JP2019185227A - Bridge monitoring system, bridge monitoring device, bridge monitoring method, and bridge - Google Patents

Abstract

To provide a bridge monitoring system, bridge monitoring device, bridge monitoring method, and bridge capable of continuously acquiring information of displacement of a bridge and using acquired information for multiple purposes.SOLUTION: A bridge monitoring system includes: a data generation part 20 having distortion measurement means constituted to enable measurement of a distortion amount of a bridge due to vehicles passing the bridge by distortion detection means arranged in the bridge, and distortion waveform generation means for generating distortion waveform data on the basis of the distortion amount measured by the distortion measurement means; and a management part 10 having distortion waveform monitoring means for analyzing and monitoring distortion waveform data generated by the distortion waveform generation means, and bridge state determination means 12 constituted to enable determination of a bridge state on the basis of the analysis result by the distortion waveform monitoring means. A bridge part and the management part are constituted to enable exchange of distortion waveform data via a network. The state of the bridge means at least one of a damage state of the bridge and a state of a traffic flow of vehicles passing the bridge.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a bridge monitoring system, a bridge monitoring apparatus, a bridge monitoring method, and a bridge.

  In recent years, many social infrastructures are aging, and measures to ensure their soundness are urgently needed. Among them, road infrastructure is no exception, and not only repairs and repairs of bridges, but also methods for conducting state diagnosis are attracting attention. For example, Patent Literature 1 discloses a bridge passing vehicle monitoring system capable of measuring a distortion when a vehicle passes through a bridge and predicting damage to the bridge. Patent Document 2 discloses a sensor control device, a sensor system, and a bridge monitoring system that can efficiently use a sensor for measuring an object for a plurality of purposes.

JP 2009-237805 A JP 2017-053165 A

  However, in the technique described in Patent Document 1 described above, the vehicles to be monitored are limited to large vehicles, and not all vehicles are targeted. Therefore, the technique described in Patent Document 1 is not necessarily accurate in predicting bridge damage. In the technology described in Patent Document 2, a plurality of purposes such as bridge state diagnosis and traffic information acquisition are monitored by a sensor device installed on the bridge. However, Patent Document 2 does not disclose any specific processing method or traffic state. In addition, it is not possible to use for multiple purposes throughout the day, and it is not possible to obtain traffic information while performing a bridge condition diagnosis. For example, it is possible to continuously monitor the bridge for one purpose. There was a problem that it was difficult.

  The present invention has been made in view of the problems as described above, and its purpose is to be able to continuously acquire information on bridge distortion and to use the acquired distortion information for a plurality of purposes. Is to provide a bridge monitoring system, a bridge monitoring device, a bridge monitoring method, and a bridge.

  In order to solve the above-described problems and achieve the above object, a bridge monitoring system according to an aspect of the present invention measures a strain amount of the bridge by a vehicle passing through the bridge by a strain detection unit installed on the bridge. A strain generator that is configured to be capable of generating the distortion waveform data based on the strain amount measured by the strain measuring unit, and the data generated by the strain waveform generating unit. A distortion waveform monitoring means for analyzing and monitoring the distortion waveform data, and a management unit having a bridge state determination means configured to be able to determine the state of the bridge based on a result analyzed by the distortion waveform monitoring means. And the data generation unit and the management unit are configured to be capable of transmitting and receiving the distortion waveform data via a network.

  In the bridge monitoring system according to one aspect of the present invention, in the above invention, the state of the bridge is at least one of a state of damage to the bridge and a state of traffic flow of the vehicle passing through the bridge. And

  In the bridge monitoring system according to one aspect of the present invention, in the above invention, the distortion waveform monitoring means includes a value of the distortion waveform data and a reference value of a distortion amount in a state where the vehicle does not pass through the bridge. The bridge state determination means determines that a traffic jam has occurred in the bridge when the time integration value is equal to or greater than a predetermined integration threshold. It is characterized by doing.

  In the bridge monitoring system according to one aspect of the present invention, in the above invention, the strain waveform monitoring unit integrates the time when the value of the strain waveform data exceeds a predetermined strain threshold within a predetermined time, and the bridge state The determination means determines that traffic congestion has occurred in the bridge when the time exceeding the distortion threshold is equal to or greater than a predetermined time threshold.

  In the bridge monitoring system according to one aspect of the present invention, in the above invention, the distortion waveform monitoring means integrates the time when the value of the distortion waveform data exceeds a predetermined strain threshold within a predetermined time, and the predetermined time. The bridge state determination means determines that the bridge is congested when the ratio of the time exceeding the strain threshold with respect to the predetermined time is equal to or greater than the predetermined time ratio threshold. It is characterized by that.

  In the bridge monitoring system according to one aspect of the present invention, in the above invention, the distortion waveform monitoring unit is configured to store the distortion waveform data within a predetermined time with respect to the distortion waveform data sampled at a predetermined time interval. The number of data whose value exceeds a predetermined strain threshold is counted, and when the number of data exceeding the strain threshold is equal to or greater than a predetermined data number threshold, the bridge is congested. It is characterized by determining.

  In the bridge monitoring system according to one aspect of the present invention, in the above invention, the distortion waveform monitoring unit is configured to store the distortion waveform data within a predetermined time with respect to the distortion waveform data sampled at a predetermined time interval. The number of data whose values exceed a predetermined strain threshold is counted to derive a ratio to the total number of data within the predetermined time, and the bridge state determination means exceeds the strain threshold with respect to the total number of data within the predetermined time. When the ratio of the number of data is equal to or greater than a predetermined data number ratio threshold, it is determined that traffic congestion has occurred in the bridge.

  The bridge monitoring apparatus according to one aspect of the present invention is configured to measure strain by a strain measurement unit configured to be able to measure strain of the bridge caused by a vehicle passing through the bridge by strain detection unit installed on the bridge, and the strain measurement unit. A data generation unit having distortion waveform generation means for generating distortion waveform data based on the amount of distortion generated, distortion waveform monitoring means for analyzing and monitoring the distortion waveform data generated by the distortion waveform generation means, and the distortion A management unit having a bridge state determination unit configured to be able to determine the state of the bridge based on a result analyzed by the waveform monitoring unit.

  A bridge monitoring method according to an aspect of the present invention includes a strain measurement step of measuring a strain of the bridge by a vehicle passing through the bridge by a strain measurement unit having a strain detection unit installed on the bridge, and the strain measurement unit. In a distortion waveform generation step for generating distortion waveform data based on the measured distortion amount, a distortion waveform monitoring step for analyzing and monitoring the distortion waveform data generated in the distortion waveform generation step, and in the distortion waveform monitoring step And a bridge state determination step of determining a state of the bridge based on the analyzed result.

  A bridge according to an aspect of the present invention includes a strain measurement unit configured to measure a strain amount of the bridge by a vehicle passing through the bridge by a strain detection unit that can be installed on the bridge, and a vehicle that passes through the bridge. A distortion waveform generating means for generating distortion waveform data based on the amount of distortion measured by the distortion measuring means, and a management section for analyzing the distortion waveform data and monitoring the bridge, via the network, the distortion waveform And a data transfer means for transmitting data.

  According to the bridge monitoring system, the bridge monitoring apparatus, the bridge monitoring method, and the bridge according to the present invention, information on the displacement of the bridge can be continuously acquired, and the acquired information can be used for a plurality of purposes. Become.

FIG. 1 is a block diagram showing a bridge monitoring system according to an embodiment of the present invention. FIG. 2 is a schematic diagram showing an installation example of the strain sensor according to the first example in the bridge monitoring system according to the embodiment of the present invention. FIG. 3 is a schematic diagram showing an installation example of the strain sensor according to the second example in the bridge monitoring system according to the embodiment of the present invention. FIG. 4 is a schematic diagram showing an installation example of the strain sensor according to the third example in the bridge monitoring system according to the embodiment of the present invention. FIG. 5 is a schematic diagram illustrating an installation example of the strain sensor according to the fourth example in the bridge monitoring system according to the embodiment of the present invention. FIG. 6 is a schematic diagram showing an installation example of the strain sensor according to the fifth example in the bridge monitoring system according to the embodiment of the present invention. FIG. 7 is a graph of distortion waveform data for explaining the principle of determination of the traffic congestion state by the bridge monitoring system according to one embodiment of the present invention. FIG. 8 is a graph showing distortion waveform data for (a) when there is no traffic jam and (b) when there is traffic jam, for explaining the traffic jam judgment method according to the sixth embodiment. FIG. 9 is a graph showing distortion waveform data for (a) when there is no traffic jam and (b) when there is traffic jam, for explaining the traffic jam judgment method according to the seventh and eighth embodiments. FIG. 10 is a graph showing distortion waveform data for (a) when there is no traffic jam and (b) when there is traffic jam, for explaining the traffic jam judgment method according to the ninth and tenth embodiments. FIG. 11 is a flowchart for explaining a bridge monitoring method according to an embodiment of the present invention.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In all the drawings of the following embodiment, the same or corresponding parts are denoted by the same reference numerals. Further, the present invention is not limited to the embodiment described below.

  First, a bridge monitoring system according to an embodiment of the present invention will be described. FIG. 1 is a block diagram showing a bridge monitoring system 1 according to an embodiment of the present invention. As shown in FIG. 1, a bridge monitoring system 1 according to an embodiment includes a management unit 10 and a data generation unit 20 provided in a bridge 30. The bridge 30 is configured to allow vehicles to pass. The network 40 includes an Internet line network or a mobile phone line network that can communicate between the management unit 10 and the data generation unit 20. That is, in the bridge monitoring system 1 according to the embodiment, the management unit 10 and the data generation unit 20 are connected to each other via the network 40 so as to be able to transmit and receive data. Furthermore, the management unit 10 is communicably connected to various information centers 50 via the network 40.

  The bridge monitoring system 1 according to the embodiment measures the distortion of the bridge 30 by the data generation unit 20 and analyzes information on the distortion transmitted / received via the network 40 by the management unit 10, specifically, distortion waveform data. It is a system that monitors and analyzes the state of the bridge.

  The management unit 10 includes at least a distortion waveform monitoring unit 11, a bridge state determination unit 12, and a storage unit 13. The management unit 10 further includes a display unit 14 for displaying information data and an input unit 15 for inputting information data from the outside.

  The distortion waveform monitoring unit 11 and the bridge state determination unit 12 are physically configured with a microcomputer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like as main components. Is done. The distortion waveform monitoring unit 11 serving as the distortion waveform monitoring unit acquires the distortion waveform data supplied from the data generation unit 20 as information data related to distortion via the network 40, and monitors and analyzes it. The distortion waveform monitoring unit 11 monitors the damage state of the bridge 30 and the state of the passing vehicle by analyzing the distortion waveform data acquired via the network 40. Although details will be described later, information that can be analyzed based on the distortion waveform data includes damage information such as partial cracks and distortions of the bridge 30 and vehicle congestion (congestion). The bridge state determination unit 12 serving as a bridge state determination unit, based on the result analyzed by the distortion waveform monitoring unit 11, is a traffic state or a traffic congestion state of a vehicle flow passing through the bridge 30, and a damage state of the bridge 30. Etc. can be determined.

  The storage unit 13 includes a recording medium such as a hard disk and a semiconductor memory configured to be able to store the distortion waveform data supplied from the data generation unit 20 as the database 13a, and a drive device for these recording media. . The storage unit 13 further stores various programs, which are information data other than the distortion waveform data, and various data in a writable and readable manner. The display unit 14 is configured to be able to display various information data supplied to the management unit 10. The management unit 10 is configured to be able to notify various information to the outside by displaying information data on the display unit 14 serving as a management-side display unit.

  The data generation unit 20 includes a strain measurement unit 21 having a strain sensor 21a, a data processing unit 22, a data transfer unit 23, and a display unit 24. The strain measuring unit 21 serving as a strain measuring unit is configured to be able to measure the strain amount of the bridge 30 when the vehicle passes through the bridge 30 by a strain sensor 21a serving as a strain detecting unit configured to be installed on the bridge 30. The The strain sensor 21 a outputs strain amount information data (strain data) regarding the measured strain of the bridge 30. The strain sensor 21a may be built in the strain measurement unit 21 and configured as a part of the strain measurement unit 21, or may be configured separately from the strain measurement unit 21. When the strain sensor 21a is configured separately from the strain measurement unit 21, the strain data output from the strain sensor 21a is supplied to the strain measurement unit 21 by wireless communication or wired communication. The strain measurement unit 21 performs analog-digital conversion (A / D conversion) on the strain data supplied from the strain sensor 21a and outputs it as a strain signal.

  The data processing unit 22 serving as a distortion waveform generation unit generates distortion waveform data by performing predetermined data processing on the distortion signal output from the distortion measurement unit 21 and outputs the distortion waveform data to the data transfer unit 23. The data transfer unit 23 serving as a data transfer unit transmits the distortion waveform data supplied from the data processing unit 22 to the management unit 10 via the network 40. On the other hand, the data transfer unit 23 is connected via the network 40 with distortion waveform data from the data generation unit 20 installed on the other bridge 30, information data from the management unit 10, and congestion information from the information center 50. Receive information data from outside such as traffic information. The display unit 24 as a bridge side display means is configured to display information transmitted and received by the data transfer unit 23.

  In the data generation unit 20, all of the distortion measurement unit 21, the data processing unit 22, and the data transfer unit 23 may be configured integrally or may be configured separately. In any case, at least the strain sensor 21a of the data generation unit 20 is installed in the bridge 30 portion. The bridge 30 is a structure made of steel, wood, stone, concrete, or the like. The strain sensor 21a is installed at a position suitable for strain measurement based on the result of measuring strain in advance. More specifically, the bridge 30 is provided in a portion where distortion due to traveling of the vehicle is likely to occur, a portion below the ridge, a portion where vibration is small, and it is difficult to acquire miscellaneous data. Next, an installation example of the strain sensor 21a will be specifically described.

(First embodiment)
FIG. 2 is a schematic diagram showing an installation example of the strain sensor 21a according to the first embodiment in the bridge monitoring system 1 described above. As shown in FIG. 2, the bridge 30 includes vertical ribs 31 and horizontal ribs 32, a floor slab 33, and an asphalt 34 provided orthogonal to each other. Various vehicles 61, 62, and 63 can pass on the bridge 30. In the first embodiment, at least one strain sensor 21 a is installed at a part of the lower portion of the lateral rib 32. The strain generated in the lateral rib 32 in conjunction with the passage of the vehicles 61 to 63 on the bridge 30 is measured by the strain sensor 21a. The strain data measured by the strain sensor 21a is supplied to the strain measurement unit 21 and A / D converted, and then supplied to the data processing unit 22 to generate strain waveform data. The distorted waveform data is supplied to the data transfer unit 23 and transmitted to the management unit 10 via the network 40.

(Second embodiment)
FIG. 3 is a schematic diagram showing an installation example of the strain sensor 21 a according to the second embodiment in the bridge monitoring system 1. As shown in FIG. 3, in the second embodiment, at least one strain sensor 21 a is installed below the floor slab 33. The strain sensor 21a measures the strain generated in the floor slab 33 in conjunction with the passage of the vehicles 61-63. The strain data measured by the strain sensor 21a is processed in the same manner as in the first embodiment and transmitted to the management unit 10.

(Third embodiment)
FIG. 4 is a schematic diagram showing an installation example of the strain sensor 21 a according to the third embodiment in the bridge monitoring system 1. As shown in FIG. 4, in the third embodiment, at least one strain sensor 21 a is installed below the vertical rib 31. The strain sensor 21a measures the strain generated in the vertical rib 31 in conjunction with the passage of the vehicles 61 to 63. The strain data measured by the strain sensor 21a is processed in the same manner as in the first embodiment and transmitted to the management unit 10.

(Fourth embodiment)
FIG. 5 is a schematic diagram showing an installation example of the strain sensor 21 a according to the fourth embodiment in the bridge monitoring system 1. As shown in FIG. 5, in the fourth embodiment, at least one strain sensor 21 a is installed on the road surface while being embedded in the asphalt 34. The strain sensor 21a measures the strain generated in the asphalt 34 in conjunction with the passage of the vehicles 61-63. The strain data measured by the strain sensor 21a is processed in the same manner as in the first embodiment and transmitted to the management unit 10.

(5th Example)
FIG. 6 is a schematic diagram showing an installation example of the strain sensor 21 a according to the fifth embodiment in the bridge monitoring system 1. As shown in FIG. 6, in the fifth embodiment, at least one strain sensor 21 a is installed at a substantially central portion along the width direction of the bridge 30 below the lateral rib 32. The strain sensor 21a measures the strain generated in the lateral rib 32 in the same manner as in the first embodiment. Note that the strain sensor 21a may be provided below a portion in which the asphalt 34 is likely to wrinkle along the width direction of the bridge 30 below the lateral rib 32.

(Distortion waveform data)
Next, analysis processing for distortion waveform data measured by the strain sensor 21a installed as described above and generated by the data processing unit 22 will be described. FIG. 7 is a graph showing an example of strain waveform data supplied from the data generation unit 20 in the bridge monitoring system 1 according to one embodiment for each speed of the vehicle passing through the bridge 30. FIG. 7A, FIG. 7B, and FIG. 7C respectively show the distortion waveform data when the vehicle 61 has a high speed, a high speed, a medium speed, and a low speed with a low speed. Show.

  As shown in FIG. 7A, when the vehicle 61 travels on the bridge 30 at a high speed, a plurality of strain waveform data based on the strain measured by the strain sensor 21a corresponds to the number of wheels of the vehicle 61. And has a steep peak corresponding to the speed. As shown in FIG. 7B, when the speed of the vehicle 61 is medium, the distortion waveform data is wider along the time axis than the case shown in FIG. 7A (hereinafter referred to as broad). ) Distorted waveform data. Further, as shown in FIG. 7C, when the vehicle 61 is at a low speed, the distortion waveform data is further broadened along the time axis as compared to the case shown in FIG. 7B. That is, as the speed of the vehicle 61 passing over the bridge 30 is lower, the distortion waveform data of the measured distortion becomes a broader shape along the time axis. Thereby, it becomes possible to estimate the speed of the vehicle 61 passing through the bridge 30 by analyzing the distortion waveform data.

(Congestion judgment method)
Based on the above principle, the management unit 10 in the bridge monitoring system 1 analyzes the traffic situation in the bridge 30 from the acquired distortion waveform data, and monitors the traffic flow in the bridge 30, particularly the traffic jam situation. Next, a traffic jam determination method according to an embodiment executed by the management unit 10 will be described.

  As shown in FIG. 1, in the management unit 10 to which the distortion waveform data is supplied from the data generation unit 20, the supplied distortion waveform data is stored in the storage unit 13 as a database 13a. The distortion waveform data stored in the storage unit 13 is subjected to data processing by the distortion waveform monitoring unit 11, and then the congestion state of the vehicles 61 to 63 traveling on the bridge 30 and the damage state of the bridge 30 by the bridge state determination unit 12. Is determined. Data processing by the distortion waveform monitoring unit 11 and determination processing by the bridge state determination unit 12 will be specifically described below. In addition, the strain baseline in the following embodiments refers to strain data measured by the strain sensor 21a in a state where the vehicles 61 to 63 or the like are not traveling on the bridge 30 due to strain caused by expansion and contraction due to temperature change. This is the reference value.

(Sixth embodiment)
FIG. 8 is a graph showing a distortion waveform for explaining the traffic jam determination method and the damage determination method according to the sixth example performed by the management unit 10 according to the embodiment. FIGS. 8A and 8B show examples of distortion waveform data when there is no traffic jam and when there is traffic jam, respectively.

  As shown in FIG. 8, in the sixth embodiment, the distortion waveform monitoring unit 11 sets a range of a predetermined time Δt as an integration interval for the difference between the distortion waveform data and the distortion baseline based on the supplied distortion waveform data. The time integral value obtained is derived. That is, the distortion waveform monitoring unit 11 derives an integral value (hatched portion in FIG. 8) of a portion surrounded by the distortion waveform data and the distortion baseline within the predetermined time Δt.

Here, an example of a method for setting the predetermined time Δt will be described. The predetermined time Δt is determined based on the speed of the vehicles 61 to 63 so that the vehicles 61 to 63 can be determined to be congested. Specifically, based on the following equation (1), the speed V [km / h] determined to be a traffic jam and the average axle distance L [m] of the target vehicles 61 to 63 are predetermined. The time Δt is determined. The predetermined time Δt in the embodiment described below is determined in the same manner as in the sixth embodiment.
Δt = L / V × 3600 (1)

  For example, when the speed V at which it can be determined that there is a traffic jam is 5 km / h and the average axle distance L in the target vehicles 61 to 63 is 7 m, the predetermined time Δt is (7/5000 × 3600≈) 5 s. These numerical values are merely examples, and the speed V at which it can be determined that there is a traffic jam and the average axle distance L of the target vehicles 61 to 63 vary depending on the target bridge 30 by experiments and simulations in advance. It can be set to a suitable value.

  Now, as shown in FIGS. 7A, 7B and 8A, when the speed of the vehicle 61 passing through the bridge 30 is in a range from a medium speed to a high speed (hereinafter, medium high speed), The distortion waveform data has a steep peak. On the other hand, as shown in FIGS. 7C and 8B, when the speed of the vehicle 61 passing through the bridge 30 becomes low, the strain waveform data is in a broad state. In these cases, the integral value of the portion surrounded by the distortion waveform data and the distortion baseline at the predetermined time Δt is larger when the vehicle 61 is at a low speed than when the vehicle 61 is at a medium or high speed. The bridge state determination unit 12 sets a predetermined threshold (hereinafter, integration threshold) for the time integration value. The bridge state determination unit 12 determines that “congestion has occurred” when the time integration value derived by the distortion waveform monitoring unit 11 is equal to or greater than the integration threshold.

  On the other hand, the distortion waveform monitoring unit 11 compares the distortion waveform data supplied from the data generation unit 20 with basic distortion waveform data (basic distortion waveform data) when there is no abnormality in the bridge 30. . The basic strain waveform data is acquired or generated in advance by measurement or simulation at a predetermined time such as when the bridge 30 is constructed or when the strain sensor 21a is attached, and is stored in the storage unit 13. The distortion waveform monitoring unit 11 supplies the result of the comparison to the bridge state determination unit 12. The bridge state determination unit 12 determines that “abnormality has occurred” when the distortion waveform data supplied from the distortion waveform monitoring unit 11 deviates more than a predetermined amount with respect to the basic distortion waveform data.

  Here, the measured distortion waveform data is shifted from the basic distortion waveform data by a predetermined amount or more in the following cases, for example. That is, although the possibility that the distortion has changed due to the running of the vehicles 61 to 63 is very high, the distortion waveform data remains at the distortion baseline or at a constant value at a high value, This is the case when a waveform of abnormal vibration or damped vibration occurs in the waveform data. In these cases, there is a high possibility that some abnormality has occurred in the bridge 30. The bridge state determination unit 12 determines the occurrence of an abnormality in the bridge 30 by determining damage to the bridge 30 based on the strain waveform data. In addition, about the damage determination of the bridge 30 based on distortion waveform data, conventionally well-known various methods can be employ | adopted and it is not necessarily limited to the case mentioned above.

(Seventh embodiment)
FIG. 9 is a graph showing distortion waveforms for explaining the traffic jam determination method and the damage determination method according to the seventh example and the eighth example performed by the management unit 10 according to an embodiment. FIG. 9A and FIG. 9B show examples of distortion waveform data when there is no traffic jam and when traffic jam occurs.

  As shown in FIG. 9, in the seventh embodiment, the distortion waveform monitoring unit 11 sets the amount of distortion to a predetermined threshold value (hereinafter referred to as a distortion threshold value) within a predetermined time Δt based on the supplied distortion waveform data. Accumulate the excess time.

Specifically, in the example shown in FIG. 9A, the time exceeding the distortion threshold is (Δt ₁ + Δt ₂ ). On the other hand, in the example shown in FIG. 9B, the time exceeding the distortion threshold is Δt ₃ . Here, when the speed of the vehicle 61 passing through the bridge 30 is medium to high, the distortion waveform data has a steep peak and is broadened when the speed becomes low. In these cases, the time during which the strain amount exceeds the strain threshold within the predetermined time Δt is longer when the speed is low (Δt ₃ ) than when the speed is medium / high speed (Δt ₁ + Δt ₂ ). (Δt ₁ + Δt ₂ <Δt ₃ ). The bridge state determination unit 12 sets a predetermined threshold (hereinafter referred to as a time threshold) for the time when the amount of strain exceeds the strain threshold. The bridge state determination unit 12 determines that “congestion has occurred” when the time accumulated by the distortion waveform monitoring unit 11 exceeds the time threshold. On the other hand, the bridge state determination unit 12 performs damage determination in the same manner as in the sixth embodiment, and determines that “abnormality has occurred” when abnormality occurs in the strain waveform data.

(Eighth embodiment)
In the eighth embodiment, similarly to the seventh embodiment, the distortion waveform monitoring unit 11 integrates the time during which the distortion amount exceeds the distortion threshold within the predetermined time Δt based on the supplied distortion waveform data. To do. After that, unlike the seventh embodiment, the distortion waveform monitoring unit 11 derives the ratio of the time when the distortion amount exceeds the distortion threshold with respect to the predetermined time Δt.

Specifically, in the example shown in FIG. 9A, the ratio of the time exceeding the strain threshold is (Δt ₁ + Δt ₂ ) / Δt. On the other hand, in the example shown in FIG. 9B, the proportion of time exceeding the distortion threshold is Δt ₃ / Δt. Here, the ratio of the time during which the amount of strain exceeds the strain threshold within the predetermined time Δt is as follows (Δt ₃ / Δt) when the speed is low (Δt ₁ + Δt ₂ ) / Δt. Becomes longer ((Δt ₁ + Δt ₂ ) / Δt <Δt ₃ / Δt). The bridge state determination unit 12 sets a predetermined threshold (hereinafter referred to as a time ratio threshold) with respect to the ratio of the time when the strain amount exceeds the strain threshold. The bridge state determination unit 12 determines that “congestion has occurred” when the ratio of the time derived by the distortion waveform monitoring unit 11 is equal to or greater than the time ratio threshold. On the other hand, the bridge state determination unit 12 performs damage determination in the same manner as in the sixth embodiment, and determines that “abnormality has occurred” when abnormality occurs in the strain waveform data.

(Ninth embodiment)
FIG. 10 is a graph showing distortion waveforms for explaining the traffic jam determination method and the damage determination method according to the ninth example and the tenth example performed by the management unit 10 according to an embodiment. FIGS. 10A and 10B show examples of distortion waveform data when there is no traffic jam and when there is traffic jam, respectively.

  As shown in FIG. 10, in the ninth embodiment, the distortion waveform monitoring unit 11 counts the number of distortion amounts exceeding the distortion threshold within a predetermined time Δt based on the supplied distortion waveform data. That is, the distortion waveform data supplied from the data generation unit 20 is digitized by A / D conversion, and is generated by sampling and quantizing the distortion data. The distortion waveform monitoring unit 11 counts the number of data exceeding the distortion threshold in the distortion waveform data based on the distortion waveform data sampled at a predetermined time interval with respect to the distortion data.

  Specifically, in the example shown in FIG. 10A, the number of data exceeding the distortion threshold is 10 data. On the other hand, in the example shown in FIG. 10B, the number of data exceeding the distortion threshold is 29 data. Here, in the example shown in FIG. 10, the total number of data in the predetermined time Δt derived from the predetermined time Δt and the sampling interval is 37 data. That is, the number of distortion waveform data in which the amount of distortion exceeds the distortion threshold value within the predetermined time Δt is greater when the vehicle 61 is at a low speed than when the vehicle 61 is at a medium or high speed. The bridge state determination unit 12 sets a predetermined threshold value (hereinafter referred to as a data number threshold value) for the number of data in which the strain amount exceeds the strain threshold value. The bridge state determination unit 12 determines that “congestion has occurred” when the number of data counted by the distortion waveform monitoring unit 11 exceeds the data number threshold. For example, when the data number threshold is 25 data, the bridge state determination unit 12 determines that traffic congestion has occurred when the counted number of data exceeds 25 data. On the other hand, the bridge state determination unit 12 performs damage determination in the same manner as in the sixth embodiment, and determines that “abnormality has occurred” when abnormality occurs in the strain waveform data.

(Tenth embodiment)
In the tenth embodiment, similarly to the ninth embodiment, the distortion waveform monitoring unit 11 causes the distortion amount to exceed the distortion threshold within the predetermined time Δt in the distortion waveform data based on the supplied distortion waveform data. Count the number of data. Thereafter, unlike the ninth embodiment, the distortion waveform monitoring unit 11 derives the ratio of the number of data exceeding the distortion threshold to the total number of data in the predetermined time Δt. In the example shown in FIG. 10, the total number of data within the predetermined time Δt is 37 data. Therefore, the ratio of the number of data exceeding the distortion threshold is (10 / 37≈) 0.27 in the example shown in FIG. 10A, whereas in the example shown in FIG. 29 / 37≈) 0.78. Here, the ratio of the number of data in which the amount of distortion exceeds the distortion threshold value within the predetermined time Δt is larger when the speed of the vehicle 61 is low than when the speed of the vehicle 61 is medium. The bridge state determination unit 12 sets a predetermined threshold (hereinafter, data number ratio threshold) with respect to the ratio of the number of data in which the strain amount exceeds the strain threshold. The bridge state determination unit 12 determines that “congestion has occurred” when the ratio of the number of data derived by the distortion waveform monitoring unit 11 is equal to or greater than the data number ratio threshold. On the other hand, the bridge state determination unit 12 performs damage determination in the same manner as in the sixth embodiment, and determines that “abnormality has occurred” when abnormality occurs in the strain waveform data.

  As described above, the management unit 10 monitors the damage state of the bridge 30 and the traffic flow state of the vehicles 61 to 63 passing through the bridge 30.

(Bridge monitoring method)
Next, a bridge monitoring method in the bridge monitoring system 1 described above will be described. FIG. 11 is a flowchart for explaining a bridge monitoring method according to an embodiment. Note that the flowchart shown in FIG. 11 is repeatedly executed in the bridge monitoring system 1.

  As shown in FIG. 11, first, the vehicle 61 passes over the bridge 30 in step ST1. Subsequently, in step ST2, a distortion measurement step and a distortion waveform generation step are executed. That is, in the data generation unit 20, the strain of the bridge 30 is measured by the strain sensor 21a, and strain waveform data is generated based on the measured strain data. Thereafter, the generated distortion waveform data is transmitted from the data generation unit 20 to the management unit 10 via the network 40.

  Thereafter, in step ST3, a distortion waveform monitoring step is executed. That is, the supplied distortion waveform data is analyzed and monitored by the management unit 10. Specifically, the management unit 10 executes the traffic congestion monitoring method and the damage monitoring method according to the above-described sixth to tenth embodiments, thereby monitoring the damage state of the bridge 30 as well as the traffic conditions and traffic conditions. The traffic flow is monitored.

  Then, it transfers to step ST4 and a bridge state determination step is performed. That is, the bridge state determination unit 12 determines whether or not an abnormality has occurred in the bridge 30 or whether or not there is a traffic jam in the bridge 30. Note that it is also possible to move to step ST4 after accumulating the distortion waveform data in the storage unit 13 by repeatedly executing steps ST1 to ST3 a predetermined number of times. In this case, in step ST4, the bridge state determination unit 12 can also determine the occurrence of an abnormality in the bridge 30 or the occurrence of a traffic jam in the bridge 30 based on the accumulated distortion waveform data. Thereafter, when the bridge state determination unit 12 determines in step ST4 that an abnormality has occurred in the bridge 30 or a traffic jam has occurred in the bridge 30 (step ST4: Yes), the process proceeds to step ST5.

  In step ST5, a notification step is executed. That is, the management unit 10 notifies the outside of the damage state of the bridge 30 and the traffic flow state by displaying the content of the abnormality that has occurred in the bridge 30 such as the occurrence of an abnormality or the occurrence of traffic jam on the display unit 14.

  On the other hand, when the bridge state determination unit 12 determines in step ST4 that no abnormality has occurred in the bridge 30 and no traffic jam has occurred in the bridge 30 (step ST4: No), the process in step ST5 is omitted. The Bridge monitoring is performed by sequentially repeating the above processing.

  According to the embodiment described above, by continuously acquiring the strain information of the bridge 30, the damage state of the bridge 30 can be determined and monitored from the acquired strain waveform data, and the vehicle in the bridge 30 can be monitored. It is possible to determine and monitor 61 traffic conditions.

  As mentioned above, although embodiment of this invention was described concretely, this invention is not limited to the above-mentioned embodiment, Various deformation | transformation based on the technical idea of this invention is possible. For example, the numerical values and the configuration of the management unit and the data generation unit given in the above embodiment are merely examples, and different numerical values and configurations of the management unit and the data generation unit may be used as necessary. However, the present invention is not limited by the description and drawings which form part of the disclosure of the present invention according to the present embodiment.

  In the above-described embodiment, the management unit 10, the data generation unit 20, and the network 40 are configured separately, and the data generation unit 20 is installed around the bridge 30 to at least the strain sensor of the data generation unit 20. Although 21a is installed in the bridge 30, it is also possible to configure the bridge monitoring apparatus by integrally configuring the management unit 10 and the data generation unit 20. In this case, the display units 14 and 24 may be the same display unit.

  In the embodiment described above, the weight of the vehicle 61 passing through the bridge 30 can be calculated and analyzed from the magnitude of the value of the strain data by analyzing the strain waveform data. In this case, the strain waveform monitoring unit 11 calculates the load of the bridge 30 by the bridge state determination unit 12 by deriving the load applied to the bridge 30 by, for example, summing the weights of all the vehicles 61 to 63 that have passed through the bridge 30. It is also possible to determine the damage state.

DESCRIPTION OF SYMBOLS 1 Bridge monitoring system 10 Management part 11 Strain waveform monitoring part 12 Bridge state determination part 13 Memory | storage part 14,24 Display part 20 Data generation part 21 Strain measurement part 21a Strain sensor 22 Data processing part 23 Data transfer part 30 Bridge 31 Vertical rib 32 Horizontal rib 33 Floor slab 34 Asphalt 40 Network

Claims (10)

Strain measuring means configured to be able to measure the amount of strain of the bridge by a vehicle passing through the bridge by strain detecting means installed on the bridge, and strain waveform data based on the strain amount measured by the strain measuring means A data generation unit having distortion waveform generation means for generating;
A distortion waveform monitoring unit that analyzes and monitors the distortion waveform data generated by the distortion waveform generation unit, and a bridge configured to be able to determine the state of the bridge based on a result analyzed by the distortion waveform monitoring unit A management unit having a state determination means,
The bridge monitoring system, wherein the data generation unit and the management unit are configured to be able to transmit and receive the distortion waveform data via a network.   The bridge monitoring system according to claim 1, wherein the bridge state is at least one of a damage state of the bridge and a traffic flow state of the vehicle passing through the bridge.   The distortion waveform monitoring means derives a time integration value with a predetermined time as an integration interval for a difference between the distortion waveform data value and a distortion amount reference value when the vehicle does not pass through the bridge. 3. The bridge monitoring system according to claim 2, wherein the bridge state determination unit determines that traffic congestion has occurred in the bridge when the time integration value is equal to or greater than a predetermined integration threshold.   The strain waveform monitoring means integrates the time when the value of the strain waveform data exceeds a predetermined strain threshold within a predetermined time, and the bridge state determining means is equal to or longer than a predetermined time threshold. The bridge monitoring system according to claim 2, wherein in this case, it is determined that traffic congestion has occurred in the bridge.   The strain waveform monitoring means derives a ratio with respect to the predetermined time by accumulating the time when the value of the strain waveform data exceeds a predetermined strain threshold within a predetermined time, and the bridge state determining means is 3. The bridge monitoring system according to claim 2, wherein when the ratio of the time exceeding the strain threshold is equal to or greater than a predetermined time ratio threshold, it is determined that traffic congestion has occurred in the bridge.   The distortion waveform monitoring means counts the number of data in which a value of the distortion waveform data exceeds a predetermined distortion threshold value within a predetermined time with respect to the distortion waveform data sampled at a predetermined time interval, and 3. The bridge monitoring system according to claim 2, wherein the state determination unit determines that traffic congestion has occurred in the bridge when the number of data exceeding the distortion threshold is equal to or greater than a predetermined data number threshold. .   The distortion waveform monitoring means counts the number of data for which the value of the distortion waveform data exceeds a predetermined distortion threshold within a predetermined time for the distortion waveform data sampled at a predetermined time interval. Deriving a ratio with respect to the total number of data in time, the bridge state determination means, when the ratio of the number of data exceeding the distortion threshold with respect to the total number of data in the predetermined time is equal to or greater than a predetermined data number ratio threshold The bridge monitoring system according to claim 2, wherein it is determined that traffic congestion has occurred in the bridge. A strain measurement unit configured to be able to measure the strain of the bridge by a vehicle passing through the bridge by a strain detection unit installed on the bridge, and generates distortion waveform data based on the strain amount measured by the strain measurement unit A data generation unit having distortion waveform generation means for
A distortion waveform monitoring unit that analyzes and monitors the distortion waveform data generated by the distortion waveform generation unit, and a bridge configured to be able to determine the state of the bridge based on a result analyzed by the distortion waveform monitoring unit A bridge monitoring device comprising: a management unit having a state determination unit. A strain measurement step of measuring strain of the bridge by a vehicle passing through the bridge by strain measurement means having strain detection means installed on the bridge;
A distortion waveform generation step of generating distortion waveform data based on the distortion amount measured by the distortion measurement means;
A distortion waveform monitoring step of analyzing and monitoring the distortion waveform data generated in the distortion waveform generation step;
Based on the result analyzed in the distortion waveform monitoring step, a bridge state determination step for determining the state of the bridge,
A bridge monitoring method characterized by comprising: A strain measuring means configured to be able to measure the amount of strain of the bridge by a vehicle passing through the bridge by a strain detecting means that can be installed on the bridge;
Strain waveform generation means for generating distortion waveform data based on the amount of strain generated by the vehicle passing through the bridge and measured by the strain measurement means;
A data transfer means for transmitting the strain waveform data via a network to a management unit that analyzes the strain waveform data and monitors the bridge.

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