Bridge deflection measurement method, deflection measurement device, and bridge deflection measurement program

Abstract

To provide a deflection measurement method of a bridge and a deflection measurement device thereof as well as a deflection measurement program of the bridge capable of easily measuring deflection of the bridge using an asymmetrical chord offset railroad deflection measured from a vehicle traveling on the bridge.SOLUTION: A deflection measurement method #100 is a method to measure deflection zb of a bridge calculating the deflection zb of the bridge based on measured results of a railroad deflection measurement device measuring 1-2-4 axis asymmetrical chord offset railroad deflection zt,A and 1-3-4 axis asymmetrical chord offset railroad deflection zt,B from a vehicle traveling on the bridge. The vehicle is a two-carriage type measurement vehicle measuring railroad deflection at four axis points from a first axis to a fourth axis in one vehicle. The railroad deflection measurement device measures 1-2-4 axis asymmetrical chord offset railroad deflection zt,A of the second axis and 1-3-4 axis asymmetrical chord offset railroad deflection zt,B of the third axis relating to the first axis and the fourth axis. Deflection calculation processes #130, 140 calculate deflection zb of the bridge based on the 1-2-4 axis asymmetrical chord offset railroad deflection zt,A and the 1-3-4 axis asymmetrical chord offset railroad deflection zt,B.SELECTED DRAWING: Figure 17

Description

[Technical field]

[0001] The present invention relates to a bridge deflection measuring method and a deflection measuring device and a bridge deflection measuring program for measuring the deflection of a bridge. [Background technology]

[0002] Deflection of a bridge when a train passes through is a basic performance index that is evaluated in design, etc. Deflection of a bridge is measured not only when a new line is opened, when a train enters the line, etc., but also in recent years, in normal maintenance for efficient performance-based maintenance. For example, there are various methods, such as a method of measuring the deflection of a girder by measuring the displacement between the girder and the ground using a contact-type displacement meter, a method of measuring the deflection of a girder by integrating the output signal of an accelerometer attached to the girder, a method of measuring the deflection of a girder using a ring-type displacement meter that has a circular leaf spring on the ground, a piano wire with one end attached to the girder and the other end attached to the leaf spring, and a strain gauge attached to the leaf spring, a method of continuously taking images when a train passes through and measuring the deflection of a girder by image measurement between a reference image before the train passes and a series of images during the train's passage, and a method of irradiating a laser light from the ground side to an image measurement marker attached to the bridge girder, receiving the reflected laser light reflected by the image measurement marker, and measuring the deflection of a girder using a laser displacement meter. However, these representative bridge deflection measurement methods all measure the deflection when a train passes from the ground, which requires a huge amount of time and money every year. For this reason, a method of evaluating bridge performance from on board a train has been proposed.

[0003] As a more efficient method of inspecting bridges, a method of indirectly grasping the condition of a bridge by analyzing the response when passing over the bridge using a sensor installed on a traveling vehicle (bridge inspection method using on-board measurement) has been widely studied around the world. In the vehicle scanning method of bridge dynamic characteristics, a test vehicle equipped with a vibration sensor moves over the bridge and investigates the condition of the bridge by extracting the output bridge frequency from the output signal of the vibration sensor (for example, see Non-Patent Document 1). However, most of the previous bridge inspection methods using on-board measurement have been methods that detect indirect bridge performance such as the bridge's natural frequency, vibration mode shape, or damage using a single sensor installed on the vehicle.

[0004] In indirect bridge frequency estimation using two vehicles, the bridge's natural frequency, which is a vibration component common to the responses of multiple vehicles, is extracted by signal processing including cross-spectral density function estimation (see, for example, Non-Patent Document 2). In this indirect bridge frequency estimation, the use of multiple sensors is considered, but the performance index of the bridge to be detected is the natural frequency, and direct performance (deflection) could not be evaluated.

[0005] A conventional method for detecting bridge resonance detects bridge resonance based on track deviation measured by the leading car of a train and track deviation measured by the trailing car of the train (see, for example, Patent Document 1). A conventional method for detecting bridge resonance detects bridge resonance based on vertical acceleration measured by the leading car of a train and vertical acceleration measured by the trailing car of the train (see, for example, Patent Document 2). 2 These conventional methods for detecting bridge resonance have been proposed to detect bridges whose vibrations are greatly amplified when a train passes over them (resonant bridges) by using track displacement inspection devices or car body vibration acceleration installed in the leading and trailing cars of commercial trains, but they were not able to measure the magnitude of the bridge deflection. [Prior art documents] [Patent documents]

[0006] [Non-Patent Document 1] YBYang, JPYang, Y. Wu, B. Zhang, “Vehicle Scanning Method for Bridges”, USA, John Wiley & Sons Ltd, 28 October 2019.

[0007] [Non-Patent Document 2] T. Nagayama, APReksowardojo, D. Su, T. Mizutani, “Bridge natural frequency estimation by extracting the common vibration component from the responses of two vehicles”, Engineering Structures, 150 (2017) 821-829.

[0008] [Patent Document 1] Patent Publication No. 2021-152250

[0009] [Patent Document 2] JP 2022-108892 A Summary of the Invention [Problem to be solved by the invention]

[0010] Conventional bridge resonance detection methods cannot directly estimate the deflection caused by trains passing through, which is a required performance in design, even if the natural frequency can be estimated, and even if a resonant bridge can be detected, the magnitude of the bridge deflection cannot be known. In addition, when estimating bridge deflection using track displacements measured on multiple vehicles, even if the magnitude of bridge deflection is estimated from the difference in track displacements measured on the leading and trailing cars, only a part of high-speed railways in Japan has track inspection devices installed on the leading and trailing cars, and there are only a limited number of high-speed railways. In particular, since it is not possible to estimate girder deflection from on-board on conventional lines, deflection measurement from the ground on conventional lines consumes enormous costs and resources every year. Furthermore, conventional lines mainly use track inspection vehicles called two-bogie inspection vehicles, but the principle is different from that of the track inspection devices used in conventional bridge resonance detection methods, so the relationship between the two track displacements and girder deflection was unclear.

[0011] An object of the present invention is to provide a bridge deflection measurement method, a deflection measurement device, and a bridge deflection measurement program that can easily measure bridge deflection by utilizing eccentric arrow track displacement measured from a vehicle traveling on the bridge. [Means for solving the problem]

[0012] The present invention solves the above problems by the means described below. In addition, although the present invention will be described with reference to corresponding reference numerals, the present invention is not limited to this embodiment. The invention of claim 1 is as shown in Figs. 6 ,As shown in Figs. 16 and 17, Bridge (B 1 ,B 2 ) on which vehicles (V 1 The eccentricity arrow track displacement (z t,A ,z t,B ) based on this A method for measuring the deflection of a bridge, comprising: The vehicle is equipped with a first axle (A 1 ) to the fourth axis (A 4 The track irregularity measuring device is a two-bogie inspection vehicle that measures track irregularity at four axle positions up to the first axle and the fourth axle. 2 ) Eccentric Arrow Trajectory Change Place(z t,A ) and the third axis (A3) bias Arrowhead orbital deviation (z t,B ) and the sinusoidal orbital displacement (z t,A10 ) and the sinusoidal orbital displacement (z t,B10 ) t,10 ) based on the elevation difference, Bridge deflection (z b ) Deflection calculation process (#130) and This is a method for measuring deflection of bridges (#100), which includes:

[0013] The invention of claim 2 is 1 In the method for measuring deflection of a bridge described in the above, as shown in FIG. 13 and FIG. 17, the deflection calculation step includes: b ) conversion factor (K Lb ) by the elevation measurement difference to calculate the deflection of the bridge.

[0014] The invention of claim 3 is 1 In the bridge deflection measuring method described above, as shown in Figures 13 and 17, and as shown in Figures 14 and 17, the deflection calculation step includes a step of calculating the deflection of the bridge based on a conversion model of the girder deflection of each bridge (B2) - the height measurement difference.

[0015] The invention of claim 4 is as shown in Figs. 6 ,As shown in Figs. 8 and 17, Bridge (B 1 ,B 2 ) on which vehicles (V 1 The eccentricity arrow track displacement (z t,A ,z t,B ) based on this A bridge deflection measuring device for measuring the deflection of a bridge, comprising: The vehicle is equipped with a first axle (A 1 ) to the fourth axis (A 4 The track irregularity measuring device is a two-bogie inspection vehicle that measures track irregularity at four axle positions up to the first axle and the fourth axle. 2 ) eccentricity arrow orbital deviation (z t,A ) and the third axis (A 3 ) eccentricity arrow orbital deviation (z t,B ) and the sinusoidal orbital displacement (z t,A10 ) and the sinusoidal orbital displacement (z t,B10 ) t,10 ) based on the elevation detection difference, Bridge deflection (z b ) Deflection calculation unit (16A, 16B) and The deflection measuring device (11) for a bridge is provided with the above.

[0016] The invention of claim 5 is as shown in Figs. 6 And as shown in FIG. Bridge (B 1 ,B 2 ) on which vehicles (V 1 The eccentricity arrow track displacement (z t,A ,z t,B ) based on this A bridge deflection measurement program for measuring the deflection of a bridge, comprising: The vehicle is the first axle of one car. (A1) From the fourth axis (A4) The track irregularity measuring device is a two-bogie inspection vehicle that measures track irregularity at four axle positions up to the first axle and the fourth axle. 2 ) eccentricity arrow orbital deviation (z t,A ) and the third axis (A 3 ) eccentricity arrow orbital deviation (z t,B ) and the sinusoidal orbital displacement (z t,A10 ) and the sinusoidal orbital displacement (z t,B10 ) t,10 ) based on the elevation difference, Bridge deflection (z b ) Deflection calculation procedure (S130, S140) and This is a bridge deflection measurement program that causes a computer to execute the above. Effect of the Invention

[0019] According to this invention, the deflection of a bridge can be easily measured by utilizing the eccentric arrow track displacement measured from a vehicle traveling on the bridge. [Brief description of the drawings]

[0020] [Figure 1] 1 is a schematic diagram showing a state in which a vehicle equipped with a bridge deflection measuring device according to an embodiment of the present invention is traveling on a single-span bridge. [Diagram 2] 1 is a schematic diagram showing a state in which a vehicle equipped with a bridge deflection measuring device according to an embodiment of the present invention is traveling on a multi-span bridge. [Diagram 3]1 is a schematic diagram showing a configuration of a bridge deflection measurement system according to an embodiment of the present invention; [Figure 4] 1 is a schematic diagram of a track displacement measuring device of a bridge deflection measuring system according to an embodiment of the present invention. FIG. [Diagram 5] FIG. 1 is a schematic diagram of a theoretical model for calculating eccentric arrow track deviation by a track deviation measuring device of a bridge deflection measuring system according to an embodiment of the present invention. [Figure 6] FIG. 2 is a schematic diagram for explaining a method for measuring eccentric arrow track deviation by a track deviation measuring device of the bridge deflection measurement system according to an embodiment of the present invention. [Figure 7] 2 is a schematic diagram showing a data structure of a measurement data storage unit of a track displacement measurement device of a bridge deflection measurement system according to an embodiment of the present invention. FIG. [Figure 8] 1 is a schematic diagram showing a configuration of a bridge deflection measuring device according to an embodiment of the present invention; [Figure 9] 13 is a graph showing an example of the conversion process of the chord positive arrow orbital displacement calculation unit in the bridge deflection measuring device according to an embodiment of the present invention, in which (A) is a graph showing the waveform of the eccentric arrow orbital displacement before the conversion process, and (B) is a graph showing the waveform of the 10m chord positive arrow orbital displacement after the conversion process. [Figure 10] 11 is a graph showing an example of the waveform of eccentric arrow orbital displacement when passing over a bridge before conversion processing by the sinusoidal arrow orbital displacement calculation unit in a bridge deflection measuring device according to an embodiment of the present invention, where (A) is a graph showing the waveform of eccentric arrow orbital displacement before conversion processing when the span length is 10 m, and (B) is a graph showing the waveform of eccentric arrow orbital displacement before conversion processing when the span length is 30 m. [Figure 11] 1A and 1B are graphs showing, as examples, the waveform of 10m chord positive arrow orbital displacement when passing over a bridge after conversion processing by a chord positive arrow orbital displacement calculation unit in a bridge deflection measuring device according to an embodiment of the present invention, in which (A) is a graph showing the waveform of 10m chord positive arrow orbital displacement after conversion processing when the span length is 10 m, and (B) is a graph showing the waveform of 10m chord positive arrow orbital displacement after conversion processing when the span length is 30 m. [Figure 12]13 is a graph showing an example of the waveform of the 10m chord elevation measurement difference when passing over a bridge, as measured by the elevation measurement difference calculation unit of a bridge deflection measuring device according to an embodiment of the present invention, where (A) is a graph for a span length of 10m, and (B) is a graph for a span length of 30m. [Figure 13] 10 is a graph showing an example of a conversion coefficient used when calculating the deflection of a single-span bridge by a deflection calculation unit of a bridge deflection measuring device according to an embodiment of the present invention. [Figure 14] FIG. 11 is a schematic diagram showing an example of a girder deflection-to-height measurement difference conversion model used when calculating the deflection of a multi-span bridge by the deflection calculation unit of a bridge deflection measuring device according to an embodiment of the present invention, where (A) is a schematic diagram of a girder-track model and (B) is a schematic diagram of a train model. [Figure 15] 1A and 1B are graphs showing, as an example, the waveform of an elevation inspection difference generated by a bridge deflection measuring device according to an embodiment of the present invention, in which (A) is a graph showing, as an example, the waveform of an elevation inspection difference generated by a girder deflection-elevation inspection difference conversion model, and (B) is a graph showing, as an example, the waveform of an elevation inspection difference of an actual bridge theoretically measured by an elevation inspection difference calculation unit. [Figure 16] 1 is a process diagram for explaining a method for measuring deflection of a bridge according to an embodiment of the present invention. [Figure 17] FIG. 1 is a conceptual diagram for measuring a deflection of a bridge according to an embodiment of the present invention. [Figure 18] 4 is a flowchart for explaining the operation of the bridge deflection measuring device according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0021] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The track R shown in Figs. 1 to 3 is a passage (railroad track) on which the train T runs. The track R includes a pair of left and right rails R1 that guide the wheels of the train T. The track R is, for example, a double track made up of two main lines, and includes an up line on which the train T runs from the end point to the starting point, and a down line on which the train T runs from the starting point to the end point.

[0022] The train T is a moving body that moves along the track R to perform various tests and investigations. The train T is made up of railway vehicles such as electric cars, diesel cars, and passenger cars that run on the track R. The train T shown in Figs. 1 to 3 is, for example, a conventional line train that has a function of inspecting the state of ground facilities while running on the track R at a relatively low speed of up to about 100 km / h. The train T can run on both electrified and non-electrified sections, and inspects signals, communications, and track conditions while running along the track R. The train T is, for example, a business train such as the Kiha 141 series diesel railcar (commonly known as a Kiha car) of the West Japan Railway Company. The train T is made up of two test cars with a car length (car body length) of about 21 m, and enters bridges B1 and B2 at a substantially constant speed, moves on bridges B1 and B2, and exits bridges B1 and B2 as shown in Figs. 1 and 2. A train T shown in Figs. 1 to 3 is made up of cars V1 and V2, and runs with one of the cars V1 and V2 as the leading car and the other as the trailing car (last car).

[0023] Vehicles V1 and V2 shown in Figs. 1 to 3 are moving bodies moving along the track R. Vehicle V1 is equipped with a track irregularity measuring device 2 shown in Figs. 3 and 4, and is a track inspection vehicle that continuously measures track irregularity while traveling on the track R. Vehicle V2 is equipped with a signal and communication inspection device that inspects and measures electrical ground facilities such as signals and communications, and is an electrical inspection vehicle that continuously measures these ground facilities while traveling on the track R. Vehicle V1 is not equipped with a running power source, and vehicle V2 equipped with a running power source is coupled to the front side or rear side of vehicle V1 in the traveling direction. Vehicle V1 shown in Figs. 4 to 6 is a two-bogie inspection vehicle (two-bogie type inspection vehicle) that measures track irregularity at four axle positions from the first axle A1 to the fourth axle A4 in one vehicle. Vehicle V1 is equipped with bogies T1 and T2 as shown in Figures 1, 2 and 5, and one car body is supported by two bogies T1 and T2 in the same bogie arrangement as commercial vehicles. Unlike a conventional three-bogie inspection vehicle (three-bogie type inspection vehicle) that measures track irregularity every 5m using three bogies, vehicle V1 measures the relative vertical displacement of three of the four axles of the two bogies T1 and T2 as track irregularity.

[0024] The bogies T1 and T2 shown in Figures 1, 2 and 5 are devices that support the car bodies of the vehicles V1 and V2 and run on the track R. The bogies T1 and T2 shown in Figures 1, 2 and 5 are two-axle bogies (bogies) made up of two pairs of wheelsets, and support one end and the other end of the car bodies of the vehicles V1 and V2. The bogie T1 is a first bogie that is arranged at the front of the vehicles V1 and V2 in the traveling direction and supports one end of the car bodies, and the bogie T2 is a second bogie that is arranged at the rear of the vehicles V1 and V2 in the traveling direction and supports the other end of the car bodies.

[0025] The bridges B1 and B2 shown in Fig. 1 and Fig. 2 are fixed structures constructed to form a space below the track R. The bridges B1 and B2 are constructed to cross water areas such as rivers, valleys, and lakes, or transportation routes such as roads and railways. The bridges B1 and B2 are, for example, steel bridges whose main material is steel, and concrete railway bridges whose main material is concrete and whose main material is reinforced concrete structure (RC structure) or prestressed concrete structure (PRC structure). The bridges B1 and B2 are simple girder bridges with a girder B3 across one span. The bridge B1 shown in Fig. 1 is a single-span (single-beam) bridge with one span consisting of one girder B3. The bridge B2 shown in Fig. 2 is a multi-span bridge with two or more spans in which two or more girders B3 are connected in succession. As shown in Fig. 1 and Fig. 2, the bridges B1 and B2 are equipped with a girder B3, an abutment B4, a pier B5, a bearing B6, and the like.

[0026] The girder B3 is a structure arranged horizontally to support the track R. The girder B3 is a simple girder supported by two supports. The girder B3 is a simply supported beam such as a PRC girder that spans one support and the other support, and is the main girder that spans between the two supports. The abutments B4 are structures constructed at both ends of the bridges B1 and B2. The abutments B4 support the superstructure load and the earth pressure load from the backfill, and also support the girder B3. The piers B5 are structures that support the girder B3. The piers B5 are constructed to complement the abutments B4 at a specified interval in the longitudinal direction of the bridges B1 and B2, and are reinforced concrete columns arranged vertically. The supports B6 are parts that transmit the force applied to the superstructure of the bridges B1 and B2 to the substructure. The supports B6 support both ends of the girder B3.

[0027] The deflection measurement system 1 shown in FIG. 3 and FIG. 8 measures the deflection z of bridges B1 and B2. b The deflection measurement system 1 includes a track displacement measurement device 2 shown in Figs. 3 to 5, a communication device 10 shown in Fig. 8, and a deflection measurement device 11 shown in Figs. 3 and 8. The deflection measurement system 1 transmits the measurement results of the track displacement measurement device 2 to the deflection measurement device 11 via the communication device 10, and the deflection measurement device 11 measures the deflection z of bridges B1 and B2 based on the measurement results of the track displacement measurement device 2.b Measure.

[0028] The track displacement measuring device 2 shown in Figs. 3 to 5 is a device that measures track displacement on bridges B1 and B2. The track displacement measuring device 2 measures track displacement by utilizing the relative difference in rail displacement at multiple points. Here, track displacement (pathway displacement) is a phenomenon in which the track R, which is the running road surface of the train T, gradually changes due to repeated passing of the train T, and the shape of the rail R1 in the longitudinal direction changes, and is also called track irregularity or track irregularity. The track displacement measuring device 2 measures elevation displacement, which is the vertical displacement of the rail R1, level displacement, which is the difference in height (height difference) between the left and right rails R1, planarity displacement, which is the amount of change in the level of the track R over a certain distance (the twisted state with respect to the plane of the track R), alignment displacement, which is the left-right displacement of the rail R1, and gauge displacement, which is the change in the distance (gauge) between the left and right rails R1. The following describes the case where the track displacement measuring device 2 measures elevation displacement.

[0029] As shown in Fig. 4 and Fig. 6, the track displacement measuring device 2 measures the elevation displacement of each of the first axis A1 to the fourth axis A4 of the vehicle V1 from the vehicle V1 side. As shown in Fig. 1 and Fig. 2, the track displacement measuring device 2 measures the eccentric arrow track displacement z on the bridges B1 and B2 from the vehicle V1 running on the bridges B1 and B2. t,A ,z t,B As shown in FIG. 6, the track displacement measuring device 2 measures the eccentricity arrow track displacement z of the second axis A2 with respect to the first axis A1 and the fourth axis A4. t,A and the eccentric orbital displacement z of the third axis A3 relative to the first axis A1 and the fourth axis A4. t,B As shown in Fig. 4, the track displacement measuring device 2 includes a reference line generating unit 3, a vertical displacement measuring unit 4, an eccentric arrow track displacement calculating unit 5, a traveling distance calculating unit 6, a measurement data storage unit 7, a measurement data transmitting unit 8, a control unit 9, and the like.

[0030] The reference line generating unit 3 shown in FIG. 4 is a means for generating a reference line L0 that serves as a reference when measuring track displacement. In order to prevent an inspection error caused by the deflection of the body of the vehicle V1, the reference line generating unit 3 generates the inspection reference line L0 at a location other than the body of the vehicle V1 as shown in FIG. 4 and FIG. 6. As shown in FIG. 4, the reference line generating unit 3 includes an irradiating unit 3a such as a gas laser irradiator that irradiates a laser beam on the first axis A1 of the bogie T1, and a light receiving unit 3b such as a light position detecting unit (Position Sensitive Detect (PSD)) that receives the laser beam on the fourth axis A4 of the bogie T2. The reference line generating unit 3 outputs the generated reference line L0 to the control unit 9 as a reference line signal (reference line data).

[0031] The vertical displacement measuring unit 4 shown in FIG. 4 is a means for measuring the vertical displacement of the first axis A1 to the fourth axis A4 of the vehicle V1. The vertical displacement measuring unit 4 measures the vertical displacement of the wheels of the bogies T1 and T2 by utilizing the fact that the wheels of the bogies T1 and T2 are always in contact with the top surface of the rail R1, thereby measuring the vertical displacement of the rail R1. As shown in FIG. 6, the vertical displacement measuring unit 4 measures the vertical displacement of the rail R1 under the first axis A1 to the fourth axis A4 of the vehicle V1 by measuring the vertical displacement of these first axis A1 to the fourth axis A4. The vertical displacement measuring unit 4 includes a mechanical-electrical conversion unit 4a that converts the vertical displacement (mechanical displacement) of an axle box that rotatably accommodates both ends of the axles of the wheels of the bogies T1 and T2 into an electric signal, and a link mechanism unit 4b that includes an arm, a ball joint, etc. that transmits the vertical displacement of the axle box to the mechanical-electrical conversion unit 4a. The vertical displacement measuring unit 4 outputs the measured vertical displacement of the rail R1 to the control unit 9 as a rail vertical displacement signal (rail vertical displacement data).

[0032] The eccentric arrow trajectory displacement calculation unit 5 shown in FIG. 5 calculates the eccentric arrow trajectory displacement z t,A ,z t,B The eccentric arrow track displacement calculation unit 5 measures the relative vertical displacement at the positions of three of the four axles of the bogies T1 and T2 by the eccentric arrow method, and two types of eccentric arrow track displacement z t,A ,zt,B Here, the eccentric arrow method is one of the track measurement techniques in which a reference line L0 connecting two points on the rail R1 is taken, and the vertical displacement (distance) of the rail R1 from the reference line L0 at a point other than the midpoint of the reference line L0 is measured, as shown in FIG. 6. The eccentric arrow track displacement calculation unit 5 calculates the eccentric arrow track displacement z based on the reference line L0 generated by the reference line generation unit 3 shown in FIG. 4 and the vertical displacement of the rail R1 measured by the vertical displacement measurement unit 4. t,A ,z t,B Calculate the following.

[0033] As shown in FIG. 6, the eccentric arrow trajectory displacement calculation unit 5 draws a reference line L0 connecting the first axis A1 and the fourth axis A4, calculates the up-down displacement (vertical relative displacement) of the second axis A2 with respect to the reference line L0, and calculates the up-down displacement (vertical relative displacement) of the third axis A3 with respect to the reference line L0. The eccentric arrow trajectory displacement calculation unit 5 calculates the eccentric arrow trajectory displacement of the second axis A2 with respect to the reference line L0 connecting the first axis A1 and the fourth axis A4 (hereinafter referred to as 1-2-4 axis eccentric arrow trajectory displacement) z t,A and the eccentric orbital displacement of the third axis A3 with respect to the reference line L0 connecting the first axis A1 and the fourth axis A4 (hereinafter referred to as the eccentric orbital displacement of the 1-3-4 axis) z t,B Calculate the following:

[0034] Figure 5 shows the 1-2-4 axis eccentricity and orbital displacement z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B The eccentric arrow track deviation calculation unit 5 calculates the 1-2-4 axis eccentric arrow track deviation z based on a model of a two-car train and a bridge as shown in FIG. t,A (a2) and 1-3-4 axis eccentricity arrow orbital displacement z t,B Here, the train T shown in FIG. 5 is modeled after a typical inspection car for conventional railways, and it is assumed that the elevation displacement is measured at the four axles of the first car V1 of a two-car train running from left to right in the figure. The loads P1 to P4 are calculated at each load position P on the track R. A1 ~P A4 The axle loads acting on the track R from the vehicle V1 are all the same load P. The loads P5 to P8 are A5 ~P A8The axle load acting on the bridge from vehicle V2 is αP, and all of the loads are α times the loads P1 to P4. Load interval Δ1 is the axle interval within bogies T1 and T2 of vehicles V1 and V2. Load interval Δ2 is the interval from the second axle A2 to the third axle A3 and from the sixth axle A6 to the seventh axle A7. Load interval Δ3 is the interval from the second axle A2 of vehicle V1 to the third axle A3 of vehicle V2, sandwiching the coupler of vehicles V1 and V2. Bridge B1 has a uniform cross section and span length L b and a bending stiffness EI. i is the load P i The distance from the left end of girder B3 to the left end of girder B3. Deflection z b is the midpoint of the span of bridge B1, L b The displacement at / 2 is assumed. The sections other than bridge B1 are rigid decks, and the displacement is assumed to be 0. In this case, the deflection z b As shown in the following equation 1, each load P i is position a i Deflection z at the center of the span when applied to b,i and is formulated as a function of the position a1 of the leading load P1.

[0035]

number

[0036] The eccentric arrow track displacement calculation unit 5 calculates the 1-2-4 axis eccentric arrow track displacement z t,A (a2) and the 1-3-4 axis eccentricity arrow orbital displacement z at the position (focus position) a3 of the third axis A3 t,B (a3) is calculated using the following equation 2.

[0037]

number

[0038] Here, F shown in Equation 2 A (a2), F B(a3) is the position a2, a3, the load interval Δ1, Δ2, Δ3 and the span length L b The eccentric arrow orbital deviation calculation unit 5 calculates the 1-2-4 axis eccentric arrow orbital deviation z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B is output to the control unit 9 as the eccentric arrow trajectory displacement data D1.

[0039] The travel distance calculation unit 6 shown in Fig. 4 is a means for calculating the travel distance of the vehicle V1. For example, the travel distance calculation unit 6 receives absolute position information output by an on-board ATS coil of an automatic train stop device (ATS) installed at a specific point on the track R to detect the absolute position of the vehicle V1, and calculates the travel distance of the vehicle V1 by integrating distance pulse signals output by a tachograph that detects the speed of the vehicle V1 until the vehicle V1 reaches the next ATS ground coil. The travel distance calculation unit 6 outputs the travel distance (movement distance) of the vehicle V1 from the starting point to the end point or from the end point to the starting point to the control unit 9 as travel distance data D3.

[0040] The measurement data storage unit 7 is a means for storing various measurement data D measured by the track displacement measuring device 2. As shown in Fig. 7, the measurement data storage unit 7 is a storage device for storing the eccentric arrow track displacement data D1 calculated by the eccentric arrow track displacement calculation unit 5, bridge data D2 which is various information related to the bridges B1 and B2, and travel distance data D3 calculated by the travel distance calculation unit 6 as measurement data (inspection data) D. Here, the bridge data D2 may include, for example, the structure (single span or multi-span) of the bridges B1 and B2 shown in Figs. 1 and 2, the positions of the bridges B1 and B2 (travel distance (kilometers) from the start of the track to the entrance and exit of the bridges B1 and B2), and the span length L of the girder B3 of the bridge B1. b The measurement data storage unit 7 stores the eccentric arrow trajectory displacement data D1 and the bridge data D2 in chronological order in association with the travel distance data D3.

[0041] The measurement data transmission unit 8 shown in Fig. 4 is a means for transmitting the measurement data D from the track irregularity measurement device 2. As shown in Fig. 8, the measurement data transmission unit 8 is a transmitter that transmits the measurement data D from the track irregularity measurement device 2 to the deflection measurement device 11 via the communication device 10. The measurement data transmission unit 8 transmits the measurement data D to the deflection measurement device 11 in real time.

[0042] The control unit 9 shown in Fig. 4 is a central processing unit (CPU) that controls various operations related to the track displacement measuring device 2. For example, the control unit 9 outputs the reference line data generated by the reference line generating unit 3 to the eccentric arrow track displacement calculating unit 5, outputs the vertical displacement data measured by the vertical displacement measuring unit 4 to the eccentric arrow track displacement calculating unit 5, and calculates the 1-2-4 axis eccentric arrow track displacement z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B The control unit 9 instructs the eccentric arrow trajectory displacement calculation unit 5 to calculate the eccentric arrow trajectory displacement data D1 calculated by the eccentric arrow trajectory displacement calculation unit 5 to the measurement data storage unit 7, instructs the measurement data storage unit 7 to store the eccentric arrow trajectory displacement data D1, instructs the travel distance calculation unit 6 to calculate the travel distance, outputs the travel distance data D3 output by the travel distance calculation unit 6 to the measurement data storage unit 7, instructs the measurement data storage unit 7 to store the travel distance data D3, reads the measurement data D from the measurement data storage unit 7 and outputs it to the measurement data transmission unit 8, and instructs the measurement data transmission unit 8 to transmit the measurement data D. The control unit 9 is connected to the reference line generation unit 3, the vertical displacement measurement unit 4, the eccentric arrow trajectory displacement calculation unit 5, the travel distance calculation unit 6, the measurement data storage unit 7, and the measurement data transmission unit 8 so as to be able to communicate with each other.

[0043] 8 is a device that transmits measurement data D from the track irregularity measurement device 2 to the deflection measurement device 11. The communication device 10 is an electric communication line such as a telephone line or an Internet line that connects the measurement data transmitting unit 8 of the track irregularity measurement device 2 to the measurement data receiving unit 12 of the deflection measurement device 11 so that they can communicate with each other in order to transmit the measurement data D from the measurement data transmitting unit 8 of the track irregularity measurement device 2 to the measurement data receiving unit 12 of the deflection measurement device 11.

[0044] The deflection measuring device 11 shown in FIG. 3 and FIG. 8 measures the deflection z of bridges B1 and B2.b The deflection measuring device 11 is a device for measuring the maximum deflection Max(z b The deflection measuring device 11 estimates the deflection z of the bridges B1 and B2 by removing track displacement other than the bridge displacement (bridge displacement component) and noise of the track displacement from the eccentricity arrow track displacement data D1 measured by the track displacement measuring device 2. b Since the eccentricity arrow track displacement data D1 measured by the track displacement measuring device 2 is the displacement of the running surface measured on each of the first axis A1 to the fourth axis A4, the deflection measuring device 11 removes noise components such as the unevenness of the rail R1, the warp of the girder B3, and the like other than the deflection components of the bridges B1 and B2 contained in the displacement of the running surface, and extracts only the bridge displacement from the displacement of the running surface to calculate the deflection z of the bridges B1 and B2. b The deflection measuring device 11 calculates the 1-2-4 axis eccentricity arrow orbital displacement z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B respectively, the sinusoidal sine-arrow orbital displacement z t,A10 and sinusoidal deviation z t,B10 Convert to sinusoidal orbital displacement z t,A10 and sinusoidal orbital displacement z t,B10 The difference between the height and the low measurement difference dz t,10 Therefore, the deflection z of bridges B1 and B2 b As shown in FIG. 8, the deflection measuring device 11 includes a measurement data receiving unit 12, a measurement data storage unit 13, a sinusoidal track displacement calculation unit 14, a height measurement difference calculation unit 15, deflection calculation units 16A and 16B, calculation condition data storage units 17A and 17B, a measurement data storage unit 18, a deflection measurement program storage unit 19, a display unit 20, and a control unit 21. The deflection measuring device 11 is configured, for example, with a personal computer, and causes the computer to execute a predetermined process according to the deflection measurement program. The deflection measuring device 11 executes the deflection measurement program on a track maintenance management database system (Laboratory's Conversational System (LABOCS)) that analyzes and processes railway-related data such as track displacement and vehicle vibration from various angles.

[0045] The measurement data receiving unit 12 shown in Fig. 8 is a means for receiving the measurement data D transmitted by the track displacement measuring device 2. The measurement data receiving unit 12 receives the measurement data D transmitted by the track displacement measuring device 2 through the communication device 10. The measurement data storage unit 13 is a means for storing the measurement data D transmitted by the track displacement measuring device 2. The measurement data storage unit 13 is, for example, a storage device that stores the measurement data D transmitted by the track displacement measuring device 2 in chronological order. The measurement data storage unit 13 stores eccentric arrow track displacement data D1 measured by the track displacement measuring device 2 together with bridge data D2 in association with traveling distance data D3.

[0046] The sinusoidal orbital displacement calculation unit 14 calculates the sinusoidal orbital displacement z t,A10 ,z t,B10 The sinusoidal arrow orbital deviation calculation unit 14 calculates the 1-2-4 axis eccentric arrow orbital deviation z calculated by the eccentric arrow orbital deviation calculation unit 5. t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B Based on this, the sinusoidal trajectory displacement z of vehicle V1 t,A10 ,z t,B10 is calculated by the sinusoidal method. The sinusoidal method is a common track measurement technique in which a reference line L0 (a string stretched between two points on the rail R1) is taken connecting two points on the rail R1, and the vertical displacement (distance) of the rail R1 from the reference line L0 at the midpoint of the reference line L0 is measured ... t,A The sinusoidal deviation z t,A10 Transform it into 1-3-4 axis eccentricity arrow orbital displacement z t,B The sinusoidal deviation z t,B10 Convert to.

[0047] The chord positive arrow orbital displacement calculation unit 14 calculates the 1-2-4 axis eccentric arrow orbital displacement z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B Although the amplification factor (gain) of each wavelength component is the same, the phase characteristics are different, so 1-2-4 axis eccentricity arrow orbital displacement z t,A and 1-3-4 axis eccentricity arrow orbital displacement zt,B The phase characteristic of the 1-2-4 axis eccentric arrow orbital deviation z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B Remove the commonly observed components such as the track irregularity on bridges B1 and B2 from the above, and calculate the 1-2-4 axis eccentricity arrow track irregularity z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B The deflection (displacement) components of bridges B1 and B2 are extracted from the 1-2-4 axis eccentricity arrow orbital displacement calculation unit 14. t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B The phase characteristics of these are corrected to be flat so that the phase characteristics of the 1-2-4 axis eccentricity arrow track deviation z are zero. The 10m 10m 10m eccentricity arrow track deviation calculation unit 14 calculates the 10m eccentricity arrow track deviation z as a waveform of track deviation with a flat phase characteristic. t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B Here, the 10m chord arrow is the track displacement measured using a chord arrow with a chord length of 10m in the chord arrow method, and is the distance from the midpoint of the 10m-long reference line L0 to the rail R1. The 10m chord arrow is a value obtained by subtracting the average value of the displacements at positions 5m forward and backward from the displacements at positions (positions of interest) a2 and a3. The chord arrow track displacement calculation unit 14 converts the 1-2-4 axis eccentric arrow track displacement z by a conversion filter such as a Finite Impulse Response (FIR) filter, which is a type of digital filter. t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B z (10m sinusoidal deviation) t,A10 ,z t,B10 The sinusoidal deviation calculation unit 14 converts the sinusoidal deviation z t,A10 (a2), z t,B10 Calculate (a3).

[0048]

number

[0049] Here, G shown in Equation 3 A ,GB is the transfer function of the transformation filter, and ξ 10 (a) shows the deflection z of bridges B1 and B2 due to the unevenness of rail R1. b This is track deviation other than the above.

[0050] FIG. 9 is a graph showing an example of the results of measuring the track displacement, which is a sine wave with a wavelength of 10 m and an amplitude of 1, at each eccentric arrow of the 1-2-4 axis and the 1-3-4 axis, and converting it to a 10 m chord positive arrow using an FIR filter. Here, the vertical axis in FIG. 9 is the amplitude, and the horizontal axis is the distance [m]. As shown in FIG. 9(A), at a wavelength of 10 m, a delay distance of about ±1 m occurs in the measurement result at the eccentric arrow, but as shown in FIG. 9(B), it is appropriately corrected by the conversion filter, and it is confirmed that the 10 m chord positive arrow track displacement converted from the 1-2-4 axis eccentric arrow track displacement and the 1-3-4 axis eccentric arrow track displacement match.

[0051] Fig. 10 is a graph showing an example of the waveform of the eccentric arrow track deviation when passing over a bridge. Fig. 11 shows the waveform of the eccentric arrow track deviation when passing over a bridge. conversion 10 and 11 show an example of the waveform of 10m chord positive arrow track deviation when passing over a bridge. Here, the vertical axis shown in Fig. 10 and Fig. 11 is the standardized deviation where the maximum deflection value of the bridge is standardized to 1, and the horizontal axis is the intermediate axle position [m]. The chord positive arrow track deviation calculation unit 14 calculates, for example, the 1-2-4 axis eccentric arrow track deviation z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B The sine-arrow orbital displacement z t,A10 ,z t,B10 The sinusoidal orbital displacement calculation unit 14 converts the sinusoidal orbital displacement z t,A10 ,z t,B10 is output to the control unit 21 as the sinusoidal positive arrow trajectory displacement data D4.

[0052] The elevation detection difference calculation unit 15 shown in FIG. 8 is a 1-2-4 axis eccentricity arrow orbital displacement z t,A The sinusoidal deviation z converted from t,A10 and 1-3-4 axis eccentricity arrow orbital displacement z t,B The sinusoidal deviation z converted from t,B10The difference between the height and the low measurement difference dz t,10 Here, the height difference is the deflection z of the girder B3 when the load P in the front and rear of the vehicle V1 acts. b is measured at a certain distance. When the load P is known, the deflection z of girder B3 is b is proportional to.

[0053] FIG. 12 is a graph showing an example of the waveform of the 10m chord elevation difference when passing over a bridge. Here, the vertical axis shown in FIG. 12 is the standardized displacement, and the horizontal axis is the intermediate axle position [m]. As shown in FIG. 12, the elevation difference calculation unit 15 calculates the chord positive arrow track displacement z t,A10 and sinusoidal orbital displacement z t,B10 The difference between the elevation difference (10m chord elevation difference) dz t,10 The elevation difference calculation unit 15 calculates the sinusoidal orbital displacement z t,A10 ,z t,B10 Synchronize the position of the height detection difference dz t,10 By calculating the above, the track displacement ξ on bridges B1 and B2 shown in Equation 3 is obtained. 10 The common components such as (a) are removed, and only the deflection (displacement) components of bridges B1 and B2 are extracted. The elevation difference calculation unit 15 calculates the sinusoidal track displacement z t,A10 (a2) and sinusoidal deviation z t,B10 The difference between (a3) ​​and the elevation measurement difference (difference value) dz t,10 Calculate the height difference after calculation dz t,10 is output to the control unit 21 as elevation detection difference data D5.

[0054]

number

[0055] The deflection calculation unit 16A shown in FIG. b The deflection calculation unit 16A is a means for calculating the deflection z of the bridge B1 based on the measurement results of the track displacement measurement device 2. b The deflection calculation unit 16A calculates the 1-2-4 axis eccentricity arrow orbital displacement z t,Aand 1-3-4 axis eccentricity arrow orbital displacement z t,B Based on this, the deflection z of bridge B1 b The deflection calculation unit 16A calculates the height detection difference dz t,10 Based on the deflection z of bridge B1 b The deflection calculation unit 16A calculates the sinusoidal orbital displacement z t,A10 and sinusoidal orbital displacement z t,B10 The maximum difference between the two and the deflection z at the center of the span of bridge B1 b By utilizing the fact that the maximum value of the deflection z of bridge B1 is proportional to b The deflection calculation unit 16A estimates the span length L of the bridge B1. b Conversion factor (proportional constant) K Lb The height difference dz t,10 Multiplying this by 1 gives the deflection z of bridge B1. b The deflection calculation unit 16A calculates, for example, the maximum elevation difference Max(dz t,10 ) is extracted from the height measurement difference data D5, and the maximum deflection (maximum deflection at the center of the girder) Max(z b The deflection calculation unit 16A theoretically calculates the span length L of the bridge B1 by the following equation 5. b Conversion factor K per Lb The maximum difference between the high and low detection values ​​is Max(dz t,10 ) by multiplying

[0056]

number

[0057] Here, the maximum deflection of bridge B1 shown in equation 5 is Max(z b ) is the load P, the bending rigidity EI of bridge B1, the load intervals Δ1, Δ2, Δ3, and the span length L b It is a function of the conversion factor K Lb is the height difference dz t,10 Deflection z b This is a coefficient for converting to span length L b is a proportionality constant that depends only on

[0058] Next, a description will be given of the conversion coefficients used when calculating the deflection of a single span bridge in the bridge deflection measuring device according to the embodiment of the present invention. FIG. 13 is a graph showing an example of a conversion coefficient used when calculating the deflection of a single-span bridge with a span length of 5 to 60 m using a track inspection vehicle for a typical conventional railway as shown in FIG. 1. The vertical axis in FIG. 13 is the conversion coefficient K Lb The horizontal axis represents the span length [m]. The deflection calculation unit 16A calculates the height difference dz t,10 The span length of bridge B1 is L b Conversion factor K corresponding to Lb Multiplying this by , the deflection z of bridge B1 is b The deflection calculation unit 16A calculates the deflection z of the bridge B1 after the calculation. b is output to the control unit 21 as the deflection data D6.

[0059] The deflection calculation unit 16B shown in FIG. b The deflection calculation unit 16B is a means for calculating the deflection z of the bridge B2 based on the measurement results of the track displacement measurement device 2. b The deflection calculation unit 16B calculates the 1-2-4 axis eccentricity arrow orbital displacement z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B Based on this, the deflection z of bridge B2 b The deflection calculation unit 16B calculates the height detection difference dz t,10 Based on the deflection z of bridge B2 b The deflection calculation unit 16B calculates the sinusoidal orbital displacement z t,A10 and sinusoidal orbital displacement z t,B10 The maximum difference between the two and the deflection z at the center of the span of bridge B2 b By utilizing the fact that the maximum value of the deflection z of bridge B2 is proportional to the b The deflection calculation unit 16B estimates the elevation measurement difference dz calculated by the girder deflection-elevation measurement difference conversion model (theoretical model). t,10,model and the deflection z of bridge B2 b,model and the height difference dz measured when vehicle V1 passes over bridge B2.t,10 Based on this, the deflection z of bridge B2 b The deflection calculation unit 16B calculates the deflection z of the bridge B2 based on the girder deflection-height measurement difference conversion model for each bridge B2. b The deflection calculation unit 16B calculates, for example, the maximum deflection (maximum deflection at the center of the girder) Max(z b ) is calculated using a simple numerical simulation such as the girder deflection-height measurement difference conversion model (theoretical model).

[0060] Next, a girder deflection-height measurement difference conversion model used when measuring the deflection of a multi-span bridge in the bridge deflection measuring device according to the embodiment of the present invention will be described. Figure 14 is a schematic diagram showing an example of a girder deflection-to-level measurement difference conversion model for a simple girder bridge spanning two or more spans as shown in Figure 2, where (A) is the girder-track model and (B) is the train model. The girder deflection-to-level measurement difference conversion model shown in Figure 14(A) was constructed using the Finite Element Method (FEM), a numerical analysis method. Bridge B2 is a steel bridge with small variation in material properties, making it easy to verify by relative comparison. Bridge B2 is a steel bridge with the same span length L. b It is assumed that girder B3 is continuous, there is no significant decrease in the support stiffness of rail R1, such as subsidence of the track R behind abutment B4 or subsidence of the roadbed, and there is little variation in the front and rear structures. The girder-track model uses beam elements to model seven consecutive 13.1m railway support girders to take into account the influence of the front and rear girders B3. Girder B3 is treated as one element every 0.625m, and vertical spring elements assuming support B6 are introduced at the girder end, with the other end of the spring element connected to girder B3 in the girder section. For girder B3, the second moment of area calculated from the cross section of the main girder (one side) and the Young's modulus of the steel material were used. Rail R1 is modeled on the specifications of a 60kg rail, assuming a direct track with no localized reduction in support stiffness due to sleepers or ballast, with a total length of approximately 100m, divided into four sections at fastening intervals of approximately 0.625m, and modeled on support by vertical spring elements assuming track pad R2 at approximately 0.625m intervals. Track pad R2 is modeled on 40MN / m. However, these are based on the deflection z of girder B3.b This is a provisional value for obtaining the relationship between the track irregularity and the deflection z of girder B3 from the height measurement difference. b In order to obtain the converted value, the analysis was performed by changing the bending stiffness EI of girder B3.

[0061] The train model shown in FIG. 14(B) was modeled as a load train by coupling two cars V1 and V2 shown in FIG. 2, and the position was changed every 0.01 m to perform the analysis. The specifications were set to match the actual track inspection car, with a car length of 25 m, a distance between the bogie centers of 17.5 m, an axle interval of 2.5 m, an axle load of 97 kN (wheel load 48.5 kN) for the first car, and an axle load of 121 kN (wheel load 60.5 kN) for the second car, respectively. The displacement of each axle position of the first axle A1 to the fourth axle A4 was recorded as the analysis result, and the eccentric arrow track displacement obtained by the inspection car was calculated. In addition, when the axle position was between nodes, the load was distributed and loaded to the two adjacent nodes according to the distance, and the displacement of the load position was interpolated using the shape function of the Euler beam. The above finite element model was implemented in numerical analysis software MATLAB (registered trademark). A method using LQ decomposition was used for the release.

[0062] Provisional values ​​were used to evaluate whether the elevation inspection difference could be calculated with sufficient accuracy for practical use using the girder deflection-height inspection difference conversion model shown in Figure 14. Figure 15(A) is a graph showing the waveform of the elevation inspection difference calculated by calculating the 1-2-4 axis eccentric arrow track displacement and the 1-3-4 axis eccentric arrow track displacement using provisional values ​​using the girder deflection-height inspection difference conversion model shown in Figure 14, converting them to 10m chord positive arrow track displacement, and correcting the phase. Figure 15(B) shows the elevation inspection difference dz measured by a track inspection car of the same formation as the train model for the actual bridge B2 shown in Figure 2, which is approximating the girder-track model shown in Figure 14. t,1013 is a graph showing the waveform of the elevation inspection difference obtained by the girder deflection-elevation inspection difference conversion model shown in Fig. 15(A) and the waveform of the elevation inspection difference measured by a track inspection vehicle running on an actual bridge shown in Fig. 15(B) are similar, and it was confirmed that the elevation inspection difference can be calculated with an accuracy that is practically acceptable using the girder deflection-elevation inspection difference conversion model shown in Fig. 14. As a result, it was confirmed that the deflection of each girder can be estimated from the elevation inspection difference using the girder deflection-elevation inspection difference conversion model shown in Fig. 14. With the girder deflection-elevation inspection difference conversion model, the maximum deflection Max(z b,model )=4mm Maximum height difference Max(dz t,10,model ) = ±1.4 mm, but the maximum height difference measured by the track inspection car was Max(dz t,10 ) = ±1.1 mm. Therefore, if the relationship between girder deflection and height measurement difference is linear, the actual maximum deflection of bridge B2 Max(z b ) = 4 mm × (1.1 mm / 1.4 mm) = 3.1 mm.

[0063] The deflection calculation unit 16B shown in FIG. 8 is a model that calculates the maximum elevation measurement difference Max(dz t,10,model ) and the maximum deflection of bridge B2 by the model Max(z b,model ) and the maximum height difference Max(dz t,10 ) and the maximum deflection of bridge B2 Max(z b The deflection calculation unit 16B calculates a conversion coefficient (proportional constant) K for each bridge B2 by the following equation 6. Lb,model The maximum difference between the high and low detection values ​​is Max(dz t,10 ) to obtain the maximum deflection of bridge B2, Max(z b ) and calculate the deflection z of bridge B2 after calculation. b is output to the control unit 21 as the deflection data D6.

[0064]

number

[0065] Here, the conversion coefficient K Lb,model is the elevation measurement difference (10m elevation measurement difference) dz t,10,model and the deflection z of bridge B2 b,model is calculated in advance, and the deflection z of bridge B2 is calculated. b,model The height difference (10m height difference) dz t,10,model This is the value divided by the conversion factor K. Lb,model is the maximum height difference measured by the model Max(dz t,10,model ) and the maximum height difference Max(dz t,10 ) to obtain the maximum deflection of girder B3 of the model. b,model ) is increased or decreased by the same ratio. Conversion factor K Lb,model is the maximum deflection of girder B3 of the actual bridge, Max(z b ) is estimated by using the maximum deflection Max(z b ) and the maximum deflection of girder B3 of the model Max(z b,model ) is assumed to be linear.

[0066] The calculation condition data storage unit 17A shown in FIG. 8 is b The calculation condition data storage unit 17A is a means for storing various data required for the calculation of the bridge B1. For example, the calculation condition data storage unit 17A stores the span length L b and the conversion factor K Lb The calculation condition data storage unit 17A stores, as calculation condition data, calculation conditions such as the correspondence between the bridge data D2 and the travel distance. The calculation condition data storage unit 17A is, for example, a storage device that stores the calculation condition data for each bridge B1 together with the bridge data D2 in association with the travel distance.

[0067] The calculation condition data storage unit 17B stores the deflection z of the bridge B2. b The calculation condition data storage unit 17B is a means for storing various data necessary for the calculation of. For example, the calculation condition data storage unit 17B stores a conversion coefficient K Lb,modelThe above-mentioned calculation conditions are stored as calculation condition data. The calculation condition data storage unit 17B is, for example, a storage device that stores the calculation condition data together with the bridge data D2 for each bridge B2 in association with the travel distance.

[0068] The measurement data storage unit 18 is a means for storing various measurement data related to the deflection measuring device 11. The measurement data storage unit 18 is a storage device that stores, for example, the sinusoidal orbit displacement data D4, the elevation measurement difference data D5, and the deflection data D6 calculated by the deflection measuring device 11 in chronological order for each bridge B1, B2 in association with the bridge data D2 and the travel distance data D3.

[0069] The deflection measurement program memory unit 19 stores the deflection z of the bridges B1 and B2. b The deflection measurement program storage unit 19 is a storage device or the like that stores a deflection measurement program read from an information recording medium or a deflection measurement program downloaded through an electric communication line.

[0070] The display unit 20 is a means for displaying various information related to the deflection measuring device 11. The display unit 20 is a display device that displays, for example, the measurement results of the track displacement measuring device 2 and the calculation results of the deflection measuring device 11 on a screen. For example, the display unit 20 displays the eccentric arrow track displacement data D1 on the screen in correspondence with the bridge data D2 and the travel distance data D3, and also displays the chordal positive arrow track displacement data D4, the elevation measurement difference data D5, and the deflection data D6 on the screen in correspondence with the travel distance data D3.

[0071] The control unit 21 is a central processing unit (CPU) that controls various operations related to the deflection measuring device 11. The control unit 21 reads out a deflection measurement program from the deflection measurement program storage unit 19, and executes deflection measurement processing in accordance with the deflection measurement program. For example, the control unit 21 outputs the measurement data D received by the measurement data receiving unit 12 to the measurement data storage unit 13, commands the measurement data storage unit 13 to store the measurement data D, reads out the measurement data D from the measurement data storage unit 13 and outputs it to the sinusoidal trajectory displacement calculation unit 14, and instructs the sinusoidal trajectory displacement calculation unit 14 to calculate the sinusoidal trajectory displacement z t,A10 ,z t,B10 The sinusoidal orbital displacement calculation unit 14 outputs the sinusoidal orbital displacement data D4 to the measurement data storage unit 18, the sinusoidal orbital displacement data D4 is read from the measurement data storage unit 18 and output to the elevation detection difference calculation unit 15, and the elevation detection difference calculation unit 15 outputs the elevation detection difference dz t,10 The elevation detection difference calculation unit 15 outputs elevation detection difference data D5 to the measurement data storage unit 18, the elevation detection difference calculation unit 15 outputs elevation detection difference data D5 to the measurement data storage unit 18, the elevation detection difference data D5 is read from the measurement data storage unit 18 and output to the deflection calculation units 16A and 16B, the calculation condition data is read from the calculation condition data storage units 17A and 17B and output to the deflection calculation units 16A and 16B, and the deflection z of the bridges B1 and B2 is calculated by the deflection calculation units 16A and 16B. b The control unit 21 commands the calculation of the deflection data D6 output by the deflection calculation units 16A and 16B to the measurement data storage unit 18, commands the measurement data storage unit 18 to store the deflection data D6, and commands the display unit 20 to display various data. The control unit 21 is connected to the measurement data receiving unit 12, the measurement data storage unit 13, the sinusoidal orbit displacement calculation unit 14, the elevation detection difference calculation unit 15, the deflection calculation units 16A and 16B, the calculation condition data storage units 17A and 17B, the measurement data storage unit 18, the deflection measurement program storage unit 19, and the display unit 20 so as to be able to communicate with each other.

[0072] Next, a bridge deflection measuring method according to an embodiment of the present invention will be described. The deflection measurement method #100 shown in Figures 16 and 17 is for measuring the deflection z of bridges B1 and B2. b The deflection measurement method #100 includes a sinusoidal orbital displacement measurement process #110, an elevation detection difference calculation process #120, a deflection calculation process #130, and the like.

[0073] The sinusoidal orbital deviation measurement process #110 is the sinusoidal orbital deviation z t,A10 ,z t,B10 In the sinusoidal deviation measurement process #110, the 1-2-4 axis eccentricity deviation z t,A , 1-3-4 axis eccentricity arrow orbital displacement z t,B and the span length L of bridge B1 b The measurement data D regarding the eccentricity of the 1-2-4 axis is input from the track displacement measuring device 2 to the deflection measuring device 11. t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B The sinusoidal deviation z t,A10 ,z t,B10 The sinusoidal deviation calculation unit 14 converts the sinusoidal deviation z by Equation 3. As a result, the 1-2-4 axis eccentricity deviation z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B The waveform of the sinusoidal orbital displacement z t,A10 ,z t,B10 The waveform is corrected to

[0074] The elevation measurement difference calculation process #120 is the 1-2-4 axis eccentricity arrow orbital displacement z t,A The sinusoidal deviation z converted from t,A10 and 1-3-4 axis eccentricity arrow orbital displacement z t,B The sinusoidal deviation z converted from t,B10 The difference between the height and the low measurement difference dz t,10 In the elevation difference calculation process #120, the sinusoidal orbital displacement z t,A10 and sinusoidal orbital displacement z t,B10 The difference between the height and the low measurement difference dz t,10 The elevation difference calculation unit 15 calculates the track displacement ξ on the bridges B1 and B2 as shown in FIG.10 The common components such as (a) are removed, and only the deflection (displacement) components of bridges B1 and B2 are extracted.

[0075] The deflection calculation process #130 calculates the deflection z of bridges B1 and B2 based on the measurement results of the track displacement measurement device 2. b In the deflection calculation process #130, the 1-2-4 axis eccentricity arrow orbital displacement z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B Based on this, the deflection z of bridges B1 and B2 b In the deflection calculation process #130, the height measurement difference dz t,10 Based on this, the deflection z of bridges B1 and B2 b In the deflection calculation process #130, the height measurement difference dz t,10 Maximum height difference Max(dz t,10 ) is extracted by the deflection calculation units 16A and 16B, and the maximum deflection Max(z b In the deflection calculation step #130, for a single-span bridge B1 as shown in FIG. b Conversion factor K per Lb Height difference dz t,10 Multiplying this by 1 gives the deflection z of bridge B1. b In the deflection calculation step #130, for example, the span length L of the bridge B1, which has been theoretically calculated in advance as shown in FIG. 13 and Equation 5, is calculated as b Conversion factor K corresponding to Lb , the maximum height difference Max(dz t,10 ) to obtain the maximum deflection of bridge B1, Max(z b In the deflection calculation process #130, for a multi-span bridge B2 as shown in FIG. 2, the deflection z b In the deflection calculation process #130, for example, the conversion coefficient K of bridge B2 calculated in advance by the finite element method as shown in FIG. 14 and Equation 6 is calculated. Lb,model , the maximum height difference Max(dz t,10 ) to obtain the maximum deflection of bridge B2, Max(z b ) is calculated.

[0076] Next, the operation of the bridge deflection measuring device according to the embodiment of the present invention will be described. The following description will focus on the operation of the control unit 21 shown in FIG. 18, in step (hereinafter referred to as S) 100, the control unit 21 reads the deflection measurement program from the deflection measurement program storage unit 19. When the control unit 21 reads the deflection measurement program, the control unit 21 starts a series of deflection measurement processes.

[0077] In S110, the sinusoidal orbital deviation z t,A10 ,z t,B10 The control unit 21 commands the sinusoidal positive arrow trajectory displacement calculation unit 14 to calculate the sinusoidal positive arrow trajectory displacement data D1. The control unit 21 reads out the eccentric arrow trajectory displacement data D1 from the measurement data storage unit 13, and outputs the eccentric arrow trajectory displacement data D1 to the sinusoidal positive arrow trajectory displacement calculation unit 14. As a result, the sinusoidal positive arrow trajectory displacement calculation unit 14 converts the eccentric arrow trajectory displacement data D1 into the sinusoidal positive arrow trajectory displacement data D4 by equation 3, and when the sinusoidal positive arrow trajectory displacement calculation unit 14 outputs the sinusoidal positive arrow trajectory displacement data D4 to the control unit 21, the sinusoidal positive arrow trajectory displacement data D4 is stored in the measurement data storage unit 18.

[0078] In S120, the height detection difference dz t,10 The control unit 21 commands the elevation inspection difference calculation unit 15 to calculate the above. The control unit 21 reads out the sinusoidal positive arrow trajectory displacement data D4 from the measurement data storage unit 13, and outputs the sinusoidal positive arrow trajectory displacement data D4 to the elevation inspection difference calculation unit 15. As a result, the elevation inspection difference calculation unit 15 calculates the elevation inspection difference data D5 from the sinusoidal positive arrow trajectory displacement data D4 using equation 4, and when the elevation inspection difference calculation unit 15 outputs the elevation inspection difference data D5 to the control unit 21, the elevation inspection difference data D5 is stored in the measurement data storage unit 18.

[0079] In S130, the deflection z of the single-span bridge B1 bThe control unit 21 commands the deflection calculation unit 16A to calculate the above. The control unit 21 reads out the bridge data D2 from the measurement data storage unit 13, and determines whether or not the bridge is a single-span bridge B1 as shown in Fig. 1. When the control unit 21 determines that the bridge is a single-span bridge B1, it uses the conversion coefficient K Lb The control unit 21 reads out the conversion coefficient data relating to from the calculation condition data storage unit 17A, and outputs this conversion coefficient data to the deflection calculation unit 16A. The control unit 21 reads out the elevation inspection difference data D5 within the section of bridge B1 from the measurement data storage unit 13, and outputs the elevation inspection difference data D5 within the section of bridge B1 to the deflection calculation unit 16A. The deflection calculation unit 16A searches for the elevation inspection difference data D5 within the section of bridge B1, and obtains the maximum elevation inspection difference Max(dz t,10 ) is extracted by the deflection calculation unit 16A. As a result, the maximum height detection difference Max(dz t,10 ) to the conversion factor K Lb The deflection calculation unit 16A multiplies the value by the formula 5 to obtain the maximum deflection Max(z b When the deflection calculation unit 16A calculates the deflection data D6, the deflection calculation unit 16A outputs the deflection data D6 to the control unit 21, and the deflection data D6 is stored in the measurement data storage unit .

[0080] In S140, the deflection z of the multi-span bridge B2 b The control unit 21 commands the deflection calculation unit 16B to calculate the above. The control unit 21 reads out the bridge data D2 from the measurement data storage unit 13, and determines whether or not the bridge is a multi-span bridge B2 having two or more spans as shown in Fig. 2. When the control unit 21 determines that the bridge is a multi-span bridge B2, it uses the conversion coefficient K Lb,modelThe control unit 21 reads out the conversion coefficient data relating to from the calculation condition data storage unit 17B, and outputs this conversion coefficient data to the deflection calculation unit 16B. The control unit 21 reads out the elevation inspection difference data D5 within the section of bridge B2 from the measurement data storage unit 13, and outputs the elevation inspection difference data D5 within the section of bridge B2 to the deflection calculation unit 16B. The deflection calculation unit 16B searches for the elevation inspection difference data D5 within the section of bridge B2, and obtains the maximum elevation inspection difference Max(dz t,10 ) is extracted by the deflection calculation unit 16B. As a result, the maximum height measurement difference Max(dz t,10 ) to the conversion factor K Lb,model The deflection calculation unit 16B multiplies the value by the formula 6 to obtain the maximum deflection Max(z b When the deflection calculation unit 16B calculates the deflection data D6, the deflection calculation unit 16B outputs the deflection data D6 to the control unit 21, and the deflection data D6 is stored in the measurement data storage unit .

[0081] In S150, the control unit 21 commands the display unit 20 to display the calculation results. The control unit 21 reads out the deflection data D6 and the like from the measurement data storage unit 18, and outputs the deflection data D6 and the like to the display unit 20. As a result, the maximum deflection Max(z b ) etc. are displayed on the screen of the display unit 20.

[0082] The bridge deflection measuring method, the deflection measuring device, and the bridge deflection measuring program according to the embodiment of the present invention have the following effects. (1) In this embodiment, the vehicle V1 traveling on the bridges B1 and B2 is axially offset by the 1-2-4 axis on the bridges B1 and B2. t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B Based on the measurement results of the track displacement measurement device 2, the deflection z of bridges B1 and B2 is b For this purpose, the deflection z of bridges B1 and B2 is calculated by using the eccentric trajectory displacement measured from vehicle V1 traveling on bridges B1 and B2. bAs a result, abnormalities in bridges B1 and B2 can be detected early by measuring the track displacement from the train side. In addition, the deflection z of bridges B1 and B2 can be detected early based on the past measurement data D that has been measured and accumulated on a daily basis by a track inspection vehicle that runs periodically on track R. b For example, by using the track displacement measurement data D measured by a track inspection vehicle that is widely used worldwide, the deflection z of bridges B1 and B2 can be measured from the vehicle. b This will dramatically improve the versatility of the method for estimating the deflection of bridges B1 and B2. In addition, in areas such as rural quiet railway sections where deflection measurements of bridges B1 and B2 have not been sufficiently carried out due to a lack of human and economic resources, the performance of bridges B1 and B2 can be easily and comprehensively inspected, significantly reducing safety risks. Furthermore, since it will be possible to quantitatively evaluate the safety and usability of bridges B1 and B2 as specified in their designs, it will be possible to realize Condition Based Maintenance (CBM), a maintenance method that monitors the conditions of bridges B1 and B2 in real time and performs maintenance according to the conditions.

[0083] (2) In this embodiment, the vehicle V1 that measures the track irregularity at four axle positions from the first axle A1 to the fourth axle A4 in one car is a two-bogie inspection vehicle. Also, in this embodiment, the 1-2-4 axle eccentricity arrow track irregularity z of the second axle A2 relative to the first axle A1 and the fourth axle A4 is t,A and the 1-3-4 axis eccentricity arrow orbital displacement z of the third axis A3 t,B The track displacement measuring device 2 measures the 1-2-4 axis eccentricity arrow track displacement z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B Based on this, the deflection z of bridges B1 and B2 b Therefore, the maximum displacement of bridges B1 and B2 when the vehicle passes can be easily estimated from on board the vehicle by the two track displacements measured on the traveling vehicle V1. For example, the deflection z of bridges B1 and B2 can be calculated by using a two-bogie inspection vehicle used on conventional railways in Japan. bAs a result, it is now possible to measure the deflection of bridges B1 and B2 from on board a train, something that has been desired but said to be impossible until now, even on conventional lines. In addition, it is now possible to measure the deflection z of bridges B1 and B2 when a train passes through, which previously could only be obtained by measuring each bridge from the ground. b By simply measuring the track displacement using a general two-bogie inspection vehicle, the deflection z of all bridges B1 and B2 on the line can be measured. b In addition, the 1-2-4 axis eccentricity and track deviation z obtained by a normal track inspection car can be measured. t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B Since it is possible to use the existing system, the deflection of bridges B1 and B2 can be measured without the need for new systems or equipment. b can be easily estimated

[0084] (3) In this embodiment, the 1-2-4 axis eccentricity arrow orbital displacement z t,A The sinusoidal deviation z converted from t,A10 and 1-3-4 axis eccentricity arrow orbital displacement z t,B The sinusoidal deviation z converted from t,B10 The difference between the height and the low measurement difference dz t,10 Calculate the height difference dz t,10 Based on this, the deflection z of bridges B1 and B2 b Therefore, by clarifying the relationship between the two track irregularities measured by the two-bogie inspection car and the girder deflection, a method for converting the two track irregularities into girder deflection can be established, and the girder deflection can be easily estimated. For example, the 1-2-4 axis eccentricity arrow track irregularity z t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B The conversion filter is used to convert the sinusoidal displacement z t,A10 ,z t,B10 By converting it into 1-2-4, the phase difference is different. t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B For example, the sinusoidal orbital deviation z t,A10 ,z t,B10 The difference between the height and the height measurement difference dz t,10By calculating this, it is possible to offset track irregularities other than those of bridges B1 and B2, and to extract only the component of track irregularity caused by bridge deflection.

[0085] (4) In this embodiment, the span length L b Conversion factor K per Lb The height difference dz t,10 Multiplying this by 1 gives the deflection z of bridge B1. b In this embodiment, the deflection z of the bridge B1 at the positions a2 and a3 of the loads P2 and P3 when the two moving loads of the vehicles V1 and V2 are applied is calculated. b By theoretically solving the above equation, it is possible to quantify the effect of loads at positions other than the measurement position of the track displacement. Therefore, in this embodiment, the deflection z b is proportional to the maximum value of the difference between the two moving load positions measured as track displacement, and this proportionality constant is the load interval Δ1, Δ2, Δ3 and the span length L b It was revealed that the difference in height between the bridge and the bridge section depends only on the ratio of the two loads P. t,10 The maximum value of the height difference is Max(dz t,10 ) is extracted, and the conversion coefficient K corresponding to the bridge B1 to be measured is calculated. Lb The maximum difference between the high and low detection values ​​is Max(dz t,10 ) to obtain the maximum deflection of bridge B1, Max(z b ) can be easily calculated.

[0086] (5) In this embodiment, the deflection z of bridge B2 is calculated based on the girder deflection-height measurement difference conversion model for each bridge B2. b Therefore, the height detection difference dz linked to the actual girder behavior is calculated. t,10 A girder deflection-height measurement difference conversion model that can qualitatively express the deflection z of bridge B2 is created in advance for each bridge B2. b For example, the conversion coefficient K according to the condition of each bridge B2 can be calculated by the girder deflection-height measurement difference conversion model for each bridge B2. Lb,model is calculated in advance, and the conversion coefficient KLb,model The height difference dz t,10 Maximum deflection of bridge B2 Max(z b ) can be easily calculated.

[0087] (6) In this embodiment, the vehicle V1 traveling on the bridges B1 and B2 is axially offset by the 1-2-4 axis on the bridges B1 and B2. t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B Based on the measurement results of the track displacement measurement device 2, the deflection z of bridges B1 and B2 is b The deflection calculation units 16A and 16B calculate the deflection z of the bridges B1 and B2. This makes it possible to cancel out influential factors that are commonly mixed into the deflections at the two positions a2 and a3, such as track deflection ξ(x) caused by unevenness of the rail R1 and warping of the girder B3 other than the bridge deflection. b The various components such as the unevenness of the rail R1 other than the above are offset by differential processing, and the deflection z of bridges B1 and B2 is b In addition, by considering a simple configuration and specifications such as a simple deflection inspection vehicle for bridges B1 and B2, it can be used for loaning or on-site measurement and evaluation in rural quiet railway sections.

[0088] (7) In this embodiment, the vehicle V1 traveling on the bridges B1 and B2 is axially offset by the 1-2-4 axis on the bridges B1 and B2. t,A and 1-3-4 axis eccentricity arrow orbital displacement z t,B Based on the measurement results of the track displacement measurement device 2, the deflection z of bridges B1 and B2 is calculated in the deflection calculation procedure. b Therefore, the deflection measurement program can be implemented in the existing track maintenance management database system used by all railway companies in Japan and some overseas high-speed railways, and the deflection measurement program can be executed on the track maintenance management database system. In addition, the deflection measurement program can be easily added to the existing track maintenance management database system as an optional function. As a result, for example, measurement data D that has already been measured by railway operators and the like can be analyzed using the deflection measurement program.

[0089] The present invention is not limited to the above-described embodiment, and various modifications and variations are possible as described below, which are also within the scope of the present invention. (1) In this embodiment, the train T is composed of two test cars, but the present invention can be applied to the train T composed of three or one test cars. For example, the present invention can be applied to a business train such as the Kiha E193 series diesel railcar of the East Japan Railway Company or the Maya 35 passenger car of the Hokkaido Railway Company. In addition, in this embodiment, the vehicle V1 is the leading vehicle and the vehicle V2 is the trailing vehicle, but the present invention can be applied to the train V1 is the trailing vehicle and the vehicle V2 is the leading vehicle. Furthermore, in this embodiment, the vehicle V1 is a railcar, but the present invention can be applied to the train V1 is a moving body other than a railcar. For example, the present invention can be applied to the train V1 is a moving body other than a railcar, such as a trolley such as a cart that carries tools or materials and travels on the track R, or a rail-road car that is a work vehicle that can travel on both the track R and the road.

[0090] (2) In this embodiment, the deflection z of the girder B3 of the bridges B1 and B2 at the center of the span bHowever, the present invention can be applied to a case where the deflection at an arbitrary position of the girder B3 is measured. In addition, in this embodiment, the track displacement measuring device 2 continuously measures the track displacement from the starting point to the end point, but the present invention can be applied to a case where the track displacement measuring device 2 measures the track displacement only within the section on the bridges B1 and B2. Furthermore, in this embodiment, the travel distance calculation unit 6 calculates the travel distance of the train T based on the output signal of the tachograph and the output signal of the ATS on-board coil, but the present invention is not limited to such a detection method. For example, the travel distance of the train T can be calculated by using a GPS (Global Positioning System) or an autonomous navigation device (gyro) in combination.

[0091] (3) In this embodiment, the track displacement measuring device 2 and the deflection measuring device 11 transmit and receive the measurement data D via the communication device 10. However, the present invention can also be applied to a case where the deflection measuring device 11 is integrated into the track displacement measuring device 2. In addition, in this embodiment, the conversion coefficient K Lb For multi-span bridge B2, the conversion coefficient K is calculated using the girder deflection-height measurement difference conversion model. Lb,model The conversion coefficient K Lb ,K Lb,model The calculation method of is not limited to this embodiment. For example, the present invention can be applied to a case where the conversion coefficient is calculated by a girder deflection-height measurement difference conversion model for a single-span bridge B1, and the conversion coefficient is calculated by theory for a multi-span bridge B2. Furthermore, in this embodiment, the conversion coefficient K when the span length is within the range of 5 to 60 m is Lb We have taken the example of the span length L b Conversion factor K Lb The present invention can also be applied to the case where the following is set:

[0092] (4) In this embodiment, the conversion coefficient KLb,model Therefore, the maximum deflection of girder B3 of bridge B2 is Max(z b ) has been described as an example, but the present invention is not limited to such a simplified method for measuring the deflection of the bridge B2 #100. b10 Based on this, the bending stiffness EI of girder B3, which is a parameter of the girder deflection-height measurement difference conversion model, is estimated, and the deflection z of bridges B1 and B2 is calculated from the track displacement. b The present invention can also be applied to a method of measuring the bending stiffness EI of the girder B3 in the conversion model by using numerical optimization such as the Newton method or the Markov chain Monte Carlo methods (MCMC method). b10 In this case, the girder span length of the target bridge and its surroundings, the girder bending rigidity (initial value) of the target bridge and its surroundings, the rail specifications of the target bridge and its surroundings, the track pad specifications of the target bridge and its surroundings, the number of running vehicles and the axle load are input data, and the height measurement difference dz b Using this as an evaluation index, the bending rigidity EI of girder B3 that most closely matches the actual measurement is estimated, and the maximum deflection Max(z b ) can be estimated. [Explanation of symbols]

[0093] 1 Deflection measurement system 2. Track irregularity measuring device 3 Reference line generator 4. Vertical displacement measurement section 5 Eccentric arrow track displacement calculation section 10. Communications Equipment 11 Deflection measuring device 14. Chordal deviation calculation section 15 Height measurement difference calculation section 16A, 16B Deflection calculation section 17A, 17B Calculation condition data storage section 19 Deflection measurement program memory section R orbit R1 Rail B1 Bridge (single span bridge) B2 Bridge (multi-span bridge) B3 digits L b Span length T train V1 vehicle (2-bogie inspection vehicle) V2 Vehicle T1, T2 trolley A1 First axis A2 2nd axis A3 3rd axis A4 4th axis P1~P4 load P A1 ~P A4 Load position a1~a4 position L0 reference line D. Measurement Data D1 Eccentric Arrow Track Displacement Data D2 Bridge Data D3 Mileage Data D4 Chord Positive Arrow Track Displacement Data D5 elevation difference data D6 Deflection Data K Lb ,K Lb,model Conversion Factor z t,A 1-2-4 Shaft Eccentricity Arrow Orbital Displacement (2nd Shaft Eccentricity Arrow Orbital Displacement) z t,B 1-3-4 axis eccentricity arrow orbital deviation (3rd axis eccentricity arrow orbital deviation) z t,A10 ,z t,B10 Chordal deviation dz t,10 Height detection difference Max(dz t,10 ) ,Max(dz t,10,model ) Maximum height difference z b Deflection Max(z b ) ,Max(z b,model ) Maximum deflection

Claims

1. A method for measuring the deflection of a bridge based on eccentric arrow track displacement on the bridge measured by a track displacement measuring device of a vehicle traveling on the bridge, comprising: The vehicle is a two-bogie inspection vehicle that measures track irregularities at four axle positions from the first axle to the fourth axle within one vehicle, the track deviation measuring device measures an eccentric arrow track deviation of the second shaft relative to the first shaft and an eccentric arrow track deviation of the third shaft relative to the fourth shaft, A height measurement difference calculation process for calculating a height measurement difference which is the difference between a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the second axis and a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the third axis; a deflection calculation step of calculating a deflection of the bridge based on the elevation measurement difference; A method for measuring bridge deflection, including:

2. 2. The method for measuring deflection of a bridge according to claim 1, the deflection calculation step includes a step of multiplying the elevation measurement difference by a conversion coefficient for each span length of the bridge to calculate the deflection of the bridge; A method for measuring the deflection of a bridge, comprising:

3. 2. The method for measuring deflection of a bridge according to claim 1, the deflection calculation step includes a step of calculating the deflection of the bridge based on a conversion model of the girder deflection of each bridge and the height measurement difference; A method for measuring the deflection of a bridge, comprising:

4. A bridge deflection measuring device that measures the deflection of a bridge based on eccentric arrow track displacement on the bridge measured by a track displacement measuring device of a vehicle traveling on the bridge, comprising: The vehicle is a two-bogie inspection vehicle that measures track irregularities at four axle positions from the first axle to the fourth axle within one vehicle, the track deviation measuring device measures an eccentric arrow track deviation of the second shaft relative to the first shaft and an eccentric arrow track deviation of the third shaft relative to the fourth shaft, An elevation difference calculation unit that calculates an elevation difference between a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the second axis and a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the third axis; A deflection calculation unit that calculates the deflection of the bridge based on the elevation measurement difference; A bridge deflection measuring device equipped with the above.

5. A bridge deflection measurement program for measuring the deflection of a bridge based on eccentric arrow track displacement on the bridge measured by a track displacement measuring device of a vehicle traveling on the bridge, comprising: The vehicle is a two-bogie inspection vehicle that measures track irregularities at four axle positions from the first axle to the fourth axle within one vehicle, the track deviation measuring device measures an eccentric arrow track deviation of the second shaft relative to the first shaft and an eccentric arrow track deviation of the third shaft relative to the fourth shaft, A height measurement difference calculation procedure for calculating a height measurement difference which is the difference between a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the second axis and a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the third axis; a deflection calculation procedure for calculating a deflection of the bridge based on the elevation measurement difference; A bridge deflection measurement program that runs on a computer.

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