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

Abstract

To provide a measurement method that can accurately calculate a traveling speed function when a railway vehicle travels on a bridge while decelerating or accelerating.SOLUTION: A measurement method comprises: an observation data acquisition step of acquiring observation data output from an observation device; a passing time calculation step of calculating, on the basis of the observation data, an entry time when a railway vehicle enters one end of a bridge and an exit time when the railway vehicle exits the other end, and calculating a time which is a difference between the exit time and the entry time as a passing time; and a traveling speed function calculation step of calculating a traveling speed function when the railway vehicle travels on the bridge on the basis of the passing time, a traveling distance of the railway vehicle during the passing time, a distance between a stop position of the railway vehicle and a position of an end of the bridge closer to the stop position, and a length between a front surface of a leading vehicle and a leading axle of the railway vehicle.SELECTED DRAWING: Figure 8

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 railway vehicle speed measurement method in which a differential LDV is mounted on a railway vehicle, a laser beam from a laser light source is irradiated onto objects such as rails, sleepers, gravel, auxiliary rails, and ATS on the rail laying side, the scattered light from these objects is received by the light receiving element of the differential LDV, a Doppler signal is extracted, and the ground speed is measured from this Doppler signal. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-6161 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the measurement method described in Patent Document 1 requires each railcar to be equipped with a laser light source, which not only increases costs but also reduces measurement accuracy when the reflected or scattered light of the laser beam from the bridge is weak when the railcar travels across the bridge. Meanwhile, while it is easy to measure the bridge crossing time from the response waveform of the traveling railcar using a measuring device installed on the bridge and to measure the average traveling speed of the railcar using the known bridge length and train length, it is not easy to measure the speed of the railcar when it approaches or exits a bridge. For example, a method is needed to accurately measure the time function of traveling speed when a railcar decelerates or accelerates while traveling across a bridge, such as when passing over a bridge near a stop station. [Means for solving the problem]

[0005] One aspect of the measurement method according to the present invention is to A measurement method for measuring a traveling speed function, which is a time function of the traveling speed of a railway vehicle traveling on a bridge while decelerating or accelerating at a constant acceleration, using an observation device that observes an observation point on the bridge, comprising: an observation data acquisition step of acquiring observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; a passing time calculation step of calculating an approach time when the railway vehicle approaches one end of the bridge and an exit time when the railway vehicle exits the other end of the bridge based on the observation data, and calculating the difference between the exit time and the approach time as a passing time; a travel speed function calculation step of calculating the travel speed function based on the passing time, the travel distance of the railway vehicle during the passing time, the distance between a stopping position of the railway vehicle and the position of one of the one end and the other end of the bridge which is closer to the stopping position, and the length between the front face of a leading vehicle of the railway vehicles and its leading axle; Includes:

[0006] One aspect of the measuring device according to the present invention is A measurement device that uses an observation device that observes an observation point on a bridge to measure a traveling speed function, which is a time function of the traveling speed of a railway vehicle traveling on the bridge while decelerating or accelerating at a constant acceleration, comprising: an observation data acquisition unit that acquires observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; an approach time at which the railway vehicle approaches one end of the bridge based on the observation data; a transit time calculation unit that calculates an exit time when the railway vehicle exits the other end of the bridge and calculates a difference between the exit time and the entry time as a transit time; a travel speed function calculation unit that calculates the travel speed function based on the passing time, the travel distance of the railway vehicle during the passing time, the distance between a stopping position of the railway vehicle and the position of one of the one end and the other end of the bridge which is closer to the stopping position, and the length between the front face of a leading vehicle of the railway vehicle and its leading axle; 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 A measurement program for measuring a traveling speed function, which is a time function of the traveling speed of a railway vehicle traveling on a bridge while decelerating or accelerating at a constant acceleration, using an observation device that observes an observation point on the bridge, comprising: an observation data acquisition step of acquiring observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; a passing time calculation step of calculating an approach time when the railway vehicle approaches one end of the bridge and an exit time when the railway vehicle exits the other end of the bridge based on the observation data, and calculating the difference between the exit time and the approach time as a passing time; a travel speed function calculation step of calculating the travel speed function based on the passing time, the travel distance of the railway vehicle during the passing time, the distance between a stopping position of the railway vehicle and the position of one of the one end and the other end of the bridge which is closer to the stopping position, and the length between the front face of a leading vehicle of the railway vehicles and its leading axle; 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. [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] A timeline showing the train's journey from deceleration to a stop just before the bridge. [Figure 5] FIG. 10 is a diagram showing an example of a waveform of a velocity obtained by integrating acceleration included in observation data. [Figure 6] FIG. 2 is a diagram showing an example of each car of a railway vehicle. [Figure 7] A timeline showing the travel of a railway vehicle as it accelerates from a stopped position, crosses a bridge, and then transitions to constant speed travel. [Figure 8] FIG. 3 is a flowchart showing an example of the procedure of the measurement method according to the first embodiment. [Figure 9] FIG. 1 is a diagram showing an example of the configuration of a sensor, a measuring device, and a monitoring device. [Figure 10] FIG. 10 is a diagram showing a frequency spectrum obtained by performing a fast Fourier transform on the acceleration included in the observation data. [Figure 11] FIG. 10 is a flowchart showing an example of the procedure of a measurement method according to a second embodiment. [Figure 12] FIG. 10 is a diagram showing an example of the arrangement of a measurement device according to a second embodiment. [Figure 13] FIG. 10 is a diagram showing another example of the configuration of the measurement system. [Figure 14] FIG. 10 is a diagram showing another example of the configuration of the measurement system. [Figure 15] FIG. 10 is a diagram showing an example of a waveform of displacement included in observation data. 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 are not intended to unduly limit the scope 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. Figure 2 is a cross-sectional view of the superstructure 7 taken along line AA in Figure 1. As shown in Figures 1 and 2, the superstructure 7 includes a bridge deck 7a consisting of deck plates F, main girders G, and crossbeams (not shown), as well as bearings 7b, rails 7c, sleepers 7d, and ballast 7e. As shown in Figure 1, the substructure 8 includes piers 8a and abutments 8b. The superstructure 7 is a structure spanning either adjacent abutments 8b and piers 8a, two adjacent abutments 8b, or two adjacent piers 8a. Both ends of the superstructure 7 are located at the positions of adjacent abutments 8b and piers 8a, two adjacent abutments 8b, or 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 outputs 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 girder G, etc. of the superstructure 7 are deflected in the vertical direction by the load of the railway vehicle 6 passing over the bridge 5. Each sensor 2 detects the deflection of the deck F and main girder G by the load of the railway vehicle 6 passing over the bridge 5. The acceleration of the deflection of the girder G is detected.

[0019] Based on the acceleration data output from each sensor 2, the measurement device 1 calculates a traveling speed function, which is a function of the traveling speed when the railway vehicle 6 passes over the bridge 5. The measurement 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 including a traveling speed function when a railway vehicle 6 passes over a bridge 5 to the monitoring device 3. 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 traveling speed function included in 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 a 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 installed on the main girder G. That is, the sensor 2 is an observation device that observes the observation point R, detects physical quantities that are responses to the actions of multiple parts of the railway vehicle 6 traveling on the bridge 5 on the observation point R, and outputs observation data including the detected physical quantities. For example, each of the multiple parts of the railway vehicle 6 is an axle or a wheel, but hereinafter, it will be assumed to be an axle. Furthermore, in this embodiment, each sensor 2 is an acceleration sensor that detects acceleration as a physical quantity. The sensor 2 may be installed at a position where it can detect the acceleration occurring at the observation point R due to the traveling of the railway vehicle 6, but it is preferable that the sensor 2 be installed at a position close to the vertical line of 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 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 the sensor 2 is installed on the superstructure 7, the installation location may be tilted. The measurement device 1 is installed so that one of the three detection axes of the sensor 2 is aligned with the normal direction of the floor board F. Even if the sensor 2 is not installed in such a way that one of its three detection axes is aligned with the normal direction of the floorboard F, the error is small and negligible. Furthermore, even if the sensor 2 is not installed with one of its three detection axes aligned with the normal direction of the floorboard F, the measurement device 1 can correct the detection error due to the tilt of the sensor 2 by using a three-axis resultant acceleration that is a combination of the accelerations of the x-, y-, and z-axes. Furthermore, the sensor 2 may be a one-axis acceleration sensor that detects at least the acceleration occurring in a direction approximately parallel to the vertical direction, or the acceleration in the normal direction of the floorboard 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 If the bridge 5 is located near a stop station of the railroad vehicle 6, the railroad vehicle 6 starts to decelerate before the bridge 5 and stops at the stop position P of the stop station, or accelerates from the stop position P to pass the bridge 5 and then transitions to constant speed running. In the former case, the running acceleration a C can be regarded as a constant negative value, and in the latter case, the running acceleration a C can be considered as a constant positive value.

[0030] Fig. 4 is a diagram showing the time series of the travel of railway vehicle 6 from decelerating in front of bridge 5 until stopping at stopping position P. Note that while Fig. 4 shows railway vehicle 6 consisting of two cars, the number of cars in railway vehicle 6 is not limited to two, and may be one, or any number of cars greater than or equal to three.

[0031] In FIG. 4, at time t=t0, railcar 6, which has been traveling at a constant speed, starts to decelerate. The position of the front axle of the leading car when railcar 6 starts to decelerate is defined as deceleration start position Q. Next, at time t=t1, railcar 6 starts to decelerate at a constant negative acceleration a C The train enters the bridge 5 while decelerating at time t1. The time t1 is the time when the leading axle of the leading train of the train 6 is located at the end of the bridge 5 far from the stopping position P. The time t1 is the time when the leading axle of the leading train of the train 6 is located at the end of the bridge 5 far from the stopping position P. i Next, at time t=t2, the railway vehicle 6 is subjected to a constant negative acceleration a C The train decelerates at time t2 and exits the bridge 5. At time t2, the rear axle of the rearmost train of the train 6 is positioned at the end of the bridge 5 that is closer to the stopping position P. oFinally, at time t=t3, railcar 6 stops at stop position P. Stop position P is the position of the front of the leading car of railcar 6 when railcar 6 is stopped, and is a fixed position.

[0032] Approach time t i and departure time t o is calculated from the waveform of the speed obtained by integrating the acceleration included in the observation data output from the sensor 2. FIG. 5 is a diagram showing an example of the waveform of the speed obtained by integrating the acceleration. As shown in FIG. 5, the speed waveform oscillates while the railway vehicle 6 is traveling on the bridge 5, and therefore the time when the oscillation of the speed waveform starts is the approach time t i The time when the vibration ends is the advance time t o The time required for the railway vehicle 6 to pass over the bridge 5 corresponds to the passing time t S As shown in equation (1), the time of advance t o and approach time t i It is calculated as the difference between the

[0033]

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[0034] The length of bridge 5 is bridge length L B The distance between the front axle of the leading vehicle of the railway vehicle 6 and the rearmost vehicle and rearmost axle is the axle distance L TA Then, the distance traveled by the railway vehicle 6 from the time it entered the bridge 5 until it left is S B is shown in equation (2).

[0035]

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[0036] Bridge length L B is included in the environmental information prepared in advance. B In addition, the number of railcars 6 is C TThe environmental information also includes the dimensions of each vehicle of the railway vehicle 6. For example, the dimensions of each vehicle include the length L of each vehicle. C (C m ), the length l1 between the front of each vehicle and the leading axle, and the length l between the front end of each vehicle and the leading axle F (C m ), the length between the rear end of each vehicle and the rearmost axle l R (C m ) etc. C m is the vehicle number, and for example, the length of each vehicle L C (C m ) starts with C m The length of the 6th car is shown in Figure 6. m Length L for the th vehicle C (C m ),l1,l F (C m ),l R (C m ) is shown below. For example, L C (C m ) is 20m, l1 is 1.80m, and l F (C m ) is 2.05m, and l R (C m ) is 2.05 m. The dimensions of the railway vehicle 6 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 passing.

[0037] The measuring device 1 refers to the environmental information and calculates the center distance L by equation (3). TA In equation (3), L T is the length of the railway vehicle 6 and is calculated by equation (4).

[0038]

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[0039]

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[0040] The distance traveled by the railway vehicle 6 from when it entered the bridge 5 until it stopped is S. P1 is the distance L between the stop position P and the end position of one end or the other end of the bridge 5, whichever is closer to the stop position P. PB and bridge length L B and the length l1 between the front of each vehicle and the leading axle, and is calculated using equation (5). PB is a fixed value and is included in the environmental information.

[0041]

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[0042] The time t when the railroad vehicle 6 enters the bridge 5 i time t=0, advance time t o is time t=t S As the operating speed v D Train 6 travelling at time t D negative acceleration a C The deceleration starts at v, and the approach speed of the railway vehicle 6 onto the bridge 5 is v A , the time when railcar 6 stops is t P Then, the traveling speed function v(t) of the railway vehicle 6 is expressed by equation (6).

[0043]

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[0044] The distance S traveled by the railway vehicle 6 from when it entered the bridge 5 until it stopped P1 and the approach speed v of the railway vehicle 6 to the bridge 5. A and the time t from when the railcar 6 enters the bridge 5 until it stops. P The relationship between these is expressed as in equation (7).

[0045]

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[0046] Also, the exit speed of the railway vehicle 6 from the bridge 5 is v C and the distance S traveled by the railway vehicle 6 from the time it crosses the bridge 5 until it stops. P1 -S B and travel time t P -t S The relationship between these is expressed as in equation (8).

[0047]

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[0048] Also, acceleration a C If is constant, then equation (9) holds.

[0049]

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[0050] From equations (7), (8) and (9), time t P and velocity v C By eliminating, we obtain equation (10). In equation (10), the distance S P1 is calculated using the environmental information by the above formula (5). B is calculated using the environmental information using the above formula (2). S is calculated by equation (1) using the observation data output from sensor 2. That is, the distance S P1 ,S B and transit time t S is known, so equation (10) gives the velocity v A is a quadratic equation.

[0051]

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[0052] By solving equation (10) and using equation (11), the approach speed v of the railway vehicle 6 to the bridge 5 is calculated. A is obtained.

[0053]

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[0054] Furthermore, by substituting equation (11) into equation (7), the time t P is obtained.

[0055]

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[0056] transit time t S and the time t from when the railway vehicle 6 enters the bridge 5 until it stops. P The relationship is 0 <t S <t P and the transit time t S The distance traveled by railcar 6 in B and the distance S that the railway vehicle 6 traveled from when it entered the bridge 5 until it stopped. P1 The relationship is S B P1 Therefore, from equation (11), the approach speed v A is expressed by equation (13).

[0057]

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[0058] Also, acceleration a C is obtained by equation (14).

[0059]

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[0060] From equations (13) and (14), the traveling speed function v(t) shown in equation (15) can be obtained. D ≦t≦t P is.

[0061] ​

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[0062] From equation (15), the exit speed of railcar 6, v C is calculated by equation (16).

[0063]

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[0064] Furthermore, from equation (15), the time t when the railcar 6 stops P is calculated by equation (17).

[0065]

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[0066] Also, from equation (15), the operating speed v D The time t when train 6 starts to decelerate D is calculated by equation (18). D is a constant speed determined for each section of travel of the railway vehicle 6, and is included in the environmental information.

[0067]

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[0068] Also, the time t when the railcar 6 starts to decelerate D The average running speed during the period from t = 0 when the railway vehicle 6 enters the bridge 5 is (v D -v A ) / 2, so the distance traveled by train 6 from when it started to decelerate until it entered bridge 5 is S D is calculated by equation (19).

[0069]

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[0070] FIG. 7 is a time series diagram showing the travel of a railway vehicle 6 from a stop position P, accelerating to pass a bridge 5, and then transitioning to a constant speed travel. Note that FIG. 7 shows a two-car train 6, but the number of cars C of the railway vehicle 6 is T is not limited to 2, but may be 1 or any number equal to or greater than 3.

[0071] In FIG. 7, at time t=t0, the railcar 6 that has been stopped at stop position P starts moving and begins accelerating. Stop position P is the position of the front of the leading car of the railcar 6 when the railcar 6 is stopped, and is a fixed position. Next, at time t=t1, the railcar 6 starts moving at a constant positive acceleration a C The train 6 enters the bridge 5 while accelerating at a speed of 1000 m / s. At time t1, the front axle of the front train of the train 6 is positioned at the end of the bridge 5 closer to the stopping position P. At the entry time t i Next, at time t=t2, the railway vehicle 6 moves with a constant positive acceleration a C The railcar 6 exits the bridge 5 while accelerating at time t2. The time t2 is the time when the rear axle of the rearmost railcar of the railcar 6 is located at the end of the bridge 5 far from the stopping position P. The exit time t o Finally, at time t=t3, the railcar 6 ends its acceleration and travels at a predetermined constant speed v D The position of the leading axle of the leading railcar when the railcar 6 finishes accelerating is defined as acceleration end position S.

[0072] The distance traveled by the railcar 6 from when it starts accelerating at the stopping position P until it exits the bridge 5 is S. P2 is the distance S traveled by the railway vehicle 6 from the time it entered the bridge 5 until it left. B and the distance L between the stop position P and the position of the end closest to the stop position P among one end and the other end of the bridge 5. PB and the length l1 between the front of each vehicle and the leading axle, and is calculated using equation (20). PB and length l1 are fixed values ​​and are included in the environmental information. B is the bridge length LB and center distance L TA The distance between the shafts L is calculated using the above formula (2). TA is calculated using the above formula (3).

[0073]

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[0074] As mentioned above, the approach time t i and departure time t o is calculated based on observation data. When the railway vehicle 6 starts moving at time t=0, the approach time t i ' and advance time t o On the other hand, the time t required for the railway vehicle 6 to pass over the bridge 5 is unknown. S is the advance time t o ' and approach time t i This time corresponds to the difference between the advance time t o and approach time t i Since it is equal to the difference time between

[0075]

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[0076] The time when railcar 6 starts moving is t=0, and railcar 6 moves with a positive acceleration a C Acceleration starts at and the approach speed of the railway vehicle 6 onto the bridge 5 is v C , the speed at which the railcar 6 exits the bridge 5 is v A , railcar 6 finishes accelerating and reaches a running speed of v D The time when constant speed travel starts at t D Then, the traveling speed function v(t) of the railway vehicle 6 is expressed by equation (22).

[0077]

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[0078] The average speed of railcar 6 from the time it starts accelerating until it enters bridge 5 is v C / 2, so the distance traveled by the railway vehicle 6 from when it started accelerating until it entered the bridge 5 is L PB +l1 is expressed by equation (23).

[0079]

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[0080] Equation (24) is obtained from equation (23) and the above equation (20).

[0081]

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[0082] The average speed of railcar 6 from the time it starts accelerating until it crosses bridge 5 is v A / 2, so the distance traveled by railcar 6 from the time it started accelerating until it crossed bridge 5 is S P2 is expressed by equation (25).

[0083]

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[0084] From equation (25), equation (26) is obtained.

[0085]

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[0086] The average speed of train 6 from the moment it enters bridge 5 until it exits is (v A -v C ) / 2, so the distance traveled by the railway vehicle 6 from when it entered the bridge 5 until when it left is S B is expressed by equation (27).

[0087]

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[0088] From equation (27), equation (28) is obtained.

[0089]

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[0090] From equations (24), (26) and (28), the approach time t i ' and velocity v C By eliminating, we obtain equation (29). In equation (29), the distance S P2 is calculated using the environmental information by the above-mentioned formula (20). B is calculated using the environmental information using the above formula (2). S is calculated by equation (21) using the observation data output from sensor 2. That is, the distance S P2 ,S B and transit time t S is known, so equation (29) gives the velocity v A is a quadratic equation.

[0091]

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[0092] By solving equation (29) and using equation (30), the exit speed v of the railway vehicle 6 from the bridge 5 is calculated. A is obtained.

[0093]

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[0094] Furthermore, by substituting equation (30) into equation (25), the advance time t o ' is obtained.

[0095]

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[0096] transit time t S and the advance time t o ' has a relationship of 0 <t S <t o ' and the transit time t S The distance traveled by railcar 6 in B and the distance traveled by the railcar 6 from when it starts accelerating until it crosses the bridge 5, S P2 The relationship is S B P2 Therefore, from equation (30), the advance speed v A is expressed by equation (32).

[0097]

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[0098] The approach speed of the railway vehicle 6 onto the bridge 5 is v C The advancing speed v of equation (32) is expressed as equation (33) which is a transformation of equation (28). A is obtained by substituting

[0099]

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[0100] acceleration a C is the approach speed v C , advancing speed v A and transit time t S Therefore, the advancing speed v of equation (32) is expressed as equation (34). A and the approach velocity v in Eq. (33) C By substituting the acceleration a C is obtained.

[0101]

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[0102] ​From equation (34), the traveling speed function v(t) shown in equation (35) is obtained. In equation (35), 0≦t≦t D is.

[0103]

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[0104] From equation (35), when railcar 6 finishes accelerating, the running speed v D Time t when constant speed travel starts D is calculated by equation (36).

[0105]

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[0106] In addition, the time t when the railway vehicle 6 exits the bridge 5 is t o Acceleration ends at time t=t D The average speed during the period is (v D -v A ) / 2, so the distance traveled by railcar 6 from when it left bridge 5 until it stopped accelerating is S D is calculated by equation (37).

[0107]

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[0108] 1-3. Measurement procedure 8 is a flowchart showing an example of the procedure of the measurement method of the first embodiment. The measurement method of this embodiment uses a sensor 2, which is an observation device that observes an observation point R on a bridge 5, to measure a constant acceleration a C 8. This is a measurement method for measuring a traveling speed function, which is a time function of the traveling speed of a railway vehicle 6 traveling on a bridge 5 while decelerating or accelerating at a predetermined speed. In this embodiment, the measurement device 1 executes the procedure shown in FIG.

[0109] As shown in Fig. 8, 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.

[0110] Next, in the passing time calculation step S20, the measurement device 1 calculates the passing time t S Specifically, the measurement device 1 calculates the approach time t when the railway vehicle 6 approaches one end of the bridge 5 based on the observation data. i , and the departure time t when the railway vehicle 6 departs from the other end of the bridge 5. o Calculate the advance time t o and approach time t i The difference between the transit time and the S For example, the measurement device 1 calculates the times when the vibration of the velocity waveform obtained by integrating the acceleration included in the observation data starts and ends as the approach time t i and departure time t o as the transit time t S may be calculated.

[0111] Next, in the travel distance calculation step S30, the measurement device 1 calculates the number C of railroad vehicles 6 included in the environmental information created in advance. T , the dimensions of each vehicle of the railway vehicle 6 and the length of the bridge 5, B Based on the transit time t S The distance traveled by railcar 6 in B The dimensions of each railcar 6 are calculated by the length L of each car. C (C m ), the length l1 between the front of each vehicle and the leading axle, and the length l between the front end of each vehicle and the leading axle F (C m ), the length between the rear end of each vehicle and the rearmost axle l R (C m ) etc. Passing time t SThe distance traveled by railcar 6 in B is the bridge length L B and the distance between the front axle of the first vehicle of the railcar 6 and the rear axle of the rearmost vehicle, L TA The measuring device 1 calculates the center distance L by the above formula (3). TA Calculate the distance traveled S using the above formula (2). B Calculate.

[0112] Next, in the travel speed function calculation step S40, the measurement device 1 calculates the travel time t S and the transit time t calculated in step S30. S The distance traveled by railcar 6 in B and the distance L between the stopping position P of the railway vehicle 6 and the position of one end or the other end of the bridge 5, whichever is closer to the stopping position P. PB and the length l1 between the front of the leading vehicle of the railway vehicles 6 and the leading axle, a traveling speed function, which is a time function of the traveling speed when the railway vehicles 6 travel on the bridge 5, is calculated. The traveling speed function when the railway vehicles 6 travel at a reduced speed is expressed, for example, by the above-mentioned equation (15), and the measurement device 1 calculates the acceleration a C Calculate the approach speed v, which is the zero-order coefficient of equation (15), using equation (14). A The traveling speed function when the railway vehicle 6 is accelerating is expressed by, for example, the above-mentioned formula (35), and the measurement device 1 calculates the following using the above-mentioned formulas (32), (33), and (35): Therefore, the acceleration a, which is the first coefficient of equation (35), C Calculate.

[0113] Next, in the acceleration change information calculation step S50, the measurement device 1 calculates the travel speed function calculated in step S40 and the travel speed v , which is a constant speed before the railway vehicle 6 starts deceleration or after the railway vehicle 6 finishes accelerating. D Based on this, the position Q and time t at which the railcar 6 starts to decelerate are determined. D , or the position S and time t at which the railcar 6 ends its acceleration DWhen the railway vehicle 6 decelerates, the deceleration start position Q is a distance S from the approach end of the bridge 5. D Since the distance is 100 m, the measurement device 1 calculates the distance S D The measurement device 1 calculates the deceleration start position Q by calculating the above equation (18). D When the railway vehicle 6 accelerates, the acceleration end position S is a distance S from the approach end of the bridge 5. B +distance S D Therefore, the measurement device 1 calculates the distance S B ,S D The measurement device 1 calculates the acceleration end position S by calculating the acceleration end time t D Calculate.

[0114] Next, in a measurement data output step S60, the measurement device 1 outputs measurement data including the traveling speed function calculated in step S40 to the monitoring device 3. Specifically, the measurement device 1 transmits the measurement data to the monitoring device 3 via the communication network 4. The measurement data further includes the deceleration start position Q and the deceleration start time t D , or acceleration end position S and acceleration end time t D etc. may be included.

[0115] Then, the measuring device 1 repeats the processes of steps S10 to S60 until the measurement is completed in step S70.

[0116] 1-4. Configuration of sensors, measuring devices and monitoring devices 9 is a diagram showing an example of the configuration of the sensor 2, the measuring device 1, and the monitoring device 3. As shown in FIG. 9, the sensor 2 includes a communication unit 21, an acceleration sensor 22, a processor 23, and a storage unit 24.

[0117] 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.

[0118] The acceleration sensor 22 detects acceleration occurring in each of the three axial directions.

[0119] 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.

[0120] 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 .

[0121] As shown in FIG. 9, the measurement device 1 includes a first communication unit 11, a second communication unit 12, a storage unit 13, and a processor .

[0122] The first communication unit 11 receives observation data 242 from the sensor 2 and outputs the received observation data 242 to the processor 14.

[0123] 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 stores various programs, data, etc. for realizing 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.

[0124] The processor 14 generates the measurement data 134 based on the observation data 242 received by the first communication unit 11, and stores the generated measurement data 134 in the storage unit 13.

[0125] In this embodiment, the processor 14 executes the measurement program 131 stored in the storage unit 13, thereby functioning as an observation data acquisition unit 141, a passing time calculation unit 142, a traveling distance calculation unit 143, a traveling speed function calculation unit 144, an acceleration change information calculation unit 145, and a measurement data output unit 146. That is, the processor 14 includes the observation data acquisition unit 141, the passing time calculation unit 142, the traveling distance calculation unit 143, the traveling speed function calculation unit 144, the acceleration change information calculation unit 145, and the measurement data output unit 146.

[0126] 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. 8. In this embodiment, the observation data 133 is acceleration data.

[0127] The passing time calculation unit 142 calculates the passing time t based on the acceleration data, which is the observation data 133 acquired by the observation data acquisition unit 141. S Specifically, the passing time calculation unit 142 calculates the approach time t when the railcar 6 approaches one end of the bridge 5 based on the observation data 133. i , and the departure time t when the railway vehicle 6 departs from the other end of the bridge 5. o Calculate the advance time t o and approach time t i The difference between the transit time and the S For example, the passage time calculation unit 142 calculates the times when the vibration of the velocity waveform obtained by integrating the acceleration included in the observation data 133 starts and ends as the approach time t i and departure time t o as the transit time t S That is, the transit time calculation unit 142 performs the process of the transit time calculation step S20 in FIG.

[0128] The travel distance calculation unit 143 calculates the number C of railroad vehicles 6 included in the environmental information 132 that has been created in advance and stored in the storage unit 13.T , the dimensions of each vehicle of the railway vehicle 6 and the length of the bridge 5, B Based on the transit time t S The distance traveled by railcar 6 in B The dimensions of each railcar 6 are calculated by the length L of each car. C (C m ), the length l1 between the front of each vehicle and the leading axle, and the length l between the front end of each vehicle and the leading axle F (C m ), the length between the rear end of each vehicle and the rearmost axle l R (C m ) etc. Passing time t S The distance traveled by railcar 6 in B is the bridge length L B and the distance between the front axle of the first vehicle of the railcar 6 and the rear axle of the rearmost vehicle, L TA The travel distance calculation unit 143 calculates the wheelbase distance L by the above-mentioned formula (3). TA Calculate the distance traveled S using the above formula (2). B That is, the traveling distance calculation unit 143 performs the processing of the traveling distance calculation step S30 in FIG.

[0129] The travelling speed function calculation unit 144 calculates the travelling time t S and the passing time t calculated by the travel distance calculation unit 143. S The distance traveled by railcar 6 in B and the distance L between the stopping position P of the railway vehicle 6 and the position of one end or the other end of the bridge 5, whichever is closer to the stopping position P. PB and the length l1 between the front face of the leading vehicle of the railway vehicles 6 and the leading axle, a traveling speed function, which is a time function of the traveling speed when the railway vehicles 6 travel on the bridge 5, is calculated. The traveling speed function when the railway vehicles 6 travel at a reduced speed is expressed, for example, by the above-mentioned equation (15), and the traveling speed function calculation unit 144 calculates the acceleration a C Calculate the approach speed v, which is the zero-order coefficient of equation (15), using equation (14). AThe travel speed function when the railcar 6 is accelerating is calculated as follows, for example: , is expressed by the above-mentioned equation (35), and the traveling speed function calculation unit 144 calculates the acceleration a , which is a linear coefficient of equation (35), from the above-mentioned equations (32), (33), and (35). C That is, the traveling speed function calculation unit 144 performs the processing of the traveling speed function calculation step S40 in FIG.

[0130] The acceleration change information calculation unit 145 calculates the travel speed function calculated by the travel speed function calculation unit 144 and the travel speed v , which is a constant speed before the railcar 6 starts deceleration or after the railcar 6 finishes accelerating. D Based on this, the position Q and time t at which the railcar 6 starts to decelerate are determined. D , or the position S and time t at which the railcar 6 ends its acceleration D When the railway vehicle 6 decelerates, the deceleration start position Q is a distance S from the approach end of the bridge 5. D Therefore, the acceleration change information calculation unit 145 calculates the distance S D The acceleration change information calculation unit 145 calculates the deceleration start position Q by calculating the deceleration start time t D When the railway vehicle 6 accelerates, the acceleration end position S is a distance S from the approach end of the bridge 5. B +distance S D Therefore, the acceleration change information calculation unit 145 calculates the distance S B ,S D The acceleration change information calculation unit 145 calculates the acceleration end position S by calculating the acceleration end time t D That is, the acceleration change information calculation unit 145 performs the process of the acceleration change information calculation step S50 in FIG.

[0131] The traveling speed function calculated by the traveling speed function calculation unit 144 is stored in the storage unit 13 as at least a part of the measurement data 134. The measurement data 134 further includes the deceleration start position Q and the deceleration start time tD , or acceleration end position S and acceleration end time t D etc. may be included.

[0132] The measurement data output unit 146 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 146, 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 146 performs the processing of the measurement data output step S60 in FIG. 8.

[0133] 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.

[0134] As shown in FIG. 9, 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.

[0135] 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 .

[0136] 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.

[0137] 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.

[0138] 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.

[0139] The processor 32 acquires the measurement data 134 received by the communication unit 31, evaluates the running speed function of the railway vehicle 6 based on the acquired measurement data 134, generates evaluation information, and displays the generated evaluation information on the display unit 33.

[0140] In this embodiment, the processor 32 functions as a measurement data acquisition unit 321 and a monitoring unit 322 by executing a monitoring program 351 stored in the storage unit 35. That is, the processor 32 includes the measurement data acquisition unit 321 and the monitoring unit 322.

[0141] 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.

[0142] The monitoring unit 322 evaluates the traveling speed function of the railway vehicle 6 based on the measurement data sequence 352 stored in the memory unit 35. Then, the monitoring unit 322 generates evaluation information indicating the evaluation result, and displays the generated evaluation information on the display unit 33. Based on the evaluation information displayed on the display unit 33, the user can monitor the traveling speed of the railway vehicle 6 and the state of the bridge 5.

[0143] 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.

[0144] 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.

[0145] 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.

[0146] 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.

[0147] Although only one sensor 2 is shown in FIG. 9, multiple sensors 2 may each generate observation data 242 and transmit it to the measurement device 1. In this case, the measurement device 1 may The monitoring device 3 receives a plurality of pieces of observation data 242 transmitted from a number of sensors 2, generates a plurality of pieces of measurement data 134, and transmits the data to the monitoring device 3. The monitoring device 3 also receives the plurality of pieces of measurement data 134 transmitted from the measurement device 1, and monitors the traveling speed of the railway vehicle 6 and the state of the bridge 5 based on the received plurality of pieces of measurement data 134.

[0148] 1-5.Effects As described above, in the measurement method of the first embodiment, the measurement device 1 calculates the time t S The measuring device 1 also calculates the number of railroad vehicles 6, C, included in the environmental information created in advance. T , the dimensions of each vehicle and the bridge length L B Based on this, the distance from when the leading axle of the leading vehicle of the railway vehicle 6 enters the bridge 5 until the last axle of the last vehicle exits the bridge 5 is calculated as the passing time t S The distance traveled by railcar 6 in B Then, the measurement device 1 calculates the calculated transit time t S and mileage S B and the distance L between the stop position P and the end of the bridge 5 closer to the stop position P. PB Based on this, and the length l1 between the front of the railway vehicle 6 and the leading axle, the traveling speed function when the railway vehicle 6 decelerates or accelerates while traveling on the bridge 5 can be calculated with high accuracy.

[0149] Furthermore, according to the measurement method of the first embodiment, the measurement device 1 calculates a running speed function and a running speed v , which is a constant speed before the railway vehicle 6 starts deceleration or after the railway vehicle 6 finishes accelerating. D Based on this, the deceleration start position Q or acceleration end position S of the railway vehicle 6 and the time can be calculated with high accuracy.

[0150] 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.

[0151] In the first embodiment, the number C of railway vehicles 6 passing through the bridge 5 T remains unchanged, and the number of vehicles C T was included in the environmental information as a fixed value. However, depending on the route, the number of vehicles C T Therefore, in the second embodiment, the number of vehicles C T is not included in the environmental information, and the measurement device 1 determines the number of railcars 6, C, based on the observation data output from the sensor 2. T Calculate.

[0152] In Fig. 10, the solid line shows the frequency spectrum obtained by fast Fourier transform of the acceleration included in the observation data when the railway vehicle 6 passes over the bridge 5. As shown in Fig. 10, the observation data has the lowest peak frequency, the fundamental frequency f S This fundamental frequency f S corresponds to the reciprocal of the period of the load applied to the bridge 5 by each railway vehicle 6 when the railway vehicle 6 passes over the bridge 5. Therefore, the measurement device 1 calculates the passing time t S and the fundamental frequency f S Based on this, the number of railcars C is 6 T can be calculated.

[0153]

number

[0154] Fig. 11 is a flowchart showing an example of the procedure of the measurement method of the second embodiment. In Fig. 11, the same steps as in Fig. 8 are given the same reference numerals. In this embodiment, the measurement device 1 executes the procedure shown in Fig. 11.

[0155] As shown in FIG. 11, first, the measurement device 1 performs an observation data acquisition step S10, and then , and then performs a transit time calculation step S20. The processes of the observation data acquisition step S10 and the transit time calculation step S20 are the same as those in the first embodiment, and therefore a description thereof will be omitted.

[0156] Next, in a vehicle number calculation step S22, the measurement device 1 calculates the number C of railroad vehicles 6 based on the observation data acquired in step S10. T Specifically, the measurement device 1 first performs a fast Fourier transform on the acceleration included in the observation data to calculate a frequency spectrum, and then determines the lowest peak frequency of the frequency spectrum as the fundamental frequency f S Then, the measurement device 1 calculates the transit time t S and the fundamental frequency f S Using the above equation (38), the number of vehicles C T Calculate.

[0157] Next, in the travel distance calculation step S30, the measurement device 1 calculates the number of vehicles C calculated in step S22. T The dimensions of each vehicle of the railway vehicle 6 and the bridge length L included in the environmental information created in advance B Based on the transit time t S The distance traveled by railcar 6 in B The measuring device 1 calculates the center distance L using the above formula (3). TA Calculate the distance traveled S using the above formula (2). B Calculate.

[0158] Next, the measurement device 1 performs a traveling speed function calculation step S40, and further performs an acceleration change information calculation step S50, and further performs a measurement data output step S60. The processing of the traveling speed function calculation step S40, the acceleration change information calculation step S50, and the measurement data output step S60 is the same as in the first embodiment, and therefore description thereof will be omitted.

[0159] Then, the measuring device 1 repeats the processes of steps S10 to S60 until the measurement is completed in step S70.

[0160] The configurations and functions of the sensor 2 and the monitoring device 3 in the second embodiment are the same as those in the first embodiment, and therefore are not shown in the drawings. Fig. 12 is a diagram showing an example of the configuration of the measuring device 1 in the second embodiment.

[0161] 12, similar to the first embodiment, the measurement device 1 in the second embodiment includes a first communication unit 11, a second communication unit 12, a storage unit 13, and a processor 14. The functions of the first communication unit 11, the second communication unit 12, and the storage unit 13 are similar to those in the first embodiment, and therefore description thereof will be omitted.

[0162] In the second embodiment, the processor 14 executes a measurement program 131 stored in the storage unit 13 to function as an observation data acquisition unit 141, a passing time calculation unit 142, a traveling distance calculation unit 143, a traveling speed function calculation unit 144, an acceleration change information calculation unit 145, a measurement data output unit 146, and a vehicle number calculation unit 147. That is, the processor 14 includes the observation data acquisition unit 141, the passing time calculation unit 142, the traveling distance calculation unit 143, the traveling speed function calculation unit 144, the acceleration change information calculation unit 145, the measurement data output unit 146, and the vehicle number calculation unit 147. The functions of the observation data acquisition unit 141, the passing time calculation unit 142, the traveling speed function calculation unit 144, the acceleration change information calculation unit 145, and the measurement data output unit 146 are the same as those in the first embodiment, and therefore description thereof will be omitted. The observation data acquisition unit 141 performs the processing of the observation data acquisition step S10 in FIG. 11 . Furthermore, the passing time calculation unit 142 performs the process of passing time calculation step S20 in Fig. 11. Furthermore, the traveling speed function calculation unit 144 performs the process of traveling speed function calculation step S40 in Fig. 11. Furthermore, the acceleration change information calculation unit 145 performs the process of acceleration change information calculation step S50 in Fig. 11. Furthermore, the measurement data output unit 146 performs the process of measurement data output step S60 in Fig. 11.

[0163] The vehicle number calculation unit 147 calculates the number C of railroad vehicles 6 based on the observation data 133 acquired by the observation data acquisition unit 141. T Specifically, first, the vehicle number calculation unit 147 calculates The acceleration included in the measurement data 133 is subjected to a fast Fourier transform to calculate a frequency spectrum. Next, the vehicle number calculation unit 147 calculates the lowest peak frequency of the frequency spectrum as the fundamental frequency f SThen, the vehicle number calculation unit 147 calculates the passing time t S and the fundamental frequency f S Using the above equation (38), the number of vehicles C T That is, the vehicle number calculation unit 147 performs the process of vehicle number calculation step S22 in FIG.

[0164] The travel distance calculation unit 143 calculates the number of vehicles C calculated by the vehicle number calculation unit 147. T The dimensions of each vehicle of the railway vehicle 6 and the bridge length L included in the environmental information 132 that has been created in advance and stored in the storage unit 13 are B Based on the transit time t S The distance traveled by railcar 6 in B The travel distance calculation unit 143 calculates the wheelbase distance L using the above-mentioned formula (3). TA Calculate the distance traveled S using the above formula (2). B That is, the traveled distance calculation unit 143 performs the process of the traveled distance calculation step S30 in FIG.

[0165] Other functions of the measurement device 1 in the second embodiment are the same as those in the first embodiment, and therefore description thereof will be omitted.

[0166] According to the measurement method of the second embodiment described above, the same effects as those of the measurement method of the first embodiment can be obtained. Furthermore, according to the measurement method of the second embodiment, the measurement device 1 calculates the number C of railcars 6 based on the observation data. T can be calculated, so the number of vehicles C T Even when is unknown, the traveling speed function can be calculated with high accuracy.

[0167] 3. Variations The present invention is not limited to the present embodiment, and various modifications are possible within the scope of the present invention.

[0168] 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.

[0169] In each of the above embodiments, the sensor 2, which is an observation device, is an acceleration sensor that outputs acceleration data as observation data. S The observation device used to calculate is not limited to an acceleration sensor. For example, the observation device may be an impact sensor, a pressure sensor, a strain gauge, an image measuring device, a load cell, or a displacement gauge.

[0170] The impact sensor detects impact acceleration as a response to an action on each axle of the railway vehicle 6 at observation point R. The pressure sensor, strain gauge, and load cell detect stress changes as a response to an action on each axle of the railway vehicle 6 at observation point R. The image measuring device uses image processing to detect displacement as a response to an action on each axle of the railway vehicle 6 at observation point R. The displacement gauge is, for example, a contact-type displacement gauge, a ring-type displacement gauge, a laser displacement gauge, 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.

[0171] As an example, Fig. 13 shows a configuration example of a measurement system 10 that uses a ring-type displacement meter as the observation device. Fig. 14 shows a configuration example of a measurement system 10 that uses an image measuring device as the observation device. In Figs. 13 and 14, the same components as in Fig. 1 are given the same reference numerals, and their explanation will be omitted. In the measurement system 10 shown in Fig. 13, a piano wire 41 is fixed between the upper surface of the ring-type displacement meter 40 and the lower surface of the main girder G directly above it, and 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 calculates the displacement based on the displacement data transmitted from the ring-type displacement meter 40. 14, the camera 50 captures an image of a target 51 attached to the side of the main girder G and transmits it to the measurement device 1. The measurement device 1 processes the image transmitted from the camera 50, calculates the displacement of the target 51 due to the deflection of the superstructure 7, generates displacement data, and generates the measurement data 134 based on the generated displacement data. In the example of FIG. 14, the measurement device 1 generates the displacement data as an image measuring device, but an image measuring device (not shown) different from the measurement device 1 may also generate the displacement data by image processing.

[0172] If the observation device is a displacement meter, the observation data includes the displacement of the bridge 5. The measurement device 1 determines the approach time t i and departure time t o 15 is a diagram showing an example of a waveform of the displacement. As shown in FIG. 15, the displacement waveform oscillates while the railway vehicle 6 is traveling on the bridge 5, and the time when the vibration of the displacement waveform starts is the approach time t i The time when the vibration ends is the advance time t o The measurement device 1 calculates the advance time t from the displacement waveform as in the above equation (1). o and approach time t i The difference between the transit time and the S It can be calculated as follows.

[0173] 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.

[0174] 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.

[0175] The following can be derived from the above-described embodiment and modifications.

[0176] One aspect of the measurement method is A measurement method for measuring a traveling speed function, which is a time function of the traveling speed of a railway vehicle traveling on a bridge while decelerating or accelerating at a constant acceleration, using an observation device that observes an observation point on the bridge, comprising: an observation data acquisition step of acquiring observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; a passing time calculation step of calculating an approach time when the railway vehicle approaches one end of the bridge and an exit time when the railway vehicle exits the other end of the bridge based on the observation data, and calculating the difference between the exit time and the approach time as a passing time; a travel speed function calculation step of calculating the travel speed function based on the passing time, the travel distance of the railway vehicle during the passing time, the distance between a stopping position of the railway vehicle and the position of one of the one end and the other end of the bridge which is closer to the stopping position, and the length between the front face of a leading vehicle of the railway vehicles and its leading axle; Includes:

[0177] This measurement method makes it possible to accurately calculate the traveling speed function when a railway vehicle decelerates or accelerates as it travels across a bridge, based on the time it takes for the railway vehicle to pass over the bridge calculated based on observation data, the distance traveled during that time, the distance between the stopping position and the edge of the bridge, and the length between the front of the railway vehicle and the leading axle.

[0178] One aspect of the measurement method is The number of railroad vehicles, each of the railroad vehicles, and The method may further include a travel distance calculation step of calculating the travel distance based on the dimensions of the vehicle and the length of the bridge.

[0179] According to this measurement method, the distance traveled by a railway vehicle during the passing time can be calculated accurately based on the number of railway vehicles, the dimensions of each vehicle, and the length of the bridge, which are contained in the environmental information created in advance, and the traveling speed function can be calculated accurately.

[0180] One aspect of the measurement method is a vehicle number calculation step of calculating the number of the railway vehicles based on the observation data; a travel distance calculation step of calculating the travel distance based on the number of vehicles, the dimensions of each vehicle of the railway vehicles, and the length of the bridge, which are included in environmental information created in advance; It may further include:

[0181] According to this measurement method, the travel distance of a railway vehicle during a passing time can be calculated with high accuracy based on the number of railway vehicles calculated based on observation data and the dimensions of each vehicle and the length of the bridge included in the environmental information created in advance. Therefore, according to this measurement method, even if the number of railway vehicles is unknown, the travel speed function can be calculated with high accuracy.

[0182] In one aspect of the measurement method, The travel distance may be the sum of the length of the bridge and the distance between the leading axle of the leading vehicle and the rearmost axle of the rearmost vehicle of the railroad vehicle.

[0183] According to this measurement method, the distance from when the leading axle of the leading vehicle of a railway vehicle enters the bridge to when the last axle of the last vehicle exits the bridge can be accurately calculated as the traveling distance of the railway vehicle during the passing time, and the traveling speed function can be accurately calculated.

[0184] One aspect of the measurement method is The method may include an acceleration change information calculation step of calculating the position and time at which the railway vehicle starts to decelerate, or the position and time at which the railway vehicle ends its acceleration, based on the running speed function and a constant speed before the railway vehicle starts to decelerate or after the railway vehicle ends its acceleration.

[0185] According to this measurement method, the deceleration start position or acceleration end position of the railway vehicle and the time can be calculated with high accuracy.

[0186] In one aspect of the measurement method, The observation device may be an acceleration sensor, an impact sensor, a pressure sensor, a strain gauge, an image measuring device, a load cell, or a displacement meter.

[0187] One aspect of the measurement device is A measurement device that uses an observation device that observes an observation point on a bridge to measure a traveling speed function, which is a time function of the traveling speed of a railway vehicle traveling on the bridge while decelerating or accelerating at a constant acceleration, comprising: an observation data acquisition unit that acquires observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; a passing time calculation unit that calculates, based on the observation data, an approach time when the railway vehicle approaches one end of the bridge and an exit time when the railway vehicle exits the other end of the bridge, and calculates the difference between the exit time and the approach time as a passing time; the passing time, the traveling distance of the railway vehicle during the passing time, the stopping position of the railway vehicle, and the one end or the other end of the bridge, whichever is closer to the stopping position; a travel speed function calculation unit that calculates the travel speed function based on a distance between the front end of the first vehicle of the railway vehicle and a position of the end of the first vehicle, and a length between the front end of the first vehicle and a front axle of the first vehicle of the railway vehicle; Includes:

[0188] This measuring device can accurately calculate the traveling speed function when a railway vehicle decelerates or accelerates as it travels across a bridge, based on the time it takes for the railway vehicle to pass over the bridge calculated based on observation data, the distance traveled during that time, the distance between the stopping position and the edge of the bridge, and the length between the front of the railway vehicle and the leading axle.

[0189] One aspect of the measurement system is One aspect of the measurement device; the observation device; Equipped with.

[0190] One aspect of the measurement program is A measurement program for measuring a traveling speed function, which is a time function of the traveling speed of a railway vehicle traveling on a bridge while decelerating or accelerating at a constant acceleration, using an observation device that observes an observation point on the bridge, comprising: an observation data acquisition step of acquiring observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; a passing time calculation step of calculating an approach time when the railway vehicle approaches one end of the bridge and an exit time when the railway vehicle exits the other end of the bridge based on the observation data, and calculating the difference between the exit time and the approach time as a passing time; a travel speed function calculation step of calculating the travel speed function based on the passing time, the travel distance of the railway vehicle during the passing time, the distance between a stopping position of the railway vehicle and the position of one of the one end and the other end of the bridge which is closer to the stopping position, and the length between the front face of a leading vehicle of the railway vehicles and its leading axle; to be executed by the computer.

[0191] According to this measurement program, the computer can accurately calculate the traveling speed function when a railway vehicle decelerates or accelerates as it travels across a bridge, based on the time it takes for the railway vehicle to pass over the bridge calculated based on observation data, the distance traveled during that time, the distance between the stopping position and the end of the bridge, and the length between the front of the railway vehicle and the leading axle. [Explanation of symbols]

[0192] 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...Ring displacement meter, 41...Piano wire, 50...Camera, 51...Target, 131...Measurement program, 132...Environmental information, 133...Observation data, 134...Measurement data, 141...Observation data acquisition unit, 142...Passing time calculation unit, 143...Travel distance calculation unit, 144...Traveling speed function calculation unit, 145...Acceleration change information calculation unit, 146...Measurement data output unit, 147...Vehicle number calculation unit, 241...Observation program, 242...Observation data, 321...Measurement data acquisition unit, 322...Monitoring unit, 351...Monitoring program, 352...Measurement data string

Claims

1. A measurement method for measuring a traveling speed function, which is a time function of the traveling speed of a railway vehicle traveling on a bridge while decelerating or accelerating at a constant acceleration, using an observation device that observes an observation point on the bridge, comprising: an observation data acquisition step of acquiring observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; a passing time calculation step of calculating an approach time when the railway vehicle approaches one end of the bridge and an exit time when the railway vehicle exits the other end of the bridge based on the observation data, and calculating the difference between the exit time and the approach time as a passing time; a travel speed function calculation step of calculating the travel speed function based on the passing time, the travel distance of the railway vehicle during the passing time, the distance between a stopping position of the railway vehicle and the position of one of the one end and the other end of the bridge which is closer to the stopping position, and the length between the front face of a leading vehicle of the railway vehicles and its leading axle; Measurement methods, including:

2. In claim 1, The measurement method further includes a travel distance calculation step of calculating the travel distance based on the number of railway vehicles, the dimensions of each railway vehicle, and the length of the bridge, which are included in environmental information created in advance.

3. In claim 1, a vehicle number calculation step of calculating the number of the railway vehicles based on the observation data; a travel distance calculation step of calculating the travel distance based on the number of vehicles, the dimensions of each vehicle of the railway vehicles, and the length of the bridge, which are included in environmental information created in advance; The measurement method further includes:

4. In claim 1, A measurement method in which the travel distance is the sum of the length of the bridge and the distance between the front axle of the leading vehicle and the rearmost axle of the rearmost vehicle of the railway vehicle.

5. In claim 1, a measurement method including an acceleration change information calculation step of calculating the position and time at which the railway vehicle starts to decelerate, or the position and time at which the railway vehicle ends its acceleration, based on the running speed function and a constant speed before the railway vehicle starts to decelerate or after the railway vehicle ends its acceleration.

6. In claim 1, The measurement method, wherein the observation device is an acceleration sensor, an impact sensor, a pressure sensor, a strain gauge, an image measuring device, a load cell, or a displacement meter.

7. A measurement device that uses an observation device that observes an observation point on a bridge to measure a traveling speed function, which is a time function of the traveling speed of a railway vehicle traveling on the bridge while decelerating or accelerating at a constant acceleration, comprising: an observation data acquisition unit that acquires observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; a passing time calculation unit that calculates, based on the observation data, an approach time when the railway vehicle approaches one end of the bridge and an exit time when the railway vehicle exits the other end of the bridge, and calculates the difference between the exit time and the approach time as a passing time; the passing time, the traveling distance of the railway vehicle during the passing time, the stopping position of the railway vehicle, and the one end or the other end of the bridge, whichever is closer to the stopping position; a travel speed function calculation unit that calculates the travel speed function based on a distance between the front end of the first vehicle of the railway vehicle and a position of the end of the first vehicle, and a length between the front end of the first vehicle and a front axle of the first vehicle of the railway vehicle; 2. A measuring device comprising:

8. The measurement device according to claim 7 ; the observation device; A measurement system equipped with

9. A measurement program for measuring a traveling speed function, which is a time function of the traveling speed of a railway vehicle traveling on a bridge while decelerating or accelerating at a constant acceleration, using an observation device that observes an observation point on the bridge, comprising: an observation data acquisition step of acquiring observation data output from the observation device, the observation data including a response to an action of the railway vehicle on the observation point; a passing time calculation step of calculating an approach time when the railway vehicle approaches one end of the bridge and an exit time when the railway vehicle exits the other end of the bridge based on the observation data, and calculating the difference between the exit time and the approach time as a passing time; a travel speed function calculation step of calculating the travel speed function based on the passing time, the travel distance of the railway vehicle during the passing time, the distance between a stopping position of the railway vehicle and the position of one of the one end and the other end of the bridge which is closer to the stopping position, and the length between the front face of a leading vehicle of the railway vehicles and its leading axle; A measurement program that causes a computer to execute the following.

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