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

Abstract

To provide a measurement method that can accurately estimate the amplitude of displacement of a structure when a movable body moves on the structure.SOLUTION: A measurement method includes: an acceleration data acquisition step of acquiring acceleration data output from accelerometers that observe observation points of a structure when a movable body moves on the structure; a speed vibration component calculation step of performing integration processing and filter processing of acceleration based on the acceleration data to calculate a first speed vibration component; and a displacement amplitude estimation step of estimating the amplitude of displacement of the structure when the movable body moves on the structure on the basis of the amplitude of the first speed vibration component, and a transfer function calculated on the basis of an approximate expression of deflection of the structure and environment information created in advance including the dimensions of the movable body, the dimensions of the structure, and the positions of the observation points.SELECTED DRAWING: Figure 20

Description

[Technical Field]

[0001] The present invention relates to a measurement method, a measurement device, a measurement system, and a measurement program. [Background technology]

[0002] Patent Document 1 describes a deflection measuring device that uses an acceleration sensor attached to a railway bridge, sets the output of the acceleration sensor when the railway bridge is in an unloaded state as the zero point of acceleration, corrects the zero point of acceleration output by the acceleration sensor when the railway bridge is in a loaded state, and, after the zero point correction, suppresses drift and estimates the amount of deflection of the railway bridge by applying double integration, Bayesian estimation, Kalman filter, etc. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2019-49095 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in FIG. 3C of Patent Document 1, the displacement is higher in the section where the railway bridge is in a loaded state than in the section where it is not loaded. However, it is clear that the expected displacement waveform is one in which the displacement in the section where the railway bridge is in a loaded state is lower than in the section where it is not loaded. This is similar to the result of suppressing the low-frequency signal components of the displacement waveform along with the low-frequency drift components. Therefore, the method of estimating the amount of deflection using the deflection measuring device described in Patent Document 1 suppresses the low-frequency components of the displacement waveform along with the drift, which may make it impossible to accurately estimate the actual displacement amplitude. [Means for solving the problem]

[0005] One aspect of the measurement method according to the present invention is to an acceleration data acquisition step of acquiring acceleration data output from an accelerometer that observes an observation point on the structure when a mobile object moves on the structure; a velocity vibration component calculation step of calculating a first velocity vibration component by integrating and filtering the acceleration based on the acceleration data; and a displacement amplitude estimation step of estimating the amplitude of displacement of the structure when the moving body moves the structure, based on the amplitude of the first velocity vibration component and a conversion function calculated based on an approximate equation for the deflection of the structure and environmental information including dimensions of the moving body, dimensions of the structure, and the position of the observation point that has been created in advance.

[0006] One aspect of the measuring device according to the present invention is an acceleration data acquisition unit that acquires acceleration data output from an accelerometer that observes an observation point of the structure when a mobile object moves through the structure; a velocity vibration component calculation unit that calculates a first velocity vibration component by integrating and filtering the acceleration based on the acceleration data; and a displacement amplitude estimation unit that estimates the amplitude of displacement of the structure when the moving body moves the structure, based on the amplitude of the first velocity vibration component and a conversion function calculated based on an approximate equation for the deflection of the structure and environmental information including dimensions of the moving body, dimensions of the structure, and the position of the observation point that has been created in advance.

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

[0008] One aspect of the measurement program according to the present invention is an acceleration data acquisition step of acquiring acceleration data output from an accelerometer that observes an observation point on the structure when a mobile object moves on the structure; a velocity vibration component calculation step of calculating a first velocity vibration component by integrating and filtering the acceleration based on the acceleration data; and a displacement amplitude estimation step of estimating the amplitude of displacement of the structure when the moving body moves the structure, based on the amplitude of the first velocity vibration component and a conversion function calculated based on an approximate equation for the deflection of the structure and environmental information including dimensions of the moving body, dimensions of the structure, and the position of the observation point, which are created in advance. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram showing an example of the configuration of a measurement system. [Figure 2] A cross-sectional view of the superstructure in Figure 1 taken along line AA. [Figure 3] FIG. 4 is an explanatory diagram of acceleration detected by the acceleration sensor; [Figure 4] FIG. 10 is a diagram showing an example of acceleration αa(t). [Figure 5] FIG. 10 is a diagram showing the power spectrum density of acceleration αa(t). [Figure 6] FIG. 10 is a diagram showing an example of acceleration αlp(t). [Figure 7] FIG. 10 is a diagram showing an example of acceleration αhp_lp(t). [Figure 8] FIG. 10 is a diagram showing an example of velocity va(t). [Figure 9] FIG. 10 is a diagram showing an example of speed vma(t), approach time ti, and exit time to. [Figure 10] FIG. 1 is a diagram showing an example of the vehicle length LC (Cm) and the distance between the axles La (aw(Cm,n)). [Figure 11] An explanatory diagram of the structural model of the bridge superstructure. [Figure 12] FIG. 10 is a diagram showing an example of the amount of deflection wstd(aw(Cm,n),t). [Figure 13] FIG. 10 is a diagram showing an example of a deflection amount Cstd(Cm,t). [Figure 14] FIG. 10 is a diagram showing an example of a deflection amount Tstd(t). [Figure 15] FIG. 10 is a diagram showing an example of displacement wu(t). [Figure 16] FIG. 10 is a diagram showing an example of a velocity vibration component sv(t). [Figure 17]FIG. 4 is a diagram showing an example of a displacement amplitude Wu. [Figure 18] FIG. 10 is a diagram showing an example of a velocity amplitude Sv. [Figure 19] FIG. 4 is a diagram showing an example of a velocity vibration component sav(t) and a velocity amplitude Sav. [Figure 20] FIG. 3 is a flowchart showing an example of the procedure of the measurement method according to the first embodiment. [Figure 21] FIG. 4 is a flowchart showing an example of the procedure of a conversion function calculation step in the first embodiment. [Figure 22] FIG. 4 is a flowchart showing an example of the procedure of a displacement amplitude estimation step in the first embodiment. [Figure 23] FIG. 1 is a diagram showing an example of the configuration of an accelerometer, a measuring device, and a monitoring device. [Figure 24] FIG. 10 is a diagram showing an example of the relationship between the length LB of the superstructure and the first-order coefficient Ruv(p). [Figure 25] FIG. 10 is a diagram showing another example of the relationship between the length LB of the superstructure and the first-order coefficient Ruv(p). [Figure 26] FIG. 10 is a diagram showing an example of the relationship between the number of vehicles CT and the first-order coefficient Ruv(p). [Figure 27] FIG. 10 is a diagram showing an example of the relationship between the average speed vavg and the first-order coefficient Ruv(p). [Figure 28] FIG. 10 is a flowchart showing an example of the procedure of a measurement method according to a second embodiment. [Figure 29] FIG. 10 is a flowchart showing an example of the procedure of a conversion function calculation step in the second embodiment. [Figure 30] FIG. 10 is a diagram showing an example of the arrangement of a measurement device according to a second embodiment. [Figure 31] FIG. 10 is a diagram showing another example of the configuration of the measurement system according to the second embodiment. [Figure 32] A cross-sectional view of the superstructure of Figure 31 taken along line AA. DETAILED DESCRIPTION OF THE INVENTION

[0010] Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Note that the embodiments described below do not unduly limit the content of the present invention as defined in the claims. Furthermore, not all of the configurations described below are necessarily essential components of the present invention.

[0011] 1. First embodiment 1-1. Measurement system configuration The moving object passing over the superstructure of a bridge, which is a structure according to this embodiment, is a heavy vehicle or railcar that can be measured using BWIM. BWIM stands for Bridge Weigh in Motion, and is a technology that measures the weight, number of axles, and other characteristics of moving objects passing over a bridge by treating the bridge as a "scale" and measuring the deformation of the bridge. A bridge superstructure, which can analyze the weight of a passing moving object from responses such as deformation and strain, is a structure in which BWIM functions. A BWIM system that applies the physical process between the action on the bridge superstructure and the response makes it possible to measure the weight of passing moving objects. Below, we will explain a measurement system for implementing the measurement method of this embodiment, taking the moving object as an example, a railcar.

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

[0013] The bridge 5 comprises a superstructure 7 and a substructure 8. Figure 2 is a cross-sectional view of the superstructure 7 taken along line AA in Figure 1. As shown in Figures 1 and 2, the superstructure 7 includes a bridge deck 7a consisting of deck plates F, main girders G, and crossbeams (not shown), as well as bearings 7b, rails 7c, sleepers 7d, and ballast 7e. As shown in Figure 1, the substructure 8 includes piers 8a and abutments 8b. The superstructure 7 is a structure spanning either adjacent abutments 8b and piers 8a, two adjacent abutments 8b, or two adjacent piers 8a. Both ends of the superstructure 7 are located at the positions of adjacent abutments 8b and piers 8a, two adjacent abutments 8b, or two adjacent piers 8a.

[0014] When the railway vehicle 6 enters the superstructure 7, the load of the railway vehicle 6 causes the superstructure 7 to deflect, but because the railway vehicle 6 is made up of multiple cars coupled together, the deflection of the superstructure 7 is repeated periodically as each car passes. On the other hand, since the superstructure 7 has a natural vibration frequency as a structure, the natural vibration of the superstructure 7 may be excited when the railway vehicle 6 passes over the superstructure 7. The excitation of the natural vibration of the superstructure 7 causes the deflection of the superstructure 7 to be repeated periodically.

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

[0016] Each accelerometer 2 outputs acceleration data used to estimate the amplitude of displacement due to deflection of the superstructure 7 when the railcar 6, which is a moving body, moves on the superstructure 7, which is a structure. The accelerometer 2 may be, for example, an accelerometer using a quartz acceleration sensor or an accelerometer using a MEMS sensor. MEMS stands for Micro Electro Mechanical Systems. It is an abbreviation for Systems.

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

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

[0019] The measurement device 1 estimates the amplitude of displacement of the superstructure 7 when the railway vehicle 6 passes over the superstructure 7, based on the acceleration data output from each accelerometer 2. The measurement device 1 is installed, for example, on an abutment 8b.

[0020] The measuring device 1 and the monitoring device 3 can communicate with each other via a communication network 4, such as a wireless mobile phone network or the Internet. The measuring device 1 transmits measurement data including the amplitude of displacement of the superstructure 7 when the railcar 6 passes over the superstructure 7 to the monitoring device 3. The monitoring device 3 stores the information in a storage device (not shown) and may perform processing such as monitoring the railcar 6 and determining abnormalities in the superstructure 7 based on the information.

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

[0022] As shown in FIG. 2, in this embodiment, an observation point R is set in association with the accelerometer 2. In the example of FIG. 2, the observation point R is set at a position on the surface of the superstructure 7, which is vertically above the accelerometer 2, which is attached to the main girder G. That is, the accelerometer 2 is an observation device that observes the observation point R, detects accelerations that are responses to the actions of multiple parts of the railway vehicle 6 moving on the superstructure 7, which is a structure, on the observation point R, and outputs data including the detected accelerations. For example, each of the multiple parts of the railway vehicle 6 is an axle or a wheel, but hereinafter, it will be assumed that they are axles. The accelerometer 2 may be placed in a position where it can detect the acceleration occurring at the observation point R due to the movement of the railway vehicle 6, but it is preferable that it be placed in a position close to the vertical line of the observation point R.

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

[0024] Based on the acceleration data output from the accelerometer 2, the measurement device 1 acquires acceleration in a direction intersecting the plane of the superstructure 7 along which the railcar 6 moves. The plane of the superstructure 7 along which the railcar 6 moves is defined by the X direction, which is the direction in which the railcar 6 moves, i.e., the longitudinal direction of the superstructure 7, and the Y direction, which is the width direction of the superstructure 7, which is a direction perpendicular to the direction in which the railcar 6 moves. As the railcar 6 moves, the observation point R bends in directions perpendicular to the X and Y directions. Therefore, in order to accurately calculate the magnitude of the acceleration of the bending, it is desirable for the measurement device 1 to acquire acceleration in the direction perpendicular to the X and Y directions, i.e., the Z direction which is the normal direction of the deck F.

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

[0026] In order to detect the acceleration of the deflection at observation point R due to the movement of the railway vehicle 6, the accelerometer 2 is installed so that one of the three detection axes, the x-axis, y-axis, and z-axis, intersects the X-direction and the Y-direction. In Figures 1 and 2, the accelerometer 2 is installed so that the first axis intersects the X-direction and the Y-direction. Because the observation point R deflects in a direction perpendicular to the X-direction and the Y-direction, in order to accurately detect the acceleration of the deflection, ideally the accelerometer 2 is installed so that the first axis is aligned with the Z-direction perpendicular to the X-direction and the Y-direction, i.e., the normal direction of the floor panel F.

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

[0028] In this embodiment, the measurement device 1 calculates the acceleration data output from the accelerometer 2 when the railway vehicle 6 passes through the superstructure 7 and the conversion function f conv and the amplitude of the displacement of the superstructure 7 when the railway vehicle 6 passes through the superstructure 7 is estimated based on the transformation function f conv is a function that represents the relationship between the amplitude of displacement of the superstructure 7 and the amplitude of the velocity vibration component, and in this embodiment, is calculated based on the acceleration data output from the accelerometer 2, an approximation formula for the deflection of the superstructure 7, and environmental information created in advance. The environmental information includes at least the dimensions of the railway vehicle 6, the dimensions of the superstructure 7, and the position of the observation point R. In this embodiment, the measurement device 1 calculates the conversion function f based on the acceleration data output from the accelerometer 2 when the railway vehicle 6 passes over the superstructure 7. conv Calculate the calculated transformation function f convThe measurement device 1 then stores the coefficient values ​​of the acceleration data and the conversion function f stored in the storage unit. conv Based on this, the amplitude of the displacement of the superstructure 7 is estimated.

[0029] The measurement method of this embodiment executed by the measurement system 10 will be described in detail below.

[0030] 1-2. Details of measurement method First, the measurement device 1 calculates the conversion function f conv In order to calculate the acceleration α based on the acceleration data, the acceleration data output from the accelerometer 2 is acquired when the railway vehicle 6 passes through the superstructure 7 of the bridge 5. a (t) fundamental frequency F f Specifically, the measurement device 1 calculates the acceleration α a (t) is subjected to fast Fourier transform to calculate the power spectrum density, and the peak of the power spectrum density is taken as the fundamental frequency F f The acceleration α a An example of (t) is shown in Fig. 5. a The power spectrum density obtained by fast Fourier transform of (t) is shown in Fig. 5. In the example of Fig. 5, the fundamental frequency F f is calculated as 3.05Hz.

[0031] Acceleration α a Since (t) includes environmental noise in the high frequency range, the measurement device 1 reduces the acceleration α a (t) is the acceleration α lp (t) is calculated. Here, the cutoff frequency of the low-pass filter is the fundamental frequency F f The frequency is set higher than the acceleration α a Acceleration α obtained by low-pass filtering (t) lp An example of (t) is shown below. This low-pass filter processing makes it possible to see the response acceleration of the deflection of the superstructure 7 when the railway vehicle 6 passes over the superstructure 7.

[0032]

number

[0033] Acceleration α lp Since (t) contains drift noise and bias offset errors in the low frequency range, the measurement device 1 reduces the drift noise and offset errors by adjusting the acceleration α lp (t) is high-pass filtered to obtain the acceleration α hp_lp (t) is calculated. Here, the cutoff frequency of the high-pass filter is the fundamental frequency F f The frequency is set to be sufficiently lower than the acceleration α lp Acceleration α obtained by high-pass filtering (t) hp_lp An example of (t) is shown below.

[0034]

number

[0035] Next, the measurement device 1 calculates the acceleration α hp_lp Integrate (t) to find the velocity v a (t) is calculated. hp_lp The velocity v obtained by integrating (t) a An example of (t) is shown below.

[0036]

number

[0037] Next, the measuring device 1 calculates the moving average interval t p Calculate the velocity v as shown in equation (5). a (t) is approximately the fundamental frequency F f The interval t where the period is p The velocity v is calculated by taking a moving average and removing the vibration component. ma (t) is calculated. Here, ΔT in equation (4) is the acceleration α a(t) is the data rate. k in equation (5) is the sample number.

[0038]

number

[0039]

number

[0040] Then, the measuring device 1 measures the velocity v ma The time when the minimum peak of the falling edge of the range where (t) is a negative value is called the entry time t i The velocity v is calculated as ma The time when the maximum peak of the rising range of (t) becomes a positive value is called the advance time t o The approach time t i is the time when the leading axle of the leading railcar 6 passes the approach end of the superstructure 7. o is the time when the rearmost axle of the rearmost railcar 6 passes the leading edge of the superstructure 7. a The velocity v obtained by taking the moving average of (t) ma (t), approach time t i and departure time t o An example is shown below.

[0041] Next, the measurement device 1 calculates the advance time t o and approach time t i The difference between this and iron is The time t for a road vehicle 6 to pass through the superstructure 7 of the bridge 5 s Calculate.

[0042]

number

[0043] Furthermore, the measurement device 1 calculates the number of railcars 6, C, by using the formula (7). T As the transit time t s and the fundamental frequency Ff Calculate the largest integer less than or equal to the product of x and x minus 1.

[0044]

number

[0045] Measuring device 1 measures the approach time t i , entry time t o , transit time t s and number of vehicles C T The observation information including the above is stored in a storage unit (not shown).

[0046] Then, the measurement device 1 combines the observation information with the previously prepared dimensions of the railway vehicle 6, the dimensions of the superstructure 7, and the position L of the observation point R. x The subsequent processing is performed based on the environmental information including the above.

[0047] Position L of observation point R x is the distance from the approach end of the superstructure 7 to the observation point R. The dimensions of the superstructure 7 are, for example, the length L of the superstructure 7 B Including the length L of the superstructure 7 B is the distance between the entrance end and exit end of the superstructure 7. The dimensions of the railcar 6 are, for example, the length L of each railcar 6. C (C m ), the number of axles in each vehicle a T (C m ) and the distance between the axles of each vehicle La(a w (C m ,n)) is included. C m is the vehicle number, and the length of each vehicle L C (C m ) starts with C m The distance between the two ends of the th vehicle is the number of axles in each vehicle. T (C m ) starts with C m n is the axle number of each vehicle, and 1≦n≦a T (C m ) The distance between the axles of each vehicle is La(a w (C m ,n)) is C from the beginning when n=1.m When n≧2, it is the distance between the n-1th axle from the front and the nth axle. m Length of the th vehicle L C (C m ) and the distance between the axles La(a w (C m ,n)) is shown below. The dimensions of the railway vehicle 6 and the dimensions of the superstructure 7 can be measured by known methods. A database of the dimensions of railway vehicles 6 passing over the bridge 5 may be created in advance, and the dimensions of the relevant vehicle may be referenced based on the time of passage.

[0048] In addition, when it is assumed that a railway vehicle 6 consisting of any number of cars with the same dimensions is running on the superstructure 7 of the bridge 5, the environmental information is the length L of one car. C (C m ), number of axles a T (C m ) and the distance between the axles La(a w (C m ,n)).

[0049] Total number of axles for railcars 6 Ta T is the number of vehicles included in the observation information, C T and the number of axles of each vehicle included in the environmental information a T (C m ) is calculated using equation (8).

[0050]

number

[0051] From the front axle of railcar 6 to C m Distance D to the nth axle of the nth vehicle wa (a w (C m ,n)) is the length L of each vehicle included in the environmental information C (C m ), the number of axles in each vehicle a T (C m ) and the distance between the axles of each vehicle La(aw (C m ,n)) and calculate using equation (9). In addition, in equation (9), L C (C m )=L C (1) is assumed to be true.

[0052]

number

[0053] The measurement device 1 is C in Equation (9). m =C T , n=a T (C T ) From equation (10), the distance D from the front axle of the railway vehicle 6 to the rear axle of the rearmost vehicle is wa (a w (C T ,a T (C T ))).

[0054]

number

[0055] Average speed of railcar 6, v avg is the length L of the superstructure 7 included in the environmental information B , the transit time t included in the observation information s and the calculated distance D wa (a w (C T ,a T (C T ))) and the average speed of the railway vehicle 6, v avg Calculate.

[0056]

number

[0057] The measuring device 1 calculates the average speed v of the railway vehicle 6 by using equation (12) by substituting equation (10) into equation (11). avgCalculate.

[0058]

number

[0059] Next, the measurement device 1 calculates the amount of deflection of the superstructure 7 caused by the running of the railway vehicle 6 in the following manner.

[0060] In this embodiment, the superstructure 7 of the bridge 5 is considered to have one or more bridge decks 7a, each consisting of a deck plate F, a main girder G, and the like, arranged in succession, and the measurement device 1 calculates the displacement of one bridge deck 7a as the displacement at the center in the longitudinal direction. A load applied to the superstructure 7 moves from one end of the superstructure 7 to the other. At this time, the deflection amount, which is the displacement at the center of the superstructure 7, can be expressed using the position of the load on the superstructure 7 and the load amount. In this embodiment, in order to express the deflection deformation when the axle of the railway vehicle 6 moves on the superstructure 7 as a trajectory of the deflection amount due to the movement of a single point load on the beam, a structural model shown in Figure 11 is considered, and the deflection amount at the middle part of the structural model is calculated. In Figure 11, P is the load. a is the load position from the approach end of the superstructure 7 on the side where the railway vehicle 6 enters. b is the load position from the exit end of the superstructure 7 on the side where the railway vehicle 6 exits. L B is the length of the superstructure 7, i.e., the distance between both ends of the superstructure 7. The structural model shown in FIG. It is a simple beam supported at both ends as fulcrums. The simple beam may be, for example, a Bernoulli-Euler beam or a Timoshenko beam.

[0061] In the structural model shown in FIG. 11, when the position of the entry end of the superstructure 7 is set to zero and the observation position of the deflection amount is set to x, the bending moment M of the simple beam is expressed by equation (13).

[0062]

number

[0063] In equation (13), the function H a is defined as equation (14).

[0064]

number

[0065] By modifying equation (13), equation (15) is obtained.

[0066]

number

[0067] On the other hand, the bending moment M is expressed by equation (16): In equation (16), θ is the angle, I is the second moment, and E is Young's modulus.

[0068]

number

[0069] Substituting equation (16) into equation (15), equation (17) is obtained.

[0070]

number

[0071] Equation (17) is integrated with respect to the observation position x to obtain equation (18), which gives equation (19). In equation (19), C1 is an integral constant.

[0072]

number

[0073]

number

[0074] Furthermore, equation (20) is calculated by integrating equation (19) with respect to the observation position x, and equation (21) is obtained. In equation (21), C2 is an integral constant.

[0075]

number

[0076]

number

[0077] In equation (21), θx represents the amount of deflection, and equation (22) is obtained by substituting θx with the amount of deflection w.

[0078]

number

[0079] From Figure 11, b=L B Since -a, equation (22) is transformed into equation (23).

[0080]

number

[0081] When x=0, the deflection amount w=0, and x≦a, H a = 0, so in equation (23) we have x=w=H a Substituting =0 and rearranging, we obtain equation (24).

[0082]

number

[0083] Also, x=L B Assuming that the deflection amount w=0, x>a, H a = 1, so in equation (23) we add x = L B ,w=0,H a Substituting =1 and rearranging, we obtain equation (25).

[0084]

number

[0085] b=L in equation (25) B Substituting -a, we obtain equation (26).

[0086]

number

[0087] By substituting the integral constant C2 of equation (24) and the integral constant C1 of equation (26) into equation (23), equation (27) is obtained.

[0088]

number

[0089] By modifying equation (27), the deflection w at observation position x when load P is applied to position a is expressed by equation (28).

[0090]

number

[0091] The deflection w at the central observation position x when the load P is at the center of the superstructure 7 0.5LB , x=0.5LB, a=b=0.5LB, H a = 0, and the deflection w is expressed by equation (29). 0.5LB is the maximum amplitude of the deflection w.

[0092]

number

[0093] The deflection w at any observation position x is the deflection w 0.5LBWhen the position a of the load P is closer to the entry end than the observation position x, x>a, and therefore, H is added to equation (29). a Substituting =1, we obtain equation (30).

[0094]

number

[0095] The position a of the load P is a=L B r, and in equation (30) a = L B r,b=L B Substituting (1-r) and rearranging, the deflection amount w becomes the normalized deflection amount w std r is the length L of the superstructure 7 B This shows the ratio of the position a of the load P to the

[0096]

number

[0097] Similarly, if the position a of the load P is closer to the advancing end than the observation position x, then x≦a, and therefore, H is added to equation (29). a = 0, we obtain equation (32).

[0098]

number

[0099] The position a of the load P is a=L B r, and in equation (32) a = L B r,b=L B Substituting (1-r) and rearranging, the deflection amount w becomes the normalized deflection amount w std is gained can be done.

[0100]

number

[0101] Combining equations (31) and (33), we can obtain the arbitrary observation position x = L x Deflection amount w std (r) is expressed by equation (34). In equation (34), the function R(r) is expressed by equation (35). Equation (34) is an approximate equation for the deflection of the superstructure 7, which is a structure, and is an equation based on a structural model of the superstructure 7. Specifically, equation (34) is an approximate equation normalized by the maximum amplitude of deflection at the center position between the approach end and the exit end of the superstructure 7.

[0102]

number

[0103]

number

[0104] In this embodiment, the load P is the load of an arbitrary axle of the railway vehicle 6. When an arbitrary axle of the railway vehicle 6 is located at a position L from the approach end of the superstructure 7 to the observation point R, x The time t required to reach xn is the average velocity v calculated by equation (11). avg It is calculated using equation (36).

[0105]

number

[0106] Also, if any axle of the railway vehicle 6 has length L B The time t required for the superstructure 7 to pass through ln is calculated by equation (37).

[0107]

number

[0108] Railway Car 6 C m The time t0(Cm , n) is the approach time t i , the distance D calculated by Eq. (9) wa (a w (C m ,n)) and the average velocity v calculated by Eq. (11) avg It is calculated using equation (38).

[0109]

number

[0110] The measurement device 1 uses equations (36), (37), and (38) to obtain C m The deflection w of the nth axle of the nth vehicle is expressed by equation (34). std The deflection w when (r) is replaced with time std (a w (C m ,n),t) is calculated. In equation (39), the function R(t) is expressed by equation (40). std (a w (C m ,n),t) is shown below.

[0111]

number

[0112]

number

[0113] Furthermore, the measurement device 1 calculates C m Deflection amount C due to the th vehicle std (C m , t) is calculated. m Deflection C due to the th vehicle std (C m ,t) is shown below.

[0114]

number

[0115] Furthermore, the measuring device 1 calculates the deflection T std (t) is calculated. T = Deflection T due to 16 railway cars 6 std In FIG. 14, the broken lines represent the 16 deflection amounts C std (1,t)~C std (16,t) is shown.

[0116]

number

[0117] Deflection T std Since (t) is normalized by the amplitude at the center of the superstructure 7, the measurement device 1 converts the applied load P into the deflection T as a weighted value of the amplitude for the applied load, as shown in equation (43). std (t) and then apply the same low-pass filter processing as in equation (1) above to obtain the displacement w as the static deflection of a simple beam supported at both ends. u Calculate (t) Figure 15 shows the displacement w u An example of (t) is shown below.

[0118]

number

[0119] Next, the measurement device 1 calculates the displacement w as shown in equation (44). u Differentiate (t) to find the velocity w v Calculate (t).

[0120]

number

[0121] Next, the measurement device 1 calculates the velocity w as shown in equation (45). v(t) is high-pass filtered to obtain the velocity vibration component s v Calculate (t).

[0122]

number

[0123] The high-pass filter processing in equation (45) is performed by, for example, setting the moving average interval to tt p From t+t p This is done as shown in equation (46). p is the displacement w u The oscillation period of (t) is T, the data time resolution is ΔT, and T / 2ΔT is converted to an integer using the floor function, which is obtained by equation (47). u (t) is the differentiated velocity w v The velocity vibration component s obtained by high-pass filtering (t) v (t) is an example. The measurement device 1 detects the velocity w v (t) is band-pass filtered to obtain the velocity vibration component s v (t) may be calculated.

[0124]

number

[0125]

number

[0126] Next, the measurement device 1 calculates the displacement w as shown in equation (48). u (t) maximum value max{w u (t)} and the minimum value min{w u (t)} is the displacement amplitude W u Figure 17 shows the displacement w u Displacement amplitude W calculated from (t) u An example is shown below.

[0127]

number

[0128] Furthermore, the measuring device 1 calculates the velocity vibration component s as shown in equation (49). v (t) maximum value max{s v (t)} and the minimum value min{s v (t)} is the velocity amplitude S v The velocity vibration component s in Fig. 16 is calculated as follows. v The velocity amplitude S calculated from (t) v An example is shown below.

[0129]

number

[0130] The measuring device 1 then measures the displacement amplitude W u and velocity amplitude S v Using the transformation function f conv For example, the measurement device 1 calculates the conversion function f conv is a linear function, and the displacement amplitude W u and velocity amplitude S v The ratio of the transformation function f conv The first coefficient of R uv For example, the conversion function f conv The zeroth coefficient of is set to 0.

[0131]

number

[0132] Next, the measurement device 1 calculates the acceleration α a (t) is the acceleration α lp Integrate (t) to get the integral velocity v a The measurement device 1 calculates the acceleration α (t) from the time t = 0 as the bias correction time point, as shown in Equation (51). lp Integrate (t) to get the integral velocity v a_lp Calculate (t).

[0133]

number

[0134] Next, the measurement device 1 calculates the integral velocity v as shown in equation (52). a_lp (t) is high-pass filtered to obtain the velocity vibration component s av (t). The measurement device 1 calculates the integral velocity v a_lp (t) is band-pass filtered to obtain the velocity vibration component s av (t) may be calculated.

[0135]

number

[0136] Next, the measuring device 1 calculates the velocity vibration component s as shown in Equation (53). av (t) maximum value max{s av (t)} and the minimum value min{s av (t)} is the velocity amplitude S av The velocity vibration component s av (t) and velocity vibration component s av The velocity amplitude S calculated from (t) av An example is shown below.

[0137]

number

[0138] Then, the measuring device 1 calculates the velocity amplitude S as shown in equation (54). av and the transformation function f conv Using the above, the displacement amplitude w of the superstructure 7 when the railway vehicle 6 passes through the superstructure 7 of the bridge 5 is calculated. est Estimate (t).

[0139]

number

[0140] 1-3. Measurement procedure 20 is a flowchart showing an example of the procedure of the measurement method according to the first embodiment. In this embodiment, the measurement device 1 of the measurement system 10 executes the procedure shown in FIG.

[0141] As shown in Figure 20, first, in the acceleration data acquisition process S10, the measuring device 1 acquires acceleration data output from the accelerometer 2 observing the observation point R on the superstructure 7 when the railway vehicle 6 moves across the superstructure 7 of the bridge 5.

[0142] Next, in the conversion function calculation step S20, the measurement device 1 calculates the conversion function f based on the acceleration data acquired in step S10, the approximation formula for the deflection of the upper structure 7, and the environmental information created in advance. conv An example of the procedure of the conversion function calculation step S20 will be described later.

[0143] Next, in the velocity vibration component calculation step S30, the measurement device 1 calculates the acceleration α based on the acceleration data acquired in step S20, as in the above-mentioned equations (51) and (52). lp (t) is integrated and filtered to obtain the velocity vibration component s av (t) is calculated. For example, the filtering process may be a high-pass filtering process or a band-pass filtering process. av (t) is an example of the first velocity vibration component.

[0144] Next, in the displacement amplitude estimation step S40, the measurement device 1 estimates the velocity vibration component s calculated in step S30 as in the above-mentioned equations (53) and (54). av (t) and the transformation function f calculated in advance in step S20 conv Based on this, the displacement amplitude w is the amplitude of the displacement of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7 of the bridge 5. est An example of the procedure of the displacement amplitude estimation step S40 will be described later.

[0145] Next, in the measurement data output step S50, the measurement device 1 outputs the displacement amplitude w calculated in step S40.est The measurement data including the displacement amplitude w (t) is output to the monitoring device 3. Specifically, the measurement device 1 transmits the measurement data to the monitoring device 3 via the communication network 4. The measurement data includes the displacement amplitude w est In addition to (t), the velocity vibration component s av (t), velocity amplitude S av etc. may be included.

[0146] Then, the measuring device 1 repeats the processes of steps S10 to S50 until the measurement is completed in step S60.

[0147] The measuring apparatus 1 may perform step S30 before step S20.

[0148] FIG. 21 is a flowchart showing an example of the procedure of the conversion function calculation step S20 in FIG.

[0149] As shown in FIG. 21, first, in step S201, the measurement device 1 calculates the approach time t of the railway vehicle 6 to the superstructure 7 based on the acceleration data acquired in the acceleration data acquisition step S10 of FIG. i and departure time t o and the number of railcars C of 6 T Specifically, the measurement device 1 generates observation information including the acceleration α based on the acceleration data using the above-mentioned equations (1) to (5). lp (t) to velocity v ma (t) and calculate the velocity v ma The time when the minimum peak of the falling edge of the range where (t) is a negative value is called the entry time t i The velocity v is calculated as ma The time when the maximum peak of the rising range of (t) becomes a positive value is called the advance time t o The measurement device 1 calculates the acceleration α based on the acceleration data. lp (t) fundamental frequency F f Calculate the approach time t using the above equation (6). i and departure time t o From transit time t s Calculate the fundamental frequency F f and transit time ts Number of vehicles C T Calculate.

[0150] Next, in step S202, the measurement device 1 calculates the deflection amount T of the superstructure 7 caused by the railway vehicle 6 based on the approximation formula of the deflection of the superstructure 7, which is the above-mentioned formula (34), the observation information generated in step S201, and the environmental information created in advance. std Specifically, the measurement device 1 calculates the deflection amount T std Calculate (t).

[0151] Next, in step S203, the measurement device 1 calculates the deflection amount T calculated in step S202 as in the above-mentioned formulas (43), (44), and (45). std Displacement w based on (t) u (t) is differentiated and filtered to obtain the velocity vibration component s v (t) is calculated. v (t) is an example of the second velocity vibration component.

[0152] Finally, in step S204, the measurement device 1 calculates the conversion function f as shown in the above equations (48), (49), and (50). conv The deflection amount T calculated in step S202 is std Displacement w based on (t) u The displacement amplitude W is the amplitude of (t) u and the velocity vibration component s calculated in step S203 v The velocity amplitude S is the amplitude of (t) v Calculate the function that expresses the relationship between the displacement amplitude W u is the displacement w u (t) maximum value max{w u (t)} and the minimum value min{w u (t)}, and the velocity amplitude S v is the velocity vibration component s v (t) maximum value max{s v (t)} and the minimum value min{s v (t)}.

[0153] FIG. 22 is a flowchart showing an example of the procedure of the displacement amplitude estimation step S40 of FIG.

[0154] As shown in FIG. 22, first, in step S401, the measurement device 1 calculates the velocity vibration component s av The velocity amplitude S is the amplitude of (t) av Calculate the velocity amplitude S av is the velocity vibration component s av (t) maximum value max{s av (t)} and the minimum value min{s av (t)}.

[0155] Then, in step S402, the measurement device 1 calculates the velocity amplitude S calculated in step S401 as in the above-mentioned equation (54). av Transform function f conv Substituting into the displacement amplitude of the superstructure 7, the displacement amplitude w est Calculate (t).

[0156] 1-4. Configuration of accelerometers, measuring devices, and monitoring devices FIG. 23 is a diagram showing an example of the configuration of the accelerometer 2, the measuring device 1, and the monitoring device 3.

[0157] As shown in FIG. 23, the accelerometer 2 includes a communication unit 21, an acceleration sensor 22, a processor 23, and a storage unit 24.

[0158] The storage unit 24 is a memory that stores various programs, data, etc. for the processor 23 to perform calculation processing and control processing. The storage unit 24 also stores programs, data, etc. for the processor 23 to realize predetermined application functions.

[0159] The acceleration sensor 22 detects acceleration occurring in each of the three axial directions.

[0160] The processor 23 controls the acceleration sensor 22 by executing the observation program 241 stored in the memory unit 24, generates acceleration data 242 based on the acceleration detected by the acceleration sensor 22, and stores the generated acceleration data 242 in the memory unit 24.

[0161] The communication unit 21 transmits the acceleration data 242 stored in the storage unit 24 to the measurement device 1 under the control of the processor 23 .

[0162] As shown in FIG. 23, the measurement device 1 includes a first communication unit 11, a second communication unit 12, a storage unit 13, and a processor .

[0163] The first communication unit 11 receives acceleration data 242 from the accelerometer 2 and outputs the received acceleration data 242 to the processor 14 .

[0164] The storage unit 13 is a memory that stores programs, data, etc. for the processor 14 to perform calculation processing and control processing. The storage unit 13 also stores various programs, data, etc. for the processor 14 to realize predetermined application functions. The processor 14 may also receive various programs, data, etc. via the communication network 4 and store them in the storage unit 13.

[0165] The processor 14 calculates a conversion function f based on the acceleration data received by the first communication unit 11. conv is calculated and stored in the storage unit 13 as the conversion function data 135. The conversion function data 135 is, for example, a conversion function f conv The data is for each coefficient value.

[0166] In addition, the processor 14 generates measurement data 136 based on the acceleration data 242 received by the first communication unit 11 and the conversion function data 135 stored in the memory unit 13, and stores the generated measurement data 136 in the memory unit 13.

[0167] In this embodiment, the processor 14 executes a measurement program 131 stored in the storage unit 13, thereby functioning as an acceleration data acquisition unit 141, a conversion function calculation unit 142, a velocity vibration component calculation unit 143, a displacement amplitude estimation unit 144, and a measurement data output unit 145. That is, the processor 14 includes the acceleration data acquisition unit 141, the conversion function calculation unit 142, the velocity vibration component calculation unit 143, the displacement amplitude estimation unit 144, and the measurement data output unit 145.

[0168] The acceleration data acquisition unit 141 acquires acceleration data output from the accelerometer 2 when the railway vehicle 6 moves over the superstructure 7 of the bridge 5. Specifically, the acceleration data acquisition unit 141 acquires acceleration data 242 received by the first communication unit 11, and stores the acceleration data 242 in the memory unit 13 as acceleration data 133. That is, the acceleration data acquisition unit 141 performs the processing of the acceleration data acquisition step S10 in FIG. 20 .

[0169] The conversion function calculation unit 142 calculates a conversion function f based on the acceleration data acquired by the acceleration data acquisition unit 141, an approximation formula for the deflection of the superstructure 7, and the environmental information 132. conv The environmental information 132 is created in advance and stored in the storage unit 13. Specifically, the conversion function calculation unit 142 first calculates the approach time t of the railway vehicle 6 to the superstructure 7 based on the acceleration data using the above-mentioned formulas (1) to (7). i and departure time t o and the number of railcars C of 6 T and stores the generated observation information 134 in the storage unit 13. Next, the conversion function calculation unit 142 calculates the deflection amount T of the superstructure 7 caused by the railway vehicle 6 based on the approximation formula of the deflection of the superstructure 7, which is the above-mentioned formula (34), the observation information 134, and the environmental information 132. std Next, the conversion function calculation unit 142 calculates the deflection amount T std Displacement w based on (t) u (t) is differentiated and filtered to obtain the velocity vibration component s vNext, the conversion function calculation unit 142 calculates the conversion function f conv The calculated deflection amount T std Displacement w based on (t) u The displacement amplitude W is the amplitude of (t) u and velocity vibration component s v The velocity amplitude S is the amplitude of (t) v Then, the conversion function calculation unit 142 calculates a function that expresses the relationship between the calculated conversion function f conv The data of each coefficient value is stored in the storage unit 13 as the conversion function data 135. That is, the conversion function calculation unit 142 performs the processing of the conversion function calculation step S20 in Fig. 20, specifically the processing of steps S201, S202, S203, and S204 in Fig. 21.

[0170] The velocity vibration component calculation unit 143 calculates the acceleration α based on the acceleration data acquired by the acceleration data acquisition unit 141. lp (t) is integrated and filtered to obtain the velocity vibration component s av Specifically, the velocity vibration component calculation unit 143 reads out the acceleration data 133 stored in the storage unit 13, and calculates the velocity vibration component s a v That is, the velocity vibration component calculation unit 143 performs the process of velocity vibration component calculation step S30 in FIG.

[0171] The displacement amplitude estimation unit 144 estimates the velocity vibration component s calculated by the velocity vibration component calculation unit 143. av (t) and the conversion function f calculated in advance by the conversion function calculation unit 142. conv Based on this, the displacement amplitude w is the amplitude of the displacement of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7 of the bridge 5. est Specifically, the displacement amplitude estimation unit 144 estimates the velocity amplitude S av As the velocity vibration component s av (t) maximum value max{s av (t)} and the minimum value min{s avThen, the displacement amplitude estimation unit 144 reads out the conversion function data 135 stored in the storage unit 13, and calculates the difference between the calculated velocity amplitude S av Transform function f conv Substituting into the displacement amplitude w est 22. That is, the displacement amplitude estimation unit 144 performs the processing of the displacement amplitude estimation step S40 in FIG.

[0172] Displacement amplitude w est (t) is stored in the storage unit 13 as at least a part of the measurement data 136. The measurement data 136 includes the displacement amplitude w est In addition to (t), the velocity vibration component s av (t), velocity amplitude S av etc. may be included.

[0173] The measurement data output unit 145 reads out the measurement data 136 stored in the storage unit 13 and outputs the measurement data 136 to the monitoring device 3. Specifically, under the control of the measurement data output unit 145, the second communication unit 12 transmits the measurement data 136 stored in the storage unit 13 to the monitoring device 3 via the communication network 4. That is, the measurement data output unit 145 performs the processing of the measurement data output step S50 in FIG. 20 .

[0174] In this way, the measurement program 131 is a program that causes the measurement device 1, which is a computer, to execute each procedure of the flowchart shown in FIG.

[0175] As shown in FIG. 23, the monitoring device 3 includes a communication unit 31, a processor 32, a display unit 33, an operation unit 34, and a storage unit 35.

[0176] The communication unit 31 receives the measurement data 136 from the measurement device 1 and outputs the received measurement data 136 to the processor 32 .

[0177] The display unit 33 displays various types of information under the control of the processor 32. The display unit 33 may be, for example, a liquid crystal display or an organic EL display. EL is an abbreviation for Electro Luminescence.

[0178] The operation unit 34 outputs operation data corresponding to an operation by the user to the processor 32. The operation unit 34 may be, for example, an input device such as a mouse, a keyboard, or a microphone.

[0179] The storage unit 35 is a memory that stores various programs, data, etc. for the processor 32 to perform calculation processing and control processing. The storage unit 35 also stores programs, data, etc. for the processor 32 to realize predetermined application functions.

[0180] The processor 32 acquires the measurement data 136 received by the communication unit 31, and calculates the displacement amplitude w of the superstructure 7 based on the acquired measurement data 136. est The change over time of (t) is evaluated to generate evaluation information, and the generated evaluation information is displayed on the display unit 33.

[0181] In this embodiment, the processor 32 executes the monitoring program 351 stored in the storage unit 35. By executing the above, the processor 32 functions as the measurement data acquisition unit 321 and the monitoring unit 322. That is, the processor 32 includes the measurement data acquisition unit 321 and the monitoring unit 322.

[0182] The measurement data acquisition unit 321 acquires the measurement data 136 received by the communication unit 31, and adds the acquired measurement data 136 to the measurement data sequence 352 stored in the storage unit .

[0183] The monitoring unit 322 statistically calculates the displacement amplitude w of the superstructure 7 based on the measurement data sequence 352 stored in the memory unit 35. estThe monitoring unit 322 then generates evaluation information indicating the evaluation results and displays the generated evaluation information on the display unit 33. The user can monitor the condition of the superstructure 7 based on the evaluation information displayed on the display unit 33.

[0184] The monitoring unit 322 may perform processes such as monitoring the railway vehicle 6 and determining abnormalities in the superstructure 7 based on the measurement data sequence 352 stored in the storage unit 35.

[0185] Furthermore, processor 32 transmits information for adjusting the operating conditions of measuring device 1 and accelerometer 2 to measuring device 1 via communication unit 31 based on operation data output from operation unit 34. The operating conditions of measuring device 1 are adjusted based on the information received via second communication unit 12. Furthermore, measuring device 1 transmits information for adjusting the operating conditions of accelerometer 2 received via second communication unit 12 to accelerometer 2 via first communication unit 11. The operating conditions of accelerometer 2 are adjusted based on the information received via communication unit 21.

[0186] The functions of the processors 14, 23, and 32 may be implemented by individual hardware components, or may be implemented by integrated hardware components. For example, the processors 14, 23, and 32 may include hardware components, which may include at least one of a circuit for processing digital signals and a circuit for processing analog signals. The processors 14, 23, and 32 may be a CPU, a GPU, a DSP, or the like. CPU stands for Central Processing Unit, GPU stands for Graphics Processing Unit, and DSP stands for Digital Signal Processor. The processors 14, 23, and 32 may be configured as custom ICs, such as ASICs, to implement the functions of the respective components, or may be implemented by a CPU and an ASIC. ASIC stands for Application Specific Integrated Circuit, and IC stands for Integrated Circuit.

[0187] The storage units 13, 24, and 35 are configured by, for example, various types of IC memory such as ROM, flash ROM, and RAM, as well as recording media such as hard disks and memory cards. ROM stands for Read Only Memory, RAM stands for Random Access Memory, and IC stands for Integrated Circuit. The storage units 13, 24, and 35 include non-volatile information storage devices that are computer-readable devices or media, and various programs, data, and the like may be stored in the information storage devices. The information storage devices may be optical disks such as DVDs and CDs, hard disk drives, or various types of memory such as card-type memories and ROMs.

[0188] 23 shows only one accelerometer 2, multiple accelerometers 2 may each generate acceleration data 242 and transmit it to the measuring device 1. In this case, the measuring device 1 receives the multiple acceleration data 242 transmitted from the multiple accelerometers 2, generates multiple measurement data 136, and transmits it to the monitoring device 3. The monitoring device 3 also receives the multiple measurement data 136 transmitted from the measuring device 1, and monitors the states of the multiple superstructures 7 based on the received multiple measurement data 136.

[0189] 1-5.Effects In the measurement method of the first embodiment described above, the displacement w modeled based on the approximation formula of the deflection of the superstructure 7 of the bridge 5 and the environmental information is calculated. u Since no drift occurs in (t), there is no displacement w u (t) based on the pre-calculated transformation function f conv has a relatively high conversion accuracy. Specifically, the measurement device 1 calculates the deflection T of the superstructure 7 caused by the railway vehicle 6 based on an approximation formula for the deflection of the superstructure 7, environmental information, and acceleration data output from the accelerometer 2 when the railway vehicle 6 moves on the superstructure 7. std (t) is calculated with high accuracy, and the conversion function f conv The deflection amount T calculated with high accuracy is std Displacement w based on (t)u The displacement amplitude W is the amplitude of (t) u and displacement w u The high-precision velocity vibration component s obtained by differentiating and filtering (t) v The velocity amplitude S is the amplitude of (t) v Since the function that expresses the relationship between conv In particular, the measurement device 1 uses an equation based on a simple beam supported at both ends, which is a structural model of the superstructure 7, as an approximation equation for the deflection of the superstructure 7, thereby obtaining a deflection amount T std (t) and calculate the highly accurate conversion function f conv In the measurement method of the first embodiment, the measurement device 1 calculates the acceleration α based on the acceleration data output from the accelerometer 2 when the railway vehicle 6 moves on the superstructure 7. a (t) is integrated and filtered to obtain the velocity vibration component s av (t), the velocity vibration component s av The drift included in (t) is reduced. Then, the measurement device 1 measures the velocity vibration component s av The amplitude of (t) and the transformation function f conv Based on this, the displacement amplitude w is the amplitude of the displacement of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7. est (t) is estimated, and the acceleration α based on the acceleration data a Therefore, according to the measurement method of the first embodiment, the measurement device 1 can obtain the velocity vibration component s with reduced drift. av (t) and a highly accurate transformation function f conv Based on this, the displacement amplitude w of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7 is est (t) can be estimated with high accuracy.

[0190] In the measurement method of the first embodiment, the measurement device 1 measures the acceleration α a Since the influence of a large drift caused by integrating (t) twice does not occur, a correction process for the drift is not required.a (t) is integrated and filtered to obtain the velocity vibration component s av (t) and calculate the velocity vibration component s av The velocity amplitude S, which is the difference between the maximum and minimum values ​​of (t), av Calculate the velocity amplitude S av Transform function f conv By simple calculation, instead of the displacement waveform of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7, the simpler displacement amplitude w est Therefore, according to the measurement method of the first embodiment, the measurement device 1 estimates the displacement amplitude w est The amount of calculation required to estimate (t) is small, making it possible to speed up the estimation process and reduce costs.

[0191] Furthermore, according to the measurement method of the first embodiment, the measurement device 1 measures the displacement w u The displacement amplitude W is the difference between the maximum and minimum values ​​of (t) u Calculate the velocity vibration component s v The velocity amplitude S, which is the difference between the maximum and minimum values ​​of (t), v By calculating the displacement amplitude W u and velocity amplitude S v Furthermore, according to the measurement method of the first embodiment, the measurement device 1 can calculate the displacement amplitude W u and velocity amplitude S v By using the maximum amplitude with a high S / N ratio, a highly accurate conversion function f conv can be calculated.

[0192] Furthermore, according to the measurement method of the first embodiment, the measurement device 1 measures the displacement amplitude w est To estimate (t), the accelerometer 2 is used, which has a higher degree of freedom in installation than a displacement meter or a strain meter and can be easily installed, so the cost of the measurement system 10 can be reduced.

[0193] 2. Second embodiment In the following, the second embodiment will be described mainly with respect to the differences from the first embodiment, with the same components as those in the first embodiment being given the same reference numerals and explanations that overlap with those in the first embodiment being omitted or simplified.

[0194] In the second embodiment, the measurement device 1 calculates observation information based on acceleration data output from the accelerometer 2 when the railway vehicle 6 moves over the superstructure 7 of the bridge 5, calculates the value of the parameter p based on environmental information created in advance and the calculated observation information, and calculates a value of the parameter p based on a plurality of conversion functions f calculated in advance. conv (p) to transformation function f conv Then, the measurement device 1 selects the selected transformation function f conv Based on this, the amplitude waveform of the displacement of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7 of the bridge 5 is estimated.

[0195] In this embodiment, the measurement device 1 calculates a plurality of conversion functions f based on the approximation formula of the deflection of the upper structure 7 and the environmental information, assuming that at least a part of the assumed environmental information and at least a part of the assumed observation information are parameters p. conv Calculate (p).

[0196] Displacement w calculated by the above equation (43) u The waveform of (t) is the deflection C of each railcar 6 calculated by the above-mentioned equation (41). std (C m , t) and how these waveforms overlap. This displacement w u The length L of railcar 6 is a parameter that affects the change in the waveform of (t). C (C m ), number of railcars 6 C T , the length L of the superstructure 7 B , the position L of observation point R x , the time t when the railcar 6 passes through the superstructure 7 s , the average speed of railcar 6, v avg There is.

[0197] Therefore, the measurement device 1 assumes these as parameters p as shown in equation (55) and calculates the displacement w at multiple values ​​of the parameter p. u (t) is the number of displacements w uThat is, in the first embodiment, the measurement device 1 calculates the length L of the upper structure 7 included in the environmental information. B , the position L of observation point R x and vehicle length L C (C m ) and calculate the number of vehicles C based on the acceleration data. T , transit time t s and the average speed v avg Calculate the deflection T using the above equation (42). std In contrast to the first embodiment, the measurement device 1 sets the parameter p to each of a plurality of assumed values ​​and calculates a plurality of deflection amounts T std Then, the measurement device 1 calculates the applied load P into a plurality of deflection amounts T std (tp) and then low-pass filter processing is performed to obtain multiple displacements w u Calculate (tp).

[0198]

number

[0199]

number

[0200] Next, the measurement device 1 calculates the displacements w as shown in Equation (57). u (tp) are differentiated to obtain multiple velocities w v Calculate (tp).

[0201]

number

[0202] Next, the measurement device 1 calculates the multiple velocities w as shown in Equation (58). v (tp) are each subjected to high-pass filtering to obtain multiple velocity vibration components s v Calculate (tp).

[0203]

number

[0204] Next, the measurement device 1 calculates the displacements w as shown in Equation (59). u (tp) u (tp)} and the minimum value min{w u (tp)} is the displacement amplitude W u Calculated as (p).

[0205]

number

[0206] Furthermore, the measurement device 1 calculates a plurality of velocity vibration components s v (tp) v (tp)} and minimum value min{s v (tp)} is the velocity amplitude S v Calculated as (p).

[0207]

number

[0208] The measurement device 1 then measures a plurality of displacement amplitudes W u (p) and multiple velocity amplitudes S v (p) is used to calculate multiple transformation functions f conv For example, the measurement device 1 calculates a plurality of transformation functions f conv (p) are linear functions, and the displacement amplitude W u (p) and velocity amplitude S v (p) ratio is converted into function f conv (p) first order coefficient R uv (p) For example, the conversion function f conv The zeroth coefficient of (p) is set to 0.

[0209]

number

[0210] First-order coefficient R uv The value of (p) changes depending on the value of the parameter p. s is set to 10 seconds, and the vehicle length L C (C m ) is set to 20m, the length L of the superstructure 7 B and the first-order coefficient R uv In FIG. 24, the solid line indicates the position L of the observation point R. x The length L of the superstructure 7 B The length L of the superstructure 7 when set to 1 / 2 of B and the first-order coefficient R uv (p), and the dashed line indicates the position L of observation point R. x The length L of the superstructure 7 when set to 1 m B and the first-order coefficient R uv Shows the relationship with (p).

[0211] Also, in Figure 25, the transit time t s is set to 10 seconds, and the position L of observation point R x The length L of the superstructure 7 B Set it to 1 / 2 of the length L of the superstructure 7 B and the first-order coefficient R uv In Fig. 25, the solid line indicates the vehicle length L C (C m ) is set to 25m, the length L of the superstructure 7 B and the first-order coefficient R uv (p) and the dashed line indicates the vehicle length L C (C m ) is set to 20m, the length L of the superstructure 7 B and the first-order coefficient R uv Shows the relationship with (p).

[0212] Also, in Figure 26, the transit time t s is set to 10 seconds, and the position L of observation point R x The length L of the superstructure 7 B Set it to 1 / 2 of the vehicle length L C (Cm ) is set to 20m, and the length of the superstructure 7, L B Number of vehicles C when set to 20m T and the first-order coefficient R uv An example of the relationship with (p) is shown below.

[0213] Also, in Figure 27, the transit time t s is set to 10 seconds, and the position L of observation point R x The length L of the superstructure 7 B Set it to 1 / 2 of the vehicle length L C (C m ) is set to 20m, and the length of the superstructure 7, L B The average speed v when set to 20m avg and the first-order coefficient R uv An example of the relationship with (p) is shown below.

[0214] Thus, the first-order coefficient R uv Since the value of (p) changes depending on the value of the parameter p, The measurement device 1 calculates in advance a plurality of transformation functions f for a plurality of assumed values ​​of the parameter p. conv (p) first order coefficient R uv (p) and calculate the value of the parameter p and the transformation function f conv (p) first order coefficient R uv Create conversion function data that corresponds to the value of (p).

[0215] In the above, the parameter p is the vehicle length L C (C m ), number of vehicles C T , the length L of the superstructure 7 B , the position L of observation point R x , transit time t s and the average speed v avg However, the measurement device 1 may use at least one of these as a parameter p to generate a plurality of conversion functions f conv (p) can be calculated.

[0216] After that, with the accelerometer 2 installed on the superstructure 7 of the bridge 5, the measurement device 1 first acquires acceleration data output from the accelerometer 2 when the railway vehicle 6 passes through the superstructure 7, and calculates the velocity v ma Next, the measurement device 1 calculates the velocity v ma The time when the minimum peak of the falling edge of the range where (t) is a negative value is called the entry time t i The velocity v is calculated as ma The time when the maximum peak of the rising range of (t) becomes a positive value is called the advance time t o Then, the measurement device 1 calculates the approach time t i and the advance time t o From the above, the transit time t s Furthermore, the measurement device 1 calculates the number of railcars 6, C, using the above-mentioned formula (7). T Calculate.

[0217] Next, the measurement device 1 measures, for example, the transit time t s and number of vehicles C T from the length L of railcar 6 C (C m Alternatively, the measurement device 1 may identify the type of railcar 6 from the time of passage of the railcar 6, and calculate the lengths L of the multiple railcars included in the environmental information. C (C m ) may be selected. Furthermore, the measurement device 1 may calculate the average speed v of the railway vehicle 6, for example, using the above-mentioned formulas (9) to (11). avg Calculate.

[0218] Furthermore, the measuring device 1 determines the length L of the upper structure 7 included in the environmental information. B and the position L of observation point R x This identifies the value of the parameter p when the railway vehicle 6 passes through the superstructure 7, and the measurement device 1 then refers to the conversion function data to obtain the conversion function f corresponding to the identified value of the parameter p. conv (p) is transformed into a function f conv The transformation function f conv is an example of a first transformation function.

[0219] Then, the measuring device 1 calculates the displacement amplitude w of the superstructure 7 when the railway vehicle 6 passes through the superstructure 7 of the bridge 5 using the above-mentioned equations (51) to (54). est Estimate (t).

[0220] 28 is a flowchart showing an example of the procedure of the measurement method of the second embodiment. In this embodiment, the measurement device 1 of the measurement system 10 executes the procedure shown in FIG.

[0221] As shown in FIG. 28, first, in the conversion function calculation step S11, the measurement device 1 calculates a plurality of conversion functions f based on the approximation formula of the deflection of the upper structure 7 and the environmental information created in advance. conv An example of the procedure of the conversion function calculation step S11 will be described later.

[0222] Next, in the acceleration data acquisition process S21, the measurement device 1 acquires acceleration data output from the accelerometer 2 observing the observation point R on the superstructure 7 of the bridge 5 when the railway vehicle 6 moves across the superstructure 7.

[0223] Next, in the observation information generation step S31, the measurement device 1 calculates the approach time t of the railway vehicle 6 to the superstructure 7 based on the acceleration data acquired in step S21. i and departure time t o and the number of railcars C of 6 T and generate observation information including:

[0224] Next, in a conversion function selection step S41, the measurement device 1 selects one of the plurality of conversion functions f calculated in step S11 based on the environmental information created in advance and the observation information generated in step S31. co nv (p) to transformation function f conv Specifically, the measurement device 1 selects the approach time t i and departure time t o The time t for the railway vehicle 6 to pass through the superstructure 7 of the bridge 5 sFurthermore, the measurement device 1 calculates, for example, the passing time t s and number of vehicles C T from the length L of railcar 6 C (C m ) is calculated, and then the average speed v of the railway vehicle 6 is calculated using the above equations (9) to (11). avg Then, the measurement device 1 calculates the length L of the upper structure 7 included in the environmental information. B and the position L of observation point R x , and determine the value of the parameter p when the railcar 6 passes through the superstructure 7. conv (p) is the transformation function f corresponding to the specified parameter p value. conv Select .

[0225] Next, in the velocity vibration component calculation step S51, the measurement device 1 calculates the acceleration α based on the acceleration data acquired in step S21, as in the above-mentioned equations (51) and (52). lp (t) is integrated and filtered to obtain the velocity vibration component s av (t) is calculated. For example, the filtering process may be a high-pass filtering process or a band-pass filtering process. av (t) is an example of the first velocity vibration component.

[0226] Next, in the displacement amplitude estimation step S61, the measurement device 1 estimates the velocity vibration component s calculated in step S51 as in the above-mentioned equations (53) and (54). av (t) and the transformation function f selected in step S41 conv Based on this, the displacement amplitude w is the amplitude of the displacement of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7 of the bridge 5. est An example of the procedure of the displacement amplitude estimation step S61 is the same as that shown in Fig. 22, and therefore illustration and description thereof will be omitted.

[0227] Next, in the measurement data output step S71, the measurement device 1 outputs the displacement amplitude w calculated in step S61. estThe measurement data including the displacement amplitude w (t) is output to the monitoring device 3. Specifically, the measurement device 1 transmits the measurement data to the monitoring device 3 via the communication network 4. The measurement data includes the displacement amplitude w est In addition to (t), the velocity vibration component s av (t), velocity amplitude S av etc. may be included.

[0228] Then, the measuring device 1 repeats the processes of steps S21 to S71 until the measurement is completed in step S81.

[0229] The measuring apparatus 1 may perform step S51 before step S31 or step S41.

[0230] FIG. 29 is a flowchart showing an example of the procedure of the conversion function calculation step S11 in FIG.

[0231] As shown in FIG. 29, first, in step S111, the measurement device 1 calculates the length L of the railway vehicle 6 based on the approximation formula for the deflection of the superstructure 7, which is the above-mentioned formula (34), and the environmental information created in advance. C (C m ), number of railcars 6 C T , the length L of the superstructure 7 B , the position L of observation point R x , the time t when the railcar 6 passes through the superstructure 7 s and the average speed of railcar 6, v avg Assuming that at least one of the parameters p is a parameter, the multiple deflection amounts T of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7 are calculated. std Specifically, the measurement device 1 sets a plurality of expected values ​​for the parameter p, and calculates a plurality of deflection amounts T std Calculate (tp).

[0232] Next, in step S112, the measurement device 1 calculates the deflection amounts T calculated in step S111 using the above-mentioned formulas (56), (57), and (58). std Displacement w based on each of (tp) u(tp) is differentiated and filtered to obtain multiple velocity vibration components s v (t p) is calculated.

[0233] Finally, in step S113, the measurement device 1 calculates a plurality of conversion functions f conv (p) is the multiple deflection amounts T calculated in step S111. std Displacement w based on each of (tp) u The displacement amplitude W is the amplitude of (tp) u (p) and the multiple velocity vibration components s calculated in step S112 v The velocity amplitude S is the amplitude of each of (tp) v (p) and calculate the displacement amplitude W u (p) is the displacement w u (tp) maximum value max{w u (tp)} and the minimum value min{w u (tp)}, and the velocity amplitude S v (p) is the velocity vibration component s v (tp) maximum value max{s v (tp)} and minimum value min{s v (tp)}.

[0234] Fig. 30 is a diagram showing an example of the configuration of the measurement device 1 in the second embodiment. As shown in Fig. 30, the measurement device 1 in the second embodiment, like the first embodiment, includes a first communication unit 11, a second communication unit 12, a storage unit 13, and a processor 14. The functions of the first communication unit 11, the second communication unit 12, and the storage unit 13 are the same as in the first embodiment, and therefore description thereof will be omitted.

[0235] In this embodiment, the processor 14 executes the measurement program 131 stored in the storage unit 13, thereby functioning as an acceleration data acquisition unit 141, a conversion function calculation unit 142, a velocity vibration component calculation unit 143, a displacement amplitude estimation unit 144, a measurement data output unit 145, an observation information generation unit 146, and a conversion function selection unit 147. That is, the processor 14 includes the acceleration data acquisition unit 141, the conversion function calculation unit 142, the velocity vibration component calculation unit 143, the displacement amplitude estimation unit 144, the measurement data output unit 145, the observation information generation unit 146, and the conversion function selection unit 147.

[0236] The conversion function calculation unit 142 calculates a plurality of conversion functions f based on the approximation formula of the deflection of the superstructure 7 and the environmental information 132. conv The environmental information 132 is created in advance and stored in the storage unit 13. Specifically, the conversion function calculation unit 142 first calculates the length L of the railcar 6 based on the approximation formula for the deflection of the superstructure 7, which is the above-mentioned formula (34), and the environmental information 132. C (C m ), number of railcars 6 C T , the length L of the superstructure 7 B , the position L of observation point R x , the time t when the railcar 6 passes through the superstructure 7 s and the average speed of railcar 6, v avg Assuming that at least one of the parameters p is a parameter, the multiple deflection amounts T of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7 are calculated. std Next, the conversion function calculation unit 142 calculates the deflection amounts T std Displacement w based on each of (tp) u (tp) is differentiated and filtered to obtain multiple velocity vibration components s v Next, the conversion function calculation unit 142 calculates a plurality of conversion functions f conv (p) is the calculated deflection amount T std Displacement w based on each of (tp) u The displacement amplitude W is the amplitude of (tp) u(p) and the calculated multiple velocity vibration components s v The velocity amplitude S is the amplitude of each of (tp) v 29. The conversion function calculation unit 142 then calculates a plurality of functions that represent the relationship between the value of the parameter p and each coefficient value of the conversion function fconv(p). Then, the conversion function calculation unit 142 stores conversion function data 135, which associates the value of the parameter p with each coefficient value of the conversion function fconv(p), in the storage unit 13. That is, the conversion function calculation unit 142 performs the process of the conversion function calculation step S11 in FIG. 28, specifically the processes of steps S111, S112, and S113 in FIG. 29.

[0237] The acceleration data acquisition unit 141 acquires acceleration data output from the accelerometer 2 when the railway vehicle 6 moves over the superstructure 7 of the bridge 5. Specifically, the acceleration data acquisition unit 141 acquires acceleration data 242 received by the first communication unit 11, and stores the acceleration data 242 in the memory unit 13 as acceleration data 133. That is, the acceleration data acquisition unit 141 performs the processing of the acceleration data acquisition step S21 in FIG. 28 .

[0238] The observation information generating unit 146 generates the observation information based on the acceleration data acquired by the acceleration data acquiring unit 141. The approach time t of the railcar 6 to the superstructure 7 i and departure time t o and the number of railcars C of 6 T Specifically, the observation information generating unit 146 reads out the acceleration data 133 stored in the storage unit 13, and calculates the velocity v ma Then, the observation information generating unit 146 calculates the velocity v ma The time when the minimum peak of the falling edge of the range where (t) is a negative value is called the entry time t i The velocity v is calculated as ma The time when the maximum peak of the rising range of (t) becomes a positive value is called the advance time t o Furthermore, the observation information generating unit 146 calculates the number of railcars 6, C T That is, the observation information generating unit 146 performs the process of the observation information generating step S31 in FIG.

[0239] The conversion function selection unit 147 selects a conversion function f calculated by the conversion function calculation unit 142 based on the environmental information 132 and the observation information generated by the observation information generation unit 146. conv (p) to transformation function f conv Specifically, the conversion function selection unit 147 selects the approach time t i and departure time t o The time t for the railway vehicle 6 to pass through the superstructure 7 of the bridge 5 s Furthermore, the conversion function selection unit 147 calculates, for example, the passing time t s and number of vehicles C T from the length L of railcar 6 C (C m ) is calculated, and then the average speed v of the railway vehicle 6 is calculated using the above equations (9) to (11). avg Then, the conversion function selection unit 147 calculates the length L of the superstructure 7 included in the environmental information 132. B and the position L of observation point R x is acquired to identify the value of the parameter p when the railway vehicle 6 passes through the superstructure 7, and the transformation function data 135 stored in the storage unit 13 is referenced to calculate the transformation function f conv (p) is the transformation function f corresponding to the specified parameter p value. conv That is, the conversion function selection unit 147 performs the process of conversion function selection step S41 in FIG.

[0240] The velocity vibration component calculation unit 143 calculates the acceleration α based on the acceleration data acquired by the acceleration data acquisition unit 141. lp (t) is integrated and filtered to obtain the velocity vibration component s av Specifically, the velocity vibration component calculation unit 143 reads out the acceleration data 133 stored in the storage unit 13, and calculates the velocity vibration component s av That is, the velocity vibration component calculation unit 143 performs the process of velocity vibration component calculation step S51 in FIG.

[0241] The displacement amplitude estimation unit 144 estimates the velocity vibration component s calculated by the velocity vibration component calculation unit 143. av (t) and the transformation function f selected by the transformation function selection unit 147 conv Based on this, the displacement amplitude w is the amplitude of the displacement of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7 of the bridge 5. est Specifically, the displacement amplitude estimation unit 144 estimates the velocity amplitude S av As the velocity vibration component s av (t) maximum value max{s av (t)} and the minimum value min{s av Then, the displacement amplitude estimation unit 144 calculates the difference between the calculated velocity amplitude S av Transform function f conv Substituting into the displacement amplitude w est 22. That is, the displacement amplitude estimation unit 144 performs the processing of the displacement amplitude estimation step S61 in FIG.

[0242] Displacement amplitude w est (t) is stored in the storage unit 13 as at least a part of the measurement data 136. The measurement data 136 includes the displacement amplitude w est In addition to (t), the velocity vibration component s av (t), velocity amplitude S av etc. may be included.

[0243] The measurement data output unit 145 reads out the measurement data 136 stored in the storage unit 13 and outputs the measurement data 136 to the monitoring device 3. Specifically, under the control of the measurement data output unit 145, the second communication unit 12 transmits the measurement data 136 stored in the storage unit 13 to the monitoring device 3 via the communication network 4. That is, the measurement data output unit 145 The measurement data output step S71 in FIG. 28 is performed.

[0244] In this way, the measurement program 131 is a program that causes the measurement device 1, which is a computer, to execute each procedure of the flowchart shown in FIG.

[0245] In the measurement method of the second embodiment described above, the displacement w modeled based on the approximation formula of the deflection of the superstructure 7 of the bridge 5 and the environmental information is calculated. u Since no drift occurs in (tp), the displacement w u (tp) based on which multiple transformation functions f conv (p) has a relatively high conversion accuracy. Specifically, the measurement device 1 calculates a plurality of deflection amounts T of the superstructure 7 when the parameter p is set to a plurality of values ​​based on the approximation formula of the deflection of the superstructure 7 and the environmental information. std (tp) is calculated with high accuracy, and multiple conversion functions f conv (p) is a highly accurate calculation of multiple deflection amounts T std Displacement w based on each of (tp) u The displacement amplitude W is the amplitude of (tp) u (p) and displacement w u (tp) is differentiated and filtered to obtain multiple highly accurate velocity vibration components s v The velocity amplitude S is the amplitude of each of (tp) v Since multiple functions that represent the relationship with (p) are calculated, multiple highly accurate conversion functions f conv In particular, the measurement device 1 uses an equation based on a simple beam supported at both ends, which is a structural model of the superstructure 7, as an approximation equation for the deflection of the superstructure 7, thereby obtaining a plurality of deflection amounts T std (tp) and multiple highly accurate transformation functions f conv Then, the measurement device 1 calculates a plurality of highly accurate conversion functions f based on the environmental information and the observation information calculated based on the acceleration data output from the accelerometer when the railway vehicle 6 moves on the superstructure 7. conv (p) to a suitable transformation function f conv The measurement device 1 can select the acceleration α based on the acceleration data output from the accelerometer 2 when the railway vehicle 6 moves on the superstructure 7. a (t) is integrated and filtered to obtain the velocity vibration component s av(t), the velocity vibration component s av The drift included in (t) is reduced. Then, the measurement device 1 measures the velocity vibration component s av The amplitude of (t) and the selected transformation function f conv Based on this, the displacement amplitude w is the amplitude of the displacement of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7. est (t) is estimated, and the acceleration α based on the acceleration data a Therefore, according to the measurement method of the second embodiment, the measurement device 1 can obtain the velocity vibration component s with reduced drift. av (t) and a highly accurate transformation function f conv Based on this, the displacement amplitude w of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7 is est (t) can be estimated with high accuracy.

[0246] In the measurement method of the second embodiment, the measurement device 1 measures the acceleration α a Since the influence of a large drift caused by integrating (t) twice does not occur, a correction process for the drift is not required. a (t) is integrated and filtered to obtain the velocity vibration component s av (t) and calculate the velocity vibration component s av The velocity amplitude S, which is the difference between the maximum and minimum values ​​of (t), av Calculate the velocity amplitude S av Transform function f conv By simple calculation, instead of the displacement waveform of the superstructure 7 when the railway vehicle 6 moves on the superstructure 7, the simpler displacement amplitude w est Furthermore, when the railway vehicle 6 moves on the superstructure 7, the measurement device 1 estimates a plurality of transformation functions f conv (p) to transformation function f conv and select the transformation function f conv Displacement amplitude w of the superstructure 7 based on est (t), so that f convTherefore, according to the measurement method of the second embodiment, the measurement device 1 does not need to calculate the displacement amplitude w est The amount of calculation required to estimate (t) is small, making it possible to speed up the estimation process and reduce costs.

[0247] Furthermore, according to the measurement method of the second embodiment, the measurement device 1 measures the displacement w u The displacement amplitude W is the difference between the maximum and minimum values ​​of (tp) u (p) and calculate the velocity vibration component s v (tp) Max The velocity amplitude S is the difference between the maximum and minimum values v By calculating (p), the displacement amplitude W u (p) and velocity amplitude S v (p) can be calculated with a small amount of calculation. u (p) and velocity amplitude S v By using the maximum amplitude with a high S / N ratio as (p), multiple highly accurate conversion functions f conv (p) can be calculated.

[0248] Furthermore, according to the measurement method of the second embodiment, the measurement device 1 measures the displacement amplitude w est To estimate (t), the accelerometer 2 is used, which has a higher degree of freedom in installation than a displacement meter or a strain meter and can be easily installed, so the cost of the measurement system 10 can be reduced.

[0249] 3. Variations The present invention is not limited to the present embodiment, and various modifications are possible within the scope of the present invention.

[0250] In the second embodiment described above, the measurement device 1 includes the conversion function calculation unit 142 and executes the conversion function calculation step S11. However, a device (not shown) different from the measurement device 1 or the monitoring device 3 may include the conversion function calculation unit 142 and execute the conversion function calculation step S11. In this case, the measurement device 1 receives the value of the parameter p and the conversion function f from the device (not shown) or the monitoring device 3. convData corresponding to each coefficient value of (p) is acquired, and the acquired data is stored in the storage unit 13 as the conversion function data 135, after which the acceleration data acquisition step S21 and subsequent steps are executed.

[0251] In each of the above embodiments, the conversion function f conv Or the transformation function f conv (p) was explained as a linear function, but the transformation function f conv Or the transformation function f conv (p) may be a quadratic or higher function.

[0252] Furthermore, in each of the above embodiments, the bridge 5 is a railway bridge, and the moving body moving on the bridge 5 is a railway vehicle 6. However, the bridge 5 may also be a road bridge, and the moving body moving on the bridge 5 may be a vehicle such as an automobile, a tram, a truck, or a construction vehicle. FIG. 31 shows a configuration example of the measurement system 10 when the bridge 5 is a road bridge and a vehicle 6a moves on the bridge 5. In FIG. 31, the same components as in FIG. 1 are assigned the same reference numerals. As shown in FIG. 31, the road bridge 5, like a railway bridge, is composed of a superstructure 7 and a substructure 8. FIG. 32 is a cross-sectional view of the superstructure 7 taken along line AA in FIG. 31. As shown in FIGS. 31 and 32, the superstructure 7 includes a bridge deck 7a composed of deck plates F, main girders G, cross beams (not shown), etc., and a bearing 7b. As shown in FIG. 31, the substructure 8 includes a pier 8a and an abutment 8b. The superstructure 7 is a structure that spans either adjacent abutment 8b and pier 8a, two adjacent abutments 8b, or two adjacent piers 8a. Both ends of the superstructure 7 are located at the positions of adjacent abutment 8b and pier 8a, two adjacent abutments 8b, or two adjacent piers 8a. The bridge 5 is, for example, a steel bridge, a girder bridge, or an RC bridge.

[0253] Each accelerometer 2 is installed in the longitudinal center of the superstructure 7, specifically in the longitudinal center of the main girder G. However, each accelerometer 2 only needs to be able to detect acceleration for calculating the displacement of the superstructure 7, and its installation location is not limited to the center of the superstructure 7. If each accelerometer 2 were installed on the deck F of the superstructure 7, there would be a risk of it being destroyed by the passing of a vehicle 6a, and there would also be a risk that the measurement accuracy would be affected by local deformation of the bridge deck 7a. Therefore, in the examples of Figures 31 and 32, each accelerometer 2 is installed on the main girder G of the superstructure 7.

[0254] As shown in FIG. 32, the superstructure 7 has two lanes L1 and L2 along which a vehicle 6a, which is a moving body, can move, and three main girders G. In the examples of FIGS. 31 and 32, the length of the superstructure 7 is At the center of the vehicle 6a, an accelerometer 2 is provided on each of the two main girders at both ends. An observation point R1 is provided on the surface of lane L1, which is located vertically above one accelerometer 2, and an observation point R2 is provided on the surface of lane L2, which is located vertically above the other accelerometer 2. In other words, the two accelerometers 2 are observation devices that observe the observation points R1 and R2, respectively. The two accelerometers 2 that observe the observation points R1 and R2, respectively, need only be located in positions that allow them to detect accelerations occurring at the observation points R1 and R2 due to the movement of the vehicle 6a, but are preferably located close to the observation points R1 and R2. The number and installation positions of the accelerometers 2 and the number of lanes are not limited to the examples shown in FIGS. 31 and 32 , and various modifications are possible.

[0255] The measurement device 1 calculates the acceleration data output from the accelerometer 2 when the vehicle 6a passes through the superstructure 7 and the conversion function f conv Based on the above, the amplitude of the displacement of the superstructure 7 when the vehicle 6a passes through the superstructure 7, specifically, the amplitude of the displacement of the lanes L1 and L2, is estimated.

[0256] The measuring device 1 transmits information on the estimated displacement amplitude of the superstructure 7 to the monitoring device 3 via the communication network 4. The monitoring device 3 stores the information in a storage device (not shown) and may perform processing such as monitoring the vehicle 6a and determining abnormalities in the superstructure 7 based on the information. The method for estimating the displacement amplitude of the superstructure 7 by the measuring device 1 is the same as in any of the above-described embodiments, and therefore a detailed description thereof will be omitted.

[0257] In addition, in each of the above embodiments, each accelerometer 2 is provided on the main girder G of the superstructure 7, but it may also be provided on the surface or inside of the superstructure 7, on the underside of the deck F, on the pier 8a, etc. In addition, in each of the above embodiments, the superstructure of a bridge is given as an example of a structure, but this is not limiting, and the structure may be any structure that deforms due to the movement of a moving object.

[0258] The above-described embodiment and modifications are merely examples, and the present invention is not limited to these. For example, the embodiments and modifications can be combined as appropriate.

[0259] The present invention includes configurations that are substantially the same as the configurations described in the embodiments, for example, configurations with the same functions, methods, and results, or configurations with the same purpose and effects. The present invention also includes configurations that replace non-essential parts of the configurations described in the embodiments. The present invention also includes configurations that achieve the same effects or purposes as the configurations described in the embodiments. The present invention also includes configurations that add publicly known technology to the configurations described in the embodiments.

[0260] The following can be derived from the above-described embodiment and modifications.

[0261] One aspect of the measurement method is an acceleration data acquisition step of acquiring acceleration data output from an accelerometer that observes an observation point on the structure when a mobile object moves on the structure; a velocity vibration component calculation step of calculating a first velocity vibration component by integrating and filtering the acceleration based on the acceleration data; and a displacement amplitude estimation step of estimating the amplitude of displacement of the structure when the moving body moves the structure, based on the amplitude of the first velocity vibration component and a conversion function calculated based on an approximate equation for the deflection of the structure and environmental information including dimensions of the moving body, dimensions of the structure, and the position of the observation point that has been created in advance.

[0262] In this measurement method, since there is no drift in the displacement modeled based on the approximate formula for the deflection of the structure and the environmental information, the conversion function calculated in advance has a relatively high conversion accuracy. Since the first velocity vibration component is calculated by integrating and filtering the acceleration based on the velocity data, the drift contained in the first velocity vibration component is reduced by the filtering process. Furthermore, this measurement method estimates the amplitude of the displacement of the structure when the mobile object moves across the structure based on the amplitude of the first velocity vibration component and the conversion function, so there is no influence of large drift caused by integrating the acceleration based on the acceleration data twice. Therefore, this measurement method makes it possible to accurately estimate the amplitude of the displacement of the structure when the mobile object moves across the structure.

[0263] Furthermore, with this measurement method, there is no large drift effect due to integrating acceleration twice, so there is no need for drift correction processing. In addition, since this method estimates the simpler amplitude of displacement rather than the waveform of the displacement of the structure when the moving object moves across the structure, the amount of calculation required for estimation is small, making it possible to speed up the estimation process and reduce costs.

[0264] Furthermore, this measurement method uses an accelerometer, which has greater freedom of installation and is easier to install than displacement meters or strain meters, to estimate the amplitude of displacement of a structure when a moving object moves across the structure, thereby enabling cost reduction.

[0265] One aspect of the measurement method is a conversion function calculation step of calculating the conversion function, The conversion function calculation step includes: generating observation information including the times when the mobile bodies entered and exited the structure and the number of the mobile bodies based on the acceleration data; calculating an amount of deflection of the structure caused by the moving object based on an approximation formula for deflection of the structure, the observation information, and the environmental information; a step of calculating a second velocity vibration component by differentiating and filtering the displacement based on the deflection amount; The method may further include calculating, as the conversion function, a function that represents the relationship between the amplitude of the displacement based on the amount of deflection and the amplitude of the second velocity vibration component.

[0266] This measurement method calculates with high accuracy the amount of deflection of the structure caused by the moving body based on an approximation equation for the deflection of the structure, environmental information, and acceleration data output from an accelerometer when the moving body moves around the structure, and calculates a conversion function that represents the relationship between the amplitude of displacement based on the deflection calculated with high accuracy and the amplitude of a high-accuracy second velocity vibration component obtained by differentiating and filtering the displacement, thereby obtaining a highly accurate conversion function. Therefore, this measurement method makes it possible to accurately estimate the amplitude of displacement of the structure when the moving body moves around the structure based on the highly accurate conversion function.

[0267] In one aspect of the measurement method, The transformation function is a first transformation function; The first conversion function may be selected from a plurality of conversion functions calculated based on the deflection approximation formula and the environmental information, assuming at least one of the vehicle length of the moving body, the number of vehicles of the moving body, the length of the structure, the position of the observation point, the time it takes for the moving body to pass through the structure, and the average speed of the moving body as parameters, based on observation information including the time the moving body enters and exits the structure and the number of vehicles of the moving body.

[0268] In this measurement method, when a mobile object moves through a structure, a first conversion function is selected from a plurality of conversion functions calculated with high accuracy in advance based on an approximate formula for the deflection of the structure and environmental information, and the amplitude of the displacement of the structure is estimated based on the selected first conversion function, so there is no need to calculate the first conversion function every time the mobile object moves through the structure. Therefore, according to this measurement method, the amount of calculation required to estimate the displacement of the structure is smaller, and the estimation process can be performed at higher speed and at lower cost. It is feasible.

[0269] One aspect of the measurement method is a conversion function calculation step of calculating the plurality of conversion functions, The conversion function calculation step includes: a step of calculating, based on the deflection approximation formula and the environmental information, a plurality of deflection amounts of the structure when the moving body moves across the structure, assuming that at least one of the vehicle length of the moving body, the number of moving bodies, the length of the structure, the position of the observation point, the time it takes for the moving body to pass through the structure, and the average speed of the moving body is a parameter; calculating a plurality of velocity vibration components by differentiating and filtering the displacements based on each of the plurality of deflections; The method may further include calculating, as the plurality of conversion functions, a plurality of functions that represent the relationship between the amplitude of displacement based on each of the plurality of deflection amounts and the amplitude of each of the plurality of velocity vibration components.

[0270] According to this measurement method, multiple deflection amounts of a structure are calculated with high accuracy based on a deflection approximation formula and environmental information when parameters are set to multiple values, and multiple conversion functions are calculated that represent the relationship between the amplitude of displacement based on each of the multiple deflection amounts calculated with high accuracy and the amplitude of each of multiple highly accurate velocity vibration components obtained by differentiating and filtering the displacement, thereby obtaining multiple highly accurate conversion functions.

[0271] One aspect of the measurement method is an observation information generating step of generating observation information including times when the mobile bodies enter and exit the structure and the number of the mobile bodies based on the acceleration data; The method may further include a conversion function selection step of selecting the first conversion function from the plurality of conversion functions based on the environmental information and the observation information.

[0272] In this measurement method, an appropriate first conversion function is selected from a plurality of highly accurate conversion functions based on environmental information and observation information calculated based on acceleration data output from an accelerometer when a mobile body moves through a structure, and the amplitude of displacement of the structure when a mobile body moves through the structure can be accurately estimated based on the selected first conversion function.

[0273] In one aspect of the measurement method, The approximate equation for the deflection of the structure may be an equation based on a structural model of the structure.

[0274] According to this measurement method, it is possible to calculate the amount of deflection that reflects the structure of the structure on which the moving body moves, and to calculate a highly accurate conversion function.

[0275] In one aspect of the measurement method, The structural model may be a simple beam supported at both ends.

[0276] According to this measurement method, it is possible to calculate a highly accurate transformation function when a moving object moves through a structure similar to a simple beam.

[0277] In one aspect of the measurement method, The structure may be a bridge superstructure.

[0278] This measurement method allows for a small amount of calculation when a moving object moves across the bridge superstructure. The amplitude of the displacement of the superstructure can be calculated with high accuracy.

[0279] In one aspect of the measurement method, The moving object may be a vehicle or a railroad car.

[0280] According to this measurement method, the amplitude of displacement of a structure when a vehicle or railcar moves over the structure can be calculated with high accuracy using processing with a small amount of calculation.

[0281] In one aspect of the measurement method, The structure may be a structure in which BWIM (Bridge Weigh in Motion) functions.

[0282] One aspect of the measurement device is an acceleration data acquisition unit that acquires acceleration data output from an accelerometer that observes an observation point of the structure when a mobile object moves through the structure; a velocity vibration component calculation unit that calculates a first velocity vibration component by integrating and filtering the acceleration based on the acceleration data; and a displacement amplitude estimation unit that estimates the amplitude of displacement of the structure when the moving body moves the structure, based on the amplitude of the first velocity vibration component and a conversion function calculated based on an approximate equation for the deflection of the structure and environmental information including dimensions of the moving body, dimensions of the structure, and the position of the observation point that has been created in advance.

[0283] In this measurement device, drift does not occur in the displacement modeled based on the approximation equation for the structure's deflection and environmental information, so the pre-calculated conversion function has relatively high conversion accuracy. Furthermore, in this measurement device, the first velocity vibration component is calculated by integrating and filtering the acceleration based on the acceleration data output from the accelerometer when the mobile object moves around the structure, so the drift contained in the first velocity vibration component is reduced by the filtering process. Furthermore, in this measurement device, the amplitude of the structure's displacement when the mobile object moves around the structure is estimated based on the amplitude of the first velocity vibration component and the conversion function, so the influence of large drift caused by integrating the acceleration based on the acceleration data twice does not occur. Therefore, this measurement device can accurately estimate the amplitude of the structure's displacement when the mobile object moves around the structure.

[0284] Furthermore, with this measuring device, there is no large drift effect due to integrating acceleration twice, so there is no need for drift correction processing. In addition, since the device estimates the simpler amplitude of displacement rather than the waveform of the displacement of the structure when the moving object moves across the structure, the amount of calculation required for estimation is small, making it possible to speed up the estimation process and reduce costs.

[0285] Furthermore, this measuring device uses an accelerometer, which has greater freedom of installation and is easier to install than displacement meters or strain meters, to estimate the amplitude of displacement of a structure when a moving object moves across the structure, thereby enabling cost reduction.

[0286] One aspect of the measurement system is One aspect of the measurement device; the accelerometer; Equipped with.

[0287] One aspect of the measurement program is an acceleration data acquisition step of acquiring acceleration data output from an accelerometer that observes an observation point on the structure when a mobile object moves on the structure; The acceleration based on the acceleration data is integrated and filtered to obtain a first velocity vibration component. a velocity vibration component calculation step of calculating the velocity vibration component; and a displacement amplitude estimation step of estimating the amplitude of displacement of the structure when the moving body moves the structure, based on the amplitude of the first velocity vibration component and a conversion function calculated based on an approximate equation for the deflection of the structure and environmental information including dimensions of the moving body, dimensions of the structure, and the position of the observation point, which are created in advance.

[0288] In this measurement program, drift does not occur in the displacement modeled based on the approximation equation for the deflection of the structure and environmental information, so the pre-calculated conversion function has relatively high conversion accuracy. Furthermore, in this measurement program, the first velocity vibration component is calculated by integrating and filtering the acceleration based on the acceleration data output from the accelerometer when the mobile object moves around the structure, so the drift contained in the first velocity vibration component is reduced by the filtering process. Furthermore, in this measurement program, the amplitude of the displacement of the structure when the mobile object moves around the structure is estimated based on the amplitude of the first velocity vibration component and the conversion function, so the influence of large drift caused by integrating the acceleration based on the acceleration data twice does not occur. Therefore, this measurement program makes it possible to accurately estimate the amplitude of the displacement of the structure when the mobile object moves around the structure.

[0289] Furthermore, this measurement program does not require drift correction processing because it does not have the large drift effect of integrating acceleration twice. In addition, since it estimates the simpler amplitude of displacement rather than the waveform of the displacement of the structure when the moving object moves across the structure, the amount of calculation required for estimation is small, making it possible to speed up the estimation process and reduce costs.

[0290] In addition, this measurement program uses an accelerometer, which has greater freedom of installation and is easier to install than a displacement meter or strain meter, to estimate the amplitude of displacement of a structure when a moving object moves across the structure, thereby enabling cost reduction. [Explanation of symbols]

[0291] 1...measuring device, 2...accelerometer, 3...monitoring device, 4...communication network, 5...bridge, 6...railway vehicle, 6a...vehicle, 7...superstructure, 7a...bridge deck, 7b...bearing, 7c...rail, 7d...sleeper, 7e...ballast, F...deck, G...main girder, 8...substructure, 8a...pier, 8b...abutment, 10...measuring system, 11...first communication unit, 12...second communication unit, 13...memory unit, 14...processor, 21...communication unit, 22...acceleration sensor, 23...processor, 24...memory unit, 31...communication unit, 32...processor, 33...display unit, 34...operation unit, 35...memory unit, 40...ring type variable Position meter, 41... piano wire, 50... camera, 51... target, 131... measurement program, 132... environmental information, 133... acceleration data, 134... observation information, 135... conversion function data, 136... measurement data, 141... acceleration data acquisition unit, 142... conversion function calculation unit, 143... velocity vibration component calculation unit, 144... displacement amplitude estimation unit, 145... measurement data output unit, 146... observation information generation unit, 147... conversion function selection unit, 241... observation program, 242... acceleration data, 321... measurement data acquisition unit, 322... monitoring unit, 351... monitoring program, 352... measurement data string

Claims

1. an acceleration data acquisition step of acquiring acceleration data output from an accelerometer that observes an observation point on the structure when a mobile object moves on the structure; a velocity vibration component calculation step of calculating a first velocity vibration component by integrating and filtering the acceleration based on the acceleration data; a displacement amplitude estimation step of estimating the amplitude of displacement of the structure when the moving body moves the structure, based on the amplitude of the first velocity vibration component and a transformation function calculated based on an approximate equation for deflection of the structure and environmental information created in advance, the environmental information including dimensions of the moving body, dimensions of the structure, and a position of the observation point.

2. In claim 1, a conversion function calculation step of calculating the conversion function, The conversion function calculation step includes: generating observation information including the times when the mobile bodies entered and exited the structure and the number of the mobile bodies based on the acceleration data; calculating an amount of deflection of the structure caused by the moving object based on an approximation formula for deflection of the structure, the observation information, and the environmental information; calculating a second velocity vibration component by differentiating and filtering the displacement based on the deflection amount; calculating, as the conversion function, a function that represents the relationship between the amplitude of the displacement based on the amount of deflection and the amplitude of the second velocity vibration component.

3. In claim 1, The transformation function is a first transformation function; A measurement method in which the first conversion function is selected from a plurality of conversion functions calculated based on the deflection approximation formula and the environmental information, assuming that at least one of the vehicle length of the moving body, the number of vehicles of the moving body, the length of the structure, the position of the observation point, the time it takes for the moving body to pass through the structure, and the average speed of the moving body is a parameter, based on observation information including the time the moving body enters and exits the structure and the number of vehicles of the moving body.

4. In claim 3, a conversion function calculation step of calculating the plurality of conversion functions, The conversion function calculation step includes: a step of calculating, based on the deflection approximation formula and the environmental information, a plurality of deflection amounts of the structure when the moving body moves across the structure, assuming that at least one of the vehicle length of the moving body, the number of moving bodies, the length of the structure, the position of the observation point, the time it takes for the moving body to pass through the structure, and the average speed of the moving body is a parameter; calculating a plurality of velocity vibration components by differentiating and filtering the displacements based on each of the plurality of deflections; calculating, as the plurality of transformation functions, a plurality of functions that represent the relationship between the amplitude of displacement based on each of the plurality of deflection amounts and the amplitude of each of the plurality of velocity vibration components.

5. In claim 3 or 4, an observation information generating step of generating observation information including times when the mobile bodies enter and exit the structure and the number of the mobile bodies based on the acceleration data; a conversion function selecting step of selecting the first conversion function from the plurality of conversion functions based on the environmental information and the observation information.

6. In any one of claims 1 to 5, A measurement method, wherein the approximate equation for the deflection of the structure is an equation based on a structural model of the structure.

7. In claim 6, A measurement method in which the structural model is a simple beam supported at both ends.

8. In any one of claims 1 to 7, A measurement method in which the structure is a superstructure of a bridge.

9. In any one of claims 1 to 8, A measurement method, wherein the moving object is a vehicle or a railway vehicle.

10. In any one of claims 1 to 9, A measurement method in which the structure is a structure in which BWIM (Bridge Weigh in Motion) functions.

11. an acceleration data acquisition unit that acquires acceleration data output from an accelerometer that observes an observation point of the structure when a mobile object moves through the structure; a velocity vibration component calculation unit that calculates a first velocity vibration component by integrating and filtering the acceleration based on the acceleration data; a displacement amplitude estimation unit that estimates the amplitude of displacement of the structure when the moving body moves across the structure, based on the amplitude of the first velocity vibration component and a transformation function calculated based on an approximate equation for deflection of the structure and environmental information created in advance, the environmental information including dimensions of the moving body, dimensions of the structure, and a position of the observation point.

12. The measurement device according to claim 11; the accelerometer; A measurement system equipped with

13. an acceleration data acquisition step of acquiring acceleration data output from an accelerometer that observes an observation point on the structure when a mobile object moves on the structure; a velocity vibration component calculation step of calculating a first velocity vibration component by integrating and filtering the acceleration based on the acceleration data; a displacement amplitude estimation step of estimating the amplitude of displacement of the structure when the moving body moves the structure, based on the amplitude of the first velocity vibration component and a transformation function calculated based on an approximate equation for the deflection of the structure and environmental information including dimensions of the moving body, dimensions of the structure, and the position of the observation point, which is created in advance.

Images