MEASUREMENT METHOD, MEASUREMENT DEVICE, MEASUREMENT SYSTEM, AND MEASUREMENT PROGRAM

Abstract

To provide a measurement method capable of calculating a static response when a movable body moves through a structure, using processing with a comparatively small calculation amount.SOLUTION: A measurement method includes the steps of: generating first measurement data on the basis of observation data at an observation point of a structure; performing filter processing on the first measurement data to generate second measurement data; calculating a first flexure amount of the structure; performing filter processing on the first flexure amount to calculate a second flexure amount; approximating the second measurement data using a linear function of the second flexure amount to calculate a first order coefficient and a zero-th order coefficient; calculating a third flexure amount on the basis of the first order coefficient and zero-th order coefficient and the second flexure amount; calculating an offset on the basis of the zero-th order coefficient, the second flexure amount, and the third flexure amount; and calculating a static response by adding the offset and a product of the first order coefficient and the first flexure amount.SELECTED DRAWING: Figure 29

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 method for investigating the structural performance of a railway bridge, which is characterized by formulating a theoretical analysis model of the dynamic response of a railway bridge when a train is traveling, assuming that the train is a moving load train and the bridge is a simple beam, measuring the acceleration of the bridge when the train is traveling, and regarding the residual acceleration waveform of the bridge after the train has passed as a free vibration waveform, identifying unknown parameters of the theoretical analysis model by a vibration characteristic identification method, and estimating the unknown parameters from the acceleration data by an inverse analysis method. More specifically, in the structural performance investigation method described in Patent Document 1, an error term is introduced into the theoretical analysis model to define a probability model, and the simultaneous occurrence probability of generating acceleration data when the unknown parameters are given and the prior probability density function of the unknown parameters are substituted into an equation obtained by Bayes' theorem to determine the simultaneous posterior probability density function of the unknown parameters when the acceleration data is given, and the structural performance of the railway bridge is evaluated by reflecting the estimated parameters and the uncertainty of the parameters. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2018-31676 A Summary of the Invention [Problem to be solved by the invention]

[0004] If the acceleration data acquired by the acceleration sensor installed on the bridge is transmitted to the host via a communication network, the amount of data communication becomes huge, so a method in which a measuring device installed near the acceleration sensor acquires the acceleration data, processes the data, and transmits the processed measurement data to the host is preferable. This system configuration makes it possible to reduce the amount of data communication and reduce the cost of the entire system. However, the method of estimating unknown parameters of a theoretical analysis model from acceleration data by inverse analysis, such as the structural performance investigation method described in Patent Document 1, requires a very large amount of calculations, so a high-performance and expensive measuring device is required, making it difficult to achieve sufficient cost reduction for the entire system. [Means for solving the problem]

[0005] One aspect of the measurement method according to the present invention is to a first measurement data generation step of generating first measurement data based on a physical quantity that is a response to an action on an observation point of a structure of a plurality of parts of a moving body that moves the structure, based on observation data output from an observation device that observes the observation point of the structure; a second measurement data generating step of generating second measurement data by filtering the first measurement data to reduce vibration components; an observation information generating step of generating observation information including an entry time and an exit time of the moving object with respect to the structure; an average speed calculation step of calculating an average speed of the moving body based on the observation information and environmental information including dimensions of the moving body and dimensions of the structure that has been created in advance; a first deflection amount calculation step of calculating a first deflection amount of the structure caused by the moving object based on an approximation equation for the deflection of the structure, the observation information, the environmental information, and the average speed; The first deflection amount is filtered to reduce the vibration component to calculate a second deflection amount. A second deflection amount calculation step; a coefficient calculation step of approximating the second measurement data with a linear function of the second deflection amount and calculating a first-order coefficient and a zeroth-order coefficient of the linear function; a third deflection amount calculation step of calculating a third deflection amount based on the first order coefficient, the zeroth order coefficient, and the second deflection amount; an offset calculation step of calculating an offset based on the zero-order coefficient, the second deflection amount, and the third deflection amount; a static response calculation step of calculating a static response by adding the product of the first coefficient and the first deflection amount to the offset; Includes.

[0006] One aspect of the measuring device according to the present invention is a first measurement data generation unit that generates first measurement data based on a physical quantity that is a response to an action on an observation point of a structure of a plurality of parts of a moving body that moves the structure, based on observation data output from an observation device that observes the observation point of the structure; a second measurement data generating unit that generates second measurement data by filtering the first measurement data to reduce vibration components; an observation information generating unit that generates observation information including an entry time and an exit time of the moving object with respect to the structure; an average speed calculation unit that calculates an average speed of the moving object based on the observation information and environmental information that includes dimensions of the moving object and dimensions of the structure that have been created in advance; a first deflection amount calculation unit that calculates a first deflection amount of the structure caused by the moving object based on an approximation equation for the deflection of the structure, the observation information, the environmental information, and the average speed; a second deflection amount calculation unit that calculates a second deflection amount by filtering the first deflection amount to reduce vibration components; a coefficient calculation unit that approximates the second measurement data with a linear function of the second deflection amount and calculates a first-order coefficient and a zeroth-order coefficient of the linear function; a third deflection amount calculation unit that calculates a third deflection amount based on the first order coefficient, the zeroth order coefficient, and the second deflection amount; an offset calculation unit that calculates an offset based on the zero-order coefficient, the second deflection amount, and the third deflection amount; a static response calculation unit that calculates a static response by adding the product of the first coefficient and the first deflection amount to the offset; Includes.

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

[0008] One aspect of the measurement program according to the present invention is a first measurement data generation step of generating first measurement data based on a physical quantity that is a response to an action on an observation point of a structure of a plurality of parts of a moving body that moves the structure, based on observation data output from an observation device that observes the observation point; a second measurement data generating step of generating second measurement data by filtering the first measurement data to reduce vibration components; an observation information generating step of generating observation information including an entry time and an exit time of the moving object with respect to the structure; The observation information and environmental information including the dimensions of the moving body and the dimensions of the structure that have been created in advance an average speed calculation step of calculating an average speed of the moving object based on the information; a first deflection amount calculation step of calculating a first deflection amount of the structure caused by the moving object based on an approximation equation for the deflection of the structure, the observation information, the environmental information, and the average speed; a second deflection amount calculation step of calculating a second deflection amount by filtering the first deflection amount to reduce vibration components; a coefficient calculation step of approximating the second measurement data with a linear function of the second deflection amount and calculating a first-order coefficient and a zeroth-order coefficient of the linear function; a third deflection amount calculation step of calculating a third deflection amount based on the first order coefficient, the zeroth order coefficient, and the second deflection amount; an offset calculation step of calculating an offset based on the zero-order coefficient, the second deflection amount, and the third deflection amount; and a static response calculation step of calculating a static response by adding the product of the first coefficient and the first deflection amount to the offset. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram showing an example of the configuration of a measurement system. [Diagram 2] A cross-sectional view of the superstructure in Figure 1 taken along line AA. [Diagram 3] 4 is a diagram illustrating acceleration detected by an acceleration sensor. [Figure 4] FIG. 4 is a diagram showing an example of measurement data u(t). [Diagram 5] FIG. 13 shows the power spectrum density of measurement data u(t). [Figure 6] FIG. 13 is a diagram showing an example of measurement data ulp(t). [Figure 7] FIG. 13 is a diagram showing an example of the relationship between measurement data ulp(t) and approach time ti and exit time to. [Figure 8] FIG. 2 is a diagram showing an example of the vehicle length LC (Cm) and the distance between the axles La (aw(Cm,n)). [Figure 9] An explanatory diagram of the structural model of the bridge superstructure. [Figure 10] FIG. 13 is a diagram showing an example of a deflection amount wstd(aw(Cm,n),t). [Figure 11] FIG. 13 is a diagram showing an example of a deflection amount Cstd(Cm,t). [Figure 12] FIG. 13 is a graph showing an example of a deflection amount Tstd(t). [Figure 13] FIG. 13 is a graph showing an example of a deflection amount Tstd_lp(t). [Figure 14] 1 is a diagram showing measurement data ulp(t) and the amount of deflection Tstd_lp(t) superimposed on each other. [Figure 15] FIG. 13 is a diagram showing an example of a deflection amount TEstd_lp(t). [Figure 16] FIG. 13 is a graph showing an example of a deflection amount TEstd(t). [Figure 17]FIG. 13 is a diagram showing an example of the relationship between the amount of deflection TEstd_lp(t) and the predetermined interval Tavg for calculating the average value of the amount of deflection Tstd_lp(t) and the amount of deflection Tstd_lp(t). [Figure 18] FIG. 13 is a diagram showing an example of an offset Toffset_std(t). [Figure 19] FIG. 13 is a graph showing an example of a deflection amount TEOstd(t). [Figure 20] FIG. 13 is a graph showing the relationship between measurement data u(t) and deflection amount TEOstd(t). [Figure 21] FIG. 1 is a diagram showing an example of measurement data u(t) including a static response and a dynamic response. [Figure 22] FIG. 13 is a diagram showing an example of measurement data ulp(t). [Diagram 23] 4 shows an example of the relationship between the measurement data ulp(t) and the approach time ti and the exit time to. [Figure 24] FIG. 13 is a graph showing an example of a deflection amount Tstd(t). [Diagram 25] 1 is a diagram showing measurement data ulp(t) and the amount of deflection Tstd_lp(t) superimposed on each other. [Figure 26] An example of the offset Toffset_std(t) is shown below. [Figure 27] FIG. 13 is a graph showing an example of a deflection amount TEOstd(t). [Figure 28] FIG. 13 is a graph showing the relationship between measurement data u(t) and deflection amount TEOstd(t). [Figure 29] FIG. 4 is a flowchart showing an example of a procedure of a measurement method according to the first embodiment. [Diagram 30] FIG. 4 is a flowchart showing an example of a procedure of a first measurement data generating step. [Diagram 31] FIG. 11 is a flowchart showing an example of a procedure of a second measurement data generating step. [Diagram 32] FIG. 11 is a flowchart showing an example of a procedure of an observation information generating process. [Diagram 33] FIG. 11 is a flowchart showing an example of a procedure of an average velocity calculation step. [Diagram 34] FIG. 11 is a flowchart showing an example of a procedure of a first deflection amount calculation step. [Diagram 35]FIG. 11 is a flowchart showing an example of a procedure of a second deflection amount calculation step. [Diagram 36] FIG. 11 is a flowchart showing an example of a procedure of an offset calculation process. [Figure 37] 1A and 1B are diagrams showing configuration examples of a sensor, a measuring device, and a monitoring device. [Figure 38] FIG. 13 is a diagram showing an example of a load waveform Pstd(aw(Cm,n),t). [Figure 39] FIG. 4 is a diagram showing an example of a load waveform PTstd(t). [Diagram 40] A graph showing the relationship between the amount of deflection wstd(aw(Cm,n),t) and the maximum amplitude max{wstd(aw(Cm,n),t)}. [Diagram 41] FIG. 11 is a flowchart showing an example of a procedure of a measurement method according to a second embodiment. [Diagram 42] FIG. 11 is a flowchart showing an example of a procedure of a conversion ratio calculation process. [Diagram 43] FIG. 11 is a flowchart showing an example of a procedure of a load waveform calculation process. [Diagram 44] FIG. 13 is a diagram showing an example of the arrangement of a measurement device according to a second embodiment. [Diagram 45] FIG. 13 is a diagram showing another example of the configuration of the measurement system. [Diagram 46] FIG. 13 is a diagram showing another example of the configuration of the measurement system. [Figure 47] FIG. 13 is a diagram showing another example of the configuration of the measurement system. [Figure 48] A cross-sectional view of the superstructure in Figure 47 taken along line AA. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Preferred embodiments of the present invention will be described in detail below with reference to the drawings. Note that the embodiments described below do not unduly limit the contents of the present invention described 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 The moving object passing through the superstructure of the bridge, which is the structure according to this embodiment, is a vehicle or railroad car that is heavy and can be measured by BWIM. BWIM is an abbreviation for Bridge Weigh in Motion, and is a technology that measures the weight, number of axles, etc. of the moving object passing through the bridge by treating the bridge as a "scale" and measuring the deformation of the bridge. The superstructure of the bridge, which can analyze the weight of the moving object passing through from the response such as deformation and strain, is a structure in which BWIM functions, and the BWIM system that applies the physical process between the action on the superstructure of the bridge and the response makes it possible to measure the weight of the moving object passing through. In the following, a measurement system for realizing the measurement method of this embodiment will be described using a case where the moving object is a railroad car as an example.

[0012] Fig. 1 is a diagram showing an example of a measurement system according to the present embodiment. As shown in Fig. 1, the measurement system 10 according to the present embodiment includes a measurement device 1 and at least one sensor 2 provided on a superstructure 7 of a bridge 5. The measurement system 10 may also include a monitoring device 3.

[0013] The bridge 5 is made up of a superstructure 7 and a substructure 8. FIG. 2 is a cross-sectional view of the superstructure 7 taken along line AA in FIG. 1. As shown in FIGS. 1 and 2, the superstructure 7 includes a bridge deck 7a consisting of deck F, main girders G, cross beams (not shown), etc., supports 7b, rails 7c, sleepers 7d, and ballast 7e. As shown in FIG. 1, the substructure 8 includes a pier 8a and an abutment 8b. The superstructure 7 is a structure that is bridged over either adjacent abutments 8b and pier 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 pier 8a, two adjacent abutments 8b, or two adjacent piers 8a. Located at leg 8a.

[0014] When the railcar 6 enters the superstructure 7, the load of the railcar 6 causes the superstructure 7 to bend, but because the railcar 6 is made up of multiple cars coupled together, a phenomenon occurs in which the bending of the superstructure 7 repeats periodically as each car passes. This phenomenon is called a static response. On the other hand, since the superstructure 7 has a natural vibration frequency as a structure, the natural vibration of the superstructure 7 may be excited when the railcar 6 passes over the superstructure 7. The excitation of the natural vibration of the superstructure 7 causes a phenomenon in which the bending of the superstructure 7 repeats periodically. This phenomenon is called a dynamic response.

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

[0016] Each sensor 2 outputs data used to calculate a static response when a railcar 6, which is a moving body, moves on a superstructure 7, which is a structure. In this embodiment, each sensor 2 is an acceleration sensor, and 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, specifically, in the longitudinal center of the main girder G. However, it is sufficient for each sensor 2 to be able to detect acceleration for calculating the static response, and the installation position is not limited to the central part of the superstructure 7. If each sensor 2 is installed on the deck F of the superstructure 7, there is a risk that it will be destroyed by the running of the railway vehicle 6, and there is also a risk that the measurement accuracy will be affected by local deformation of the bridge deck 7a. Therefore, in the example of Figs. 1 and 2, each sensor 2 is installed on the main girder G of the superstructure 7.

[0018] The floor plates F, main girders G, etc. of the superstructure 7 are deflected in the vertical direction due to the load of the railway vehicle 6 passing over the superstructure 7. Each sensor 2 detects the acceleration of the deflection of the floor plates F and main girders G due to the load of the railway vehicle 6 passing over the superstructure 7.

[0019] The measurement device 1 calculates a static response when a railway vehicle 6 passes over a superstructure 7, based on the acceleration data output from each sensor 2. The measurement device 1 is installed, for example, on an abutment 8b.

[0020] The measuring device 1 and the monitoring device 3 can communicate with each other via a communication network 4, such as a wireless network for mobile phones and the Internet. The measuring device 1 transmits measurement data including a static response when a railway vehicle 6 passes over a superstructure 7 to the monitoring device 3. The monitoring device 3 stores the information in a storage device (not shown) and may perform processing such as monitoring the railway vehicle 6 and determining whether there is an abnormality in the superstructure 7 based on the information.

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

[0022] As shown in Fig. 2, in this embodiment, an observation point R is set in association with the sensor 2. In the example of Fig. 2, the observation point R is set at a position on the surface of the superstructure 7 vertically above the sensor 2 provided on the main girder G. In other words, the sensor 2 is an observation device that observes the observation point R, and transmits information to the observation points R at multiple locations of the railway vehicle 6 moving on the superstructure 7, which is a structure. The sensor 2 detects a physical quantity that is a response to the action of the railcar 6, and outputs data including the detected physical quantity. For example, each of the multiple parts of the railcar 6 is an axle or a wheel, but hereinafter it is assumed that each part is an axle. In this embodiment, each sensor 2 is an acceleration sensor, and detects acceleration as a physical quantity. The sensor 2 may be provided at a position where it can detect acceleration generated at the observation point R due to the travel of the railcar 6, but it is preferable that the sensor 2 is provided at a position close to vertical to the observation point R.

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

[0024] The measurement device 1 acquires acceleration in a direction intersecting with the plane of the superstructure 7 along which the railcar 6 moves, based on the acceleration data output from the sensor 2. The plane of the superstructure 7 along which the railcar 6 moves is defined by the direction along which the railcar 6 moves, i.e., the X direction which is the longitudinal direction of the superstructure 7, and the direction perpendicular to the direction along which the railcar 6 moves, i.e., the Y direction which is the width direction of the superstructure 7. As the railcar 6 travels, the observation point R is deflected in a direction 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 a direction perpendicular to the X and Y directions, i.e., the Z direction which is the normal direction of the floor panel F.

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

[0026] In order to detect the acceleration of the deflection at observation point R due to the running of the railway vehicle 6, the sensor 2 is installed so that one of the three detection axes, the x-axis, the y-axis, and the z-axis, intersects with the X-direction and the Y-direction. In Fig. 1 and Fig. 2, the sensor 2 is installed so that the first axis intersects with the X-direction and the Y-direction. Since the 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 the first 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 one of the three detection axes of the sensor 2 is not installed in the normal direction of the 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 the sensor 2 is not installed in the normal direction of the floor board F, the measurement device 1 can correct the detection error due to the tilt of the sensor 2 by using a three-axis composite acceleration obtained by combining the accelerations of the x-axis, y-axis, and z-axis. Furthermore, the sensor 2 may be a one-axis acceleration sensor that detects at least the acceleration occurring in a direction approximately parallel to the vertical direction, or the acceleration in the normal direction of the floor board F.

[0028] The measurement method according to this embodiment, which is executed by the measurement apparatus 1, will be described in detail below.

[0029] 1-2. Details of the measurement method First, the measuring device 1 integrates acceleration data a(k) output from the sensor 2, which is an acceleration sensor, to generate speed data v(k) as shown in equation (1), and further integrates the speed data v(k) to generate measurement data u(k) as shown in equation (2). The acceleration data a(k) is data of acceleration change from which unnecessary acceleration bias has been removed in order to calculate the displacement change when the railroad vehicle 6 passes over the bridge 5. For example, the acceleration immediately before the railroad vehicle 6 passes over the bridge 5 may be set to 0, and the acceleration change thereafter may be set as the acceleration data a(k). In equations (1) and (2), k is the sample number, and ΔT is the time interval between samples. The measurement data u(k) is data of the displacement of the observation point R caused by the running of the railroad vehicle 6.

[0030]

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[0031]

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[0032] Measurement data u(k), which has sample number k as a variable, is converted into measurement data u(t), which has time t as a variable, where t = kΔT. An example of the measurement data u(t) is shown in Figure 4. The measurement data u(t) is generated based on acceleration data a(t) output from sensor 2 observing observation point R, and is therefore data based on acceleration, which is a response to the action of multiple axles of railway vehicle 6 moving on superstructure 7 on observation point R.

[0033] Next, the measurement device 1 detects the fundamental frequency F f In order to reduce the vibration components and their harmonics, the measurement data u(t) is filtered to obtain the measurement data u lp The filtering process may be, for example, low-pass filtering or band-pass filtering.

[0034] Specifically, the measurement device 1 first performs a fast Fourier transform on the measurement data u(t) to calculate the power spectrum density, and identifies the peak of the power spectrum density as the fundamental frequency F f FIG. 5 shows the power spectrum density obtained by fast Fourier transform of the measurement data u(t) in FIG. 4. In the example in FIG. 5, the fundamental frequency F f is calculated to be about 3 Hz. Then, the measurement device 1 calculates the fundamental frequency F f From the fundamental period T f Calculate the fundamental period T f The moving average interval k is adjusted to the time resolution of the data by dividing by ΔT. mf Calculate the fundamental period T f is the fundamental frequency F f is the period corresponding to T f >2ΔT.

[0035]

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[0036]

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[0037] Then, the measurement device 1 performs filtering by calculating the fundamental period T f The measurement data u(t) is processed by moving average to reduce the vibration components contained in the measurement data u(t) lp This moving average process not only requires a small amount of calculation, but also generates the fundamental frequency F f The attenuation of the signal component and its harmonic components is very large, so the vibration components are effectively reduced in the measurement data u lp (t) is obtained. Figure 6 shows the measurement data u lp As shown in FIG. 6, the measured data u(t) is almost completely free of vibration components. lp (t) is obtained.

[0038]

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[0039] In addition, the measurement device 1 performs filtering by applying a fundamental frequency F f The measurement data u is processed by FIR filtering to attenuate the signal components with frequencies above lp (t) may be generated. FIR stands for Finite Impulse Response. This FIR filter process requires more calculations than the moving average process, but it has a fundamental frequency F f All signal components at these frequencies can be attenuated.

[0040] Next, the measurement device 1 outputs the measurement data u lp The amplitude of (t) is determined by a predetermined coefficient C L and measurement data lp Amplitude u calculated from (t) a The threshold C L u a or threshold C L u a The two times exceeding ti and departure time t o However, 0 <C L < 1, and the amplitude u a For example, the measurement data u lp The amplitude of (t) shifts at time t 1 From time t 2 The average value of the section from is calculated using formula (6).

[0041]

number

[0042] Approach time t i is the time when the leading axle of the railcar 6 passes through the entrance end of the superstructure 7. o is the time when the rearmost axle of the railway vehicle 6 passes the leading end of the superstructure 7. lp (t) and approach time t i and departure time t o An example of the relationship is shown below.

[0043] Next, the measurement device 1 calculates the advance time t o and approach time t i The difference between the time t s Calculate.

[0044]

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[0045] In addition, the measurement device 1 calculates the number of railcars 6, C, by using the formula (8). T As the transit time t s and the fundamental frequency F f Calculate the largest integer less than or equal to the product of x and x minus 1.

[0046]

number

[0047] Measuring device 1 measures the approach time t i , advance time t o , transit time t s and number of vehicles C T In the example of FIG. 7, the observation information including the approach time t i =7.155 seconds, advance time t o =12.845 seconds, transit time t s =5.69 seconds, number of vehicles C T =16.

[0048] Then, the measurement device 1 performs subsequent processing based on the observation information and environmental information including the dimensions of the railway vehicle 6 and the dimensions of the superstructure 7 that have been created in advance.

[0049] The environmental information may include dimensions of the superstructure 7, for example the length L of the superstructure 7. B and the position L of observation point R x Including the length L of the superstructure 7 B is the distance between the entrance end and exit end of the superstructure 7. Also, the position L of the observation point R x is the distance from the entrance end of the superstructure 7 to the observation point R. The environmental information also includes the dimensions of the railcar 6, for example, the length L of each car of the railcar 6. C (C m ), number of axles for 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 th The distance between the two ends of the vehicle. Number of axles in each vehicle a T (C m ) starts with C m n is the axle number of each vehicle, 1≦n≦a T (C m ) The distance between the axles of each vehicle is La(a w (C m,n)) is C from the beginning when n=1. m The distance between the tip of the th car and the first axle from the front, and when n≧2, 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 and the dimensions of the superstructure 7 can be measured by known methods. A database of the dimensions of the railway vehicle 6 passing over the bridge 5 may be created in advance, and the dimensions of the relevant vehicle may be referenced based on the passing time.

[0050] In addition, when it is assumed that a railway vehicle 6 having an arbitrary number of cars with the same dimensions is traveling on the superstructure 7 of the bridge 5, the environmental information is the length L C (C m ), number of axles in the vehicle a T (C m ) and the distance between the axles La(a w (C m ,n)).

[0051] Total number of axles for railcars 6 Ta T is the number of vehicles included in the observation information, C T and the number of axles of each vehicle included in the environmental information a T (C m ) is used to calculate using equation (9).

[0052]

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[0053] C from the front axle of railcar 6 m Distance D to the nth axle of the nth vehicle wa (a w (C m ,n) is the length L of each vehicle included in the environmental information C (C m ), number of axles for each vehicle a T (C m) and the distance between the axles of each vehicle La(a w (C m ,n)) is calculated by formula (10). In formula (10), L C (C m )=L C (1) is assumed to be the case.

[0054]

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[0055] The measurement device 1 is C in Eq. (10). m =C T , n=a T (C T ) from the front axle of the railcar 6 to the rear axle of the rearmost railcar, D wa (a w (C T ,a T (C T ))).

[0056]

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[0057] The average speed of railcar 6, v a is the length L of the superstructure 7 included in the environmental information B , the transit time t included in the observation information s and the calculated distance D wa (a w (C T ,a T (C T ))) and the average speed v of the railcar 6 is calculated by equation (12). a Calculate.

[0058]

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[0059] The measuring device 1 calculates the average speed v of the railway vehicle 6 by using equation (13) by substituting equation (11) into equation (12).a Calculate.

[0060]

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[0061] Next, the measurement device 1 calculates the amount of deflection of the superstructure 7 caused by the running of the railway vehicle 6 in the following manner.

[0062] In this embodiment, the superstructure 7 of the bridge 5 is considered to have one or more bridge decks 7a, each of which is composed of a deck F and a main girder G, arranged in succession, and the measuring device 1 calculates the displacement of one bridge deck 7a as the displacement at the center in the longitudinal direction. The load applied to the superstructure 7 moves from one end of the superstructure 7 to the other end. At this time, the deflection amount, which is the displacement at the center of the superstructure 7, can be expressed using the position of the load on the superstructure 7 and the load amount. In this embodiment, in order to express the deflection deformation when the axle of the railroad vehicle 6 moves on the superstructure 7 as a trajectory of the deflection amount due to the movement of a single point load on the beam, a structural model shown in FIG. 9 is considered, and the deflection amount at the middle part is calculated in the structural model. In FIG. 9, P is the load. a is the load position from the entry end of the superstructure 7 on the side where the railroad vehicle 6 enters. b is the load position from the exit end of the superstructure 7 on the side where the railroad vehicle 6 exits. L B is the length of the superstructure 7, i.e., the distance between both ends of the superstructure 7. The structural model shown in FIG. 9 is a simple beam supported at both ends.

[0063] In the structural model shown in FIG. 9, when the position of the entry end of the superstructure 7 is set to zero and the observation position of the deflection is set to x, the bending moment M of the simple beam is expressed by equation (14).

[0064]

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[0065] In equation (14), the function H a is defined as in equation (15).

[0066]

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[0067] By transforming equation (14), equation (16) is obtained.

[0068]

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[0069] On the other hand, the bending moment M is expressed by the formula (17). In the formula (17), θ is the angle, I is the second moment, and E is the Young's modulus.

[0070]

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[0071] By substituting equation (17) into equation (16), equation (18) is obtained.

[0072]

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[0073] Equation (19) is calculated by integrating equation (18) with respect to the observation position x, and equation (20) is obtained. In equation (20), C 1 is an integral constant.

[0074]

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[0075]

number

[0076] Furthermore, equation (21) is calculated by integrating equation (20) with respect to the observation position x, and equation (22) is obtained. In equation (22), C2 is an integral constant.

[0077]

number

[0078]

number

[0079] In equation (22), θx represents the amount of deflection, and equation (10) is obtained by replacing θx with the amount of deflection w.

[0080]

number

[0081] From Figure 9, b=L B Since it is -a, equation (23) is transformed into equation (24).

[0082]

number

[0083] When x=0, the deflection w=0, and x≦a, H a = 0, so in equation (24) we have x = w = H a Substituting =0 and rearranging, we obtain equation (25).

[0084]

number

[0085] Also, x=L B With the deflection amount w=0, x>a, H a = 1, so in equation (24) we add x = L B ,w=0,H a Substituting =1 and rearranging, we obtain equation (26).

[0086]

number

[0087] In equation (26), b = L B Substituting -a, we obtain equation (27).

[0088]

number

[0089] The integral constant C in equation (25) is 1 and the integral constant C in equation (26) 2 Substituting the above, we obtain equation (28).

[0090]

number

[0091] By transforming equation (28), the deflection w at observation position x when load P is applied to position a is expressed by equation (29).

[0092]

number

[0093] Deflection w at the central observation position x when load P is at the center of the superstructure 7 0.5LB , x=0.5LB, a=b=0.5LB, H a = 0, and this is expressed by equation (30). 0.5LB is the maximum amplitude of the deflection w.

[0094]

number

[0095] The deflection w at any observation position x is the deflection w 0.5LB It is normalized by the load. If the position a of P is closer to the entrance end than the observation position x, then x>a, so H a Substituting =1 gives equation (31).

[0096]

number

[0097] Position a of load P is a=L B r, and in equation (31), a = L B r,b=L B Substituting (1-r) and rearranging, the deflection amount w is normalized to the deflection amount w by equation (32). std r is the length L of the superstructure 7 B This shows the ratio of position a of load P to

[0098]

number

[0099] Similarly, if the position a of the load P is closer to the forward end than the observation position x, then x≦a, and H is added to equation (30). a Substituting =0 gives us equation (33).

[0100]

number

[0101] Position a of load P is a=L B r, and in equation (33), a = L B r,b=L B Substituting (1-r) and rearranging, the deflection amount w becomes the normalized deflection amount w std is obtained.

[0102]

number

[0103] Combining equations (32) and (34), we can obtain the arbitrary observation position x=Lx Deflection amount w std (r) is expressed by equation (35). In equation (35), the function R(r) is expressed by equation (36). Equation (35) is an approximation equation for the deflection of the superstructure 7, which is a structure, and is based on a structural model of the superstructure 7. Specifically, equation (35) is an approximation equation normalized by the maximum amplitude of deflection at the center position between the approach end and the exit end of the superstructure 7.

[0104]

number

[0105]

number

[0106] In this embodiment, the load P is the load of an arbitrary axle of the railway vehicle 6. When an arbitrary axle of the railway vehicle 6 is located at a position L from the entrance end of the superstructure 7 to the observation point R, x The time it takes to reach xn is the average velocity v calculated by equation (12) a It is calculated using equation (37).

[0107]

number

[0108] Also, any axle of the railcar 6 has length L B The time t required for the superstructure 7 to pass through ln is calculated using equation (38).

[0109]

number

[0110] Railroad Car 6 C m The time t when the n-th axle of the n-th vehicle reaches the approach end of the superstructure 7 0 (C m,n) is the approach time t i , the distance D calculated by Eq. (10) wa (a w (C m , n) and the average velocity v calculated by equation (12) a It is calculated using equation (39).

[0111]

number

[0112] The measurement device 1 uses the formulas (37), (38), and (39) to obtain C m The deflection w of the nth axle of the nth vehicle, expressed by equation (35), std Deflection w when (r) is replaced with time std (a w (C m In equation (40), the function R(t) is expressed by equation (41). std (a w (C m ,n),t) is shown below.

[0113]

number

[0114]

number

[0115] Moreover, the measurement device 1 calculates C m Deflection amount C caused by the th vehicle std (C m ,t) is calculated. m Deflection amount C caused by the th vehicle std (C m ,t) is shown below.

[0116]

number

[0117] Furthermore, the measurement device 1 calculates the amount of deflection T caused by the railway vehicle 6 by using the formula (43). std (t) is calculated. T = Deflection T due to 16 railcars 6 std In FIG. 12, the dashed lines indicate the 16 deflection amounts C std (1,t)~C std (16,t) is shown.

[0118]

number

[0119] Next, the measuring device 1 measures the amount of deflection T std The fundamental frequency F contained in (t) M In order to reduce the vibration component and its harmonics, the deflection amount T std Deflection amount T obtained by filtering (t) std_lp The filtering process may be, for example, low-pass filtering or band-pass filtering.

[0120] Specifically, first, the measuring device 1 measures the amount of deflection T std (t) is subjected to fast Fourier transform to calculate the power spectrum density, and the peak of the power spectrum density is taken as the fundamental frequency F M Then, the measurement device 1 calculates the fundamental frequency F M From the fundamental period T M Calculate the fundamental period T M The moving average interval k is adjusted to the time resolution of the data by dividing by ΔT. mM Calculate the fundamental period T M is the fundamental frequency F M is the period corresponding to T M >2ΔT.

[0121]

number

[0122]

number

[0123] Then, the measurement device 1 performs filtering by calculating the fundamental period T M Deflection amount T std (t) is processed by moving average to obtain the deflection amount T std The deflection amount T that reduces the vibration component contained in (t) std_lp This moving average process not only requires a small amount of calculation, but also calculates the fundamental frequency F M The attenuation of the signal component and its harmonic components is very large, so the vibration component is effectively reduced by the deflection T std_lp (t) is obtained. The deflection amount T std_lp As shown in FIG. 13, the deflection amount T std The deflection T with most of the vibration components contained in (t) removed std_lp (t) is obtained.

[0124]

number

[0125] In addition, the measuring device 1 performs filtering by measuring the amount of deflection T std (t) with respect to the fundamental frequency F M The signal components with frequencies above 1000 Hz are attenuated by FIR filtering to obtain the deflection T std_lp (t) may be calculated. This FIR filter process requires more calculations than the moving average process, but the fundamental frequency F f All signal components at these frequencies can be attenuated.

[0126] Figure 14 shows the measurement data u lp (t) and the deflection T shown in Figure 13 std_lp (t) is shown overlapping. Deflection T std_lpConsidering that (t) is the deflection proportional to the load of the railway vehicle 6 passing through the superstructure 7, the deflection T std_lp A linear function of (t) is the measured data u lp (t) is assumed to be approximately equal to the measurement data u lp (t) is the deflection T std_lp The time interval to be approximated is the entry time t i and the advance time t o Between or deflection amount T std_lp (t) is a time interval in which the amplitude is not zero.

[0127]

number

[0128] The measurement device 1 then calculates the linear coefficient c 1 and the zeroth coefficient c 0 For example, the measurement device 1 calculates the error e(t) expressed by the formula (48), that is, the measurement data u lp The linear coefficient c that minimizes the difference between (t) and the linear function of equation (47) 1 and the zeroth coefficient c 0 Calculate.

[0129]

number

[0130] First order coefficient c 1 and the zeroth coefficient c 0 are calculated by equations (49) and (50), respectively. Let k be the data interval corresponding to the approximate time interval. a ≦k≦k b Let us assume that.

[0131]

number

[0132]

number

[0133] Then, the measurement device 1 calculates the linear coefficient c 1 and the zeroth coefficient c 0 Using the deflection amount T std_lp The deflection amount T after adjusting (t) Estd_lp (t) is calculated as shown in equation (51). Estd_lp (t) basically corresponds to the right-hand side of equation (47), but at the approach time t i Sections before and entry time t o In the section after 0 is set to 0. In Fig. 15, the deflection amount T Estd_lp An example of (t) is shown below.

[0134]

number

[0135] In addition, as shown in equation (52), the first-order coefficient c calculated in equation (49) 1 and the zeroth order coefficient c calculated using equation (50) 0 Deflection T std Assume that a linear function of (t) is approximately equal to the measured data u(t).

[0136]

number

[0137] First order coefficient c 1 and the zeroth coefficient c 0 Using the deflection amount T std The deflection amount T after adjusting (t) Estd (t) is calculated by equation (53). The right-hand side of equation (53) is the T std_lp (t) to T std In Fig. 16, the deflection amount T Estd An example of (t) is shown below.

[0138]

number

[0139] Next, the measuring device 1 calculates the deflection in a predetermined section by equation (54) with t=kΔT. Quantity T Estd_lp (t) and deflection T std_lp (t) and amplitude ratio R T In equation (54), the numerator is the deflection amount T Estd_lp Waveform and deflection T of (t) std_lp The deflection amount T included in a certain section of the section where the waveform of (t) is shifted Estd_lp (t) is the average value of n+1 samples, and the denominator is the deflection amount T std_lp The deflection amount T Estd_lp (t) and deflection T std_lp (t) and the predetermined interval T for calculating the average value avg An example of the relationship is shown below.

[0140]

number

[0141] Next, the measurement device 1 measures the amplitude ratio R T and deflection amount T std_lp (t) and its product R T T std_lp (t) is the zeroth coefficient c 0 Compared to offset T offset_std Specifically, the measurement device 1 calculates the amplitude ratio R T and deflection amount T std_lp (t) and its product R T T std_lp The absolute value of (t) is the zeroth coefficient c 0 A product greater than the absolute value of R T T std_lp (t) interval is zeroth order coefficient c 0 Replace with offset T offset_std (t) is calculated. offset_stdIn the example of FIG. 18, the deflection amount T std_lp Since the amplitude of (t) is zero or negative, the measurement device 1 calculates the product R T T std_lp (t) 0th order coefficient c 0 The interval smaller than the zeroth coefficient c 0 Replace with offset T offset_std (t) is calculated.

[0142]

number

[0143] Then, the measurement device 1 calculates the linear coefficient c 1 and deflection amount T std (t) and its product c 1 T std (t) and offset T offset_std (t) is added to obtain the static response deflection T EOstd (t) is calculated. This deflection T EOstd (t) corresponds to the static response when the railway vehicle 6 passes over the superstructure 7. EOstd An example of the measurement data u(t) and the deflection amount T EOstd The relationship with (t) is shown.

[0144]

number

[0145] When the vibration frequency of the static response caused by the railway vehicle 6 passing over the superstructure 7 is significantly different from the natural vibration frequency of the superstructure 7, the natural vibration of the superstructure 7 is not easily excited even when the railway vehicle 6 passes over the superstructure 7, so that almost no dynamic response occurs and the measurement data u(t) has a waveform close to the static response. The measurement data u(t) shown in FIG. 20 shows the amount of deflection T EOstd It can be seen that the waveform is similar to that of (t), and the measured data u(t) contains almost no dynamic response.

[0146] On the other hand, when the vibration frequency of the static response is close to the natural vibration frequency of the superstructure 7, the natural vibration of the superstructure 7 is excited, and not only the static response but also the dynamic response is generated in a superimposed manner. Therefore, the measurement data u(t) includes not only the static response but also the dynamic response. As shown in FIG. 1 shows an example of measurement data u(t) including static and dynamic responses.

[0147] FIG. 22 shows the measurement data u(t) calculated from the measurement data u(t) in FIG. 21 using the above-mentioned formula (5). lp An example of the measurement data u in FIG. lp (t) and approach time t i and departure time t o FIG. 24 shows an example of the relationship between the approach time t i and departure time t o and the number of vehicles C according to the above equation (8) T The deflection amount T is calculated using std FIG. 25 shows an example of the measurement data u(t) shown in FIG. lp (t) and the deflection amount T in Figure 23 using the above equation (46). std Deflection T calculated from (t) std_lp In addition, in FIG. 26, the deflection amount T in FIG. 25 is calculated by the above-mentioned formula (55). std_lp Offset T calculated from (t) offset_std An example of the deflection amount T in FIG. 24 is shown in FIG. 27 by the above-mentioned formula (56). std (t) and offset T in Figure 26 offset_std Deflection T calculated from (t) EOstd FIG. 28 shows an example of the measurement data u(t) shown in FIG. 21 and the deflection amount T EOstd The relationship with (t) is shown.

[0148] As shown in Fig. 28, the deflection amount T EOstdIt can be seen that (t) does not include vibration of the dynamic response, but is a static response. In this way, according to the measurement method of the present embodiment, the amount of deflection T EOstd (t) can be calculated.

[0149] 1-3. Measurement method procedure 29 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.

[0150] As shown in FIG. 29, first, in an observation data acquisition step S10, the measurement device 1 acquires acceleration data a(k), which is observation data output from a sensor 2, which is an observation device.

[0151] Next, in a first measurement data generating step S20, the measurement device 1 generates measurement data u(t) which is the first measurement data based on acceleration as a physical quantity which is a response to the action of the multiple axles of the railway vehicle 6 moving on the superstructure 7 on the observation point R, based on the acceleration data a(k) which is the observation data acquired in step S10. An example of the procedure of the first measurement data generating step S20 will be described later.

[0152] Next, in a second measurement data generation step S30, the measurement device 1 generates second measurement data, which is measurement data u(t) generated in step S20 by filtering the measurement data u(t) to reduce vibration components. lp For example, the measurement device 1 performs filtering to obtain the fundamental frequency F f A low-pass filter process is performed to attenuate vibration components of the above frequencies. An example of the procedure of the second measurement data generating step S30 will be described later.

[0153] Next, in the observation information generation process S40, the measurement device 1 determines the approach time t i and departure time t o Generate observation information including the approach time t iis the time when the leading axle of the railcar 6 passes through the entrance end of the superstructure 7, and the exit time t o is the time when the rearmost axle of the multiple axles of the railway vehicle 6 passes the leading end of the superstructure 7. In this embodiment, the measurement device 1 uses the measurement data u generated in step S30 lp Based on (t), the approach time t i and departure time t o Furthermore, the measurement device 1 calculates the number of vehicles C T An example of the procedure of the observation information generating step S40 will be described later.

[0154] Next, in an average speed calculation step S50, the measurement device 1 calculates the average speed v of the railcar 6 based on the observation information generated in step S40 and environmental information including the dimensions of the railcar 6 and the dimensions of the superstructure 7 that have been created in advance. a The environmental information is the length L of the superstructure 7. B , position L of observation point R x , the length L of each of the railcars 6 C (C m ), number of axles for each vehicle a T (C m ) and the distance La (a w (C m , n)) An example of the procedure of the average speed calculation step S50 will be described later.

[0155] Next, in a first deflection amount calculation step S60, the measurement device 1 calculates an approximation equation for the deflection of the superstructure 7, which is the above-mentioned equation (35), the observation information generated in step S40, the environmental information, and the average speed v of the railway vehicle 6 calculated in step S50. a Based on this, a first deflection amount T of the superstructure 7 due to the railway vehicle 6 is calculated. std Specifically, the measurement device 1 calculates the average velocity v a Based on the above, the deflection amount w of the upper structure 7 due to each of the multiple axles is calculated. std (a w (C m, n), t) and the deflection amount w of the superstructure 7 due to each of the multiple axles is calculated. std (a w (C m ,n),t) are added to obtain the deflection amount T std An example of the procedure of the first deflection amount calculation step S60 will be described later.

[0156] Next, in a second deflection amount calculation step S70, the measurement device 1 calculates the deflection amount T std The second deflection, T, is the deflection obtained by filtering (t) to reduce the vibration component. std_lp For example, the measurement device 1 calculates the deflection amount T std The fundamental frequency F of (t) M A low-pass filter process is performed to attenuate the vibration components of the above frequencies. An example of the procedure of the second deflection amount calculation step S70 will be described later.

[0157] Next, in the coefficient calculation step S80, the measurement device 1 calculates the measurement data u lp (t) is the deflection T calculated in step S70 std_lp (t) is approximated by a linear function, and the linear coefficient c 1 and the zeroth coefficient c 0 Specifically, the measurement device 1 calculates the measurement data u lp (t) is the deflection T std_lp (t) is approximated by a linear function, and the linear coefficient c is calculated by the least squares method using the above equations (49) and (50). 1 and the zeroth coefficient c 0 Calculate.

[0158] Next, in the third deflection amount calculation step S90, the measurement device 1 calculates the first-order coefficient c 1 and the zeroth coefficient c 0 and the deflection amount T calculated in step S70 std_lp Based on (t) and the third deflection, the deflection T Estd_lp Specifically, the measurement device 1 calculates the approach time t iSections and entry times earlier than t o In the section after 1 and deflection amount T std_lp (t) and its product c 1 T std_lp (t), and the approach time is t i and the advance time t o In the interval between 1 T std_lp (t) and the zeroth coefficient c 0 The deflection amount T is the sum of Estd_lp Calculate (t).

[0159] Next, in the offset calculation step S100, the measurement device 1 calculates the zero-order coefficient c 0 and the deflection amount T calculated in step S70 std_lp (t) and the deflection T calculated in step S90 Estd_lp (t) and offset T based on offset_std An example of the procedure of the offset calculation step S100 will be described later.

[0160] Next, in the static response calculation step S110, the measurement device 1 calculates the first-order coefficient c 1 and the deflection amount T calculated in step S60 std (t) and its product c 1 T std (t) and the offset T calculated in step S100 offset_std (t) is added to obtain the static response deflection T EOstd Calculate (t).

[0161] Next, in the measurement data output step S120, the measurement device 1 outputs the amount of deflection T EOstd The measurement data including the deflection amount T EOstd In addition to (t), the measurement data u(t), u lp (t), deflection T std (t),T std_lp (t),TEstd_lp (t) etc. may also be included.

[0162] Then, the measuring device 1 repeats the processes of steps S10 to S120 until the measurement is completed in step S130.

[0163] FIG. 30 is a flowchart showing an example of the procedure of the first measured data generating step S20 in FIG.

[0164] As shown in FIG. 30, in step S201, the measurement device 1 integrates the acceleration data a(t) output from the sensor 2 to generate velocity data v(t) as in the above-mentioned equation (1).

[0165] Then, in step S202, the measurement device 1 generates measurement data u(t) by integrating the velocity data v(t) generated in step S201, as in the above-mentioned equation (2).

[0166] Thus, in this embodiment, the measurement data u(t) is data on the displacement of the superstructure 7 caused by the railway vehicle 6, which is a moving body moving on the superstructure 7, which is a structure, and is data obtained by integrating twice the acceleration in a direction intersecting with the surface of the superstructure 7 on which the railway vehicle 6 moves. Therefore, the measurement data u(t) includes data on a waveform that is convex in the positive or negative direction, specifically, a rectangular waveform, a trapezoidal waveform, or a half-sine waveform. Note that the rectangular waveform includes not only an exact rectangular waveform but also a waveform that approximates a rectangular waveform. Similarly, the trapezoidal waveform includes not only an exact trapezoidal waveform but also a waveform that approximates a trapezoidal waveform. Similarly, the half-sine waveform includes not only an exact half-sine waveform but also a waveform that approximates a half-sine waveform.

[0167] FIG. 31 is a flowchart showing an example of the procedure of the second measured data generating step S30 in FIG.

[0168] As shown in FIG. 31, in step S301, the measurement device 1 performs fast Fourier transform processing on the measurement data u(t) calculated in step S202 of FIG. 30 to calculate the power spectrum density, and calculates the peak of the power spectrum density as the fundamental frequency Ff It is calculated as follows.

[0169] Then, in step S302, the measurement device 1 calculates the fundamental frequency F f The measurement data u is processed by a low-pass filter that attenuates the vibration components of the frequency above lp The measurement device 1 generates the fundamental frequency F f The fundamental period T f Then, the measurement data u(t) is processed by moving average to obtain the measurement data u lp Alternatively, the measurement device 1 may generate a fundamental frequency F(t) for the measurement data u(t) as a low-pass filter process. f The measurement data u is processed by FIR filtering to attenuate the signal components with frequencies above lp (t) may be generated.

[0170] FIG. 32 is a flowchart showing an example of the procedure of the observation information generating step S40 of FIG.

[0171] As shown in FIG. 32, first, in step S401, the measurement device 1 measures the amplitude u a The measurement data u generated in step S302 of FIG. 31 is calculated by the above-mentioned equation (6). lp The amplitude of (t) shifts at time t 1 From time t 2 Calculate the average value of the section up to

[0172] Next, in step S402, the measurement device 1 i As the measurement data u lp The amplitude of (t) is determined by a predetermined coefficient C L and the amplitude u calculated in step S401 a The threshold C L u a or threshold C L u a A first time instant that exceeds

[0173] In step S403, the measurement device 1 detects the exit time t o As the measurement data u lp The amplitude of (t) is threshold C L u a or threshold C L u a A second time that is later than the first time and exceeds the first time.

[0174] In step S404, the measuring device 1 calculates the passing time t s Then, the advance time t o and approach time t i Calculate the difference between

[0175] Next, in step S405, the measurement device 1 calculates the number of railcars 6, C, as shown in the above formula (8). T The transit time t calculated in step S404 is s and the fundamental frequency F calculated in step S301 of FIG. f The product of s F f Calculate the largest integer less than or equal to minus 1.

[0176] Then, in step S406, the measurement device 1 calculates the approach time t i , the advance time t calculated in step S403 o , the transit time t calculated in step S404 s and the number of vehicles C calculated in step S405 T Generate observations including:

[0177] FIG. 33 is a flowchart showing an example of the procedure of the average velocity calculation step S50 in FIG.

[0178] In step S501, the measurement device 1 calculates the distance D from the front axle to the rear axle of the railcar 6 by the above-mentioned formula (11) based on the environmental information. wa (a w (C T ,a T (C T ))).

[0179] In step S502, the measurement device 1 calculates the distance from the entrance end to the exit end of the upper structure 7 based on the environmental information. In this embodiment, the distance from the entrance end to the exit end of the upper structure 7 is calculated based on the length L of the upper structure 7 included in the environmental information. B It is.

[0180] Then, in step S503, the measurement device 1 detects the approach time t i and departure time t o , the distance D from the front axle to the rear axle of the railcar 6 calculated in step S501 wa (a w (C T ,a T (C T ))), and the length L of the upper structure 7, which is the distance from the entry end to the exit end of the upper structure 7 calculated in step S502 B Based on this, the average speed of the railcar 6, v a Calculate.

[0181] FIG. 34 is a flowchart showing an example of the procedure of the first deflection amount calculation step S60 of FIG.

[0182] First, in step S601, the measurement device 1 calculates the distance C from the front axle of the railcar 6 by the above-mentioned formula (10) based on the environmental information. m Distance D to the nth axle of the nth vehicle wa (a w (C m ,n) are calculated respectively.

[0183] Next, in step S602, the measurement device 1 detects the position L of the observation point R included in the environmental information. x and the average velocity v calculated in step S503 of FIG. a Using the above equation (37), the distance between the entrance end of the superstructure 7 and the position L of the observation point R of any axle of the railway vehicle 6 is calculated. x The time it takes to reach xn Calculate.

[0184] In step S603, the measurement device 1 measures the upper structure calculated in step S502 of FIG. The length L of the superstructure 7, which is the distance from the entrance end to the exit end of the superstructure 7 B and the average speed v a Using the above equation (38), the time t required for any axle of the railcar 6 to pass through the superstructure 7 is calculated. ln Calculate.

[0185] Furthermore, in step S604, the measurement device 1 detects the approach time t i and the distance D calculated in step S601. wa (a w (C m ,n)) and the average speed v a Using the above equation (39), the C of railway car 6 is m The time t when the n-th axle of the n-th vehicle reaches the approach end of the superstructure 7 0 (C m ,n) are calculated respectively.

[0186] Next, in step S605, the measurement device 1 calculates an approximation equation for the deflection of the upper structure 7, which is the above-mentioned equation (35), and the time t xn and the time t calculated in step S603 ln and the time t calculated in step S604 0 (C m , n) using the above equation (40), C m Deflection of the superstructure 7 by the n-th axle of the n-th vehicle w std (a w (C m ,n), and t) are calculated respectively.

[0187] Next, in step S606, the measurement device 1 calculates the deflection amount w of the upper structure 7 due to each axle calculated for each vehicle in step S605 using the above-mentioned formula (42). std (a w (C m , n), t) are added together to determine the deflection C of the superstructure 7 caused by each vehicle. std (C m,t) is calculated.

[0188] Then, in step S607, the measurement device 1 calculates the deflection amount C of the upper structure 7 caused by each vehicle in step S606 using the above-mentioned formula (43). std (C m , t) to obtain the deflection T of the superstructure 7 caused by the railway vehicle 6. std Calculate (t).

[0189] FIG. 35 is a flowchart showing an example of the procedure of the second deflection amount calculation step S70 of FIG.

[0190] As shown in FIG. 35, in step S701, the measurement device 1 measures the deflection amount T std (t) is subjected to fast Fourier transform to calculate the power spectrum density, and the peak of the power spectrum density is taken as the fundamental frequency F M It is calculated as follows.

[0191] Then, in step S702, the measuring device 1 measures the amount of deflection T std The fundamental frequency F of (t) M The deflection amount T is calculated by performing low-pass filter processing to attenuate vibration components with frequencies above std_lp The measurement device 1 calculates the fundamental frequency F M The fundamental period T M Deflection amount T std The deflection amount T is calculated by taking the moving average of (t). std_lp Alternatively, the measurement device 1 may calculate the deflection amount T std (t) with respect to the fundamental frequency F M The signal components with frequencies above 1000 Hz are attenuated by FIR filtering to obtain the deflection T std_lp (t) may be calculated.

[0192] FIG. 36 is a flowchart showing an example of the procedure of the offset calculation step S100 in FIG.

[0193] As shown in FIG. 36, in step S1001, the measuring device 1 calculates the deflection amount T in a predetermined section calculated in step S90 of FIG. 29 by the above-mentioned formula (54). Estd_lp (t) and the deflection T calculated in step S702 of Figure 35 std_lp (t) and amplitude ratio R T Calculate.

[0194] Then, in step S1002, the measurement device 1 calculates the amplitude ratio R T and deflection amount T std_lp (t) and its product R T T std_l p The absolute value of (t) is the zero-order coefficient c calculated in step S80 of FIG. 0 A product greater than the absolute value of R T T std_lp (t) interval is zeroth order coefficient c 0 Replace with offset T offset_std Calculate (t).

[0195] 1-4. Configuration of observation, measuring and monitoring equipment FIG. 37 is a diagram showing an example of the configuration of a sensor 2, a measuring device 1, and a monitoring device 3, which are observation devices.

[0196] As shown in FIG. 37, the sensor 2 includes a communication unit 21, an acceleration sensor 22, a processor 23, and a memory unit 24.

[0197] 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.

[0198] The acceleration sensor 22 detects the acceleration occurring in each of the three axial directions.

[0199] 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 a(k).

[0200] Under the control of the processor 23, the communication unit 21 transmits the observation data 242 stored in the memory unit 24 to the measurement device 1.

[0201] As shown in FIG. 37, the measurement device 1 includes a first communication unit 11, a second communication unit 12, a storage unit 13, and a processor .

[0202] The first communication unit 11 receives the observation data 242 from the sensor 2, and outputs the received observation data 242 to the processor 14. As described above, the observation data 242 is acceleration data a(k).

[0203] 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.

[0204] The processor 14 generates measurement data 135 based on the observation data 242 received by the first communication unit 11 and the environmental information 132 stored in advance in the storage unit 13, and stores the generated measurement data 135 in the storage unit 13.

[0205] In this embodiment, the processor 14 executes the measurement program 131 stored in the storage unit 13 to function as an observation data acquisition unit 141, a first measurement data generation unit 142, a second measurement data generation unit 143, an observation information generation unit 144, an average speed calculation unit 145, a first deflection amount calculation unit 146, a second deflection amount calculation unit 147, a coefficient calculation unit 148, a third deflection amount calculation unit 149, an offset calculation unit 150, a static response calculation unit 151, and a measurement data output unit 152. That is, the processor 14 functions as the observation data acquisition unit 141, the first measurement data generation unit 142, the second measurement data generation unit 143, the observation information generation unit 144, an average speed calculation unit 145, the first deflection amount calculation unit 146, the second deflection amount calculation unit 147, the coefficient calculation unit 148, the third deflection amount calculation unit 149, the offset calculation unit 150, a static response calculation unit 151, and a measurement data output unit 152. The system includes a measurement amount calculation unit 149 , an offset calculation unit 150 , a static response calculation unit 151 and a measurement data output unit 152 .

[0206] The observation data acquisition unit 141 acquires the observation data 242 received by the first communication unit 11, and stores it in the storage unit 13 as the observation data 133. That is, the observation data acquisition unit 141 performs the process of the observation data acquisition step S10 in FIG.

[0207] The first measured data generating unit 142 reads out the observation data 133 stored in the storage unit 13, and generates measured data u(t) which is the first measured data based on the acceleration as a physical quantity which is a response to the action of the multiple axles of the railway vehicle 6 moving on the superstructure 7 on the observation point R, based on the acceleration data a(t) which is the observation data 133. Specifically, the first measured data generating unit 142 integrates the acceleration data a(t) which is the observation data 133 to generate speed data v(t) as in the above-mentioned formula (1), and further integrates the speed data v(t) to generate measured data u(t) as in the above-mentioned formula (2). That is, the first measured data generating unit 142 performs the process of the first measured data generating step S20 in FIG. 29, specifically, the processes of steps S201 and S202 in FIG. 30.

[0208] The second measurement data generating unit 143 generates the second measurement data u(t) by filtering the measurement data u(t) generated by the first measurement data generating unit 142 to reduce vibration components. lp For example, the second measured data generating unit 143 performs filtering to generate the fundamental frequency F f A low-pass filter process is performed to attenuate the vibration components of the above frequencies. Specifically, the second measurement data generation unit 143 performs a fast Fourier transform process on the measurement data u(t) to calculate the power spectrum density, and identifies the peak of the power spectrum density as the fundamental frequency F f The fundamental frequency F of the measured data u(t) is calculated as f The measurement data u is processed by a low-pass filter that attenuates the vibration components of the frequency above lp The second measurement data generating unit 143 generates the fundamental frequency F f The fundamental period T f Then, the measurement data u(t) is processed by moving average to obtain the measurement data u lp Alternatively, the second measurement data generating unit 143 may perform low-pass filtering to generate the measurement data u(t) with a fundamental frequency F f The measurement data u is processed by FIR filtering to attenuate the signal components with frequencies above lp 31. That is, the second measured data generating unit 143 performs the process of the second measured data generating step S30 in FIG.

[0209] The observation information generating unit 144 uses the measurement data u generated by the second measurement data generating unit 143. lp Based on (t), the approach time t i and departure time t o The observation information generating unit 144 generates observation information 134 including the amplitude u a Then, using the above equation (6), the measurement data u lp The time t at which the amplitude of (t) shifts 1 From time t2 Next, the observation information generating unit 144 calculates the average value for the section from the entry time t i As the measurement data u lp The amplitude of (t) is determined by a predetermined coefficient C L and the amplitude u a The threshold C L u a or threshold C L u a The observation information generating unit 144 also calculates a first time when the advance time t o As the measurement data u lp The amplitude of (t) is threshold C L u a or threshold C L u a The observation information generating unit 144 also calculates a second time that is later than the first time and exceeds the passing time t s Then, the advance time t o and approach time t i Next, the observation information generating unit 144 calculates the difference between the number of railcars 6, C T As the transit time t s and the fundamental frequency F f The product of s F f Then, the observation information generating unit 144 calculates the maximum integer equal to or smaller than the number obtained by subtracting 1 from the approach time t i , advance time t o , transit time t s and number of vehicles C T That is, the observation information generating unit 144 performs the process of the observation information generating step S40 in FIG. 29, specifically, the process of steps S401 to S406 in FIG. conduct.

[0210] The average speed calculation unit 145 calculates the average speed v of the railcar 6 based on the observation information 134 stored in the storage unit 13 and the environmental information 132 including the dimensions of the railcar 6 and the dimensions of the superstructure 7 that have been created in advance and stored in the storage unit 13. aSpecifically, the average speed calculation unit 145 calculates the distance D from the leading axle to the trailing axle of the railcar 6 by the above-mentioned formula (11) based on the environmental information 132. wa (a w (C T ,a T (C T In addition, the average speed calculation unit 145 calculates the length L of the superstructure 7, which is the distance from the entrance end to the exit end of the superstructure 7, based on the environmental information 132. B Then, the average speed calculation unit 145 calculates the approach time t i and departure time t o , distance D wa (a w (C T ,a T (C T ))) and the length L of the superstructure 7 B Based on this, the average speed of the railcar 6, v a That is, the average speed calculation unit 145 performs the process of the average speed calculation step S50 in Fig. 29, specifically, the processes of steps S501, S502, and S503 in Fig. 33.

[0211] The first deflection amount calculation unit 146 calculates the deflection amount of the superstructure 7 based on the above-mentioned formula (35), the observation information 134 stored in the memory unit 13, the environmental information 132 stored in the memory unit 13, and the average speed v of the railway vehicle 6 calculated by the average speed calculation unit 145. a Based on this, a first deflection amount T of the superstructure 7 due to the railway vehicle 6 is calculated. std Specifically, the first deflection amount calculation unit 146 first calculates the distance C from the front axle of the railcar 6 by the above-mentioned formula (10) based on the environmental information 132. m Distance D to the nth axle of the nth vehicle wa (a w (C m Next, the first deflection amount calculation unit 146 calculates the position L of the observation point R included in the environmental information 132. x and the average speed v aUsing the above equation (37), the distance between the entrance end of the superstructure 7 and the position L of the observation point R of any axle of the railway vehicle 6 is calculated. x The time it takes to reach xn In addition, the first deflection calculation unit 146 calculates the length L of the upper structure 7, which is the distance from the entry end to the exit end of the upper structure 7. B and the average speed v a Using the above equation (38), the time t required for any axle of the railcar 6 to pass through the superstructure 7 is calculated. ln Furthermore, the first deflection amount calculation unit 146 calculates the approach time t i and distance D wa (a w (C m ,n)) and the average speed v a Using the above equation (39), the C of railway car 6 is m The time t when the n-th axle of the n-th vehicle reaches the approach end of the superstructure 7 0 (C m Next, the first deflection amount calculation unit 146 calculates the approximation equation for the deflection of the upper structure 7, which is the above-mentioned equation (35), and the time t xn and time t ln and time t 0 (C m , n) using the above equation (40), C m Deflection of the superstructure 7 by the n-th axle of the n-th vehicle w std (a w (C m Next, the first deflection amount calculation unit 146 calculates the deflection amount w std (a w (C m ,n),t) using the above equation (42), C m Deflection of superstructure 7 by the th vehicle C std (C m , t). Then, the first deflection amount calculation unit 146 calculates the deflection amount C std (C m , t) and the deflection T of the superstructure 7 due to the railway vehicle 6 is calculated using the above equation (43). std34. That is, the first deflection amount calculation unit 146 performs the process of the first deflection amount calculation step S60 in FIG. 29, specifically, the process of steps S601 to S607 in FIG.

[0212] The second deflection amount calculation unit 147 calculates the deflection amount T std The second deflection, T, is the deflection obtained by filtering (t) to reduce the vibration component. std_lp For example, the second deflection amount calculation unit 147 calculates the deflection amount T std The fundamental frequency F of (t) M A low-pass filter process is performed to attenuate the vibration components of the above frequencies. std (t) is processed by fast Fourier transform to obtain the fundamental frequency F M The deflection amount T std The fundamental frequency F of (t) M The deflection amount T is calculated by performing low-pass filter processing to attenuate vibration components with frequencies above std_lp The second deflection amount calculation unit 147 calculates the fundamental frequency F M The fundamental period corresponding to T M Deflection amount T std The deflection amount T is calculated by taking the moving average of (t). std_lp Alternatively, the second deflection amount calculation unit 147 may calculate the deflection amount T std (t) with respect to the fundamental frequency F M The signal components with frequencies above 1000 Hz are attenuated by FIR filtering to obtain the deflection T std_lp 35. That is, the second deflection amount calculation unit 147 performs the process of the second deflection amount calculation step S70 in FIG. 29, specifically, the process of steps S701 and S702 in FIG.

[0213] The coefficient calculation unit 148 calculates the measured data u lp (t) is the deflection amount T calculated by the second deflection amount calculation unit 147. std_lp(t) is approximated by a linear function, and the linear coefficient c 1 and the zeroth coefficient c 0 Specifically, the coefficient calculation unit 148 calculates the measured data u lp (t) is the deflection T std_lp (t) is approximated by a linear function, and the linear coefficient c is calculated by the least squares method using the above equations (49) and (50). 1 and the zeroth coefficient c 0 That is, the coefficient calculation unit 148 performs the process of the coefficient calculation step S80 in FIG.

[0214] The third deflection amount calculation unit 149 calculates the first-order coefficient c 1 and the zeroth coefficient c 0 and the deflection amount T calculated by the second deflection amount calculation unit 147. std_lp Based on (t) and the third deflection, the deflection T Estd_lp Specifically, the third deflection calculation unit 149 calculates the approach time t i Sections and entry times earlier than t o In the section after 1 and deflection amount T std_lp (t) and its product c 1 T std_lp (t), and the approach time is t i and the advance time t o In the interval between 1 T std_lp (t) and the zeroth coefficient c 0 The deflection amount T is the sum of Estd_lp That is, the third deflection amount calculation unit 149 performs the process of the third deflection amount calculation step S90 in FIG.

[0215] The offset calculation unit 150 calculates the zero-order coefficient c 0 and the deflection amount T calculated by the second deflection amount calculation unit 147. std_lp (t) and the deflection amount T calculated by the third deflection amount calculation unit 149 Estd_lp (t) and offset T based on offset_stdSpecifically, the offset calculation unit 150 calculates the deflection amount T Estd_lp (t) and deflection T std_lp (t) and amplitude ratio R T Then, the offset calculation unit 150 calculates the amplitude ratio R T and deflection amount T std_lp (t) and its product R T T std_lp (t) 0th order coefficient c 0 The interval smaller than the zeroth coefficient c 0 Replace with offset T offset_std 36. That is, offset calculation section 150 performs the process of offset calculation step S100 in FIG. 29, specifically, the process of steps S1001 and S1002 in FIG.

[0216] The static response calculation unit 151 calculates the first-order coefficient c 1 and the deflection amount T calculated by the first deflection amount calculation unit 146 std (t) and its product c 1 T std (t) and the offset T calculated by the offset calculation unit 150 offset_std (t) is added to obtain the static response deflection T EOstd That is, the static response calculation unit 151 performs the process of the static response calculation step S110 in FIG.

[0217] Deflection T as a static response EOstd (t) is stored in the storage unit 13 as at least a part of the measurement data 135. The measurement data 135 includes the amount of deflection T EOstd In addition to (t), the measurement data u(t), u lp (t), deflection T std (t),T std_lp (t),T Estd_lp (t) etc. may also be included.

[0218] The measurement data output unit 152 reads out the measurement data 135 stored in the storage unit 13, and outputs the measurement data 135 to the monitoring device 3. Specifically, the control of the measurement data output unit 152 In response to this control, the second communication unit 12 transmits the measurement data 135 stored in the storage unit 13 to the monitoring device 3 via the communication network 4. That is, the measurement data output unit 152 performs the process of the measurement data output step S120 in FIG.

[0219] 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.

[0220] As shown in FIG. 37, the monitoring device 3 includes a communication unit 31, a processor 32, a display unit 33, an operation unit 34, and a memory unit 35.

[0221] The communication unit 31 receives measurement data 135 from the measurement device 1 and outputs the received measurement data 135 to the processor 32 .

[0222] 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.

[0223] The operation unit 34 outputs operation data corresponding to an operation by a 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.

[0224] 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.

[0225] The processor 32 acquires the measurement data 135 received by the communication unit 31, evaluates the change in displacement of the superstructure 7 over time based on the acquired measurement data 135, generates evaluation information, and displays the generated evaluation information on the display unit 33.

[0226] In this embodiment, the processor 32 functions as a measurement data acquiring 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 acquiring unit 321 and the monitoring unit 322.

[0227] The measurement data acquisition unit 321 acquires the measurement data 135 received by the communication unit 31, and adds the acquired measurement data 135 to the measurement data sequence 352 stored in the storage unit .

[0228] The monitoring unit 322 statistically evaluates the change over time in the amount of deflection of the superstructure 7, based on the measurement data string 352 stored in the memory unit 35. Then, the monitoring unit 322 generates evaluation information indicating the evaluation result, and displays the generated evaluation information on the display unit 33. The user can monitor the condition of the superstructure 7, based on the evaluation information displayed on the display unit 33.

[0229] The monitoring unit 322 may perform processes such as monitoring the railway vehicle 6 and determining whether there is an abnormality in the superstructure 7, based on the measurement data sequence 352 stored in the memory unit 35.

[0230] 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. Furthermore, the measuring device 1 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.

[0231] In addition, the processors 14, 23, and 32 may realize the functions of each part by individual hardware, or may realize the functions of each part by integrated hardware. For example, the processors 14, 23, and 32 include hardware, and the hardware may include at least one of a circuit for processing digital signals and a circuit for processing analog signals. The processors 14, 23, and 32 may be a CPU, a GPU, or a DSP. CPU stands for Central Processing Unit, GPU stands for Graphics Processing Unit, and DSP stands for Digital Signal Processor. In addition, the processors 14, 23, and 32 may be configured as a custom IC such as an ASIC to realize the functions of each part, or may realize the functions of each part by a CPU and an ASIC. ASIC stands for Application Specific Integrated Circuit, and IC stands for Integrated Circuit.

[0232] The storage units 13, 24, and 35 are configured by, for example, various IC memories such as ROM, flash ROM, and RAM, hard disks, memory cards, and other recording media. ROM stands for Read Only Memory, RAM stands for Random Access Memory, and IC stands for Integrated Circuit. The storage units 13, 24, and 35 include non-volatile information storage devices that are devices or media readable by a computer, 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 memories such as card-type memories and ROMs.

[0233] Although only one sensor 2 is shown in Fig. 37, multiple sensors 2 may each generate observation data 242 and transmit it to the measurement device 1. In this case, the measurement device 1 receives the multiple observation data 242 transmitted from the multiple sensors 2, generates multiple measurement data 135, and transmits it to the monitoring device 3. In addition, the monitoring device 3 receives the multiple measurement data 135 transmitted from the measurement device 1, and monitors the states of the multiple superstructures 7 based on the received multiple measurement data 135.

[0234] 1-5.Effects In the measurement method of the first embodiment described above, the measurement device 1 generates measurement data u(t) based on the acceleration data a(t) output from the sensor 2, and calculates the amount of deflection T of the superstructure 7 caused by the railway vehicle 6 based on the measurement data u(t) and equation (35), which is an approximation equation for deflection based on a structural model reflecting the structure of the superstructure 7 of the bridge 5. std Then, the measurement device 1 calculates the measurement data u(t) and the deflection amount T std The static response when the railway vehicle 6 moves over the superstructure 7 is calculated by a relatively simple process using acceleration data a(t) and the acceleration data a(t). Therefore, according to the measurement method of the first embodiment, the measurement device 1 can calculate the static response by a process with a relatively small amount of calculation, without performing a process with a very large amount of calculation, such as estimating unknown parameters of a theoretical analysis model from the acceleration data a(t) by inverse analysis.

[0235] In addition, according to the measurement method of the first embodiment, since the speed of the railway vehicle 6 actually changes slightly but hardly at all, the measurement device 1 can measure the speed of the railway vehicle 6 at a constant average speed v a If the vehicle travels at an average speed of v a Based on the deflection amount T std By calculating (t), the deflection amount T std The amount of calculation can be significantly reduced while maintaining the calculation accuracy of (t).

[0236] According to the measurement method of the first embodiment, the measurement device 1 directly measures the average speed v aWithout measuring the acceleration data a(t) output from the sensor 2, the average speed v of the railway vehicle 6 can be calculated by a simple calculation using equation (13). a can be calculated.

[0237] According to the measurement method of the first embodiment, the measurement device 1 filters the measurement data u(t) to reduce vibration components, thereby obtaining measurement data u(t). lp (t) is the deflection T std The deflection amount T obtained by filtering (t) to reduce the vibration component std_lp By approximating it with a linear function of (t), the static response can be calculated even if the measurement data u(t) contains dynamic responses as well as static responses.

[0238] According to the measurement method of the first embodiment, the measurement device 1 generates measurement data u lp The linear coefficient c, which is the linear term of the linear function that approximates (t), 1 and deflection amount T std (t) and its product c 1 T std (t) corresponds to the displacement of the superstructure 7 proportional to the load of the railcar 6, and the offset T offset_std Since (t) corresponds to a displacement that is not proportional to the load of the railway vehicle 6, such as play or floating of the superstructure 7, the product c 1 T std (t) and offset T offset_std By adding (t) and (t), the static response can be calculated with high accuracy.

[0239] According to the measurement method of the first embodiment, the measurement device 1 detects the fundamental frequency F f The above vibration components are attenuated in the measurement data u lp (t) is the deflection T std_lp By approximating (t) with a linear function, the linear coefficient c 1 and the zeroth coefficient c 0 Since the calculation accuracy of is improved, the static response can be calculated with high accuracy.

[0240] According to the measurement method of the first embodiment, the measurement device 1 calculates the offset T , which reflects the fact that in the section where the railcar 6 passes through the superstructure 7, a displacement that is not proportional to the load of the railcar 6, such as play or floating of the superstructure 7, occurs, and in the other sections, no displacement of the superstructure 7 occurs, by using the above-mentioned formula (55). offset_std Since (t) is calculated, the static response can be calculated with high accuracy.

[0241] According to the measurement method of the first embodiment, the measurement device 1 calculates the time t i and departure time t o Based on the number of railcars 6, C T Therefore, the number of vehicles C T It is possible to accurately calculate the static response when a railway vehicle 6 of unknown magnitude moves across the superstructure 7.

[0242] Furthermore, according to the measurement method of the first embodiment, the measurement device 1 generates measurement data u in which the vibration component is reduced. lp Based on (t), the entry time t i and departure time t o Since it is possible to accurately calculate the static response, it is possible to accurately calculate the static response.

[0243] 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 reference numerals used for the same components as in the first embodiment, and explanations that overlap with the first embodiment will be omitted or simplified.

[0244] In the second embodiment, the measurement device 1 measures the load waveform PT std Calculate (t).

[0245] Specifically, the measurement device 1 first calculates the deflection amount w of the superstructure 7 caused by each of the multiple axles of the railway vehicle 6, as shown in equation (57), using the above-mentioned equation (40). std (a w (C m,n),t) with a predetermined conversion ratio U m By multiplying the load waveforms P of each of the multiple axles, std (a w (C m ,n),t) are calculated. Figure 38 shows the load waveform P std (a w (C m ,n),t) is shown below.

[0246]

number

[0247] Next, the measurement device 1 calculates C m Load waveform P of each axle of the th vehicle std (a w (C m ,n),t) and C m Load waveform of the th vehicle PC std (C m ,t) is calculated.

[0248]

number

[0249] Finally, the measurement device 1 calculates the load waveform PC of each vehicle as shown in equation (59). std (C m ,t) is added to obtain the load waveform PT of railcar 6. std (t) is calculated. Figure 39 shows the load waveform PT std An example of (t) is shown below.

[0250]

number

[0251] The measuring device 1 calculates the deflection amount T due to the railway vehicle 6 using the above-mentioned formula (43) as shown in formula (60). std (t) to conversion ratio U m Multiplying this gives the load waveform PT of railcar 6. std(t) may be calculated. The load waveform PT calculated by equation (59) std (t) and the load waveform PT calculated by equation (60) std Equivalent to (t).

[0252]

number

[0253] Conversion ratio U for converting deflection into load waveform m is the load waveform PT of railcar 6 std Prior to the calculation of (t), it is calculated as follows:

[0254] As shown in equation (61), the conversion ratio U m is the load P of each axle of the known railcar 6' and the maximum amplitude r of the displacement of the superstructure 7 by each axle when the known railcar 6' passes through the superstructure 7. m It is calculated as a ratio of

[0255]

number

[0256] For example, the measurement device 1 uses the acceleration data a(t) output from the sensor 2 when a known railway vehicle 6' passes through the superstructure 7 to calculate the deflection amount w of each axle according to the above-mentioned equation (40). std (a w (C m , n), t). The measurement device 1 also calculates the amount of deflection w std (a w (C m ,n),t) maximum amplitude max{w std (a w (C m ,n),t)} is calculated. std (a w (C m ,n),t) and maximum amplitude max{w std (a w (C m ,n),t)}.

[0257] Furthermore, the measurement device 1 calculates the first-order coefficient c 1 Then, the measurement device 1 calculates the deflection amount w as shown in equation (62). std (a w (C m ,n),t) maximum amplitude max{w std (a w (C m ,n),t)} with the first-order coefficient c 1 , the maximum amplitude r of the displacement of the superstructure 7 when the known railcar 6' passes through the superstructure 7 is obtained. m Calculate.

[0258]

number

[0259] By substituting equation (62) into equation (61), the conversion ratio U m is calculated.

[0260]

number

[0261] For example, the weight P of each car of a known railcar 6′ T is 30 tons and each vehicle has four axles. T Assuming that the load P on each axle is evenly distributed, the deflection w std (a w (C m ,n),t) maximum amplitude max{w std (a w (C m ,n),t)} is -0.245, and the linear coefficient c 1 If is 2.2631, the conversion ratio U m is calculated using equation (64) as -13.527.

[0262]

number

[0263] Fig. 41 is a flow chart showing an example of the procedure of the measurement method of the second embodiment. In Fig. 41, the same reference numerals are given to steps that perform the same processes as the steps in Fig. 29. In this embodiment, the measurement device 1 executes the procedure shown in Fig. 41.

[0264] As shown in FIG. 41, first, in the conversion ratio calculation step S2, the measurement device 1 calculates the conversion ratio U based on the acceleration data a(t) output from the sensor 2 when a known railway vehicle 6′ passes through the superstructure 7. m Calculate.

[0265] Next, similarly to the first embodiment, the measurement device 1 performs each process of steps S10 to S110.

[0266] Next, in the load waveform calculation step S112, the measurement device 1 calculates the deflection w of the upper structure 7 caused by each of the multiple axles of the railway vehicle 6 calculated in the first deflection calculation step S60. std (a w (C m , n), t) and the conversion ratio U calculated in step S2 m Based on this, the load waveform PT of railcar 6 std Calculate (t).

[0267] Next, similarly to the first embodiment, the measurement device 1 performs the process of the measurement data output step S120. Note that the measurement data output by the measurement device 1 is the load waveform PT std It may also include (t).

[0268] Then, the measuring device 1 repeats the processes of steps S10 to S120 until the measurement is completed in step S130.

[0269] FIG. 42 is a flowchart showing an example of the procedure of the conversion ratio calculation step S2 of FIG.

[0270] As shown in Fig. 42, first, in step S21, the measurement device 1 generates measurement data u(t), which is third measurement data based on acceleration that is a response to the action on the observation point R of multiple axles of a known railway vehicle 6' moving on the superstructure 7, based on acceleration data a(t) output from the sensor 2. Specifically, the measurement device 1 generates the measurement data u(t) by performing a process similar to the first measurement data generating process S20 in Fig. 29, that is, a process similar to each process shown in Fig. 30.

[0271] Next, in step S22, the measurement device 1 generates fourth measurement data, which is measurement data u(t) generated in step S21 by filtering the measurement data u(t) to reduce vibration components. lp Specifically, the measurement device 1 performs the same process as the second measurement data generation step S30 in FIG. 29, that is, the same processes as the steps shown in FIG. 31, to generate the measurement data u lp Generate (t).

[0272] Next, in step S23, the measurement device 1 calculates the measurement data u lp Based on (t), the approximate equation for the deflection of the superstructure 7, which is the above-mentioned equation (35), and the environmental information, the deflection amount w of the superstructure 7 due to each of the multiple axles of the known railway vehicle 6' is calculated. std (a w (C m ,n),t) and calculate the deflection w std (a w (C m , n), t) to obtain the fourth deflection of the superstructure 7 due to the known railway vehicle 6′, the deflection T std Specifically, the measurement device 1 performs the same processes as the observation information generating step S40, the average velocity calculating step S50, and the first deflection amount calculating step S60 in FIG. 29, that is, the same processes as the steps shown in FIG. 32, the steps shown in FIG. 33, and the steps shown in FIG. 34 to calculate the deflection amount T std Calculate (t).

[0273] Next, in step S24, the measurement device 1 measures the deflection amount T stdThe fifth deflection, T, is obtained by filtering (t) to reduce the vibration component. std_lp Specifically, the measurement device 1 performs the same process as the second deflection amount calculation step S70 in FIG. 29, that is, the same processes as the steps shown in FIG. 35 to calculate the deflection amount T std_lp Generate (t).

[0274] Next, in step S25, the measurement device 1 calculates the measurement data u lp (t) is the deflection amount T calculated in step S24. std_lp (t) is approximated by a linear function, and the linear coefficient c 1 Specifically, the measurement device 1 calculates the measurement data u lp (t) is the deflection T std_lp (t) is approximated by a linear function, and the linear coefficient c is calculated by the above equation (49) using the least squares method. 1 Calculate.

[0275] Finally, in step S26, the measurement device 1 calculates the load P of each of the multiple axles of the known railway vehicle 6′ by multiplying the linear coefficient c calculated in step S25 by the equation (63) described above. 1 and the deflection amount w of the upper structure 7 due to each of the multiple axles calculated in step S23 std (a w (C m ,n),t) maximum amplitude max{w std (a w (C m ,n),t)} and the product c 1 max{w std (a w (C m ,n),t)} to get the conversion ratio U m Calculate.

[0276] FIG. 43 is a flowchart showing an example of the procedure of the load waveform calculation step S112 of FIG.

[0277] As shown in FIG. 43, in step S1121, the measurement device 1 calculates the deflection amount w of the superstructure 7 caused by each of the multiple axles of the known railway vehicle 6′ as in the above-mentioned equation (57). std (a w (C m , n), t) are calculated in the conversion ratio calculation step S2 of FIG. m Multiplying by P std (a w (C m ,n),t) are calculated.

[0278] Then, in step S1122, the measurement device 1 calculates the load waveforms P of each of the multiple axles as shown in the above equations (58) and (59). std (a w (C m ,n),t) are added to obtain the load waveform PT of railcar 6. std Calculate (t).

[0279] Fig. 44 is a diagram showing an example of the configuration of the measurement device 1 in the second embodiment. As shown in Fig. 44, the measurement device 1 in the second embodiment includes a first communication unit 11, a second communication unit 12, a storage unit 13, and a processor 14, similar to the first embodiment. The functions of the first communication unit 11, the second communication unit 12, and the storage unit 13 are similar to those in the first embodiment, and therefore description thereof will be omitted.

[0280] In this embodiment, the processor 14 executes the measurement program 131 stored in the memory unit 13, and thereby functions as an observation data acquisition unit 141, a first measurement data generation unit 142, a second measurement data generation unit 143, an observation information generation unit 144, an average velocity calculation unit 145, a first deflection amount calculation unit 146, a second deflection amount calculation unit 147, a coefficient calculation unit 148, a third deflection amount calculation unit 149, an offset calculation unit 150, a static response calculation unit 151, a measurement data output unit 152, a conversion ratio calculation unit 153 and a load waveform calculation unit 154. That is, the processor 14 includes an observation data acquisition unit 141, a first measurement data generation unit 142, a second measurement data generation unit 143, an observation information generation unit 144, an average velocity calculation unit 145, a first deflection amount calculation unit 146, a second deflection amount calculation unit 147, a coefficient calculation unit 148, a third deflection amount calculation unit 149, an offset calculation unit 150, a static response calculation unit 151, a measurement data output unit 152, a conversion ratio calculation unit 153 and a load waveform calculation unit 154.

[0281] The functions of the observation data acquisition unit 141, the first measurement data generation unit 142, the second measurement data generation unit 143, the observation information generation unit 144, the average speed calculation unit 145, the first deflection amount calculation unit 146, the second deflection amount calculation unit 147, the coefficient calculation unit 148, the third deflection amount calculation unit 149, the offset calculation unit 150, the static response calculation unit 151, and the measurement data output unit 152 are the same as those in the first embodiment, so their description will be omitted. The observation data acquisition unit 141 performs the process of the observation data acquisition step S10 in FIG. 41. The first measurement data generation unit 142 performs the process of the first measurement data generation step S20 in FIG. 41. The second measurement data generation unit 143 performs the process of the second measurement data generation step S30 in FIG. 41. The observation information generation unit 144 performs the process of the observation information generation step S40 in FIG. 41. Moreover, the average speed calculation unit 145 performs the process of the average speed calculation step S50 in FIG. 41. Moreover, the first deflection amount calculation unit 146 performs the process of the first deflection amount calculation step S60 in FIG. 41. Moreover, the second deflection amount calculation unit 147 performs the process of the second deflection amount calculation step S70 in FIG. 41. Moreover, the coefficient calculation unit 148 performs the process of the coefficient calculation step S80 in FIG. 41. Moreover, the third deflection amount calculation unit 149 performs the process of the third deflection amount calculation step S90 in FIG. 41. Moreover, the offset calculation unit 150 performs the process of the offset calculation step S100 in FIG. 41. Moreover, the static response calculation unit 151 performs the process of the static response calculation step S110 in FIG. 41. Moreover, the measurement data output unit 152 performs the process of the measurement data output step S120 in FIG. 41.

[0282] The conversion ratio calculation unit 153 calculates the conversion ratio U based on the acceleration data a(t) output from the sensor 2 when a known railway vehicle 6′ passes through the superstructure 7. m The acceleration data a(t) is acquired by the observation data acquisition unit 141 and stored in the storage unit 13 as the observation data 133. The conversion ratio calculation unit 153 reads out the observation data 133 from the storage unit 13 and calculates the conversion ratio U m Calculate.

[0283] Specifically, first, the conversion ratio calculation unit 153 generates measurement data u(t) which is third measurement data based on the acceleration which is a response to the action on the observation point R of the multiple axles of the known railway vehicle 6' moving on the superstructure 7, based on the observation data 133. Next, the conversion ratio calculation unit 153 generates fourth measurement data by filtering the measurement data u(t) to reduce vibration components. The measurement data u lp Next, the conversion ratio calculation unit 153 generates the measurement data u lp Based on (t), the approximate equation for the deflection of the superstructure 7, which is the above-mentioned equation (35), and the environmental information 132 stored in the memory unit 13, the deflection amount w of the superstructure 7 due to each of the multiple axles of the known railway vehicle 6′ is calculated. std (a w (C m ,n),t) and calculate the deflection w std (a w (C m , n), t) to obtain the fourth deflection of the superstructure 7 due to the known railway vehicle 6′, the deflection T std Next, the conversion ratio calculation unit 153 calculates the amount of deflection T std The fifth deflection, T, is obtained by filtering (t) to reduce the vibration component. std_lp Next, the conversion ratio calculation unit 153 calculates the measurement data u lp (t) is the deflection T std_lp (t) is approximated by a linear function, and the linear coefficient c 1 Finally, the conversion ratio calculation unit 153 calculates the load P of each of the multiple axles of the known railway vehicle 6′ by multiplying it by the linear coefficient c 1 and deflection amount w std (a w (C m ,n),t) maximum amplitude max{w std (a w (C m ,n),t)} and the product c 1 max{w std (a w (C m ,n),t)} to get the conversion ratio U m Then, the conversion ratio calculation unit 153 calculates the calculated conversion ratio Um is stored in the storage unit 13 as the conversion ratio 136.

[0284] In this manner, the conversion ratio calculation unit 153 performs the process of the conversion ratio calculation step S2 in FIG. 41, specifically, the processes of steps S21 to S26 in FIG.

[0285] The load waveform calculation unit 154 calculates the deflection w of the superstructure 7 caused by each of the multiple axles of the railway vehicle 6 calculated by the first deflection calculation unit 146. std (a w (C m , n), t) and the conversion ratio 136 stored in the memory unit 13, the load waveform PT of the railway vehicle 6 std Specifically, the load waveform calculation unit 154 performs a process of calculating the deflection amount w of the upper structure 7 caused by each of the multiple axles of the known railway vehicle 6′, as shown in the above-mentioned equation (57). std (a w (C m ,n),t) with a conversion ratio of 136, i.e., conversion ratio U m Multiplying by P std (a w (C m , n), t). Then, the load waveform calculation unit 154 calculates the load waveforms P std (a w (C m ,n),t) are added to obtain the load waveform PT of railcar 6. std (t) is calculated by the load waveform calculation unit 154. std (t) may be stored in the storage unit 13 as at least a part of the measurement data 135.

[0286] In this manner, the load waveform calculation section 154 performs the process of the load waveform calculation step S112 in FIG. 41, specifically, the process of steps S1121 and S1122 in FIG.

[0287] 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.

[0288] The conversion ratio U m The calculation of may be performed by a device different from the measurement device 1. In this case, the processor 14 does not need to function as the conversion ratio calculation unit 153.

[0289] In the measurement method of the second embodiment described above, the measurement data u lp The deflection T that approximates (t) std_lp The linear term of the linear function of (t) corresponds to the displacement of the superstructure 7, which is proportional to the load of the known railway vehicle 6'. Therefore, according to the measurement method of the second embodiment, the measurement device 1 calculates the load of each of the multiple axles of the known railway vehicle 6' by the linear coefficient c 1 and the deflection amount w of the superstructure 7 due to each of the multiple axles std (a w (C m ,n),t) maximum amplitude max{w std (a w (C m ,n),t)} and the product c 1 max{w std (a w (C m ,n),t)} to obtain the conversion ratio U m can be calculated with high accuracy.

[0290] Moreover, according to the measurement method of the second embodiment, the measurement device 1 can obtain a highly accurate conversion ratio U m Using The load waveform PT of railcar 6 is calculated with a relatively small amount of calculation. std (t) can be calculated with high accuracy.

[0291] In addition, according to the measurement method of the second embodiment, it is possible to achieve the same effects as the measurement method of the first embodiment.

[0292] 3. Variations The present invention is not limited to the present embodiment, and various modifications are possible within the scope of the present invention.

[0293] In each of the above embodiments, the sensor 2, which is the observation device, is an acceleration sensor that outputs acceleration data a(k), but the observation device is not limited to an acceleration sensor. For example, the observation device may be an impact sensor, a pressure sensor, a strain gauge, an image measuring device, a load cell, or a displacement gauge.

[0294] The impact sensor detects impact acceleration as a response to an action on each axle of the railway vehicle 6 at observation point R. The pressure sensor, strain gauge, and load cell detect stress changes as a response to an action on each axle of the railway vehicle 6 at observation point R. The image measuring device uses image processing to detect displacement as a response to an action on each axle of the railway vehicle 6 at observation point R. The displacement gauge is, for example, a contact type displacement gauge, a ring type displacement gauge, a laser displacement gauge, a pressure sensor, or a displacement measuring device using optical fiber, and detects displacement as a response to an action on each axle of the railway vehicle 6 at observation point R.

[0295] As an example, FIG. 45 shows a configuration example of the measurement system 10 using a ring-type displacement meter as the observation device. FIG. 46 shows a configuration example of the measurement system 10 using an image measuring device as the observation device. In FIG. 45 and FIG. 46, the same components as those in FIG. 1 are given the same reference numerals, and their description will be omitted. In the measurement system 10 shown in FIG. 45, a piano wire 41 is fixed between the upper surface of the ring-type displacement meter 40 and the lower surface of the main girder G directly above it, and the ring-type displacement meter 40 measures the displacement of the piano wire 41 due to the deflection of the superstructure 7 and transmits the measured displacement data to the measurement device 1. The measurement device 1 generates measurement data 135 based on the displacement data transmitted from the ring-type displacement meter 40. In the measurement system 10 shown in FIG. 46, a camera 50 transmits an image of a target 51 provided on the side of the main girder G to the measurement device 1. The measuring device 1 processes the image transmitted from the camera 50, calculates the displacement of the target 51 due to the deflection of the upper structure 7 to generate displacement data, and generates the measurement data 135 based on the generated displacement data. In the example of Fig. 46, the measuring device 1 generates the displacement data as an image measuring device, but an image measuring device (not shown) different from the measuring device 1 may generate the displacement data by image processing.

[0296] In addition, in each of the above embodiments, the bridge 5 is a railway bridge, and the moving body moving on the bridge 5 is a railway vehicle 6, but the bridge 5 may be a road bridge, and the moving body moving on the bridge 5 may be a vehicle such as an automobile, a tram, a truck, or a construction vehicle. FIG. 47 shows a configuration example of the measurement system 10 when the bridge 5 is a road bridge and a vehicle 6a moves on the bridge 5. In FIG. 47, the same components as in FIG. 1 are given the same reference numerals. As shown in FIG. 47, the bridge 5, which is a road bridge, is composed of a superstructure 7 and a substructure 8, similar to a railway bridge. FIG. 48 is a cross-sectional view of the superstructure 7 cut along the line AA in FIG. 47. As shown in FIGS. 47 and 48, the superstructure 7 includes a bridge deck 7a composed of a deck plate F, a main girder G, a cross girder (not shown), and a support 7b. As shown in FIG. 47, the substructure 8 includes a pier 8a and an abutment 8b. The superstructure 7 is a structure that spans one of the 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 the adjacent abutments 8b and piers 8a, two adjacent abutments 8b, or two adjacent piers 8a. Bridge 5 For example, steel bridges, girder bridges, and reinforced concrete bridges.

[0297] Each sensor 2 is installed in the longitudinal center of the superstructure 7, specifically, in the longitudinal center of the main girder G. However, as long as each sensor 2 is capable of detecting acceleration for calculating the displacement of the superstructure 7, its installation position is not limited to the central part of the superstructure 7. If each sensor 2 is installed on the deck F of the superstructure 7, there is a risk that it will be destroyed by the running vehicle 6a, and there is also a risk that the measurement accuracy will be affected by local deformation of the bridge deck 7a. Therefore, in the examples of Figures 47 and 48, each sensor 2 is installed on the main girder G of the superstructure 7.

[0298] As shown in FIG. 48, the superstructure 7 has two lanes L on which a vehicle 6a, which is a moving body, can move. 1 ,L 2 47 and 48, a sensor 2 is provided on each of the two main girders at both ends in the longitudinal center of the superstructure 7, and the lane L located vertically above one of the sensors 2 is1 At the surface position of observation point R 1 is provided, and a lane L located vertically above the other sensor 2 is provided. 2 At the surface position of observation point R 2 That is, the two sensors 2 are provided at the observation points R 1 ,R 2 Observation point R is an observation device that observes the following: 1 ,R 2 The two sensors 2, which respectively observe the observation points R 1 ,R 2 The acceleration occurring at the observation point R must be detected. 1 ,R 2 It is preferable that the number of sensors 2 and their installation positions, as well as the number of lanes, are not limited to the examples shown in Fig. 47 and Fig. 48, and various modifications are possible.

[0299] The measurement device 1 detects the lane L of the vehicle 6a based on the acceleration data output from each sensor 2. 1 ,L 2 Calculate the deflection displacement of lane L 1 ,L 2 The information on the displacement of the upper structure 7 is transmitted to the monitoring device 3 via the communication network 4. The monitoring device 3 stores the information in a storage device (not shown) and may perform processing such as monitoring the vehicle 6a and determining whether there is an abnormality in the upper structure 7 based on the information.

[0300] Furthermore, in each of the above embodiments, the sensors 2 are provided on the main girders G of the superstructure 7, but they may also be provided on the surface or interior of the superstructure 7, on the underside of the deck F, on the piers 8a, etc. Furthermore, in each of the above embodiments, the superstructure of a bridge is given as an example of a structure, but this is not limiting, and the structure may be any structure that deforms due to the movement of a moving object.

[0301] In each of the above embodiments, the measurement device 1 determines the approach time t iis calculated based on the observation data output from another observation device observing the approach end of the upper structure 7. i Similarly, in each of the above embodiments, the measurement device 1 may calculate the departure time t o is calculated based on the observation data output from another observation device that observes the advancing end of the upper structure 7. o may be calculated.

[0302] 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 appropriately combined.

[0303] 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 in which non-essential parts of the configurations described in the embodiments are replaced. The present invention also includes configurations that achieve the same effects as the configurations described in the embodiments, or configurations that can achieve the same purpose. The present invention also includes configurations in which publicly known technology is added to the configurations described in the embodiments.

[0304] The following can be derived from the above-described embodiment and modifications.

[0305] One aspect of the measurement method is a first measurement data generation step of generating first measurement data based on a physical quantity that is a response to an action on an observation point of a structure of a plurality of parts of a moving body that moves the structure, based on observation data output from an observation device that observes the observation point of the structure; a second measurement data generating step of generating second measurement data by filtering the first measurement data to reduce vibration components; an observation information generating step of generating observation information including an entry time and an exit time of the moving object with respect to the structure; an average speed calculation step of calculating an average speed of the moving body based on the observation information and environmental information including dimensions of the moving body and dimensions of the structure that has been created in advance; a first deflection amount calculation step of calculating a first deflection amount of the structure caused by the moving object based on an approximation equation for the deflection of the structure, the observation information, the environmental information, and the average speed; a second deflection amount calculation step of calculating a second deflection amount by filtering the first deflection amount to reduce vibration components; a coefficient calculation step of approximating the second measurement data with a linear function of the second deflection amount and calculating a first-order coefficient and a zeroth-order coefficient of the linear function; a third deflection amount calculation step of calculating a third deflection amount based on the first order coefficient, the zeroth order coefficient, and the second deflection amount; an offset calculation step of calculating an offset based on the zero-order coefficient, the second deflection amount, and the third deflection amount; a static response calculation step of calculating a static response by adding the product of the first coefficient and the first deflection amount to the offset; Includes.

[0306] In this measurement method, the static response when the moving body moves the structure is calculated by a relatively simple process using the first measurement data generated based on the observation data and the first deflection amount generated based on an approximation equation for the deflection of the structure. Therefore, according to this measurement method, the static response can be calculated by a process with a relatively small amount of calculation, without performing a process with a very large amount of calculation, such as estimating unknown parameters of a theoretical analysis model from acceleration data by an inverse analysis method.

[0307] Furthermore, according to this measurement method, since the speed of the moving body actually changes slightly but hardly at all, by assuming that the moving body moves at a constant average speed and calculating the first deflection amount based on the average speed, it is possible to significantly reduce the amount of calculation while maintaining the calculation accuracy of the first deflection amount.

[0308] Furthermore, according to this measurement method, the second measurement data, which is the first measurement data filtered to reduce the vibration components, is approximated by a linear function of the second deflection amount, which is the first deflection amount filtered to reduce the vibration components, so that the static response can be calculated even when the first measurement data includes dynamic response as well as static response.

[0309] Furthermore, according to this measurement method, the product of the first deflection amount and the linear coefficient, which is the linear term of a linear function approximating the first deflection amount, corresponds to a displacement of the structure that is proportional to the load of the moving body, and the offset corresponds to a displacement that is not proportional to the load of the moving body, such as play or floating of the structure, so that the static response can be calculated with high accuracy by adding the product of the linear coefficient and the first deflection amount and the offset.

[0310] In one embodiment of the measurement method, In the offset calculation step, The offset may be calculated by calculating a product of an amplitude ratio between the third deflection amount and the second deflection amount in a predetermined section and the second deflection amount, and replacing a section of the product in which the absolute value of the product of the amplitude ratio and the second deflection amount is greater than the absolute value of the zeroth-order coefficient with the zeroth-order coefficient.

[0311] According to this measurement method, in sections where the moving body moves over the structure, displacements that are not proportional to the load of the moving body, such as play or floating of the structure, occur, and in other sections, an offset is calculated that reflects that no displacement of the structure occurs, so that the static response can be calculated with high accuracy.

[0312] In one embodiment of the measurement method, the entry time is a time when a leading portion of the plurality of portions of the moving object passes through an entry end of the structure, the exit time is a time when a rearmost part of the plurality of parts of the moving body passes through an exit end of the structure, In the average velocity calculation step, Calculating a distance from the leading end to the trailing end and a distance from the entering end to the exiting end based on the environmental information; The average speed may be calculated based on the entry time, the exit time, the distance from the front portion to the rear portion, and the distance from the entry end to the exit end.

[0313] According to this measurement method, the average speed of a moving object can be calculated by simple calculation based on observation data output from an observation device that observes an observation point, without directly measuring the average speed of the moving object.

[0314] In one embodiment of the measurement method, The environmental information may include a length of the structure, a position of the observation point, a length of each vehicle of the moving body, and a position of each of the multiple parts of the moving body.

[0315] In one embodiment of the measurement method, In the second measurement data generating step, The filtering process may include a low-pass filtering process that attenuates the vibration components having frequencies equal to or higher than a fundamental frequency of the first measurement data.

[0316] According to this measurement method, in the coefficient calculation step, the second measurement data, in which vibration components equal to or higher than the fundamental frequency contained in the first measurement data have been attenuated, is approximated by a linear function of the second deflection amount, thereby improving the calculation accuracy of the first-order coefficient and the zeroth-order coefficient of the linear function, thereby enabling the static response to be calculated with high accuracy.

[0317] In one embodiment of the measurement method, the observation information includes the number of vehicles of the moving object; In the observation information generating step, As the number of vehicles, a maximum integer equal to or smaller than a number obtained by subtracting 1 from the product of a passing time, which is the difference between the exit time and the entry time, and the fundamental frequency may be calculated.

[0318] According to this measurement method, the number of moving bodies can be calculated based on the time the moving bodies enter and exit a structure, making it possible to accurately calculate the static response when moving bodies with an unknown number of vehicles move through a structure.

[0319] In one embodiment of the measurement method, In the observation information generating step, calculating, as the approach time, a first time when the amplitude of the second measurement data matches a threshold value or exceeds the threshold value; A second time, which is later than the first time, at which the amplitude of the second measurement data matches or exceeds the threshold value may be calculated as the advance time.

[0320] According to this measurement method, the time when a moving body enters and leaves a structure can be calculated with high accuracy based on the second measurement data in which the vibration components are reduced, thereby enabling the static response to be calculated with high accuracy.

[0321] In one embodiment of the measurement method, The structure may be a bridge superstructure.

[0322] According to this measurement method, the static response when a moving object moves across the superstructure of a bridge can be calculated with processing that requires a relatively small amount of calculation.

[0323] In one embodiment of the measurement method, The moving object is a vehicle or a railroad car, Each of the plurality of parts may be an axle or a wheel.

[0324] According to this measurement method, the static response when a vehicle or railcar moves over a structure can be calculated using processing with a relatively small amount of calculation.

[0325] In one embodiment of the measurement method, The approximation equation for the deflection of the structure may be an equation based on a structural model of the structure.

[0326] According to this measurement method, it is possible to calculate the first deflection amount that reflects the structure of the structure through which the mobile object moves, and to calculate the static response with high accuracy.

[0327] In one embodiment of the measurement method, The structural model may be a simple beam supported at both ends.

[0328] According to this measurement method, it is possible to accurately calculate the static response when a moving object moves through a structure that is similar to a simple beam.

[0329] One aspect of the measurement method is A load waveform calculation step of calculating a load waveform of the moving body, In the first deflection amount calculation step, calculating an amount of deflection of the structure caused by each of the plurality of portions based on an approximation equation for the deflection of the structure, the observation information, the environmental information, and the average speed, and calculating the first amount of deflection by adding up the amounts of deflection of the structure caused by each of the plurality of portions; In the load waveform calculation step, The amount of deflection of the structure due to each of the multiple parts may be multiplied by a predetermined conversion ratio to calculate a load waveform for each of the multiple parts, and the load waveforms for each of the multiple parts may be added together to calculate the load waveform of the moving body.

[0330] According to this measurement method, the load waveform of the moving body can be calculated with high accuracy using processing with a relatively small amount of calculation.

[0331] One aspect of the measurement method is A conversion ratio calculation step of calculating the conversion ratio, The conversion ratio calculation step includes: generating third measurement data based on a physical quantity that is a response to an action on the observation point of a plurality of parts of a known moving object that moves the structure, based on the observation data output from the observation device; generating fourth measurement data by filtering the third measurement data to reduce vibration components; calculating a deflection amount of the structure caused by each of the plurality of parts of the known moving object based on the fourth measurement data, an approximation equation for the deflection of the structure, and the environmental information, and calculating a fourth deflection amount of the structure caused by the known moving object by adding up the deflection amounts of the structure caused by each of the plurality of parts; calculating a fifth deflection amount by filtering the fourth deflection amount to reduce vibration components; approximating the fourth measurement data with a linear function of the fifth deflection amount and calculating a linear coefficient of the linear function; The method may also include a step of calculating the conversion ratio by dividing the load of each of the multiple parts of the known moving body by the product of the first-order coefficient and the maximum amplitude of deflection of the structure due to each of the multiple parts.

[0332] According to this measurement method, the linear term of the linear function approximating the fourth measurement data corresponds to a displacement of the structure proportional to the load of the known moving body, so that the conversion ratio between displacement and load can be calculated with high accuracy by dividing the load of each of the multiple parts of the known moving body by the product of the linear coefficient of the linear function and the maximum amplitude of the deflection of the structure due to each of the multiple parts.

[0333] In one embodiment of the measurement method, The observation device may be an acceleration sensor, an impact sensor, a pressure sensor, a strain gauge, an image measuring device, a load cell, or a displacement gauge.

[0334] According to this measurement method, the static response can be measured with high accuracy using data on acceleration, stress change, or displacement.

[0335] In one embodiment of the measurement method, The structure may be a structure in which a bridge weigh in motion (BWIM) function is performed.

[0336] One aspect of the measurement device is a first measurement data generation unit that generates first measurement data based on a physical quantity that is a response to an action on an observation point of a structure of a plurality of parts of a moving body that moves the structure, based on observation data output from an observation device that observes the observation point of the structure; a second measurement data generating unit that generates second measurement data by filtering the first measurement data to reduce vibration components; an observation information generating unit that generates observation information including an entry time and an exit time of the moving object with respect to the structure; an average speed calculation unit that calculates an average speed of the moving object based on the observation information and environmental information that includes dimensions of the moving object and dimensions of the structure that have been created in advance; a first deflection amount calculation unit that calculates a first deflection amount of the structure caused by the moving object based on an approximation equation for the deflection of the structure, the observation information, the environmental information, and the average speed; a second deflection amount calculation unit that calculates a second deflection amount by filtering the first deflection amount to reduce vibration components; a coefficient calculation unit that approximates the second measurement data with a linear function of the second deflection amount and calculates a first-order coefficient and a zeroth-order coefficient of the linear function; a third deflection amount calculation unit that calculates a third deflection amount based on the first order coefficient, the zeroth order coefficient, and the second deflection amount; an offset calculation unit that calculates an offset based on the zero-order coefficient, the second deflection amount, and the third deflection amount; a static response calculation unit that calculates a static response by adding the product of the first coefficient and the first deflection amount to the offset; Includes.

[0337] This measurement method and apparatus calculates the static response when a moving body moves a structure through relatively simple processing using first measurement data generated based on observation data and a first deflection amount generated based on an approximation equation for the deflection of the structure. Therefore, this measurement apparatus can calculate the static response through processing with a relatively small amount of calculation, without performing processing with a very large amount of calculation, such as estimating unknown parameters of a theoretical analysis model from acceleration data by inverse analysis.

[0338] Furthermore, with this measuring device, since in reality the speed of the moving body changes very little, but not much, it is possible to calculate the first deflection amount based on the average speed by assuming that the moving body moves at a constant average speed, thereby making it possible to significantly reduce the amount of calculation while maintaining the calculation accuracy of the first deflection amount.

[0339] In addition, with this measuring device, the second measurement data, which is the first measurement data filtered to reduce the vibration components, is approximated by a linear function of the second deflection amount, which is the first deflection amount filtered to reduce the vibration components, so that the static response can be calculated even when the first measurement data includes dynamic response as well as static response.

[0340] Furthermore, according to this measuring device, the product of the first deflection amount and the linear coefficient, which is the linear term of a linear function approximating the first deflection amount, corresponds to a displacement of the structure that is proportional to the load of the moving body, and the offset corresponds to a displacement that is not proportional to the load of the moving body, such as play or floating of the structure, so that the static response can be calculated with high accuracy by adding the product of the linear coefficient and the first deflection amount and the offset.

[0341] One aspect of the measurement system is An embodiment of the measuring device; The observation device; Equipped with.

[0342] One aspect of the measurement program is a first measurement data generation step of generating first measurement data based on a physical quantity that is a response to an action on an observation point of a structure of a plurality of parts of a moving body that moves the structure, based on observation data output from an observation device that observes the observation point; a second measurement data generating step of generating second measurement data by filtering the first measurement data to reduce vibration components; an observation information generating step of generating observation information including an entry time and an exit time of the moving object with respect to the structure; an average speed calculation step of calculating an average speed of the moving body based on the observation information and environmental information prepared in advance, the environmental information including dimensions of the moving body and dimensions of the structure; a first deflection amount calculation step of calculating a first deflection amount of the structure caused by the moving object based on an approximation equation for the deflection of the structure, the observation information, the environmental information, and the average speed; a second deflection amount calculation step of calculating a second deflection amount by filtering the first deflection amount to reduce vibration components; a coefficient calculation step of approximating the second measurement data with a linear function of the second deflection amount and calculating a first-order coefficient and a zeroth-order coefficient of the linear function; a third deflection amount calculation step of calculating a third deflection amount based on the first order coefficient, the zeroth order coefficient, and the second deflection amount; an offset calculation step of calculating an offset based on the zero-order coefficient, the second deflection amount, and the third deflection amount; and a static response calculation step of calculating a static response by adding the product of the first coefficient and the first deflection amount to the offset.

[0343] In this measurement program, the static response when the moving body moves the structure is calculated by a relatively simple process using the first measurement data generated based on the observation data and the first deflection amount generated based on an approximation equation for the deflection of the structure. Therefore, according to this measurement program, the static response can be calculated by a process with a relatively small amount of calculation, without performing a process with a very large amount of calculation, such as estimating unknown parameters of a theoretical analysis model from acceleration data by an inverse analysis method.

[0344] Furthermore, according to this measurement program, since in reality the speed of the moving body changes very little, but not much, it is assumed that the moving body moves at a constant average speed, and the first deflection amount is calculated based on the average speed, thereby making it possible to significantly reduce the amount of calculation while maintaining the calculation accuracy of the first deflection amount.

[0345] Furthermore, according to this measurement program, the second measurement data, which is the first measurement data filtered to reduce vibration components, is approximated by a linear function of the second deflection amount, which is the first deflection amount filtered to reduce vibration components, so that the static response can be calculated even when the first measurement data includes dynamic response as well as static response.

[0346] Furthermore, according to this measurement program, the product of the first deflection amount and the linear coefficient, which is the linear term of a linear function approximating the first deflection amount, corresponds to a displacement of the structure that is proportional to the load of the moving body, and the offset corresponds to a displacement that is not proportional to the load of the moving body, such as play or floating of the structure, so that the static response can be calculated with high accuracy by adding the product of the linear coefficient and the first deflection amount and the offset. [Explanation of symbols]

[0347] 1...measuring device, 2...sensor, 3...monitoring device, 4...communication network, 5...bridge, 6...railroad vehicle, 6a...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, 33...display unit, 34...operation unit, 35...memory unit, 40... Ring type displacement meter, 41... piano wire, 50... camera, 51... target, 131... measurement program, 132... environmental information, 133... observation data, 134... observation information, 135... measurement data, 136... conversion ratio, 141... observation data acquisition unit, 142... first measurement data generation unit, 143... second measurement data generation unit, 144... observation information generation unit, 145... average speed calculation unit, 146... first deflection calculation unit, 147... second deflection calculation unit, 148... coefficient calculation unit, 149... third deflection calculation unit, 150... offset calculation unit, 151... static response calculation unit, 152... measurement Data output unit, 153... conversion ratio calculation unit, 154... load waveform calculation unit, 241... observation program, 242... observation data, 321... measurement data acquisition unit, 322... monitoring unit, 351... monitoring program, 352... measurement data string

Claims

1. a first measurement data generating step of generating first measurement data based on a physical quantity that is a response to an action on an observation point of a structure of a plurality of parts of a moving body moving the structure, based on observation data output from an observation device that observes the observation point of the structure; a second measurement data generating step of generating second measurement data by filtering the first measurement data to reduce vibration components; an observation information generating step of generating observation information including an entry time and an exit time of the moving object with respect to the structure; an average speed calculation step of calculating an average speed of the moving body based on the observation information and environmental information prepared in advance, the environmental information including dimensions of the moving body and dimensions of the structure; a first deflection amount calculation step of calculating a first deflection amount of the structure caused by the moving object based on an approximation equation for the deflection of the structure, the observation information, the environmental information, and the average speed; a second deflection amount calculation step of calculating a second deflection amount by filtering the first deflection amount to reduce vibration components; a coefficient calculation step of approximating the second measurement data with a linear function of the second deflection amount and calculating a first-order coefficient and a zeroth-order coefficient of the linear function; a third deflection amount calculation step of calculating a third deflection amount based on the first-order coefficient, the zeroth-order coefficient, and the second deflection amount; an offset calculation step of calculating an offset based on the zero-order coefficient, the second deflection amount, and the third deflection amount; a static response calculation step of calculating a static response by adding the product of the first coefficient and the first deflection amount to the offset; Measurement methods, including

2. In claim 1, In the offset calculation step, a product of an amplitude ratio of the third deflection amount to the second deflection amount in a predetermined section and the second deflection amount, and a section of the product in which the absolute value of the product of the amplitude ratio and the second deflection amount is greater than an absolute value of the zeroth-order coefficient is replaced with the zeroth-order coefficient to calculate the offset.

3. In claim 1 or 2, the entry time is a time when a leading portion of the plurality of portions of the moving object passes through an entry end of the structure, the advancing time is a time when a rearmost part of the plurality of parts of the moving body passes through an advancing end of the structure, In the average velocity calculation step, Calculating a distance from the leading end to the trailing end and a distance from the entering end to the exiting end based on the environmental information; A measurement method, comprising: calculating the average speed based on the entry time, the exit time, the distance from the front end to the rear end, and the distance from the entry end to the exit end.

4. In any one of claims 1 to 3, A measurement method, wherein the environmental information includes a length of the structure, a position of the observation point, a length of each vehicle of the moving body, and a position of each of the multiple parts of the moving body.

5. In any one of claims 1 to 4, In the second measurement data generating step, The measurement method includes, as the filtering process, performing a low-pass filtering process that attenuates the vibration components having frequencies equal to or higher than a fundamental frequency of the first measurement data.

6. In claim 5, the observation information includes the number of vehicles of the moving object; In the observation information generating step, The measurement method includes calculating, as the number of vehicles, the maximum integer equal to or less than 1 minus the product of a passing time, which is the difference between the exit time and the entry time, and the fundamental frequency.

7. In any one of claims 1 to 6, In the observation information generating step, calculating, as the approach time, a first time when the amplitude of the second measurement data matches a threshold value or exceeds the threshold value; A measurement method comprising: calculating, as the advance time, a second time, which is later than the first time, at which the amplitude of the second measurement data matches or exceeds the threshold value.

8. In any one of claims 1 to 7, The measurement method, wherein the structure is a superstructure of a bridge.

9. In any one of claims 1 to 8, The moving object is a vehicle or a railroad car, A measurement method in which each of the multiple parts is an axle or a wheel.

10. In any one of claims 1 to 9, A measurement method, wherein the approximation equation for the deflection of the structure is an equation based on a structural model of the structure.

11. In claim 10, A measurement method, wherein the structural model is a simple beam supported at both ends.

12. In any one of claims 1 to 11, A load waveform calculation step of calculating a load waveform of the moving body, In the first deflection amount calculation step, calculating an amount of deflection of the structure caused by each of the plurality of portions based on an approximation equation for the deflection of the structure, the observation information, the environmental information, and the average speed, and calculating the first amount of deflection by adding up the amounts of deflection of the structure caused by each of the plurality of portions; In the load waveform calculation step, A measurement method comprising: multiplying the deflection amount of the structure due to each of the plurality of parts by a predetermined conversion ratio to calculate a load waveform of each of the plurality of parts; and adding up the load waveforms of the plurality of parts to calculate a load waveform of the moving body.

13. In claim 12, A conversion ratio calculation step of calculating the conversion ratio, The conversion ratio calculation step includes: generating third measurement data based on a physical quantity that is a response to an action on the observation point of a plurality of parts of a known moving object that moves the structure, based on the observation data output from the observation device; filtering the third measurement data to reduce vibration components to generate fourth measurement data; calculating a deflection amount of the structure caused by each of the plurality of parts of the known moving object based on the fourth measurement data, an approximation equation for the deflection of the structure, and the environmental information, and calculating a fourth deflection amount of the structure caused by the known moving object by adding up the deflection amounts of the structure caused by each of the plurality of parts; calculating a fifth deflection amount by filtering the fourth deflection amount to reduce vibration components; approximating the fourth measurement data with a linear function of the fifth deflection amount and calculating a linear coefficient of the linear function; and calculating the conversion ratio by dividing the load of each of the plurality of parts of the known moving body by the product of the first-order coefficient and the maximum amplitude of deflection of the structure due to each of the plurality of parts.

14. In any one of claims 1 to 13, The measurement method, wherein the observation device is an acceleration sensor, an impact sensor, a pressure sensor, a strain gauge, an image measuring device, a load cell, or a displacement gauge.

15. In any one of claims 1 to 14, A measurement method, wherein the structure is a structure in which BWIM (Bridge Weigh in Motion) functions.

16. a first measurement data generating unit that generates first measurement data based on a physical quantity that is a response to an action on an observation point of a structure of a plurality of parts of a moving body that moves the structure, based on observation data output from an observation device that observes the observation point of the structure; a second measurement data generating unit that generates second measurement data by filtering the first measurement data to reduce vibration components; an observation information generating unit that generates observation information including an entry time and an exit time of the moving object with respect to the structure; an average speed calculation unit that calculates an average speed of the moving object based on the observation information and environmental information that includes dimensions of the moving object and dimensions of the structure that have been created in advance; a first deflection amount calculation unit that calculates a first deflection amount of the structure caused by the moving object based on an approximation equation for the deflection of the structure, the observation information, the environmental information, and the average speed; a second deflection amount calculation unit that calculates a second deflection amount by filtering the first deflection amount to reduce vibration components; a coefficient calculation unit that approximates the second measurement data with a linear function of the second deflection amount and calculates a first-order coefficient and a zeroth-order coefficient of the linear function; a third deflection amount calculation unit that calculates a third deflection amount based on the first order coefficient, the zeroth order coefficient, and the second deflection amount; an offset calculation unit that calculates an offset based on the zero-order coefficient, the second deflection amount, and the third deflection amount; a static response calculation unit that calculates a static response by adding the product of the first coefficient and the first deflection amount to the offset; 4. A measuring device comprising:

17. The measurement device according to claim 16 ; The observation device; A measurement system equipped with

18. Based on observation data output from an observation device that observes an observation point of a structure, a physical quantity that is a response to an action on the observation point of a plurality of parts of a moving body that moves the structure is based on the observation data. a first measurement data generating step of generating first measurement data; a second measurement data generating step of generating second measurement data by filtering the first measurement data to reduce vibration components; an observation information generating step of generating observation information including an entry time and an exit time of the moving object with respect to the structure; an average speed calculation step of calculating an average speed of the moving body based on the observation information and environmental information prepared in advance, the environmental information including dimensions of the moving body and dimensions of the structure; a first deflection amount calculation step of calculating a first deflection amount of the structure caused by the moving object based on an approximation equation for the deflection of the structure, the observation information, the environmental information, and the average speed; a second deflection amount calculation step of calculating a second deflection amount by filtering the first deflection amount to reduce vibration components; a coefficient calculation step of approximating the second measurement data with a linear function of the second deflection amount and calculating a first-order coefficient and a zeroth-order coefficient of the linear function; a third deflection amount calculation step of calculating a third deflection amount based on the first-order coefficient, the zeroth-order coefficient, and the second deflection amount; an offset calculation step of calculating an offset based on the zero-order coefficient, the second deflection amount, and the third deflection amount; a static response calculation step of calculating a static response by adding the product of the first coefficient and the first deflection amount to the offset.

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