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

Abstract

To provide a measurement method that can accurately calculate an entry time and an exit time of a railway vehicle to / from a bridge.SOLUTION: A measurement method comprises: a response waveform calculation step of calculating, on the basis of observation data output from an observation device that observes an observation point of a bridge, a response waveform including a response to an action of a railway vehicle traveling on the bridge on the observation point; a response interval calculation step of calculating, on the basis of the observation data, a response interval including the response; and an entry / exit time calculation step of calculating an entry time of the railway vehicle with respect to the bridge on the basis of a time of a first peak of the response waveform in the response interval, and calculating an exit time of the railway vehicle with respect to the bridge on the basis of a time of a second peak of the response waveform in the response interval.SELECTED DRAWING: Figure 16

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 railway vehicle passing over it, making it difficult to accurately calculate the time when the railway vehicle enters and leaves the railway bridge 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 response waveform calculation step of calculating a response waveform including a response to an action of a railway vehicle traveling on the bridge on the observation point based on observation data output from an observation device that observes the observation point on the bridge; a response interval calculation step of calculating a response interval including the response based on the observation data; an approach / exit time calculation step of calculating an approach time of the railway vehicle to the bridge based on a time of a first peak of the response waveform in the response section, and calculating a time of exit of the railway vehicle from the bridge based on a time of a second peak of the response waveform in the response section; Includes.

[0006] One aspect of the measuring device according to the present invention is a response waveform calculation unit that calculates a response waveform including a response to an action of a railway vehicle traveling on a bridge on an observation point based on observation data output from an observation device that observes the observation point; a response interval calculation unit that calculates a response interval including the response based on the observation data; an approach / exit time calculation unit that calculates an approach time of the railway vehicle to the bridge based on a time of a first peak of the response waveform in the response section, and calculates a time of exit of the railway vehicle from the bridge based on a time of a second peak of the response waveform in the response section; 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 response waveform calculation step of calculating a response waveform including a response to an action of a railway vehicle traveling on the bridge on the observation point based on observation data output from an observation device that observes the observation point on the bridge; a response interval calculation step of calculating a response interval including the response based on the observation data; an approach / exit time calculation step of calculating an approach time of the railway vehicle to the bridge based on a time of a first peak of the response waveform in the response section, and calculating a time of exit of the railway vehicle from the bridge based on a time of a second peak of the response waveform in the response section; 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 a railway vehicle travels 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. 4 is a diagram showing the relationship between a displacement waveform and an acceleration waveform. [Figure 11] FIG. 10 is a diagram showing acceleration αFLT(k) and response interval BS(k). [Figure 12] FIG. 10 is a diagram showing acceleration αFLT(k) and detection interval BSC(k). [Figure 13] FIG. 10 is a diagram showing the relationship between acceleration αFLT(k) and data numbers ki and ko. [Figure 14] FIG. 4 is a diagram showing the relationship between the passing section and the bridge displacement calculated in the first embodiment. [Figure 15] 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 16] FIG. 4 is a flowchart showing an example of the procedure of the measurement method of the present embodiment. [Figure 17]FIG. 4 is a flowchart showing an example of the procedure of an approach / exit time calculation process in the first embodiment. [Figure 18] FIG. 1 is a diagram showing an example of the configuration of a sensor, a measuring device, and a monitoring device. [Figure 19] FIG. 10 is a diagram showing the velocity vFLT(k) obtained by band-pass filtering the velocity v(k). [Figure 20] FIG. 4 is a diagram showing the relationship between a displacement waveform and a velocity waveform. [Figure 21] FIG. 10 is a diagram showing the relationship between peaks p1 to p4 of velocity vFLT(k) and data numbers ki and ko. [Figure 22] FIG. 10 is a diagram showing the relationship between the passing section and the displacement of the bridge calculated in the second embodiment. [Figure 23] FIG. 11 is a flowchart showing an example of the procedure of an approach / exit time calculation process in the second embodiment. [Figure 24] FIG. 10 is a diagram showing another example of the configuration of the measurement system. [Figure 25] FIG. 10 is a diagram showing another example of the configuration of the measurement system. 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] Each sensor 2 outputs observation data including physical quantities that occur when the railcar 6 travels across the bridge 5. In this embodiment, each sensor 2 is an acceleration sensor, and the observation data is acceleration data including acceleration that occurs when the railcar 6 travels across the bridge 5. Each sensor 2 may be, for example, a quartz acceleration sensor or a MEMS acceleration sensor. MEMS is an abbreviation for Micro Electro Mechanical Systems.

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

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

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

[0020] The measuring device 1 and the monitoring device 3 can communicate with each other via a communication network 4, such as a wireless mobile phone network or the Internet. The measuring device 1 transmits measurement data to the monitoring device 3, including the passing speed of the railway vehicle 6 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 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 acceleration data, which is the observation data output from the sensor 2, the measurement device 1 acquires acceleration in a direction intersecting the plane of the superstructure 7 of the bridge 5 on which the railcar 6 travels. The plane of the superstructure 7 on which the railcar 6 travels is defined by the X direction, which is the direction in which the railcar 6 travels, i.e., the longitudinal direction of the superstructure 7, and the Y direction, which is the width direction of the superstructure 7, which is a direction perpendicular to the direction in which the railcar 6 travels. As the railcar 6 travels, the observation point R deflects in directions perpendicular to the X and Y directions. Therefore, in order to accurately calculate the magnitude of the acceleration of the deflection, it is desirable for the measurement device 1 to acquire acceleration in the direction perpendicular to the X and Y directions, i.e., the Z direction, which is the normal direction of the deck F.

[0025] 3 is a diagram illustrating acceleration detected by the sensor 2. The sensor 2 is an acceleration sensor that detects acceleration occurring in each of three mutually orthogonal axial directions.

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

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

[0028] The 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 interval that includes a response to an 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 times when the railway vehicle 6 approaches and leaves the bridge 5, based on the calculated response interval.

[0030] When the railway vehicle 6 travels across the bridge 5, acceleration occurs at the observation point R in the direction of the gravitational acceleration. The 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 the acceleration α(k) when the railway vehicle 6 travels across the bridge 5.

[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. FLT The absolute value of (k) is the acceleration α abs (k) is shown.

[0036]

number

[0037] Next, the measurement device 1 calculates the acceleration α 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 with 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 S The 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] Here, the bridge 5 is displaced downward due to the application of a load as the railway vehicle 6 approaches, and is restored to its original position as the railway vehicle 6 leaves, with the load no longer being applied. Therefore, as shown in Figure 10, the displacement waveform of the bridge 5 caused by the passage of the railway vehicle 6 is close to a trapezoid, and the time of the first negative peak of the acceleration waveform obtained by differentiating this displacement waveform twice corresponds to the approach time, and the time of the last negative peak of this acceleration waveform corresponds to the exit time.

[0045] Figure 11 shows the acceleration α in Figure 5. FLT (k) is shown by a solid line, and the response interval B in Fig. 9 S (k) is shown by a dashed line. As shown in Figure 11, response interval B S In the section (k)=1, the train 6 travels across the bridge 5, causing an acceleration α FLT The vibration waveform of (k) is obtained.S Acceleration α in the section (k)=1 FLT The first negative peak of the waveform (k) The approach time t i Calculated as follows, response interval B S Acceleration α in the section (k)=1 FLT The time of the last negative peak of the waveform in (k) is the advance time t o It is calculated as follows.

[0046] For example, first, the measurement device 1 calculates the response interval B S (k) and acceleration α FLT (k) is multiplied by the threshold th and compared to the detection section B SC (k) is calculated. The threshold th is set to a negative value close to zero.

[0047]

number

[0048] Figure 12 shows the acceleration α FLT (k) and response section B S Detection section B calculated from (k) SC (k) is shown. As shown in Figure 12, response period B S Acceleration α in the section (k)=1 FLT The first negative peak of the waveform in (k) is the first detection section B SC (k)=1. Also, response interval B S Acceleration α in the section (k)=1 FLT The last negative peak of the waveform in (k) is the last detection section B SC Included in the interval (k)=1.

[0049] Therefore, the measurement device 1 detects the first detection section B as shown in equation (8). SC Acceleration α included in the section (k)=1 FLT Data number k corresponds to the negative peak of the waveform (k) i The sampling rate of the acceleration data is d smp Multiplying by the approach time t iIn addition, the measurement device 1 calculates the last detection section B SC Acceleration α included in the section (k)=1 FLT Data number k corresponds to the negative peak of the waveform (k) o to sampling rate d smp Multiply by the advance time t o Calculate.

[0050]

number

[0051]

number

[0052] Figure 13 shows the acceleration α FLT (k) and data number k i ,k o The relationship between data number k and i to data number k o The section up to is the passing section where the railway vehicle 6 has passed over the bridge 5. Moreover, Fig. 14 shows the relationship between the passing section calculated in this embodiment and the displacement of the bridge 5. As shown in Fig. 14, it can be seen that the passing section is calculated with high accuracy compared with the timing at which the bridge 5 is displaced due to the running of the railway vehicle 6.

[0053] The measurement device 1 is o and approach time t i The difference between the transit time t s For example, the measurement device 1 calculates the passing speed of the railway vehicle 6 by using the equation (10) 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 may be calculated.

[0054]

number

[0055] Bridge length L B is the length of the bridge 5, and in this embodiment, the distance between the approach end and the exit end of the superstructure 7 is For example, if the bridge 5 has multiple superstructures 7, the bridge length L B is the distance between the entrance end and exit end of each superstructure 7.

[0056] Train length L T is calculated in advance from the dimensions of the railway vehicle 6. The dimensions of the railway vehicle 6 are, for example, the length L of each carriage of the railway vehicle 6. C (C m ), the number of axles in each vehicle a T (C m ) and the distance between the axles of each vehicle La(a w (C m ,n)) is included. C m is the vehicle number, and the length of each vehicle L C (C m ) starts with C m The distance between the two ends of the th vehicle is the number of axles in each vehicle. T (C m ) starts with C m n is the axle number of each vehicle, and 1≦n≦a T (C m ) The distance between the axles of each vehicle is La(a w (C m ,n)) is C from the beginning when n=1. m 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 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.

[0057] 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 calculated by multiplying the length L of one vehicle by the length L of the other vehicle. C (C m ), number of axles a T (C m ) and the distance between the axles La(a w (C m ,n)).

[0058] 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 (11). In equation (11), L C (C m )=L C (1) is assumed to be true.

[0059]

number

[0060] The number of railcars is C T As a result, in equation (11), C m =C T , n=a T (C T ) From equation (12), 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.

[0061]

number

[0062] Train length L T is the distance D from the front axle of the railcar 6 to the rearmost axle of the rearmost car wa (a w (C T ,a T (C T ))) and the average speed v avg is calculated by equation (13).

[0063]

number

[0064] 1-3. Measurement procedure 16 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.

[0065] 16, first, in the observation data acquisition step S10, the measurement device 1 acquires observation data output from the sensor 2, which is an observation device. The sensor 2 observes an observation point R on the bridge 5 and detects a physical quantity that is a response to the action of multiple parts of the railway vehicle 6 traveling on the bridge 5 on the observation point R. In this embodiment, the sensor 2 is an acceleration sensor, the physical quantity detected by the sensor 2 is acceleration, and the observation data is acceleration data.

[0066] Next, in a response waveform calculation step S20, the measurement device 1 calculates an acceleration waveform as a response waveform 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 that is the observation data acquired in step S10. For example, the measurement device 1 performs filtering on the acceleration α(k) included in the acceleration data that is the observation data using the above-mentioned formula (2), thereby calculating the acceleration α FLT The waveform of (k) may be calculated.

[0067] Next, in the response interval calculation step S30, 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, which is the observation data acquired in step S10. For example, the measurement device 1 calculates the response interval B S (k) is calculated and the response interval B S The interval where (k)=1 may be the response interval.

[0068] Next, in the approach / exit time calculation step S40, the measurement device 1 calculates the approach time t of the railway vehicle 6 to the bridge 5 based on the time of the first peak of the response waveform calculated in step S20 in the response section calculated in step S30. i and calculates the time t of the railway vehicle 6 exiting the bridge 5 based on the time of the second peak of the response waveform in the response section. o An example of the procedure of the approach / exit time calculation step S40 will be described later.

[0069] Next, in the passing speed calculation step S50, the measurement device 1 calculates the exit time t o and approach time t i The difference between the transit time t s and calculates the passing speed of the railway vehicle 6 on the bridge 5. For example, the measurement device 1 calculates the passing speed of the railway vehicle 6 as the average speed v avg may be calculated.

[0070] Next, in a displacement calculation step S60, the measurement device 1 calculates the displacement of the bridge 5 when the railway vehicle 6 runs, based on the acceleration data, which is the observation data acquired in step S10. For example, the measurement device 1 calculates the acceleration α FLT (k) is calculated and the response interval B S Acceleration α when (k)=1 FLT(k) is calculated as the acceleration in the response section calculated in step S30. Then, the measurement device 1 calculates the displacement of the bridge 5 when the railway vehicle 6 travels based on the acceleration in the response section. For example, the measurement device 1 may calculate the displacement of the bridge 5 by performing double integration on the acceleration in the response section and filtering to reduce integration errors, or may calculate the displacement of the bridge 5 using other known methods.

[0071] Next, in the measurement data output step S70, the measurement device 1 outputs the passing data calculated in step S50. The measurement data including the velocity and the displacement calculated in step S60 is output 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 transmitted to the monitoring device 3 in response section B. S (k), approach time t i , advance time t o etc. may be included.

[0072] Then, the measuring device 1 repeats the processes of steps S10 to S70 until the measurement is completed in step S80.

[0073] FIG. 17 is a flowchart showing an example of the procedure of the approach / exit time calculation step S40 in FIG.

[0074] As shown in FIG. 17, in step S401, the measurement device 1 calculates the acceleration α FLT (k) The time of the first negative peak of the waveform is the approach time t i For example, the measurement device 1 calculates the response interval B S (k) and acceleration α FLT (k) is multiplied by the threshold th and compared to the detection section B SC Then, the measurement device 1 calculates the first detection section B as in the above-mentioned formula (8). SC Acceleration α included in the section (k)=1 FLT Data number k corresponds to the negative peak of the waveform (k) i The sampling rate of the acceleration data is d smpMultiplying by the approach time t i Calculate.

[0075] In step S402, the measurement device 1 calculates the acceleration α FLT (k) The time of the last negative peak of the waveform is the advance time t o For example, the measurement device 1 calculates the last detection section B as in the above equation (9). SC Acceleration α included in the section (k)=1 FLT Data number k corresponds to the negative peak of the waveform (k) o to sampling rate d smp Multiply by the advance time t o Calculate.

[0076] 1-4. Configuration of sensors, measuring devices and monitoring devices 18 is a diagram showing an example configuration of the sensor 2, the measuring device 1, and the monitoring device 3. As shown in FIG. 18, the sensor 2 includes a communication unit 21, an acceleration sensor 22, a processor 23, and a storage unit 24.

[0077] 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.

[0078] The acceleration sensor 22 detects acceleration occurring in each of the three axial directions.

[0079] 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.

[0080] 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 .

[0081] As shown in FIG. 18, the measurement device 1 includes a first communication unit 11, a second communication unit 12, a storage unit 13, and a processor .

[0082] The first communication unit 11 receives observation data 242 from the sensor 2 and outputs the received observation data 242 to the processor 14.

[0083] 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.

[0084] The processor 14 generates measurement data 133 based on the observation data 242 received by the first communication unit 11, and stores the generated measurement data 133 in the storage unit 13.

[0085] 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 response waveform calculation unit 142, a response interval calculation unit 143, an approach / exit time calculation unit 144, a passage speed calculation unit 145, a displacement calculation unit 146, and a measurement data output unit 147. That is, the processor 14 includes the observation data acquisition unit 141, the response waveform calculation unit 142, the response interval calculation unit 143, the approach / exit time calculation unit 144, the passage speed calculation unit 145, the displacement calculation unit 146, and the measurement data output unit 147.

[0086] 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 132. That is, the observation data acquisition unit 141 performs the process of the observation data acquisition step S10 in FIG.

[0087] The response waveform calculation unit 142 calculates an acceleration waveform as a response waveform 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, which is the observation data acquired by the observation data acquisition unit 141. For example, the response waveform calculation unit 142 performs a filtering process on the acceleration α(k) included in the acceleration data using the above-mentioned equation (2), thereby calculating the acceleration α FLT The response waveform calculation unit 142 may calculate the waveform of (k). That is, the response waveform calculation unit 142 performs the process of the response waveform calculation step S20 in FIG.

[0088] The response interval calculation unit 143 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, which is the observation data acquired by the observation data acquisition unit 141. For example, the response interval calculation unit 143 calculates the response interval B S (k) is calculated and the response interval B S The response interval may be an interval where (k) = 1. That is, the response interval calculation unit 143 performs the process of the response interval calculation step S30 in FIG.

[0089] The approach / exit time calculation unit 144 calculates the approach time t of the railway vehicle 6 to the bridge 5 based on the time of the first peak of the response waveform calculated by the response waveform calculation unit 142 in the response section calculated by the response section calculation unit 143. i and calculates the time t of the railway vehicle 6 exiting the bridge 5 based on the time of the second peak of the response waveform in the response section. o Specifically, the approach / exit time calculation unit 144 calculates the acceleration α FLT (k) The time of the first negative peak of the waveform is the approach time t i The acceleration α in the response section, which is the second peak, is calculated as FLT (k) The time of the last negative peak of the waveform is the advance time t o For example, the approach / exit time calculation unit 144 calculates the response section B S (k) and acceleration α FLT (k) is multiplied by the threshold th and compared to the detection section B SCThen, the approach / exit time calculation unit 144 calculates the first detection section B SC Acceleration α included in the section (k)=1 FLT Data number k corresponds to the negative peak of the waveform (k) i The sampling rate of the acceleration data is d smp Multiplying by the approach time t i Alternatively, the approach / exit time calculation unit 144 may calculate the last detection section B SC Acceleration α included in the section (k)=1 FLT Data number k corresponds to the negative peak of the waveform (k) o to sampling rate d smp Multiply by the advance time t o That is, the approach / exit time calculation unit 144 may calculate the approach / exit time in FIG. The process of the time calculation step S40, specifically the processes of steps S401 and S402 in FIG. 17, is carried out.

[0090] The passing speed calculation unit 145 calculates the exit time t o and approach time t i The difference between the transit time t s and calculates the passing speed of the railway vehicle 6 on the bridge 5. For example, the passing speed calculation unit 145 calculates the passing speed of the railway vehicle 6 by using the above-mentioned formula (13) as the average speed v avg That is, the passing speed calculation unit 145 performs the process of the passing speed calculation step S50 in FIG.

[0091] The displacement calculation unit 146 calculates the displacement of the bridge 5 when the railway vehicle 6 travels, based on the acceleration data, which is the observation data acquired by the observation data acquisition unit 141. For example, the displacement calculation unit 146 calculates the acceleration α FLT (k) is calculated and the response interval B S Acceleration α when (k)=1 FLTThe response interval calculation unit 143 calculates (k) as the acceleration in the response interval calculated by the response interval calculation unit 143. Then, the displacement calculation unit 146 calculates the displacement of the bridge 5 when the railway vehicle 6 runs, based on the acceleration in the response interval. For example, the displacement calculation unit 1461 may calculate the displacement of the bridge 5 by performing double integration on the acceleration in the response interval and filtering to reduce the integration error, or may calculate the displacement of the bridge 5 by other known methods. That is, the displacement calculation unit 146 performs the processing of the displacement calculation step S60 in FIG. 16 .

[0092] The passing speed of the railway vehicle 6 calculated by the passing speed calculation unit 145 and the displacement of the bridge 5 calculated by the displacement calculation unit 146 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 S (k), approach time t i , advance time t o etc. may be included.

[0093] The measurement data output unit 147 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 147, the second communication unit 12 transmits the measurement data 133 stored in the storage unit 13 to the monitoring device 3 via the communication network 4. That is, the measurement data output unit 147 performs the processing of the measurement data output step S70 in FIG. 16 .

[0094] 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.

[0095] As shown in FIG. 18, 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.

[0096] 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 .

[0097] 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.

[0098] 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.

[0099] 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.

[0100] 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.

[0101] 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.

[0102] 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 .

[0103] 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.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] Although only one sensor 2 is shown in FIG. 18, multiple sensors 2 may be used. The monitoring device 3 may generate observation data 242 from the plurality of sensors 2 and transmit it to the measuring device 1. In this case, the measuring device 1 receives the plurality of observation data 242 transmitted from the plurality of sensors 2, generates a plurality of measurement data 133, and transmits it to the monitoring device 3. The monitoring device 3 also receives the plurality of 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 plurality of measurement data 133.

[0109] 1-5.Effects As described above, in the measurement method of the first embodiment, the measurement device 1 calculates the acceleration α FLT Calculate (k) and acceleration α FLT (k) smoothed acceleration α S Then, the measurement device 1 calculates the response interval based on (k). FLT Based on the clearly distinguishable first and second peaks, which are characteristic points of the waveform of (k), the approach time t i and departure time t o can be calculated with high accuracy.

[0110] In particular, the bridge 5 is displaced downward due to the application of a load as the railway vehicle 6 approaches, and is restored to its original position as the railway vehicle 6 leaves, with the load no longer being applied, so the displacement waveform of the bridge 5 due to the running of the railway vehicle 6 becomes close to a trapezoid. Therefore, the time of the first negative peak of the acceleration waveform obtained by differentiating this displacement waveform twice corresponds to the approach time, and the time of the last negative peak of this acceleration waveform corresponds to the exit time. Therefore, according to the measurement method of the first embodiment, the measurement device 1 calculates the acceleration α FLT The approach time t is calculated by calculating the time of the first negative peak in the response section of the waveform (k). i Furthermore, according to the measurement method of the first embodiment, the measurement device 1 can accurately calculate the acceleration α FLT The time of the last negative peak in the response section of the waveform (k) is calculated to determine the advance time t o can be calculated with high accuracy.

[0111] 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.

[0112] In the second embodiment, the measurement device 1 acquires acceleration data, which is observation data, from the sensor 2, and calculates a velocity waveform as a response waveform 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. Specifically, the measurement device 1 calculates the velocity v(k) by integrating the acceleration α(k) included in the acceleration data acquired from the sensor 2. Then, the measurement device 1 filters the velocity v(k) to reduce unnecessary low-frequency signal components, as shown in Equation (14), to obtain the velocity v FLT (k) is calculated. This removes the offset and calculates the velocity v FLT (k) is obtained. In equation (14), the filtering process f FLT (d) may be high-pass filtering or band-pass filtering.

[0113]

number

[0114] For example, the measurement device 1 calculates the velocity v by N-1 order FIR filter processing as shown in Equation (15). FLT In equation (15), 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. 19 shows the velocity v obtained by integrating the acceleration α(k) shown in Fig. 4 and performing band-pass filtering. FLT (k) is shown.

[0115]

number

[0116] Furthermore, the measurement device 1 calculates the response interval B S Calculate (k).

[0117] Here, the bridge 5 is displaced downward due to the application of a load as the railway vehicle 6 approaches, and is restored to its original position as the railway vehicle 6 leaves, with the load no longer being applied. Therefore, as shown in Figure 20, the displacement waveform of the bridge 5 caused by the running of the railway vehicle 6 is close to a trapezoid, and the time of the midpoint of the first falling edge of the velocity waveform obtained by differentiating this displacement waveform once corresponds to the approach time, and the time of the midpoint of the last falling edge of this velocity waveform corresponds to the exit time. Therefore, the measurement device 1 calculates the time of the response section B S Velocity v in the section (k)=1 FLT The midpoint between the first positive peak and the first negative peak of the waveform in (k) is the approach time t i Calculated as follows, response interval B S Velocity v in the section (k)=1 FLT The midpoint between the last positive peak and the last negative peak of the waveform in (k) is called the advance time t o It is calculated as follows.

[0118] Specifically, the measurement device 1 calculates the velocity v as shown in the above equation (8). FLT Data number k is midway between the data number corresponding to the first positive peak p1 of the waveform (k) and the data number corresponding to the first negative peak p2. i The sampling rate of the acceleration data is d smp Multiplying by the approach time t i Furthermore, the measurement device 1 calculates the velocity v FLT Data number k is the middle data number between the data number corresponding to the last positive peak p3 of the waveform (k) and the data number corresponding to the last negative peak p4. o to sampling rate d smp Multiply by the advance time t o Calculate.

[0119] Figure 21 shows the velocity v FLT Peaks p1 to p4 of (k) and data number k i ,k o The relationship between data number k and i to data number k oThe section up to is the passing section where the railway vehicle 6 has passed over the bridge 5. Moreover, Fig. 22 shows the relationship between the passing section calculated in this embodiment and the displacement of the bridge 5. As shown in Fig. 22, it can be seen that the passing section is calculated with high accuracy compared with the timing at which the bridge 5 is displaced due to the running of the railway vehicle 6.

[0120] Then, the measurement device 1 detects the advance time t o and approach time t i The difference between the transit time t s and calculates the speed at which the railway vehicle 6 passes over the bridge 5. For example, the measurement device 1 calculates the average speed v avg may be calculated.

[0121] 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. 16. The processes of the observation data acquisition step S10, response interval calculation step S30, passage speed calculation step S50, displacement calculation step S60, and measurement data output step S70 in the measurement method of the second embodiment are the same as those in the first embodiment, so their explanations are omitted.

[0122] In the measurement method of the second embodiment, in the response waveform calculation step S20, the measurement device 1 calculates a velocity waveform as a response waveform 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, which is the observation data, acquired in step S10. For example, the measurement device 1 calculates the velocity v(k) by integrating the acceleration α(k) included in the acceleration data, which is the observation data, and then filters the velocity v(k) using the above-mentioned equation (15) to calculate the velocity v(k) as a response waveform. FLT The waveform of (k) may be calculated.

[0123] In addition, in the approach / exit time calculation step S40, the measurement device 1 calculates the approach time t of the railway vehicle 6 to the bridge 5 based on the time of the first peak of the speed waveform, which is the response waveform calculated in step S20, in the response section calculated in step S30. iand calculates the time t of the railway vehicle 6 entering the bridge 5 based on the time of the second peak of the speed waveform in the response section. o An example of the procedure of the approach / exit time calculation step S40 will be described later.

[0124] FIG. 23 is a flowchart showing an example of the procedure of the entry / exit time calculation step S40 of FIG. 16 in the second embodiment.

[0125] As shown in FIG. 23, in step S411, the measurement device 1 calculates the velocity v FLT (k) The time of the first positive peak p1 of the waveform and the velocity v in the response section FLT (k) The time between the first negative peak p2 of the waveform and the time of the approach time t i For example, the measurement device 1 calculates the velocity v as in the above-mentioned equation (8). FLT Data number k is midway between the data number corresponding to the first positive peak p1 of the waveform (k) and the data number corresponding to the first negative peak p2. i to sampling rate d smp Multiplying by the approach time t i Calculate.

[0126] In step S412, the measurement device 1 calculates the velocity v in the response section, which is the second peak. FLT (k) The time of the last positive peak p3 of the waveform and the velocity v in the response section FLT (k) The time between the last negative peak p4 of the waveform and the time of the advance time t o For example, the measurement device 1 calculates the velocity v as in the above equation (9). FLT Data number k is the middle data number between the data number corresponding to the last positive peak p3 of the waveform (k) and the data number corresponding to the last negative peak p4. o to sampling rate d smp Multiply by the advance time t o Calculate.

[0127] 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. 18, and therefore are not shown in the figures.

[0128] In the measurement device 1 of the second embodiment, the response waveform calculation unit 142 calculates a velocity waveform as a response waveform 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 that is the observation data acquired by the observation data acquisition unit 141. For example, the response waveform calculation unit 142 calculates the velocity v(k) by integrating the acceleration α(k) included in the acceleration data that is the observation data, and then filters the velocity v(k) using the above-mentioned equation (15) to calculate the velocity v(k) as a response waveform. FLT The response waveform calculation unit 142 may calculate the waveform of (k). That is, the response waveform calculation unit 142 performs the process of the response waveform calculation step S20 in FIG.

[0129] Further, the approach / exit time calculation unit 144 calculates the approach time t i and calculates the time t of the railway vehicle 6 entering the bridge 5 based on the time of the second peak of the speed waveform in the response section. o Specifically, the approach / exit time calculation unit 144 calculates the speed v FLT (k) The time of the first positive peak p1 of the waveform and the velocity v in the response section FLT (k) The time between the first negative peak p2 of the waveform and the time of the approach time t i For example, the approach / exit time calculation unit 144 calculates the speed v FLT Data number k is midway between the data number corresponding to the first positive peak p1 of the waveform (k) and the data number corresponding to the first negative peak p2. i to sampling rate d smp Multiplying by the approach time t i The approach / exit time calculation unit 144 calculates the speed v in the response section, which is the second peak. FLT(k) The time of the last positive peak p3 of the waveform and the velocity v in the response section FLT (k) The time between the last negative peak p4 of the waveform and the time of the advance time t o For example, the approach / exit time calculation unit 144 calculates the speed v FLT The data number corresponding to the last positive peak p3 of the waveform in (k) and the last negative peak p4 The data number k is the intermediate data number between the data number k and the o to sampling rate d smp Multiply by the advance time t o That is, the approach / advance time calculation unit 144 performs the processing of the approach / advance time calculation step S40 in Fig. 16, specifically the processing of steps S411 and S412 in Fig. 23.

[0130] 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.

[0131] As described above, in the measurement method of the second embodiment, the measurement device 1 calculates the acceleration α FLT Calculate (k) and acceleration α FLT (k) smoothed acceleration α S (k), the measurement device 1 calculates the response interval based on the acceleration α(k). FLT Then, the measurement device 1 calculates the velocity v FLT Based on the clearly distinguishable first and second peaks, which are characteristic points of the waveform of (k), the approach time t i and departure time t o can be calculated with high accuracy.

[0132] In particular, the bridge 5 is displaced downward due to the application of a load as the railway vehicle 6 approaches, and is restored to its original position as the railway vehicle 6 leaves, as the load is no longer applied. Therefore, the displacement waveform of the bridge 5 due to the running of the railway vehicle 6 becomes close to a trapezoid. Therefore, the time of the midpoint of the first falling edge of the velocity waveform obtained by differentiating this displacement waveform once corresponds to the approach time, and the time of the midpoint of the last falling edge of this velocity waveform corresponds to the exit time. Therefore, according to the measurement method of the second embodiment, the measurement device 1 calculates the velocity v FLT The approach time t is calculated by calculating the midpoint between the time of the first positive peak and the time of the first negative peak in the response section of the waveform (k). i Furthermore, according to the measurement method of the second embodiment, the measurement device 1 can accurately calculate the velocity v FLT The advance time t is calculated by calculating the midpoint between the time of the last positive peak and the time of the last negative peak in the response section of the waveform (k). o can be calculated with high accuracy.

[0133] 3. Variations The present invention is not limited to the present embodiment, and various modifications are possible within the scope of the present invention.

[0134] 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 plate F, the pier 8a, etc.

[0135] Furthermore, in each of the above embodiments, the sensor 2, which is the observation device, is an acceleration sensor that outputs acceleration data, but the observation device may also be a displacement meter. Examples of displacement meters include contact-type displacement meters, ring-type displacement meters, laser displacement meters, displacement measuring devices using pressure-sensitive sensors or optical fibers, and image measuring devices that measure the displacement of the bridge 5 through image processing. When the observation device is a displacement meter, the measurement device 1 may calculate acceleration by differentiating the displacement measured by the displacement meter twice, and perform the same processing as in each of the above embodiments. Alternatively, the measurement device 1 may calculate velocity by differentiating the displacement measured by the displacement meter once, and calculate acceleration by differentiating it twice, and perform the same processing as in the second embodiment.

[0136] As an example, Fig. 24 shows a configuration example of a measurement system 10 using a ring-type displacement meter as the observation device. Also, Fig. 25 shows a configuration example of a measurement system 10 using an image measuring device as the observation device. In Figs. 24 and 25, the same components as those in Fig. 1 are given the same reference numerals, and their explanation will be omitted. In the measurement system 10 shown in Fig. 24, the ring-type displacement meter 40 A piano wire 41 is fixed between the upper surface and the underside of the main girder G directly above it, and a ring-type displacement meter 40 measures the displacement of the piano wire 41 due to the deflection of the superstructure 7 and transmits the measured displacement data to the measurement device 1. The measurement device 1 generates measurement data 133 based on the displacement data transmitted from the ring-type displacement meter 40. In the measurement system 10 shown in FIG. 25 , a camera 50 transmits an image of a target 51 attached to the side of the main girder G to the measurement device 1. The 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, and generates displacement data, and generates measurement data 133 based on the generated displacement data. In the example of FIG. 25 , 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.

[0137] 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.

[0138] 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.

[0139] The following can be derived from the above-described embodiment and modifications.

[0140] One aspect of the measurement method is a response waveform calculation step of calculating a response waveform including a response to an action of a railway vehicle traveling on the bridge on the observation point based on observation data output from an observation device that observes the observation point on the bridge; a response interval calculation step of calculating a response interval including the response based on the observation data; an approach / exit time calculation step of calculating an approach time of the railway vehicle to the bridge based on a time of a first peak of the response waveform in the response section, and calculating a time of exit of the railway vehicle from the bridge based on a time of a second peak of the response waveform in the response section; Includes.

[0141] This measurement method allows the approach time to be calculated with high accuracy based on the first peak, which is a characteristic point of the response waveform when the railway vehicle approaches the bridge and can be clearly identified. Also, this measurement method allows the exit time to be calculated with high accuracy based on the second peak, which is a characteristic point of the response waveform when the railway vehicle leaves the bridge and can be clearly identified.

[0142] In one aspect of the measurement method, In the response waveform calculation step, Calculating an acceleration waveform as the response waveform; In the approach / exit time calculation step, The time of the first negative peak of the acceleration waveform in the response interval, which is the first peak, may be calculated as the entry time, and the time of the last negative peak of the acceleration waveform in the response interval, which is the second peak, may be calculated as the exit time.

[0143] In this measurement method, the bridge is displaced downwards due to the application of load as the train approaches, and returns to its original position as the train leaves, removing the load. Therefore, the displacement waveform of the bridge due to the movement of the train is close to a trapezoid. The time of the first negative peak of the acceleration waveform calculated based on the acceleration data corresponds to the approach time, and the time of the last negative peak of the acceleration waveform corresponds to the exit time. Therefore, according to this measurement method, the approach time can be calculated with high accuracy by calculating the time of the first negative peak in the response section of the acceleration waveform calculated based on the acceleration data. Furthermore, according to this measurement method, the exit time can be calculated with high accuracy by calculating the time of the last negative peak in the response section of the acceleration waveform calculated based on the acceleration data.

[0144] In one aspect of the measurement method, In the response waveform calculation step, A velocity waveform is calculated as the response waveform, In the approach / exit time calculation step, The approach time may be calculated as the midpoint between the time of the first positive peak of the velocity waveform in the response interval, which is the first peak, and the time of the first negative peak of the velocity waveform in the response interval, and the exit time may be calculated as the midpoint between the time of the last positive peak of the velocity waveform in the response interval, which is the second peak, and the time of the last negative peak of the velocity waveform in the response interval.

[0145] In this measurement method, the bridge is displaced downward due to the application of a load as the railway vehicle approaches, and returns to its original position as the railway vehicle leaves, resulting in a displacement waveform of the bridge caused by the movement of the railway vehicle that is close to a trapezoid. Therefore, the time of the midpoint of the first falling edge of the velocity waveform obtained by first differentiating this displacement waveform corresponds to the approach time, and the time of the midpoint of the last falling edge of the velocity waveform corresponds to the exit time. Therefore, this measurement method can accurately calculate the approach time by calculating the midpoint between the first positive peak and the first negative peak in the response section of the velocity waveform calculated based on the acceleration data. Furthermore, this measurement method can accurately calculate the exit time by calculating the midpoint between the last positive peak and the last negative peak in the response section of the velocity waveform calculated based on the acceleration data.

[0146] In one aspect of the measurement method, The observation device may be an acceleration sensor or a displacement meter.

[0147] One aspect of the measurement device is a response waveform calculation unit that calculates a response waveform including a response to an action of a railway vehicle traveling on a bridge on an observation point based on observation data output from an observation device that observes the observation point; a response interval calculation unit that calculates a response interval including the response based on the observation data; an approach / exit time calculation unit that calculates an approach time of the railway vehicle to the bridge based on a time of a first peak of the response waveform in the response section, and calculates a time of exit of the railway vehicle from the bridge based on a time of a second peak of the response waveform in the response section; Includes.

[0148] This measurement device can accurately calculate the approach time based on the clearly identifiable first peak, which is a characteristic point of the response waveform when the railway vehicle approaches the bridge. Also, this measurement device can accurately calculate the exit time based on the clearly identifiable second peak, which is a characteristic point of the response waveform when the railway vehicle leaves the bridge.

[0149] One aspect of the measurement system is One aspect of the measurement device; the observation device; Equipped with.

[0150] One aspect of the measurement program is a response waveform calculation step of calculating a response waveform including a response to an action of a railway vehicle traveling on the bridge on the observation point based on observation data output from an observation device that observes the observation point on the bridge; a response interval calculation step of calculating a response interval including the response based on the observation data; an approach / exit time calculation step of calculating an approach time of the railway vehicle to the bridge based on a time of a first peak of the response waveform in the response section, and calculating a time of exit of the railway vehicle from the bridge based on a time of a second peak of the response waveform in the response section; to be executed by the computer.

[0151] This measurement program enables the computer to accurately calculate the approach time based on a clearly identifiable first peak, which is a characteristic point of the response waveform when the railway vehicle approaches the bridge. Also, this measurement program enables the computer to accurately calculate the exit time based on a clearly identifiable second peak, which is a characteristic point of the response waveform when the railway vehicle leaves the bridge. [Explanation of symbols]

[0152] 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...floor plate, 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 Ser, 33...display unit, 34...operation unit, 35...storage unit, 131...measurement program, 132...observation data, 133...measurement data, 141...observation data acquisition unit, 142...response waveform calculation unit, 143...response section calculation unit, 144...approach / exit time calculation unit, 145...passage speed calculation unit, 146...displacement calculation unit, 147...measurement data output unit, 241...observation program, 242...observation data, 321...measurement data acquisition unit, 322...monitoring unit, 351...monitoring program, 352...measurement data string

Claims

1. a response waveform calculation step of calculating a response waveform including a response to an action of a railway vehicle traveling on the bridge on the observation point based on observation data output from an observation device that observes the observation point on the bridge; a response interval calculation step of calculating a response interval including the response based on the observation data; an approach / exit time calculation step of calculating an approach time of the railway vehicle to the bridge based on a time of a first peak of the response waveform in the response section, and calculating a time of exit of the railway vehicle from the bridge based on a time of a second peak of the response waveform in the response section; Measurement methods, including:

2. In claim 1, In the response waveform calculation step, Calculating an acceleration waveform as the response waveform; In the approach / exit time calculation step, a time of the first negative peak of the acceleration waveform in the response interval, which is the first peak, is calculated as the entry time, and a time of the last negative peak of the acceleration waveform in the response interval, which is the second peak, is calculated as the exit time.

3. In claim 1, In the response waveform calculation step, A velocity waveform is calculated as the response waveform, In the approach / exit time calculation step, a measurement method in which the approach time is calculated as the midpoint between the time of the first positive peak of the velocity waveform in the response interval, which is the first peak, and the time of the first negative peak of the velocity waveform in the response interval, and the exit time is calculated as the midpoint between the time of the last positive peak of the velocity waveform in the response interval, which is the second peak, and the time of the last negative peak of the velocity waveform in the response interval.

4. In claim 1, A measurement method, wherein the observation device is an acceleration sensor or a displacement meter.

5. a response waveform calculation unit that calculates a response waveform including a response to an action of a railway vehicle traveling on a bridge on an observation point based on observation data output from an observation device that observes the observation point; a response interval calculation unit that calculates a response interval including the response based on the observation data; an approach / exit time calculation unit that calculates an approach time of the railway vehicle to the bridge based on a time of a first peak of the response waveform in the response section, and calculates a time of exit of the railway vehicle from the bridge based on a time of a second peak of the response waveform in the response section; 2. A measuring device comprising:

6. The measuring device according to claim 5 ; the observation device; A measurement system equipped with

7. a response waveform calculation step of calculating a response waveform including a response to an action of a railway vehicle traveling on the bridge on the observation point based on observation data output from an observation device that observes the observation point on the bridge; a response interval calculation step of calculating a response interval including the response based on the observation data; an approach / exit time calculation step of calculating an approach time of the railway vehicle to the bridge based on a time of a first peak of the response waveform in the response section, and calculating a time of exit of the railway vehicle from the bridge based on a time of a second peak of the response waveform in the response section; A measurement program that causes a computer to execute the following.

Images