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

Abstract

To provide a measurement method with which it is possible to calculate the approach time and exit time of a railway vehicle to and from a bridge with good accuracy.SOLUTION: Provided is a measurement method including the steps of: calculating a provisional approach time and exit time of a railway vehicle to and from a bridge on the basis of the displacement of the bridge obtained on the basis of the measurement data of measurement points of the bridge; calculating the deflection amount of the bridge due to the railway vehicle on the basis of an approximate expression of deflection of the bridge, the provisional approach time and provisional exit time, and preliminarily created environment information; calculating an approach time correction value for correcting the error of the provisional approach time and an exit time correction value for correcting the error of the provisional exit time, on the basis of the displacement and the deflection amount; and adding the approach time correction value to the provisional approach time to calculate the approach time of the railway vehicle to the bridge, and adding the exit time correction value to the provisional exit time to calculate the exit time of the railway vehicle from the bridge.SELECTED DRAWING: Figure 18

Description

[Technical Field]

[0001] The present invention relates to a measurement method, a measurement device, a measurement system, and a measurement program. [Background technology]

[0002] Patent Document 1 describes a deflection measuring device that uses an acceleration sensor attached to a railway bridge, sets the output of the acceleration sensor when the railway bridge is in an unloaded state as the zero point of acceleration, corrects the zero point of acceleration output by the acceleration sensor when the railway bridge is in a loaded state, and, after the zero point correction, suppresses drift and estimates the amount of deflection of the railway bridge by applying double integration, Bayesian estimation, Kalman filter, etc. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-049095 Summary of the Invention [Problem to be solved by the invention]

[0004] However, because the acceleration detected by the acceleration sensor installed on the bridge changes not only due to vibrations caused by the load of each railway vehicle but also due to environmental vibrations, there is not necessarily a clear change in the output of the acceleration sensor when the railway vehicle approaches or leaves the bridge. Therefore, the deflection measuring device described in Patent Document 1 may not be able to accurately calculate the time when the railway vehicle approaches or leaves the railway bridge. [Means for solving the problem]

[0005] One aspect of the measurement method according to the present invention is to an observation data acquisition step of acquiring observation data output from an observation device that observes an observation point on a bridge, the observation data including a response to an action on the observation point by a railway vehicle traveling on the bridge; a tentative approach / exit time calculation step of calculating a tentative approach time and a tentative exit time of the railway vehicle with respect to the bridge based on the displacement of the bridge obtained based on the observation data; a deflection amount calculation step of calculating the amount of deflection of the bridge caused by the railway vehicle based on an approximation formula for the deflection of the bridge, the tentative approach time and the tentative exit time, and environmental information including dimensions of the railway vehicle and dimensions of the bridge that has been created in advance; a correction value calculation step of calculating an approach time correction value for correcting an error in the tentative approach time and a departure time correction value for correcting an error in the tentative departure time based on the displacement and the deflection amount; an approach / exit time calculation process of calculating an approach time of the railway vehicle relative to the bridge by adding the approach time correction value to the tentative approach time, and calculating an exit time of the railway vehicle relative to the bridge by adding the exit time correction value to the tentative exit time; Includes.

[0006] One aspect of the measuring device according to the present invention is an observation data acquisition unit that acquires observation data output from an observation device that observes an observation point on a bridge, the observation data including a response to an action on the observation point by a railway vehicle traveling on the bridge; a tentative approach / exit time calculation unit that calculates a tentative approach time and a tentative exit time of the railway vehicle with respect to the bridge based on the displacement of the bridge obtained based on the observation data; a deflection amount calculation unit that calculates the amount of deflection of the bridge caused by the railway vehicle based on an approximation formula for the deflection of the bridge, the tentative approach time and the tentative exit time, and environmental information that includes dimensions of the railway vehicle and dimensions of the bridge that have been created in advance; a correction value calculation unit that calculates an approach time correction value for correcting an error in the tentative approach time and a departure time correction value for correcting an error in the tentative departure time based on the displacement and the deflection amount; an approach / exit time calculation unit that calculates an approach time of the railway vehicle relative to the bridge by adding the approach time correction value to the tentative approach time, and calculates an exit time of the railway vehicle relative to the bridge by adding the exit time correction value to the tentative exit time; Includes.

[0007] One aspect of the measurement system according to the present invention is One aspect of the measurement device; the observation device; Equipped with.

[0008] One aspect of the measurement program according to the present invention is an observation data acquisition step of acquiring observation data output from an observation device that observes an observation point on a bridge, the observation data including a response to an action on the observation point by a railway vehicle traveling on the bridge; a tentative approach / exit time calculation step of calculating a tentative approach time and a tentative exit time of the railway vehicle with respect to the bridge based on the displacement of the bridge obtained based on the observation data; a deflection amount calculation step of calculating the amount of deflection of the bridge caused by the railway vehicle based on an approximation formula for the deflection of the bridge, the tentative approach time and the tentative exit time, and environmental information including dimensions of the railway vehicle and dimensions of the bridge that has been created in advance; a correction value calculation step of calculating an approach time correction value for correcting an error in the tentative approach time and a departure time correction value for correcting an error in the tentative departure time based on the displacement and the deflection amount; an approach / exit time calculation process of calculating an approach time of the railway vehicle relative to the bridge by adding the approach time correction value to the tentative approach time, and calculating an exit time of the railway vehicle relative to the bridge by adding the exit time correction value to the tentative exit time; to be executed by the computer. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram showing an example of the configuration of a measurement system according to a first embodiment. [Figure 2]A cross-sectional view of the superstructure in Figure 1 taken along line AA. [Figure 3] FIG. 3 is an explanatory diagram of acceleration detected by an acceleration sensor. [Figure 4] FIG. 10 is a diagram showing an example of acceleration α(t) when a railway vehicle travels on a bridge. [Figure 5] FIG. 10 is a diagram showing the power spectrum density obtained by performing a fast Fourier transform on acceleration α(t). [Figure 6] FIG. 10 is a diagram showing an example of the gain frequency characteristic of a high-pass filter. [Figure 7] FIG. 10 is a diagram showing an example of the relationship between the displacement waveform uα_hp(t) and the tentative approach time ti_tmp and the tentative exit time to_tmp. [Figure 8] FIG. 10 is an enlarged view of the period between the tentative approach time ti_tmp and the tentative exit time to_tmp in the displacement waveform uα_hp(t). [Figure 9] FIG. 1 is a diagram showing an example of the vehicle length LC (Cm) and the distance between the axles La (aw(Cm,n)). [Figure 10] An explanatory diagram of the bridge structural model. [Figure 11] FIG. 10 is a diagram showing an example of the amount of deflection wstd(aw(Cm,n),t). [Figure 12] FIG. 10 is a diagram showing an example of a deflection amount Cstd(Cm,t). [Figure 13] FIG. 10 is a diagram showing an example of a deflection amount Tstd(t). [Figure 14] FIG. 10 is a diagram showing the relationship between the amount of deflection Tstd(t) and the amount of deflection wstd(aw(Cm,n),t). [Figure 15] FIG. 10 is a diagram showing a deflection waveform uM_hp(t) obtained by high-pass filtering the amount of deflection Tstd(t). [Figure 16] FIG. 10 is a diagram showing the relationship between the displacement waveform uα_hp(t) and the deflection waveform uM_hp(t) and the approach time correction value ti_cor and the departure time correction value to_cor. [Figure 17] FIG. 1 is a diagram showing the relationship between the displacement uα(t) obtained by integrating acceleration α(t) twice and the approach time ti and the exit time to. [Figure 18]FIG. 10 is a flowchart showing an example of the procedure of a measurement method. [Figure 19] FIG. 4 is a flowchart showing an example of a procedure of a correction value calculation step in the first embodiment. [Figure 20] FIG. 1 is a diagram showing an example of the configuration of a sensor, a measuring device, and a monitoring device. [Figure 21] FIG. 10 is a diagram showing an example of the configuration of a measurement system according to a second embodiment. [Figure 22] FIG. 10 is a diagram showing another example of the configuration of the measurement system according to the second embodiment. [Figure 23] FIG. 10 is a diagram showing an example of displacement ud(t). [Figure 24] FIG. 10 is a diagram showing an example of the relationship between the displacement ud(t) and the tentative approach time ti_tmp and the tentative exit time to_tmp. [Figure 25] FIG. 10 is a graph showing the relationship between displacement ud(t) and deflection Tstd(t). [Figure 26] FIG. 10 is a diagram showing the relationship between the displacement ud(t) and the deflection waveform uM(t) and the approach time correction value ti_cor and the exit time correction value to_cor. [Figure 27] FIG. 10 is a flowchart showing an example of a procedure of a correction value calculation step in the second embodiment. [Figure 28] FIG. 10 is a diagram showing an example of the relationship between the displacement waveform ud_hp(t) and the tentative approach time ti_tmp and the tentative exit time to_tmp in a modified example. [Figure 29] FIG. 10 is a diagram showing the relationship between the displacement waveform ud_hp(t) and the deflection waveform uM_hp(t) and the approach time correction value ti_cor and the departure time correction value to_cor in a modified example. [Figure 30] FIG. 10 is a diagram showing the relationship between the displacement ud(t) and the approach time ti and the exit time to in a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0010] Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Note that the embodiments described below do not unduly limit the content of the present invention as defined in the claims. Furthermore, not all of the configurations described below are necessarily essential components of the present invention.

[0011] 1. First embodiment 1-1. Measurement system configuration Railway vehicles passing over bridges are heavy and can be measured using BWIM. BWIM stands for Bridge Weigh in Motion, and is a technology that measures the weight and number of axles of railway vehicles passing over a bridge by treating the bridge as a "scale" and measuring the deformation of the bridge. Bridges that can analyze the weight of passing railway vehicles from responses such as deformation and strain are structures where BWIM can function, and the BWIM system, which applies the physical process between the action and response on the bridge, makes it possible to measure the weight of passing railway vehicles.

[0012] Fig. 1 is a diagram showing an example of a measurement system according to this embodiment. As shown in Fig. 1, the measurement system 10 according to this embodiment includes a measurement device 1 and at least one sensor 2 provided on a bridge 5. The measurement system 10 may also include a monitoring device 3.

[0013] The bridge 5 comprises a superstructure 7 and a substructure 8. Fig. 2 is a cross-sectional view of the superstructure 7 taken along line AA in Fig. 1. As shown in Figs. 1 and 2, the superstructure 7 comprises a bridge deck 7a consisting of deck plates F, main girders G, cross beams (not shown), etc., bearings 7b, rails 7c, sleepers 7d, and ballast 7e. As shown in Fig. 1, the substructure 8 comprises piers 8a and abutments 8b. The superstructure 7 comprises adjacent abutments 8b and piers 8a, two adjacent abutments 8b, or two adjacent abutments 8b. The superstructure 7 is a structure that spans one of two piers 8a. Both ends of the superstructure 7 are located at the positions of the adjacent abutments 8b and pier 8a, the positions of two adjacent abutments 8b, or the positions of two adjacent piers 8a.

[0014] When a railway vehicle 6 enters the superstructure 7 of the bridge 5, the weight of the railway vehicle 6 causes the superstructure 7 to bend, but since the railway vehicle 6 is made up of multiple cars connected together, the bending of the superstructure 7 is repeated periodically as each car passes.

[0015] The measuring device 1 and each sensor 2 are connected by, for example, a cable (not shown) and communicate with each other via a communication network such as a CAN. CAN is an abbreviation for Controller Area Network. Alternatively, the measurement device 1 and each sensor 2 may communicate via a wireless network.

[0016] Each sensor 2 outputs observation data including physical quantities that occur when the railcar 6 travels across the bridge 5. In this embodiment, each sensor 2 is an acceleration sensor, and the observation data is acceleration data including acceleration that occurs when the railcar 6 travels across the bridge 5. Each sensor 2 may be, for example, a quartz acceleration sensor or a MEMS acceleration sensor. MEMS is an abbreviation for Micro Electro Mechanical Systems.

[0017] In this embodiment, each sensor 2 is installed in the longitudinal center of the superstructure 7 of the bridge 5, specifically, in the longitudinal center of the main girder G. However, each sensor 2 only needs to be able to detect acceleration generated by the running of the railway vehicle 6, and its installation position is not limited to the center of the superstructure 7. If each sensor 2 were installed on the deck F of the superstructure 7, there would be a risk of it being destroyed by the running of the railway vehicle 6, and there would also be a risk that measurement accuracy would be affected by local deformation of the bridge deck 7a. Therefore, in the example of Figures 1 and 2, each sensor 2 is installed on the main girder G of the superstructure 7.

[0018] The deck F, main girders G, etc. of the superstructure 7 are deflected vertically by the load of the railway vehicle 6 passing over the bridge 5. Each sensor 2 detects the acceleration of the deflection of the deck F and main girders G due to the load of the railway vehicle 6 passing over the bridge 5.

[0019] The measuring device 1 calculates the passing speed of the railroad vehicle 6 and the displacement of the bridge 5 when the railroad vehicle 6 passes over the bridge 5 based on the acceleration data output from each sensor 2. The measuring device 1 is installed, for example, on an abutment 8b.

[0020] The measuring device 1 and the monitoring device 3 can communicate with each other via a communication network 4, such as a wireless mobile phone network or the Internet. The measuring device 1 transmits measurement data to the monitoring device 3, including the passing speed of the railway vehicle 6 when the railway vehicle 6 passes over the bridge 5 and the displacement of the bridge 5. The monitoring device 3 stores the measurement data in a storage device (not shown), and may perform processing such as monitoring the railway vehicle 6 and determining abnormalities in the superstructure 7 based on the measurement data.

[0021] In this embodiment, the bridge 5 is a railway bridge, such as a steel bridge, a girder bridge, or an RC bridge, etc. RC is an abbreviation for Reinforced Concrete.

[0022] As shown in Fig. 2, in this embodiment, an observation point R is set in association with the sensor 2. In the example of Fig. 2, the observation point R is set at a position on the surface of the superstructure 7 vertically above the sensor 2 provided on the main girder G. In other words, the sensor 2 is an observation device that observes the observation point R, detects physical quantities that are responses to the action on the observation point R of multiple parts of the railway vehicle 6 traveling on the bridge 5, and outputs observation data including the detected physical quantities. For example, Each of the multiple parts of both sides 6 is an axle or a wheel, but hereinafter, they will be referred to as an axle. In this embodiment, each sensor 2 is an acceleration sensor that detects acceleration as a physical quantity. The sensor 2 may be provided in a position where it can detect acceleration occurring at the observation point R due to the movement of the railway vehicle 6, but it is preferable that the sensor 2 be provided in a position close to vertical to the observation point R.

[0023] The number and installation positions of the sensors 2 are not limited to the examples shown in FIGS. 1 and 2, and various modifications are possible.

[0024] Based on the acceleration data, which is the observation data output from the sensor 2, the measurement device 1 acquires acceleration in a direction intersecting the plane of the superstructure 7 of the bridge 5 on which the railcar 6 travels. The plane of the superstructure 7 on which the railcar 6 travels is defined by the X direction, which is the direction in which the railcar 6 travels, i.e., the longitudinal direction of the superstructure 7, and the Y direction, which is the width direction of the superstructure 7, which is a direction perpendicular to the direction in which the railcar 6 travels. As the railcar 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 of the deflection, it is desirable for the measurement device 1 to acquire acceleration in the direction perpendicular to the X and Y directions, i.e., the Z direction, which is the normal direction of the deck F.

[0025] 3 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 orthogonal axial directions.

[0026] In order to detect the acceleration of the deflection at observation point R due to the movement of the railway vehicle 6, the sensor 2 is installed so that one of the three detection axes, the x-axis, y-axis, and z-axis, intersects with the X-direction and the Y-direction. Because observation point R deflects in a direction perpendicular to the X-direction and the Y-direction, in order to accurately detect the acceleration of the deflection, ideally the sensor 2 is installed so that one axis is aligned with the Z-direction perpendicular to the X-direction and the Y-direction, i.e., the normal direction of the floor panel F.

[0027] However, when sensor 2 is installed on the superstructure 7, the installation location may be tilted. Even if one of the three detection axes of sensor 2 is not installed in the normal direction of floor board F, the error is small and negligible as long as it is roughly oriented in the normal direction. Furthermore, even if one of the three detection axes of sensor 2 is not installed in the normal direction of floor board F, measurement device 1 can correct the detection error due to the tilt of sensor 2 by using a three-axis resultant acceleration that is a combination of accelerations on the x-, y-, and z-axes. Furthermore, sensor 2 may be a one-axis 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 board F.

[0028] The following describes in detail the measurement method of this embodiment executed by the measurement device 1. Unless otherwise specified, the following description will be given assuming that the bridge 5 has one superstructure 7, without distinguishing between the bridge 5 and the superstructure 7. Note that if the bridge 5 has multiple superstructures 7, the following description will be valid by regarding each superstructure 7 to be measured and on which the sensor 2 is provided as one bridge 5.

[0029] 1-2. Details of measurement method In this embodiment, the measurement device 1 determines the approach time t of the railway vehicle 6 to the bridge 5 based on the acceleration data output from the sensor 2, environmental information including the dimensions of the railway vehicle 6 and the bridge 5 created in advance, and a structural model of the superstructure 7 of the bridge 5. i and departure time t o Calculate.

[0030] 1-2-1. Calculation of tentative approach and exit times First, the measurement device 1 measures the speed of the railway vehicle 6 based on the acceleration data output from the sensor 2. The tentative approach time t to bridge 5 i_tmp and the provisional advance time t o_tmp Calculate.

[0031] When a railway vehicle 6 travels across a bridge 5, an acceleration occurs at observation point R in the direction of gravitational acceleration. Sensor 2 detects this acceleration as acceleration α(k) in the z-axis direction and outputs acceleration data containing acceleration α(k) in a time series, where k is the sample number. If the time interval between samples is ΔT, the time series of acceleration α(k) is converted into acceleration α(t) with time t as a variable, where time t = kΔT. Figure 4 shows an example of acceleration α(t) when a railway vehicle 6 travels across a bridge 5.

[0032] The measurement device 1 acquires acceleration data output from the sensor 2, and integrates the acceleration α(t) included in the acceleration data twice as shown in equation (1) to obtain the displacement u α Calculate (t).

[0033]

number

[0034] Displacement u α Since (t) contains drift noise and bias offset error in the low frequency range, the measurement device 1 uses the displacement u α (t) is a high-pass filtered displacement waveform u α_hp Calculate (t).

[0035] Specifically, the measurement device 1 first performs a fast Fourier transform on the acceleration α(t) to calculate the power spectrum density, and then calculates the frequency of the lowest peak in the power spectrum density as the fundamental frequency f0. This fundamental frequency f0 corresponds to the reciprocal of the period of the load applied to the bridge 5 by each railway vehicle 6 as it passes over the bridge 5. FIG. 5 shows the power spectrum density obtained by performing a fast Fourier transform on the acceleration α(t) in FIG. 4. In the example of FIG. 5, the fundamental frequency f0 is calculated to be 3.03 Hz.

[0036] The measurement device 1 then sets a frequency sufficiently lower than the fundamental frequency f0 as a cutoff frequency f C Using a high-pass filter, the displacement u α The displacement waveform u obtained by high-pass filtering (t) α_hp (t) is calculated. An example of the gain frequency characteristic of such a high-pass filter is shown in FIG. 6. In the example of FIG. 6, the cutoff frequency f C is a frequency near 0.3 Hz, and the fundamental frequency f0, 3.03 Hz, is in the passband where the gain is 1.

[0037] The measuring device 1 measures the displacement waveform u generated when a railway vehicle 6 passes through a bridge 5. α_hp The time of the first peak and the time of the last peak of the vibration of (t) are assumed to be the time t i_tmp and the provisional advance time t o_tmp The displacement waveform u α_hp (t) and the tentative approach time t i_tmp and the provisional advance time to_tmp An example of the relationship is shown below.

[0038] Furthermore, the measurement device 1 calculates a tentative passing time t required for the railway vehicle 6 to pass over the bridge 5 as shown in equation (2). S_tmp The assumed advance time t o_tmp and the tentative approach time t i_tmp It is calculated as the difference in time between

[0039]

number

[0040] Furthermore, the measurement device 1 calculates the tentative passing time t S_tmp Based on the fundamental frequency f0, the number of railcars 6 C T can be calculated.

[0041]

number

[0042] Alternatively, the measurement device 1 may measure the displacement waveform u α_hp (t) is the tentative approach time t i_tmp and the tentative advance time t o_tmp By counting the number of vibrations during the period between T 8 shows the displacement waveform u shown in FIG. α_hp (t) is the tentative approach time t i_tmp and the tentative advance time t o_tmp In the example of Figure 8, the displacement waveform u α_hp The number of vibrations in (t) is 16, and the number of vehicles is C T The result is 16.

[0043] In addition, the number of vehicles C is increased by the number of railway vehicles 6 passing through the bridge 5. T If does not change, the measurement device 1 calculates the number of vehicles C based on the acceleration data output from the sensor 2. T Therefore, for example, the number of vehicles C Tmay be included in the environmental information.

[0044] 1-2-2. Calculating the amount of deflection Next, the measurement device 1 calculates the deflection amount T of the bridge 5 caused by the railway vehicle 6 based on environmental information including the dimensions of the railway vehicle 6 and the dimensions of the bridge 5 and a structural model of the bridge 5 that have been created in advance. std Calculate (t).

[0045] The environmental information includes the dimensions of the bridge 5, for example, the bridge length L B and the position L of observation point R x Includes bridge length L B is the length of the bridge 5, which in this embodiment is the distance between the approach end and the exit end of the superstructure 7. For example, if the bridge 5 has multiple superstructures 7, the bridge length L B is the distance between the entrance end and exit end of each superstructure 7 to be measured. x is the distance from the approach end of the superstructure 7 to the observation point R. The environmental information also includes dimensions of the railway vehicle 6, such as the length L of each carriage of the railway vehicle 6. C (C m ), the number of axles in each vehicle a T (C m ) and the distance between the axles of each vehicle La(a w (C m ,n)) is included. C m is the vehicle number, and the length of each vehicle L C (C m ) starts with C m The distance between the two ends of the th vehicle is the number of axles in each vehicle. T (C m ) starts with C m n is the axle number of each vehicle, and 1≦n≦a T (C m ) The distance between the axles of each vehicle is La(a w (C m ,n)) is C from the beginning when n=1. m The distance between the front end of the th vehicle and the first axle from the front, and when n≧2, the distance between the (n-1)th axle from the front and the nth axle. mLength of the th vehicle L C (C m ) and the distance between the axles La(a w (C m ,n)) is shown below. The dimensions of the railway vehicle 6 and the dimensions of the superstructure 7 can be measured by known methods. A database of the dimensions of railway vehicles 6 passing over the bridge 5 may be created in advance, and the dimensions of the relevant vehicle may be referenced based on the time of passage.

[0046] In addition, when it is assumed that a railway vehicle 6 consisting of any number of cars with the same dimensions is running on the superstructure 7 of the bridge 5, the environmental information is the length L of one car. C (C m ), number of axles a T (C m ) and the distance between the axles La(a w (C m ,n)).

[0047] Total number of axles for railcars 6 Ta T is the number of railcars C of 6 T and the number of axles of each vehicle included in the environmental information, a T (C m ) and is calculated using equation (4).

[0048]

number

[0049] From the front axle of railcar 6 to C m Distance D to the nth axle of the nth vehicle wa (a w (C m ,n)) is the length L of each vehicle included in the environmental information C (C m ), the number of axles in each vehicle a T (C m ) and the distance between the axles of each vehicle La(a w (C m ,n)) is calculated by equation (5). In equation (5), L C (C m )=LC (1) is assumed to be true.

[0050]

number

[0051] In equation (5), C m =C T , n=a T (C T ) From equation (6), the distance D from the front axle of the railway vehicle 6 to the rear axle of the rearmost vehicle is wa (a w (C T ,a T (C T ))) is calculated.

[0052]

number

[0053] Average speed of railcar 6, v a is the temporary transit time t calculated by the above formula (2) S_tmp and the bridge length L included in the environmental information B and distance D wa (a w (C T ,a T (C T ))) and is calculated using equation (7).

[0054]

number

[0055] By substituting equation (6) into equation (7), the average speed of railway vehicle 6, v a is calculated.

[0056]

number

[0057] In this embodiment, the superstructure 7 of the bridge 5 is considered to have one or more bridge decks 7a, each consisting of a deck plate F and a main girder G, arranged in succession, and the displacement of one bridge deck 7a is considered to be the displacement at the center in the longitudinal direction. The load applied to the superstructure 7 moves from one end of the superstructure 7 to the other end. At this time, the position of the load on the superstructure 7 and the amount of load are used to calculate the displacement at the center of the superstructure 7. In this embodiment, in order to express the deflection deformation when the axle of the railway vehicle 6 moves on the superstructure 7 as a trajectory of the deflection due to the movement of a single point load on the beam, a structural model shown in FIG. 10 is considered, and the deflection amount at the middle part of the structural model is calculated. In FIG. 10, P is the load. a is the load position from the approach end of the superstructure 7 on the side where the railway vehicle 6 approaches. b is the load position from the exit end of the superstructure 7 on the side where the railway vehicle 6 exits. The structural model shown in FIG. 10 is a simple beam supported at both ends with both ends as fulcrums.

[0058] In the structural model shown in FIG. 10, when the position of the entry end of the superstructure 7 is set to zero and the observation position of the deflection amount is set to x, the bending moment M of the simple beam is expressed by equation (9).

[0059]

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[0060] In equation (9), the function H a is defined as equation (10).

[0061]

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[0062] By modifying equation (9), equation (11) is obtained.

[0063]

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[0064] On the other hand, the bending moment M is expressed by equation (12): In equation (12), θ is the angle, I is the second moment, and E is Young's modulus.

[0065]

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[0066] Substituting equation (12) into equation (11), equation (13) is obtained.

[0067]

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[0068] Equation (14) is calculated by integrating equation (13) with respect to the observation position x, and equation (15) is obtained. In equation (15), C1 is an integral constant.

[0069]

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[0070]

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[0071] Furthermore, equation (16) is calculated by integrating equation (15) with respect to the observation position x, and equation (17) is obtained. In equation (17), C2 is an integral constant.

[0072]

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[0073]

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[0074] In equation (17), θx represents the amount of deflection, and equation (18) is obtained by substituting θx with the amount of deflection w.

[0075]

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[0076] From Figure 10, b=L B Since -a, equation (18) is transformed into equation (19).

[0077]

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[0078] When x=0, the deflection amount w=0, and x≦a, H a = 0, so in equation (19) we have x = w = H a Substituting =0 and rearranging, we obtain equation (20).

[0079]

number

[0080] Also, x=L B Assuming that the deflection amount w=0, x>a, H a = 1, so in equation (19) we add x = L B ,w=0,H a Substituting =1 and rearranging, we obtain equation (21).

[0081]

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[0082] b=L in equation (21) B Substituting -a, we obtain equation (22).

[0083]

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[0084] By substituting the integral constant C1 of equation (21) and the integral constant C2 of equation (20) into equation (18), equation (23) is obtained.

[0085]

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[0086] By modifying equation (23), the deflection w at observation position x when load P is applied to position a is expressed by equation (24).

[0087]

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[0088] The deflection w at the central observation position x when the load P is at the center of the superstructure 7 0.5LB , x=0.5LB, a=b=0.5LB, H a = 0, and the deflection amount w is expressed by equation (25). 0.5LB is the maximum amplitude of the deflection w.

[0089]

number

[0090] The deflection w at any observation position x is the deflection w 0.5LB When the position a of the load P is closer to the entry end than the observation position x, x>a, and therefore, H is added to equation (24). a Substituting =1, we obtain equation (26).

[0091]

number

[0092] The position a of the load P is a=L B r, and add a=L to equation (26). B r,b=L B Substituting (1-r) and rearranging, the deflection amount w becomes the normalized deflection amount w std r is the bridge length L B This shows the ratio of the position a of the load P to the

[0093]

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[0094] Similarly, if the position a of the load P is closer to the advancing end than the observation position x, then x≦a, and therefore, H is added to equation (24). a = 0 to obtain equation (28).

[0095]

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[0096] The position a of the load P is a=L B r, and add a=L to equation (28). B r,b=L B Substituting (1-r) and rearranging, the deflection amount w becomes the normalized deflection amount w std is obtained.

[0097]

number

[0098] Combining equations (27) and (29), we can obtain the arbitrary observation position x = L x Deflection amount w std (r) is expressed by equation (30). In equation (30), the function R(r) is expressed by equation (31). Equation (30) is an approximate equation for the deflection of bridge 5, and is an equation based on a structural model of bridge 5. Specifically, equation (30) is an approximate equation normalized by the maximum amplitude of deflection at the center position between the approach end and the exit end of superstructure 7.

[0099]

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[0100]

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[0101] In this embodiment, the load P is the load of an arbitrary axle of the railway vehicle 6. When an arbitrary axle of the railway vehicle 6 is located at a position L from the approach end of the superstructure 7 to the observation point R, x The time t required to reach xn is the average velocity v calculated by equation (8). a It is calculated using equation (32).

[0102]

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[0103] Also, if any axle of the railway vehicle 6 has length L B The time t required for the superstructure 7 to pass through ln is calculated by equation (33).

[0104]

number

[0105] Railway Car 6 C m The time t0(C m , n) is the approach time t i , the distance D calculated by Eq. (5) wa (a w (C m ,n)) and the average velocity v calculated by Eq. (8) a It is calculated using equation (34).

[0106]

number

[0107] Using equations (32), (33) and (34), C m The deflection w of the nth axle of the nth vehicle is expressed by equation (30). std The deflection w when (r) is replaced with time std (aw (C m ,n),t) are calculated. In equation (35), the function R(t) is expressed by equation (36). Figure 11 shows the deflection w std (a w (1,1),t)~w std (a w An example of (1,4),t) is shown below.

[0108]

number

[0109]

number

[0110] Also, according to equation (37), C m Deflection amount C due to the th vehicle std (C m , t) is calculated. T = Deflection C due to 16 railway cars 6 std (1,t)~C std (16,t) is shown.

[0111]

number

[0112] Furthermore, by using equation (38), the deflection amount T std (t) is calculated. T = Deflection T due to 16 railway cars 6 std An example of (t) is shown below.

[0113]

number

[0114] Approach time t i is the time when the leading axle of the leading vehicle of the railway vehicle 6 enters the bridge 5, and the exit time to is the time when the rear axle of the rearmost vehicle of the railway vehicle 6 exits the bridge 5, then the approach time t i and departure time t o are the deflection amounts T std For example, as shown in FIG. 14, the deflection amount T std In (t), the first falling part is the deflection w caused by the first axle of the first vehicle. std (a w (1,1),t), and the final rising part is the deflection w std (a w (16,4),t) is formed by the rising part. Therefore, the deflection amount T std By measuring the time of the first falling edge and the time of the last rising edge of (t), the approach time t i and departure time t o is obtained.

[0115] 1-2-3. Calculation of approach and exit times The measuring device 1 measures the deflection T std (t) is high-pass filtered to obtain the deflection waveform u M_hp (t) is calculated, and the deflection waveform u M_hp (t) and displacement waveform u α_hp (t) and approach time t i and departure time t o As mentioned above, the displacement waveform u α_hp (t) is the displacement u α This is the waveform of the displacement obtained by high-pass filtering (t). std The high-pass filtering of (t) involves the displacement u α The same high-pass filter as that used for the high-pass filter processing of (t) is used. std The deflection waveform u obtained by high-pass filtering (t) M_hp (t) is shown.

[0116] The measurement device 1 detects a tentative approach time t i_tmpand the tentative advance time t o_tmp In the period between α_hp The time when the amplitude of (t) first changes from positive to negative and the deflection waveform u M_hp The difference between the time when the amplitude of (t) first changes from positive to negative is the approach time correction value t i_cor The measurement device 1 calculates the tentative entry time t i_tmp and the tentative advance time t o_tmp In the period between α_hp The time when the amplitude of (t) last changes from negative to positive and the deflection waveform u M_hp The difference between the time when the amplitude of (t) last changed from negative to positive is the advance time correction value t o_cor Figure 16 shows the displacement waveform u shown in Figure 7. α_hp (t) and the deflection waveform u shown in Fig. 15 M_hp (t) and approach time correction value t i_cor and the advance time correction value t o_cor This shows the relationship between

[0117] Then, the measurement device 1 calculates the tentative approach time t i_tmp and approach time correction value t i_cor and the approach time t i In addition, the measurement device 1 calculates the tentative departure time t o_tmp and the advance time correction value t o_cor Adding this, the advance time t o Figure 17 shows the displacement u obtained by integrating the acceleration α(t) twice. α (t) and approach time t i and departure time t o As shown in Figure 17, the displacement u α The approach time t, which is different from the characteristic point of (t) i and departure time t o is calculated with high accuracy.

[0118]

number

[0119]

number

[0120] Furthermore, the measurement device 1 calculates the passing time t required for the railway vehicle 6 to pass over the bridge 5 as shown in equation (41). S At the time of advance t o and approach time t i The calculated transit time t S Using equation (42), the average speed v avg may be calculated.

[0121]

number

[0122]

number

[0123] 1-3. Measurement procedure 18 is a flow chart showing an example of the procedure of the measurement method according to the first embodiment. In this embodiment, the measurement device 1 executes the procedure shown in FIG.

[0124] As shown in Fig. 18, first, in an observation data acquisition step S10, the measurement device 1 acquires observation data output from a sensor 2, which is an observation device. The observation data includes a response to an action on an observation point R of a railway vehicle 6 traveling on a bridge 5. In this embodiment, the sensor 2 is an acceleration sensor provided on the bridge 5, and the observation data is acceleration data including acceleration as the response.

[0125] Next, in a tentative approach / exit time calculation step S20, the measurement device 1 calculates a tentative approach time t of the railway vehicle 6 to the bridge 5 based on the displacement of the bridge 5 obtained based on the acceleration data, which is the observation data acquired in step S10. i_tmp and the provisional advance time t o_tmpSpecifically, the measurement device 1 first performs a fast Fourier transform on the acceleration α(t) included in the acceleration data to calculate the power spectrum density, and then calculates the frequency of the lowest peak of the power spectrum density as the fundamental frequency f0. Next, the measurement device 1 integrates the acceleration α(t) twice as in the above-mentioned equation (1) to calculate the displacement u α Next, the measurement device 1 calculates the displacement u α (t) is processed by a high-pass filter to obtain the displacement waveform u α_hp (t) is calculated. The cutoff frequency f of this high-pass filter is C is lower than the fundamental frequency f0 of the vibration of the bridge 5 caused by the running of the railway vehicle 6 on the bridge 5. Therefore, the measurement device 1 uses high-pass filtering to generate a displacement waveform u in which drift noise and offset error in the low frequency range are reduced without reducing the fundamental frequency f0 of the vibration of the bridge 5. α_hp (t) can be calculated.

[0126] Then, the measurement device 1 measures the displacement waveform u α_hp The time of the first peak and the time of the last peak of the vibration of (t) are assumed to be the time t i_tmp and the provisional advance time t o_tmp Furthermore, the measurement device 1 calculates the virtual passing time t required for the railway vehicle 6 to pass over the bridge 5 as in the above-mentioned formula (2). S_tmp The assumed advance time t o_tmp and the tentative approach time t i_tmp It is calculated as the difference in time between

[0127] Next, in the vehicle number calculation step S30, the measurement device 1 calculates the number of vehicles by using the observation data acquired in step S10. Based on the acceleration data, the number of railcars C of railcars 6 T Specifically, the measurement device 1 calculates the tentative transit time t calculated in step S20 using the above-mentioned formula (3). S_tmp Based on the fundamental frequency f0, the number of railcars 6 C T Alternatively, the measurement device 1 calculates the displacement waveform u calculated in step S20. α_hp(t) is the tentative approach time t i_tmp and the tentative advance time t o_tmp By counting the number of vibrations during the period between T In addition, the number of trains C T If does not change, the measurement device 1 calculates the number of vehicles C based on the acceleration data output from the sensor 2. T Therefore, for example, the number of vehicles C T may be included in the environmental information. In this case, the measurement device 1 does not need to perform the process of the vehicle number calculation step S30.

[0128] Next, in the deflection calculation step S40, the measurement device 1 calculates the deflection of the bridge 5 using the above-mentioned equation (30), which is an approximation equation, and the tentative approach time t calculated in step S20. i_tmp and the provisional advance time t o_tmp and the environmental information including the dimensions of the railway vehicle 6 and the bridge 5, which have been created in advance, to calculate the deflection amount T of the bridge 5 due to the railway vehicle 6. std The measurement device 1 calculates the number of vehicles C (t) calculated in step S30. T , or the number of vehicles included in the environmental information C T Furthermore, the deflection amount T std Specifically, the measurement device 1 calculates the deflection amount T std Calculate (t).

[0129] Next, in the correction value calculation step S50, the measurement device 1 calculates the displacement of the bridge 5 obtained based on the observation data and the deflection amount T calculated in step S40. std Based on (t), the tentative entry time t calculated in step S20 i_tmp The approach time correction value t i_cor , and the tentative departure time t calculated in step S20 o_tmp The time correction value t o_cor An example of the procedure of the correction value calculation step S50 will be described later.

[0130] Next, in the approach / exit time calculation step S60, the measurement device 1 calculates the tentative approach time t i_tmp The approach time correction value t calculated in step S50 i_cor The time t of the railway vehicle 6 approaching the bridge 5 is calculated by adding i The provisional departure time t calculated in step S20 is calculated. o_tmp The advance time correction value t calculated in step S50 o_cor The time t o The measurement device 1 calculates the approach time t i Calculate the time of advance t o Calculate.

[0131] Next, in the passing speed calculation step S70, the measurement device 1 calculates the exit time t o and approach time t i The difference between the transit time t S and calculates the passing speed of the railway vehicle 6 on the bridge 5. For example, the measurement device 1 calculates the passing speed of the railway vehicle 6 as the average speed v avg may be calculated.

[0132] Next, in the measurement data output step S80, the measurement device 1 outputs the approach time t i and departure time t o , the passing speed calculated in step S70, the displacement waveform u calculated in step S20 α_hp The measurement device 1 outputs the measurement data including (t) etc. to the monitoring device 3. Specifically, the measurement device 1 transmits the measurement data to the monitoring device 3 via the communication network 4.

[0133] Then, the measuring device 1 repeats the processes of steps S10 to S80 until the measurement is completed in step S90.

[0134] FIG. 19 is a flowchart showing an example of the procedure of the correction value calculation step S50 in FIG.

[0135] As shown in FIG. 19, first, in step S51, the measurement device 1 uses a predetermined high-pass filter to measure the deflection amount T std (t) is a high pass filter. Filter processed deflection waveform u M_hp Calculate the deflection (t). std In the high-pass filter processing of (t), the displacement waveform u α_hp (t) to calculate the displacement u α The same high-pass filter as that used for the high-pass filtering of (t) is used. Therefore, the cutoff frequency of this high-pass filter is f C is lower than the fundamental frequency f0 of the vibration of the bridge 5 caused by the running of the railway vehicle 6 over the bridge 5. Therefore, the measurement device 1 uses high-pass filtering to obtain a deflection waveform u in which drift noise and offset error in the low frequency range are reduced without reducing the fundamental frequency f0 of the vibration of the bridge 5. M_hp (t) can be calculated.

[0136] Then, in step S52, the measurement device 1 calculates the displacement waveform u calculated in step S20 of FIG. α_hp (t) and the deflection waveform u calculated in step S51 M_hp (t) and the approach time correction value t i_cor and the advance time correction value t o_cor Specifically, the measurement device 1 calculates the tentative entry time t i_tmp and the tentative advance time t o_tmp In the period between α_hp The time when the amplitude of (t) first changes from positive to negative and the deflection waveform u M_hp The difference between the time when the amplitude of (t) first changes from positive to negative is the approach time correction value t i_cor The measurement device 1 calculates the tentative entry time t i_tmp and the tentative advance time t o_tmp In the period between α_hp The time when the amplitude of (t) last changes from negative to positive and the deflection waveform u M_hp The difference between the time when the amplitude of (t) last changed from negative to positive is the advance time correction value to_cor It is calculated as follows.

[0137] 1-4. Configuration of sensors, measuring devices and monitoring devices 20 is a diagram showing an example configuration of the sensor 2, the measuring device 1, and the monitoring device 3. As shown in FIG. 20, the sensor 2 includes a communication unit 21, an acceleration sensor 22, a processor 23, and a storage unit 24.

[0138] The storage unit 24 is a memory that stores various programs, data, etc. for the processor 23 to perform calculation processing and control processing. The storage unit 24 also stores programs, data, etc. for the processor 23 to realize predetermined application functions.

[0139] The acceleration sensor 22 detects acceleration occurring in each of the three axial directions.

[0140] The processor 23 executes an observation program 241 stored in the storage unit 24 to control the acceleration sensor 22, generate observation data 242 based on the acceleration detected by the acceleration sensor 22, and store the generated observation data 242 in the storage unit 24. In this embodiment, the observation data 242 is acceleration data.

[0141] 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 .

[0142] As shown in FIG. 20, the measurement device 1 includes a first communication unit 11, a second communication unit 12, a storage unit 13, and a processor .

[0143] The first communication unit 11 receives observation data 242 from the sensor 2 and outputs the received observation data 242 to the processor 14.

[0144] The storage unit 13 is a memory that stores programs, data, etc. for the processor 14 to perform calculation processing and control processing. The storage unit 13 also stores various programs, data, etc. for the processor 14 to realize predetermined application functions. The processor 14 may also receive various programs, data, etc. via the communication network 4 and store them in the storage unit 13.

[0145] The processor 14 generates 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.

[0146] In this embodiment, the processor 14 executes the measurement program 131 stored in the memory unit 13, thereby functioning as an observation data acquisition unit 141, a tentative approach / exit time calculation unit 142, a vehicle number calculation unit 143, a deflection amount calculation unit 144, a correction value calculation unit 145, an approach / exit time calculation unit 146, a passing speed calculation unit 147, and a measurement data output unit 148. That is, the processor 14 includes the observation data acquisition unit 141, the tentative approach / exit time calculation unit 142, the vehicle number calculation unit 143, the deflection amount calculation unit 144, the correction value calculation unit 145, the approach / exit time calculation unit 146, the passing speed calculation unit 147, and the measurement data output unit 148.

[0147] 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 observation data 133. That is, the observation data acquisition unit 141 performs the processing of the observation data acquisition step S10 in Fig. 18. In this embodiment, the observation data 133 is acceleration data.

[0148] The tentative approach / exit time calculation unit 142 calculates a tentative approach time t of the railway vehicle 6 to the bridge 5 based on the displacement of the bridge 5 obtained based on the acceleration data, which is the observation data 133 acquired by the observation data acquisition unit 141. i_tmp and the provisional advance time t o_tmpSpecifically, first, the tentative approach / exit time calculation unit 142 performs a fast Fourier transform on the acceleration α(t) included in the acceleration data to calculate the power spectrum density, and calculates the frequency of the lowest peak of the power spectrum density as the fundamental frequency f0. Next, the tentative approach / exit time calculation unit 142 integrates the acceleration α(t) twice as in the above-mentioned equation (1) to calculate the displacement u α Next, the tentative approach / exit time calculation unit 142 calculates the displacement u α (t) is processed by a high-pass filter to obtain the displacement waveform u α_hp (t) is calculated. The cutoff frequency f of this high-pass filter is C is lower than the fundamental frequency f0 of the vibration of the bridge 5 caused by the railway vehicle 6 traveling on the bridge 5. α_hp The time of the first peak and the time of the last peak of the vibration of (t) are assumed to be the time t i_tmp and the provisional advance time t o_tmp Furthermore, the provisional approach / exit time calculation unit 142 calculates the provisional passing time t required for the railway vehicle 6 to pass through the bridge 5 as in the above-mentioned formula (2). S_tmp The assumed advance time t o_tmp and the tentative approach time t i_tmp That is, the tentative approach / exit time calculation unit 142 performs the process of tentative approach / exit time calculation step S20 in FIG.

[0149] The vehicle number calculation unit 143 calculates the number of railcars 6 C based on the acceleration data, which is the observation data 133 acquired by the observation data acquisition unit 141. T Specifically, the vehicle number calculation unit 143 calculates the provisional passage time t calculated by the provisional entry / exit time calculation unit 142 using the above-mentioned formula (3). S_tmp Based on the fundamental frequency f0, the number of railcars 6 C T Alternatively, the vehicle number calculation unit 143 calculates the displacement waveform u calculated by the tentative entry / exit time calculation unit 142. α_hp (t) is the tentative approach time t i_tmp and the tentative advance time t o_tmpBy counting the number of vibrations during the period between T That is, the vehicle number calculation unit 143 performs the process of the vehicle number calculation step S30 in FIG. 18. Note that the number of vehicles C T If the vehicle number does not change, the vehicle number calculation unit 143 calculates the vehicle number C based on the acceleration data output from the sensor 2. T Therefore, for example, the number of vehicles C T may be included in the environmental information 132. In this case, the processor 14 does not need to include the vehicle number calculation unit 143.

[0150] The deflection amount calculation unit 144 calculates the deflection of the bridge 5 by the above-mentioned equation (30), which is an approximation equation, and the tentative approach time t calculated by the tentative approach / exit time calculation unit 142. i_tmp and the provisional advance time t o_tm p and the environmental information 132 including the dimensions of the railway vehicle 6 and the bridge 5, which are created in advance, to calculate the deflection T of the bridge 5 caused by the railway vehicle 6. std The deflection calculation unit 144 calculates the number of vehicles C (t) calculated by the vehicle number calculation unit 143. T , or the number of vehicles C included in the environmental information 132 T Furthermore, the deflection amount T std Specifically, the deflection calculation unit 144 calculates the deflection T std That is, the deflection calculation unit 144 performs the processing of the deflection calculation step S40 in FIG.

[0151] The correction value calculation unit 145 calculates the displacement of the bridge 5 based on the observation data 133 and the deflection T calculated by the deflection calculation unit 144. std The provisional approach time t calculated by the provisional approach / exit time calculation unit 142 based on (t) i_tmp The approach time correction value t i_cor , and the tentative approach / exit time t calculated by the tentative approach / exit time calculation unit 142 o_tmp The time correction value t o_corSpecifically, first, the correction value calculation unit 145 calculates the deflection amount T std (t) is high-pass filtered to obtain the deflection waveform u M_hp (t), and the provisional approach / departure time calculation unit 142 calculates the displacement waveform u α_hp (t) and the calculated deflection waveform u M_hp (t) and the approach time correction value t i_cor , and the advance time correction value t o_cor The correction value calculation unit 145 calculates the tentative approach time t i_tmp and the tentative advance time t o_tmp In the period between α_hp The time when the amplitude of (t) first changes from positive to negative and the deflection waveform u M_hp The difference between the time when the amplitude of (t) first changes from positive to negative is the approach time correction value t i_cor The correction value calculation unit 145 may also calculate the provisional approach time t i_tmp and the tentative advance time t o_tmp In the period between α_hp The time when the amplitude of (t) last changes from negative to positive and the deflection waveform u M_hp The difference between the time when the amplitude of (t) last changed from negative to positive is the advance time correction value t o_cor That is, the correction value calculation unit 145 performs the process of the correction value calculation step S50 in Fig. 18, specifically, the processes of steps S51 and S52 in Fig. 19.

[0152] The approach / exit time calculation unit 146 calculates the tentative approach time t i_tmp The correction value calculation unit 145 calculates the approach time correction value t i_cor The time t of the railway vehicle 6 approaching the bridge 5 is calculated by adding i The provisional approach / exit time calculation unit 142 calculates the provisional exit time t o_tmp The correction value calculation unit 145 calculates the advance time correction value t o_cor The time t o The approach / exit time calculation unit 146 calculates the approach time t iCalculate the time of advance t o That is, the approach / exit time calculation unit 146 performs the process of the approach / exit time calculation step S60 in FIG.

[0153] The passing speed calculation unit 147 calculates the exit time t o and approach time t i The difference between the transit time t S and calculates the passing speed of the railway vehicle 6 on the bridge 5. For example, the passing speed calculation unit 147 calculates the passing speed of the railway vehicle 6 by using the above-mentioned equation (42) as the average speed v avg That is, the passing speed calculation unit 147 performs the process of the passing speed calculation step S70 in FIG.

[0154] Approach time t calculated by approach / exit time calculation unit 146 i and departure time t o , the passing speed calculated by the passing speed calculation unit 147, the displacement waveform u calculated by the tentative approach / exit time calculation unit 142 α_hp (t) and the like are stored in the storage unit 13 as at least a part of the measurement data 134.

[0155] The measurement data output unit 148 reads out 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 148, the second communication unit 12 transmits 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 148 The measurement data output step S80 in FIG. 18 is performed.

[0156] In this way, the measurement program 131 is a program that causes the measurement device 1, which is a computer, to execute each procedure of the flowchart shown in FIG.

[0157] As shown in FIG. 20, 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.

[0158] 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 .

[0159] The display unit 33 displays various types of 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 an abbreviation for Electro Luminescence.

[0160] The operation unit 34 outputs operation data corresponding to an operation by the user to the processor 32. The operation unit 34 may be, for example, an input device such as a mouse, a keyboard, or a microphone.

[0161] The storage unit 35 is a memory that stores various programs, data, etc. for the processor 32 to perform calculation processing and control processing. The storage unit 35 also stores programs, data, etc. for the processor 32 to realize predetermined application functions.

[0162] The processor 32 acquires the measurement data 134 received by the communication unit 31, and based on the acquired measurement data 134, evaluates the changes over time in the passing speed of the railway vehicle 6 and the displacement of the bridge 5 to generate evaluation information, and displays the generated evaluation information on the display unit 33.

[0163] In this embodiment, the processor 32 executes a monitoring program 351 stored in the storage unit 35 to function as a measurement data acquisition unit 321 and a monitoring unit 322. That is, the processor 32 includes the measurement data acquisition unit 321 and the monitoring unit 322.

[0164] 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.

[0165] The monitoring unit 322 evaluates the passing speed of the railway vehicle 6 based on the measurement data sequence 352 stored in the memory unit 35, and also statistically evaluates changes in the displacement of the bridge 5 over time. The monitoring unit 322 then generates evaluation information indicating the evaluation results and displays the generated evaluation information on the display unit 33. The user can monitor the passing speed of the railway vehicle 6 and the state of the bridge 5 based on the evaluation information displayed on the display unit 33.

[0166] The monitoring unit 322 may perform processes such as monitoring the railway vehicle 6 and determining abnormalities in the bridge 5 based on the measurement data sequence 352 stored in the storage unit 35.

[0167] Furthermore, the processor 32 transmits information for adjusting the operating conditions of the measuring device 1 and the sensor 2 to the measuring device 1 via the communication unit 31 based on operation data output from the operation unit 34. The operating conditions of the measuring device 1 are adjusted based on the information received via the second communication unit 12. The measuring device 1 also transmits 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 operating conditions of the sensor 2 are adjusted based on the information received via the communication unit 21.

[0168] The functions of the processors 14, 23, and 32 may be realized by individual hardware components, or may be realized by integrated hardware components. For example, the processors 14, 23, and 32 may include hardware components, and the hardware components 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 be a CPU, a GPU, a DSP, or the like. CPU is an abbreviation for Central Processing Unit, and GPU is an abbreviation for Graphics Processing Unit. DSP is an abbreviation for Digital Signal Processor. The processors 14, 23, and 32 may be configured as custom ICs such as ASICs to realize the functions of each section, or the functions of each section may be realized by a CPU and an ASIC. ASIC is an abbreviation for Application Specific Integrated Circuit, and IC is an abbreviation for Integrated Circuit. be.

[0169] The storage units 13, 24, and 35 are configured by, for example, various types of IC memory such as ROM, flash ROM, and RAM, as well as recording media such as hard disks and memory cards. ROM is an abbreviation for Read Only Memory, RAM is an abbreviation for Random Access Memory, and IC is an abbreviation for Integrated Circuit. The storage units 13, 24, and 35 include non-volatile information storage devices that are computer-readable devices or media, and various programs, data, and the like may be stored in the information storage devices. The information storage devices may be optical disks such as DVDs and CDs, hard disk drives, or various types of memory such as card-type memories and ROMs.

[0170] 20 shows only one sensor 2, multiple sensors 2 may each generate observation data 242 and transmit it to the measurement device 1. In this case, the measurement device 1 receives the multiple pieces of observation data 242 transmitted from the multiple sensors 2, generates multiple pieces of measurement data 134, and transmits them to the monitoring device 3. The monitoring device 3 also receives the multiple pieces of measurement data 134 transmitted from the measurement device 1, and monitors the passing speed of the railway vehicle 6 and the state of the bridge 5 based on the received multiple pieces of measurement data 134.

[0171] 1-5.Effects As described above, in the measurement method of the first embodiment, the measurement device 1 measures the displacement u of the bridge 5 obtained based on the observation data. α Based on (t), the provisional approach time t of the railway vehicle 6 to the bridge 5 isi_tmp and the provisional advance time t o_tmp , and a tentative approach time t is calculated based on the above-mentioned equation (30), which is an approximation of the deflection of the bridge 5, and the environmental information. i_tmp At the time t, the railway vehicle 6 enters the bridge 5. o_tmp The theoretical deflection of bridge 5 when railway vehicle 6 advances across bridge 5 is T std (t) is calculated. std Since (t) does not include unnecessary vibrations such as environmental vibrations, the measurement device 1 can measure the displacement u of the bridge 5 obtained based on the observation data. α (t) and deflection T std Based on (t), the tentative approach time t i_tmp The approach time correction value t i_cor , and the tentative advance time t o_tmp The time correction value t o_cor In particular, the measurement device 1 can accurately calculate the displacement waveform u in which drift noise and offset errors in the low frequency range have been reduced by high-pass filtering. α_hp (t) and the deflection waveform u M_hp By comparing with (t), the approach time correction value t i_cor and the advance time correction value t o_cor Therefore, according to the measurement method of the first embodiment, the measurement device 1 can accurately calculate the entry time correction value t i_cor and the advance time correction value t o_cor Using this, the approach time t i and departure time t o can be calculated with high accuracy.

[0172] Furthermore, according to the measurement method of the first embodiment, the measurement device 1 counts the number C of railway vehicles 6 traveling on the bridge 5. T Even if is unknown, the number of vehicles C T Calculate the deflection of bridge 5, T std (t) can be calculated with high accuracy. Number of road vehicles 6 C T is determined in advance, the measurement device 1 calculates the number of vehicles C included in the environmental information.T Using this, the deflection of bridge 5, T std By calculating (t), the calculation load is reduced.

[0173] 2. Second embodiment In the following, the second embodiment will be described mainly with respect to the differences from the first embodiment, with the same components as those in the first embodiment being given the same reference numerals and explanations that overlap with those in the first embodiment being omitted or simplified.

[0174] In the second embodiment, the observation device is not an acceleration sensor but a displacement meter or an image measuring device. The displacement meter is, for example, a contact-type displacement meter, a ring-type displacement meter, a laser displacement meter, a pressure-sensitive sensor, or a displacement measuring device using optical fiber, and detects displacement as a response to an action on each axle of the railway vehicle 6 at observation point R. The image measuring device detects displacement as a response to an action on each axle of the railway vehicle 6 at observation point R by image processing.

[0175] As an example, FIG. 21 shows a configuration example of a measurement system 10 using a ring-type displacement meter as the observation device. FIG. 22 shows a configuration example of a measurement system 10 using an image measuring device as the observation device. In FIGS. 21 and 22, the same components as those in FIG. 1 are assigned the same reference numerals, and their description will be omitted. In the measurement system 10 shown in FIG. 21, a piano wire 41 is fixed between the upper surface of a ring-type displacement meter 40 and the lower surface of a main girder G located directly above it. The ring-type displacement meter 40 measures the displacement of the piano wire 41 due to 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-type displacement meter 40. In the measurement system 10 shown in FIG. 22, a camera 50 transmits an image of a target 51 attached to the side of the main girder G to the measurement device 1. The measuring device 1 processes the image transmitted from the camera 50, calculates the displacement of the target 51 due to the deflection of the upper structure 7, generates displacement data, and generates measurement data 134 based on the generated displacement data. In the example of Fig. 22, the measuring device 1 generates the displacement data as an image measuring device, but an image measuring device (not shown) different from the measuring device 1 may also generate the displacement data by image processing.

[0176] In the second embodiment, first, the measurement device 1 calculates the displacement u of the bridge 5 obtained based on the observation data output from the observation device. d Based on (t), the provisional approach time t of the railway vehicle 6 to the bridge 5 is i_tmp and the provisional advance time t o_tmp Calculate the displacement u d If the observation device is a displacement meter, (t) is included in the displacement data, which is the observation data, and if the observation device is an image measuring device, it can be obtained by processing the image, which is the observation data. d An example of (t) is shown below.

[0177] Next, the measurement device 1 measures the displacement u that occurs when the railway vehicle 6 passes through the bridge 5. d The time of the first peak and the time of the last peak of the vibration of the waveform (t) are assumed to be the tentative approach time t i_tmp and the provisional advance time t o_tmpThe displacement u d (t) and the tentative approach time t i_tmp and the provisional advance time t o_tmp An example of the relationship is shown below.

[0178] In addition, the measurement device 1 calculates the tentative transit time t S_tmp and number of railcars C of 6 T Calculate the deflection T due to the railway vehicle 6 using the above equations (2) to (38). std (t) is calculated. As in the first embodiment, the number of vehicles C T 24. d (t) is shown by a solid line, and the deflection amount T std (t) is shown by the dashed line. As shown in Figure 25, the displacement u d (t) and deflection T std The amplitude is different from (t).

[0179] The measuring device 1 measures the deflection T std The amplitude of (t) is the displacement u d In order to adjust the amplitude to match that of (t), the amplitude adjustment amount M is calculated using equation (43). The amplitude adjustment amount M is the displacement u d Average amplitude of (t) and deflection T std The time t1 and t2 are the tentative approach time t i_tmp and the tentative advance time t o_tmp Any two times between

[0180]

number

[0181] As shown in equation (44), the deflection T std By multiplying (t) by the amplitude adjustment amount M, the deflection amount T std (t) amplitude-adjusted deflection waveform u M (t) is obtained.

[0182]

number

[0183] The measurement device 1 detects a tentative approach time t i_tmp and the tentative advance time t o_tmp In the period between any threshold Th and the displacement u d The time of the first intersection with (t), the threshold value Th, and the deflection waveform u M The difference between the time of the first intersection and the time of the first intersection is the approach time correction value t i_cor The measurement device 1 calculates the tentative entry time t i_tmp and the tentative advance time t o_tmp In the period between the threshold Th and the displacement u d The time of the last intersection with (t), the threshold value Th, and the deflection waveform u M The difference between the time of the last intersection and the time of the last intersection is the advance time correction value t o_cor The displacement u shown in Figure 25 is calculated as follows. d (t) and the deflection T shown in Figure 25 std (t) amplitude-adjusted deflection waveform u M (t) and approach time correction value t i_cor and the advance time correction value t o_cor In the example of Fig. 26, the threshold value Th is "-0.5".

[0184] Then, the measurement device 1 calculates the tentative approach time t i_tmp and approach time correction value t i_cor and the approach time t i In addition, the measurement device 1 calculates the tentative advance time t o_tmp and the advance time correction value t o_cor Adding this, the advance time t o Calculate.

[0185] Furthermore, the measurement device 1 calculates the passing time t required for the railway vehicle 6 to pass over the bridge 5 as in the above-mentioned equation (41). S At the time of advance t o and approach time t i The calculated transit time t SUsing the above equation (42), the average speed v avg may be calculated.

[0186] A flowchart showing an example of the procedure of the measurement method of the second embodiment is omitted because it is the same as Fig. 18. The processes of the observation data acquisition step S10, tentative entry / exit time calculation step S20, vehicle number calculation step S30, deflection amount calculation step S40, entry / exit time calculation step S60, passing speed calculation step S70, and measurement data output step S80 in the measurement method of the second embodiment are the same as those in the first embodiment, so their explanations are omitted.

[0187] In the measurement method of the second embodiment, similarly to the first embodiment, in the correction value calculation step S50, the measurement device 1 calculates the displacement of the bridge 5 obtained based on the observation data and the deflection amount T calculated in step S40 of FIG. std Based on (t), the tentative entry time t calculated in step S20 of FIG. i_tmp The approach time correction value t i_cor , and the tentative exit time t calculated in step S20 of FIG. o_tmp Advance time correction to correct the error Value t o_cor However, in the second embodiment, the procedure of the correction value calculation step S50 is different from that in the first embodiment.

[0188] FIG. 27 is a flowchart showing an example of the procedure of the correction value calculation step S50 in FIG. 18 in the second embodiment.

[0189] As shown in FIG. 27, first, in step S53, the measurement device 1 measures the deflection amount T std The amplitude of (t) is calculated based on the observed data and the displacement u of bridge 5. d Adjust the amplitude of the deflection waveform u to match the amplitude of (t) M The measuring device 1 calculates the amplitude adjustment amount M using the above-mentioned equation (43), and calculates the deflection amount T std By multiplying (t) by the amplitude adjustment amount M, the deflection waveform uM Calculate (t).

[0190] Then, in step S54, the measurement device 1 calculates the displacement u d The waveform of (t) and the deflection waveform u calculated in step S53 M (t) and the approach time correction value t i_cor and the advance time correction value t o_cor Specifically, the measurement device 1 calculates the tentative entry time t i_tmp and the tentative advance time t o_tmp In the period between any threshold Th and the displacement u d The time of the first intersection with (t), the threshold value Th, and the deflection waveform u M The difference between the time of the first intersection and the time of the first intersection is the approach time correction value t i_cor The measurement device 1 calculates the tentative entry time t i_tmp and the tentative advance time t o_tmp In the period between the threshold Th and the displacement u d The time of the last intersection with (t), the threshold value Th, and the deflection waveform u M The difference between the time of the last intersection and the time of the last intersection is the advance time correction value t o_cor It is calculated as follows.

[0191] The configurations of the measuring device 1 and monitoring device 3 in the second embodiment are the same as those in Figure 20, and the configuration of the sensor 2 in the second embodiment is the same as that in Figure 20 except that it is equipped with a displacement detection unit or image generation unit instead of the acceleration sensor 22, so they are not shown in the illustration.

[0192] In the measurement device 1 of the second embodiment, the correction value calculation unit 145 calculates the displacement of the bridge 5 obtained based on the observation data 133 and the deflection T calculated by the deflection calculation unit 144. std The provisional approach time t calculated by the provisional approach / exit time calculation unit 142 based on (t) i_tmp The approach time correction value t i_cor , and the tentative approach / exit time t calculated by the tentative approach / exit time calculation unit 142 o_tmp The time correction value t o_cor Specifically, first, the correction value calculation unit 145 calculates the deflection amount Tstd The amplitude of (t) is calculated based on the observation data 133. d Adjust the amplitude of the deflection waveform u to match the amplitude of (t) M The correction value calculation unit 145 calculates the amplitude adjustment amount M using the above-mentioned equation (43), and calculates the deflection amount T std By multiplying (t) by the amplitude adjustment amount M, the deflection waveform u M Then, the correction value calculation unit 145 may calculate the displacement u d (t) waveform and the calculated deflection waveform u M (t) and the approach time correction value t i_cor and the advance time correction value t o_cor The correction value calculation unit 145 calculates the tentative approach time t i_tmp and the tentative advance time t o_tmp In the period between any threshold Th and the displacement u d The time of the first intersection with (t), the threshold value Th, and the deflection waveform u M The difference between the time of the first intersection and the time of the first intersection is the approach time correction value t i_cor The measurement device 1 may calculate the tentative entry time t i_tmp and the tentative advance time t o_tmp In the period between the threshold Th and the displacement u d The time of the last intersection with (t), the threshold value Th, and the deflection waveform u M The difference between the time of the last intersection and the time of the last intersection is the advance time correction value t o_cor That is, the correction value calculation unit 145 performs the process of the correction value calculation step S50 in Fig. 18, specifically, the processes of steps S53 and S54 in Fig. 27.

[0193] Other functions of the measuring device 1 in the second embodiment are the same as those in the first embodiment, and therefore the description thereof will be omitted. The functions of the sensor 2 in the second embodiment are similar to those in the first embodiment except that the sensor 2 detects displacement or generates an image instead of detecting acceleration, and therefore a description thereof will be omitted.

[0194] As described above, in the measurement method of the second embodiment, the observation device is a displacement meter or an image measurement device, so the measurement device 1 does not need to perform processing such as integration on the observation data, and the displacement u of the bridge 5 that does not include drift noise or offset error in the low frequency range can be obtained. d Therefore, the measurement device 1 can obtain the displacement u d (t) and deflection T std Since there is no need to perform high-pass filtering on (t), the calculation load is reduced and the displacement u d (t) waveform and amplitude-adjusted deflection waveform u M By comparing with (t), the approach time correction value t i_cor and the advance time correction value t o_cor Therefore, according to the measurement method of the second embodiment, the measurement device 1 can accurately calculate the approach time correction value t i_cor and the advance time correction value t o_cor Using this, the approach time t i and departure time t o can be calculated with high accuracy.

[0195] In addition, the measurement method of the second embodiment can achieve the same effects as the measurement method of the first embodiment.

[0196] 3. Variations The present invention is not limited to the present embodiment, and various modifications are possible within the scope of the present invention.

[0197] For example, in each of the above embodiments, each sensor 2 is provided on the main girder G of the superstructure 7, but it may also be provided on the surface or interior of the superstructure 7, the underside of the deck F, the pier 8a, etc.

[0198] In the first embodiment, the sensor 2, which is the observation device, is an acceleration sensor, but as in the second embodiment, the observation device may be a displacement meter or an image measuring device. In this case, in the tentative approach / exit time calculation step S20 in FIG. 18, the measurement device 1 first calculates the displacement u of the bridge 5 obtained based on the observation data output from the displacement meter or the image measuring device.d (t) is subjected to fast Fourier transform to calculate the power spectrum density, and the frequency of the lowest peak of the power spectrum density is calculated as the fundamental frequency f0. Next, the measurement device 1 calculates the cutoff frequency f C The displacement u is calculated using a predetermined high-pass filter whose fundamental frequency is lower than f0. d (t) is processed by a high-pass filter to obtain the displacement waveform u d_hp Then, the measurement device 1 calculates u d_hp The time of the first peak and the time of the last peak of the vibration of (t) are assumed to be the time t i_tmp and the provisional advance time t o_tmp The displacement waveform u d_hp (t) and the tentative approach time t i_tmp and the provisional advance time t o_tmp An example of the relationship is shown below.

[0199] In addition, in the correction value calculation step S50 of FIG. 18, the measurement device 1 calculates the displacement u of the bridge 5 obtained based on the observation data. d (t) and the deflection T calculated in step S40 of Figure 18 std Based on (t), the tentative entry time t calculated in step S20 of FIG. i_tmp The approach time correction value t i_cor , and the tentative exit time t calculated in step S20 of FIG. o_tmp The time correction value t o_cor Specifically, the measurement device 1 calculates the deflection amount T using the same high-pass filter as used in step S20. std (t) is high-pass filtered to obtain the deflection waveform u M_hp Then, the measurement device 1 calculates the displacement waveform u d_hp (t) and the deflection waveform u M_hp (t) and the approach time correction value t i_cor and the advance time correction value t o_cor The measurement device 1 calculates the tentative entry time t i_tmp and the tentative advance time t o_tmp In the period between d_hpThe time when the amplitude of (t) first changes from positive to negative and the deflection waveform u M _hp The difference between the time when the amplitude of (t) first changes from positive to negative is the approach time correction value t i_cor The measurement device 1 calculates the tentative entry time t i_tmp and the tentative advance time t o_tmp In the period between d_hp The time when the amplitude of (t) last changes from negative to positive and the deflection waveform u M_hp The difference between the time when the amplitude of (t) last changed from negative to positive is the advance time correction value t o_cor Figure 29 shows the displacement waveform u shown in Figure 28. d_hp (t) and the deflection waveform u shown in Fig. 15 M_hp (t) and approach time correction value t i_cor and the advance time correction value t o_cor This shows the relationship between

[0200] Then, in the approach / exit time calculation step S60 in FIG. 18, the measurement device 1 calculates the tentative approach time t i_tmp The approach time correction value t calculated in step S50 of FIG. i_cor The time t of the railway vehicle 6 approaching the bridge 5 is calculated by adding i Calculate the provisional exit time t calculated in step S20 of FIG. o_tmp The advance time correction value t calculated in step S50 of FIG. o_cor The time t o That is, the measurement device 1 calculates the approach time t i Calculate the time of advance t o Figure 30 shows the displacement u d (t) and approach time t i and departure time t o As shown in Figure 30, the displacement u d The approach time t, which is different from the characteristic point of (t) i and departure time t o is calculated with high accuracy.

[0201] The above-described embodiment and modifications are merely examples, and the present invention is not limited to these. For example, the embodiments and modifications can be combined as appropriate.

[0202] The present invention includes configurations that are substantially the same as the configurations described in the embodiments, for example, configurations with the same functions, methods, and results, or configurations with the same purpose and effects. The present invention also includes configurations that replace non-essential parts of the configurations described in the embodiments. The present invention also includes configurations that achieve the same effects or purposes as the configurations described in the embodiments. The present invention also includes configurations that add publicly known technology to the configurations described in the embodiments.

[0203] The following can be derived from the above-described embodiment and modifications.

[0204] One aspect of the measurement method is an observation data acquisition step of acquiring observation data output from an observation device that observes an observation point on a bridge, the observation data including a response to an action on the observation point by a railway vehicle traveling on the bridge; a tentative approach / exit time calculation step of calculating a tentative approach time and a tentative exit time of the railway vehicle with respect to the bridge based on the displacement of the bridge obtained based on the observation data; a deflection amount calculation step of calculating the amount of deflection of the bridge caused by the railway vehicle based on an approximation formula for the deflection of the bridge, the tentative approach time and the tentative exit time, and environmental information including dimensions of the railway vehicle and dimensions of the bridge that has been created in advance; a correction value calculation step of calculating an approach time correction value for correcting an error in the tentative approach time and a departure time correction value for correcting an error in the tentative departure time based on the displacement and the deflection amount; an approach / exit time calculation process of calculating an approach time of the railway vehicle relative to the bridge by adding the approach time correction value to the tentative approach time, and calculating an exit time of the railway vehicle relative to the bridge by adding the exit time correction value to the tentative exit time; Includes.

[0205] In this measurement method, the provisional approach time and provisional exit time of a railway vehicle are calculated based on the bridge displacement obtained from observation data, and the theoretical deflection of the bridge is calculated based on an approximate equation for bridge deflection and environmental information when the railway vehicle enters the bridge at the provisional approach time and leaves the bridge at the provisional exit time. This deflection is calculated by taking into account environmental vibrations, etc. Because it does not include unnecessary vibrations, it is possible to accurately calculate an approach time correction value for correcting an error in the tentative approach time and an exit time correction value for correcting an error in the tentative exit time based on the bridge displacement and deflection amount obtained from the observation data. Therefore, according to this measurement method, the approach time and exit time correction value can be used to accurately calculate the approach time and exit time of a railway vehicle relative to a bridge.

[0206] In one aspect of the measurement method, The environmental information may include the number of railcars.

[0207] This measurement method, assuming that the number of railway vehicles traveling on the bridge is predetermined, can calculate the amount of bridge deflection using the number of vehicles included in the environmental information, without calculating the number of vehicles based on observation data, thereby reducing the calculation load.

[0208] One aspect of the measurement method is The method further includes a vehicle number calculation step of calculating the number of the railway vehicles based on the observation data, In the deflection amount calculation step, the deflection amount may be calculated based on the number of vehicles.

[0209] According to this measurement method, the number of vehicles is calculated based on observed data, so even if the number of railway vehicles is unknown, the amount of bridge deflection can be calculated with high accuracy.

[0210] In one aspect of the measurement method, In the tentative approach / departure time calculation step, a predetermined high-pass filter is used to high-pass filter the displacement to calculate a displacement waveform; The correction value calculation step a step of calculating a deflection waveform by high-pass filtering the deflection amount using the high-pass filter; a step of comparing the displacement waveform with the deflection waveform to calculate the approach time correction value and the departure time correction value; may include:

[0211] According to this measurement method, by comparing the displacement waveform and the deflection waveform, both of which have had low-frequency drift noise and offset errors reduced by high-pass filtering, the approach time correction value and the departure time correction value can be calculated with high accuracy.

[0212] In one aspect of the measurement method, The cutoff frequency of the high-pass filter may be lower than a fundamental frequency of vibration of the bridge caused by the railway vehicle traveling across the bridge.

[0213] According to this measurement method, high-pass filtering can be used to calculate displacement and deflection waveforms with reduced drift noise and offset errors in the low-frequency range, without reducing the fundamental frequency of the bridge vibration.

[0214] In one aspect of the measurement method, The correction value calculation step calculating a deflection waveform by adjusting the amplitude of the deflection to match the amplitude of the displacement; a step of comparing the waveform of the displacement with the waveform of the deflection to calculate the approach time correction value and the departure time correction value; may include:

[0215] Bridge displacement, which can be obtained without performing integration or other processing on the observed data, does not contain low-frequency drift noise or offset errors. Therefore, with this measurement method, there is no need to perform high-pass filtering on the displacement or deflection amount, reducing the calculation load, and by comparing the displacement waveform with the amplitude-adjusted deflection waveform, it is possible to accurately calculate the approach time correction value and exit time correction value.

[0216] In one aspect of the measurement method, The observation device may be an acceleration sensor, a displacement meter, or an image measuring device.

[0217] In one aspect of the measurement method, The bridge may be a structure in which BWIM (Bridge Weigh in Motion) functions.

[0218] One aspect of the measurement device is an observation data acquisition unit that acquires observation data output from an observation device that observes an observation point on a bridge, the observation data including a response to an action on the observation point by a railway vehicle traveling on the bridge; a tentative approach / exit time calculation unit that calculates a tentative approach time and a tentative exit time of the railway vehicle with respect to the bridge based on the displacement of the bridge obtained based on the observation data; a deflection amount calculation unit that calculates the amount of deflection of the bridge caused by the railway vehicle based on an approximation formula for the deflection of the bridge, the tentative approach time and the tentative exit time, and environmental information that includes dimensions of the railway vehicle and dimensions of the bridge that have been created in advance; a correction value calculation unit that calculates an approach time correction value for correcting an error in the tentative approach time and a departure time correction value for correcting an error in the tentative departure time based on the displacement and the deflection amount; an approach / exit time calculation unit that calculates an approach time of the railway vehicle relative to the bridge by adding the approach time correction value to the tentative approach time, and calculates an exit time of the railway vehicle relative to the bridge by adding the exit time correction value to the tentative exit time; Includes.

[0219] This measurement device calculates a tentative approach time and a tentative exit time of a railway vehicle relative to a bridge based on bridge displacement obtained from observation data, and calculates a theoretical amount of bridge deflection when the railway vehicle approaches the bridge at the tentative approach time and exits the bridge at the tentative exit time based on an approximation equation for bridge deflection and environmental information. Because this deflection does not include unnecessary vibrations such as environmental vibrations, the measurement device can accurately calculate an approach time correction value for correcting an error in the tentative approach time and an exit time correction value for correcting an error in the tentative exit time based on the bridge displacement and deflection obtained from the observation data. Therefore, this measurement device can accurately calculate the approach time and exit time of a railway vehicle relative to a bridge using the approach time correction value and the exit time correction value.

[0220] One aspect of the measurement system is One aspect of the measurement device; the observation device; Equipped with.

[0221] One aspect of the measurement program is an observation data acquisition step of acquiring observation data output from an observation device that observes an observation point on a bridge, the observation data including a response to an action on the observation point by a railway vehicle traveling on the bridge; a tentative approach / exit time calculation step of calculating a tentative approach time and a tentative exit time of the railway vehicle with respect to the bridge based on the displacement of the bridge obtained based on the observation data; The approximate equation for the deflection of the bridge, the tentative approach time and the tentative exit time, and a previously prepared a deflection amount calculation step of calculating a deflection amount of the bridge caused by the railway vehicle based on environmental information including the dimensions of the railway vehicle and the dimensions of the bridge; a correction value calculation step of calculating an approach time correction value for correcting an error in the tentative approach time and a departure time correction value for correcting an error in the tentative departure time based on the displacement and the deflection amount; an approach / exit time calculation process of calculating an approach time of the railway vehicle relative to the bridge by adding the approach time correction value to the tentative approach time, and calculating an exit time of the railway vehicle relative to the bridge by adding the exit time correction value to the tentative exit time; to be executed by the computer.

[0222] In this measurement program, the computer calculates tentative approach and exit times for a railway vehicle relative to a bridge based on bridge displacement obtained from observation data, and calculates the theoretical amount of bridge deflection that would occur if the railway vehicle approached the bridge at the tentative approach time and exited the bridge at the tentative exit time based on an approximate equation for bridge deflection and environmental information. Because this deflection does not include unnecessary vibrations such as environmental vibrations, the computer can accurately calculate an approach time correction value for correcting an error in the tentative approach time and an exit time correction value for correcting an error in the tentative exit time based on the bridge displacement and deflection obtained from the observation data. Therefore, according to this measurement program, the computer can accurately calculate the approach and exit times for a railway vehicle relative to a bridge using the approach time correction value and the exit time correction value. [Explanation of symbols]

[0223] 1...measuring device, 2...sensor, 3...monitoring device, 4...communication network, 5...bridge, 6...railway vehicle, 7...superstructure, 7a...bridge deck, 7b...bearing, 7c...rail, 7d...sleeper, 7e...ballast, F...deck, G...main girder, 8...substructure, 8a...pier, 8b...abutment, 10...measuring system, 11...first communication unit, 12...second communication unit, 13...memory unit, 14...processor, 21...communication unit, 22...acceleration sensor, 23...processor, 24...memory unit, 31...communication unit, 32...processor, 33...display unit, 34...operation unit, 35...memory unit, 40...link g-type 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... tentative approach / exit time calculation unit, 143... vehicle number calculation unit, 144... deflection amount calculation unit, 145... correction value calculation unit, 146... approach / exit time calculation unit, 147... passing speed calculation unit, 148... measurement data output unit, 241... observation program, 242... observation data, 321... measurement data acquisition unit, 322... monitoring unit, 351... monitoring program, 352... measurement data string

Claims

1. an observation data acquisition step of acquiring observation data output from an observation device that observes an observation point on a bridge, the observation data including a response to an action on the observation point by a railway vehicle traveling on the bridge; a tentative approach / exit time calculation step of calculating a tentative approach time and a tentative exit time of the railway vehicle with respect to the bridge based on the displacement of the bridge obtained based on the observation data; a deflection amount calculation step of calculating the amount of deflection of the bridge caused by the railway vehicle based on an approximation formula for the deflection of the bridge, the tentative approach time and the tentative exit time, and environmental information including dimensions of the railway vehicle and dimensions of the bridge that has been created in advance; a correction value calculation step of calculating an approach time correction value for correcting an error in the tentative approach time and a departure time correction value for correcting an error in the tentative departure time based on the displacement and the deflection amount; an approach / exit time calculation process of calculating an approach time of the railway vehicle relative to the bridge by adding the approach time correction value to the tentative approach time, and calculating an exit time of the railway vehicle relative to the bridge by adding the exit time correction value to the tentative exit time; Measurement methods, including:

2. In claim 1, A measurement method in which the environmental information includes the number of railroad vehicles.

3. In claim 1, The method further includes a vehicle number calculation step of calculating the number of the railway vehicles based on the observation data, In the deflection amount calculation step, the deflection amount is calculated based on the number of vehicles.

4. In claim 1, In the tentative approach / departure time calculation step, a predetermined high-pass filter is used to high-pass filter the displacement to calculate a displacement waveform; The correction value calculation step a step of calculating a deflection waveform by high-pass filtering the deflection amount using the high-pass filter; a step of comparing the displacement waveform with the deflection waveform to calculate the approach time correction value and the departure time correction value; Measurement methods, including:

5. In claim 4, A measurement method, wherein the cutoff frequency of the high-pass filter is lower than the fundamental frequency of vibration of the bridge caused by the railway vehicle traveling over the bridge.

6. In claim 1, The correction value calculation step calculating a deflection waveform by adjusting the amplitude of the deflection to match the amplitude of the displacement; a step of comparing the waveform of the displacement with the waveform of the deflection to calculate the approach time correction value and the departure time correction value; Measurement methods, including:

7. In claim 1, A measuring method, wherein the observation device is an acceleration sensor, a displacement meter, or an image measuring device.

8. In claim 1, A measurement method in which the bridge is a structure in which BWIM (Bridge Weigh in Motion) functions.

9. an observation data acquisition unit that acquires observation data output from an observation device that observes an observation point on a bridge, the observation data including a response to an action on the observation point by a railway vehicle traveling on the bridge; a tentative approach / exit time calculation unit that calculates a tentative approach time and a tentative exit time of the railway vehicle with respect to the bridge based on the displacement of the bridge obtained based on the observation data; a deflection amount calculation unit that calculates the amount of deflection of the bridge caused by the railway vehicle based on an approximation formula for the deflection of the bridge, the tentative approach time and the tentative exit time, and environmental information that includes dimensions of the railway vehicle and dimensions of the bridge that have been created in advance; a correction value calculation unit that calculates an approach time correction value for correcting an error in the tentative approach time and a departure time correction value for correcting an error in the tentative departure time based on the displacement and the deflection amount; an approach / exit time calculation unit that calculates an approach time of the railway vehicle relative to the bridge by adding the approach time correction value to the tentative approach time, and calculates an exit time of the railway vehicle relative to the bridge by adding the exit time correction value to the tentative exit time; 2. A measuring device comprising:

10. The measurement device according to claim 9 ; the observation device; A measurement system equipped with

11. an observation data acquisition step of acquiring observation data output from an observation device that observes an observation point on a bridge, the observation data including a response to an action on the observation point by a railway vehicle traveling on the bridge; a tentative approach / exit time calculation step of calculating a tentative approach time and a tentative exit time of the railway vehicle with respect to the bridge based on the displacement of the bridge obtained based on the observation data; a deflection amount calculation step of calculating the amount of deflection of the bridge caused by the railway vehicle based on an approximation formula for the deflection of the bridge, the tentative approach time and the tentative exit time, and environmental information including dimensions of the railway vehicle and dimensions of the bridge that has been created in advance; a correction value calculation step of calculating an approach time correction value for correcting an error in the tentative approach time and a departure time correction value for correcting an error in the tentative departure time based on the displacement and the deflection amount; an approach / exit time calculation process of calculating an approach time of the railway vehicle relative to the bridge by adding the approach time correction value to the tentative approach time, and calculating an exit time of the railway vehicle relative to the bridge by adding the exit time correction value to the tentative exit time; A measurement program that causes a computer to execute the following.

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