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

Abstract

To provide a measurement method with which it is possible to calculate a passage section that a railway vehicle has passed through a bridge with good accuracy.SOLUTION: Provided is a measurement method including: a first acceleration calculation step for calculating, on the basis of acceleration data outputted from an acceleration sensor provided at a measurement point of a bridge, a first acceleration including a response to action on the measurement point of a railway vehicle traveling the bridge; a second acceleration calculation step for smoothing the first acceleration and calculating a second acceleration; a threshold calculation step for calculating a threshold on the basis of the amplitude of the second acceleration; and a passage section calculation step for calculating a section whose amplitude of second acceleration is greater than or equal to the threshold as a passage section that the railway vehicle has passed through the bridge.SELECTED DRAWING: Figure 14

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, in the deflection measuring device described in Patent Document 1, the amplitude of the acceleration detected by the acceleration sensor when a railway vehicle passes over a railway bridge varies greatly depending on the passing railway vehicle, making it difficult to accurately calculate the passing section of the railway bridge that the railway vehicle has passed over based on the detected acceleration. [Means for solving the problem]

[0005] One aspect of the measurement method according to the present invention is to a first acceleration calculation step of calculating a first acceleration including a response to an action on the observation point of a bridge by a railway vehicle traveling on the bridge, based on acceleration data output from an acceleration sensor provided at the observation point of the bridge; a second acceleration calculation step of calculating a second acceleration by smoothing the first acceleration; a threshold value calculation step of calculating a threshold value based on the amplitude of the second acceleration; a passing section calculation step of calculating a section where the amplitude of the second acceleration is equal to or greater than the threshold value as a passing section where the railway vehicle has passed over the bridge; Includes.

[0006] One aspect of the measuring device according to the present invention is a first acceleration calculation unit that calculates a first acceleration including a response to an action on the observation point of a bridge by a railway vehicle traveling on the bridge, based on acceleration data output from an acceleration sensor provided at the observation point of the bridge; a second acceleration calculation unit that calculates a second acceleration by smoothing the first acceleration; a threshold calculation unit that calculates a threshold based on the amplitude of the second acceleration; a passing section calculation unit that calculates a section where the amplitude of the second acceleration is equal to or greater than the threshold as a passing section where the railway vehicle has passed over the bridge; Includes.

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

[0008] One aspect of the measurement program according to the present invention is a first acceleration calculation step of calculating a first acceleration including a response to an action on the observation point of a bridge by a railway vehicle traveling on the bridge, based on acceleration data output from an acceleration sensor provided at the observation point of the bridge; a second acceleration calculation step of calculating a second acceleration by smoothing the first acceleration; a threshold value calculation step of calculating a threshold value based on the amplitude of the second acceleration; a passing section calculation step of calculating a section where the amplitude of the second acceleration is equal to or greater than the threshold value as a passing section where the railway vehicle has passed over the bridge; 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] FIG. 10 is a diagram showing an example of acceleration α(k) when two railroad vehicles travel on a bridge. [Figure 5] FIG. 10 is a diagram showing acceleration αFLT(k) obtained by band-pass filtering acceleration α(k). [Figure 6] FIG. 10 is a diagram showing acceleration αabs(k), which is the absolute value of acceleration αFLT(k). [Figure 7] FIG. 10 is a diagram showing acceleration αS(k) obtained by low-pass filtering acceleration αabs(k). [Figure 8] FIG. 10 is a diagram showing acceleration αS(k) and threshold value cas_th. [Figure 9] FIG. 10 is a diagram showing a response interval BS(k) obtained by comparing acceleration αS(k) with a threshold value cas_th. [Figure 10] FIG. 10 is a diagram showing a response interval BSasm(k) obtained from the response interval BS(k) of FIG. [Figure 11] 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 12] FIG. 10 is a diagram showing acceleration αS(k) and threshold value cas_th2. [Figure 13] 13 is a diagram showing a passing section BS2(k) obtained by comparing the acceleration αS(k) in FIG. 12 with a threshold value cas_th2. FIG. [Figure 14] FIG. 4 is a flowchart showing an example of the procedure of the measurement method of the present embodiment. [Figure 15] FIG. 10 is a flowchart showing an example of a procedure for calculating a response interval. [Figure 16] FIG. 4 is a flowchart showing an example of a procedure of a threshold calculation step in the first embodiment. [Figure 17] FIG. 1 is a diagram showing an example of the configuration of a sensor, a measuring device, and a monitoring device. [Figure 18]FIG. 10 is a diagram showing acceleration αS(k) and threshold value cas_th2. [Figure 19] FIG. 10 is a diagram showing acceleration αS(k) and threshold value cas_th3. [Figure 20] FIG. 20 is a diagram showing a passing section BS3(k) obtained by comparing the acceleration αS(k) in FIG. 19 with a threshold value cas_th3. [Figure 21] FIG. 10 is a diagram showing acceleration αS(k) and threshold value cas_th3. [Figure 22] 22 is a diagram showing a passing section BS3(k) obtained by comparing the acceleration αS(k) in FIG. 21 with a threshold value cas_th3. FIG. [Figure 23] FIG. 11 is a flowchart showing an example of a procedure of a threshold calculation step in the second embodiment. 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. 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] In this embodiment, each sensor 2 is an acceleration sensor that outputs acceleration data when the railway vehicle 6 travels over 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 measurement device 1 detects whether the railway vehicle 6 is moving along the bridge based on the acceleration data output from each sensor 2. The measuring device 1 calculates the passing speed of the railway vehicle 6 when it passes over the beam 5 and the displacement of the bridge 5. The measuring device 1 is installed, for example, on the bridge 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 and the displacement of the bridge 5 when the railway vehicle 6 passes over 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 passing speed of the railway vehicle 6 and the displacement of the bridge 5 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 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, which is installed on the main girder G. That is, the sensor 2 is an acceleration sensor that observes the observation point R, detects accelerations 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 acceleration data including the detected accelerations. For example, each of the multiple parts of the railway vehicle 6 is an axle or a wheel, but hereinafter, it will be assumed that the sensor 2 is an axle. The sensor 2 may be installed in 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 in 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 acceleration 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. Even if the measurement device 1 is not installed so that one of the three detection axes of the sensor 2 is aligned with the normal direction of the floorboard F, the error is small and can be ignored as it is oriented roughly in the normal direction. Also, even if the measurement device 1 is not installed so that one of the three detection axes of the sensor 2 is aligned with the normal direction of the floorboard F, it is possible to correct the detection error due to the tilt of the sensor 2 by using a three-axis composite acceleration that is a combination of the accelerations of the x-axis, y-axis, and z-axis. Also, the sensor 2 is oriented at least roughly in the vertical direction. It may also be a one-axis acceleration sensor that detects acceleration occurring in a direction approximately parallel to the floor board F, or acceleration in the normal direction of the floor board F.

[0028] The measurement method of this embodiment executed by the measurement device 1 will be described in detail below.

[0029] 1-2. Details of measurement method In this embodiment, the measurement device 1 calculates a response section that includes a response to the action of the railway vehicle 6 on the observation point R, based on the acceleration data output from the sensor 2. Then, the measurement device 1 calculates the passage section in which the railway vehicle 6 passed over the bridge 5, based on the calculated response section.

[0030] 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 the acceleration α(k) in a time series, where k is the data number. Figure 4 shows an example of acceleration α(k) when two railway vehicles 6A and 6B travel across a bridge 5. In the example of Figure 4, acceleration occurs due to the travel of railway vehicle 6A, and then acceleration occurs due to the travel of railway vehicle 6B.

[0031] The measuring device 1 acquires acceleration data from the sensor 2, and filters the acceleration α(k) to reduce unnecessary low-frequency signal components as shown in equation (1), to obtain the acceleration α FLT (k) is calculated. This removes the offset and calculates the acceleration α FLT (k) is obtained. In equation (1), the filtering process f FLT (d) may be high-pass filtering or band-pass filtering.

[0032]

number

[0033] For example, the measurement device 1 calculates the acceleration α by N-1 order FIR filter processing as shown in equation (2). FLT In equation (2), for example, N is an even number equal to or greater than 2, and h(0) to h(N-1) are impulse response coefficients. FIG. 5 shows the acceleration α(k) obtained by band-pass filtering the acceleration α(k) shown in FIG. FLT (k) is shown.

[0034]

number

[0035] Next, the measurement device 1 calculates the acceleration α FLT The absolute value of (k) is the acceleration α abs (k) is calculated. FLTThe absolute value of (k) is the acceleration α abs (k) is shown.

[0036]

number

[0037] Next, the measurement device 1 calculates the acceleration α as shown in Equation (4). abs Acceleration α obtained by applying low-pass filtering to (k) to reduce high-frequency noise S Calculate (k).

[0038]

number

[0039] For example, the measurement device 1 calculates k h Acceleration α of each abs Acceleration α by moving average of (k) S (k) may be calculated. For example, k h is an odd number equal to or greater than 3. abs (k) is processed by a low-pass filter to obtain the acceleration α S (k) is shown by a solid line. In FIG. 7, the acceleration α abs (k) is also shown with a dashed line.

[0040]

number

[0041] Next, the measurement device 1 calculates the acceleration α S (k) is the threshold c as_th By comparing and binarizing, the response interval B S Calculate (k). Response section B S The section where (k)=1 is the response section that includes the response to the action of the railway vehicle 6 on the observation point R. as_th is the acceleration α SThe amplitude is adjusted to a value that is greater than the noise amplitude of (k) and smaller than the amplitude of the response of the railway vehicle 6.

[0042]

number

[0043] Figure 8 shows the acceleration α in Figure 7. S (k) is shown by a solid line, and the threshold c as_th is shown by a dashed line. Also, in FIG. 9, the acceleration α S (k) and threshold c as_th Response interval B obtained by comparing S (k) is shown by a solid line. In FIG. 9, the acceleration α S (k) is also shown with a dashed line.

[0044] Note that, due to the relationship between the distance between the axles of the railway vehicles 6 and the length of the bridge 5, when the responses from each axle are added, the vibrations in the middle part may cancel out, and the response section of one railway vehicle 6 may be separated into two. Therefore, to prevent the response section of one railway vehicle 6 from being erroneously determined to have passed over the bridge 5 when it is separated into two, the measurement device 1 calculates one response section including the first response section and the second response section when the time interval between the end time of the first response section and the start time of the second response section is equal to or less than a threshold value for adjacent first and second response sections. Furthermore, when the time interval between the end time of the first response section and the start time of the second response section is greater than the threshold value, the measurement device 1 calculates two response sections including the first response section and the second response section, respectively.

[0045] In this embodiment, the measurement device 1 detects the response interval B S The (k)=1 section is surrounded by a margin section C Sam Response section B extended by 1 / 2 Sasm Calculate (k). Response section B Sasm The section where (k)=1 is the response section of the railway vehicle 6. In this case, the margin section C SamWhen the time interval between the end time of the first response interval and the start time of the second response interval is equal to or less than the threshold, a single response interval including the first response interval and the second response interval is obtained. This single response interval starts before the start time of the first response interval and ends after the end time of the second response interval. In addition, the margin interval C Sam The first time interval is set as a threshold. If the time interval between the end time of the response interval and the start time of the second response interval is greater than a threshold, two response intervals are calculated, each including a first response interval and a second response interval. The first response interval starts before the start time of the first response interval and ends after the end time of the first response interval. The second response interval starts before the start time of the second response interval and ends after the end time of the second response interval. For example, according to equation (7), response interval B Sasm (k) is obtained.

[0046]

number

[0047] Figure 10 shows the response interval B in Figure 9. S Response interval B obtained from (k) Sasm (k) is shown by a solid line. In FIG. 10, the acceleration α S (k) and response section B shown in Fig. 9 S (k) is also shown with a dashed line.

[0048] The time required for the railway vehicle 6 to pass through the bridge 5 is the passing time t s is margin section C Sam If the time width is smaller than the time width of the margin section C, two or more response sections will not be obtained for the railway vehicle 6. Sam The threshold value, which is the time width of the passing time t s On the other hand, the margin section C SamIf the time width of is too large, when two railway vehicles 6A and 6B pass over the bridge 5 in turn, the two original response sections may be combined into one response section. From the viewpoint of ensuring the safety of travel, the time from when the first railway vehicle 6A leaves the bridge 5 until the second railway vehicle 6B enters the bridge 5 should be set to the passing time t s Therefore, the margin C Sam The threshold value, which is the time width of the passing time t s Therefore, the margin section C Sam may be in the range shown in formula (8). In formula (8), d smp is the sampling rate of the acceleration data.

[0049]

number

[0050] transit time t s is the bridge length L B and the dimensions of the railway vehicle 6 passing over the bridge 5. 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 ingress end and egress end of each superstructure 7. The dimensions of the railcar 6 are, for example, the length L of each railcar 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≦aT (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 When n≧2, it is the distance between the n-1th axle from the front and the nth axle. m Length 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 can be measured by a known method. 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.

[0051] In addition, when it is assumed that a railway vehicle 6 consisting of any number of vehicles with the same dimensions runs on the bridge 5, the dimensions of the railway vehicle 6 are the length L of one vehicle. C (C m ), number of axles a T (C m ) and the distance between the axles La(a w (C m ,n)).

[0052] 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 of each vehicle L 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 (9). In equation (9), L C (C m )=L C (1) is assumed to be true.

[0053]

number

[0054] The number of railcars is C T As a result, in equation (9), C m =C T , n=a T (C T ) From equation (10), 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.

[0055]

number

[0056] transit time t s is the bridge length L B , the length of the train L, which is the length of the railcar 6 T , and the average running speed v0 expected when the railway vehicle 6 passes over the bridge 5, is calculated in advance by equation (11). T is the distance D calculated by equation (10) wa (a w (C T ,a T (C T ))).

[0057]

number

[0058] The dimensions and number of railroad vehicles 6 passing through the bridge 5 T If different, the transit time t s Then, the measurement device 1 identifies the railway vehicle 6 that has passed over the bridge 5, for example, based on a timetable, and calculates the passing time t s Using this, the margin range C of the above formula (8)Sam and then, using the above equation (7), the response interval B Sasm (k) can be calculated.

[0059] The measurement device 1 calculates the response interval B Sasm Acceleration α when (k)=1 FLT (k) is the acceleration α Sm Extract as (k).

[0060]

number

[0061] Then, the measuring device 1 detects the response section B Sasm Acceleration α when (k)=1 Sm (k) when each of the plurality of railroad vehicles 6 passes over the bridge 5. FLT (k) is reliably stored. Sasm Acceleration α when (k)=1 Sm Based on (k), the displacement of bridge 5 is calculated.

[0062] Next, the measurement device 1 calculates the acceleration α S (k) is the threshold c as_th2 By comparing with and binarizing, the passing section B S2 Calculate (k). Passing section B S2 The section where (k)=1 is the section where the railway vehicle 6 passed over the bridge 5 .

[0063]

number

[0064] Threshold c as_th2 For example, as shown in equation (14), S2 Response interval B including the interval (k)=1 Sasm Acceleration α in the section (k)=1 S (k) maximum amplitude α SmaxThe acceleration α is set to the value obtained by dividing by the coefficient th. S Since the waveform of (k) is roughly similar to a trapezoid, it is preferable that the coefficient th is 2 in order to improve the accuracy of determining the passing section. However, the acceleration α S The waveform of (k) does not become an exact trapezoidal waveform, and the coefficient th is set to an appropriate value in the range of 1.5 to 3.0, with a margin above and below the ideal value of 2.

[0065]

number

[0066] Figure 12 shows the acceleration α S (k) is shown by a solid line, and the threshold c as_th2 and acceleration α S (k) maximum amplitude α Smax In Fig. 12, the response interval B shown in Fig. 10 is Sasm (k) is also shown by a dashed line. S (k) and threshold c as_th2 Passing section B obtained by comparing S2 (k) is shown by a solid line. In FIG. 13, the acceleration α S (k) is also shown with a dashed line.

[0067] Measurement device 1 is passing section B S2 The difference between the end time and the start time of the section (k)=1 is the transit time t s and calculates the passing speed of the railway vehicle 6 across the bridge 5. For example, the measurement device 1 calculates the passing speed of the railway vehicle 6 by using the equation (15) as the bridge length L B and the train length L, which is the length of railcar 6. T The sum of the transit time t s Average velocity by dividing by v avg Train length L T is the distance D from the front axle of railcar 6 to the rear axle of the rearmost car wa (a w (C T ,a T (C T ))).

[0068]

number

[0069] 1-3. Measurement procedure 14 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.

[0070] 14, first, in the acceleration data acquisition step S10, the measurement device 1 acquires acceleration data output from an acceleration sensor, sensor 2. Sensor 2 observes an observation point R on a bridge 5 and detects accelerations that are responses to the actions of multiple parts of a railway vehicle 6 traveling on the bridge 5 on observation point R.

[0071] Next, in a first acceleration calculation step S20, the measurement device 1 calculates a first acceleration that includes a response to the action of the railway vehicle 6 traveling on the bridge 5 on the observation point R, based on the acceleration data acquired in step S10. For example, the measurement device 1 filters the acceleration α(k) using the above-mentioned equation (2) to obtain the acceleration α FLT (k) is calculated, and as the first acceleration, the acceleration α FLT The absolute value of (k) is the acceleration α abs (k) may be calculated.

[0072] Next, in a second acceleration calculation step S30, the measurement device 1 smoothes the first acceleration calculated in step S20 to calculate a second acceleration. For example, the measurement device 1 calculates the second acceleration by smoothing the acceleration α abs (k) is processed by a low-pass filter to obtain the acceleration α S (k) may be calculated.

[0073] Next, in a response interval calculation step S40, the measurement device 1 calculates a response interval including a response to the action of the railway vehicle 6 traveling on the bridge 5 on the observation point R, based on the acceleration data acquired in step S10. An example of the procedure for the response interval calculation step S40 will be described later.

[0074] Next, in a threshold calculation step S50, the measurement device 1 calculates a threshold c based on the amplitude of the second acceleration calculated in step S30. as_th2 An example of the procedure of the threshold value calculation step S50 will be described later.

[0075] Next, in the passing section calculation step S60, the measurement device 1 calculates whether the amplitude of the second acceleration calculated in step S30 is equal to or greater than the threshold value c as_th2 The above section is calculated as the section where the railway vehicle 6 passed over the bridge 5. For example, the measurement device 1 calculates the acceleration α S (k) threshold c as_th2 The above sections are counted as 1. S2 Calculate (k) and pass section B S2 The section (k)=1 may be the section where the railway vehicle 6 passes over the bridge 5 .

[0076] Next, in a passing speed calculation step S70, the measurement device 1 calculates the difference between the end time and the start time of the passing section calculated in step S60 as a passing 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.

[0077] Next, in a displacement calculation step S80, the measurement device 1 calculates the displacement of the bridge 5 when the railway vehicle 6 runs, based on the acceleration data acquired in step S10. For example, the measurement device 1 calculates the acceleration α FLT (k) is calculated, and the response interval B is calculated using the above equation (12). Sasm Acceleration α when (k)=1 FLT(k) is the acceleration α in the response interval calculated in step S40. Sm (k). Then, the measurement device 1 calculates the acceleration α Sm For example, the measurement device 1 calculates the displacement of the bridge 5 when the railway vehicle 6 runs on the basis of the acceleration α Sm (k) is integrated twice and filtered to reduce the integration error. The displacement of the bridge 5 may be calculated by other known methods.

[0078] Next, in a measurement data output step S90, the measurement device 1 outputs measurement data including the passage speed calculated in step S70 and the displacement calculated in step S80 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 is further Sasm (k), Passing section B S2 (k), acceleration α Sm (k) etc. may also be included.

[0079] Then, the measuring device 1 repeats the processes of steps S10 to S90 until the measurement is completed in step S100.

[0080] FIG. 15 is a flowchart showing an example of the procedure of the response interval calculation step S40 in FIG.

[0081] As shown in FIG. 15, first, in step S401, the measurement device 1 calculates the acceleration α calculated in step S30 of FIG. 14 as in the above-mentioned formula (6). S (k) threshold c as_th Response interval B, where the interval above is 1 S Calculate (k).

[0082] Next, in step S402, the measurement device 1 calculates the response interval B calculated in step S401 as in the above-mentioned formula (7). S For (k), the margin section C Sam Calculate the moving average over a range of .

[0083] Finally, in step S403, the measurement device 1 calculates the response interval B calculated in step S402 using the above-mentioned formula (7). S Response interval B, where the interval where the moving average of (k) is not 0 is set to 1 Sasm (k) is calculated and the response interval B Sasm The interval where (k)=1 is the response interval.

[0084] FIG. 16 is a flowchart showing an example of the procedure of the threshold calculation step S50 in FIG.

[0085] As shown in FIG. 16, in step S501, the measurement device 1 calculates the response interval B Sasm Acceleration α in the section (k)=1 S (k) maximum amplitude α Smax Calculate.

[0086] Then, in step S502, the measurement device 1 calculates the acceleration α S (k) maximum amplitude α Smax Based on the threshold c as_th2 For example, the measurement device 1 calculates the acceleration α S (k) maximum amplitude α Smax is divided by a predetermined coefficient th to obtain the threshold value c as_th2 The coefficient th is equal to or greater than 1.5 and equal to or less than 3.0.

[0087] 1-4. Configuration of sensors, measuring devices and monitoring devices 17 is a diagram showing an example configuration of the sensor 2, the measuring device 1, and the monitoring device 3. As shown in FIG. 17, the sensor 2 includes a communication unit 21, an acceleration sensor 22, a processor 23, and a storage unit 24.

[0088] 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.

[0089] The acceleration sensor 22 detects acceleration occurring in each of the three axial directions.

[0090] The processor 23 executes the observation program 241 stored in the memory unit 24. The acceleration sensor 22 is controlled by this, and acceleration data 242 is generated based on the acceleration detected by the acceleration sensor 22, and the generated acceleration data 242 is stored in the storage unit 24.

[0091] The communication unit 21 transmits the acceleration data 242 stored in the storage unit 24 to the measurement device 1 under the control of the processor 23 .

[0092] As shown in FIG. 17, the measurement device 1 includes a first communication unit 11, a second communication unit 12, a storage unit 13, and a processor .

[0093] The first communication unit 11 receives acceleration data 242 from the sensor 2 and outputs the received acceleration data 242 to the processor 14.

[0094] 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.

[0095] The processor 14 generates measurement data 133 based on the acceleration data 242 received by the first communication unit 11, and stores the generated measurement data 133 in the storage unit 13.

[0096] In this embodiment, the processor 14 executes the measurement program 131 stored in the storage unit 13, thereby functioning as an acceleration data acquisition unit 141, a first acceleration calculation unit 142, a second acceleration calculation unit 143, a response interval calculation unit 144, a threshold calculation unit 145, a passing interval calculation unit 146, a passing speed calculation unit 147, a displacement calculation unit 148, and a measurement data output unit 149. That is, the processor 14 includes the acceleration data acquisition unit 141, the first acceleration calculation unit 142, the second acceleration calculation unit 143, the response interval calculation unit 144, the threshold calculation unit 145, the passing interval calculation unit 146, the passing speed calculation unit 147, the displacement calculation unit 148, and the measurement data output unit 149.

[0097] The acceleration data acquisition unit 141 acquires the acceleration data 242 received by the first communication unit 11, and stores it in the storage unit 13 as acceleration data 132. That is, the acceleration data acquisition unit 141 performs the process of the acceleration data acquisition step S10 in FIG.

[0098] The first acceleration calculation unit 142 calculates a first acceleration including a response to the action of the railway vehicle 6 traveling on the bridge 5 on the observation point R, based on the acceleration data acquired by the acceleration data acquisition unit 141. For example, the first acceleration calculation unit 142 performs a filter process on the acceleration α(k) using the above-mentioned equation (2) to obtain the acceleration α FLT (k) is calculated, and as the first acceleration, the acceleration α FLT The absolute value of (k) is the acceleration α abs 14. That is, the first acceleration calculation unit 142 performs the process of the first acceleration calculation step S20 in FIG.

[0099] The second acceleration calculation unit 143 calculates the second acceleration by smoothing the first acceleration calculated by the first acceleration calculation unit 142. For example, the second acceleration calculation unit 143 calculates the second acceleration by smoothing the first acceleration calculated by the first acceleration calculation unit 142. For example, the second acceleration calculation unit 143 calculates the acceleration α abs (k) is processed by a low-pass filter to obtain the acceleration α S 14. That is, the second acceleration calculation unit 143 performs the process of the second acceleration calculation step S30 in FIG.

[0100] The response interval calculation unit 144 calculates a response interval including a response to the action of the railway vehicle 6 traveling on the bridge 5 on the observation point R, based on the acceleration data acquired by the acceleration data acquisition unit 141. Specifically, the response interval calculation unit 144 calculates the second acceleration calculation The acceleration α calculated by the unit 143 S (k) threshold c as_th Response interval B, where the interval above is 1 S (k) is calculated, and the response interval B is calculated as in the above equation (7). S For (k), the margin section C Sam Then, the response interval calculation unit 144 calculates the moving average over the response interval B S Response interval B, where the interval where the moving average of (k) is not 0 is set to 1 Sasm (k) is calculated and the response interval B Sasm The response interval is set to the interval where (k)=1. That is, the response interval calculation unit 144 performs the process of the response interval calculation step S40 in Fig. 14, specifically the processes of steps S401, S402, and S403 in Fig. 15.

[0101] The threshold calculation unit 145 calculates a threshold c based on the amplitude of the second acceleration calculated by the second acceleration calculation unit 143. as_th2 For example, the threshold calculation unit 145 calculates the response interval B Sasm Acceleration α in the section (k)=1 S (k) maximum amplitude α Smax Calculate the acceleration α as shown in the previous equation (14). S (k) maximum amplitude α Smax is divided by a predetermined coefficient th to obtain the threshold value c as_th2 That is, the threshold calculation unit 145 performs the processing of the threshold calculation step S50 in Fig. 14, specifically the processing of steps S501 and S502 in Fig. 16.

[0102] The passing section calculation unit 146 calculates whether the amplitude of the second acceleration calculated by the second acceleration calculation unit 143 is equal to or greater than the threshold c calculated by the threshold calculation unit 145. as_th2The above section is calculated as the passing section in which the railway vehicle 6 has passed over the bridge 5. For example, the passing section calculation unit 146 calculates the acceleration α S (k) threshold c as_th2 The above sections are counted as 1. S2 Calculate (k) and pass section B S2 The section where (k)=1 may be set as the passing section where the railway vehicle 6 has passed over the bridge 5. That is, the passing section calculation unit 146 performs the processing of the passing section calculation step S60 in FIG.

[0103] The passing speed calculation unit 147 calculates the difference between the end time and the start time of the passing section calculated by the passing section calculation unit 146 as a passing 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 (15) 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.

[0104] The displacement calculation unit 148 calculates the displacement of the bridge 5 when the railway vehicle 6 runs, based on the acceleration data acquired by the acceleration data acquisition unit 141. For example, the displacement calculation unit 148 calculates the acceleration α FLT (k) is calculated, and the response interval B is calculated using the above equation (12). Sasm Acceleration α when (k)=1 FLT (k) is the acceleration α in the response interval calculated by the response interval calculation unit 144. Sm (k). Then, the displacement calculation unit 148 calculates the acceleration α Sm For example, the displacement calculation unit 148 calculates the displacement of the bridge 5 when the railway vehicle 6 runs on the basis of the acceleration α Sm The displacement of the bridge 5 may be calculated by performing double integration on (k) and filtering to reduce the integration error, or by using other known methods. That is, the displacement calculation unit 148 performs the process of the displacement calculation step S80 in FIG. 14.

[0105] The passing speed of the railway vehicle 6 calculated by the passing speed calculation unit 147 and the displacement of the bridge 5 calculated by the displacement calculation unit 148 are stored in the storage unit 13 as at least a part of the measurement data 133. The measurement data 133 is further stored in the response section B Sasm (k), Passing section B S2 (k), acceleration α Sm (k) etc. may also be included.

[0106] The measurement data output unit 149 reads out the measurement data 133 stored in the storage unit 13 and outputs the measurement data 133 to the monitoring device 3. Specifically, under the control of the measurement data output unit 149, the second communication unit 12 transmits the measurement data 133 stored in the storage unit 13 to the communication network. The measurement data output unit 149 transmits the measurement data to the monitoring device 3 via the network 4. That is, the measurement data output unit 149 performs the process of the measurement data output step S90 in FIG.

[0107] 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.

[0108] As shown in FIG. 17, 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.

[0109] The communication unit 31 receives the measurement data 133 from the measurement device 1 and outputs the received measurement data 133 to the processor 32 .

[0110] 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.

[0111] 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.

[0112] 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.

[0113] The processor 32 acquires the measurement data 133 received by the communication unit 31, and based on the acquired measurement data 133, 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.

[0114] 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.

[0115] The measurement data acquisition unit 321 acquires the measurement data 133 received by the communication unit 31, and adds the acquired measurement data 133 to the measurement data sequence 352 stored in the storage unit .

[0116] 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.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] 17 shows only one sensor 2, multiple sensors 2 may each generate acceleration data 242 and transmit it to the measuring device 1. In this case, the measuring device 1 receives the multiple acceleration data 242 transmitted from the multiple sensors 2, generates multiple measurement data 133, and transmits it to the monitoring device 3. The monitoring device 3 also receives the multiple measurement data 133 transmitted from the measuring device 1, and monitors the passing speed of the railway vehicle 6 and the state of the bridge 5 based on the received multiple measurement data 133.

[0122] 1-5.Effects As described above, in the measurement method of the first embodiment, the measurement device 1 calculates the acceleration α abs Calculate (k) and acceleration α abs (k) smoothed acceleration α S Based on the amplitude of (k), an appropriate threshold c according to the magnitude of the acceleration of the response by the railway vehicle 6 is determined. as_th2 Specifically, in the measurement method of the first embodiment, the measurement device 1 calculates the acceleration α S (k) maximum amplitude α Smax is divided by a predetermined coefficient th to obtain the threshold value c as_th2 Since the acceleration α S(k) maximum amplitude α Smax The larger the calculated threshold c as_th2 becomes larger, and the acceleration α S (k) maximum amplitude α Smax The smaller the calculated threshold c as_th2 Therefore, according to the measurement method of the first embodiment, the measurement device 1 can measure the acceleration α S (k) maximum amplitude α Smax Depending on the appropriate threshold c as_th2 Calculate the acceleration α S The amplitude of (k) is the threshold c as_th2 The above section can be calculated with high accuracy as the section through which the railway vehicle 6 passed over the bridge 5.

[0123] 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.

[0124] In the first embodiment, the measurement device 1 detects the second acceleration, α S (k) maximum amplitude α Smax is divided by a predetermined coefficient th to obtain the threshold value c as_th2 Calculate the acceleration α S The amplitude of (k) is the threshold c as_th2 The above sections are calculated as passing sections, but the acceleration α S If the waveform of (k) contains a high peak, the correct passing section may not be calculated. S (k) is shown by a solid line, and the threshold c as_th2 and acceleration α S (k) maximum amplitude α Smax is shown by the dashed line. In Fig. 18, the acceleration α abs (k) and response section B Sasm (k) is also shown by a dashed line. In the example of Figure 18, response interval B Sasm In the section (k)=1, acceleration α S The waveform of (k) is not trapezoidal, and the acceleration α S (k) is the maximum amplitude αSmax Therefore, the threshold c as_th2 Therefore, the acceleration α S (k) is the threshold c in the section where the amplitude becomes small. as_th2 , and the section is not included in the passing section.

[0125] Therefore, in the second embodiment, the measurement device 1 calculates the second acceleration, α S The amplitude of (k) and the first acceleration, α abs (k) peaks and threshold c based on as_th3 For example, the measurement device 1 calculates the response interval B Sasm Acceleration α in the section (k)=1 S (k) maximum amplitude α Smax is divided by a predetermined coefficient th, and the acceleration α S (k) maximum amplitude α Smax and response interval B Sasm Acceleration α in the section (k)=1 abs (k) maximum peak α absmax Multiplying the ratio of as_th3 The acceleration α S (k) maximum amplitude α Smax and acceleration α abs (k) maximum peak α absmax The range of the ratio is expressed by equation (17).

[0126]

number

[0127]

number

[0128] Figure 19 shows the acceleration α S (k) is shown by a solid line, and the threshold c as_th3 , acceleration α S (k) maximum amplitude α Smax and acceleration α abs (k) maximum peak α absmaxis shown by the dashed line. In Fig. 19, the acceleration α abs (k) and response section B Sasm (k) is also shown by a dashed line. In the example of Figure 19, the threshold c as_th3 Since the acceleration α S (k) is the threshold c as_th2 It is larger than that.

[0129] Then, the measurement device 1 calculates the acceleration α S (k) is the threshold c as_th3 By comparing with and binarizing, the passing section B S3 Calculate (k). Passing section B S3 The section where (k)=1 is the section where the railway vehicle 6 passed over the bridge 5 .

[0130]

number

[0131] Figure 20 shows the acceleration α S (k) and threshold c as_th3 Passing section B obtained by comparing S3 (k) is shown by a solid line. In FIG. 20, the acceleration α abs (k) is also shown by a dashed line, and the acceleration α S In the example of Figure 20, the passing section B S3 (k) is calculated correctly.

[0132] Acceleration α abs The more peak-like the waveform (k) is, including peaks that are relatively higher than other peaks, the greater the acceleration α S (k) maximum amplitude α Smax and acceleration α abs (k) maximum peak α absmax Therefore, the ratio of acceleration α abs Depending on the peak of (k), the threshold c as_th3 is adjusted to the appropriate value.

[0133] FIG. 21 shows the acceleration α when two railway vehicles 6A and 6B travel on the bridge 5. S An example of (k) is shown by the solid line, and the threshold c as_th2 , threshold c as_th3 , acceleration α S (k) maximum amplitude α Smax and acceleration α abs (k) maximum peak α absmax is shown by the dashed line. In Fig. 21, the acceleration α abs (k) and response section B Sasm (k) is also shown by a dashed line. S (k) and threshold c as_th3 Passing section B obtained by comparing S3 (k) is shown by a solid line. In FIG. 22, the acceleration α abs (k) is also shown by a dashed line, and the acceleration α S In the example of FIG. 21, the acceleration α abs Depending on the peak of (k), the threshold c as_th3 is adjusted to an appropriate value. As a result, in the example of FIG. 22, S3 (k) is calculated correctly.

[0134] 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. 14. The processes of the acceleration data acquisition step S10, first acceleration calculation step S20, second acceleration calculation step S30, response interval calculation step S40, passing speed calculation step S70, displacement calculation step S80, and measurement data output step S90 in the measurement method of the second embodiment are the same as those in the first embodiment, so their explanations are omitted.

[0135] In the measurement method of the second embodiment, in the threshold calculation step S50, the measurement device 1 calculates a threshold c based on the amplitude of the second acceleration calculated in step S30. as_th3 Specifically, the measurement device 1 calculates the threshold value c based on the amplitude of the second acceleration and the peak of the first acceleration calculated in step S20. as_th3 An example of the procedure of the threshold value calculation step S50 will be described later.

[0136] In addition, in the passing section calculation step S60, the measurement device 1 determines whether the amplitude of the second acceleration calculated in step S30 is greater than or equal to the threshold value c as_th3 The above section is calculated as the section where the railway vehicle 6 passed over the bridge 5. For example, the measurement device 1 calculates the acceleration α S (k) threshold c as_th3 The above sections are counted as 1. S3 Calculate (k) and pass section B S3 The section (k)=1 may be the section where the railway vehicle 6 passes over the bridge 5 .

[0137] FIG. 23 is a flowchart showing an example of the procedure of the threshold calculation step S50 in FIG. 14 according to the second embodiment.

[0138] As shown in FIG. 23, in step S511, the measurement device 1 Sasm Acceleration α in the section (k)=1 S (k) maximum amplitude α Smax and acceleration α abs (k) maximum peak α absmax Calculate.

[0139] Then, in step S512, the measurement device 1 calculates the acceleration α S (k) maximum amplitude α Smax and acceleration α abs (k) maximum peak α absmax Based on the threshold c as_th3 For example, the measurement device 1 calculates the response interval B Sasm Acceleration α in the section (k)=1 S (k) maximum amplitude α Smax is divided by a predetermined coefficient th, and the acceleration α S (k) maximum amplitude α Smax and response interval B Sasm Acceleration α in the section (k)=1 abs (k) maximum peak α absmax Multiplying the ratio of as_th3 may be calculated.

[0140] The configurations of the sensor 2, the measuring device 1, and the monitoring device 3 in the second embodiment are the same as those in FIG. 17, and therefore are not shown in the figures.

[0141] In the measurement device 1 of the second embodiment, the threshold calculation unit 145 calculates the threshold c based on the amplitude of the second acceleration calculated by the second acceleration calculation unit 143. as_th3 Specifically, the threshold value calculation unit 145 calculates the threshold value c based on the amplitude of the second acceleration and the peak of the first acceleration calculated by the first acceleration calculation unit 142. as_th3 In detail, the threshold calculation unit 145 calculates the response interval B Sasm Acceleration α in the section (k)=1 S (k) maximum amplitude α Smax and acceleration α abs (k) maximum peak α absmax Calculate the acceleration α S (k) maximum amplitude α Smax and acceleration α abs (k) maximum peak α absmax Based on the threshold c as_th3 For example, the threshold calculation unit 145 calculates the response interval B Sasm Acceleration α in the section (k)=1 S (k) maximum amplitude α Smax is divided by a predetermined coefficient th, and the acceleration α S (k) maximum amplitude α Smax and response interval B Sasm Acceleration α in the section (k)=1 abs (k) maximum peak α absmax Multiplying the ratio of as_th3 That is, the threshold calculation unit 145 performs the processing of the threshold calculation step S50 in Fig. 14, specifically the processing of steps S511 and S512 in Fig. 23.

[0142] Furthermore, the passing section calculation unit 146 calculates whether the amplitude of the second acceleration calculated by the second acceleration calculation unit 143 is equal to or greater than the threshold c as_th3The above section is calculated as the passing section in which the railway vehicle 6 has passed over the bridge 5. For example, the passing section calculation unit 146 calculates the acceleration α S (k) threshold c as_th3 The above sections are counted as 1. S3 Calculate (k) and pass section B S3 The section where (k)=1 may be set as the passing section where the railway vehicle 6 has passed over the bridge 5. That is, the passing section calculation unit 146 performs the processing of the passing section calculation step S60 in FIG.

[0143] Other functions of the measuring device 1 in the second embodiment are the same as those in the first embodiment, and therefore their description will be omitted. Also, 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 their description will be omitted.

[0144] As described above, in the measurement method of the second embodiment, the measurement device 1 measures the acceleration α S (k) amplitude and acceleration α abs (k) and the peak amplitude of the acceleration α abs The appropriate threshold c considering the peak of (k) as_th3 Specifically, in the measurement method of the second embodiment, the measurement device 1 calculates the acceleration α S (k) maximum amplitude α Smax is divided by a predetermined coefficient th, and the acceleration α S (k) maximum amplitude α Smax and acceleration α abs (k) maximum peak α absmax Multiplying the ratio of as_th3 The larger the ratio, the lower the threshold c as_th3 Therefore, according to the measurement method of the second embodiment, the measurement device 1 adjusts the acceleration α S (k) maximum amplitude α Smax and acceleration α abs (k) maximum peak α absmax The appropriate threshold c is determined according to the ratio of as_th3 is calculated, and the acceleration α absEven if the peak of (k) is strong, the section where the railway vehicle 6 passed over the bridge 5 can be calculated with high accuracy.

[0145] 3. Variations The present invention is not limited to the present embodiment, and various modifications are possible within the scope of the present invention.

[0146] 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.

[0147] 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.

[0148] 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.

[0149] The following can be derived from the above-described embodiment and modifications.

[0150] One aspect of the measurement method is a first acceleration calculation step of calculating a first acceleration including a response to an action on the observation point of a bridge by a railway vehicle traveling on the bridge, based on acceleration data output from an acceleration sensor provided at the observation point of the bridge; a second acceleration calculation step of calculating a second acceleration by smoothing the first acceleration; a threshold value calculation step of calculating a threshold value based on the amplitude of the second acceleration; a passing section calculation step of calculating a section where the amplitude of the second acceleration is equal to or greater than the threshold value as a passing section where the railway vehicle has passed over the bridge; Includes.

[0151] This measurement method can calculate an appropriate threshold value according to the magnitude of the acceleration response from the railway vehicle based on the amplitude of the second acceleration obtained by smoothing the first acceleration, which includes the response to the action of the railway vehicle traveling on the bridge on the observation point. Therefore, this measurement method can accurately calculate the section where the amplitude of the second acceleration is equal to or greater than the threshold value as the section where the railway vehicle passed over the bridge.

[0152] One aspect of the measurement method is a response interval calculation step of calculating a response interval including the response based on the acceleration data; In the threshold calculation step, The threshold value may be calculated by dividing the maximum amplitude of the second acceleration in the response interval by a predetermined coefficient.

[0153] In this measurement method, the larger the maximum amplitude of the second acceleration, the larger the calculated threshold value, and the smaller the maximum amplitude of the second acceleration, the smaller the calculated threshold value. Therefore, according to this measurement method, an appropriate threshold value is calculated according to the maximum amplitude of the second acceleration, so that the passing section where the railway vehicle has passed over the bridge can be calculated with high accuracy.

[0154] In one aspect of the measurement method, The coefficient may be greater than or equal to 1.5 and less than or equal to 3.0.

[0155] According to this measurement method, if the waveform of the second acceleration is trapezoidal, the ideal value of the coefficient is 2. However, since the waveform of the second acceleration does not become an exact trapezoidal waveform, an appropriate threshold can be calculated by setting the coefficient th in the range of 1.5 to 3.0, which is a margin above and below the ideal value of 2.

[0156] In one aspect of the measurement method, In the threshold calculation step, The threshold value may be calculated based on the amplitude of the second acceleration and the peak of the amplitude of the first acceleration.

[0157] According to this measurement method, an appropriate threshold value is calculated taking into account the peak characteristics of the first acceleration, so that even if the peak characteristics of the first acceleration are strong, the passing section where the railway vehicle passed over the bridge can be calculated with high accuracy.

[0158] One aspect of the measurement method is a response interval calculation step of calculating a response interval including the response based on the acceleration data; In the threshold calculation step, The threshold value may be calculated by dividing the maximum amplitude of the second acceleration in the response interval by a predetermined coefficient and multiplying the ratio of the maximum amplitude of the second acceleration to the maximum peak of the first acceleration in the response interval.

[0159] In this measurement method, the threshold value is adjusted to be smaller as the ratio between the maximum amplitude of the second acceleration and the maximum peak of the first acceleration increases. Therefore, according to this measurement method, an appropriate threshold value is calculated according to the ratio between the maximum amplitude of the second acceleration and the maximum peak of the first acceleration, so that even when the first acceleration has a strong peak, the passing section where the railway vehicle passed over the bridge can be calculated with high accuracy.

[0160] One aspect of the measurement device is a first acceleration calculation unit that calculates a first acceleration including a response to an action on the observation point of a bridge by a railway vehicle traveling on the bridge, based on acceleration data output from an acceleration sensor provided at the observation point of the bridge; a second acceleration calculation unit that calculates a second acceleration by smoothing the first acceleration; a threshold calculation unit that calculates a threshold based on the amplitude of the second acceleration; a passing section calculation unit that calculates a section where the amplitude of the second acceleration is equal to or greater than the threshold as a passing section where the railway vehicle has passed over the bridge; Includes.

[0161] This measurement device can calculate an appropriate threshold value according to the magnitude of the acceleration response from the railway vehicle, based on the amplitude of the second acceleration obtained by smoothing the first acceleration, which includes a response to the action of the railway vehicle traveling on the bridge on the observation point. Therefore, this measurement device can accurately calculate the section where the amplitude of the second acceleration is equal to or greater than the threshold value as the section where the railway vehicle passed over the bridge.

[0162] One aspect of the measurement system is One aspect of the measurement device; the acceleration sensor; Equipped with.

[0163] One aspect of the measurement program is a first acceleration calculation step of calculating a first acceleration including a response to an action on the observation point of a bridge by a railway vehicle traveling on the bridge, based on acceleration data output from an acceleration sensor provided at the observation point of the bridge; a second acceleration calculation step of calculating a second acceleration by smoothing the first acceleration; a threshold value calculation step of calculating a threshold value based on the amplitude of the second acceleration; The railway vehicle passes through the bridge in a section where the amplitude of the second acceleration is equal to or greater than the threshold value. a passing section calculation step of calculating a passing section; to be executed by the computer.

[0164] This measurement program enables the computer to calculate an appropriate threshold value according to the magnitude of the acceleration response from the railroad vehicle, based on the amplitude of the second acceleration obtained by smoothing the first acceleration, which includes the response to the action of the railroad vehicle traveling on the bridge on the observation point. Therefore, this measurement program enables the computer to accurately calculate the section where the amplitude of the second acceleration is equal to or greater than the threshold value as the section where the railroad vehicle passed over the bridge. [Explanation of symbols]

[0165] 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, 131...Measurement program, 132...Acceleration data, 133...Measurement data, 141...Acceleration data acquisition unit, 142...First acceleration calculation unit, 143...Second acceleration calculation unit, 144...Response section calculation unit, 145...Threshold calculation unit, 146...Passing section calculation unit, 147...Passing speed calculation unit, 148...Displacement calculation unit, 149...Measurement data output unit, 241...Observation program, 242...Acceleration data, 321...Measurement data acquisition unit, 322...Monitoring unit, 351...Monitoring program, 352...Measurement data string

Claims

1. a first acceleration calculation step of calculating a first acceleration including a response to an action on the observation point of a bridge by a railway vehicle traveling on the bridge, based on acceleration data output from an acceleration sensor provided at the observation point of the bridge; a second acceleration calculation step of calculating a second acceleration by smoothing the first acceleration; a threshold value calculation step of calculating a threshold value based on the amplitude of the second acceleration; a passing section calculation step of calculating a section where the amplitude of the second acceleration is equal to or greater than the threshold value as a passing section where the railway vehicle has passed over the bridge; Measurement methods, including:

2. In claim 1, a response interval calculation step of calculating a response interval including the response based on the acceleration data; In the threshold calculation step, a measurement method for calculating the threshold value by dividing a maximum amplitude of the second acceleration in the response interval by a predetermined coefficient.

3. In claim 2, A measurement method in which the coefficient is 1.5 or greater and 3.0 or less.

4. In claim 1, In the threshold calculation step, A measurement method, wherein the threshold value is calculated based on an amplitude of the second acceleration and a peak of an amplitude of the first acceleration.

5. In claim 4, a response interval calculation step of calculating a response interval including the response based on the acceleration data; In the threshold calculation step, a measurement method for calculating the threshold value by dividing a maximum amplitude of the second acceleration in the response interval by a predetermined coefficient and multiplying the coefficient by a ratio of the maximum amplitude of the second acceleration to a maximum peak of the first acceleration in the response interval.

6. a first acceleration calculation unit that calculates a first acceleration including a response to an action on the observation point of a bridge by a railway vehicle traveling on the bridge, based on acceleration data output from an acceleration sensor provided at the observation point of the bridge; a second acceleration calculation unit that calculates a second acceleration by smoothing the first acceleration; a threshold calculation unit that calculates a threshold based on the amplitude of the second acceleration; a passing section calculation unit that calculates a section where the amplitude of the second acceleration is equal to or greater than the threshold as a passing section where the railway vehicle has passed over the bridge; 2. A measuring device comprising:

7. The measurement device according to claim 6 ; the acceleration sensor; A measurement system equipped with

8. a first acceleration calculation step of calculating a first acceleration including a response to an action on the observation point of a bridge by a railway vehicle traveling on the bridge, based on acceleration data output from an acceleration sensor provided at the observation point of the bridge; a second acceleration calculation step of calculating a second acceleration by smoothing the first acceleration; a threshold value calculation step of calculating a threshold value based on the amplitude of the second acceleration; a passing section calculation step of calculating a section where the amplitude of the second acceleration is equal to or greater than the threshold value as a passing section where the railway vehicle has passed over the bridge; A measurement program that causes a computer to execute the following.

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