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

Abstract

To provide a measurement method capable of accurately calculating deflection amount of a structure when a movable body moves on the structure by processing with a relatively small amount of calculation.SOLUTION: A measurement method comprises: a step to generate a first displacement data based on data at an observation point on a structure; a step to generate an observation information; a step to calculate a time section in which vehicles of a movable body individually moved on the structure; a step to calculate a first deflection amount of the structure; a step to calculate a displacement response when the vehicles individually moved on the structure based on the first displacement data and the time section; a step to calculate a deflection response when the vehicles individually moved on the structure based on the first deflection amount and the time section; a step to calculate weighting coefficient with respect to the vehicles based on the displacement response and the deflection response; and a step to calculate a second deflection amount by correcting the first deflection amount based on the weighting coefficient.SELECTED DRAWING: Figure 25

Description

[Technical Field]

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

[0002] Patent Document 1 describes a method for investigating the structural performance of a railway bridge, characterized by formulating a theoretical analysis model of the dynamic response of a railway bridge during train operation, with the train as a moving load train and the bridge as a simply supported beam, measuring the acceleration of the bridge during train operation, and estimating unknown parameters of the theoretical analysis model from the acceleration data using an inverse analysis method. More specifically, in the structural performance investigation method described in Patent Document 1, an error term is introduced into the theoretical analysis model to define a probabilistic model, and the simultaneous occurrence probability of generating acceleration data given unknown parameters and the prior probability density function of the unknown parameters are substituted into an equation obtained by Bayes' theorem to determine the simultaneous posterior probability density function of the unknown parameters given acceleration data, and the structural performance of the railway bridge is evaluated by reflecting the estimated parameters and the uncertainty of those parameters. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2018-31187 [Overview of the project] [Problems that the invention aims to solve]

[0004] If acceleration data acquired by acceleration sensors installed on a bridge is transmitted to a host via a communication network, the amount of data transmitted becomes enormous. Therefore, it is preferable to have a measuring device installed near the acceleration sensor acquire the acceleration data, process the data, and then transmit the processed measurement data to the host. Such a system configuration makes it possible to reduce the amount of data transmitted and achieve overall system cost reduction. However, methods such as the structural performance investigation method described in Patent Document 1, which estimate unknown parameters of a theoretical analysis model from acceleration data using inverse analysis, require a very large amount of computation, necessitating high-performance and expensive measuring equipment, making it difficult to achieve sufficient cost reduction for the entire system. [Means for solving the problem]

[0005] One aspect of the measurement method according to the present invention is: Data output from observation devices that observe observation points on structures. A method for measuring measurement data performed by a measuring device that receives and transmits measurement data calculated based on the said data to an external monitoring device, The aforementioned value Based on this, a displacement data generation step generates first displacement data based on physical quantities that are the response of multiple parts of a moving body moving the structure to the action on the observation point, An observation information generation step that generates observation information including the time of entry and exit of the moving body to the structure, A time interval calculation step that calculates the time interval in which each vehicle of the mobile body moves through the structure independently, based on the observation information and environmental information including the dimensions of the mobile body and the dimensions of the structure, A first deflection calculation step calculates a first deflection amount of the structure caused by the moving body based on an approximate formula for the deflection of the structure, the observation information, and the environmental information. A displacement response calculation step that calculates the displacement response when each vehicle moves the structure independently, based on the first displacement data and the time interval in which each vehicle moves the structure independently, A deflection response calculation step, which calculates the deflection response when each vehicle moves the structure independently, based on the first deflection amount and the time interval in which each vehicle moves the structure independently, The amplitude of the displacement response and the amplitude of the deflection response are calculated, and the ratio of the amplitude of the displacement response and the amplitude of the deflection response is calculated. Weighting coefficients for each of the aforementioned vehicles as The process for calculating the weighting coefficients, A second deflection amount calculation step, which calculates a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficient for each of the vehicles, Includes.

[0006] One embodiment of the measuring device according to the present invention is: Data output from observation devices that observe observation points on structures. A measuring device that receives data and transmits measurement data calculated based on the said data to an external monitoring device. The aforementioned value Based on this, a displacement data generation unit generates first displacement data based on physical quantities that are the response of multiple parts of a moving body moving the structure to the action on the observation point, An observation information generation unit that generates observation information including the time of entry and exit of the moving body to the structure, A time interval calculation unit calculates the time interval in which each vehicle of the mobile body moves through the structure independently, based on the observation information and environmental information including the dimensions of the mobile body and the dimensions of the structure, A first deflection calculation unit calculates a first deflection amount of the structure caused by the moving body based on an approximate formula for the deflection of the structure, the observation information, and the environmental information. A displacement response calculation unit calculates the displacement response when each vehicle moves the structure independently, based on the first displacement data and the time interval in which each vehicle moves the structure independently. A deflection response calculation unit calculates the deflection response when each vehicle moves the structure independently, based on the first deflection amount and the time interval in which each vehicle moves the structure independently. The amplitude of the displacement response and the amplitude of the deflection response are calculated, and the ratio of the amplitude of the displacement response and the amplitude of the deflection response is calculated. Weighting coefficients for each of the aforementioned vehicles as The unit that calculates the weighting coefficients, A second deflection amount calculation unit that calculates a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficient for each vehicle; including.

[0007] One aspect of the measurement system according to the present invention is one aspect of the measurement device, the observation device that observes the observation point, and comprising.

[0008] One aspect of the measurement program according to the present invention is data output from an observation device that observes an observation point of a structure A measurement program that calculates the measurement data is executed by a measuring device that receives the data and transmits the measurement data calculated based on the data to an external monitoring device, The aforementioned value Based on, a displacement data generation step of generating first displacement data based on a physical quantity that is a response to the action of a plurality of parts of the moving body that moves the structure to the observation point; an observation information generation step of generating observation information including the entry time and exit time of the moving body with respect to the structure; Based on the observation information and environment information including the dimensions of the moving body and the dimensions of the structure created in advance, a time interval calculation step of calculating a time interval during which each vehicle of the moving body moved the structure alone; Based on the approximate formula of the deflection of the structure, the observation information, and the environment information, a first deflection amount calculation step of calculating a first deflection amount of the structure by the moving body; a displacement response calculation step of calculating a displacement response when each vehicle moves the structure alone based on the first displacement data and the time interval during which each vehicle moves the structure alone; a deflection response calculation step of calculating a deflection response when each vehicle moves the structure alone based on the first deflection amount and the time interval during which each vehicle moves the structure alone; The amplitude of the displacement response and the amplitude of the deflection response are calculated, and the ratio of the amplitude of the displacement response and the amplitude of the deflection response is calculated. a weighting coefficient for each vehicle as a weighting coefficient calculation step of calculating; A second deflection amount calculation step of calculating a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficient for each vehicle; is executed by a computer The measuring device .

Brief Description of Drawings

[0009] [Figure 1] A diagram showing a configuration example of the measurement system. [Figure 2] A cross-sectional view of the upper structure of FIG. 1 cut along line A-A. [Figure 3] An explanatory diagram of the acceleration detected by the acceleration sensor. [[ID=二十]] [Figure 4] A diagram showing an example of displacement data u(t). [Figure 5] A diagram showing an example of displacement data ulp(t). [Figure 6] A diagram showing an example of velocity data vlp. [Figure 7] A diagram showing an example of the relationship between displacement data u(t), entry time ti, and exit time to. [Figure 8] A diagram showing an example of the vehicle length LC (Cm) and the distance La (aw (Cm, n)) between axles. [Figure 9] An explanatory diagram of the condition that there is a time interval during which each vehicle moves the upper structure independently. [Figure 10] An explanatory diagram of the structural model of the upper structure of the bridge. [Figure 11] A diagram showing an example of the deflection amount wstd (aw (Cm, n), t). [Figure 12] A diagram showing an example of the deflection amount Cstd (Cm, t). [Figure 13] A diagram showing an example of the deflection amount Tstd (t). [Figure 14] A diagram showing an example of the displacement response u (Cm t). [Figure 15] A diagram showing an example of the deflection response Tstd (Cm t). [Figure 16] A diagram showing an example of the deflection amount Tp_std (t). [Figure 17]Figure showing an example of the deflection amount Tp_std_lp(t). [Figure 18] Figure showing the displacement data ulp(t) and the deflection amount Tp_std_lp(t) superimposed. [Figure 19] Figure showing an example of the deflection amount Tp_Estd_lp(t). [Figure 20] Figure showing an example of the deflection amount Tp_Estd(t). [Figure 21] Figure showing an example of the relationship between the deflection amount Tp_Estd_lp(t) and the deflection amount Tp_std_lp(t) and a predetermined interval Tavg for calculating their average value. [Figure 22] Figure showing an example of the offset Tp_offset_std(t). [Figure 23] Figure showing an example of the deflection amount Tp_EOstd(t). [Figure 24] Figure showing the relationship between the displacement data u(t) and the deflection amount Tp_EOstd(t). [Figure 25] Flowchart showing an example of the procedure of the measurement method of this embodiment. [Figure 26] Flowchart showing an example of the procedure of the displacement data generation step. [Figure 27] Flowchart showing an example of the procedure of the observation information generation step. [Figure 28] Flowchart showing an example of the procedure of the average speed calculation step. [Figure 29] Flowchart showing an example of the procedure of the time interval calculation step. [Figure 30] Flowchart showing an example of the procedure of the first deflection amount calculation step. [Figure 31] Flowchart showing an example of the procedure of the weighting coefficient calculation step. [Figure 32] Flowchart showing an example of the procedure of the static response calculation step. [Figure 33] Figure showing a configuration example of a sensor, a measurement device, and a monitoring device. [Figure 34] Figure showing another configuration example of the measurement system. [Figure 35]A diagram showing other configuration examples of the measurement system. [Figure 36] A diagram showing other configuration examples of the measurement system. [Figure 37] Figure 36 shows a cross-sectional view of the superstructure cut along line AA. [Modes for carrying out the invention]

[0010] Preferred embodiments of the present invention will be described in detail below with reference to the drawings. The embodiments described below are not intended to unduly limit the scope of the present invention as described in the claims. Furthermore, not all of the configurations described below are necessarily essential components of the present invention.

[0011] 1. Embodiment 1-1. Measurement System Configuration The moving object passing through the superstructure of the bridge, which is the structure in this embodiment, is a vehicle or railway car, etc., that is heavy and measurable by BWIM. BWIM stands for Bridge Weigh in Motion, and it is a technology that measures the weight, number of axes, etc., of a moving object passing through a bridge by treating the bridge as a "scale" and measuring the deformation of the bridge. The superstructure of a bridge, which can analyze the weight of a moving object passing through from the response such as deformation and strain, is a structure on which BWIM functions, and a BWIM system that applies the physical process between the action on the superstructure of the bridge and the response enables the measurement of the weight of the moving object passing through. In the following, the measurement system for realizing the measurement method of this embodiment will be described using the case where the moving object is a railway car as an example.

[0012] Figure 1 shows an example of a measurement system according to this embodiment. As shown in Figure 1, the measurement system 10 according to this embodiment comprises a measurement device 1 and at least one sensor 2 provided on the superstructure 7 of the bridge 5. The measurement system 10 may also include a monitoring device 3.

[0013] Bridge 5 consists of a superstructure 7 and a substructure 8. Figure 2 is a cross-sectional view of the superstructure 7 cut along line AA in Figure 1. As shown in Figures 1 and 2, the superstructure 7 includes a bridge deck 7a consisting of a deck plate F, main girders G, cross girders (not shown), etc., as well as bearings 7b, rails 7c, sleepers 7d, and ballast 7e. Also, as shown in Figure 1, the substructure 8 includes piers 8a and abutments 8b. The superstructure 7 is a structure that spans one of the following: adjacent abutments 8b and piers 8a, two adjacent abutments 8b, or two adjacent piers 8a. Both ends of the superstructure 7 are located at the positions of adjacent abutments 8b and piers 8a, two adjacent abutments 8b, or two adjacent piers 8a.

[0014] When a railway vehicle 6 enters the superstructure 7, the superstructure 7 flexes due to the load of the railway vehicle 6. However, since the railway vehicle 6 consists of multiple connected vehicles, the flexing of the superstructure 7 is repeated periodically with the passage of each vehicle. This phenomenon is called the static response. In contrast, since the superstructure 7 has a natural vibration frequency as a structure, the passage of the railway vehicle 6 may excite the natural vibration of the superstructure 7. When the natural vibration of the superstructure 7 is excited, the flexing of the superstructure 7 is repeated periodically. This phenomenon is called the dynamic response.

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

[0016] Each sensor 2 outputs data used to calculate the static response when the moving object, the railway vehicle 6, moves along the superstructure 7, which is a structure. In this embodiment, each sensor 2 is an accelerometer, and may be, for example, a quartz accelerometer or a MEMS accelerometer. MEMS stands for Micro Electro Mechanical Systems.

[0017] In this embodiment, each sensor 2 is installed in the longitudinal center of the superstructure 7, specifically in the longitudinal center of the main girder G. However, each sensor 2 only needs to be able to detect acceleration for calculating static response, and its installation position is not limited to the center of the superstructure 7. If each sensor 2 were installed on the floor plate F of the superstructure 7, there is a risk of damage due to the passage of railway vehicles 6, and the measurement accuracy may be affected by local deformation of the bridge deck 7a. Therefore, in the examples of Figures 1 and 2, each sensor 2 is installed on the main girder G of the superstructure 7.

[0018] The floor plate F and main girders G of the superstructure 7 deflect vertically due to the load from the railway vehicles 6 passing over the superstructure 7. Each sensor 2 detects the acceleration of the deflection of the floor plate F and main girders G due to the load from the railway vehicles 6 passing over the superstructure 7.

[0019] The measuring device 1 calculates the static response when a railway vehicle 6 passes over the superstructure 7, based on the acceleration data output from each sensor 2. The measuring device 1 is installed, for example, on the 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 mobile phone wireless network or the Internet. The measuring device 1 transmits measurement data, including the static response when the railway vehicle 6 passes over the superstructure 7, to the monitoring device 3. The monitoring device 3 stores this information in a storage device (not shown) and may perform processing such as monitoring the railway vehicle 6 or determining abnormalities in the superstructure 7 based on this information.

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

[0022] As shown in Figure 2, in this embodiment, the observation point R is set in correspondence with the sensor 2. In the example in Figure 2, the observation point R is set at a position on the surface of the superstructure 7 located vertically above the sensor 2 provided on the main girder G. That is, the sensor 2 is an observation device that observes the observation point R, and detects a physical quantity that is the response to the action 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 physical quantity. For example, each of the multiple parts of the railway vehicle 6 is either an axle or a wheel, but hereafter it will be assumed to be an axle. Also, in this embodiment, each sensor 2 is an acceleration sensor and detects acceleration as a physical quantity. The sensor 2 only needs to be provided at a position where it can detect the acceleration generated at the observation point R by the movement of the railway vehicle 6, but it is desirable that it be provided at a position close to vertically above the observation point R.

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

[0024] The measuring device 1 acquires acceleration in the direction intersecting the surface of the superstructure 7 on which the railway vehicle 6 moves, based on acceleration data output from the sensor 2. The surface of the superstructure 7 on which the railway vehicle 6 moves is defined by the direction in which the railway vehicle 6 moves, i.e., the longitudinal direction of the superstructure 7, the X direction, and the direction perpendicular to the direction in which the railway vehicle 6 moves, i.e., the width direction of the superstructure 7, the Y direction. As the railway vehicle 6 moves, the observation point R deflects in the direction perpendicular to the X and Y directions, so it is desirable for the measuring 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 floor plate F, in order to accurately calculate the magnitude of the deflection acceleration.

[0025] Figure 3 illustrates the acceleration detected by sensor 2. Sensor 2 is an accelerometer that detects acceleration occurring in each of the three mutually orthogonal axes.

[0026] To detect the acceleration of the deflection at observation point R caused by the movement of the railway vehicle 6, sensor 2 is installed such that one of its three detection axes, the x-axis, y-axis, and z-axis, intersects with the X and Y directions. In Figures 1 and 2, sensor 2 is installed such that one axis intersects with the X and Y directions. Since observation point R deflects in a direction perpendicular to the X and Y directions, ideally, to accurately detect the acceleration of the deflection, sensor 2 should be installed with one axis aligned with the Z direction, which is perpendicular to the X and Y directions, i.e., the normal direction of the floor plate F.

[0027] However, when installing sensor 2 on the superstructure 7, the installation location may be tilted. Even if one of the three detection axes of sensor 2 is not installed in line with the normal direction of the floor plate F, the measurement device 1 can compensate for the detection error due to the tilt of sensor 2 by using the three-axis composite acceleration obtained by combining the accelerations of the x, y, and z axes, even if one of the three detection axes of sensor 2 is not installed in line with the normal direction of the floor plate F. Furthermore, sensor 2 may be a single-axis accelerometer that detects acceleration occurring in a direction approximately parallel to the vertical, or acceleration in the normal direction of the floor plate F.

[0028] The following describes in detail the measurement method of this embodiment performed by the measuring device 1.

[0029] 1-2. Details of the measurement method First, the measuring device 1 generates velocity data v(k) by integrating the acceleration data a(k) output from the acceleration sensor 2, as shown in equation (1), and then generates displacement data u(k) by integrating the velocity data v(k), as shown in equation (2). The acceleration data a(k) is the acceleration change data with unnecessary acceleration bias removed in order to calculate the displacement change when the railway vehicle 6 passes over the bridge 5. For example, the acceleration just before the railway vehicle 6 passes over the bridge 5 may be set to 0, and the acceleration change thereafter may be used as the acceleration data a(k). In equations (1) and (2), k is the sample number, and ΔT is the time interval of the sample. The displacement data u(k) is the displacement data of the observation point R due to the movement of the railway vehicle 6.

[0030]

number

[0031]

number

[0032] Displacement data u(k) with sample number k as the variable is converted to displacement data u(t) with time t as the variable, where time t = kΔT. Figure 4 shows an example of displacement data u(t). Since the displacement data u(t) is generated based on acceleration data a(t) output from sensor 2 observing observation point R, it is data based on acceleration, which is the response of multiple axles of the railway vehicle 6 moving on the superstructure 7 to the action on observation point R.

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

[0034] Specifically, first, the measuring device 1 performs a fast Fourier transform process on the displacement data u(t) to calculate the power spectral density, and calculates the peak of the power spectral density as the fundamental frequency f u(t) And then, the measuring device 1 calculates the moving average interval t u(t) from the time interval ΔT of the samples of the displacement data u(t) and the fundamental frequency f MA by the formula (3).

[0035]

Number

[0036] Then, as a filtering process, the measuring device 1 performs a moving average process on the displacement data u(t) by the formula (4) to generate displacement data u lp (t) with the vibration components included in the displacement data u(t) reduced. This moving average process not only has a small amount of necessary calculations, but also has a very large attenuation amount for the signal components of the fundamental frequency f u(t) and its harmonic components, so displacement data u lp (t) with effectively reduced vibration components can be obtained. FIG. 5 shows an example of the displacement data u lp (t). As shown in FIG. 5, displacement data u lp (t) with almost all the vibration components included in the displacement data u(t) removed can be obtained.

[0037]

Number

[0038] Note that the measuring device 1 may perform a FIR filter process for attenuating signal components with frequencies higher than the fundamental frequency f u(t) on the displacement data u(t) to generate displacement data u lp (t). FIR is the abbreviation of Finite Impulse Response. This FIR filter process has a larger amount of calculations than the moving average process, but can attenuate all signal components with frequencies higher than the fundamental frequency f u(t) .

[0039] Next, the measuring device 1 receives the displacement data u lp (t) The time of entry t of the railway vehicle 6 into the superstructure 7 i and departure time t o To calculate the displacement data u, first, the measuring device 1 calculates the displacement data u as shown in equation (5). lp Differentiating (t) gives the velocity data v lp (t) is calculated. Figure 6 shows the velocity data v lp An example of (t) is shown.

[0040]

number

[0041] Then, as shown in Figure 6, the measuring device 1 receives the speed data v lp The time of the peak in the negative range of (t) is the entry time t. i Calculated as speed data v lp The time of the peak in the positive range of (t) is the advance time t. o It is calculated as follows.

[0042] Approach time t i This is the time when the leading axle of the railway vehicle 6 passes the entry end of the superstructure 7. Also, the exit time t o This is the time when the last axle of the multiple axles of the railway vehicle 6 passes the leading end of the superstructure 7. Figure 7 shows the displacement data u(t) and the entry time t. i and departure time t o Here is an example of the relationship.

[0043] Next, measuring device 1 calculates the advance time t according to equation (6). o and approach time t i The difference is the time t it takes for the railway vehicle 6 to pass over the superstructure 7 of the bridge 5. s Calculate.

[0044]

number

[0045]

number

[0046] Furthermore, the measuring device 1 calculates the passage time t according to equation (7). s The fundamental frequency f included u(t) The wave number ν is calculated, and as in equation (8), the wave number ν is rounded to the nearest integer to obtain the number of railway vehicles C of 6. T Calculate.

[0047]

number

[0048] Measuring device 1 measures the approach time t i , advance time t o , transit time t s and number of vehicles C T Observational information including this is stored in a memory unit not shown.

[0049] Then, the measuring device 1 performs subsequent processing based on the observation information and environmental information, including the dimensions of the railway vehicle 6 and the superstructure 7, which were prepared in advance.

[0050] Environmental information includes the dimensions of the superstructure 7, for example, the length L of the superstructure 7. B and position L of observation point R x Includes. Length L of the superstructure 7 B This is the distance between the entry end and the exit end of the superstructure 7. Also, the position L of observation point R. x This is the distance from the entry end of the superstructure 7 to the observation point R. Environmental information also includes the dimensions of the railway vehicle 6, for example, the length L of each vehicle in the railway vehicle 6. C (C m ), the number of axles of each vehicle a T (C m ) and the distance between the axles of each vehicle La(a w (C m Includes ,n)). C m This is the vehicle number, and the length of each vehicle L C (C m ) is C from the frontm This is the distance between the two ends of the second vehicle. The number of axles of each vehicle is a. T (C m ) is C from the front m This is the number of axles of the nth vehicle. n is the axle number of each vehicle, and 1 ≤ n ≤ a T (C m ) is the distance between the axles of each vehicle La(a w (C m ,n)) is C from the beginning when n=1 m This is the distance between the front of the nth vehicle and the first axle from the front, and when n≧2, it is the distance between the (n-1)th axle from the front and the nth axle. Figure 8 shows C of railway vehicle 6. m Length L of the second vehicle C (C m ) and the distance between axles La(a w (C m An example of ,n)) is shown. The dimensions of the railway vehicle 6 and the superstructure 7 can be measured by known methods.

[0051] Furthermore, if it is assumed that railway vehicles 6, consisting of any number of vehicles of the same dimensions, will run on the superstructure 7 of bridge 5, the environmental information will be the length L of one vehicle. C (C m ), the number of axles of the vehicle a T (C m ) and the distance between axles La(a w (C m It is sufficient if it includes ,n)).

[0052] If there are multiple types of railway vehicles 6 passing over bridge 5, the measuring device 1 will, for example, measure the passage time t included in the observation information. s and number of vehicles C T From this, the length of one vehicle of railway vehicle 6 is calculated, and the length of one calculated vehicle is added to the length L of each vehicle included in the environmental information. C (C m The type of railway vehicle 6 may be identified by comparing it with the other data. Alternatively, the measuring device 1 may identify the type of railway vehicle 6 from the time of passage of the railway vehicle 6.

[0053] Total number of axles of railway vehicle 6 TaT is the number of vehicles C included in the observation information T and the number of axles a of each vehicle included in the environmental information T (C m ) is calculated by Equation (9).

[0054] [Number]

[0055] Since the action of the load of the railway vehicle 6 on the superstructure 7 is transmitted through each axle, the response when the railway vehicle 6 passes through the superstructure 7 is the response from the leading axle to the trailing axle of the railway vehicle 6. The distance D m from the leading axle of the railway vehicle 6 to the nth axle of the C wa th vehicle w (a m (C

[0056] [Number]

[0057] In Equation (10), when C m = C T and n = a T (C T ), the distance D wa (a w (C T , a T (C T ))) from the leading axle of the railway vehicle 6 to the trailing axle of the trailing vehicle is calculated by Equation (11).

[0058] [Number]

[0059] The average speed v of the railway vehicle 6 a is the length L of the superstructure 7 included in the environmental information B , the passing time t included in the observation information s and the calculated distance D wa(a w (C T ,a T (C T ))) is used to calculate the average speed v of the railway vehicle 6 according to Equation (12). a To calculate.

[0060]

Number

[0061] The measuring device 1 calculates the average speed v of the railway vehicle 6 according to Equation (13) obtained by substituting Equation (11) into Equation (12). a To calculate.

[0062]

Number

[0063] In the measuring method of this embodiment, it is a condition that there is a time period during which each vehicle of the railway vehicle 6 moves the superstructure 7 independently. Therefore, consider the relationship between the length L of the superstructure 7 for one vehicle to fit on the superstructure 7 B and the dimensions of the vehicle. When only the C m -th vehicle fits on the superstructure 7, as shown in FIG. 9, the lengths of both ends of the superstructure 7 are such that the rearmost axle of the C m -1-th vehicle is located at the front end 7i which is the advancing end of the superstructure 7, and the leading axle of the C m +1-th vehicle is located at the rear end 7o which is the entering end of the superstructure 7, and it is shorter than this state.

[0064] C m The distance D from the rearmost axle to the rear end of the C 1_1 -1-th vehicle is expressed by Equation (14), and the distance D m from the front end to the leading axle of the C 1_2 +1-th vehicle is expressed by Equation (15).

[0065]

Number

[0066]

number

[0067] C m The length of the second vehicle is L C (C m ) Therefore, C m - From the last axle of the first vehicle to C m The distance D1 to the leading axle of the (+1)th vehicle is given by equation (16).

[0068]

number

[0069] Substituting equation (14) and equation (14) into equation (16) yields equation (17).

[0070]

number

[0071] The length of the superstructure 7 is L B Therefore, the condition for there to exist a time interval in which each of the railway vehicles 6 moves independently on the superstructure 7 is expressed by equation (18).

[0072]

number

[0073] In other words, in this embodiment, 2 or more C T Each integer C less than or equal to -1 m In contrast, the length L of the superstructure 7 in the X direction on which the railway vehicle 6 moves is... B This is the C of railway vehicle 6. m -The last axle of the first vehicle and C m The distance D1 to the leading axle of the +1 vehicle is assumed to be shorter than this value.

[0074] For example, the length L of each car of the railway vehicle 6C (C m ) is 25m, and the distance between the front of each vehicle and the leading axle is La(a w (C m ,1)) is 2.5m, and the distance La(a) between the first axle and the second axle of each vehicle. w (C m ,2)) is 2.5m, and the distance La(a) between the second and third axles of each vehicle. w (C m ,3)) is 15m, and the distance La(a) is between the third axle and the fourth axle, which is the rearmost axle of each vehicle. w (C m If we assume that 4)) is 2.5m, then from equation (17), D1 = 30m. Therefore, the length L of the superstructure 7 is... B If the distance is less than 30m, there will be a time interval in which each of the railway vehicles 6 moves independently across the superstructure 7.

[0075] The time interval during which the lead vehicle of the railway vehicle 6 moves independently through the superstructure 7 is from the time the leading axle of the lead vehicle enters the superstructure 7 to the time the leading axle of the second vehicle enters the superstructure 7. The time the leading axle of the lead vehicle enters the superstructure 7 is the entry time t included in the observation information. i The time t is when the leading axle of the second vehicle enters the superstructure 7. o_1 is the approach time t i The distance D from the leading axle of the first vehicle to the leading axle of the second vehicle. wa (a w (2,1)) and average speed v a It is calculated using equation (19).

[0076]

number

[0077] The time interval during which the lead vehicle moves independently along the superstructure 7 is expressed by equation (20).

[0078]

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[0079] Railway vehicle 6 C m The time interval during which the second vehicle moves alone on the superstructure 7 is C m -From the time when the last axle of the first vehicle advances through the superstructure 7, C m This period lasts until the time when the leading axle of the (+1)th vehicle enters the superstructure 7. However, 2 ≤ C m ≤C T -1 C m - The time t when the last axle of the first vehicle advances into the superstructure 7 i_Cm is the approach time t i , from the leading axle of the leading vehicle to C m -Distance D to the last axle of the first vehicle wa (a w (C m -1,a T (C m -1))), average speed v a and the length L of the superstructure 7 B It is calculated using equation (21).

[0080]

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[0081] C m The time t when the leading axle of the +1 vehicle enters the superstructure 7 o_Cm is the approach time t i From the leading axle of the leading vehicle, C m Distance D to the leading axle of the +1 vehicle wa (a w (C m +1,1)) and average speed v a It is calculated using equation (22).

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[0083] C mThe time interval during which the second vehicle moves independently along the superstructure 7 is expressed by equation (23).

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[0085] The time interval during which the last car of the railway vehicle 6 moves independently along the superstructure 7 is C T -From the time when the last axle of the first vehicle enters the superstructure 7, C T This is the time until the last axle of the second vehicle advances beyond the superstructure 7. T - The time t when the last axle of the first vehicle advances into the superstructure 7 i_CT is the approach time t i From the leading axle of the leading vehicle, C T -Distance D to the last axle of the first vehicle wa (a w (C T -1,a T (C T -1))), average speed v a and the length L of the superstructure 7 B It is calculated using equation (24).

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[0087] C T The time at which the last axle of the second vehicle advances through the superstructure 7 is the advancement time t included in the observational information. o The time interval during which the last vehicle moves independently along the superstructure 7 is expressed by equation (25).

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[0089] Combining equations (20), (23), and (25), we obtain equation (26).

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[0091] Equation (26) represents the time interval t during which each vehicle of the railway vehicle 6 moves independently along the superstructure 7. Cm It can be expressed as shown in equation (27).

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[0093] The measuring device 1 performs calculations using equations (19), (21), (22), and (24), and determines the time interval t during which each vehicle of the railway vehicle 6 moves independently through the superstructure 7. Cm Calculate.

[0094] Next, the measuring device 1 calculates the amount of deflection of the superstructure 7 caused by the movement of the railway vehicle 6 as follows.

[0095] In this embodiment, the superstructure 7 of the bridge 5 is considered to be configured with one or more bridge decks 7a, composed of deck plates F and main girders G, arranged in a continuous manner, and the measuring device 1 calculates the displacement of one bridge deck 7a as the displacement at the center in the longitudinal direction. The load applied to the superstructure 7 moves from one end to the other. At this time, the deflection amount, which is the displacement at the center of the superstructure 7, can be represented using the position of the load on the superstructure 7 and the amount of the load. In this embodiment, in order to represent the deflection deformation when the axle of the railway vehicle 6 moves on the superstructure 7 as the trajectory of the deflection amount due to the movement of a single-point load on a beam, the structural model shown in Figure 10 is considered, and the deflection amount at the intermediate part is calculated in this structural model. In Figure 10, P is the load. a is the load position from the entry 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. B This is the length of the superstructure 7, that is, the distance between the two ends of the superstructure 7. The structural model shown in Figure 10 is a simply supported beam with both ends acting as supports.

[0096] In the structural model shown in Figure 10, when the position of the entry end of the superstructure 7 is set to zero and the position of observation of the deflection is set to x, the bending moment M of the simply supported beam is expressed by equation (28).

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[0098] In equation (28), the function H a It is defined as shown in equation (29).

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[0100] By rearranging equation (28), we obtain equation (30).

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[0102] On the other hand, the bending moment M is expressed by equation (31). In equation (31), θ is an angle, I is the second moment, and E is Young's modulus.

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[0104] Substituting equation (31) into equation (30), we obtain equation (32).

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[0106] Equation (33) is obtained by integrating equation (32) with respect to the observation position x, and equation (34) is obtained. In equation (34), C1 is the integration constant.

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[0109] Furthermore, by integrating equation (34) with respect to the observation position x, we obtain equation (35), which gives us equation (36). In equation (36), C2 is the integration constant.

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[0112] In equation (36), θx represents the amount of deflection, and by replacing θx with the amount of deflection w, we obtain equation (37).

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[0114] From Figure 10, b = L B Since -a, equation (37) is transformed into equation (38).

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[0116] Let the deflection w=0 at x=0, and since x≦a, H a Since = 0, equation (38) becomes x = w = H a Substituting =0 and rearranging, we obtain equation (39).

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[0118] Also, x = L B Assuming the deflection amount w=0, since x>a, H a Since = 1, we have x = L in equation (38). B ,w=0,H a Substituting =1 and rearranging, we obtain equation (40).

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[0120] In equation (40), b = L B Substituting -a, we obtain equation (41).

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[0122] Substituting the integration constant C1 from equation (39) and the integration constant C2 from equation (40) into equation (37), we obtain equation (42).

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[0124] By rearranging equation (42), the amount of deflection w at the observed position x when the load P is applied at position a is expressed by equation (43).

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[0126] 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 Setting = 0, it is expressed by equation (44). This deflection amount w0.5LB However, this represents the maximum amplitude of the deflection w.

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[0128] The amount of deflection w at any observation position x is: 0.5LB It is normalized by the following. If the position a of the load P is closer to the entry end than the observation position x, then since x > a, H is added to equation (44). a Substituting =1, we obtain equation (45).

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[0130] Let a be the position a of the load P, where a = L B Let r be the value of a = L in equation (45). B r,b=L B Substituting (1-r) and rearranging, we get equation (46) which gives the normalized deflection w std This is obtained. r is the length L of the superstructure 7. B This shows the ratio of the position a of the load P to the position a.

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[0132] Similarly, if the position a of the load P is closer to the extension end than the observation position x, then x ≤ a, and H is added to equation (44). a Substituting =0, we obtain equation (47).

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[0134] Let a be the position a of the load P, where a = L B Let r be the value of a = L in equation (47). B r,b=L BSubstituting (1-r) and rearranging, we get equation (48) which gives the normalized deflection w std This can be obtained.

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[0136] Combining equations (46) and (48), we get an arbitrary observation position x = L x Deflection amount w std (r) is expressed by equation (49). In equation (49), the function R(r) is expressed by equation (50). Equation (49) is an approximate equation for the deflection of the superstructure 7, which is a structural component, and is based on the structural model of the superstructure 7. Specifically, equation (49) is an approximate equation normalized by the maximum deflection amplitude at the midpoint between the entry end and the exit end of the superstructure 7.

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[0139] In this embodiment, load P is the load on any axle of the railway vehicle 6. Any axle of the railway vehicle 6 is located at position L of observation point R from the entry end of the superstructure 7. x The time required to reach that point t xn The average velocity v is calculated by equation (12). a It is calculated using equation (51).

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[0141] Furthermore, any axle of the railway vehicle 6 has a length L B The time t required to pass through the superstructure 7 ln This is calculated using formula (52).

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[0143] Railway vehicle 6 C m Time t0(C) when the nth axle of the nth vehicle reaches the entry end of the superstructure 7 m ,n) is the entry time t included in the observation information. i , the distance D calculated by equation (10) wa (a w (C m The average velocity v calculated by equation (12) and (n) a It is calculated using equation (53).

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[0145] The measuring device 1 uses equations (51), (52), and (53), and according to equation (54), C m The amount of deflection w, expressed by equation (49), due to the nth axle of the nth vehicle. std (r) is the amount of deflection w when replaced with time. std (a w (C m Calculate the amount of deflection w(n) and t(t). In equation (54), the function R(t) is expressed by equation (55). Figure 11 shows the amount of deflection w(n). std (a w (C m An example of ,n),t) is shown.

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[0148] Furthermore, measuring device 1 is determined by formula (56) C mDeflection amount C due to the second vehicle std (C m Calculate t). Figure 12 shows C with axle count n=4. m Deflection amount C due to the second vehicle std (C m An example of ,t) is shown.

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[0150] Furthermore, the measuring device 1 calculates the amount of deflection T due to the railway vehicle 6 using equation (57). std (t) is calculated. Figure 13 shows the number of vehicles C. T Deflection T due to railway vehicle 6 = 16 std An example of (t) is shown. In Figure 13, the dashed lines represent 16 deflection amounts C. std (1,t)~C std This indicates (16,t).

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[0152] Deflection T due to this railway vehicle 6 std (t) is the amount of deflection C for each vehicle. std (C m The values ​​t) are added together, and the amplitude of the deflection of the superstructure 7 due to each vehicle is constant. In reality, the load on each vehicle is different, so the amplitude of the displacement of the superstructure 7 due to the applied load on each vehicle differs in proportion to the load. Deflection T due to railway vehicle 6 std In (t) as well, in order to express the difference in the amplitude of deflection of the superstructure 7 due to the applied load to each vehicle, weighting is provided according to the load of each vehicle. Deflection T by the railway vehicle 6 weighted according to the load of each vehicle p_std (t) is C m Weighting coefficient P due to the load of the second vehicle Cm Using this, it can be expressed as in equation (58).

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[0154] From equations (57) and (58), the weighting coefficient P Cm When all values ​​are 1, equation (59) holds true.

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[0156] Measuring device 1 is C m The time interval t during which the second vehicle moves alone over the superstructure 7 Cm Displacement data u(t) and deflection amount T in [location] std (t) is compared and the weighting coefficient P Cm Calculate C m The time interval t during which the second vehicle moves alone over the superstructure 7 Cm Since this is calculated by the equation (27) mentioned above, the time interval t of the displacement data u(t) Cm The displacement response u(C) is the response in this case. m t) is expressed as shown in equation (60). Figure 14 shows the displacement response u(C m An example of t) is shown.

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[0158] Also, deflection amount T std (t) time interval t Cm The deflection response T is the response in this case. std (C m t) is expressed as shown in equation (61). Figure 15 shows the deflection response T. std (C m An example of t) is shown.

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[0160] C mWeighting coefficient P due to the load of the second vehicle Cm is the displacement response u(C m Amplitude and deflection response T) std (C m It is calculated as the ratio of the amplitude of t). For example, the amplitude is the average value or the integrated value. If the amplitude is the average value, the weighting coefficient P Cm Since this is calculated by equation (62), substitute equation (61) into equation (62) and obtain the weighting coefficients P1~P CT This is calculated by formula (63).

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[0163] Furthermore, if the amplitude is an integrated value, the weighting coefficient P Cm Since this is calculated by equation (64), substitute equation (61) into equation (64) and obtain the weighting coefficients P1~P CT This is calculated by formula (65).

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[0166] The measuring device 1 uses weighting coefficients P1 to P calculated by equation (63) or equation (65). CT Substituting this into the aforementioned equation (58), we obtain the amount of deflection T due to the railway vehicle 6, weighted according to the load of each vehicle. p_std Calculate (t). Figure 16 shows the deflection amount T. p_std An example of (t) is shown.

[0167] Next, the measuring device 1 measures the amount of deflection T. p_std Using (t), the static response when the railway vehicle 6 moves along the superstructure 7 is calculated. Specifically, first the measuring device 1 measures the deflection amount T p_std The fundamental frequency F included in (t) M In order to reduce the vibration components and their harmonics, deflection amount T p_std Deflection T after filtering (t) std_lp (t) is generated. The filtering process may be, for example, a low-pass filter or a band-pass filter.

[0168] Specifically, first, the measuring device 1 measures the amount of deflection T. p_std (t) is subjected to a Fast Fourier Transform to calculate the power spectrum density, and the peak of the power spectrum density is taken at the fundamental frequency F. M It is calculated as follows. Then, the measuring device 1 calculates the fundamental frequency F using equation (66). M From the basic period T M Calculate the fundamental period T as shown in equation (67). M The moving average interval k is adjusted to the time resolution of the data by dividing it by ΔT. mM Calculate the basic period T. M The fundamental frequency is F M This is the period corresponding to T M > 2ΔT

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[0171] Then, the measuring device 1 performs filtering according to equation (68), the fundamental period T M Deflection amount T p_std (t) is subjected to a moving average to obtain the amount of deflection T. p_std Deflection T with reduced vibration components in (t) p_std_lp(t) is calculated. This moving average process not only requires less computation, but also utilizes the fundamental frequency F. M Because the attenuation of the signal components and their harmonic components is very large, the vibration components are effectively reduced by the deflection amount T. p_std_lp (t) is obtained. Figure 17 shows the deflection amount T. p_std_lp An example of (t) is shown. As shown in Figure 17, the deflection amount T p_std Deflection T from which the vibration components included in (t) have been almost completely removed. p_std_lp (t) is obtained.

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[0173] Furthermore, the measuring device 1 performs a filtering process, specifically measuring the deflection amount T. p_std For (t), the fundamental frequency F M The deflection amount T is determined by applying an FIR filter to attenuate the signal components at the above frequencies. p_std_lp (t) may be calculated. This FIR filtering process is computationally more complex than the moving average process, but the fundamental frequency f u(t) All signal components at the above frequencies can be attenuated.

[0174] Figure 18 shows the displacement data u shown in Figure 5. lp (t) and the amount of deflection T shown in Figure 17 p_std_lp (t) is shown in conjunction with this. Deflection T p_std_lp (t) is considered to be the amount of deflection proportional to the load of the railway vehicle 6 passing through the superstructure 7, and the amount of deflection T p_std_lp (t) is a linear function of displacement data u lp Assume that (t) is approximately equal to (t). That is, the measuring device 1, as in equation (69), the displacement data u lp (t) is the amount of deflection T p_std_lp We approximate it with a linear function of (t). Note that the time interval to be approximated is the entry time t i and the time of entry t o During or by deflection amount T p_std_lp Let (t) be a time interval where the amplitude is not zero.

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[0176] Then, the measuring device 1 calculates the linear coefficient c1 and the zero-order coefficient c0 of the linear function represented by equation (69). For example, the measuring device 1 calculates the error e(t) represented by equation (70), i.e., the displacement data u, using the least squares method. lp We calculate the linear coefficients c1 and c0 that minimize the difference between (t) and the linear function of equation (69).

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[0178] The linear coefficient c1 and the zero-order coefficient c0 are calculated by equations (71) and (72), respectively. The data interval corresponding to the approximate time interval is k. a ≦k≦k b Let's assume that.

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[0181] Then, the measuring device 1 uses the linear coefficient c1 and the zero-order coefficient c0 to measure the deflection T as shown in equation (73). p_std_lp Deflection T adjusted for (t) p_Estd_lp Calculate (t). As shown in equation (73), the deflection T p_Estd_lp (t) basically corresponds to the right-hand side of equation (69), but the entry time t i The section before that and the departure time t o In the section after this point, the zeroth coefficient c0 is set to 0. Figure 19 shows the amount of deflection T. p_Estd_lp An example of (t) is shown.

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[0183] Furthermore, as shown in equation (74), the amount of deflection T is calculated using the linear coefficient c1 calculated in equation (71) and the zero-order coefficient c0 calculated in equation (72). p_std Assume that the linear function of (t) is approximately equal to the displacement data u(t).

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[0185] Deflection T using the linear coefficient c1 and the zero-order coefficient c0 p_std Deflection T adjusted for (t) p_Estd (t) is calculated by equation (75). The right-hand side of equation (75) is the same as the right-hand side of equation (73) as T. p_std_lp (t) to T p_std This is the result of substituting (t). Figure 20 shows the deflection amount T. p_Estd An example of (t) is shown.

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[0187] Next, the measuring device 1 calculates the amount of deflection T in a predetermined section using equation (76), where t = kΔT. p_Estd_lp (t) and deflection amount T p_std_lp Amplitude ratio R with (t) T The following is calculated. In equation (76), the numerator is the amount of deflection T. p_Estd_lp Waveform and deflection T of (t) p_std_lp The amount of deflection T included in a predetermined section of the shifted waveform of (t) p_Estd_lp (t) is the average value of n+1 samples, and the denominator is the amount of deflection T included in the given interval. p_std_lp This is the average value of n+1 samples of (t). Figure 21 shows the deflection amount T. p_Estd_lp (t) and deflection amount T p_std_lp (t) and the predetermined interval T over which their average values ​​are calculated. avgHere is an example of the relationship.

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[0189] Next, the measuring device 1 measures the amplitude ratio R T and deflection amount T p_std_lp Product R with (t) T T p_std_lp (t) is compared with the zeroth coefficient c0 to create an offset T p_offset_std (t) is calculated. Specifically, the measuring device 1 calculates the amplitude ratio R as shown in equation (77). T and deflection amount T p_std_lp Product R with (t) T T p_std_lp The product R where the absolute value of (t) is greater than the absolute value of the zeroth coefficient c0. T T p_std_lp Replace the interval (t) with the zeroth coefficient c0 and offset T p_offset_std Calculate (t). Figure 22 shows the offset T. p_offset_std An example of (t) is shown. In the example in Figure 22, the deflection amount T p_std_lp Since the amplitude of (t) is 0 or negative, the measuring device 1 measures the product R T T p_std_lp Replace the interval smaller than the zeroth coefficient c0 of (t) with the zeroth coefficient c0 and set the offset T p_offset_std (t) is being calculated.

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[0191] Then, the measuring device 1 uses the linear coefficient c1 and the deflection amount T as shown in equation (78). p_std Product c1T with (t) p_std (t) and offset T p_offset_std Adding (t) gives the deflection amount T as the static response. p_EOstd Calculate (t). This deflection amount T p_EOstd (t) corresponds to the static response when the railway vehicle 6 passes over the superstructure 7. Figure 23 shows the deflection amount T. p_EOstdAn example of (t) is shown. Also, Figure 24 shows the displacement data u(t) and deflection amount T. p_EOstd Show the relationship with (t).

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[0193] 1-3. Measurement Procedure Figure 25 is a flowchart illustrating an example of the procedure for the measurement method of this embodiment. In this embodiment, the measuring device 1 performs the procedure shown in Figure 25.

[0194] As shown in Figure 25, first, in the observation data acquisition process S10, the measuring device 1 acquires acceleration data a(k), which is observation data output from the sensor 2, which is an observation device.

[0195] Next, in the displacement data generation process S20, the measuring device 1 generates displacement data u(t), which is first displacement data based on acceleration as a physical quantity that is the response to the action of multiple axles of the railway vehicle 6 moving on the superstructure 7 at observation points R, based on the acceleration data a(k), which is the observed data acquired in process S10. An example of the procedure for the displacement data generation process S20 will be described later.

[0196] Next, in the observation information generation process S30, the measuring device 1 determines the entry time t of the railway vehicle 6 relative to the superstructure 7. i and departure time t o It generates observational information including the entry time t. i This is the time when the leading axle of the railway vehicle 6 passes the entry end of the superstructure 7, and the exit time t o This is the time when the last axle of the multiple axles of the railway vehicle 6 passes the protruding end of the superstructure 7. In this embodiment, the measuring device 1 calculates the entry time t based on the displacement data u(t) generated in process S20. i and departure time t o In addition, the number of vehicles C T This process generates observational information including the following. An example of the procedure for the observational information generation process S30 will be described later.

[0197] Next, in the average speed calculation step S40, the measuring device 1 calculates the average speed v of the railway vehicle 6 based on the observation information generated in step S30 and the environmental information including the dimensions of the railway vehicle 6 and the superstructure 7 that were prepared in advance. a The following is calculated: Environmental information: Length L of the superstructure 7 B , position L of observation point R x The length L of each of the 6 railway cars C (C m ), the number of axles of each vehicle a T (C m ) and the distance La(a) between each axle corresponding to the position of each of the multiple axles of the railway vehicle 6. w (C m This includes n). An example of the procedure for the average speed calculation process S40 will be described later.

[0198] Next, in the time interval calculation step S50, the measuring device 1 calculates the time interval t in which each of the railway vehicles 6 moved independently along the superstructure 7, based on the observation information generated in step S30 and the environmental information. Cm This is calculated. An example of the procedure for the time interval calculation process S50 will be described later.

[0199] Next, in the first deflection amount calculation step S60, the measuring device 1 calculates the first deflection amount T of the superstructure 7 by the railway vehicle 6, based on the approximate formula for the deflection of the superstructure 7, which is equation (49) mentioned above, the observation information generated in step S30, and the environmental information. std (t) is calculated. In this embodiment, the measuring device 1 calculates the average speed v of the railway vehicle 6 calculated in step S40. a Based on that, the amount of deflection T std (t) is calculated. An example of the procedure for the first deflection amount calculation step S60 will be described later.

[0200] Next, in the displacement response calculation step S70, the measuring device 1 uses the displacement data u(t) generated in step S20 and the time interval t calculated in step S50. Cm Based on this, according to equation (60) above, the displacement response u(C) when each car of the railway vehicle 6 moves independently along the superstructure 7 is obtained.m Calculate t).

[0201] Next, in the deflection response calculation step S80, the measuring device 1 measures the deflection amount T calculated in step S60. std (t) and the time interval t calculated in process S50 Cm Based on this, the deflection response T when each car of the railway vehicle 6 moves independently along the superstructure 7 is given by equation (61) above. std (C m Calculate t).

[0202] Next, in the weighting coefficient calculation step S90, the measuring device 1 calculates the displacement response u(C) calculated in step S70. m t) and the deflection response T calculated in process S80 std (C m Based on t), the weighting coefficient P for each vehicle of the railway vehicle 6. Cm This is calculated. An example of the procedure for the weighting coefficient calculation step S90 will be described later.

[0203] Next, in the second deflection calculation step S100, the measuring device 1 calculates the weighting coefficient P for each of the railway vehicles 6 calculated in step S90. Cm Based on this, the amount of deflection T calculated in process S60 std Deflection T is the second deflection amount corrected for (t). p_std (t) is calculated. Specifically, the measuring device 1 calculates the amount of deflection C of the superstructure 7 by each vehicle of the railway vehicle 6 using the aforementioned formula (58). std (C m ,t) and the weighting coefficient P for each vehicle Cm Adding the product of the two results in the amount of deflection T. p_std Calculate (t). Deflection T p_std (t) is the amount of deflection T std This is the amount of deflection weighted by the load on each vehicle relative to (t).

[0204] Next, in the static response calculation step S110, the measuring device 1 uses the displacement data u(t) generated in step S20 and the deflection amount T calculated in step S100. p_stdBased on (t), the amount of deflection T is the static response when the railway vehicle 6 moves along the superstructure 7. p_EOstd (t) is calculated. An example of the procedure for the static response calculation step S110 will be described later.

[0205] Next, in the measurement data output process S120, the measurement device 1 outputs the amount of deflection T as a static response calculated in process S110. p_EOstd Measurement data including (t) is output to monitoring device 3. Specifically, measurement device 1 transmits measurement data to monitoring device 3 via communication network 4. Measurement data includes deflection amount T p_EOstd In addition to (t), the displacement data u(t) and deflection amount T are also considered. p_std (t), T p_EOstd (t) and others may be included.

[0206] Then, until measurement is completed in process S130, the measuring device 1 repeatedly performs the processes from S10 to S120.

[0207] Figure 26 is a flowchart illustrating an example of the procedure for the displacement data generation process S20 shown in Figure 25.

[0208] As shown in Figure 26, in step S201, the measuring device 1 generates velocity data v(t) by integrating the acceleration data a(t) output from the sensor 2, as shown in equation (1) above.

[0209] Then, in process S202, the measuring device 1 generates displacement data u(t) by integrating the velocity data v(t) generated in process S201, as shown in equation (2) above.

[0210] Thus, in this embodiment, the displacement data u(t) is data of the displacement of the superstructure 7 caused by the railway vehicle 6, which is a moving body, moving along the superstructure 7, and is data obtained by integrating twice the acceleration in the direction intersecting the surface of the superstructure 7 on which the railway vehicle 6 is moving. Therefore, the displacement data u(t) includes waveforms that are convex in the positive or negative direction, specifically, rectangular waveforms, trapezoidal waveforms, or sinusoidal half-wave waveforms. Note that the rectangular waveform includes not only exact rectangular waveforms but also waveforms that approximate rectangular waveforms. Similarly, the trapezoidal waveform includes not only exact trapezoidal waveforms but also waveforms that approximate trapezoidal waveforms. Similarly, the sinusoidal half-wave waveform includes not only exact sinusoidal half-wave waveforms but also waveforms that approximate sinusoidal half-wave waveforms.

[0211] Figure 27 is a flowchart illustrating an example of the procedure for the observation information generation process S30 shown in Figure 25.

[0212] As shown in Figure 27, first, in step S301, the measuring device 1 performs a fast Fourier transform on the displacement data u(t) generated in step S20 in Figure 25 to calculate the power spectrum density, and sets the peak of the power spectrum density to the fundamental frequency f of the vibration component. u(t) It is calculated as follows.

[0213] Next, in step S302, the measuring device 1 uses the time interval ΔT of the displacement data u(t) samples and the fundamental frequency f calculated in step S301. u(t) Therefore, according to equation (3) above, the moving average interval t MA The displacement data u(t) is calculated, and then, using the aforementioned equation (4), the displacement data u(t) is subjected to a moving average process to reduce the vibration component. lp Calculate (t).

[0214] Next, in step S303, the measuring device 1 uses the displacement data u calculated in step S302 according to the equation (5) above. lp Differentiating (t) gives the velocity data v lp Calculate (t).

[0215] Next, in step S304, the measuring device 1 measures the entry time t iThe velocity data v calculated in process S303 is used as the basis for this calculation. lp Calculate the peak time of the negative region at the beginning of (t).

[0216] Next, in step S305, the measuring device 1 measures the advance time t o For example, speed data v lp Calculate the peak time in the positive domain at the end of (t).

[0217] Next, in step S306, the measuring device 1 measures the passage time t s The advance time t calculated in process S305 is used as the advance time. o and the entry time t calculated in process S304 i Calculate the difference.

[0218] Next, in step S307, the measuring device 1 calculates the number of railway vehicles C according to equations (7) and (8) mentioned above. T As such, the transit time t s and the fundamental frequency f u(t) The sum of t s f u(t) Calculate the integer closest to the number obtained by subtracting 1 from [the given number].

[0219] Then, in step S308, the measuring device 1 measures the entry time t calculated in step S304. i , the entry time t calculated in process S305 o , the passage time t calculated in process S306 s and the number of vehicles C calculated in process S307 T It generates observational information that includes this information.

[0220] Figure 28 is a flowchart illustrating an example of the procedure for the average speed calculation process S40 in Figure 25.

[0221] As shown in Figure 28, first, in step S401, the measuring device 1 calculates the distance D from the leading axle to the trailing axle of the railway vehicle 6 based on environmental information using the aforementioned equation (11). wa (a w (C T ,a T (C T Calculate ))).

[0222] Furthermore, in step S402, the measuring device 1 calculates the distance from the entry end to the exit end of the superstructure 7 based on the environmental information. In this embodiment, the distance from the entry end to the exit end of the superstructure 7 is the length L of the superstructure 7 included in the environmental information. B That is the case.

[0223] Then, in step S403, the measuring device 1 receives the entry time t included in the observation information generated in step S308 in Figure 27. i and departure time t o The distance D from the leading axle to the trailing axle of the railway vehicle 6, calculated in process S401. wa (a w (C T ,a T (C T ))), and the length L of the superstructure 7, which is the distance from the entry end to the exit end of the superstructure 7 calculated in process S402. B Based on this, according to equation (12) above, the average speed v of the railway vehicle 6 is a Calculate.

[0224] Figure 29 is a flowchart showing an example of the procedure for the time interval calculation process S50 in Figure 25.

[0225] First, in process S501, the measuring device 1 is C m =2~C T For each of these, as in equation (21) above, the entry time t i From the front axle of the first vehicle, C m -Distance D to the last axle of the first vehicle wa (a w (C m -1,a T (C m -1))) and the length L of the superstructure 7 B The sum of the average speed v a Add the value obtained by dividing by C m - The time t when the last axle of the first vehicle extends from the superstructure 7 i_Cm Calculate.

[0226] Next, in step S502, the measuring device 1 is C m =1~C T For each of -1, as in equation (22) above, the entry time t i From the front axle of the first vehicle, C m Distance D to the leading axle of the +1 vehicle wa (a w (C m +1,1)) with average speed v a Add the value obtained by dividing by C m The time t when the leading axle of the +1 vehicle enters the superstructure 7 o_Cm Calculate.

[0227] Next, in step S503, the measuring device 1 measures the entry time t i From time t o_1 Let the time interval t1 be the period during which the leading vehicle moves alone along the superstructure 7.

[0228] Next, in step S504, the measuring device 1 is C m =2~C T For each of -1, time t i_Cm From time t o_Cm C m The time interval t during which the second vehicle moves alone over the superstructure 7 Cm Let's assume that.

[0229] Finally, in process S505, the measuring device 1 measures time t i_CT From the time of advance t o During the time interval t, the last vehicle moves alone along the superstructure 7. CT Let's assume that.

[0230] Figure 30 is a flowchart showing an example of the procedure for the first deflection amount calculation step S60 in Figure 25.

[0231] As shown in Figure 30, first, in step S601, the measuring device 1, based on environmental information, uses the aforementioned formula (10) to determine the distance from the leading axle of the railway vehicle 6 to C m Distance D to the nth axle of the nth vehicle wa (a w (Cm Calculate n) respectively.

[0232] Next, in step S602, the measuring device 1 measures the position L of the observation point R included in the environmental information. x And the average speed v a Using the above, according to equation (51), any axle of the railway vehicle 6 is at position L of observation point R from the entry end of the superstructure 7. x The time required to reach that point t xn Calculate.

[0233] Furthermore, in process S603, the measuring device 1 measures the length L of the superstructure 7, which is the distance from the entry end to the exit end of the superstructure 7. B And the average speed v a Using and the above equation (52), the time t required for any axle of the railway vehicle 6 to pass through the superstructure 7 is ln Calculate.

[0234] Furthermore, in step S604, the measuring device 1 measures the entry time t included in the observation information. i And the distance D calculated in process S601 wa (a w (C m n)) and average speed v a Using and according to the aforementioned equation (53), C of railway vehicle 6 m Time t0(C) when the nth axle of the nth vehicle reaches the entry end of the superstructure 7 m Calculate n) respectively.

[0235] Next, in step S605, the measuring device 1 uses the approximate formula for the deflection of the superstructure 7, which is equation (49) mentioned above, and the time t calculated in step S602. xn And the time t calculated in process S603 ln And the time t0(C) calculated in process S604 m Using ,n), according to the above equation (54), C m The amount of deflection w of the superstructure 7 by the nth axle of the nth vehicle. std (a w (C m Calculate n) and t) respectively.

[0236] Next, in step S606, the measuring device 1 measures the amount of deflection w of the superstructure 7 by each axle calculated in step S605 for each vehicle using the aforementioned formula (56). std (a w (C m Add ,n) and t) to obtain the amount of deflection C of the superstructure 7 for each vehicle. std (C m Calculate t).

[0237] Then, in step S607, the measuring device 1 measures the amount of deflection C of the superstructure 7 for each vehicle, calculated in step S606, using the aforementioned formula (57). std (C m Adding t) gives the amount of deflection T of the superstructure 7 due to the railway vehicle 6. std Calculate (t).

[0238] Figure 31 is a flowchart illustrating an example of the procedure for the weighting coefficient calculation step S90 in Figure 25.

[0239] As shown in Figure 31, first, in step S901, the measuring device 1 measures the time interval t during which each of the railway vehicles 6 moves along the superstructure 7 independently. Cm Displacement response u(C) m Calculate the amplitude of t).

[0240] Next, in step S902, the measuring device 1 measures the time interval t during which each of the railway vehicles 6 moves along the superstructure 7 independently. Cm The deflection response T std (C m Calculate the amplitude of t).

[0241] Then, in step S903, the measuring device 1 determines the weighting coefficient P for each vehicle. Cm As such, the displacement response u(C) calculated in process S901 m The amplitude of t) and the deflection response T calculated in process S902 std (C mThe ratio of the amplitude to t) is calculated. The amplitude calculated in process S901 and the amplitude calculated in process S902 are either average values ​​or integrated values. When the amplitude is an average value, the measuring device 1 uses the weighting coefficient P according to the above formula (62). Cm Calculate the weighting coefficient P if the amplitude is an integrated value, using the previously mentioned formula (64). Cm Calculate.

[0242] Figure 32 is a flowchart illustrating an example of the procedure for the static response calculation step S110 in Figure 25.

[0243] As shown in Figure 32, first, in step S1101, the measuring device 1 filters the first displacement data u(t), which is the displacement data generated in step S20 in Figure 25, to reduce the vibration component and obtains a second displacement data u lp The measurement device 1 calculates (t) by performing a Fast Fourier Transform on the displacement data u(t) to calculate the power spectrum density, and the peak of the power spectrum density is the fundamental frequency f of the vibration component. u(t) The calculation is performed using the time interval ΔT of the displacement data u(t) samples and the calculated fundamental frequency f. u(t) Therefore, according to equation (3) above, the moving average interval t MA The displacement data u(t) is calculated, and then, using the aforementioned equation (4), the displacement data u(t) is subjected to a moving average process to reduce the vibration component. lp Calculate (t).

[0244] Next, in step S1102, the measuring device 1 measures the deflection amount T, which is the second deflection amount calculated in step S100 in Figure 25. p_std Deflection T is a third deflection amount obtained by filtering (t) to reduce the vibration component. p_std_lp (t) is calculated. Specifically, measuring device 1 calculates the deflection amount T. p_std The power spectrum density is calculated by performing a Fast Fourier Transform on (t), and the peak of the power spectrum density is the fundamental frequency F of the vibration component. M The calculation is performed using the time interval ΔT and the calculated fundamental frequency F. Then, the measuring device 1 takes the time interval ΔT and the calculated fundamental frequency F as values. MTherefore, according to the equation (67) above, the moving average interval k mM The deflection amount T is calculated using the previously mentioned formula (68). p_std Deflection T obtained by applying a moving average to (t) to reduce the oscillation component. p_std_lp Calculate (t).

[0245] Next, in step S1103, the measuring device 1 measures the displacement data u, which is the second displacement data calculated in step S1101. lp (t) is the third deflection amount T calculated in process S1102. p_std_lp The displacement data u is approximated by a linear function of (t), and the linear coefficient c1 and zero-order coefficient c0 of the linear function are calculated. Specifically, the measuring device 1 takes the displacement data u as shown in equation (69) above. lp (t) is the amount of deflection T p_std_lp We approximate (t) with a linear function and use the least squares method to calculate the linear coefficient c1 and the zeroth coefficient c0 using equations (71) and (72) mentioned above.

[0246] Next, in step S1104, the measuring device 1 uses the first-order coefficient c1 and the zero-order coefficient c0 calculated in step S1103, and the third deflection amount T calculated in step S1102. p_std_lp Based on (t), the fourth deflection amount is the deflection amount T. p_Estd_lp (t) is calculated. Specifically, the measuring device 1 calculates the entry time t as shown in equation (73) above. i Sections and departure times prior to t o In the section after that, the linear coefficient c1 and the amount of deflection T p_std_lp Product c1T with (t) p_std_lp (t) and entry time t i and the time of entry t o In the interval between these two points, the product c1T p_std_lp The amount of deflection T is the sum of (t) and the zeroth-order coefficient c0. Estd_lp Calculate (t).

[0247] Next, in step S1105, the measuring device 1 uses the zero-order coefficient c0 calculated in step S1103 and the third deflection amount T calculated in step S1102. p_std_lp(t) and the fourth deflection amount T calculated in process S1104 p_Estd_lp Based on (t), offset T p_offset_std (t) is calculated. Specifically, the measuring device 1 calculates the amount of deflection T in a predetermined section using the above formula (76). p_Estd_lp (t) and deflection amount T p_std_lp Amplitude ratio R with (t) T The amplitude ratio R is calculated as shown in equation (77) above. Then, the measuring device 1 calculates the amplitude ratio R. T and deflection amount T p_std_lp Product R with (t) T T std_lp The product R where the absolute value of (t) is greater than the absolute value of the zeroth coefficient c0. T T p_std_lp Replace the interval (t) with the zeroth coefficient c0 and offset T p_offset_std Calculate (t).

[0248] Then, in step S1106, the measuring device 1 uses the linear coefficient c1 calculated in step S1103 and the second deflection amount T calculated in step S100 in Figure 25, as shown in equation (78) above. p_std The product of (t) and the offset T calculated in process S1105 p_offset_std Adding (t) gives the deflection amount T as the static response. p_EOstd Calculate (t).

[0249] 1-4. Configuration of observation equipment, measurement equipment, and monitoring equipment Figure 33 shows an example configuration of the observation device, consisting of sensor 2, measurement device 1, and monitoring device 3.

[0250] As shown in Figure 33, the sensor 2 comprises a communication unit 21, an acceleration sensor 22, a processor 23, and a storage unit 24.

[0251] The memory unit 24 is a memory that stores various programs and data for the processor 23 to perform calculation and control processing. The memory unit 24 also stores programs and data for the processor 23 to implement predetermined application functions.

[0252] The acceleration sensor 22 detects acceleration occurring in each of the three axes.

[0253] The processor 23 controls the acceleration sensor 22 by executing the observation program 241 stored in the memory unit 24, generates observation data 242 based on the acceleration detected by the acceleration sensor 22, and stores the generated observation data 242 in the memory unit 24. In this embodiment, the observation data 242 is acceleration data a(k).

[0254] The communication unit 21, under the control of the processor 23, transmits the observation data 242 stored in the memory unit 24 to the measuring device 1.

[0255] As shown in Figure 33, the measuring device 1 comprises a first communication unit 11, a second communication unit 12, a storage unit 13, and a processor 14.

[0256] The first communication unit 11 receives observation data 242 from the sensor 2 and outputs the received observation data 242 to the processor 14. As mentioned above, the observation data 242 is acceleration data a(k).

[0257] The memory unit 13 is a memory that stores programs and data for the processor 14 to perform calculation and control processing. The memory unit 13 also stores various programs and data for the processor 14 to implement predetermined application functions. Furthermore, the processor 14 may receive various programs and data via the communication network 4 and store them in the memory unit 13.

[0258] The processor 14 generates measurement data 135 based on the observation data 242 received by the first communication unit 11 and the environmental information 132 previously stored in the storage unit 13, and stores the generated measurement data 135 in the storage unit 13.

[0259] In this embodiment, the processor 14 functions as an observation data acquisition unit 141, a displacement data generation unit 142, an observation information generation unit 143, an average velocity calculation unit 144, a time interval calculation unit 145, a first deflection amount calculation unit 146, a displacement response calculation unit 147, a deflection response calculation unit 148, a weighting coefficient calculation unit 149, a second deflection amount calculation unit 150, a static response calculation unit 151, and a measurement data output unit 152 by executing a measurement program 131 stored in the memory unit 13. Specifically, the processor 14 includes an observation data acquisition unit 141, a displacement data generation unit 142, an observation information generation unit 143, an average velocity calculation unit 144, a time interval calculation unit 145, a first deflection amount calculation unit 146, a displacement response calculation unit 147, a deflection response calculation unit 148, a weighting coefficient calculation unit 149, a second deflection amount calculation unit 150, a static response calculation unit 151, and a measurement data output unit 152.

[0260] The observation data acquisition unit 141 acquires the observation data 242 received by the first communication unit 11 and stores it in the storage unit 13 as observation data 133. In other words, the observation data acquisition unit 141 performs the observation data acquisition process S10 shown in Figure 25.

[0261] The displacement data generation unit 142 reads the observation data 133 stored in the storage unit 13 and generates displacement data u(t), which is first displacement data based on acceleration as a physical quantity that is the response to the action of multiple axles of the railway vehicle 6 moving on the superstructure 7 at observation point R, based on the acceleration data a(t) which is the observation data 133. Specifically, the displacement data generation unit 142 generates velocity data v(t) by integrating the acceleration data a(t) which is the observation data 133, as shown in equation (1) above, and further generates displacement data u(t) by integrating the velocity data v(t), as shown in equation (2) above. In other words, the displacement data generation unit 142 performs the processing of the displacement data generation process S20 in Figure 25, specifically the processing of processes S201 and S202 in Figure 26.

[0262] The observation information generation unit 143 generates the entry time t of the superstructure 7 of the railway vehicle 6. i and departure time t oObservation information including is generated. In this embodiment, the observation information generation unit 143 generates the entry time t based on the displacement data u(t) generated by the displacement data generation unit 142. i and departure time t o In addition, the number of vehicles C T Observation information 134 including the above is generated and stored in the memory unit 13. Specifically, first, the observation information generation unit 143 performs a fast Fourier transform on the displacement data u(t) to calculate the power spectrum density, and sets the peak of the power spectrum density to the fundamental frequency f of the vibration component. u(t) The calculation is performed as follows. Next, the observation information generation unit 143 calculates the time interval ΔT of the displacement data u(t) samples and the fundamental frequency f u(t) Therefore, according to equation (3) above, the moving average interval t MA The displacement data u(t) is calculated, and then, using the aforementioned equation (4), the displacement data u(t) is subjected to a moving average process to reduce the vibration component. lp (t) is calculated. Next, the observation information generation unit 143 calculates the displacement data u using the equation (5) mentioned above. lp Differentiating (t) gives the velocity data v lp (t) is calculated. Next, the observation information generation unit 143 calculates the entry time t i For example, speed data v lp The peak time of the negative region at the beginning of (t) is calculated. Next, the observation information generation unit 143 calculates the advance time t o For example, speed data v lp The peak time of the last positive region of (t) is calculated. Next, the observation information generation unit 143 calculates the transit time t s As for the entry time t o and approach time t i The difference is calculated. Next, the observation information generation unit 143 calculates the number of railway vehicles C. T As such, the transit time t s and the fundamental frequency f u(t) The sum of t s f u(t) The integer closest to the number obtained by subtracting 1 from is calculated. Then, the observation information generation unit 143 calculates the entry time t i , advance time t o , transit time t s and number of vehicles C TObservation information including the above is generated. That is, the observation information generation unit 143 performs the processing of the observation information generation process S30 in Figure 25, specifically the processing of steps S301 to S308 in Figure 27.

[0263] The average speed calculation unit 144 calculates the average speed v of the railway vehicle 6 based on the observation information 134 stored in the memory unit 13 and the environmental information 132, which includes the dimensions of the railway vehicle 6 and the dimensions of the superstructure 7, that has been created in advance and is stored in the memory unit 13. a The average speed calculation unit 144 calculates the distance D from the leading axle to the trailing axle of the railway vehicle 6 using the aforementioned formula (11) based on the environmental information 132. wa (a w (C T ,a T (C T The average speed calculation unit 144 calculates the length L of the superstructure 7, which is the distance from the entry end to the exit end of the superstructure 7, based on the environmental information 132. B The average speed calculation unit 144 then calculates the entry time t included in the observation information 134. i and departure time t o Distance D wa (a w (C T ,a T (C T ))) and the length L of the superstructure 7 B Based on this, according to equation (12) above, the average speed v of the railway vehicle 6 is a The average speed is calculated. Specifically, the average speed calculation unit 144 performs the processing of the average speed calculation step S40 in Figure 25, and more precisely, the processing of steps S401, S402, and S403 in Figure 28.

[0264] The time interval calculation unit 145 calculates the time interval t of each railway vehicle 6 moving independently on the superstructure 7 based on the observation information 134 stored in the memory unit 13 and the environmental information 132 stored in the memory unit 13. Cm It calculates C. Specifically, the time interval calculation unit 145 calculates C m =2~C T For each of these, as in equation (21) above, the entry time t iFrom the front axle of the first vehicle, C m -Distance D to the last axle of the first vehicle wa (a w (C m -1,a T (C m -1))) and the length L of the superstructure 7 B The sum of the average speed v a Add the value obtained by dividing by C m - The time t when the last axle of the first vehicle extends from the superstructure 7 i_Cm Next, the time interval calculation unit 145 calculates C m =1~C T For each of -1, as in equation (22) above, the entry time t i From the front axle of the first vehicle, C m Distance D to the leading axle of the +1 vehicle wa (a w (C m +1,1)) with average speed v a Add the value obtained by dividing by C m The time t when the leading axle of the +1 vehicle enters the superstructure 7 o_Cm Next, the time interval calculation unit 145 calculates the entry time t i From time t o_1 The time interval t1 is defined as the period up to when the leading vehicle moves alone on the superstructure 7. Next, the time interval calculation unit 145 calculates C m =2~C T For each of -1, time t i_Cm From time t o_Cm C m The time interval t during which the second vehicle moves alone over the superstructure 7 Cm Finally, the time interval calculation unit 145 calculates the time t i_CT From the time of advance t o During the time interval t, the last vehicle moves alone along the superstructure 7. CT In other words, the time interval calculation unit 145 performs the processing of the time interval calculation step S50 in Figure 25, specifically the processing of steps S501 to S505 in Figure 29.

[0265] The first deflection amount calculation unit 146 calculates the first deflection amount T of the superstructure 7 caused by the railway vehicle 6, based on the approximate formula for the deflection of the superstructure 7, which is equation (49) mentioned above, the observation information 134 stored in the memory unit 13, and the environmental information 132 stored in the memory unit 13. std (t) is calculated. In this embodiment, the first deflection amount calculation unit 146 calculates the average speed v of the railway vehicle 6 calculated by the average speed calculation unit 144. a Based on that, the amount of deflection T std (t) is calculated. Specifically, first, the first deflection calculation unit 146 calculates C from the leading axle of the railway vehicle 6 based on the environmental information 132 using the aforementioned formula (10). m Distance D to the nth axle of the nth vehicle wa (a w (C m Next, the first deflection amount calculation unit 146 calculates the position L of the observation point R included in the environmental information 132. x And the average speed v a Using the above, according to equation (51), any axle of the railway vehicle 6 is at position L of observation point R from the entry end of the superstructure 7. x The time required to reach that point t xn The first deflection calculation unit 146 calculates the length L of the superstructure 7, which is the distance from the entry end to the exit end of the superstructure 7. B And the average speed v a Using and the above equation (52), the time t required for any axle of the railway vehicle 6 to pass through the superstructure 7 is ln Furthermore, the first deflection amount calculation unit 146 calculates the entry time t included in the observation information 134. i and distance D wa (a w (C m n)) and average speed v a Using and according to the aforementioned equation (53), C of railway vehicle 6 m Time t0(C) when the nth axle of the nth vehicle reaches the entry end of the superstructure 7 m Next, the first deflection amount calculation unit 146 calculates the approximation formula for the deflection of the superstructure 7, which is equation (49) mentioned above, and time t xn And, time t ln And, time t0(Cm Using ,n), according to the above equation (54), C m The amount of deflection w of the superstructure 7 by the nth axle of the nth vehicle. std (a w (C m Next, the first deflection amount calculation unit 146 calculates the deflection amount w std (a w (C m Using ,n),t), by the aforementioned equation (56), C m Deflection C of the superstructure 7 by the second vehicle std (C m The first deflection amount calculation unit 146 calculates the deflection amount C std (C m Using t), the amount of deflection T of the superstructure 7 due to the railway vehicle 6 is given by equation (57) above. std (t) is calculated. That is, the first deflection amount calculation unit 146 performs the processing of the first deflection amount calculation step S60 in Figure 25, specifically the processing of steps S601 to S607 in Figure 30.

[0266] The displacement response calculation unit 147 uses the displacement data u(t) generated by the displacement data generation unit 142 and the time interval t calculated by the time interval calculation unit 145. Cm Based on this, according to equation (60) above, the displacement response u(C) when each car of the railway vehicle 6 moves independently along the superstructure 7 is obtained. m The displacement response calculation unit 147 calculates t). That is, the displacement response calculation unit 147 performs the process of the displacement response calculation step S70 in Figure 25.

[0267] The deflection response calculation unit 148 calculates the deflection amount T calculated by the first deflection amount calculation unit 146. std (t) and the time interval t calculated by the time interval calculation unit 145 Cm Based on this, the deflection response T when each car of the railway vehicle 6 moves independently along the superstructure 7 is given by equation (61) above. std (C m The deflection response calculation unit 148 calculates t). In other words, the deflection response calculation unit 148 performs the processing of the deflection response calculation step S80 in Figure 25.

[0268] The weighting coefficient calculation unit 149 calculates the displacement response u(C) calculated by the displacement response calculation unit 147. m t) and the deflection response T calculated by the deflection response calculation unit 148 std (C m Based on t), the weighting coefficient P for each vehicle of the railway vehicle 6. Cm The weighting coefficient calculation unit 149 first calculates the time interval t during which each of the railway vehicles 6 moved along the superstructure 7 independently. Cm Displacement response u(C) m The amplitude of t) is calculated. Next, the weighting coefficient calculation unit 149 calculates the time interval t in which each of the railway vehicles 6 moves along the superstructure 7 independently. Cm The deflection response T std (C m The amplitude of t) is calculated. Then, the weighting coefficient calculation unit 149 calculates the weighting coefficient P for each vehicle. Cm As, the displacement response u(C m Amplitude and deflection response T) std (C m The ratio of t) to the amplitude is calculated. The amplitude is either the average value or the integrated value, and the weighting coefficient calculation unit 149 calculates the weighting coefficient P using the aforementioned formula (62) if the amplitude is the average value. Cm Calculate the weighting coefficient P if the amplitude is an integrated value, using the previously mentioned formula (64). Cm The weighting coefficient calculation unit 149 performs the processing of the weighting coefficient calculation step S90 in Figure 25, specifically the processing of steps S901, S902, and S903 in Figure 31.

[0269] The second deflection calculation unit 150 calculates the weighting coefficient P for each vehicle of the railway vehicle 6 calculated by the weighting coefficient calculation unit 149. Cm Based on this, the first deflection amount calculation unit 146 calculates the deflection amount T. std Deflection T is the second deflection amount corrected for (t). p_std (t) is calculated. Specifically, the second deflection amount calculation unit 150 calculates the amount of deflection C of the superstructure 7 by each vehicle of the railway vehicle 6 using the above formula (58). std (C m ,t) and the weighting coefficient P for each vehicle Cm Adding the product of the two results in the amount of deflection T.p_std Calculate (t). Deflection T p_std (t) is the amount of deflection T std This is the amount of deflection weighted by the load of each vehicle relative to (t). In other words, the second deflection calculation unit 150 performs the process of the second deflection calculation step S100 in Figure 25.

[0270] The static response calculation unit 151 uses the displacement data u(t) generated by the displacement data generation unit 142 and the deflection amount T calculated by the second deflection amount calculation unit 150. p_std Based on (t), the amount of deflection T is the static response when the railway vehicle 6 moves along the superstructure 7. p_EOstd (t) is calculated. Specifically, first the static response calculation unit 151 filters the first displacement data, displacement data u(t), to reduce the vibration component and obtains a second displacement data, displacement data u lp The (t) is calculated. For example, the static response calculation unit 151 performs a fast Fourier transform on the displacement data u(t) to calculate the power spectrum density, and the peak of the power spectrum density is the fundamental frequency f of the vibration component. u(t) The static response calculation unit 151 then calculates the time interval ΔT of the displacement data u(t) samples and the fundamental frequency f u(t) Therefore, according to equation (3) above, the moving average interval t MA The displacement data u(t) is calculated, and then, using the aforementioned equation (4), the displacement data u(t) is subjected to a moving average process to reduce the vibration component. lp Calculate (t).

[0271] Next, the static response calculation unit 151 calculates the second deflection amount, which is the deflection amount T. p_std Deflection T is a third deflection amount obtained by filtering (t) to reduce the vibration component. p_std_lp (t) is calculated. For example, the static response calculation unit 151 calculates the deflection amount T. p_std The power spectrum density is calculated by performing a Fast Fourier Transform on (t), and the peak of the power spectrum density is the fundamental frequency F of the vibration component. M The static response calculation unit 151 then calculates the time interval ΔT and the fundamental frequency F. M Therefore, according to the equation (67) above, the moving average interval kmM The deflection amount T is calculated using the previously mentioned formula (68). p_std Deflection T obtained by applying a moving average to (t) to reduce the oscillation component. p_std_lp Calculate (t).

[0272] Next, the static response calculation unit 151 calculates the displacement data u lp (t) is the amount of deflection T p_std_lp The (t) is approximated by a linear function, and the linear coefficient c1 and zero-order coefficient c0 of the linear function are calculated. For example, the static response calculation unit 151 calculates the displacement data u as shown in equation (69) above. lp (t) is the amount of deflection T p_std_lp We approximate (t) with a linear function and use the least squares method to calculate the linear coefficient c1 and the zeroth coefficient c0 using equations (71) and (72) mentioned above.

[0273] Next, the static response calculation unit 151 calculates the first-order coefficient c1 and the zero-order coefficient c0, and the third deflection amount T. p_std_lp Based on (t), the fourth deflection amount is the deflection amount T. p_Estd_lp (t) is calculated. For example, the static response calculation unit 151 calculates the entry time t as shown in equation (73) above. i Sections and departure times prior to t o In the section after that, the linear coefficient c1 and the amount of deflection T p_std_lp Product c1T with (t) p_std_lp (t) and entry time t i and the time of entry t o In the interval between these two points, the product c1T p_std_lp The amount of deflection T is the sum of (t) and the zeroth-order coefficient c0. Estd_lp Calculate (t).

[0274] Next, the static response calculation unit 151 calculates the zero-order coefficient c0 and the deflection amount T. p_std_lp (t) and deflection amount T p_Estd_lp Based on (t), offset T p_offset_std (t) is calculated. For example, the static response calculation unit 151 calculates the amount of deflection T in a predetermined section using the above equation (76). p_Estd_lp (t) and deflection amount T p_std_lp Amplitude ratio R with (t) TThe static response calculation unit 151 then calculates the amplitude ratio R as shown in equation (77) above. T and deflection amount T p_std_lp Product R with (t) T T std_lp The product R where the absolute value of (t) is greater than the absolute value of the zeroth coefficient c0. T T p_std_lp Replace the interval (t) with the zeroth coefficient c0 and offset T p_offset_std Calculate (t).

[0275] Finally, the static response calculation unit 151 calculates the linear coefficient c1 and the deflection amount T, as shown in equation (78) above. p_std The product of (t) and offset T p_offset_std Adding (t) gives the deflection amount T as the static response. p_EOstd (t) is calculated. That is, the static response calculation unit 151 performs the static response calculation process S110 in Figure 25, specifically the processes S1101 to S1106 in Figure 32.

[0276] Deflection T as a static response p_EOstd (t) is stored in the storage unit 13 as at least part of the measurement data 135. The measurement data 135 is the deflection amount T p_EOstd In addition to (t), displacement data u(t), u lp (t), weighting coefficient P Cm , deflection amount T p_std (t), T p_std_lp (t), T p_Estd_lp (t) and others may be included.

[0277] The measurement data output unit 152 reads the measurement data 135 stored in the storage unit 13 and outputs the measurement data 135 to the monitoring device 3. Specifically, under the control of the measurement data output unit 152, the second communication unit 12 transmits the measurement data 135 stored in the storage unit 13 to the monitoring device 3 via the communication network 4. In other words, the measurement data output unit 152 performs the measurement data output process S120 shown in Figure 25.

[0278] Thus, the measurement program 131 is a program that instructs the computer, which is the measuring device 1, to execute each step of the flowchart shown in Figure 25.

[0279] As shown in Figure 33, the monitoring device 3 comprises a communication unit 31, a processor 32, a display unit 33, an operation unit 34, and a storage unit 35.

[0280] The communication unit 31 receives measurement data 135 from the measuring device 1 and outputs the received measurement data 135 to the processor 32.

[0281] The display unit 33 displays various 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 stands for Electro Luminescence.

[0282] The operation unit 34 outputs operation data corresponding to user operations to the processor 32. The operation unit 34 may be an input device such as a mouse, keyboard, or microphone.

[0283] The memory unit 35 is a memory that stores various programs and data for the processor 32 to perform calculation and control processing. The memory unit 35 also stores programs and data for the processor 32 to implement predetermined application functions.

[0284] The processor 32 acquires the measurement data 135 received by the communication unit 31, evaluates the change in displacement of the superstructure 7 over time based on the acquired measurement data 135, generates evaluation information, and displays the generated evaluation information on the display unit 33.

[0285] In this embodiment, the processor 32 functions as a measurement data acquisition unit 321 and a monitoring unit 322 by executing a monitoring program 351 stored in the storage unit 35. That is, the processor 32 includes a measurement data acquisition unit 321 and a monitoring unit 322.

[0286] The measurement data acquisition unit 321 acquires the measurement data 135 received by the communication unit 31 and adds the acquired measurement data 135 to the measurement data sequence 352 stored in the storage unit 35.

[0287] The monitoring unit 322 statistically evaluates the change in the amount of deflection of the superstructure 7 over time based on the measurement data sequence 352 stored in the memory unit 35. The monitoring unit 322 then generates evaluation information showing the evaluation results and displays the generated evaluation information on the display unit 33. The user can monitor the state of the superstructure 7 based on the evaluation information displayed on the display unit 33.

[0288] 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.

[0289] Furthermore, the processor 32 transmits information to the measuring device 1 via the communication unit 31 to adjust the operating status of the measuring device 1 and sensor 2 based on the operation data output from the operation unit 34. The operating status of the measuring device 1 is adjusted based on the information received via the second communication unit 12. The measuring device 1 also transmits information to the sensor 2 via the first communication unit 11 to adjust the operating status of sensor 2, which it received via the second communication unit 12. The operating status of sensor 2 is adjusted based on the information received via the communication unit 21.

[0290] The processors 14, 23, and 32 may, for example, have their functions implemented by individual hardware components, or by integrated hardware components. For example, the processors 14, 23, and 32 include hardware, 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 CPUs, GPUs, or DSPs. CPU stands for Central Processing Unit, GPU stands for Graphics Processing Unit, and DSP stands for Digital Signal Processor. Furthermore, the processors 14, 23, and 32 may be configured as custom ICs such as ASICs to implement the functions of each component, or the functions of each component may be implemented by a CPU and an ASIC. ASIC stands for Application Specific Integrated Circuit, and IC stands for Integrated Circuit.

[0291] Furthermore, the memory units 13, 24, and 35 are composed of various IC memories 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 memory units 13, 24, and 35 include non-volatile information storage devices that are readable by a computer, and various programs and data may be stored in these information storage devices. The information storage device may be an optical disc such as a DVD or CD, a hard disk drive, or various types of memory such as card-type memory or ROM.

[0292] Although only one sensor 2 is shown in Figure 33, multiple sensors 2 may each generate observation data 242 and transmit it to the measuring device 1. In this case, the measuring device 1 receives multiple observation data 242 transmitted from multiple sensors 2, generates multiple measurement data 135, and transmits them to the monitoring device 3. The monitoring device 3 also receives the multiple measurement data 135 transmitted from the measuring device 1 and monitors the state of multiple superstructures 7 based on the received multiple measurement data 135.

[0293] 1-5. Effects In the measurement method of this embodiment described above, the measuring device 1 generates displacement data u(t) based on acceleration data a(t) output from the sensor 2, and calculates the amount of deflection T of the superstructure 7 caused by the railway vehicle 6 based on equation (49), which is an approximate deflection formula based on a structural model that reflects the structure of the superstructure 7 of the bridge 5, observation information and environmental information. std (t) is calculated. Then, the measuring device 1 takes the displacement data u(t) and the deflection amount T as input. std A relatively simple process using (t) is used to determine the amount of deflection T when the railway vehicle 6 moves along the superstructure 7. p_std (t) is calculated. Therefore, according to the measurement method of this embodiment, the measurement device 1 does not perform computationally intensive processing such as estimating unknown parameters of the theoretical analysis model from acceleration data a(t) using inverse analysis, but rather calculates the deflection amount T with relatively little computational effort. p_std (t) can be calculated.

[0294] Furthermore, according to the measurement method of this embodiment, although the speed of the railway vehicle 6 actually changes slightly, it hardly changes at all, so the measuring device 1 assumes that the railway vehicle 6 has a constant average speed v a Assuming it is traveling at an average speed v a Based on, the amount of deflection T std By calculating (t), the amount of deflection T std This method allows for a significant reduction in computational complexity while maintaining the computational accuracy of (t).

[0295] Furthermore, according to the measurement method of this embodiment, the measuring device 1 directly measures the average speed v of the railway vehicle 6. a Without measuring, the average speed v of the railway vehicle 6 can be calculated using a simple calculation based on the acceleration data a(t) output from sensor 2, according to equation (13). a It is possible to calculate this.

[0296] Furthermore, in the measurement method of this embodiment, the measuring device 1 measures the time interval t during which each vehicle of the railway vehicle 6 moves along the superstructure 7 independently. Cm The displacement response u(C) when each vehicle moves independently along the superstructure 7 is calculated. m t) and deflection response T std (C m Calculate t) and time interval t Cm Displacement response u(C) m t) and deflection response T std (C m Based on t), a weighting coefficient P is assigned to each vehicle. Cm Calculate the length L of the superstructure 7. Specifically, B This is the C of railway vehicle 6. m -The last axle of the first vehicle and C m Since the distance D1 to the leading axle of the +1st vehicle is shorter than the time interval t during which each vehicle moves independently across the superstructure 7. Cm A weighting coefficient P is always present, and measuring device 1 is used. Cm For the time interval t, Cm Displacement response u(C) m Amplitude and deflection response T) std (C m The ratio of the amplitude of t) is calculated with high accuracy. Then, the measuring device 1 uses the accurately calculated weighting coefficient P Cm Based on this, deflection amount T std Deflection T corrected for (t) p_std (t) is calculated. Therefore, according to the measurement method of this embodiment, the measuring device 1 does not use the same coefficient for all of the railway vehicles 6, but rather uses a highly accurate weighting coefficient P according to the load of each vehicle. Cm Using this, the amount of deflection T of the superstructure 7 when the railway vehicle 6 moves along the superstructure 7. p_std (t) can be calculated with high accuracy.

[0297] Furthermore, in the measurement method of this embodiment, the measuring device 1 uses displacement data u(t) and deflection amount T. p_std Based on (t), the static response when the railway vehicle 6 moves along the superstructure 7 is calculated. Therefore, according to the measurement method of this embodiment, the measurement device 1 can accurately calculate the static response when the railway vehicle 6 moves along the superstructure 7 with relatively little computation time.

[0298] Furthermore, in the measurement method of this embodiment, the measurement device 1 filters the displacement data u(t) to obtain the displacement data u lp Calculate (t) and the amount of deflection T p_std Filter (t) to obtain the amount of deflection T p_std_lp (t) is calculated, and the displacement data u lp (t) is the amount of deflection T p_std_lp Approximate (t) with a linear function, calculate the linear coefficient c1 and zero-order coefficient c0 of the linear function, and compare the linear coefficient c1 and zero-order coefficient c0 with the deflection amount T p_std_lp Based on (t), the amount of deflection T p_Estd_lp Calculate (t), and the zeroth coefficient c0 and the amount of deflection T p_std_lp (t), T p_Estd_lp Based on (t), offset T p_offset_std Calculate (t), and the linear coefficient c1 and deflection amount T p_std The product of (t) and offset T p_offset_std Adding (t) gives the deflection amount T as the static response. p_EOstd (t) is calculated. Therefore, according to the measurement method of this embodiment, the measurement device 1 calculates the displacement data u(t) in which the vibration component included in the displacement data u(t) is reduced. lp Let (t) be the amount of deflection T p_std Deflection T with reduced vibration components in (t) p_std_lp By approximating with a linear function of (t), the accuracy of calculating the linear coefficient c1 and zero-order coefficient c0 of the linear function is improved. Then, the linear coefficient c1 and the deflection amount T p_std The product of (t) corresponds to the displacement of the superstructure 7 which is proportional to the load of the railway vehicle 6, and offset T p_offset_std(t) corresponds to the play or floating of the superstructure 7, which is a displacement not proportional to the load of the railway vehicle 6. Therefore, according to the measurement method of this embodiment, the linear coefficient c1 and the deflection amount T p_std Product of (t) and offset T p_offset_std By adding (t), the static response can be calculated with high accuracy.

[0299] 2. Variations The present invention is not limited to this embodiment, and various modifications can be implemented within the scope of the gist of the present invention.

[0300] In each of the embodiments described above, the observation device, sensor 2, is an acceleration sensor that outputs acceleration data a(k), but the observation device is not limited to an acceleration sensor. For example, the observation device may be an impact sensor, a pressure sensor, a strain gauge, an image measuring device, a load cell, or a displacement meter.

[0301] The impact sensor detects impact acceleration as a response to the action on each axle of the railway vehicle 6 at observation point R. The pressure sensor, strain gauge, and load cell detect stress changes as a response to the action on each axle of the railway vehicle 6 at observation point R. The image measuring device detects displacement as a response to the action on each axle of the railway vehicle 6 at observation point R through image processing. The displacement meter is, for example, a contact-type displacement meter, a ring-type displacement meter, a laser displacement meter, a pressure sensor, or a displacement measuring device using optical fiber, and detects displacement as a response to the action on each axle of the railway vehicle 6 at observation point R.

[0302] As an example, Figure 34 shows an example configuration of a measurement system 10 using a ring-type displacement sensor as an observation device. Also, Figure 35 shows an example configuration of a measurement system 10 using an image measurement device as an observation device. In Figures 34 and 35, the same reference numerals are used for the same components as in Figure 1, and their explanations are omitted. In the measurement system 10 shown in Figure 34, a piano wire 41 is fixed between the upper surface of the ring-type displacement sensor 40 and the lower surface of the main girder G directly above it. The ring-type displacement sensor 40 measures the displacement of the piano wire 41 due to the deflection of the superstructure 7 and transmits the measured displacement data to the measurement device 1. The measurement device 1 generates measurement data 135 based on the displacement data transmitted from the ring-type displacement sensor 40. In the measurement system 10 shown in Figure 35, a camera 50 transmits an image of a target 51 provided on the side of the main girder G to the measurement device 1. The measuring device 1 processes the image transmitted from the camera 50, calculates the displacement of the target 51 due to the deflection of the superstructure 7, generates displacement data, and generates measurement data 135 based on the generated displacement data. In the example in Figure 35, the measuring device 1 generates the displacement data as an image measuring device, but a different image measuring device (not shown) may generate the displacement data by image processing.

[0303] Furthermore, in each of the above embodiments, the bridge 5 is a railway bridge and the moving body that moves across the bridge 5 is a railway vehicle 6, but the bridge 5 may be a road bridge and the moving body that moves across the bridge 5 may be a vehicle such as an automobile, tram, truck, or construction vehicle. Figure 36 shows an example of the configuration of the measurement system 10 when the bridge 5 is a road bridge and a vehicle 6a moves across the bridge 5. In Figure 36, the same reference numerals are used for the same components as in Figure 1. As shown in Figure 36, the bridge 5, which is a road bridge, consists of a superstructure 7 and a substructure 8, similar to a railway bridge. Figure 37 is a cross-sectional view of the superstructure 7 cut along line AA in Figure 36. As shown in Figures 36 and 37, the superstructure 7 includes a bridge deck 7a consisting of a deck plate F, main girders G, and cross girders (not shown), and bearings 7b. Also, as shown in Figure 36, the substructure 8 includes bridge piers 8a and abutments 8b. The superstructure 7 is a structure that spans one of the following: adjacent abutments 8b and piers 8a, two adjacent abutments 8b, or two adjacent piers 8a. The 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. The bridge 5 is, for example, a steel bridge, a girder bridge, or a reinforced concrete bridge.

[0304] Each sensor 2 is installed in the longitudinal center of the superstructure 7, specifically in the longitudinal center of the main girder G. However, each sensor 2 only needs to be able to detect acceleration for calculating the displacement of the superstructure 7, and its installation position is not limited to the center of the superstructure 7. If each sensor 2 were installed on the floor plate F of the superstructure 7, there is a risk of damage due to the passage of vehicles 6a, and the measurement accuracy may be affected by local deformation of the bridge deck 7a. Therefore, in the examples of Figures 36 and 37, each sensor 2 is installed on the main girder G of the superstructure 7.

[0305] As shown in Figure 37, the superstructure 7 has two lanes L1 and L2 and three main girders G on which a moving vehicle 6a can move. In the example shown in Figures 36 and 37, sensors 2 are provided on each of the two main girders at both ends in the longitudinal center of the superstructure 7. An observation point R1 is provided at the surface of lane L1, which is vertically above one of the sensors 2, and an observation point R2 is provided at the surface of lane L2, which is vertically above the other sensor 2. In other words, the two sensors 2 are observation devices that observe observation points R1 and R2, respectively. The two sensors 2 that observe observation points R1 and R2 should be provided at a position where they can detect the acceleration generated at observation points R1 and R2 by the movement of the vehicle 6a, but it is desirable that they be provided at a position close to observation points R1 and R2. Note that the number of sensors 2, their installation positions, and the number of lanes are not limited to the example shown in Figures 36 and 37, and various modifications can be implemented.

[0306] The measuring device 1 calculates the displacement of lanes L1 and L2 due to the movement of the vehicle 6a based on the acceleration data output from each sensor 2, and transmits the displacement information of lanes L1 and L2 to the monitoring device 3 via the communication network 4. The monitoring device 3 stores this information in a storage device (not shown) and may, for example, perform processing such as monitoring the vehicle 6a or determining abnormalities in the superstructure 7 based on this information.

[0307] Furthermore, in each of the above embodiments, each sensor 2 is provided on the main girder G of the superstructure 7, but it may also be provided on the surface or interior of the superstructure 7, the underside of the floor plate F, the bridge pier 8a, etc. Also, in each of the above embodiments, the superstructure of a bridge was given as an example of a structure, but it is not limited to this, and the structure can be any structure that deforms due to the movement of the moving body.

[0308] Furthermore, in each of the above embodiments, the measuring device 1 determines the entry time t based on the observation data output from the observation device that observes the observation point R. i The time of entry t is calculated based on observation data output from other observation devices that observe the entry end of the superstructure 7. iThe advance time t may be calculated based on the observation data output from the observation device that observes the observation point R. o The calculation is performed, but the extension time t is based on observation data output from other observation devices that observe the extension end of the superstructure 7. o You may calculate this.

[0309] The embodiments and variations described above are examples only and are not limited thereto. For example, each embodiment and each variation can be combined as appropriate.

[0310] The present invention includes configurations substantially identical to those described in the embodiments, for example, configurations with the same function, method, and results, or configurations with the same purpose and effect. Furthermore, the present invention includes configurations in which non-essential parts of the configurations described in the embodiments are replaced. Furthermore, the present invention includes configurations that produce the same effects or achieve the same purpose as those described in the embodiments. Finally, the present invention includes configurations that add known technology to the configurations described in the embodiments.

[0311] The following can be derived from the embodiments and modifications described above.

[0312] One aspect of the measurement method is: Displacement data generation step, which generates first displacement data based on physical quantities that are the response of multiple parts of a moving body moving the structure to the action on the observation points, based on data output from an observation device that observes observation points of the structure, An observation information generation step that generates observation information including the time of entry and exit of the moving body to the structure, A time interval calculation step that calculates the time interval in which each vehicle of the mobile body moves through the structure independently, based on the observation information and environmental information including the dimensions of the mobile body and the dimensions of the structure, A first deflection calculation step calculates a first deflection amount of the structure caused by the moving body based on an approximate formula for the deflection of the structure, the observation information, and the environmental information. A displacement response calculation step that calculates the displacement response when each vehicle moves the structure independently, based on the first displacement data and the time interval in which each vehicle moves the structure independently, A deflection response calculation step, which calculates the deflection response when each vehicle moves the structure independently, based on the first deflection amount and the time interval in which each vehicle moves the structure independently, A weighting coefficient calculation step, which calculates a weighting coefficient for each vehicle based on the displacement response and deflection response during the time interval in which each vehicle moves the structure independently, A second deflection amount calculation step, which calculates a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficient for each of the vehicles, Includes.

[0313] In this measurement method, the amount of deflection of a structure when a moving object moves through it is calculated through a relatively simple process using first displacement data generated based on observational data and first deflection amount generated based on an approximate formula for structural deflection. Therefore, this measurement method allows for the calculation of the amount of deflection of a structure when a moving object moves through it with a relatively small amount of computation, without having to perform computationally intensive processing such as estimating unknown parameters of a theoretical analysis model from acceleration data using inverse analysis.

[0314] Furthermore, this measurement method calculates the time interval during which each vehicle of the moving body moves the structure independently, calculates the displacement response and deflection response when each vehicle moves the structure independently, calculates a weighting coefficient for each vehicle based on the displacement response and deflection response during the time interval during which each vehicle moves the structure independently, and calculates a second deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle. Therefore, according to this measurement method, instead of using the same coefficient for all vehicles, the amount of deflection of the structure when the moving body moves the structure can be calculated with high accuracy by using a weighting coefficient corresponding to the load of each vehicle.

[0315] In one embodiment of the above measurement method, The number of vehicles in the aforementioned mobile body is C T In that case, C is 2 or greater. T Each integer C less than or equal to -1 m In contrast, the length of the structure in the direction in which the moving body moves is the C of the moving body m -The last axle of the first vehicle and C m The distance to the leading axle of the +1 vehicle may be shorter than that.

[0316] According to this measurement method, there is always a time interval in which each vehicle of the moving structure moves independently, so it is possible to accurately calculate the weighting coefficient corresponding to the load of each vehicle.

[0317] In one embodiment of the above measurement method, The weighting coefficient calculation step is as follows: A step of calculating the amplitude of the displacement response during the time interval in which each of the vehicles moves the structure independently, A step of calculating the amplitude of the deflection response during the time interval in which each of the vehicles moves the structure independently, The process of calculating the ratio of the amplitude of the displacement response to the amplitude of the deflection response as the weighting coefficient for each of the vehicles, It may include.

[0318] This measurement method allows for the accurate calculation of weighting coefficients corresponding to the load of each vehicle.

[0319] In one embodiment of the above measurement method, The amplitude may be an average value or an integrated value.

[0320] In one embodiment of the above measurement method, In the second deflection calculation step described above, The second amount of deflection may be calculated by adding the product of the amount of deflection of the structure caused by each vehicle and the weighting coefficient for each vehicle.

[0321] One embodiment of the above measurement method is: The method may include a static response calculation step, which calculates the static response when the moving body moves the structure based on the first displacement data and the second deflection amount.

[0322] This measurement method allows for the accurate calculation of the static response when a moving object moves through a structure, using relatively low computational complexity.

[0323] In one embodiment of the above measurement method, The static response calculation step is as follows: A step of calculating second displacement data obtained by filtering the first displacement data to reduce the vibration component, A step of calculating a third deflection amount obtained by filtering the second deflection amount to reduce the vibration component, The process involves approximating the second displacement data with a linear function of the third deflection amount and calculating the linear coefficient and zero-order coefficient of the linear function, A step of calculating a fourth deflection amount based on the aforementioned first-order coefficient and zero-order coefficient and the aforementioned third deflection amount, A step of calculating the offset based on the zeroth coefficient, the third deflection amount, and the fourth deflection amount, A step of calculating the static response by adding the product of the first coefficient and the second deflection amount and the offset, It may include.

[0324] According to this measurement method, the accuracy of calculating the linear coefficients and zero-order coefficients of the linear function is improved by approximating the second displacement data, which has reduced vibration components contained in the first displacement data, with a linear function of the third deflection amount, which also has reduced vibration components contained in the second deflection amount. Furthermore, the product of the linear coefficient and the second deflection amount corresponds to the displacement of the structure proportional to the load of the moving body, and the offset corresponds to the displacement that is not proportional to the load of the moving body, such as play or floating of the structure. Therefore, according to this measurement method, the static response can be calculated with high accuracy by adding the product of the linear coefficient and the second deflection amount and the offset.

[0325] In one embodiment of the above measurement method, The aforementioned structure may be the superstructure of a bridge.

[0326] This measurement method allows for the accurate calculation of the amount of deflection of a structure when a moving object moves across the superstructure of a bridge, using relatively little computational effort.

[0327] In one embodiment of the above measurement method, The aforementioned moving object may be a railway vehicle.

[0328] This measurement method allows for the accurate calculation of the amount of deflection of a structure when a railway vehicle moves through it, with relatively little computational effort.

[0329] In one embodiment of the above measurement method, The approximate formula for the deflection of the aforementioned structure may be a formula based on the structural model of the aforementioned structure.

[0330] According to this measurement method, a first deflection amount that reflects the structure of the moving object can be calculated, and the deflection amount of the structure can be calculated with high accuracy.

[0331] In one embodiment of the above measurement method, The aforementioned structural model may be a simply supported beam at both ends.

[0332] This measurement method allows for the accurate calculation of the amount of deflection of a structure when a moving object moves through a structure that is similar in structure to a simply supported beam.

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

[0334] This measurement method allows for accurate measurement of structural deflection using acceleration, stress change, or displacement data.

[0335] In one embodiment of the above measurement method, The aforementioned structure may also be a structure in which BWIM (Bridge Weigh in Motion) functions.

[0336] One embodiment of a measuring device is: A displacement data generation unit generates first displacement data based on physical quantities that are the response of multiple parts of a moving body moving the structure to the action on the observation points, based on data output from an observation device that observes observation points of the structure. An observation information generation unit that generates observation information including the time of entry and exit of the moving body to the structure, A time interval calculation unit calculates the time interval in which each vehicle of the mobile body moves through the structure independently, based on the observation information and environmental information including the dimensions of the mobile body and the dimensions of the structure, A first deflection calculation unit calculates a first deflection amount of the structure caused by the moving body based on an approximate formula for the deflection of the structure, the observation information, and the environmental information. A displacement response calculation unit calculates the displacement response when each vehicle moves the structure independently, based on the first displacement data and the time interval in which each vehicle moves the structure independently. A deflection response calculation unit calculates the deflection response when each vehicle moves the structure independently, based on the first deflection amount and the time interval in which each vehicle moves the structure independently. A weighting coefficient calculation unit calculates a weighting coefficient for each vehicle based on the displacement response and deflection response during the time interval in which each vehicle moves the structure independently, A second deflection amount calculation unit calculates a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficient for each of the vehicles, Includes.

[0337] This measuring device calculates the amount of deflection of a structure when a moving object moves through it using a relatively simple process that utilizes first displacement data generated based on observational data and first deflection amount generated based on an approximate formula for structural deflection. Therefore, this measuring device allows for the calculation of the amount of deflection of a structure when a moving object moves through it using a relatively small amount of computation, without requiring computationally intensive processing such as estimating unknown parameters of a theoretical analysis model from acceleration data using inverse analysis.

[0338] Furthermore, this measuring device calculates the time interval during which each vehicle of the moving body moves the structure independently, calculates the displacement response and deflection response when each vehicle moves the structure independently, calculates a weighting coefficient for each vehicle based on the displacement response and deflection response during the time interval during which each vehicle moves the structure independently, and calculates a second deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle. Therefore, with this measuring device, instead of using the same coefficient for all vehicles, it is possible to accurately calculate the amount of deflection of the structure when the moving body moves the structure by using a weighting coefficient corresponding to the load of each vehicle.

[0339] One embodiment of the measurement system is: One embodiment of the aforementioned measuring device, The observation device for observing the aforementioned observation point, It is equipped with.

[0340] One aspect of the measurement program is: Displacement data generation step, which generates first displacement data based on physical quantities that are the response of multiple parts of a moving body moving the structure to the action on the observation points, based on data output from an observation device that observes observation points of the structure, An observation information generation step that generates observation information including the time of entry and exit of the moving body to the structure, A time interval calculation step that calculates the time interval in which each vehicle of the mobile body moves through the structure independently, based on the observation information and environmental information including the dimensions of the mobile body and the dimensions of the structure, A first deflection calculation step calculates a first deflection amount of the structure caused by the moving body based on an approximate formula for the deflection of the structure, the observation information, and the environmental information. A displacement response calculation step that calculates the displacement response when each vehicle moves the structure independently, based on the first displacement data and the time interval in which each vehicle moves the structure independently, A deflection response calculation step, which calculates the deflection response when each vehicle moves the structure independently, based on the first deflection amount and the time interval in which each vehicle moves the structure independently, A weighting coefficient calculation step, which calculates a weighting coefficient for each vehicle based on the displacement response and deflection response during the time interval in which each vehicle moves the structure independently, A second deflection amount calculation step, which calculates a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficient for each of the vehicles, Have the computer execute it.

[0341] This measurement program calculates the amount of structural deflection when a moving object moves through a structure using a relatively simple process that utilizes first displacement data generated based on observational data and first deflection amount generated based on an approximate formula for structural deflection. Therefore, this measurement program allows for the calculation of structural deflection when a moving object moves through a structure with relatively little computational effort, without requiring computationally intensive processing such as estimating unknown parameters of a theoretical analysis model from acceleration data using inverse analysis.

[0342] Furthermore, this measurement program calculates the time intervals during which each vehicle of the moving body moves the structure independently, calculates the displacement response and deflection response when each vehicle moves the structure independently, calculates a weighting coefficient for each vehicle based on the displacement response and deflection response during the time intervals during which each vehicle moves the structure independently, and calculates a second deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle. Therefore, according to this measurement program, instead of using the same coefficient for all vehicles, the amount of deflection of the structure when the moving body moves the structure can be calculated with high accuracy by using a weighting coefficient corresponding to the load of each vehicle. [Explanation of symbols]

[0343] 1... Measuring device, 2... Sensor, 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, 7i... Front end, 7o... Rear end, F... Floor plate, G... Main girder, 8... Substructure, 8a... Pier, 8b... Abutment, 10... Measurement system, 11... First communication unit, 12... Second communication unit, 13... Memory unit, 14... Processor, 21... Communication unit, 22... Acceleration sensor, 23... Processor, 24... Memory unit, 31... Communication unit, 32... Processor, 33... Display unit, 34... Operation unit, 35... Memory unit, 40... Ring-type displacement meter, 41... Piano wire, 50... Camera, 51...Target, 131...Measurement program, 132...Environmental information, 133...Observation data, 134...Observation information, 135...Measurement data, 141...Observation data acquisition unit, 142...Displacement data generation unit, 143...Observation information generation unit, 144...Average velocity calculation unit, 145...Time interval calculation unit, 146...First deflection amount calculation unit, 147...Displacement response calculation unit, 148...Deflection response calculation unit, 149...Weighting coefficient calculation unit, 150...Second deflection amount calculation unit, 151...Static response calculation unit, 152...Measurement data output unit, 241...Observation program, 242...Observation data, 321...Measurement data acquisition unit, 322...Monitoring unit, 351...Monitoring program, 352...Measurement data sequence

Claims

1. A method for measuring measurement data performed by a measuring device that receives data output from an observation device that observes observation points of a structure, and transmits measurement data calculated based on the said data to an external monitoring device, Displacement data generation step, based on the aforementioned data, generates first displacement data based on physical quantities that are the response of multiple parts of a moving body moving the structure to the action on the observation point, An observation information generation step that generates observation information including the time of entry and exit of the moving body to the structure, A time interval calculation step that calculates the time interval in which each vehicle of the mobile body moves through the structure independently, based on the observation information and environmental information including the dimensions of the mobile body and the dimensions of the structure, A first deflection calculation step calculates a first deflection amount of the structure caused by the moving body based on an approximate formula for the deflection of the structure, the observation information, and the environmental information. A displacement response calculation step calculates the displacement response when each vehicle moves the structure independently, based on the first displacement data and the time interval in which each vehicle moves the structure independently. A deflection response calculation step, which calculates the deflection response when each vehicle moves the structure independently, based on the first deflection amount and the time interval in which each vehicle moves the structure independently, A weighting coefficient calculation step, which involves calculating the amplitude of the displacement response and the amplitude of the deflection response, and calculating the ratio of the amplitude of the displacement response and the amplitude of the deflection response as a weighting coefficient for each vehicle, A second deflection amount calculation step, which calculates a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficient for each of the vehicles, Measurement methods, including those mentioned above.

2. In claim 1, A measurement method in which, when the number of vehicles of the moving body is CT, for each integer Cm between 2 and CT-1, the length of the structure in the direction of movement of the moving body is shorter than the distance between the rear axle of the Cm-1th vehicle and the front axle of the Cm+1th vehicle of the moving body.

3. In claim 1 or 2, A measurement method in which the amplitude is an average value or an integrated value.

4. In claim 1, In the second deflection amount calculation step described above, A measurement method for calculating the second amount of deflection by adding the product of the amount of deflection of the structure caused by each of the vehicles and the weighting coefficient for each of the vehicles.

5. In claim 1, A measurement method comprising a static response calculation step of calculating the static response when the moving body moves the structure based on the first displacement data and the second deflection amount.

6. In claim 5, The static response calculation step is as follows: A step of calculating second displacement data obtained by filtering the first displacement data to reduce the vibration component, A step of calculating a third deflection amount obtained by filtering the second deflection amount to reduce the vibration component, A step of approximating the second displacement data with a linear function of the third deflection amount and calculating the linear coefficient and zero-order coefficient of the linear function, A step of calculating a fourth deflection amount based on the aforementioned first-order coefficient and zero-order coefficient and the aforementioned third deflection amount, A step of calculating the offset based on the zeroth coefficient, the third deflection amount, and the fourth deflection amount. A step of calculating the static response by adding the product of the first coefficient and the second deflection amount and the offset, Measurement methods, including those mentioned above.

7. In claim 1, The aforementioned structure is the superstructure of a bridge, and the measurement method.

8. In claim 1, The aforementioned moving object is a railway vehicle, and the measurement method.

9. In claim 1, A measurement method wherein the approximate formula for the deflection of the aforementioned structure is a formula based on the structural model of the aforementioned structure.

10. In claim 9, The aforementioned structural model is a simply supported beam, and the measurement method is as follows.

11. In claim 1, The measurement method is characterized by the observation device being an acceleration sensor, shock sensor, pressure sensor, strain gauge, image measuring device, load cell, or displacement meter.

12. In claim 1, The aforementioned structure is a structure in which BWIM (Bridge Weigh in Motion) functions, and the measurement method.

13. A measuring device that receives data output from an observation device that observes observation points of a structure, and transmits measurement data calculated based on the said data to an external monitoring device. A displacement data generation unit generates first displacement data based on physical quantities that are the response of multiple parts of a moving body moving the structure to the action on the observation point, based on the aforementioned data. An observation information generation unit that generates observation information including the time of entry and exit of the moving body to the structure, A time interval calculation unit calculates the time interval in which each vehicle of the mobile body moves through the structure independently, based on the observation information and environmental information including the dimensions of the mobile body and the dimensions of the structure, A first deflection calculation unit calculates a first deflection amount of the structure caused by the moving body based on an approximate formula for the deflection of the structure, the observation information, and the environmental information. A displacement response calculation unit calculates the displacement response when each vehicle moves the structure independently, based on the first displacement data and the time interval in which each vehicle moves the structure independently. A deflection response calculation unit calculates the deflection response when each vehicle moves the structure independently, based on the first deflection amount and the time interval in which each vehicle moves the structure independently. A weighting coefficient calculation unit calculates the amplitude of the displacement response and the amplitude of the deflection response, and calculates the ratio of the amplitude of the displacement response and the amplitude of the deflection response as a weighting coefficient for each vehicle. A second deflection amount calculation unit calculates a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficient for each of the vehicles, Measuring devices, including those mentioned above.

14. The measuring device according to claim 13, The observation device for observing the aforementioned observation point, A measurement system equipped with the following features.

15. A measurement program that calculates measurement data, which is executed by a measurement device that receives data output from an observation device that observes observation points of a structure and transmits measurement data calculated based on the said data to an external monitoring device, Displacement data generation step, based on the aforementioned data, generates first displacement data based on physical quantities that are the response of multiple parts of a moving body moving the structure to the action on the observation point, An observation information generation step that generates observation information including the time of entry and exit of the moving body to the structure, A time interval calculation step that calculates the time interval in which each vehicle of the mobile body moves through the structure independently, based on the observation information and environmental information including the dimensions of the mobile body and the dimensions of the structure, A first deflection calculation step calculates a first deflection amount of the structure caused by the moving body based on an approximate formula for the deflection of the structure, the observation information, and the environmental information. A displacement response calculation step calculates the displacement response when each vehicle moves the structure independently, based on the first displacement data and the time interval in which each vehicle moves the structure independently. A deflection response calculation step, which calculates the deflection response when each vehicle moves the structure independently, based on the first deflection amount and the time interval in which each vehicle moves the structure independently, A weighting coefficient calculation step, which involves calculating the amplitude of the displacement response and the amplitude of the deflection response, and calculating the ratio of the amplitude of the displacement response and the amplitude of the deflection response as a weighting coefficient for each vehicle, A second deflection amount calculation step, which calculates a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficient for each of the vehicles, A measurement program that causes the aforementioned measuring device, which is a computer, to execute.

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