JP2015141049A - Displacement acquiring apparatus, displacement acquiring method, and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a displacement acquiring apparatus of a simpler configuration that can acquire response displacements of bridges when rail cars are running.SOLUTION: A displacement acquiring apparatus comprises: a displacement detecting unit that detects the time series of displacement of bridge girders ensuing from the running of rail cars on the basis of at least either of the measured acceleration or the measured speed of the girders; a component extracting unit that extracts from the time series of the displacement the time series of static components, which are components not dependent on the motion of the rail cars; a correction quantity acquiring unit that acquires a correction quantity for the time series of the static components on the basis of extreme values of the static components in the time series; and a correcting unit that corrects the time series of the displacement of the girders detected by the displacement detecting unit on the basis of the correction quantity acquired by the correction quantity acquiring unit.

Description

  The present invention relates to a displacement acquisition device, a displacement acquisition method, and a program.

In a railway bridge, a resonance phenomenon may occur when a high-speed train is running, and the response may be amplified. Therefore, dynamic response management is important in bridge design and maintenance. In particular, the PRC (Prestressed Reinforced Concrete) technology has made it possible to reduce the rigidity of girders and the speed of trains, the dynamic response of bridges is likely to increase. The importance is further increasing.
As a dynamic response of the bridge, specifically, it is conceivable to measure and manage the deflection of the bridge. For example, there is a method for evaluating the safety of a bridge by measuring the deflection of the bridge and comparing the impact coefficient based on the measurement result with the impact coefficient based on the design.

In relation to the measurement of the deflection of the bridge, the displacement measuring method described in Patent Document 1 is a method in which a side surface of a bridge girder or floor slab to be observed is photographed with a digital video camera, and a predetermined time from the image obtained by the photographing. Each still image is extracted, and a member including the image in the still image is H-shaped steel, and the flange is a predetermined location whose vertical dimension is known. A step of performing binarization processing on an image of a range, and identifying a flange end in the binarized image of the predetermined range, and determining the displacement in units of the number of pixels between each still image of the flange end And a step of calculating the displacement amount of the flange based on the dimension being measured.
According to Patent Document 1, this makes it possible to perform displacement observation with good accuracy relating to the bridge girder simply and at low cost.

JP 2013-7624 A

A method for measuring the displacement of a bridge by image processing, such as the displacement measuring method described in Patent Document 1, requires a relatively high-resolution imaging device and an image processing engine (for example, an image matching system). The configuration becomes complicated.
In addition, in the displacement measuring method described in Patent Document 1, it is possible to recognize an image of a portion where the vertical dimension is known (H-shaped steel) from a substantially horizontal direction so that the vertical dimension can be understood. It is necessary to take an image. For this reason, applicable bridges and installation positions of digital video cameras are limited.

  The present invention provides a displacement acquisition device, a displacement acquisition method, and a program that can acquire a response displacement of a bridge during traveling of a railway vehicle with a simpler configuration.

  A displacement acquisition device according to an aspect of the present invention includes a displacement detection unit that detects a time series of displacement of the girder based on at least one of acceleration measurement value or speed measurement value of a bridge girder accompanying passage of a railway vehicle, A component extraction unit that extracts a time series of a static component that is a component that does not depend on motion of the railway vehicle from the time series of the displacement, and the static component based on the extreme value in the time series of the static component A correction amount acquisition unit for obtaining a time series correction amount, and a correction unit for correcting the time series of the digit displacement detected by the displacement detection unit based on the correction amount acquired by the correction amount acquisition unit. It has.

  The correction amount acquisition unit may obtain a value to be taken by the extreme value based on a relationship between an interval between the wheel shafts of the railway vehicle and an interval between bridge piers supporting the beam.

  When the distance between the piers is longer than the distance between the wheel shafts, the correction amount acquisition unit may determine at least one of the maximum value and the minimum value depending on a ratio between a maximum value and a minimum value in the time series of the static component. You may make it obtain | require the value which should take.

  The displacement acquisition method according to another aspect of the present invention includes a displacement detection step of detecting a time series of displacement of the girders based on at least one of acceleration measurement values and velocity measurement values of bridge girders as the railway vehicle passes. A component extraction step of extracting a time series of static components, which are components not dependent on the motion of the railway vehicle, from the time series of displacement, and the static value based on the extreme values in the time series of the static components. A correction amount acquisition step for obtaining a time-series correction amount of the target component and a correction time series of the digit obtained in the displacement detection step based on the correction amount obtained in the correction amount acquisition step And a correction step.

  According to another aspect of the present invention, there is provided a program for detecting a time series of displacement of a girder based on at least one of an acceleration measurement value and a speed measurement value of a bridge girder as a railway vehicle passes. A step of extracting a time series of a static component that is a component that does not depend on a motion of the railway vehicle from the time series of the displacement, and based on an extreme value in the time series of the static component, A correction amount acquisition step for obtaining a time-series correction amount of the static component, and a time series of displacement of the digit obtained in the displacement detection step based on the correction amount obtained in the correction amount acquisition step. And a correction step for correcting.

  According to the present invention, the response displacement of the bridge during traveling of the railway vehicle can be acquired with a simpler configuration.

It is a schematic block diagram which shows the function structure of the displacement acquisition system in one Embodiment of this invention. It is explanatory drawing which shows the example of the installation position of the acceleration sensor in the same embodiment. It is a graph which shows the example of the time series of the displacement of the digit which the displacement detection part in the embodiment calculates. It is a graph which shows the example of the time series of the static component of the displacement of the place in the embodiment. It is a graph which shows the example of the time series of the dynamic component of the displacement of the place in the embodiment. It is a graph which shows the example of the frequency component of the displacement of a girder in case the train speed is comparatively slow in the same embodiment, and the space | interval of a bridge pier is shorter than the space | interval of a wheel shaft. It is a graph which shows the example of the frequency component of the displacement of a girder in the same embodiment in case the train speed is comparatively slow, and the space | interval of a bridge pier and the space | interval of a wheel shaft are equivalent. It is a graph which shows the example of the frequency component of the displacement of a girder in the same embodiment in case a train speed is comparatively slow and the space | interval of a bridge pier is longer than the space | interval of a wheel shaft. It is a graph which shows the example of the frequency component of the displacement of a girder in the same embodiment, when the train speed is intermediate | middle and the space | interval of a bridge pier is shorter than the space | interval of a wheel shaft. It is a graph which shows the example of the frequency component of the displacement of a girder in case the train speed is intermediate | middle in the same embodiment, and the space | interval of a bridge pier and the space | interval of an axle are equivalent. It is a graph which shows the example of the frequency component of the displacement of a girder in the same embodiment, when the train speed is intermediate | middle and the space | interval of a bridge pier is longer than the space | interval of a wheel shaft. It is a graph which shows the example of the frequency component of the displacement of a girder in the same embodiment in case the train speed is comparatively high and the space | interval of a bridge pier is shorter than the space | interval of a wheel shaft. It is a graph which shows the example of the frequency component of the displacement of a girder in the same embodiment in case the train speed is comparatively high, and the space | interval of a bridge pier and the space | interval of a wheel shaft are equivalent. It is a graph which shows the example of the frequency component of the displacement of a girder in the same embodiment in case the train speed is comparatively high and the space | interval of a bridge pier is longer than the space | interval of a wheel shaft. It is a graph which shows the example of a static component in case the space | interval of a bridge pier is shorter than the space | interval of a wheel shaft in the same embodiment. It is a graph which shows the example of the control point which the correction amount acquisition part in the embodiment sets. It is a graph which shows the example of the static component after correction | amendment when the space | interval of a bridge pier is shorter than the space | interval of a wheel shaft in the same embodiment. It is a graph which shows the example of a static component when the space | interval of a bridge pier is longer than the space | interval of a wheel shaft in the same embodiment. It is a graph which shows the example of the static component after correction | amendment when the space | interval of a bridge pier is longer than the space | interval of a wheel shaft in the same embodiment. It is a graph which shows the example of the displacement after amendment in the embodiment. It is a flowchart which shows the example of the process sequence in which the displacement acquisition apparatus in the embodiment corrects the displacement of a digit.

Hereinafter, although embodiment of this invention is described, the following embodiment does not limit the invention concerning a claim. In addition, not all the combinations of features described in the embodiments are essential for the solving means of the invention.
FIG. 1 is a schematic block diagram showing a functional configuration of a displacement acquisition system according to an embodiment of the present invention. In the figure, a displacement acquisition system 1 includes a displacement acquisition device 100 and an acceleration sensor 200. The displacement acquisition device 100 includes a sensor data acquisition unit 110, a result output unit 120, a storage unit 180, and a control unit 190. The control unit 190 includes a displacement detection unit 191, a component extraction unit 192, a correction amount acquisition unit 193, and a correction unit 194.

  The displacement acquisition system 1 acquires the response displacement of the bridge when the railway vehicle is traveling. The rail vehicle here may be a train or a one-car train. Moreover, the bridge here may be spanned on the water surface, and may be spanned on the ground (a so-called elevated structure may be sufficient).

The acceleration sensor 200 is installed, for example, on a bridge girder, measures the acceleration of the girder, and transmits the obtained acceleration (measured value) to the displacement acquisition device 100.
FIG. 2 is an explanatory diagram illustrating an example of an installation position of the acceleration sensor 200. In the figure, an acceleration sensor 200 is installed in the middle of the bridge pier of the girder and measures the acceleration at the installation position. In particular, the acceleration sensor 200 measures the digit acceleration when the railway vehicle travels on a rail laid on a floor slab.

  However, a speed sensor may be used as the acceleration sensor 200 instead of or in addition to the acceleration sensor. Moreover, the installation position of the acceleration sensor 200 should just be a position which can measure a digit acceleration or speed. For example, when the floor slab is displaced integrally with the girder, the acceleration sensor 200 may be installed on the floor slab.

The displacement acquisition device 100 uses the acceleration measured by the acceleration sensor 200 to acquire the response displacement of the bridge during traveling of the railway vehicle. The displacement acquisition device 100 is realized by, for example, a computer executing a program.
The sensor data acquisition unit 110 acquires a measurement value of the acceleration sensor 200. The sensor data acquisition unit 110 includes a communication circuit included in the displacement acquisition device 100, for example.

The storage unit 180 is configured using a storage device included in the displacement acquisition apparatus 100 and stores various data.
The control unit 190 realizes various functions by controlling each unit of the displacement acquisition apparatus 100. The control unit 190 is realized, for example, when a CPU (Central Processing Unit) included in the displacement acquisition device 100 reads out and executes a program from the storage unit 180.

The displacement detection unit 191 detects the time series of the displacement of the girder based on at least one of the acceleration measurement value and the speed measurement value of the bridge girder accompanying the passage of the railway vehicle.
More specifically, the displacement detection unit 191 calculates a digit displacement by integrating the acceleration measured by the acceleration sensor 200 with the second order. Alternatively, when the acceleration sensor 200 measures the speed of the digit, the displacement detection unit 191 calculates the displacement of the digit by performing first-order integration of the speed.
The displacement detection unit 191 obtains a time series of the displacement of the digit by calculating the displacement of the digit for each sampling time.

  The component extraction unit 192 extracts a time series of static components from the time series of digit displacement acquired by the displacement detection unit 191. The static component of the displacement of the girder here is a component that does not depend on the motion of the railway vehicle, that is, a component that indicates the displacement when the railway vehicle is stationary at that position. Hereinafter, the remainder obtained by removing the static component from the displacement of the digit is referred to as a dynamic component.

FIG. 3 is a graph showing an example of a time series of digit displacement calculated by the displacement detection unit 191. In the figure, the horizontal axis represents time (elapsed time from a predetermined reference time), and the vertical axis represents digit displacement. The digit displacement calculated by the displacement detector 191 includes a static component and a dynamic component.
Further, when an error is included in the measurement value of the acceleration sensor 200, the error can be accumulated by integration performed by the displacement detection unit 191. In the case of FIG. 3, due to the accumulation of errors, the displacement shifts upward (value is positive) over time, and thereafter shifts downward (value is negative).

FIG. 4 is a graph showing an example of a time series of static components of digit displacement. As in FIG. 3, the horizontal axis of FIG. 4 indicates time, and the vertical axis indicates displacement of digits. FIG. 4 shows an example of a static component included in the displacement shown in FIG.
FIG. 5 is a graph showing an example of a time series of dynamic components of digit displacement. As in FIG. 3, the horizontal axis of FIG. 5 represents time, and the vertical axis represents digit displacement. FIG. 5 shows an example of a dynamic component included in the displacement shown in FIG. When the static component of FIG. 4 and the dynamic component of FIG. 5 are superimposed (added), the displacement of FIG. 3 can be obtained.

FIG. 6 is a graph showing an example of frequency components of girder displacement when the train speed is relatively slow and the pier interval is shorter (narrower) than the wheel axis interval. Specifically, the figure shows an example in which the train speed is 100 kilometers per hour (km / hour), the distance between the axles is 15 meters (m), and the distance between the piers is 5 meters.
In the figure, the horizontal axis indicates the frequency, and the vertical axis indicates the magnitude of the displacement.

A line L111 indicates a frequency component of a digit displacement. Line L112 represents the frequency component of the static component of the digit displacement. Therefore, when the line L111 and the line L112 coincide, the displacement of the digit is occupied by the static component. On the other hand, when the line L111 and the line L112 do not match, a dynamic component of digit displacement is included.
Further, the frequency F11 indicates the primary natural frequency of the digit.
In the example of FIG. 6, the digit displacement and the static component almost coincide with each other in the low frequency region. On the other hand, a dynamic component is observed in the region near the frequency F11.

FIG. 7 is a graph showing an example of frequency components of girder displacement when the train speed is relatively slow and the distance between the piers and the distance between the axles are equal. Specifically, the figure shows an example in which the train speed is 100 kilometers per hour, the distance between the axles is 15 meters, and the distance between the piers is also 15 meters.
In the figure, the horizontal axis indicates the frequency, and the vertical axis indicates the magnitude of the displacement.

A line L121 indicates the frequency component of the displacement of the digit. Line L122 represents the frequency component of the static component of the digit displacement. Therefore, when the line L121 and the line L122 coincide, the displacement of the digit is occupied by the static component. On the other hand, when the line L121 and the line L122 do not match, a dynamic component of digit displacement is included.
Further, the frequency F12 indicates the primary natural frequency of the digit.
In the example of FIG. 7, the digit displacement and the static component substantially coincide with each other in the low frequency region. On the other hand, a dynamic component is observed in the vicinity of the frequency F12.

FIG. 8 is a graph showing an example of frequency components of girder displacement when the train speed is relatively slow and the pier interval is longer (wider) than the wheel axis interval. Specifically, the figure shows an example in which the train speed is 100 kilometers per hour, the distance between the axles is 15 meters, and the distance between the piers is 30 meters.
In the figure, the horizontal axis indicates the frequency, and the vertical axis indicates the magnitude of the displacement.

Line L131 shows the frequency component of the displacement of the digit. Line L132 represents the frequency component of the static component of the digit displacement. Therefore, when the line L131 and the line L132 coincide with each other, the displacement of the digit is occupied by the static component. On the other hand, when the line L131 and the line L132 do not match, a dynamic component of digit displacement is included.
Further, the frequency F13 indicates the primary natural frequency of the digit.
In the example of FIG. 8, the digit displacement and the static component almost coincide with each other in the low frequency region. On the other hand, a dynamic component is observed in the vicinity of the frequency F13.

FIG. 9 is a graph showing an example of frequency components of girder displacement when the train speed is intermediate and the distance between the piers is shorter than the distance between the axles. Specifically, the figure shows an example in which the train speed is 300 km / h, the distance between the axles is 15 meters, and the distance between the piers is 5 meters.
In the figure, the horizontal axis indicates the frequency, and the vertical axis indicates the magnitude of the displacement.

A line L211 indicates a frequency component of a digit displacement. Line L212 indicates the frequency component of the static component of the digit displacement. Therefore, when the line L211 and the line L212 coincide, the displacement of the digit is occupied by the static component. On the other hand, when the line L211 and the line L212 do not match, a dynamic component of digit displacement is included.
Further, the frequency F21 indicates the primary natural frequency of the digit.
In the example of FIG. 9, the digit displacement and the static component almost coincide with each other in the low frequency region. On the other hand, a dynamic component is observed in the region near the frequency L21.

FIG. 10 is a graph showing an example of frequency components of girder displacement when the train speed is intermediate and the distance between the piers and the distance between the axles are equal. Specifically, the figure shows an example in which the train speed is 300 km / h, the distance between the axles is 15 meters, and the distance between the piers is also 15 meters.
In the figure, the horizontal axis indicates the frequency, and the vertical axis indicates the magnitude of the displacement.

Line L221 represents the frequency component of the displacement of the digit. A line L222 indicates the frequency component of the static component of the displacement of the digit. Therefore, when the line L221 and the line L222 coincide, the displacement of the digit is occupied by the static component. On the other hand, when the line L221 and the line L222 do not match, a dynamic component of digit displacement is included.
The frequency L22 indicates the primary natural frequency of the digit.
In the example of FIG. 10, the digit displacement and the static component almost coincide with each other in the low frequency region. On the other hand, a dynamic component is observed in a region having a frequency slightly lower than the frequency L22.

FIG. 11 is a graph showing an example of frequency components of girder displacement when the train speed is intermediate and the distance between the piers is longer than the distance between the axles. Specifically, the figure shows an example in which the train speed is 300 km / h, the distance between the axles is 15 meters, and the distance between the piers is 30 meters.
In the figure, the horizontal axis indicates the frequency, and the vertical axis indicates the magnitude of the displacement.

A line L231 indicates the frequency component of the displacement of the digit. Line L232 represents the frequency component of the static component of the digit displacement. Therefore, when the line L231 and the line L232 coincide, the displacement of the digit is occupied by the static component. On the other hand, when the line L231 and the line L232 do not match, a dynamic component of digit displacement is included.
The frequency L23 indicates the primary natural frequency of the digit.
In the example of FIG. 11, the digit displacement and the static component almost coincide with each other in the low frequency region. On the other hand, a dynamic component is observed in a region having a frequency slightly lower than the frequency L23.

FIG. 12 is a graph showing an example of frequency components of girder displacement when the train speed is relatively high and the pier interval is shorter than the wheel axis interval. Specifically, the figure shows an example in which the train speed is 500 km / h, the distance between the axles is 15 meters, and the distance between the piers is 5 meters.
In the figure, the horizontal axis indicates the frequency, and the vertical axis indicates the magnitude of the displacement.

A line L311 indicates a frequency component of a digit displacement. Line L312 shows the frequency component of the static component of the digit displacement. Therefore, when the line L311 and the line L312 match, the displacement of the digit is occupied by the static component. On the other hand, when the line L311 and the line L312 do not match, a dynamic component of digit displacement is included.
Further, the frequency F31 indicates the primary natural frequency of the digit.
In the example of FIG. 12, the digit displacement and the static component almost coincide with each other in the low frequency region. On the other hand, a dynamic component is observed in a region having a frequency slightly lower than the frequency L31.

FIG. 13 is a graph showing an example of frequency components of girder displacement when the train speed is relatively high and the distance between the piers and the distance between the wheel shafts are equal. Specifically, the figure shows an example in which the train speed is 500 km / h, the distance between the axles is 15 meters, and the distance between the piers is also 15 meters.
In the figure, the horizontal axis indicates the frequency, and the vertical axis indicates the magnitude of the displacement.

A line L321 indicates a frequency component of a digit displacement. Line L322 shows the frequency component of the static component of the displacement of the digits. Therefore, when the line L321 and the line L322 coincide, the displacement of the digit is occupied by the static component. On the other hand, when the line L321 and the line L322 do not match, a dynamic component of digit displacement is included.
The frequency F32 indicates the primary natural frequency of the digit.
In the example of FIG. 13, the digit displacement and the static component almost coincide with each other in the low frequency region. On the other hand, a dynamic component is observed in the vicinity of the frequency F32.

FIG. 14 is a graph showing an example of frequency components of girder displacement when the train speed is relatively high and the distance between the piers is longer than the distance between the axles. Specifically, the figure shows an example in which the train speed is 500 km / h, the distance between the axles is 15 meters, and the distance between the piers is 30 meters.
In the figure, the horizontal axis indicates the frequency, and the vertical axis indicates the magnitude of the displacement.

Line L331 indicates the frequency component of the displacement of the digit. Line L332 shows the frequency component of the static component of the digit displacement. Therefore, when the line L331 and the line L332 coincide, the displacement of the digit is occupied by the static component. On the other hand, when the line L331 and the line L332 do not match, a dynamic component of digit displacement is included.
Further, the frequency F33 indicates the primary natural frequency of the digit.
In the example of FIG. 14, the digit displacement and the static component almost coincide with each other in the low frequency region. On the other hand, a dynamic component is observed in the vicinity of the frequency F33.

As described above, a static component appears in a relatively low frequency region, and a dynamic component appears in a relatively high frequency region.
Therefore, the component extraction unit 192 applies a frequency filter to the time series of digit displacement to extract a dynamic component, a static component, or both. For example, the component extraction unit 192 applies a high-pass filter to the time series of digit displacement and extracts a component having a predetermined frequency or higher as a dynamic component. Or the component extraction part 192 applies a low-pass filter to the time series of a digit displacement, and extracts the component below a predetermined frequency as a static component. The filter used by the component extraction unit 192 is not limited to a high pass filter or a low pass filter. For example, the component extraction unit 192 may use a band pass filter or a low pass filter.

Here, a dynamic component may appear in a region having a frequency smaller than the primary natural frequency, such as the example of FIG. Therefore, if the predetermined frequency is the primary natural frequency of the digit, the dynamic component and the static component are not sufficiently separated.
Therefore, the component extraction unit 192 separates the dynamic component and the static component using a frequency that is 0.8 times the primary natural frequency of the digit as a threshold value. For example, the component extraction unit 192 extracts, as a dynamic component, a component that is 0.8 times or more the primary natural frequency from the time series of digit displacement. Alternatively, the component extraction unit 192 extracts a component that is less than 0.8 times the primary natural frequency as a static component.
When the component extraction unit 192 extracts the static component, the dynamic component can be obtained by subtracting the static component from the digit displacement. Further, when the component extraction unit 192 extracts a dynamic component, a static component can be obtained by subtracting the dynamic component from the digit displacement.

  The correction amount acquisition unit 193 obtains the time series correction amount of the static component based on the extreme value of the static component in the time series acquired by the component extraction unit 192. More specifically, the correction amount acquisition unit 193 obtains the value that the extreme value should take based on the relationship between the distance between the axles of the railway vehicle and the distance between the piers that support the beam. More specifically, when the distance between the piers is longer than the distance between the axles, the correction amount acquisition unit 193 determines at least a maximum value or a minimum value according to the ratio between the maximum value and the minimum value in the time series of the static component. Find the value one should take.

Here, first, the relationship among the distance between the axles, the distance between the piers, and the static component waveform will be described.
FIG. 15 is a graph showing an example of a static component when the distance between the piers is shorter than the distance between the wheel shafts. In the figure, the horizontal axis indicates time, and the vertical axis indicates displacement.
When the distance between the piers is shorter than the distance between the wheel shafts, there is a timing at which no wheel is on the girder (portion between the piers) and no vehicle weight is applied. Accordingly, there is a timing when the static component becomes 0 as in the example of FIG.

Therefore, the correction amount acquisition unit 193 calculates a difference between the maximum value and 0 as a correction amount, with the value that the local component maximum value (a value when the digit is located at the uppermost position) should be 0.
FIG. 16 is a graph illustrating an example of control points set by the correction amount acquisition unit 193. In the figure, the horizontal axis indicates time, and the vertical axis indicates displacement. A line L411 indicates a static component.

The correction amount acquisition unit 193 detects the maximum value of the static component such as points P411, P412,... And sets it as a control point. The control point here is a point referred to in the correction.
Then, the correction amount acquisition unit 193 detects a difference between 0 at the set control point and 0 as a correction amount. For example, the correction amount indicated by the line L412 connecting the control points is detected.

FIG. 17 is a graph showing an example of the corrected static component when the distance between the piers is shorter than the distance between the wheel shafts. In the figure, the horizontal axis indicates time, and the vertical axis indicates displacement.
In the example of FIG. 16, when the correction amount indicated by the line L412 is subtracted from the static component indicated by the line L411, the corrected static component shown in FIG. 17 is obtained. The correction is performed by the correction unit 194, for example.
In the example of FIG. 17, the corrected static component has a maximum value of 0.

FIG. 18 is a graph showing an example of a static component when the distance between the piers is longer than the distance between the wheel shafts. In the figure, the horizontal axis indicates time, and the vertical axis indicates displacement.
When the distance between the piers is longer than the distance between the wheel axles, one or more wheels are always on the beam (portion between the piers) when the train passes, and there is no timing when the vehicle weight is not applied. Therefore, unlike the example of FIG. 15, there is no timing when the static component becomes zero.

In this case, the correction amount acquisition unit 193 performs correction so that the ratio between the maximum value and the minimum value is constant (that is, the ratio between the maximum value and the amplitude from the maximum value to the minimum value is constant). Calculate the amount.
FIG. 19 is a graph showing an example of the corrected static component when the distance between the piers is longer than the distance between the wheel shafts. In the figure, the horizontal axis indicates time, and the vertical axis indicates displacement.
The correction amount acquisition unit 193 determines the correction amount so that the ratio between the local component maximum value D11 and the amplitude D12 from the local maximum value to the local minimum value is constant. That is, the maximum value of the static component and the ratio between the maximum value and the minimum value are approximately constant, and the correction amount acquisition unit 193 determines the correction amount using this relationship. In this case, the correction amount acquisition unit 193 detects the minimum value in addition to the maximum value of the static component, and sets each as a control point.

The correction unit 194 corrects the time series of the digit displacement detected by the displacement detection unit 191 based on the correction amount acquired by the correction amount acquisition unit 193.
FIG. 20 is a graph showing an example of displacement after correction. In the figure, the horizontal axis indicates time, and the vertical axis indicates displacement.
The correction unit 194 calculates the corrected static component shown in FIG. 17 and combines (adds) the corrected static component and the dynamic component, thereby correcting the corrected displacement shown in FIG. Get.
Similarly, when the distance between the piers is longer than the distance between the axles, the correction unit 194 corrects the static component, and combines the corrected static component and the dynamic component to obtain the corrected displacement.

  However, the method of correcting the displacement by the correction unit 194 is not limited to the method of correcting the static component and combining it with the dynamic component. For example, the correction unit 194 may calculate the corrected displacement by subtracting the calculated correction amount from the displacement.

  The result output unit 120 outputs the digit displacement corrected by the correction unit 194. For example, the result output unit 120 has a display screen such as a liquid crystal display, and displays the corrected displacement as a graph or as a numerical value. Alternatively, the result output unit 120 may output the displacement data after the correction in a form other than the display such as transmitting the data to another device.

Next, the operation of the displacement acquisition device 100 will be described with reference to FIG.
FIG. 21 is a flowchart illustrating an example of a processing procedure in which the displacement acquisition device 100 corrects a digit displacement. The displacement acquisition device 100 performs the process shown in FIG. 5 when the railway vehicle passes through the place where the acceleration sensor 200 is installed.
In the process of FIG. 21, the sensor data acquisition unit 110 acquires a time series of digit acceleration measurement values by the acceleration sensor 200 (step S101).

Then, the displacement detection unit 191 calculates the time series of the displacement of the bridge girder by second-order integration of the time series of the acceleration measurement values acquired by the sensor data acquisition unit 110 (step S102).
Next, the component extraction unit 192 extracts a time series of static components and a time series of dynamic components from the time series of displacement calculated by the displacement detection unit 191 (step S103). For example, the component extraction unit 192 calculates a dynamic component time series by applying a high-pass filter to the displacement time series, and subtracts the obtained dynamic component time series from the displacement time series to obtain a static component. The time series of is calculated.

  Next, the correction amount acquisition unit 193 calculates a correction amount based on the time series of the static components acquired by the component extraction unit 192 (step S104). More specifically, as described with reference to FIGS. 15 to 19, the correction amount acquisition unit 193 detects the extreme value of the static component and sets it as a control point. A correction amount is calculated.

Then, the correction unit 194 corrects the time series of displacement based on the correction amount calculated by the correction amount acquisition unit 193 (step S105). As described above, the correction unit 194 corrects the static component and calculates the corrected displacement time series by synthesizing the corrected static component time series and the dynamic component time series. It may be. Alternatively, the correction unit 194 may calculate the corrected displacement time series by subtracting the correction amount from the displacement time series.
And the result output part 120 outputs the time series of the displacement after correction | amendment which the correction | amendment part 194 acquired (step S106).
Then, the process of FIG. 21 is complete | finished.

  As described above, the displacement detector 191 detects the time series of the displacement of the girder based on at least one of the acceleration measurement value or the speed measurement value of the bridge girder as the railway vehicle passes. And the component extraction part 192 extracts the time series of the static component which is a component which does not depend on the motion of a railway vehicle from the time series of the displacement which the displacement detection part 191 acquired. Further, the correction amount acquisition unit 193 obtains a time-series correction amount of the static component based on the extreme value of the static component in the time series acquired by the component extraction unit 192. Then, the correction unit 194 corrects the time series of the digit displacement detected by the displacement detection unit 191 based on the correction amount acquired by the correction amount acquisition unit 193.

  Thereby, the displacement acquisition apparatus 100 can acquire a displacement from the acceleration of a bridge girder or the like. In particular, the displacement acquisition apparatus 100 can use a simple sensor such as an acceleration sensor, and can obtain a corrected displacement by a relatively simple calculation such as integration, frequency filter, addition / subtraction, and ratio. In this regard, according to the displacement acquisition device 100, the response displacement of the bridge during traveling of the railway vehicle can be acquired with higher accuracy with a simpler configuration.

In addition, the correction amount acquisition unit 193 obtains a value that the extreme value should take based on the relationship between the distance between the wheel shafts of the railway vehicle and the distance between the piers that support the girders.
More specifically, when the distance between the piers is shorter than the distance between the wheel shafts, the correction amount acquisition unit 193 calculates the correction amount by setting the value to be taken of the time series local maximum value of the static component to 0.
Accordingly, the correction amount acquisition unit 193 can acquire the correction amount by a relatively simple process of detecting the time-series maximum value of the static component and using the obtained maximum value as the correction amount. In this regard, the displacement acquisition device 100 has a small load for displacement correction.

On the other hand, when the distance between the piers is longer than the distance between the axles, the correction amount acquisition unit 193 takes at least one of the maximum value and the minimum value according to the ratio between the maximum value and the minimum value in the time series of the static component. Find the power value.
Thereby, the correction amount acquisition unit 193 can acquire the correction amount by a relatively simple process of detecting the maximum value and the minimum value of the static component and calculating the correction amount according to the ratio. . In this regard, the displacement acquisition device 100 has a small load for displacement correction.

It should be noted that a program for realizing all or part of the functions of the control unit 190 is recorded on a computer-readable recording medium, and the program recorded on the recording medium is read into a computer system and executed. You may perform the process of. Here, the “computer system” includes an OS and hardware such as peripheral devices.
Further, the “computer system” includes a homepage providing environment (or display environment) if a WWW system is used.
The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. The program may be a program for realizing a part of the functions described above, and may be a program capable of realizing the functions described above in combination with a program already recorded in a computer system.

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and includes design changes and the like without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 Displacement acquisition system 100 Displacement acquisition apparatus 110 Sensor data acquisition part 120 Result output part 180 Storage part 190 Control part 191 Displacement detection part 192 Component extraction part 193 Correction amount acquisition part 194 Correction part 200 Acceleration sensor

Claims (5)

A displacement detector for detecting a time series of displacement of the girder based on at least one of acceleration measurement value or speed measurement value of the bridge girder accompanying passage of the railway vehicle;
A component extraction unit that extracts a time series of static components that are components independent of the motion of the railway vehicle from the time series of the displacement;
A correction amount acquisition unit for obtaining a time-series correction amount of the static component based on an extreme value of the static component in time series;
Based on the correction amount acquired by the correction amount acquisition unit, a correction unit that corrects the time series of the displacement of the digits detected by the displacement detection unit;
A displacement acquisition device comprising:   2. The displacement acquisition device according to claim 1, wherein the correction amount acquisition unit obtains a value that the extreme value should take based on a relationship between an interval between the wheel shafts of the railway vehicle and an interval between piers that support the beam. .   When the distance between the piers is longer than the distance between the wheel shafts, the correction amount acquisition unit may determine at least one of the maximum value and the minimum value depending on a ratio between a maximum value and a minimum value in the time series of the static component. The displacement acquisition device according to claim 2, wherein a value to be taken is obtained. A displacement detection step of detecting a time series of displacement of the girder based on at least one of acceleration measurement value or speed measurement value of a bridge girder accompanying passage of a railway vehicle;
A component extraction step for extracting a time series of static components that are components not dependent on the movement of the railway vehicle from the time series of the displacements;
A correction amount obtaining step for obtaining a time series correction amount of the static component based on the extreme value of the static component in the time series;
Based on the correction amount obtained in the correction amount acquisition step, a correction step for correcting a time series of the displacement of the digits obtained in the displacement detection step;
A displacement acquisition method comprising: On the computer,
A displacement detection step of detecting a time series of displacement of the girder based on at least one of acceleration measurement value or speed measurement value of a bridge girder accompanying passage of a railway vehicle;
A component extraction step for extracting a time series of static components that are components not dependent on the movement of the railway vehicle from the time series of the displacements;
A correction amount obtaining step for obtaining a time series correction amount of the static component based on the extreme value of the static component in the time series;
Based on the correction amount obtained in the correction amount acquisition step, a correction step for correcting a time series of the displacement of the digits obtained in the displacement detection step;
A program for running

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