via the second communication unit 12, to the sensor 2 via the first communication unit 11. The sensor 2 adjusts its operating conditions based on the information received via the communication unit 21.

[0203] In addition, the processor 14, the processor 23, and the processor 32 may implement the functions of each part through separate hardware, or may implement the functions of each part through integrated hardware. For example, the processor 14, the processor 23, and the processor 32 include hardware, and the hardware may include at least one of a circuit for processing digital signals and a circuit for processing analog signals. The processors 14, 23, and 32 may also be a CPU, a GPU, or a DSP, etc. CPU is the abbreviation of Central Processing Unit, GPU is the abbreviation of Graphics Processing Unit, and DSP is the abbreviation of Digital Signal Processor. In addition, the processor 14, the processor 23, and the processor 32 may be constructed as a customized IC such as ASIC and implement the functions of each part, or may implement the functions of each part through a CPU and an ASIC. ASIC is the abbreviation of Application Specific Integrated Circuit, and IC is the abbreviation of Integrated Circuit.

[0204] Furthermore, the storage units 13, 24, and 35 may be composed of, for example, various IC memories such as ROM, flash ROM, and RAM, as well as recording media such as hard disks and memory cards. ROM stands for Read Only Memory, RAM stands for Random Access Memory, and IC stands for Integrated Circuit. The storage units 13, 24, and 35 include non-volatile information storage devices, which are computer-readable devices or media. Various programs and data may also be stored in these information storage devices. The information storage devices may also be optical disks such as DVDs and CDs, hard disk drives, card-type memories, or various other types of memory such as ROMs.

[0205] In addition, although Figure 9 Although only one sensor 2 is shown in the figure, a plurality of sensors 2 may each generate observation data 242 and transmit the observation data 242 to the measuring device 1. In this case, the measuring device 1 receives the plurality of observation data 242 transmitted from the plurality of sensors 2, generates a plurality of measurement data 134, and transmits the plurality of measurement data 134 to the monitoring device 3. The monitoring device 3 also receives the plurality of measurement data 134 transmitted from the measuring device 1 and monitors the travel speed of the railway vehicle 6 and the condition of the bridge 5 based on the received plurality of measurement data 134.

[0206] 1-5. Effects

[0207] As described above, in the measurement method of the first embodiment, the measurement device 1 calculates the passage time t of the railway vehicle 6 passing through the bridge 5 based on the observation data output from the observation device. S In addition, the measuring device 1 is based on the vehicle number C of the railway vehicle 6 included in the pre-made environmental information. T , the size of each vehicle and the length of the bridge L B Calculate the distance from the time when the leading axle of the leading vehicle of the railway vehicle 6 enters the bridge 5 to the time when the last axle of the last vehicle leaves the bridge 5, i.e., the passing time t S The travel distance S of the railway vehicle 6 within B The measuring device 1 can then calculate the transit time t S and driving distance S B , the distance L between the stop position P and the end position of the bridge 5 closest to the stop position P PB , the length l1 between the front surface of the railway vehicle 6 and the head axle, and the travel speed function of the railway vehicle 6 when it is decelerating or accelerating on the bridge 5 are calculated with high accuracy.

[0208] In addition, according to the measurement method of the first embodiment, the measurement device 1 can calculate the running speed v based on the travel speed function and the constant speed v before the railway vehicle 6 starts to decelerate or after it ends to accelerate.D , the deceleration start position Q or acceleration end position S of the railway vehicle 6 and its timing are calculated with high accuracy.

[0209] 2. Second Implementation

[0210] Hereinafter, regarding the second embodiment, the same components as those of the first embodiment are denoted by the same reference numerals, and the description overlapping with that of the first embodiment is omitted or simplified, and the description will focus on the differences from the first embodiment.

[0211] In the first embodiment, the number C of railway vehicles 6 passing through the bridge 5 is T The number of vehicles C remains unchanged. T It is included in the environmental information as a fixed value. However, depending on the route, there is also a vehicle number C for each railway vehicle 6 passing through the bridge 5. T Therefore, in the second embodiment, the number of vehicles C T The measurement device 1 calculates the number C of the railway vehicles 6 based on the observation data output from the sensor 2, which is not included in the environmental information. T .

[0212] exist Figure 10 In FIG. 5 , the solid line shows the frequency spectrum obtained by performing fast Fourier transform on the acceleration included in the observation data when the railway vehicle 6 passes through the bridge 5. Figure 10 As shown, the observation data includes the fundamental frequency f as the lowest peak frequency. S The signal components and their higher harmonic components. The fundamental frequency f S It is equivalent to the inverse of the period of load applied by each vehicle to the bridge 5 when the railway vehicle 6 passes through the bridge 5. Therefore, the measuring device 1 can use formula (38) based on the passing time t S With the fundamental frequency f S , calculate the number of vehicles C of railway vehicle 6 T .

[0213] [Mathematical formula 38]

[0214]

[0215] Figure 11 This is a flowchart showing an example of the steps of the measurement method of the second embodiment. Figure 11 In, with Figure 8 The same steps are marked with the same reference numerals. Figure 11 The process shown.

[0216] like Figure 11As shown, the measurement device 1 first performs an observation data acquisition step S10 and then performs a transit time calculation step S20. The processes of the observation data acquisition step S10 and the transit time calculation step S20 are the same as those of the first embodiment, and therefore their description is omitted.

[0217] Next, in the vehicle number calculation step S22, the measurement device 1 calculates the vehicle number C of the railway vehicles 6 based on the observation data acquired in step S10. T Specifically, first, the measuring device 1 performs a fast Fourier transform on the acceleration included in the observation data to calculate a frequency spectrum. Next, the measuring device 1 calculates the lowest peak frequency of the frequency spectrum as the fundamental frequency f S Then, the measuring device 1 uses the passing time t calculated in step S20 S and fundamental frequency f S , calculate the number of vehicles C using the above formula (38) T .

[0218] Next, in the travel distance calculation step S30, the measuring device 1 calculates the number of vehicles C calculated in step S22. T and the dimensions of each vehicle of the railway vehicle 6 and the bridge length L included in the pre-made environmental information B , calculate the passing time t S The travel distance S of the railway vehicle 6 within B The measuring device 1 calculates the inter-axis distance L using the above formula (3): TA , calculate the driving distance S by the previous formula (2) B .

[0219] Next, the measurement device 1 performs a travel speed function calculation step S40, an acceleration change information calculation step S50, and a measurement data output step S60. The processes of the travel speed function calculation step S40, the acceleration change information calculation step S50, and the measurement data output step S60 are similar to those of the first embodiment, and therefore their description is omitted.

[0220] Then, the measuring device 1 repeats the processing of steps S10 to S60 until the measurement is completed in step S70 .

[0221] The configuration and function of the sensor 2 and the monitoring device 3 in the second embodiment are the same as those in the first embodiment, and therefore, illustration thereof is omitted. Figure 12 It is a diagram showing a configuration example of a measuring device 1 in the second embodiment.

[0222] like Figure 12As shown, the measuring device 1 in the second embodiment includes a first communication unit 11, a second communication unit 12, a storage unit 13, and a processor 14, similarly to the first embodiment. The functions of the first communication unit 11, the second communication unit 12, and the storage unit 13 are the same as those in the first embodiment, and therefore their description is omitted.

[0223] In the second embodiment, the processor 14 functions as an observation data acquisition unit 141, a passing time calculation unit 142, a travel distance calculation unit 143, a travel speed function calculation unit 144, an acceleration change information calculation unit 145, a measurement data output unit 146, and a vehicle number calculation unit 147 by executing the measurement program 131 stored in the storage unit 13. That is, the processor 14 includes the observation data acquisition unit 141, the passing time calculation unit 142, the travel distance calculation unit 143, the travel speed function calculation unit 144, the acceleration change information calculation unit 145, the measurement data output unit 146, and the vehicle number calculation unit 147. The functions of the observation data acquisition unit 141, the passing time calculation unit 142, the travel speed function calculation unit 144, the acceleration change information calculation unit 145, and the measurement data output unit 146 are the same as those in the first embodiment, and therefore their description is omitted. In addition, the observation data acquisition unit 141 performs Figure 11 The observation data acquisition step S10 is processed. In addition, the time calculation unit 142 performs Figure 11 The process of the passing time calculation step S20 is performed. In addition, the driving speed function calculation unit 144 performs Figure 11 The acceleration change information calculation unit 145 performs the processing of the driving speed function calculation step S40. Figure 11 The acceleration change information calculation step S50 is performed. In addition, the measurement data output unit 146 performs Figure 11 The measurement data output process S60 is performed.

[0224] The vehicle number calculation unit 147 calculates the vehicle number C of the railway vehicle 6 based on the observation data 133 acquired by the observation data acquisition unit 141. T Specifically, first, the vehicle number calculation unit 147 performs fast Fourier transform on the acceleration included in the observation data 133 to calculate a frequency spectrum. Next, the vehicle number calculation unit 147 calculates the lowest peak frequency of the frequency spectrum as the fundamental frequency f S Then, the vehicle number calculation unit 147 uses the passing time t calculated by the passing time calculation unit 142 to calculate the vehicle number. S and fundamental frequency f S , calculate the number of vehicles C through the previous formula (38) T That is, the vehicle number calculation unit 147 performs Figure 11 The processing of the vehicle number calculation step S22 in .

[0225] The travel distance calculation unit 143 calculates the number of vehicles C based on the number of vehicles calculated by the vehicle number calculation unit 147. T , and the dimensions of each vehicle of the railway vehicle 6 and the bridge length L included in the environmental information 132 prepared in advance and stored in the storage unit 13 B , calculate the passing time t S The travel distance S of the railway vehicle 6 within B The travel distance calculation unit 143 calculates the inter-axle distance L using the above formula (3): TA , calculate the driving distance S by the previous formula (2) B That is, the travel distance calculation unit 143 performs Figure 11 The process of the travel distance calculation step S30 in .

[0226] The other functions of the measuring device 1 in the second embodiment are the same as those in the first embodiment, and therefore description thereof will be omitted.

[0227] According to the measurement method of the second embodiment described above, the same effects as those of the measurement method of the first embodiment can be obtained. Furthermore, according to the measurement method of the second embodiment, the measurement device 1 can calculate the number of vehicles C of the railway vehicle 6 based on the observation data. T , so even if the number of vehicles C T Even in unknown situations, the driving speed function can be calculated with high accuracy.

[0228] 3. Modifications

[0229] The present invention is not limited to the present embodiment, and various modifications can be implemented within the scope of the gist of the present invention.

[0230] For example, in the above-mentioned embodiments, each sensor 2 is respectively provided on the main beam G of the upper structure 7, but may be provided on the surface or inside of the upper structure 7, on the lower surface of the floor F, on the pier 8a, or the like.

[0231] In the above embodiments, the sensor 2 as the observation device is an acceleration sensor that outputs acceleration data as observation data, but for calculating the transit time t S The observation device is not limited to an acceleration sensor. For example, the observation device may be an impact sensor, a pressure sensor, a strain gauge, an image measuring device, a load cell, or a displacement meter.

[0232] The impact sensor detects impact acceleration as a response to an action on each axle of the railway vehicle 6 at the observation point R. The pressure sensor, strain gauge, and load cell detect stress changes as a response to an action on each axle of the railway vehicle 6 at the observation point R. The image measuring device detects displacement as a response to an action on each axle of the railway vehicle 6 at the observation point R through image processing. The displacement meter, for example, is a contact displacement meter, a ring displacement meter, a laser displacement meter, a pressure-sensitive sensor, or an optical fiber-based displacement measuring device, and detects displacement as a response to an action on each axle of the railway vehicle 6 at the observation point R.

[0233] As an example, Figure 13 The following is a configuration example of a measurement system 10 using a ring-type displacement meter as an observation device. Figure 14 The following shows an example of the structure of a measurement system 10 using an image measuring device as an observation device. Figure 13 as well as Figure 14 In, with Figure 1 The same components are denoted by the same reference numerals and their descriptions are omitted. Figure 13 In the measurement system 10 shown, a piano wire 41 is fixed between the upper surface of the ring displacement meter 40 and the lower surface of the main beam G located directly above it. The ring displacement meter 40 measures the displacement of the piano wire 41 caused by the deflection of the superstructure 7 and transmits the measured displacement data to the measurement device 1. The measurement device 1 generates measurement data 134 based on the displacement data transmitted from the ring displacement meter 40. Figure 14 In the measurement system 10 shown, the camera 50 captures an image of a target 51 installed on the side of the main beam G and transmits it to the measurement device 1. The measurement device 1 processes the image transmitted from the camera 50, calculates the displacement of the target 51 caused by the deflection of the superstructure 7, generates displacement data, and generates measurement data 134 based on the generated displacement data. Figure 14 In the example shown in FIG. 2 , the measuring device 1 generates displacement data as an imaging device. However, a different imaging device (not shown) from the measuring device 1 may generate displacement data through image processing.

[0234] When the observation device is a displacement meter, the observation data includes the displacement of the bridge 5. The measurement device 1 calculates the bridge entry time t based on the waveform of the displacement included in the observation data. i and time of leaving the bridge t o . Figure 15 is a diagram showing an example of a displacement waveform. Figure 15 As shown, during the period when the railway vehicle 6 travels on the bridge 5, the displacement waveform vibrates, so the time when the vibration of the displacement waveform starts corresponds to the bridge entry time t i The moment when the vibration ends corresponds to the time when the bridge leaves t oThe measuring device 1 calculates the bridge exit time t calculated from the displacement waveform as shown in the above formula (1). o and the bridge entry time t i The difference in time is taken as the passing time t S That's it.

[0235] The above-mentioned embodiment and modification examples are merely examples and are not limiting. For example, the embodiments and modification examples may be appropriately combined.

[0236] The present invention includes structures that are substantially the same as the structures described in the embodiments, such as structures having the same functions, methods, and results, or structures having the same purposes and effects. In addition, the present invention includes structures that replace non-essential parts of the structures described in the embodiments. In addition, the present invention includes structures that have the same effects as the structures described in the embodiments, or structures that can achieve the same purposes. In addition, the present invention includes structures that add known technologies to the structures described in the embodiments.

[0237] The following contents are derived from the above-mentioned embodiment and modification examples.

[0238] One embodiment of a measurement method uses an observation device at an observation point of a bridge to measure a travel speed function, which is a time function of the travel speed of a railway vehicle traveling on the bridge at a constant acceleration while decelerating or accelerating. The measurement method includes the following steps: an observation data acquisition step of acquiring observation data output from the observation device, wherein the observation data includes a response to an action of the railway vehicle on the observation point; a passage time calculation step of calculating, based on the observation data, a bridge entry time when the railway vehicle enters one end of the bridge and a bridge exit time when the railway vehicle exits the other end of the bridge, and calculating the time difference between the bridge exit time and the bridge entry time as a passage time; and a travel speed function calculation step of calculating the travel speed function based on the passage time, a travel distance of the railway vehicle during the passage time, a distance between a stop position of the railway vehicle and a position of the end of the bridge, whichever is closer to the stop position, and a length between a front surface of a leading vehicle of the railway vehicle and a leading axle.

[0239] According to this measurement method, it is possible to calculate with high precision the travel speed function of a railway vehicle when it is traveling on a bridge at a decelerated or accelerated speed, based on the passage time of the railway vehicle through the bridge, the travel distance during this period, the distance between the stopping position and the end of the bridge, and the length between the front surface of the railway vehicle and the leading axle, all of which are calculated based on observation data.

[0240] One embodiment of the measurement method may further include a travel distance calculation step of calculating the travel distance based on the number of the railway vehicles, the size of each railway vehicle, and the length of the bridge included in pre-created environmental information.

[0241] This measurement method can accurately calculate the travel distance of railway vehicles within the transit time and the travel speed function based on the number of railway vehicles, the size of each vehicle, and the length of the bridge included in pre-created environmental information.

[0242] One embodiment of the measurement method may further include the following steps: a vehicle number calculation step for calculating the number of the railway vehicles based on the observation data; and a travel distance calculation step for calculating the travel distance based on the number of vehicles, the size of each railway vehicle included in the pre-made environmental information, and the length of the bridge.

[0243] This measurement method allows for highly accurate calculation of the distance traveled by railway vehicles within a transit time based on the number of railway vehicles calculated from observation data, the dimensions of each vehicle, and the length of the bridge, all contained in pre-created environmental information. Therefore, this measurement method allows for highly accurate calculation of the travel speed function even when the number of railway vehicles is unknown.

[0244] In one embodiment of the measurement method, the travel distance may be the sum of a distance between a leading axle of a leading vehicle and a rearmost axle of a rearmost vehicle of the railway vehicles and a length of the bridge.

[0245] According to this measurement method, the distance from the first axle of the leading vehicle entering the bridge to the last axle of the last vehicle leaving the bridge can be calculated with high accuracy as the travel distance of the railway vehicle within the passing time, and the travel speed function can be calculated with high accuracy.

[0246] One embodiment of the measurement method may also include the following steps: an acceleration change information calculation step, which calculates the position and time at which the railway vehicle starts decelerating, or the position and time at which the railway vehicle ends accelerating, based on the driving speed function and the constant speed of the railway vehicle before starting to decelerate or after ending to accelerate.

[0247] According to this measurement method, the deceleration start position or acceleration end position of the railway vehicle and the timing thereof can be calculated with high accuracy.

[0248] In one embodiment of the measurement method, the observation device may be an acceleration sensor, a shock sensor, a pressure sensor, a strain gauge, an image measuring device, a load cell, or a displacement meter.

[0249] One embodiment of a measuring device uses an observation device for observing an observation point of a bridge to measure a travel speed function, which is a time function of the travel speed of a railway vehicle traveling on the bridge at a constant acceleration while decelerating or accelerating. The measuring device includes: an observation data acquisition unit that acquires observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; a passage time calculation unit that calculates, based on the observation data, a bridge entry time when the railway vehicle enters one end of the bridge and a bridge exit time when the railway vehicle exits the other end of the bridge, and calculates the time difference between the bridge exit time and the bridge entry time as the passage time; and a travel speed function calculation unit that calculates the travel speed function based on the passage time, a travel distance of the railway vehicle during the passage time, a distance between a stop position of the railway vehicle and a position of the end of the bridge, one of the one end and the other end, which is closer to the stop position, and a length between a front surface of a leading vehicle of the railway vehicle and a leading axle.

[0250] This measuring device makes it possible to calculate with high precision the travel speed function of a railway vehicle when it is traveling on a bridge while decelerating or accelerating, based on the time it takes for the railway vehicle to pass through the bridge, the distance it travels during that time, the distance between the stopping position and the end of the bridge, and the length between the front surface of the railway vehicle and the leading axle, all of which are calculated based on observation data.

[0251] One embodiment of a measurement system includes one embodiment of the measurement device and the observation device.

[0252] One embodiment of a measurement program uses an observation device for observing an observation point of a bridge to measure a travel speed function, which is a time function of the travel speed of a railway vehicle traveling on the bridge at a constant acceleration while decelerating or accelerating. The measurement program causes a computer to execute the following steps: an observation data acquisition step for acquiring observation data output from the observation device, wherein the observation data includes a response to an action of the railway vehicle on the observation point; a passage time calculation step for calculating, based on the observation data, a bridge entry time when the railway vehicle enters one end of the bridge and a bridge exit time when the railway vehicle exits the other end of the bridge, and calculating the time difference between the bridge exit time and the bridge entry time as a passage time; and a travel speed function calculation step for calculating the travel speed function based on the passage time, a travel distance of the railway vehicle during the passage time, a distance between a stop position of the railway vehicle and a position of the end of the bridge, whichever is closer to the stop position, and a length between a front surface of a leading vehicle of the railway vehicle and a leading axle.

[0253] According to this measurement program, the computer can calculate with high precision the travel speed function of the railway vehicle when it is traveling on the bridge at a decelerated or accelerated speed, based on the passage time of the railway vehicle through the bridge, the travel distance during this period, the distance between the stopping position and the end of the bridge, and the length between the front surface of the railway vehicle and the leading axle calculated based on the observation data.

Claims

1. A measurement method comprising: using an observation device at an observation point of a bridge to measure a travel speed function, the travel speed function being a time function of the travel speed of a railway vehicle traveling on the bridge while decelerating or accelerating at a constant acceleration. The measuring method comprises the following steps: The observation data acquisition step acquires the observation data output from the observation device, wherein: The observation data includes a response to the railway vehicle's action on the observation point; A passing time calculation step of calculating, based on the observation data, a bridge entry time of the railway vehicle entering one end of the bridge and a bridge exit time of the railway vehicle leaving the other end of the bridge, and calculating the time difference between the bridge exit time and the bridge entry time as the passing time; as well as The traveling speed function calculation step calculates the traveling speed function based on the passing time, the traveling distance of the railway vehicle during the passing time, the distance between the stopping position of the railway vehicle and the position of the end closer to the stopping position between the one end and the other end of the bridge, and the length between the front surface of the leading vehicle of the railway vehicle and the leading axle.

2. The measurement method according to claim 1, wherein: The measurement method further includes a travel distance calculation step of calculating the travel distance based on the number of railway vehicles, the size of each railway vehicle, and the length of the bridge included in pre-created environmental information.

3. The measurement method according to claim 1, wherein: The measuring method further comprises the following steps: a vehicle number calculation step of calculating the number of the railway vehicles based on the observation data; and The travel distance calculation step calculates the travel distance based on the number of vehicles, the size of each vehicle of the railway vehicle included in pre-created environmental information, and the length of the bridge.

4. The measurement method according to claim 1, wherein: The travel distance is the sum of the distance between the leading axle of the leading vehicle and the rearmost axle of the rearmost vehicle of the railway vehicles and the length of the bridge.

5. The measurement method according to claim 1, wherein: The measurement method further includes an acceleration change information calculation step of calculating a position and time at which the railway vehicle starts decelerating or a position and time at which the railway vehicle ends accelerating based on the travel speed function and a constant speed of the railway vehicle before starting deceleration or after ending acceleration. The measurement method according to claim 1 , wherein: The observation device is an acceleration sensor, a shock sensor, a pressure sensor, a strain gauge, an image measuring device, a load sensor or a displacement meter.

7. A measuring device for measuring a travel speed function, which is a time function of the travel speed of a railway vehicle traveling on the bridge while decelerating or accelerating at a constant acceleration, using an observation device at an observation point observing a bridge. The measuring device comprises: an observation data acquisition unit that acquires observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; a passing time calculation unit that calculates, based on the observation data, a bridge entry time when the railway vehicle enters one end of the bridge and a bridge exit time when the railway vehicle leaves the other end of the bridge, and calculates a time difference between the bridge exit time and the bridge entry time as a passing time; as well as A travel speed function calculation unit calculates the travel speed function based on the passing time, the travel distance of the railway vehicle during the passing time, the distance between the stopping position of the railway vehicle and the position of the end closer to the stopping position between the one end and the other end of the bridge, and the length between the front surface of the leading vehicle of the railway vehicle and the leading vehicle axle. 8 . A measurement system comprising the measurement device according to claim 7 and the observation device.

9. A measurement program product for measuring a travel speed function, which is a time function of the travel speed of a railway vehicle traveling on the bridge while decelerating or accelerating at a constant acceleration, using an observation device at an observation point of the bridge. The measurement program product causes a computer to execute the following steps: The observation data acquisition step acquires the observation data output from the observation device, wherein: The observation data includes a response to the railway vehicle's action on the observation point; A passing time calculation step of calculating, based on the observation data, a bridge entry time of the railway vehicle entering one end of the bridge and a bridge exit time of the railway vehicle leaving the other end of the bridge, and calculating the time difference between the bridge exit time and the bridge entry time as the passing time; as well as The traveling speed function calculation step calculates the traveling speed function based on the passing time, the traveling distance of the railway vehicle during the passing time, the distance between the stopping position of the railway vehicle and the position of the end closer to the stopping position between the one end and the other end of the bridge, and the length between the front surface of the leading vehicle of the railway vehicle and the leading axle.

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