JP2023161195A - Measurement method, measurement device, measurement system, and measurement program - Google Patents

Abstract

To provide a measurement method capable of accurately calculating a deflection amount of a structure when a movable body moves on the structure by processing with a relatively small amount of calculation.SOLUTION: A measurement method comprises: a step to generate first displacement data of a structure; a step to generate second displacement data by performing a filtering processing to the first displacement data; a step to generate an observation information; a step to calculate a time section in which vehicles of a movable body individually moved on the structure; a step to calculate a first deflection amount of the structure; a step to calculate a second deflection amount by performing the filtering processing to the first deflection amount; a step to calculate a displacement response based on the second displacement data and the time section; a step to calculate a deflection response based on the second deflection amount and the time section; a step to calculate weighting coefficient with respect to the vehicles based on the displacement response and the deflection response; and a step to calculate a third deflection amount by correcting the first deflection amount based on the weighting coefficient.SELECTED DRAWING: Figure 27

Description

The present invention relates to a measuring method, a measuring device, a measuring system, and a measuring program.

In Patent Document 1, a theoretical analysis model of the dynamic response of a railway bridge when a train is running is formulated with a train as a moving load train and a bridge as a simple beam, and the acceleration of the bridge when the train is running is measured. This paper describes a method for investigating the structural performance of railway bridges, which is characterized by estimating unknown parameters of a theoretical analysis model from data using an inverse analysis method. More specifically, in the structural performance investigation method described in Patent Document 1, an error term is introduced into a theoretical analysis model to define a probability model, and acceleration data is generated simultaneously when unknown parameters are given. By substituting the probability of occurrence and the prior probability density function of the unknown parameter into the equation obtained by Bayes' theorem, we determine the joint posterior probability density function of the unknown parameter when the acceleration data is a given condition, and calculate the estimated parameter and the relevant Evaluate the structural performance of railway bridges by reflecting parameter uncertainties.

JP2018-31187A

If the acceleration data acquired by the acceleration sensor installed on the bridge is sent to the host via the communication network, the amount of data communication will be enormous, so a measurement device installed near the acceleration sensor acquires the acceleration data and transmits the data. A preferred method is to perform processing and send the measured data after data processing to the host. With such a system configuration, it is possible to reduce the amount of data communication and reduce the cost of the entire system. However, as in the structural performance investigation method described in Patent Document 1, the method of estimating unknown parameters of a theoretical analysis model from acceleration data using an inverse analysis method requires a very large amount of calculation, so expensive measurement equipment with high performance is required. is necessary, making it difficult to achieve sufficient cost reductions for the entire system.

One aspect of the measurement method according to the present invention is
First displacement data based on physical quantities that are responses to actions on the observation point of a plurality of parts of a moving body moving on the structure, based on data output from an observation device that observes an observation point of the structure. a first displacement data generation step for generating;
a second displacement data generation step of filtering the first displacement data to generate second displacement data with reduced vibration components;
an observation information generation step of generating observation information including an entry time and an exit time of the mobile object to the structure;
A time period for calculating a time period during which each vehicle of the moving body independently moved the structure based on the observation information and environmental information including the dimensions of the moving body and the dimensions of the structure created in advance. An interval calculation step,
a first deflection amount calculation step of calculating a first deflection amount of the structure by the moving body based on the approximate expression for the deflection of the structure, the observation information, and the environmental information;
a second deflection amount calculation step of calculating a second deflection amount by filtering the first deflection amount to reduce vibration components;
a displacement response calculation step of calculating a displacement response when each of the vehicles moves independently on the structure based on the second displacement data and the time period during which each of the vehicles moved independently on the structure; and,
a deflection response calculation step of calculating a deflection response when each of the vehicles moves independently on the structure based on the second deflection amount and the time period during which each of the vehicles moved independently on the structure; and,
a weighting coefficient calculation step of calculating a weighting coefficient for each of the vehicles based on the displacement response and the deflection response of the time period in which each of the vehicles independently moved the structure;
a third deflection amount calculation step of calculating a third deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle;
including.

One aspect of the measuring device according to the present invention is
First displacement data based on physical quantities that are responses to actions on the observation point of a plurality of parts of a moving body moving on the structure, based on data output from an observation device that observes an observation point of the structure. a first displacement data generation unit that generates;
a second displacement data generation unit that filters the first displacement data to generate second displacement data with reduced vibration components;
an observation information generation unit that generates observation information including an entry time and an exit time of the mobile object to the structure;
A time period for calculating a time period during which each vehicle of the moving body independently moved the structure based on the observation information and environmental information including the dimensions of the moving body and the dimensions of the structure created in advance. An interval calculation unit,
a first deflection amount calculation unit that calculates a first deflection amount of the structure by the moving object based on the approximate expression for the deflection of the structure, the observation information, and the environmental information;
a second deflection amount calculation unit that calculates a second deflection amount by filtering the first deflection amount to reduce vibration components;
a displacement response calculation unit that calculates a displacement response when each of the vehicles moves independently on the structure, based on the second displacement data and the time period in which each of the vehicles moves independently on the structure; and,
a deflection response calculation unit that calculates a deflection response when each of the vehicles moves independently on the structure based on the second deflection amount and the time period in which each of the vehicles moves independently on the structure; and,
a weighting coefficient calculation unit that calculates a weighting coefficient for each vehicle based on the displacement response and the deflection response in the time period in which each vehicle independently moved the structure;
a third deflection amount calculation unit that calculates a third deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle;
including.

One aspect of the measurement system according to the present invention is
One aspect of the measuring device,
the observation device that observes the observation point;
Equipped with

One aspect of the measurement program according to the present invention is
First displacement data based on physical quantities that are responses to actions on the observation point of a plurality of parts of a moving body moving on the structure, based on data output from an observation device that observes an observation point of the structure. a first displacement data generation step for generating;
a second displacement data generation step of filtering the first displacement data to generate second displacement data with reduced vibration components;
an observation information generation step of generating observation information including an entry time and an exit time of the mobile object to the structure;
A time period for calculating a time period during which each vehicle of the moving body independently moved the structure based on the observation information and environmental information including the dimensions of the moving body and the dimensions of the structure created in advance. An interval calculation step,
a first deflection amount calculation step of calculating a first deflection amount of the structure by the moving body based on the approximate expression for the deflection of the structure, the observation information, and the environmental information;
a second deflection amount calculation step of calculating a second deflection amount by filtering the first deflection amount to reduce vibration components;
a displacement response calculation step of calculating a displacement response when each of the vehicles moves independently on the structure based on the second displacement data and the time period during which each of the vehicles moved independently on the structure; and,
a deflection response calculation step of calculating a deflection response when each of the vehicles moves independently on the structure based on the second deflection amount and the time period during which each of the vehicles moved independently on the structure; and,
a weighting coefficient calculation step of calculating a weighting coefficient for each of the vehicles based on the displacement response and the deflection response of the time period in which each of the vehicles independently moved the structure;
a third deflection amount calculation step of calculating a third deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle;
have the computer execute it.

The figure which shows the example of a structure of a measurement system. FIG. 2 is a cross-sectional view of the upper structure of FIG. 1 taken along line AA. An explanatory diagram of acceleration detected by an acceleration sensor. The figure which shows an example of displacement data u(t). The figure which shows an example of displacement data u _lp (t). The figure which shows an example of speed data _vlp . The figure which shows an example of the relationship between displacement data u(t), approach time t _i , and advance time t _o . The figure which shows an example of the length _Lc ( _Cm ) of a vehicle, and the distance La ( _aw ( _Cm ,n)) between axles. FIG. 3 is an explanatory diagram of a condition in which there is a time section in which each vehicle moves independently on the superstructure. An explanatory diagram of the structural model of the bridge superstructure. The figure which shows an example of the amount of deflection w _std ( _aw (C _m , n), t). The figure which shows an example of the amount of deflection C _std (C _m , t). The figure which shows an example of the amount of deflection T _std (t). The figure which shows an example of the amount of deflection T _{std_lp} (t). The figure which shows an example of displacement response u _lp (C _m t). The figure which shows an example of deflection response T _{std_lp} (C _m t). The figure which shows an example of the amount of deflection T _{p_std} (t). The figure which shows an example of the amount of deflection T _{p_std_lp} (t). The figure which shows displacement data u _lp (t) and deflection amount T _{p_std_lp} (t) superimposed. The figure which shows an example of the amount of deflection T _{p_Estd_lp} (t). The figure which shows an example of the amount of deflection T _{p_Estd} (t). The figure which shows an example of the relationship between the amount of deflection T _{p_Estd_lp} (t) and the amount of deflection T _{p_std_lp} (t) and a predetermined interval T _avg in which their average value is calculated. The figure which shows an example of offset _{Tp_offset_std} (t). The figure which shows an example of the amount of deflection T _{p_EOstd} (t). A diagram showing the relationship between displacement data u(t) and deflection amount T _{p_EOstd} (t). The figure which shows an example of natural vibration u _{p_nv} (t). FIG. 3 is a flowchart diagram illustrating an example of the procedure of the measurement method according to the present embodiment. FIG. 3 is a flowchart diagram illustrating an example of a procedure of a first displacement data generation step. FIG. 7 is a flowchart diagram illustrating an example of a procedure of a second displacement data generation step. The flowchart figure which shows an example of the procedure of an observation information generation process. The flowchart figure which shows an example of the procedure of an average speed calculation process. The flowchart figure which shows an example of the procedure of a time interval calculation process. The flowchart figure which shows an example of the procedure of a 1st deflection amount calculation process. The flowchart figure which shows an example of the procedure of a 2nd deflection amount calculation process. The flowchart figure which shows an example of the procedure of a weighting coefficient calculation process. FIG. 3 is a flowchart diagram illustrating an example of a procedure of a static response calculation process. The figure which shows the example of a structure of a sensor, a measuring device, and a monitoring device. The figure which shows the other example of a structure of a measurement system. The figure which shows the other example of a structure of a measurement system. The figure which shows the other example of a structure of a measurement system. 41 is a cross-sectional view taken along line AA of the upper structure in FIG. 40. FIG.

Hereinafter, preferred embodiments of the present invention will be described in detail using the drawings. Note that the embodiments described below do not unduly limit the content of the present invention described in the claims. Furthermore, not all of the configurations described below are essential components of the present invention.

1. Embodiment 1-1. Configuration of Measurement System A moving object passing through the superstructure of a bridge, which is a structure according to this embodiment, is a vehicle or a railway vehicle that has a large weight and can be measured by BWIM. BWIM is an abbreviation for Bridge Weight in Motion, and is a technology that measures the weight, number of axes, etc. of a moving object passing through a bridge by treating the bridge as a "scale" and measuring the deformation of the bridge. Bridge superstructures that can analyze the weight of passing moving objects based on responses such as deformation and strain are structures where BWIM works, applying the physical process between action and response on the bridge superstructure. The BWIM system makes it possible to measure the weight of passing moving objects. In the following, a measurement system for implementing the measurement method of this embodiment will be described, taking as an example the case where the moving object is a railway vehicle.

FIG. 1 is a diagram showing an example of a measurement system according to this embodiment. As shown in FIG. 1, a measurement system 10 according to the present embodiment includes a measurement device 1 and at least one sensor 2 provided in a superstructure 7 of a bridge 5. Furthermore, the measurement system 10 may include a monitoring device 3.

The bridge 5 consists of an upper structure 7 and a lower structure 8. FIG. 2 is a cross-sectional view of the upper structure 7 taken along line AA in FIG. As shown in FIGS. 1 and 2, the superstructure 7 includes a bridge deck 7a consisting of a floor plate F, a main girder G, a cross beam (not shown), etc., supports 7b, rails 7c, sleepers 7d, and ballasts 7e. ,including. Moreover, as shown in FIG. 1, the lower structure 8 includes a bridge pier 8a and an abutment 8b. The upper structure 7 is a structure that extends over any one of adjacent abutments 8b and piers 8a, two adjacent abutments 8b, or two adjacent piers 8a. Both ends of the upper structure 7 are located at adjacent abutments 8b and 8a, at two adjacent abutments 8b, or at two adjacent piers 8a.

When the railway vehicle 6 enters the superstructure 7, the superstructure 7 bends due to the load of the railway vehicle 6, but since the railway vehicle 6 is made up of multiple vehicles connected, the superstructure 7 bends as each vehicle passes. A phenomenon occurs in which the deflection is periodically repeated. This phenomenon is called static response. On the other hand, since the upper structure 7 has a natural vibration frequency as a structure, the natural vibration of the upper structure 7 may be excited when the railway vehicle 6 passes through the upper structure 7. When the natural vibration of the upper structure 7 is excited, a phenomenon occurs in which the deflection of the upper structure 7 is periodically repeated. This phenomenon is called dynamic response.

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

Each sensor 2 outputs data used to calculate a static response when a railway vehicle 6, which is a moving body, moves on a superstructure 7, which is a structure. In this embodiment, each sensor 2 is an acceleration sensor, and may be a crystal acceleration sensor or a MEMS acceleration sensor, for example. MEMS is an abbreviation for Micro Electro Mechanical Systems.

In this embodiment, each sensor 2 is installed at the longitudinal center of the upper structure 7, specifically, at the longitudinal center of the main girder G. However, each sensor 2 only needs to be able to detect acceleration for calculating a static response, and its installation position is not limited to the center of the upper structure 7. Note that if each sensor 2 is installed on the floor plate F of the superstructure 7, there is a risk that it will be destroyed by the running of the railway vehicle 6, and the measurement accuracy may be affected by local deformation of the bridge deck 7a. 1 and 2, each sensor 2 is provided on the main girder G of the superstructure 7. In the example of FIGS.

The floor plate F, main girder G, etc. of the superstructure 7 are bent in the vertical direction due to the load caused by the railway vehicle 6 passing through the superstructure 7. Each sensor 2 detects the acceleration of the deflection of the floor plate F and the main girder G due to the load of the railway vehicle 6 passing through the superstructure 7.

The measuring device 1 calculates a static response when the railway vehicle 6 passes the superstructure 7 based on the acceleration data output from each sensor 2. The measuring device 1 is installed, for example, on the abutment 8b.

The measuring device 1 and the monitoring device 3 can communicate, for example, via a communication network 4 such as a wireless network of a mobile phone and the Internet. The measuring device 1 transmits measurement data including a static response when the railway vehicle 6 passes the superstructure 7 to the monitoring device 3. The monitoring device 3 may store the information in a storage device (not shown), and perform processing such as monitoring the railway vehicle 6 and determining abnormality in the superstructure 7 based on the information, for example.

In addition, in this embodiment, the bridge 5 is a railway bridge, for example, a steel bridge, a girder bridge, an RC bridge, etc. RC is an abbreviation for Reinforced-Concrete.

As shown in FIG. 2, in this embodiment, an observation point R is set in association with the sensor 2. In the example of FIG. 2, the observation point R is set at a position on the surface of the upper structure 7 that is vertically above the sensor 2 provided on the main girder G. That is, the sensor 2 is an observation device that observes the observation point R, and detects a physical quantity that is a response to the action on the observation point R of a plurality of parts of the railway vehicle 6 moving on the superstructure 7, which is a structure, Outputs data including detected physical quantities. For example, each of the plurality of parts of the railway vehicle 6 is an axle or a wheel, and hereinafter it will be assumed that the parts are axles. Furthermore, in this embodiment, each sensor 2 is an acceleration sensor, and detects acceleration as a physical quantity. The sensor 2 may be provided at a position where it can detect the acceleration generated at the observation point R due to the running of the railway vehicle 6, but it is preferably provided at a position close to vertically above the observation point R.

Note that the number and installation positions of the sensors 2 are not limited to the examples shown in FIGS. 1 and 2, and various modifications are possible.

The measuring device 1 acquires acceleration in a direction intersecting the plane of the superstructure 7 on which the railway vehicle 6 moves, based on acceleration data output from the sensor 2. The plane of the superstructure 7 on which the railway vehicle 6 moves is the direction in which the railroad vehicle 6 moves, that is, the X direction that is the longitudinal direction of the superstructure 7, and the direction perpendicular to the direction in which the railroad vehicle 6 moves, that is, the superstructure 7. and the Y direction, which is the width direction of. As the railway vehicle 6 travels, the observation point R is deflected in a direction orthogonal to the X direction and the Y direction. It is desirable to obtain the acceleration in the Z direction, which is the direction perpendicular to the floor plate F, that is, the normal direction of the floorboard F.

FIG. 3 is a diagram illustrating the acceleration detected by the sensor 2. The sensor 2 is an acceleration sensor that detects acceleration generated in each of three mutually orthogonal axes.

In order to detect the acceleration of the deflection of the observation point R due to the running of the railway vehicle 6, the sensor 2 is configured such that one axis among the three detection axes, x-axis, y-axis, and z-axis, intersects the X direction and the Y direction. It is installed so that it is in the direction of In FIGS. 1 and 2, the sensor 2 is installed so that one axis is in a direction intersecting the X direction and the Y direction. Since the observation point R is deflected in a direction perpendicular to the X and Y directions, ideally the sensor 2 should have one axis perpendicular to the X and Y directions in order to accurately detect the acceleration of the deflection. It is installed along the Z direction, that is, the normal direction of the floorboard F.

However, when installing the sensor 2 on the superstructure 7, the installation location may be inclined. In the measuring device 1, even if one of the three detection axes of the sensor 2 is not installed in accordance with the normal direction of the floorboard F, the error is small and can be ignored because it is generally oriented in the normal direction. In addition, even if one of the three detection axes of the sensor 2 is not installed in line with the normal direction of the floorboard F, the measurement device 1 can perform a three-axis synthesis that combines the accelerations of the x-axis, y-axis, and z-axis. Detection errors due to the inclination of the sensor 2 can be corrected by the acceleration. Further, the sensor 2 may be a uniaxial acceleration sensor that detects at least acceleration that occurs in a direction substantially parallel to the vertical direction or acceleration in the normal direction of the floorboard F.

The details of the measurement method of this embodiment executed by the measurement device 1 will be described below.

1-2. Details of the measurement method First, the measurement device 1 integrates the acceleration data a(k) output from the sensor 2, which is an acceleration sensor, to generate velocity data v(k), as shown in equation (1), and then , the velocity data v(k) is integrated to generate the displacement data u(k), as shown in equation (2). The acceleration data a(k) is acceleration change data from which an unnecessary acceleration bias is removed in order to calculate a displacement change when the railway vehicle 6 passes the bridge 5. For example, the acceleration immediately before the railway vehicle 6 passes the bridge 5 may be set to 0, and subsequent changes in acceleration may be set as the acceleration data a(k). In equations (1) and (2), k is the sample number and ΔT is the sample time interval. The displacement data u(k) is data on the displacement of the observation point R due to the travel of the railway vehicle 6.

Displacement data u(k) with sample number k as a variable is converted to displacement data u(t) with time t as a variable, with time t=kΔT. FIG. 4 shows an example of displacement data u(t). Since the displacement data u(t) is generated based on the acceleration data a(t) output from the sensor 2 observing the observation point R, the displacement data u(t) is generated based on the acceleration data a(t) output from the sensor 2 observing the observation point R. This data is based on acceleration, which is a response to the action on R.

Next, in order to reduce the vibration component of the fundamental frequency f _{u (t) included in the displacement data u (t} ) and its harmonics, the measuring device 1 generates displacement data u that has been filtered from the displacement data u (t). Generate _lp (t). The filter processing may be, for example, low-pass filter processing or band-pass filter processing.

Specifically, first, the measuring device 1 calculates the power spectrum density by performing fast Fourier transform processing on the displacement data u(t), and calculates the peak of the power spectrum density as the fundamental frequency f _u(t) . Then, the measuring device 1 calculates the moving average interval t _MA from the sample time interval ΔT of the displacement data u(t) and the fundamental frequency f _u(t) using equation (3).

Then, the measuring device 1 performs a moving average process on the displacement data u(t) according to equation (4) as a filter process to reduce the vibration component contained in the displacement data u(t), and the displacement data u _lp ( t). This moving average processing not only requires a small amount of calculation, but also has a very large attenuation of the signal component of the fundamental frequency f _{u (t)} and its harmonic components, so the displacement data is effectively reduced in vibration components. u _lp (t) is obtained. FIG. 5 shows an example of displacement data u _lp (t). As shown in FIG. 5, displacement data u _lp (t) from which most of the vibration components included in the displacement data u(t) are removed is obtained.

Note that, as filter processing, the measuring device 1 performs FIR filter processing on the displacement data u(t) to attenuate signal components of frequencies equal to or higher than the fundamental frequency f _{u(t) to obtain} the displacement data u _lp (t). May be generated. FIR is an abbreviation for Finite Impulse Response. Although this FIR filter processing requires a larger amount of calculation than the moving average processing, it is possible to attenuate all signal components having frequencies equal to or higher than the fundamental frequency fu _(t) .

Next, the measuring device 1 calculates an approach time t _{i and} an exit time to of the railway vehicle 6 with respect to the superstructure 7 from the displacement data u _lp (t). Specifically, first, the measuring device 1 calculates the velocity data v _lp (t) by differentiating the displacement data u _lp (t) as shown in equation (5). FIG. 6 shows an example of speed data v _lp (t).

Then, as shown in FIG. 6, the measuring device 1 calculates the time of the peak in the negative range of the speed data v _lp (t) as the approach time t _i , and calculates the time of the peak in the positive range of the speed data v _lp (t). The time is calculated as the advance time _to .

The approach time t _i is the time when the leading axle of the plurality of axles of the railway vehicle 6 passes the approach end of the superstructure 7 . Further, the advancing time _to is the time when the last axle among the plurality of axles of the railway vehicle 6 passes the advancing end of the upper structure 7. FIG. 7 shows an example of the relationship between the displacement data u(t), the entry time t _i and the exit time _to .

Next, the measuring device 1 calculates the transit time t _s for the railway vehicle 6 to pass through the superstructure 7 of the bridge 5 as the difference between the advance time t _o and the approach time t _i using equation (6).

In addition, the measuring device 1 calculates the wave number ν of the fundamental frequency f _{u (t)} included in the transit time t _s using equation (7), and rounds the wave number ν to the nearest integer as shown in equation (8). The number _CT of the railway vehicles 6 is calculated.

The measuring device 1 stores observation information including an entry time t _i , an exit time t _o , a passing time t _s , and the number of vehicles C _T in a storage unit (not shown).

Then, the measuring device 1 performs subsequent processing based on the observation information and environmental information including the dimensions of the railway vehicle 6 and the dimensions of the superstructure 7 created in advance.

The environmental information includes, as the dimensions of the superstructure 7, the length L _B of the superstructure 7 and the position L _x of the observation point R, for example. The length L _B of the superstructure 7 is the distance between the entry end and the exit end of the superstructure 7 . Further, the position L _x of the observation point R is the distance from the approach end of the upper structure 7 to the observation point R. In addition, the environmental information includes the dimensions of the railway vehicle 6, such as the length L _C (C _m ) of each vehicle in the railway vehicle 6 , the number of axles a _T (C _m ) of each vehicle, and the distance between the axles of each vehicle. Contains La( _aw (C _m , n)). C _m is the vehicle number, and the length L _C (C _m ) of each vehicle is the distance between both ends of the C _mth vehicle from the beginning. The number of axles a _T (C _m ) of each vehicle is the number of axles of the C _mth vehicle from the top. n is the axle number of each vehicle, and satisfies 1≦n≦a _T (C _m ). The distance La ( _aw (C _m , n)) between the axles of each vehicle is the distance between the tip of the C _mth vehicle from the head and the first axle from the head when n = 1, When n≧2, it is the distance between the (n−1)th axle and the nth axle from the beginning. FIG. 8 shows an example of the length L _C (C _m ) of the C _mth vehicle of the railway vehicle 6 and the distance La ( _aw (C _m , n)) between the axles. The dimensions of the railway vehicle 6 and the superstructure 7 can be measured by known methods.

In addition, when it is assumed that a railway vehicle 6 in which an arbitrary number of vehicles having the same dimensions are connected runs on the superstructure 7 of the bridge 5, the environmental information is the length L of the vehicle for one vehicle. _C (C _m ), the number of axles a _T (C _m ) of the vehicle, and the distance between the axles La ( _aw (C _m , n)).

If there are multiple types of railway vehicles 6 passing through the bridge 5, the measuring device 1 can detect one of the railway vehicles 6 based on the passing time _ts and the number of vehicles _CT included in the observation information, for example. The type of railway vehicle 6 may be identified by calculating the length of one vehicle and comparing the calculated length of one vehicle with the length L _C (C _m ) of each vehicle included in the environmental information. Alternatively, the measuring device 1 may identify the type of the railway vehicle 6 based on the passing time of the railway vehicle 6.

The total number of axles Ta _T of the railway vehicle 6 is calculated by equation (9) using the number of vehicles C _T included in the observation information and the number a _T (C _m ) of axles of each vehicle included in the environmental information.

Since the action of the load of the railway vehicle 6 on the superstructure 7 is transmitted through each axle, the response when the railway vehicle 6 passes through the superstructure 7 is the response from the first axle to the last axle of the railway vehicle 6. It becomes a response. The distance D _wa ( _aw (C _m , n)) from the leading axle of the railway vehicle 6 to the n-th axle of the C _m- th vehicle is calculated by equation (10).

In formula (10), by formula (11) where C _m =C _T and n = a _T (C _T ), the distance D _wa from the first axle of the railway vehicle 6 to the last axle of the last vehicle ( _aw (C _T , a _T (C _T ))) is calculated.

The average speed v _a of the railway vehicle 6 is determined by the length L _B of the superstructure 7 included in the environmental information, the passing time t _s included in the observation information, and the calculated distance D _wa ( _aw (C _T , a _T (C _T ))) is used to calculate the average speed v _a of the railway vehicle 6 using equation (12).

The measuring device 1 calculates the average speed v _a of the railway vehicle 6 using equation (13) obtained by substituting equation (11) into equation (12).

In the measurement method of this embodiment, the condition is that there is a time section in which each vehicle of the railway vehicle 6 moves independently on the superstructure 7. Therefore, the relationship between the length _LB of the upper structure 7 and the dimensions of the vehicle will be considered so that one vehicle can fit on the upper structure 7. When only the C _mth vehicle fits on top of the superstructure ₇ , as shown in FIG. This is a case where the leading axle of the C m +1-th vehicle is located at the forward end 7i, which is the advancing end of the superstructure 7, and is shorter than the state where the leading axle of the C _m +1-th vehicle is located at the rear end 7o, which is the advancing end of the superstructure 7.

The distance D _{1_1} from the rearmost axle to the rear end of the C _m -1th vehicle is expressed by equation (14), and the distance D _{1_2} from the front end of the C _m +1st vehicle to the leading axle is expressed by the equation ( 15).

Since the length of the C _mth vehicle is L _C (C _m ), the distance D ₁ from the rearmost axle of the C _m −1th vehicle to the leading axle of the C _m +1th vehicle is calculated using equation (16). It is expressed as

Equation (17) is obtained by substituting Equation (14) and Equation (14) into Equation (16).

Since the length of the superstructure 7 is _LB , the condition for the existence of a time section in which each vehicle of the railway vehicle 6 moves independently on the superstructure 7 is expressed by equation (18).

That is, in this embodiment, for each integer C _m from 2 to C _T -1, the length L _B of the upper structure 7 in the X direction in which the railway vehicle 6 moves is C _m -1 of the railway vehicle 6. It is assumed that the distance D ₁ between the rearmost axle of the th vehicle and the leading axle of the C _m +1th vehicle is shorter than 1.

For example, the length L _C (C _m ) of each car in the railway vehicle 6 is 25 m, the distance La ( _aw (C _m , 1)) between the tip of each car and the leading axle is 2.5 m, and each The distance La (a _w (C _m , 2)) between the first axle and the second axle of the vehicle is 2.5 m, and the distance La (between the second axle and the third axle of each vehicle) is 2.5 m. Assuming that a _w (C _m , 3)) is 15 m, and the distance La ( _aw (C _m , 4)) between the third axle of each vehicle and the fourth axle that is the rearmost one is 2.5 m. , from equation (17), D ₁ =30m. Therefore, when the length L _B of the superstructure 7 is less than 30 m, there is a time period in which each vehicle of the railway vehicle 6 moves independently on the superstructure 7.

The time period during which the first vehicle of the railway vehicle 6 moves alone through the superstructure 7 is from the time when the first axle of the first vehicle enters the superstructure 7 to the time when the first axle of the second vehicle enters the superstructure 7. until the time when The time when the leading axle of the leading vehicle enters the superstructure 7 is the entry time t _i included in the observation information. The time _{to_1} at which the leading axle _of the second vehicle enters the superstructure 7 is determined by the distance D _wa (a _w ( 2,1)) and the average speed v _a , it is calculated by equation (19).

The time period during which the leading vehicle moves alone on the superstructure 7 is expressed by equation (20).

The time period during which the C _mth vehicle of the railway vehicle 6 moves alone on the superstructure 7 is from the time when the rearmost axle of the C _m -1th vehicle advances through the superstructure 7 to the time when the C _m +1th vehicle moves through the superstructure 7. This is until the time when the leading axle enters the superstructure 7. However, 2≦C _m ≦C _T −1. C _m -The time t _{i_Cm at which the rearmost axle of the first vehicle advances through the superstructure 7 is the time t i_Cm when} the rearmost axle of the first vehicle advances from the first axle of the first vehicle to the rearmost axle of the C _m -1st vehicle. is calculated by equation (21) using the distance D _wa (a _w (C _m −1, a _T (C _m −1))), the average speed v _a and the length L _B of the superstructure 7.

The time _{to_Cm} at which the leading axle of the C _m +1st vehicle enters the superstructure 7 is the entry time t _i and the distance D _wa from the leading axle of the leading vehicle to the leading axle of the C _m +1st vehicle. (a _w (C _m +1,1)) and the average velocity v _a , it is calculated by equation (22).

C The time interval during which the _m -th vehicle moves alone on the superstructure 7 is expressed by equation (23).

The time period during _which the last vehicle of the railway vehicle 6 moves alone on the superstructure 7 is from the time when the last axle of the first vehicle enters the superstructure 7 to the time when the last axle of the first _vehicle enters the superstructure 7. This is until the time when the tail axle advances through the superstructure 7. C _T -The time t _{i_CT at which the last axle of the first vehicle advances through the superstructure 7 is the time t i_CT at} which the last axle of the first vehicle advances from the first axle of the first vehicle to C _T -the last axle of the first vehicle. is calculated by equation (24) using the distance D _wa (a _w (C _T -1, a _T (C _T -1))), the average speed v _a and the length L _B of the superstructure 7.

The time when the rearmost axle of the _CT -th vehicle advances through the superstructure 7 is the advancement _time to included in the observation information. The time interval during which the last vehicle moves alone on the superstructure 7 is expressed by equation (25).

When formula (20), formula (23), and formula (25) are put together, formula (26) is obtained.

Equation (26) is expressed as Equation (27) as a time interval t _Cm in which each vehicle of the railway vehicle 6 moves independently on the superstructure 7.

The measuring device 1 calculates equations (19), (21), (22), and (24), and calculates the time interval t _Cm in which each vehicle of the railway vehicle 6 moves independently on the superstructure 7. do.

Next, the measuring device 1 calculates the amount of deflection of the upper structure 7 caused by traveling of the railway vehicle 6 in the following manner.

In this embodiment, in the superstructure 7 of the bridge 5, one or a plurality of bridge decks 7a composed of a deck plate F, a main girder G, etc. are arranged in succession, and the measuring device 1 is configured to measure one bridge deck 7a. The displacement of 7a is calculated as the displacement at the center in the longitudinal direction. The load applied to the superstructure 7 moves from one end of the superstructure 7 to the other end. At this time, the amount of deflection, which is the displacement of the central portion of the upper structure 7, can be expressed using the position of the load on the upper structure 7 and the amount of load. In this embodiment, in order to represent the deflection deformation when the axle of the railway vehicle 6 moves on the superstructure 7 as a locus of the amount of deflection due to movement on a beam with a single point load, a structural model shown in FIG. 10 is considered. , In the structural model, the amount of deflection at the intermediate portion is calculated. In FIG. 10, P is the load. a is the load position from the approach end of the upper structure 7 on the side where the railway vehicle 6 enters. b is the load position from the advancing end of the upper structure 7 on the side where the railway vehicle 6 advances. L _B is the length of the superstructure 7, ie the distance between the two ends of the superstructure 7. The structural model shown in FIG. 10 is a simple beam supported at both ends with both ends serving as fulcrums.

In the structural model shown in FIG. 10, when the position of the approach end of the superstructure 7 is set to zero and the observation position of the amount of deflection is set to x, the bending moment M of the simple beam is expressed by equation (28).

In equation (28), the function H _a is defined as in equation (29).

By transforming equation (28), equation (30) is obtained.

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

By substituting equation (31) into equation (30), equation (32) is obtained.

Equation (33) is calculated to integrate Equation (32) with respect to observation position x, and Equation (34) is obtained. In equation (34), C ₁ is an integral constant.

Furthermore, Equation (35) is calculated to integrate Equation (34) with respect to observation position x, and Equation (36) is obtained. In equation (36), C ₂ is an integral constant.

In Equation (36), θx represents the amount of deflection, and Equation (37) is obtained by replacing θx with the amount of deflection w.

From FIG. 10, since b=L _B -a, equation (37) is transformed into equation (38).

Assuming that x=0 and the amount of deflection w=0, since x≦a, H _a =0, so by substituting x=w=H _a =0 into equation (38) and rearranging, equation (39) is obtained. .

Also, assuming that x=L _B and the amount of deflection w=0, since x>a, _Ha = 1, so substituting x=L _B , w=0, _Ha = 1 in equation (38) and rearranging it. , formula (40) is obtained.

By substituting b=L _B -a into equation (40), equation (41) is obtained.

By substituting the integral constant C ₁ of formula (39) and the integral constant C ₂ of formula (40) into formula (37), formula (42) is obtained.

By modifying equation (42), the amount of deflection w at observation position x when load P is applied to position a is expressed by equation (43).

The amount of deflection w _0.5LB at the central observation position x when the load P is at the center of the upper structure 7 is calculated using equation (44), where x=0.5LB, a=b=0.5LB, and H _a =0. It is expressed as This deflection amount w _0.5LB is the maximum amplitude of the deflection amount w.

The amount of deflection w at any observation position x is normalized by the amount of deflection w _0.5LB . When the position a of the load P is closer to the approach end than the observation position x, since x>a, equation (45) is obtained by substituting H _a =1 into equation (44).

Letting the position a of the load P be a=L _B r, and rearranging by substituting a=L _B r, b=L _B (1-r) into equation (45), the amount of deflection w is determined by equation (46). A standardized deflection w _std is obtained. r indicates the ratio of the position a of the load P to the length L _B of the upper structure 7.

Similarly, when the position a of the load P is closer to the advancing end than the observation position x, since x≦a, equation (47) is obtained by substituting H _a =0 into equation (44).

Letting the position a of the load P be a=L _B r, and substituting a=L _B r, b=L _B (1-r) into equation (47), the amount of deflection w can be obtained from equation (48). A standardized deflection w _std is obtained.

By combining Equations (46) and Equations (48), the amount of deflection w _std (r) at an arbitrary observation position x=L _x is expressed by Equation (49). In equation (49), function R(r) is expressed by equation (50). Equation (49) is an approximate expression for the deflection of the upper structure 7, which is a structure, and is an expression based on a structural model of the upper structure 7. Specifically, equation (49) is an approximate equation normalized by the maximum amplitude of deflection at the center position between the entry end and the exit end of the upper structure 7.

In this embodiment, the load P is a load on an arbitrary axle of the railway vehicle 6. The time t _xn required for an arbitrary axle of the railway vehicle 6 to reach the position L _x of the observation point R from the approach end of the superstructure 7 is determined by the _equation ( 51).

Further, the time t _ln required for an arbitrary axle of the railway vehicle 6 to pass through the upper structure 7 having the length _LB is calculated by equation (52).

The time t ₀ (C _m , n) at which the n-th axle of the C _m -th vehicle of the railway vehicle 6 reaches the approach end of the superstructure 7 is determined by the approach time t _i included in the observation information and equation (10). It is calculated by equation (53) using the calculated distance D _wa ( _aw (C _m , n)) and the average speed v _a calculated by equation (12).

The measuring device 1 uses Equations (51), Equations (52), and Equations (53) to calculate the amount of deflection expressed by Equation (49) by the n-th axle of the m _- th vehicle according to Equation (54). The amount of deflection w _std ( _aw (C _m , n), t) is calculated by replacing w _std (r) with time. In equation (54), the function R(t) is expressed by equation (55). FIG. 11 shows an example of the amount of deflection w _std ( _aw (C _m , n), t).

Furthermore, the measuring device 1 calculates the deflection amount C _std (C _m ,t) due to the C _m -th vehicle using equation (56). FIG. 12 shows an example of the amount of deflection C _std (C _m ,t) due to the C _m th vehicle with the number of axles n=4.

Furthermore, the measuring device 1 calculates the amount of deflection T _std (t) by the railway vehicle 6 using equation (57). FIG. 13 shows an example of the amount of deflection T _std (t) due to the railway vehicle 6 with the number of vehicles C _T =16. Note that in FIG. 13, the broken lines indicate 16 deflection amounts C _std (1, t) to C _std (16, t).

The amount of deflection T _std (t) due to the railway vehicle 6 is the sum of the amount of deflection C _std (C _m ,t) for each vehicle, and the amplitude of the deflection of the upper structure 7 due to each vehicle is constant. In reality, since the load differs from vehicle to vehicle, the amplitude of the displacement of the upper structure 7 due to the application of the load from vehicle to vehicle differs in proportion to the load. The amount of deflection T _std (t) due to the railway vehicle 6 is also weighted by the load of each vehicle in order to express the difference in the amplitude of deflection of the upper structure 7 due to the application of the load of each vehicle. The amount of deflection T _{p_std} (t) due to the railway vehicle 6 weighted by the load of each vehicle is expressed as in equation (58) using a weighting coefficient P _Cm by the load of the C _mth vehicle.

From equations (57) and (58), when the weighting coefficients P _Cm are all 1, equation (59) holds true.

Next, the measuring device 1 calculates a deflection obtained by filtering the deflection T _std (t) in order to reduce the vibration component of the fundamental frequency f _{u (t)} and its harmonics included in the deflection T _std (t). Calculate the quantity T _{std_lp} (t). As described above, the fundamental frequency f _u(t) is the fundamental frequency of the displacement data u(t). The filter processing may be, for example, low-pass filter processing or band-pass filter processing.

Then, as a filter process, the measuring device 1 performs moving average processing on the deflection amount T _std (t) using equation (60) to reduce the vibration component included in the deflection amount T _std (t). Calculate _{std_lp} (t). In Equation (60), the moving average section t _MA may be the same as the moving average section t _MA in the moving average processing of the displacement data u(t) according to Equation (4) above. Alternatively, the measuring device 1 calculates the power spectrum density by performing fast Fourier transform processing on the amount of deflection T _std (t), calculates the peak of the power spectrum density as the fundamental frequency f u (t), and calculates the peak of the power spectrum density as the fundamental frequency f _{u (t).} 3) may be used to calculate the moving average interval t _MA . This moving average processing not only requires a small amount of calculation, but also has a very large attenuation of the signal component of the fundamental frequency f _{u (t)} and its harmonic components, so the amount of deflection that effectively reduces the vibration component T _{std_lp} (t) is obtained. FIG. 14 shows an example of the amount of deflection T _{std_lp} (t). As shown in FIG. 14, a deflection amount T _{std_lp} (t) from which most of the vibration components included in the deflection amount T _std (t) is removed is obtained.

Note that, as filter processing, the measuring device 1 performs FIR filter processing to attenuate signal components of frequencies equal to or higher than the fundamental frequency f _{u (t)} with respect to the deflection amount T _{std_lp} (t). may be calculated. FIR is an abbreviation for Finite Impulse Response. Although this FIR filter processing requires a larger amount of calculation than the moving average processing, it is possible to attenuate all signal components having frequencies equal to or higher than the fundamental frequency fu _(t) .

The measuring device 1 calculates the weighting coefficient P _Cm by comparing the displacement data u _lp (t) and the deflection amount T _{std_lp} (t) in the time interval t _Cm in which the C _mth vehicle moves alone on the superstructure 7. . The displacement data u _lp (t) is calculated by the above equation (4). C The time interval t _Cm during which the _m -th vehicle moves alone on the superstructure 7 is calculated by the above equation (27), so the displacement response is the response of the displacement data u _lp (t) in the time interval t _Cm . u _lp (C _m t) is expressed as in equation (61). FIG. 15 shows an example of the displacement response u _lp (C _m t).

Further, the deflection response T _{std_lp} (C _m t), which is the response of the amount of deflection T _{std_lp} (t) in the time interval t _Cm , is expressed as in equation (62). FIG. 16 shows an example of the deflection response T _{std_lp} (C _m t).

The weighting coefficient P _Cm based on the load of the C _m -th vehicle is calculated as the ratio between the amplitude of the displacement response _ulp (C _m t) and the amplitude of the deflection response T _{std_lp} (C _m t). For example, the amplitude amount is an average value or an integrated value. When the amplitude amount is an average value, the weighting coefficient P _Cm is calculated by the formula (63), so by substituting the formula (62) into the formula (63), the weighting coefficients P ₁ to P _CT are calculated by the formula (64). ) is calculated.

Furthermore, when the amplitude amount is an integrated value, the weighting coefficient P _Cm is calculated by formula (65), so by substituting formula (62) into formula (65), the weighting coefficients P ₁ to P _CT are calculated by formula (65). It is calculated by (66).

The measuring device 1 substitutes the weighting coefficients P ₁ to P _CT calculated by the equation (64) or the equation (66) into the above-mentioned equation (58), and calculates the deflection due to the railway vehicle 6 weighted by the load of each vehicle. Calculate the quantity T _{p_std} (t). FIG. 17 shows an example of the amount of deflection T _{p_std} (t).

Next, the measuring device 1 uses the amount of deflection T _{p_std} (t) to calculate the static response when the railway vehicle 6 moves on the superstructure 7. Specifically, first, the measuring device 1 filters the amount of deflection T _{p_std} (t) in order to reduce the vibration component of the fundamental frequency F _M included in the amount of deflection T _{p_std} (t) and its harmonics. A deflection amount T _{std_lp} (t) is generated. The filter processing may be, for example, low-pass filter processing or band-pass filter processing.

Specifically, first, the measuring device 1 calculates the power spectrum density by performing fast Fourier transform processing on the amount of deflection T _{p_std} (t), and calculates the peak of the power spectrum density as the fundamental frequency F _M . Then, the measuring device 1 calculates the fundamental period _TM from the fundamental frequency _FM using equation (67), and adjusts it to the time resolution of the data by dividing the fundamental period _TM by ΔT as shown in equation (68). Calculate the moving average section _kmM . The fundamental period T _M is a period corresponding to the fundamental frequency F _M , and T _M >2ΔT.

Then, as a filter process, the measuring device 1 performs a moving average process on the deflection amount T _{p_std} (t) with the fundamental period T _M using equation (69) to reduce the vibration component included in the deflection amount T _{p_std} (t). The amount of deflection T _{p_std_lp} (t) is calculated. This moving average processing not only requires a small amount of calculation, but also has a very large attenuation of the signal component of the fundamental frequency _FM and its harmonic components, so the amount of deflection T _{p_std_lp} ( t) is obtained. FIG. 18 shows an example of the amount of deflection T _{p_std_lp} (t). As shown in FIG. 18, a deflection amount T _{p_std_lp} (t) is obtained in which most of the vibration components included in the deflection amount T _{p_std_lp} (t) are removed.

Note that the measuring device 1 calculates the deflection amount T _{p_std_lp} (t) by performing FIR filter processing on the deflection amount T _{p_std} (t) to attenuate signal components of frequencies equal to or higher than the fundamental frequency F _M as filter processing. It's okay. Although this FIR filter processing requires a larger amount of calculation than the moving average processing, it is possible to attenuate all signal components having frequencies equal to or higher than the fundamental frequency fu _(t) .

FIG. 19 shows the displacement data u _lp (t) shown in FIG. 5 and the deflection amount T _{p_std_lp} (t) shown in FIG. 18 in an overlapping manner. The amount of deflection T _{p_std_lp} (t) is considered to be the amount of deflection proportional to the load of the railway vehicle 6 passing through the superstructure 7, and the linear function of the amount of deflection T _{p_std_lp} (t) is approximately equal to the displacement data u _lp (t). Assume that That is, the measuring device 1 approximates the displacement data u _lp (t) by a linear function of the deflection amount T _{p_std_lp} (t), as shown in equation (70). Note that the time interval to be approximated is the time interval between the entry time _ti and the exit time t _o , or the time interval in which the amplitude of the deflection amount T _{p_std_lp} (t) is not zero.

Then, the measuring device 1 calculates the linear coefficient c ₁ and the zero-order coefficient c ₀ of the linear function expressed by equation (70). For example, the measuring device 1 uses the least squares method to determine that the error e(t) expressed by equation (71), that is, the difference between the displacement data u _lp (t) and the linear function of equation (70), is the minimum. The first-order coefficient c ₁ and zero-order coefficient c ₀ are calculated.

The first-order coefficient c ₁ and the zero-order coefficient c ₀ are calculated by Equation (72) and Equation (73), respectively. Let the data interval corresponding to the approximate time interval be k _a ≦k≦k _b .

Then, the measuring device 1 calculates the deflection amount T _{p_Estd_lp (t) by adjusting the deflection amount T p_std_lp (} t) using the first-order coefficient c ₁ and the zero-order coefficient c ₀ as shown in equation (74). As shown in equation (74), the amount of deflection T _{p_Estd_lp} (t) basically corresponds to the right side of equation (70), but in the section before approach time t _i and after the advance time t _o In the interval, the 0th order coefficient c ₀ is set to 0. FIG. 20 shows an example of the amount of deflection T _{p_Estd_lp} (t).

Also, as in equation (75), the first order of the deflection amount T _{p_std} (t) using the first order coefficient c ₁ calculated by equation (72) and the zero order coefficient c ₀ calculated by equation (73) Assume that the function is approximately equal to the displacement data u(t).

The deflection amount T _{p_Estd} (t), which is obtained by adjusting the deflection amount T _{p_std} (t) using the first-order coefficient c ₁ and the zero-order coefficient c ₀ , is calculated by equation (76). The right side of equation (76) is obtained by replacing T _{p_std_lp} (t) on the right side of equation (74) with T _{p_std} (t). FIG. 21 shows an example of the amount of deflection T _{p_Estd} (t).

Next, the measuring device 1 calculates the amplitude ratio R _T between the amount of deflection T _{p_Estd_lp} (t) and the amount of deflection T _{p_std_lp} (t) in the predetermined section using equation (77) with t=kΔT. In Equation (77), the numerator is the amount of deflection T _{p_Estd_lp} (t) included in a predetermined section of the section in which the waveform of the amount of deflection T _{p_Estd_lp} (t) and the waveform of the amount of deflection T _{p_std_lp} (t) are shifted. The denominator is the average value of n+1 samples of the deflection amount T _{p_std_lp} (t) included in the predetermined section. FIG. 22 shows an example of the relationship between the amount of deflection T _{p_Estd_lp} (t) and the amount of deflection T _{p_std_lp} (t) and the predetermined interval T _avg in which the average value thereof is calculated.

Next, the measuring device 1 compares the product R T T _{p_std_lp} (t) of the amplitude ratio R _T and the deflection amount _{T p_std_lp} (t) with the zero-order coefficient c ₀ to calculate the offset T _{p_offset_std} (t). Specifically, the measuring device 1 determines that the absolute value of the product R T T _{p_std_lp} (t) of the amplitude ratio R _T and the deflection amount _{T p_std_lp} (t) is the zero-order coefficient c ₀ as shown in equation (78). The offset T _{p_offset_std} (t) is calculated by replacing the section of the product R _T T _{p_std_lp} (t) that is larger than the absolute value with a zero-order coefficient c ₀ . FIG. 23 shows an example of the offset T _{p_offset_std} (t). In the example of FIG. 23, since the amplitude of the deflection amount _{T p_std_lp} (t) is 0 or negative, _the measuring device ₁ uses the zero-order coefficient c The offset T _{p_offset_std} (t) is calculated by replacing it with c ₀ .

Then, the measuring device 1 adds _{the product c 1 T p_std (t) of the linear coefficient c 1 and the deflection amount T p_std ( t )} and the offset T _{p_offset_std} (t), as shown in equation (79). Then, the amount of deflection T _{p_EOstd} (t) as a static response is calculated. This amount of deflection T _{p_EOstd} (t) corresponds to a static response when the railway vehicle 6 passes through the superstructure 7. FIG. 24 shows an example of the amount of deflection T _{p_EOstd} (t). Further, FIG. 25 shows the relationship between the displacement data u(t) and the deflection amount T _{p_EOstd} (t).

Furthermore, the measuring device 1 calculates the natural vibration u _{p_nv} (t) by subtracting the deflection amount T _{p_EOstd} (t), which is a static response, from the displacement data u(t), as shown in equation (80). This natural vibration _{up_nv} (t) corresponds to a dynamic response when the railway vehicle 6 passes through the superstructure 7. FIG. 26 shows an example of the natural vibration u _{p_nv} (t).

1-3. Procedure of the measurement method FIG. 27 is a flowchart showing an example of the procedure of the measurement method of this embodiment. In this embodiment, the measuring device 1 executes the procedure shown in FIG. 27.

As shown in FIG. 27, first, in an observation data acquisition step S10, the measuring device 1 acquires acceleration data a(k), which is observation data output from the sensor 2, which is an observation device.

Next, in the first displacement data generation step S20, the measuring device 1 determines whether the plurality of axles of the railway vehicle 6 moving on the superstructure 7 is Displacement data u(t) that is first displacement data based on acceleration as a physical quantity that is a response to an action on observation point R is generated. An example of the procedure of the first displacement data generation step S20 will be described later.

Next, in a second displacement data generation step S30, the measuring device 1 generates displacement data u _lp , which is second displacement data in which vibration components are reduced by filtering the displacement data u(t) generated in step S20. (t). For example, the measuring device 1 performs a moving average process to attenuate vibration components having a frequency equal to or higher than the fundamental frequency f _{u (t} ) of the displacement data u(t) as the filter process. An example of the procedure of the second displacement data generation step S30 will be described later.

Next, in the observation information generation step S40, the measurement device 1 generates observation information including the approach time t _i and the exit time t _o of the railway vehicle 6 with respect to the superstructure 7. The approach time t _i is the time when the first axle among the plurality of axles of the railway vehicle 6 passes the approach end of the superstructure 7, and the advance time t _o is the time when the first axle among the plurality of axles of the railway vehicle 6 passes the approach end. This is the time when the tail axle passes the extended end of the superstructure 7. In this embodiment, the measuring device 1 generates observation information including the number of vehicles _CT in addition to the entry time t _i and the exit time t _o based on the displacement data _ulp (t) generated in step S30. An example of the procedure of the observation information generation step S40 will be described later.

Next, in the average speed calculation step S50, the measuring device 1 calculates the speed of the railway vehicle based on the observation information generated in step S40 and the environmental information including the dimensions of the railway vehicle 6 and the dimensions of the superstructure 7 created in advance. Calculate the average speed v _a of 6. The environmental information includes the length L _B of the superstructure 7, the position L _x of the observation point R, the length L _C (C _m ) of each car of the railway vehicle 6, the number of axles a _T (C _m ) of each car, and the railway It includes the distance La ( _aw (C _m , n)) between each axle corresponding to the position of each of the plurality of axles of the vehicle 6 . An example of the procedure of the average speed calculation step S50 will be described later.

Next, in a time interval calculation step S60, the measuring device 1 determines the time interval t _Cm in which each vehicle of the railway vehicle 6 independently moved on the superstructure 7, based on the observation information generated in step S40 and the environmental information. Calculate. An example of the procedure of the time interval calculation step S60 will be described later.

Next, in the first deflection amount calculation step S70, the measuring device 1 calculates the amount of deflection based on the approximate equation for the deflection of the upper structure 7, which is the above-mentioned equation (49), the observation information generated in step S40, and the environmental information. Then, the amount of deflection T _std (t), which is the first amount of deflection of the upper structure 7 due to the railway vehicle 6, is calculated. In this embodiment, the measuring device 1 calculates the deflection amount T _std (t) further based on the average speed v _a of the railway vehicle 6 calculated in step S50. An example of the procedure of the first deflection amount calculation step S70 will be described later.

Next, in the second deflection amount calculation step S80, the measuring device 1 filters the deflection amount T _std (t) calculated in step S70 to reduce the vibration component, which is the second deflection amount T. Calculate _{std_lp} (t). For example, the measuring device 1 performs moving average processing to attenuate vibration components of frequencies equal to or higher than the fundamental frequency f _{u (t)} as filter processing. An example of the procedure of the second deflection amount calculation step S80 will be described later.

Next, in the displacement response calculation step S90, the measuring device 1 calculates the above equation (61) based on the displacement data u _lp (t) generated in the step S30 and the time interval t _Cm calculated in the step S60. Accordingly, the displacement response u _lp (C _m t) when each vehicle of the railway vehicle 6 moves independently on the superstructure 7 is calculated.

Next, in the deflection response calculation step S100, the measuring device 1 calculates the above equation (62) based on the deflection amount T _{std_lp} (t) calculated in the step S80 and the time interval t _Cm calculated in the step S60. Accordingly, the deflection response T _{std_lp} (C _m t) when each vehicle of the railway vehicle 6 moves independently on the superstructure 7 is calculated.

Next, in a weighting coefficient calculation step S110, the measuring device 1 calculates the weight of the railway vehicle based on the displacement response u _lp (C _m t) calculated in step S90 and the deflection response T _{std_lp} (C _m t) calculated in step S100. A weighting coefficient P _Cm for each of the 6 vehicles is calculated. An example of the procedure of the weighting coefficient calculation step S110 will be described later.

Next, in the third deflection amount calculation step S120, the measuring device 1 calculates the deflection amount T _std (t) calculated in step S70 based on the weighting coefficient P _Cm for each vehicle of the railway vehicle 6 calculated in step S110. A deflection amount T _{p_std} (t), which is the corrected third deflection amount, is calculated. Specifically, the measuring device 1 calculates the amount of deflection C _std (C _m , t) of the upper structure 7 due to each car of the railway vehicle 6 and the weighting coefficient P _Cm for each car using the above-mentioned equation (58). The amount of deflection T _{p_std} (t) is calculated by adding the products. The amount of deflection T _{p_std} (t) is the amount of deflection obtained by weighting the amount of deflection T _std (t) by the load of each vehicle.

Next, in the static response calculation step S130, the measuring device 1 calculates the amount of the railway vehicle 6 based on the displacement data u _lp (t) generated in the step S30 and the deflection amount T _{p_std} (t) calculated in the step S120. The amount of deflection T _{p_EOstd} (t), which is a static response when the superstructure 7 is moved, is calculated. An example of the procedure of the static response calculation step S130 will be described later.

Next, in the dynamic response calculation step S140, the measuring device 1 calculates the deflection, which is the static response calculated in the step S130, from the displacement data u(t) generated in the step S20, as in equation (80) above. By subtracting the quantity T _{p_EOstd} (t), the natural vibration up _{p_nv} (t), which is a dynamic response when the railway vehicle 6 moves on the superstructure 7, is calculated.

Next, in the measurement data output step S150, the measuring device 1 outputs the amount of deflection T _{p_EOstd} (t) as the static response calculated in step S130 and the natural vibration u _{p_nv} (t) as the dynamic response calculated in step S140. The measurement data including this is output to the monitoring device 3. Specifically, the measuring device 1 transmits measurement data to the monitoring device 3 via the communication network 4. The measurement data may include displacement data u(t), deflection amounts T _{p_std} (t), T _{p_EOstd} (t), _etc. in addition to the deflection amount T _{p_EOstd} (t) and the natural vibration up p_nv (t).

Then, the measuring device 1 repeatedly performs the processes of steps S10 to S150 until the measurement is finished in step S160.

FIG. 28 is a flowchart showing an example of the procedure of the first displacement data generation step S20 of FIG. 27.

As shown in FIG. 28, in step S201, the measuring device 1 integrates the acceleration data a(t) output from the sensor 2 to obtain velocity data v(t), as shown in equation (1) above. generate.

Then, in step S202, the measuring device 1 integrates the velocity data v(t) generated in step S201 to generate displacement data u(t), as in equation (2) above.

As described above, in the present embodiment, the displacement data u(t) is data on the displacement of the upper structure 7 by the railway vehicle 6, which is a moving body, that moves the upper structure 7, which is a structure, and when the railway vehicle 6 moves. This data is obtained by integrating the acceleration in the direction intersecting the plane of the upper structure 7 twice. Therefore, the displacement data u(t) includes data of a waveform convex in the positive direction or the negative direction, specifically, a rectangular waveform, a trapezoidal waveform, or a half-sine waveform. Note that the rectangular waveform includes not only an accurate rectangular waveform but also a waveform that approximates a rectangular waveform. Similarly, the trapezoidal waveform includes not only an exact trapezoidal waveform but also a waveform that approximates a trapezoidal waveform. Similarly, the half-sine waveform includes not only an accurate half-sine waveform but also a waveform that approximates a half-sine waveform.

FIG. 29 is a flowchart showing an example of the procedure of the second displacement data generation step S30 of FIG. 27.

As shown in FIG. 29, first, in step S301, the measuring device 1 performs fast Fourier transform processing on the displacement data u(t) generated in step S20 of FIG. 27 to calculate the power spectrum density. The peak is calculated as the fundamental frequency f _{u (t)} of the vibration component.

Next, in step S302, the measuring device 1 calculates the moving average from the sample time interval ΔT of the displacement data u(t) and the fundamental frequency f _u(t) calculated in step S301 using the above equation (3). The interval t _MA is calculated, and the displacement data u(t) is subjected to moving average processing using the above equation (4) to calculate the displacement data u _lp (t) in which the vibration component is reduced.

FIG. 30 is a flowchart diagram illustrating an example of the procedure of observation information generation step S40 of FIG. 27.

As shown in FIG. 30, first, in step S401, the measuring device 1 differentiates the displacement data u _{lp (} t) generated in step S30 of FIG. (t) is calculated.

Next, in step S402, the measuring device 1 calculates the peak time of the first negative range of the speed data v _lp (t) calculated in step S401 as the approach time t _i .

Next, in step S403, the measuring device 1 calculates the peak time of the last positive region of the speed data v _lp (t) as the advance time _to .

Next, in step S404, the measuring device 1 calculates the difference between the advancing time to calculated in step S403 _and the entering time t _i calculated in step S402 as the passing time t _s .

Next, in step S405, the measuring device 1 calculates the number of rolling stock C _T of the railway vehicles 6 using the equations (7) and (8) above, and calculates the difference between the transit time t _s and the fundamental frequency f _{u (t).} Calculate the integer closest to the product t _s f _u(t) minus 1.

Then, in step S406, the measuring device 1 calculates the entry time t _i calculated in step S402, the exit time to calculated in step S403, the passing time _{t s calculated} in step S404, and the number of vehicles C _T calculated in step S405. Generate observation information including.

FIG. 31 is a flowchart showing an example of the procedure of the average speed calculation step S50 of FIG. 27.

As shown in FIG. 31, first, in step S501, the measuring device 1 calculates the distance D _wa from the first axle to the last axle of the railway vehicle 6 using the above-mentioned equation (11) based on the environmental information. Calculate ( _aw (C _T , a _T (C _T ))).

Moreover, in step S502, the measuring device 1 calculates the distance from the approach end to the advance end of the upper structure 7 based on the environmental information. In this embodiment, the distance from the entrance end to the exit end of the upper structure 7 is the length _LB of the upper structure 7 included in the environmental information.

Then, in step S503, the measuring device 1 uses the approach time t _i and the exit _time to included in the observation information generated in step S406 of FIG. The distance to the axle D _wa ( _aw (C _T , a _T (C _T ))), and the length L of the upper structure 7, which is the distance from the approach end to the extension end of the upper structure 7 calculated in step S502. Based on _B , the average speed v _a of the railway vehicle 6 is calculated using the above equation (12).

FIG. 32 is a flowchart showing an example of the procedure of the time interval calculation step S60 of FIG. 27.

First, in step S601, the measuring device 1 _calculates , for each of C _m =2 to _C C _m - Average the sum of the distance D _wa (a _w (C _m -1, a _T (C _m -1))) to the rearmost axle of the first vehicle and the length L _B of the superstructure 7 The time t _{i_Cm} at which the rearmost axle of the C _m -1th vehicle advances from the superstructure 7 is calculated by adding the values divided by the speed v _a .

Next, in step S602, the measuring device 1 calculates, for each of C _m =1 to C _T -1, the front of the first vehicle at the approach time t _i , as in equation (22) above. The distance D wa ( _aw (C _m +1, 1) ₎ from the axle of C m +1 to the leading axle of the C m +1 vehicle divided by the average speed v _a is added to calculate the distance D _wa (a w (C _m +1,1)) from the axle of The time _{to_Cm} when the leading axle enters the superstructure 7 is calculated.

Next, in step S603, the measuring device 1 sets the period from the entry time t _i to the time _{to_1} as a time interval t ₁ in which the leading vehicle moves alone on the superstructure 7 .

Next, in step S604, the measuring device 1 determines whether the C _mth vehicle independently moves the upper structure 7 from time t _{i_Cm} to time _{to_Cm} for each of C _m =2 to C _T -1. Let the moving time interval be t _Cm .

Finally, in step S605, the measuring device 1 sets the period from time t _{i_CT} to advance time _to as a time period t _CT in which the last vehicle moves alone on the superstructure 7.

FIG. 33 is a flowchart showing an example of the procedure of the first deflection amount calculation step S70 in FIG. 27.

As shown in FIG. 33, first, in step S701, the measuring device 1 calculates the n-th position of the C-th vehicle of the _m- th vehicle from the first axle of the railway vehicle 6 using the above-mentioned formula (10) based on the environmental information. The distance D _wa ( _aw (C _m , n)) to the axle is calculated.

Next, in step S702, the measuring device 1 uses the position L _x of the observation point R and the average speed v _a included in the environmental information to calculate an arbitrary value of the railway vehicle 6 using the above equation (51). The time t _xn required for the axle to reach the position L _x of the observation point R from the approach end of the superstructure 7 is calculated.

Further, in step S703, the measuring device 1 uses the length L _B of the upper structure 7, which is the distance from the approach end to the advance end of the upper structure 7, and the average speed v _a , using the above equation (52 ), the time t _ln required for an arbitrary axle of the railway vehicle 6 to pass through the superstructure 7 is calculated.

Furthermore, in step S704, the measuring device 1 uses the approach time t _i included in the observation information, the distance D _wa ( _aw (C _m , n)) calculated in step S701, and the average speed v _a . , the time t ₀ (C _m ,n) at which the n-th axle of the C _m -th vehicle of the railway vehicle 6 reaches the approach end of the superstructure 7 is calculated using the above equation (53).

Next, in step S705, the measuring device 1 calculates the approximate expression for the deflection of the upper structure 7 which is the above-mentioned equation (49), the time _txn calculated in step S702, and the time _tln calculated in step S703. , and the time t ₀ (C _m , n) calculated in step S704, the amount of deflection w _{std (} a _w (C _m , n), t) are respectively calculated.

Next, in step S706, the measuring device 1 calculates the deflection amount w _std ( _aw (C _m , n), t) to calculate the amount of deflection C _std (C _m , t) of the upper structure 7 due to each vehicle.

Then, in step S707, the measuring device 1 adds the deflection amount C _std (C _m ,t) of the upper structure 7 due to each vehicle calculated in step S706 using the above-mentioned equation (57), The amount of deflection T _std (t) of the upper structure 7 is calculated.

FIG. 34 is a flowchart diagram illustrating an example of the procedure of the second deflection amount calculation step S80 in FIG. 27.

As shown in FIG. 34, first, in step S801, the measuring device 1 performs fast Fourier transform processing on the deflection amount T _std (t) calculated in step S70 of FIG. 27 to calculate the power spectrum density, and calculates the power spectrum density. The peak of is calculated as the fundamental frequency f _u(t) of the vibration component.

Next, in step S802, the measuring device 1 calculates a moving average interval t _MA from the time interval ΔT and the fundamental frequency f _{u (t)} calculated in step S801 using the above equation (3), Using Equation (60), the deflection amount T _{std_lp} (t) in which the vibration component is reduced is calculated by subjecting the deflection amount T _std (t) to moving average processing.

Note that in step S802, the measuring device 1 may calculate the deflection amount T _{std_lp} (t) using the above-mentioned equation (60) using the moving average interval t _MA calculated in step S302 of FIG. 29 . In this case, step S801 is unnecessary.

FIG. 35 is a flowchart illustrating an example of the procedure of the weighting coefficient calculation step S110 of FIG. 27.

As shown in FIG. 35, first, in step S1101, the measuring device 1 calculates the amplitude of the displacement response u _lp (C _m t) in the time interval t _Cm in which each vehicle of the railway vehicle 6 independently moved on the superstructure 7. Calculate.

Next, in step S1102, the measuring device 1 calculates the amplitude amount of the deflection response T _{std_lp} (C _m t) in the time interval t _Cm in which each vehicle of the railway vehicle 6 independently moved on the superstructure 7.

Then, in step S1103, the measuring device 1 uses the amplitude amount of the displacement response u _lp (C _m t) calculated in step S1101 and the _deflection response T _{std_lp} (C _m t) to the amplitude amount. The amplitude amount calculated in step S1101 and the amplitude amount calculated in step S1102 are average values or integrated values. The measuring device 1 calculates the weighting coefficient P Cm using the above equation (63) when the amplitude amount is an average value, and calculates the weighting coefficient P _Cm using the above equation (65) when the amplitude amount is an integrated value. Calculate _Cm .

FIG. 36 is a flowchart showing an example of the procedure of the static response calculation step S130 of FIG. 27.

As shown in FIG. 36, first, in step S1301, the measuring device 1 filters the deflection amount T _{p_std} (t), which is the third deflection amount calculated in step S120 of FIG. 27, to reduce the vibration component. The deflection amount T _{p_std_lp} (t), which is the fourth deflection amount, is calculated. Specifically, the measuring device 1 calculates the power spectrum density by performing fast Fourier transform processing on the amount of deflection T _{p_std} (t), and calculates the peak of the power spectrum density as the fundamental frequency F _M of the vibration component. Then, the measuring device 1 calculates the moving average section k _mm from the time interval ΔT and the calculated fundamental frequency F _M using the above equation (68), and calculates the deflection amount T using the above equation (69). A moving average processing is performed on _{p_std} (t) to calculate a deflection amount T _{p_std_lp} (t) in which the vibration component is reduced.

Next, in step S1302, the measuring device 1 converts the displacement data u _lp (t), which is the second displacement data generated in step S30 of FIG. Approximation is performed using a linear function of T _{p_std_lp} (t), and a linear coefficient c ₁ and a zero-order coefficient c ₀ of the linear function are calculated. Specifically, the measuring device 1 approximates the displacement data u _lp (t) with a linear function of the amount of deflection T _{p_std_lp} (t), as in equation (70) above, and uses the least squares method to approximate the displacement data u lp (t). The first-order coefficient c ₁ and the zero-order coefficient c ₀ are calculated using the above equations (72) and (73).

Next, in step S1303, the measuring device 1 calculates the first-order coefficient c ₁ and zero-order coefficient c ₀ calculated in step S1302, and the deflection amount T _{p_std_lp} (t), which is the fourth deflection amount calculated in step S1301. Based on this, the deflection amount T _{p_Estd_lp} (t), which is the fifth deflection amount, is calculated. Specifically, the measuring device 1 calculates the linear coefficient c ₁ and the deflection amount T in the section before the entry time t _i and the section after the exit time t _o , as in the above equation (74). The product c ₁ T _{p_std_lp} (t) with _{p_std_lp} (t) is the sum of the product c ₁ T _{p_std_lp} (t) and the zero-order coefficient c ₀ in the interval between the entry time t _i and the exit time t _o . A certain amount of deflection T _{Estd_lp} (t) is calculated.

Next, in step S1304, the measuring device 1 calculates the zero-order coefficient c ₀ calculated in step S1302, the fourth deflection amount T p_std_lp (t) calculated in step S1301, and the deflection amount T _{p_std_lp} (t) calculated in step S1303. The offset T _{p_offset_std} (t) is calculated based on the deflection amount T _{p_Estd_lp} (t) which is the fifth deflection amount. Specifically, the measuring device 1 calculates the amplitude ratio R _T between the amount of deflection T _{p_Estd_lp} (t) and the amount of deflection T _{p_std_lp} (t) in the predetermined section using equation (77) above. Then, the measuring device 1 determines that the absolute value of the product R T T std_lp (t) of the calculated amplitude ratio R _T and the deflection amount _{T p_std_lp} (t) _is the zero-order coefficient c The offset T _{p_offset_std} (t) is calculated by replacing the section of the product R _T T _{p_std_lp} (t) that is larger than the absolute value of 0 with the zero-order coefficient _{c 0} .

Then, in step S1305, the measuring device 1 calculates the deflection amount, which is the first-order coefficient _c1 calculated in step S1302 and the third deflection amount calculated in step S120 of FIG. 27, as shown in equation (79) above. The amount of deflection T _{p_EOstd} (t) as a static response is calculated by adding the product with T p_std (t ₎ and the offset T _{p_offset_std} (t) calculated in step S1304.

1-4. Configuration of observation device, measurement device, and monitoring device FIG. 37 is a diagram showing a configuration example of the sensor 2, measurement device 1, and monitoring device 3, which are observation devices.

As shown in FIG. 37, the sensor 2 includes a communication section 21, an acceleration sensor 22, a processor 23, and a storage section 24.

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

The acceleration sensor 22 detects acceleration occurring in each of three axes.

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

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

As shown in FIG. 37, the measuring device 1 includes a first communication section 11, a second communication section 12, a storage section 13, and a processor 14.

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

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

The processor 14 generates measurement data 135 based on the observation data 242 received by the first communication unit 11 and the environmental information 132 stored in the storage unit 13 in advance, and causes the storage unit 13 to store the generated measurement data 135. .

In the present embodiment, the processor 14 executes the measurement program 131 stored in the storage unit 13 to generate an observation data acquisition unit 141, a first displacement data generation unit 142, a second displacement data generation unit 143, and an observation information generation unit. section 144, average speed calculation section 145, time interval calculation section 146, first deflection amount calculation section 147, second deflection amount calculation section 148, displacement response calculation section 149, deflection response calculation section 150, weighting coefficient calculation section 151, 3 functions as a deflection amount calculation section 152, a static response calculation section 153, a dynamic response calculation section 154, and a measurement data output section 155. That is, the processor 14 includes an observation data acquisition section 141, a first displacement data generation section 142, a second displacement data generation section 143, an observation information generation section 144, an average speed calculation section 145, a time interval calculation section 146, and a first deflection amount. Calculation section 147, second deflection amount calculation section 148, displacement response calculation section 149, deflection response calculation section 150, weighting coefficient calculation section 151, third deflection amount calculation section 152, static response calculation section 153, dynamic response calculation section 154 and a measurement data output section 155.

The observation data acquisition unit 141 acquires the observation data 242 received by the first communication unit 11 and stores it in the storage unit 13 as observation data 133. That is, the observation data acquisition unit 141 performs the observation data acquisition step S10 in FIG. 27.

The first displacement data generation unit 142 reads out the observation data 133 stored in the storage unit 13, and based on the acceleration data a(t) that is the observation data 133, the first displacement data generation unit 142 Displacement data u(t), which is first displacement data, is generated based on acceleration as a physical quantity, which is a response to the action of the axle on observation point R. Specifically, the first displacement data generation unit 142 integrates the acceleration data a(t), which is the observation data 133, to generate velocity data v(t), as in the above-mentioned equation (1), Furthermore, as in equation (2) above, velocity data v(t) is integrated to generate displacement data u(t). That is, the first displacement data generation unit 142 performs the first displacement data generation step S20 in FIG. 27, specifically, the steps S201 and S202 in FIG. 28.

The second displacement data generation unit 143 filters the displacement data u(t), which is the first displacement data generated by the first displacement data generation unit 142, to reduce the vibration component to generate second displacement data. Generate displacement data u _lp (t). For example, the second displacement data generation unit 143 performs moving average processing to attenuate vibration components of frequencies equal to or higher than the fundamental frequency f _{u(t) of the displacement data u(t} ) as filter processing. Specifically, first, the second displacement data generation unit 143 calculates the power spectrum density by performing fast Fourier transform processing on the displacement data u(t), and converts the peak of the power spectrum density into the fundamental frequency f _{u( t)} . Next, the second displacement data generation unit 143 calculates the moving average interval t _MA from the sample time interval ΔT of the displacement data u(t) and the fundamental frequency f _u(t) using the above equation (3). Then, the displacement data u(t) is subjected to moving average processing using the above-mentioned equation (4) to calculate displacement data u _lp (t) in which the vibration component has been reduced. That is, the second displacement data generation unit 143 performs the second displacement data generation step S30 in FIG. 27, specifically, the steps S301 and S302 in FIG. 29.

The observation information generation unit 144 generates observation information including an approach time _ti and an exit time t _o of the railway vehicle 6 with respect to the superstructure 7. In this embodiment, the observation information generation unit 144 calculates the number of vehicles C _T in addition to the entry time t _i and the exit time t _o based on the displacement data u _lp (t) generated by the second displacement data generation unit 143. Observation information 134 including the observation information 134 is generated and stored in the storage unit 13. Specifically, first, the observation information generation unit 144 differentiates the displacement data u _lp (t) generated by the second displacement data generation unit 143 using the above-mentioned equation (5) to obtain velocity data v _lp (t ) is calculated. Next, the observation information generation unit 144 calculates the peak time of the negative region at the beginning of the velocity data v _lp (t) as the approach time t _i . Next, the observation information generation unit 144 calculates the peak time of the last regular region of the speed data v _lp (t) as the advance time _to . Next, the observation information generation unit 144 calculates the difference between the departure time _to and the entrance time t _i as the passing time t _s . Next, the observation information generation unit 144 determines the number _CT of the railway vehicles 6 by subtracting 1 from the product _{tsfu (t) of the transit time ts and the fundamental frequency fu(t ) .} Calculate the closest integer. Then, the observation information generation unit 144 generates observation information including the entry time _ti , the exit time _t0 , the passing time _ts , and the number of vehicles _CT . That is, the observation information generation unit 144 performs the observation information generation step S40 in FIG. 27, specifically, the steps S401 to S406 in FIG. 30.

The average speed calculation unit 145 calculates the observation information 134 stored in the storage unit 13 and the environmental information 132 including the dimensions of the railway vehicle 6 and the dimensions of the superstructure 7, which are created in advance and stored in the storage unit 13. Based on this, the average speed v _a of the railway vehicle 6 is calculated. Specifically, the average speed calculation unit 145 calculates the distance D _wa (a _w (C _T , a _T (C _T ))) is calculated. Furthermore, the average speed calculating unit 145 calculates the length L _B of the upper structure 7, which is the distance from the approach end to the advance end of the upper structure 7, based on the environmental information 132. Then, the average speed calculation unit 145 calculates the entry time _ti , the exit time _to , the distance D _wa ( _aw (C _T , a _T (C _T ))), and the length of the superstructure 7 included in the observation information 134. Based on L _B , the average speed v _a of the railway vehicle 6 is calculated using the above equation (12). That is, the average speed calculation unit 145 performs the average speed calculation step S50 in FIG. 27, specifically, the steps S501, S502, and S503 in FIG. 31.

The time interval calculation unit 146 calculates whether each vehicle of the railway vehicle 6 moves independently on the superstructure 7 based on the observation information 134 stored in the storage unit 13 and the environmental information 132 stored in the storage unit 13. Calculate the time interval t _Cm . Specifically, the time interval calculation unit 146 _calculates , for each of C _m =2 to _C The sum of the distance D _wa ( _aw (C _m -1, a _T (C _m -1))) from C _m -1 to the last axle of the first vehicle and the length L _B of the superstructure 7 is The time t _{i_Cm} at which the rearmost axle of the C _m -1th vehicle advances from the superstructure 7 is calculated by adding the values divided by the average speed v _a . Next, the time interval calculation unit 146 calculates, for each of C _m =1 to C _T -1, the leading axle of the first vehicle at the approach time t _i , as in equation (22) above. By _adding the distance D _wa ( _aw (C _m +1,1)) from C _m + to the leading axle of the first vehicle divided by the average speed v _a , The time _{to_Cm} at which the axle enters the superstructure 7 is calculated. Next, the time interval calculation unit 146 sets the period from the entry time t _i to the time _{to_1} as a time interval t ₁ in which the leading vehicle moves alone on the superstructure 7 . Next, the time interval calculation unit 146 calculates that the C m-th vehicle moves independently _on the superstructure 7 from time t _{i_Cm} to time _{to_Cm} for each of C _m =2 to C _T −1. Let the time interval t _Cm be. _Finally , the time interval calculation unit 146 sets the period from time t _{i_CT} to advance time to as a time interval t _CT in which the last vehicle moves alone on the superstructure 7 . That is, the time interval calculation unit 146 performs the time interval calculation step S60 in FIG. 27, specifically, the steps S601 to S605 in FIG. 32.

The first deflection amount calculation unit 147 calculates the approximate equation for the deflection of the upper structure 7 which is the above-mentioned equation (49), the observation information 134 stored in the storage unit 13, and the environment stored in the storage unit 13. Based on the information 132, the amount of deflection T _std (t), which is the first amount of deflection of the superstructure 7 due to the railway vehicle 6, is calculated. In the present embodiment, the first deflection amount calculation unit 147 calculates the deflection amount T _std (t) further based on the average speed v _a of the railway vehicle 6 calculated by the average speed calculation unit 145. Specifically, first, the first deflection amount calculation unit 147 calculates the n-th axle of the C _m- th vehicle from the leading axle of the railway vehicle 6 based on the environmental information 132 and using the above-mentioned formula (10). The distance D _wa ( _aw (C _m , n)) is calculated. Next, the first deflection amount calculation unit 147 uses the position L _x of the observation point R included in the environmental information 132 and the average speed v _a to calculate an arbitrary value of the railway vehicle 6 using the above equation (51). The time t _xn required for the axle to reach the position L _x of the observation point R from the approach end of the superstructure 7 is calculated. Further, the first deflection amount calculation unit 147 _calculates the above _equation (52 ), the time t _ln required for an arbitrary axle of the railway vehicle 6 to pass through the superstructure 7 is calculated. Furthermore, the first deflection amount calculation unit 147 uses the approach time _ti , the distance D _wa ( _aw (C _m , n)), and the average speed v _a included in the observation information 134 to calculate the above-mentioned Using equation (53), the time t ₀ (C _m , n) at which the n-th axle of the C _m -th vehicle of the railway vehicle 6 reaches the approach end of the superstructure 7 is calculated. Next, the first deflection amount calculation unit 147 calculates the approximate expression for the deflection of the upper structure 7, which is the above-mentioned equation (49), the time t _xn , the time t _ln , and the time t ₀ (C _m , n). Using Equation (54) above, the amount of deflection w _std ( _aw (C _m , n), t) of the upper structure 7 due to the n-th axle of the C _m -th vehicle is calculated. Next, the first deflection amount calculation unit 147 uses the deflection amount w _std ( _aw (C _m , n), t) to calculate the upper structure 7 of the C _m -th vehicle according to the above equation (56). The amount of deflection C _std (C _m , t) is calculated, respectively. Then, the first deflection amount calculation unit 147 calculates the deflection amount T std (t) of the upper structure 7 by the railway vehicle 6 using the deflection _amount C _std (C _m , t) and the above equation (57). calculate. That is, the first deflection amount calculation unit 147 performs the first deflection amount calculation step S70 in FIG. 27, specifically, the steps S701 to S707 in FIG. 33.

The second deflection amount calculation unit 148 filters the deflection amount T _std (t) calculated by the first deflection amount calculation unit 147 to reduce the vibration component, which is the second deflection amount T _{std_lp} (t ) is calculated. For example, the second deflection amount calculation unit 148 performs a moving average process to attenuate vibration components having a frequency equal to or higher than the fundamental frequency fu _(t) as the filter process. Specifically, first, the second deflection amount calculating unit 148 calculates the power spectrum density by performing fast Fourier transform processing on the deflection amount T _std (t), and converts the peak of the power spectrum density into the fundamental frequency f _u of the vibration component. _(t) . Next, the second deflection amount calculation unit 148 calculates the moving average interval t MA from the time interval ΔT and the fundamental frequency f _{u (t)} using the above equation (3), and calculates the moving average interval t _MA from the above equation (60). Accordingly, the deflection amount T _{std_lp} (t) in which the vibration component is reduced is calculated by subjecting the deflection amount T _std (t) to moving average processing. That is, the second deflection amount calculation unit 148 performs the second deflection amount calculation step S80 in FIG. 27, specifically, the steps S801 and S802 in FIG. 34. Note that even if the second deflection amount calculation unit 148 calculates the deflection amount T _{std_lp} (t) using the moving average interval t _MA calculated by the second displacement data generation unit 143 using the above equation (60), good. In this case, there is no need to perform fast Fourier transform processing on the deflection amount T _std (t) to calculate the fundamental frequency f _{u (t)} of the vibration component.

The displacement response calculation unit 149 calculates the above equation (61) based on the displacement data u _lp (t) generated by the second displacement data generation unit 143 and the time interval t _Cm calculated by the time interval calculation unit 146. Accordingly, the displacement response u _lp (C _m t) when each vehicle of the railway vehicle 6 moves independently on the superstructure 7 is calculated. That is, the displacement response calculation unit 149 performs the process of displacement response calculation step S90 in FIG. 27.

The deflection response calculation unit 150 calculates the above equation (62) based on the deflection amount T _{std_lp} (t) calculated by the second deflection amount calculation unit 148 and the time interval t _Cm calculated by the time interval calculation unit 146. Accordingly, the deflection response T _{std_lp} (C _m t) when each vehicle of the railway vehicle 6 moves independently on the superstructure 7 is calculated. That is, the deflection response calculation unit 150 performs the processing of the deflection response calculation step S100 in FIG. 27.

The weighting coefficient calculation unit 151 calculates the weight of the railway vehicle 6 based on the displacement response u _lp (C _m t) calculated by the displacement response calculation unit 149 and the deflection response T _{std_lp} (C _m t) calculated by the deflection response calculation unit 150. A weighting coefficient P _Cm for each vehicle is calculated. Specifically, first, the weighting coefficient calculation unit 151 calculates the amplitude amount of the displacement response u _lp (C _m t) in the time interval t _Cm in which each vehicle of the railway vehicle 6 independently moved on the superstructure 7 . Next, the weighting coefficient calculation unit 151 calculates the amplitude amount of the deflection response T _{std_lp} (C _m t) in the time interval t _Cm in which each vehicle of the railway vehicle 6 independently moved on the superstructure 7 . Then, the weighting coefficient calculation unit 151 calculates the ratio between the amplitude of the displacement response _ulp (C _m t) and the amplitude of the deflection response T _{std_lp} (C _m t) as the weighting coefficient P _Cm for each vehicle. The amplitude amount is an average value or an integrated value, and when the amplitude amount is an average value, the weighting coefficient calculation unit 151 calculates a weighting coefficient P _Cm by the above formula (63), and the amplitude amount is an integrated value. In this case, the weighting coefficient P _Cm is calculated using the above equation (65). That is, the weighting coefficient calculation unit 151 performs the process of weighting coefficient calculation step S110 in FIG. 27, specifically, the process of steps S1101, S1102, and S1103 of FIG. 35.

The third deflection amount calculation unit 152 calculates the deflection amount T std (t) calculated by the first deflection amount calculation unit 147 based on the weighting coefficient P _Cm for each vehicle of the railway vehicle 6 calculated by the weighting _coefficient calculation unit 151. A deflection amount T _{p_std} (t), which is the corrected third deflection amount, is calculated. Specifically, the third deflection amount calculation unit 152 calculates the deflection amount C _std (C _m ,t) of the upper structure 7 due to each vehicle of the railway vehicle 6 and the weighting coefficient for each vehicle using the above-mentioned equation (58). The amount of deflection T _{p_std} (t) is calculated by adding the product with P _Cm . The amount of deflection T _{p_std} (t) is the amount of deflection obtained by weighting the amount of deflection T _std (t) by the load of each vehicle. That is, the third deflection amount calculation unit 152 performs the process of the third deflection amount calculation step S120 in FIG. 27.

The static response calculation unit 153 calculates the railway speed based on the displacement data u _lp (t) generated by the second displacement data generation unit 143 and the deflection amount T _{p_std} (t) calculated by the third deflection amount calculation unit 152. A deflection amount T _{p_EOstd} (t), which is a static response when the vehicle 6 moves on the superstructure 7, is calculated. Specifically, first, the static response calculation unit 153 filters the deflection amount T _{p_std} (t), which is the third deflection amount, to reduce the vibration component, and calculates the deflection amount T, which is the fourth deflection amount. Calculate _{p_std_lp} (t). For example, the static response calculation unit 153 calculates the power spectrum density by performing fast Fourier transform on the amount of deflection T _{p_std} (t), and calculates the peak of the power spectrum density as the fundamental frequency F _M of the vibration component. Then, the static response calculation unit 153 calculates the moving average interval _km from the time interval ΔT and the fundamental frequency F _M using the above equation (68), and calculates the deflection amount T using the above equation (69). A moving average processing is performed on _{p_std} (t) to calculate a deflection amount T _{p_std_lp} (t) in which the vibration component is reduced.

Next, the static response calculation unit 153 approximates the displacement data u _lp (t) generated by the second displacement data generation unit 143 by a linear function of the amount of deflection T _{p_std_lp} (t), and Calculate the order coefficient c ₁ and the 0th order coefficient c ₀ . For example, the static response calculation unit 153 approximates the displacement data u _lp (t) with a linear function of the deflection amount T _{p_std_lp} (t), as in the above-mentioned equation (70), and uses the least squares method to The first-order coefficient c ₁ and the zero-order coefficient c ₀ are calculated using the above equations (72) and (73).

Next, the static response calculation unit 153 calculates a fifth deflection amount based on the first-order coefficient c ₁ and zero-order coefficient c ₀ and the fourth deflection amount T _{p_std_lp} (t). The amount of deflection T _{p_Estd_lp} (t) is calculated. For example, the static response calculation unit 153 calculates the linear coefficient c ₁ and the deflection amount T in the section before the entry time t _i and the section after the entry time _to . The product c ₁ T _{p_std_lp} (t) with _{p_std_lp} (t) is the sum of the product c ₁ T _{p_std_lp} (t) and the zero-order coefficient c ₀ in the interval between the entry time t _i and the exit time t _o . A certain amount of deflection T _{Estd_lp} (t) is calculated.

Next, the static response calculation unit 153 calculates the offset T _{p_offset_std} (t) based on the zero-order coefficient c ₀ , the amount of deflection T _{p_std_lp} (t), and the amount of deflection T _{p_Estd_lp} (t). For example, the static response calculation unit 153 calculates the amplitude ratio R _T between the amount of deflection T _{p_Estd_lp} (t) and the amount of deflection T _{p_std_lp} (t) in a predetermined section using the above-mentioned equation (77). Then, the static response calculation unit 153 calculates that the absolute value of the product R _{T T std_lp} (t) of the calculated amplitude ratio R _T and the deflection amount T _{p_std_lp} (t) is 0, as in the above-mentioned equation (78). An offset T _{p_offset_std} (t) is calculated by replacing the section of the product R _T T _{p_std_lp} (t) that is larger than the absolute value of the order coefficient _c 0 with the zero order coefficient c ₀ .

Finally, the static response calculation unit 153 adds the product of the first-order coefficient c ₁ and the deflection amount T _{p_std} (t) and the offset T _{p_offset_std} (t), as in equation (79) above. Then, the amount of deflection T _{p_EOstd} (t) as a static response is calculated. That is, the static response calculation unit 153 performs the static response calculation step S130 in FIG. 27, specifically, the steps S1301 to S1305 in FIG. 36.

The dynamic response calculation unit 154 calculates the static response calculated by the static response calculation unit 153 from the displacement data u(t) generated by the first displacement data generation unit 142, as in equation (80) above. A natural vibration u _{p_nv} (t) as a dynamic response is calculated by subtracting a certain amount of deflection T _{p_EOstd} (t). That is, the dynamic response calculation unit 154 performs the dynamic response calculation step S140 in FIG. 27.

The amount of deflection T _{p_EOstd} (t) as a static response and the natural vibration u _{p_nv} (t) as a dynamic response are stored in the storage unit 13 as at least part of the measurement data 135. The measurement data 135 includes, in addition to the amount of deflection T _{p_EOstd} (t) and the natural vibration _{up p_nv} (t), displacement data u(t), u _lp (t), weighting coefficient P _Cm , amount of deflection T _{p_std} (t), It may include T _{p_std_lp} (t), T _{p_Estd_lp} (t), etc.

The measurement data output unit 155 reads the measurement data 135 stored in the storage unit 13 and outputs the measurement data 135 to the monitoring device 3. Specifically, under the control of the measurement data output unit 155, the second communication unit 12 transmits the measurement data 135 stored in the storage unit 13 to the monitoring device 3 via the communication network 4. That is, the measurement data output unit 155 performs the process of measurement data output step S150 in FIG. 27.

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

As shown in FIG. 37, the monitoring device 3 includes a communication section 31, a processor 32, a display section 33, an operation section 34, and a storage section 35.

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

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

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

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

The processor 32 acquires the measurement data 135 received by the communication unit 31, evaluates changes over time in the displacement of the upper structure 7 based on the acquired measurement data 135, generates evaluation information, and uses the generated evaluation information. It is displayed on the display section 33.

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

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

The monitoring unit 322 statistically evaluates the change over time in the amount of deflection of the upper structure 7 based on the measurement data string 352 stored in the storage unit 35 . Then, the monitoring unit 322 generates evaluation information indicating the evaluation result, and causes the display unit 33 to display the generated evaluation information. The user can monitor the state of the upper structure 7 based on the evaluation information displayed on the display section 33.

The monitoring unit 322 may perform processing such as monitoring the railway vehicle 6 and determining abnormality in the superstructure 7 based on the measurement data string 352 stored in the storage unit 35.

Further, the processor 32 transmits information for adjusting the operational status of the measuring device 1 and the sensor 2 to the measuring device 1 via the communication unit 31 based on the operation data output from the operating unit 34 . The operating status of the measuring device 1 is adjusted based on the information received via the second communication unit 12. Furthermore, the measuring device 1 transmits information for adjusting the operating status of the sensor 2 received via the second communication unit 12 to the sensor 2 via the first communication unit 11 . The operating status of the sensor 2 is adjusted based on information received via the communication unit 21.

Note that the functions of each part of the processors 14, 23, and 32 may be realized by separate hardware, or the functions of each part may be realized by integrated hardware, for example. For example, the processors 14, 23, and 32 include hardware, and the hardware can include at least one of a circuit for processing digital signals and a circuit for processing analog signals. The processors 14, 23, and 32 may be CPUs, GPUs, DSPs, or the like. CPU is an abbreviation for Central Processing Unit, GPU is an abbreviation for Graphics Processing Unit, and DSP is an abbreviation for Digital Signal Processor. Furthermore, the processors 14, 23, and 32 may be configured as custom ICs such as ASICs to realize the functions of each section, or may realize the functions of each section using a CPU and an ASIC. ASIC is an abbreviation for Application Specific Integrated Circuit, and IC is an abbreviation for Integrated Circuit.

Further, the storage units 13, 24, and 35 are configured by, for example, various IC memories such as ROM, flash ROM, and RAM, and recording media such as hard disks and memory cards. ROM is an abbreviation for Read Only Memory, RAM is an abbreviation for Random Access Memory, and IC is an abbreviation for Integrated Circuit. The storage units 13, 24, and 35 include nonvolatile information storage devices that are computer-readable devices and media, and various programs, data, and the like may be stored in the information storage devices. The information storage device may be an optical disk such as an optical disk DVD or a CD, a hard disk drive, or various types of memory such as a card type memory or ROM.

Note that although only one sensor 2 is illustrated in FIG. 37, a plurality of sensors 2 may each generate observation data 242 and transmit it to the measuring device 1. In this case, the measuring device 1 receives a plurality of observation data 242 transmitted from a plurality of sensors 2, generates a plurality of measurement data 135, and transmits it to the monitoring device 3. Furthermore, the monitoring device 3 receives the plurality of measurement data 135 transmitted from the measuring device 1, and monitors the states of the plurality of upper structures 7 based on the plurality of received measurement data 135.

1-5. Effects In the measurement method of the present embodiment described above, the measurement device 1 generates displacement data u(t) based on the acceleration data a(t) output from the sensor 2, and The amount of deflection T _std (t) of the superstructure 7 caused by the railway vehicle 6 is calculated based on Equation (49), which is an approximate expression for deflection based on a structural model that reflects the structure of , observation information, and environmental information. Then, the measuring device 1 calculates the deflection amount T _{p_std} ( _t ) is calculated. Therefore, according to the measurement method of the present embodiment, the measurement device 1 performs processing that requires a very large amount of calculation, such as estimating unknown parameters of the theoretical analysis model from the acceleration data a(t) using the inverse analysis method. Therefore, the deflection amount T _{p_std} (t) can be calculated with a process that requires a relatively small amount of calculation.

Furthermore, according to the measurement method of the present embodiment, the speed of the railway vehicle 6 actually changes slightly but hardly changes. Therefore, the measuring device 1 is designed so that the railway vehicle 6 travels at a constant average speed v _a . By calculating the amount of deflection T _std (t) based on the average speed v _a , it is possible to significantly reduce the amount of calculation while maintaining the accuracy of calculating the amount of deflection T _std (t).

Further, according to the measurement method of the present embodiment, the measurement device 1 does not directly measure the average speed v _a of the railway vehicle 6, but based on the acceleration data a(t) output from the sensor 2, The average speed v _a of the railway vehicle 6 can be calculated by simple calculation using equation (13).

In the measurement method of the present embodiment, the measuring device 1 generates displacement data u _lp (t) by subjecting the displacement data u(t) to moving average processing, and subjects the deflection amount T _std (t) to moving average processing. The amount of deflection T _{std_lp} (t) is generated. Therefore, according to the measurement method of the present embodiment, the measurement device 1 can generate displacement data u _lp (t) and deflection amount T _{std_lp} ( t) can be calculated.

In addition, in the measurement method of the present embodiment, the measuring device 1 calculates the time interval t _Cm in which each vehicle of the railway vehicle 6 independently moves on the superstructure 7, The displacement response u _lp (C _m t) and the deflection response T _{std_lp} (C _m t) are calculated, and based on the displacement response u _lp (C _m t) and the deflection response T _{std_lp} (C _m t) of the time interval t _Cm . Then, a weighting coefficient P _Cm for each vehicle is calculated. Specifically, the length L _B of the superstructure 7 is shorter than the distance D ₁ between the rearmost axle of the C _m −1-th vehicle of the railway vehicle 6 and the leading axle of the C _m +1-th vehicle. Therefore, there is always a time interval t _Cm in which each vehicle moves independently on the superstructure 7, and the measuring device 1 uses the amplitude amount of the displacement response u _lp (C _m t) in the time interval t _Cm as the weighting coefficient P _Cm . and the amplitude of the deflection response T _{std_lp} (C _m t) is calculated with high precision. Furthermore, the measuring device 1 calculates the displacement response u _lp (C _m t) calculated based on the displacement data u _lp (t) with the vibration component reduced, and the deflection amount T _{std_lp} (t) with the vibration component reduced. Based on the deflection response T _{std_lp} (C _m t) calculated based on , the weighting coefficient P _Cm is calculated with high accuracy by reducing the influence of vibration components such as environmental noise. Then, the measuring device 1 calculates the deflection amount T _{p_std} (t) by correcting the deflection amount T _std (t) based on the accurately calculated weighting coefficient P _Cm . Therefore, according to the measuring method of the present embodiment, the measuring device 1 does not use the same coefficient for all vehicles in the railway vehicle 6, but uses a highly accurate weighting coefficient P _Cm according to the load of each vehicle. Thus, the amount of deflection T _{p_std} (t) of the upper structure 7 when the railway vehicle 6 moves on the upper structure 7 can be calculated with high accuracy.

Furthermore, in the measurement method of the present embodiment, the measuring device 1 measures the static response when the railway vehicle 6 moves on the superstructure 7 based on the displacement data u _lp (t) and the deflection amount T _{p_std} (t). Calculate. Therefore, according to the measurement method of the present embodiment, the measurement device 1 can accurately calculate the static response when the railway vehicle 6 moves on the superstructure 7 with a process that requires a relatively small amount of calculation.

Further, in the measurement method of the present embodiment, the measuring device 1 calculates the deflection amount T _{p_std_lp} (t) by filtering the deflection amount T _{p_std} (t), and calculates the deflection amount T _{p_std_lp} by using the displacement data u _lp (t). (t) is approximated by a linear function, and the linear coefficient c 1 and _0th coefficient c ₀ of the linear function are calculated, and the linear coefficient c ₁ and 0th coefficient c ₀ and the deflection amount T _{p_std_lp} (t) Calculate the deflection amount T _{p_Estd_lp} (t) based on the zero-order coefficient c ₀ and the deflection amounts T _{p_std_lp} (t), T _{p_Estd_lp} (t), and calculate the offset T _{p_offset_std} (t), The product of the linear coefficient c ₁ and the amount of deflection T _{p_std} (t) and the offset T _{p_offset_std} (t) are added to calculate the amount of deflection T _{p_EOstd} (t) as a static response. Therefore, according to the measurement method of the present embodiment, the measuring device 1 includes the displacement data u lp (t) in which the vibration component included in the displacement data u( _t ) is reduced in the deflection amount T _{p_std} (t). By approximating the deflection amount T _{p_std_lp} (t) with a linear function with a reduced vibration component, the calculation accuracy of the linear coefficient c ₁ and zero-order coefficient c ₀ of the linear function is improved. The product of the linear coefficient _c1 and the amount of deflection T _{p_std} (t) corresponds to the displacement of the superstructure 7 that is proportional to the load of the railway vehicle 6, and the offset T _{p_offset_std} (t) is the amount of play or floating of the superstructure 7. This corresponds to a displacement that is not proportional to the load of the railway vehicle 6. Therefore, according to the measurement method of this embodiment, the static response is calculated with high accuracy by adding the product of the linear coefficient c ₁ and the amount of deflection T _{p_std} (t) and the offset T _{p_offset_std} (t). be able to.

Further, according to the measurement method of the present embodiment, the measurement device 1 subtracts the precisely calculated static response from the displacement data u(t), which is a process with a relatively small amount of calculation, and the railway vehicle 6 is The dynamic response when the upper structure 7 is moved can be calculated with high accuracy.

2. Modifications The present invention is not limited to this embodiment, and various modifications can be made within the scope of the gist of the present invention.

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

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

As an example, FIG. 38 shows a configuration example of a measurement system 10 using a ring type displacement meter as an observation device. Further, FIG. 39 shows a configuration example of a measurement system 10 using an image measurement device as an observation device. In FIGS. 38 and 39, the same components as in FIG. 1 are given the same reference numerals, and their explanations will be omitted. In the measurement system 10 shown in FIG. 38, a piano wire 41 is fixed between the upper surface of the ring-type displacement meter 40 and the lower surface of the main girder G located directly above it, and the ring-type displacement meter 40 measures the deflection of the upper structure 7. The displacement of the piano wire 41 is measured, and the measured displacement data is transmitted to the measuring device 1. The measuring device 1 generates measurement data 135 based on the displacement data transmitted from the ring type displacement meter 40. Furthermore, in the measurement system 10 shown in FIG. 39, the camera 50 sends an image of a target 51 provided on the side surface of the main girder G to the measurement device 1. The measuring device 1 processes the image transmitted from the camera 50, calculates the displacement of the target 51 due to the deflection of the upper structure 7, generates displacement data, and generates the measurement data 135 based on the generated displacement data. In the example of FIG. 39, the measuring device 1 generates the displacement data as an image measuring device, but an unillustrated image measuring device different from the measuring device 1 may generate the displacement data by image processing.

Further, in each of the above embodiments, the bridge 5 is a railway bridge, and the moving object that moves on the bridge 5 is a railway vehicle 6, but the bridge 5 is a road bridge, and the moving object that moves on the bridge 5 is a car, The vehicle may be a streetcar, a truck, a construction vehicle, or the like. FIG. 40 shows a configuration example of the measurement system 10 when the bridge 5 is a road bridge and the vehicle 6a moves on the bridge 5. In FIG. 40, the same components as in FIG. 1 are given the same reference numerals. As shown in FIG. 40, the bridge 5, which is a road bridge, consists of an upper structure 7 and a lower structure 8, similar to a railway bridge. FIG. 41 is a cross-sectional view of the upper structure 7 taken along line AA in FIG. As shown in FIGS. 40 and 41, the upper structure 7 includes a bridge deck 7a consisting of a floor plate F, a main girder G, a cross beam (not shown), etc., and a support 7b. Moreover, as shown in FIG. 40, the lower structure 8 includes a bridge pier 8a and an abutment 8b. The upper structure 7 is a structure that extends over any one of adjacent abutments 8b and piers 8a, two adjacent abutments 8b, or two adjacent piers 8a. Both ends of the upper structure 7 are located at adjacent abutments 8b and 8a, at two adjacent abutments 8b, or at two adjacent piers 8a. The bridge 5 is, for example, a steel bridge, a girder bridge, an RC bridge, or the like.

Each sensor 2 is installed in the longitudinal center of the upper structure 7, specifically, in the longitudinal center of the main girder G. However, each sensor 2 only needs to be able to detect acceleration for calculating the displacement of the upper structure 7, and its installation position is not limited to the center of the upper structure 7. Note that if each sensor 2 is provided on the floor plate F of the superstructure 7, there is a risk that it will be destroyed by the running of the vehicle 6a, and the measurement accuracy may be affected by local deformation of the bridge deck 7a. In the example shown in FIG. 41, each sensor 2 is provided on the main girder G of the upper structure 7.

As shown in FIG. 41, the upper structure 7 has two lanes L ₁ and L ₂ and three main girders G on which a vehicle 6a, which is a moving body, can move. In the example shown in FIGS. 40 and 41, a sensor 2 is provided in each of the two main girders at both ends in the longitudinal center of the superstructure 7, and a lane _L1 located vertically above one sensor 2 is provided. An observation point R ₁ is provided on the surface of the lane L 2 , and an observation point R ₂ is provided on the surface of the lane L ₂ vertically above the other sensor 2 . That is, the two sensors 2 are observation devices that observe observation points R ₁ and R ₂ , respectively. The two sensors 2 for observing the observation points R ₁ and R _2, respectively, may be provided at positions where they can detect the acceleration generated at _the observation points R ₁ and R ₂ due to the running of the vehicle 6a. , _R2 . Note that the number of sensors 2, their installation positions, and the number of lanes are not limited to the examples shown in FIGS. 40 and 41, and various modifications are possible.

The measuring device 1 calculates the deflection displacement of the lanes L ₁ and L ₂ due to the travel of the vehicle 6a based on the acceleration data output from each sensor 2, and communicates the information on the displacement of the lanes L ₁ and L ₂ . It is transmitted to the monitoring device 3 via the network 4. The monitoring device 3 may store the information in a storage device (not shown), and perform processing such as monitoring the vehicle 6a and determining abnormality in the upper structure 7 based on the information, for example.

Further, in each of the above embodiments, each sensor 2 is provided on the main girder G of the superstructure 7, but it may also be provided on the surface or inside of the superstructure 7, the lower surface of the floor plate F, the pier 8a, etc. Good too. Further, in each of the above embodiments, the upper structure of a bridge is taken as an example of the structure, but the structure is not limited to this, and any structure may be used as long as it is deformed by the movement of the moving body.

Furthermore, in each of the above embodiments, the measuring device 1 calculates the approach time t _i based on the observation data output from the observation device that observes the observation point R, but it also observes the approach end of the superstructure 7. The entry time t _i may be calculated based on observation data output from another observation device. Similarly, in each of the above embodiments, the measuring device 1 calculates the advance _time to based on observation data output from the observation device that observes the observation point R; The departure _{time to} may be calculated based on observation data output from another observing device.

The above-described embodiments and modifications are merely examples, and the present invention is not limited thereto. For example, it is also possible to combine each embodiment and each modification as appropriate.

The present invention includes a configuration that is substantially the same as the configuration described in the embodiments, for example, a configuration that has the same function, method, and result, or a configuration that has the same purpose and effect. Further, the present invention includes a configuration in which non-essential parts of the configuration described in the embodiments are replaced. Further, the present invention includes a configuration that has the same effects or a configuration that can achieve the same objective as the configuration described in the embodiment. Further, the present invention includes a configuration in which a known technique is added to the configuration described in the embodiment.

The following content is derived from the above-described embodiment and modification.

One aspect of the measurement method is
First displacement data based on physical quantities that are responses to actions on the observation point of a plurality of parts of a moving body moving on the structure, based on data output from an observation device that observes an observation point of the structure. a first displacement data generation step for generating;
a second displacement data generation step of filtering the first displacement data to generate second displacement data with reduced vibration components;
an observation information generation step of generating observation information including an entry time and an exit time of the mobile object to the structure;
A time period for calculating a time period during which each vehicle of the moving body independently moved the structure based on the observation information and environmental information including the dimensions of the moving body and the dimensions of the structure created in advance. An interval calculation step,
a first deflection amount calculation step of calculating a first deflection amount of the structure by the moving body based on the approximate expression for the deflection of the structure, the observation information, and the environmental information;
a second deflection amount calculation step of calculating a second deflection amount by filtering the first deflection amount to reduce vibration components;
a displacement response calculation step of calculating a displacement response when each of the vehicles moves independently on the structure based on the second displacement data and the time period during which each of the vehicles moved independently on the structure; and,
a deflection response calculation step of calculating a deflection response when each of the vehicles moves independently on the structure based on the second deflection amount and the time period during which each of the vehicles moved independently on the structure; and,
a weighting coefficient calculation step of calculating a weighting coefficient for each of the vehicles based on the displacement response and the deflection response of the time period in which each of the vehicles independently moved the structure;
a third deflection amount calculation step of calculating a third deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle;
including.

This measurement method uses relatively simple processing using first displacement data generated based on observation data and a first deflection amount generated based on an approximate expression for the deflection of the structure. The amount of deflection of the structure when the body moves through the structure is calculated. Therefore, according to this measurement method, when a moving object moves through a structure, it is possible to calculate the The amount of deflection of a structure can be calculated by processing with a relatively small amount of calculation.

In addition, with this measurement method, the time period in which each vehicle in the moving object moves independently on the structure is calculated, the displacement response and deflection response when each vehicle moves independently on the structure are calculated, and each vehicle A weighting coefficient for each vehicle is calculated based on the displacement response and deflection response of the time period in which the structure is moved independently, and a third deflection amount is obtained by correcting the first deflection amount based on the weighting coefficient for each vehicle. Calculate. Therefore, according to this measurement method, instead of using the same coefficient for all vehicles, a weighting coefficient according to the load of each vehicle is used to determine the amount of deflection of the structure when a moving object moves the structure. can be calculated with high accuracy.

In addition, in this measurement method, the displacement response is calculated based on the second displacement data in which the vibration component is reduced, and the deflection response is calculated based on the second deflection amount in which the vibration component is reduced. Then, weighting coefficients for each vehicle of the moving object are calculated. Therefore, according to this measurement method, the amount of deflection of a structure when a moving object moves on the structure can be accurately calculated using weighting coefficients that are calculated with high accuracy by reducing the influence of vibration components such as environmental noise. It can be calculated.

In one aspect of the measurement method,
When the number of vehicles of the moving body is C _T , for each integer C _m from 2 to C _T -1, the length of the structure in the direction in which the moving body moves is C of the moving body. It may be shorter than the distance between the rearmost axle of _{the m} -1th vehicle and the leading axle of the C _m +1th vehicle.

According to this measurement method, since there is always a time period in which each vehicle of the moving body moves alone over the structure, it is possible to accurately calculate the weighting coefficient according to the load of each vehicle.

In one aspect of the measurement method,
The weighting coefficient calculation step includes:
calculating an amplitude amount of the displacement response during the time period in which each of the vehicles independently moved the structure;
calculating an amplitude amount of the deflection response during the time period in which each of the vehicles independently moved the structure;
calculating a ratio between the amplitude amount of the displacement response and the amplitude amount of the deflection response as the weighting coefficient for each vehicle;
May include.

According to this measurement method, it is possible to accurately calculate the weighting coefficient according to the load of each vehicle.

In one aspect of the measurement method,
The amplitude amount may be an average value or an integrated value.

In one aspect of the measurement method,
In the third deflection amount calculation step,
The third amount of deflection may be calculated by adding the product of the amount of deflection of the structure caused by each vehicle and the weighting coefficient for each vehicle.

One aspect of the measurement method is
The method may include a static response calculation step of calculating a static response when the movable body moves the structure based on the second displacement data and the third amount of deflection.

According to this measurement method, the static response when a moving object moves across a structure can be calculated with high accuracy using a process that requires a relatively small amount of calculation.

In one aspect of the measurement method,
The static response calculation step includes:
calculating a fourth deflection amount in which vibration components are reduced by filtering the third deflection amount;
approximating the second displacement data with a linear function of the fourth deflection amount and calculating a linear coefficient and a zero-order coefficient of the linear function;
calculating a fifth amount of deflection based on the first-order coefficient, the zero-order coefficient, and the fourth amount of deflection;
calculating an offset based on the zero-order coefficient, the fourth amount of deflection, and the fifth amount of deflection;
calculating the static response by adding the product of the first-order coefficient and the third deflection amount and the offset;
May include.

According to this measurement method, the second displacement data in which the vibration component included in the first displacement data is reduced is converted into the first displacement data of the fourth deflection amount in which the vibration component included in the third deflection amount is reduced. By approximating with a function, the calculation accuracy of the linear coefficient and zero-order coefficient of the linear function is improved. The product of the first-order coefficient and the third amount of deflection corresponds to the displacement of the structure that is proportional to the load of the moving object, and the offset corresponds to the displacement that is not proportional to the load of the moving object, such as when the structure plays or floats. Therefore, according to this measurement method, the static response can be calculated with high accuracy by adding the product of the first-order coefficient and the third amount of deflection and the offset.

One aspect of the measurement method is
The method may include a dynamic response calculation step of subtracting the static response from the first displacement data to calculate a dynamic response when the moving body moves the structure.

According to this measurement method, the dynamic response when a moving object moves a structure is accurately calculated by subtracting the static response calculated with high accuracy from the first displacement data, which requires a relatively small amount of calculation. It can be calculated well.

In one aspect of the measurement method,
The filter processing of the first displacement data and the filter processing of the first deflection amount may be a moving average processing.

According to this measurement method, by processing the moving average of the first displacement data and the first deflection amount, the second displacement data and A second amount of deflection can be calculated.

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

According to this measurement method, it is possible to accurately calculate the amount of deflection of a structure when a moving body moves on the upper structure of a bridge with a process that requires a relatively small amount of calculation.

In one aspect of the measurement method,
The moving object may be a railway vehicle.

According to this measurement method, the amount of deflection of a structure when a railway vehicle moves over the structure can be calculated with high accuracy using processing that requires a relatively small amount of calculation.

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

According to this measurement method, it is possible to calculate the first deflection amount that reflects the structure of the structure on which the moving body moves, and to calculate the deflection amount of the structure with high accuracy.

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

According to this measurement method, it is possible to accurately calculate the amount of deflection of a structure when a moving object moves through a structure similar to a simple beam.

In one aspect of the measurement method,
The observation device may be an acceleration sensor, an impact sensor, a pressure sensor, a strain meter, an image measuring device, a load cell, or a displacement meter.

According to this measurement method, the amount of deflection of a structure can be measured with high accuracy using data on acceleration, stress change, or displacement.

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

One aspect of the measuring device is
First displacement data based on physical quantities that are responses to actions on the observation point of a plurality of parts of a moving body moving on the structure, based on data output from an observation device that observes an observation point of the structure. a first displacement data generation unit that generates;
a second displacement data generation unit that filters the first displacement data to generate second displacement data with reduced vibration components;
an observation information generation unit that generates observation information including an entry time and an exit time of the mobile object to the structure;
A time period for calculating a time period during which each vehicle of the moving body independently moved the structure based on the observation information and environmental information including the dimensions of the moving body and the dimensions of the structure created in advance. An interval calculation unit,
a first deflection amount calculation unit that calculates a first deflection amount of the structure by the moving object based on the approximate expression for the deflection of the structure, the observation information, and the environmental information;
a second deflection amount calculation unit that calculates a second deflection amount by filtering the first deflection amount to reduce vibration components;
a displacement response calculation unit that calculates a displacement response when each of the vehicles moves independently on the structure, based on the second displacement data and the time period in which each of the vehicles moves independently on the structure; and,
a deflection response calculation unit that calculates a deflection response when each of the vehicles moves independently on the structure based on the second deflection amount and the time period in which each of the vehicles moves independently on the structure; and,
a weighting coefficient calculation unit that calculates a weighting coefficient for each vehicle based on the displacement response and the deflection response in the time period in which each vehicle independently moved the structure;
a third deflection amount calculation unit that calculates a third deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle;
including.

This measuring device uses relatively simple processing using first displacement data generated based on observation data and a first deflection amount generated based on an approximate expression for the deflection of a structure. Calculate the amount of deflection of the structure when the body moves through it. Therefore, with this measurement device, it is possible to estimate the unknown parameters of a theoretical analysis model from acceleration data using a back analysis method, which requires a very large amount of calculations. The amount of deflection of a structure can be calculated by processing with a relatively small amount of calculation.

In addition, this measurement device calculates the time interval in which each vehicle in the moving object moves independently over the structure, calculates the displacement response and deflection response when each vehicle moves independently over the structure, and A weighting coefficient for each vehicle is calculated based on the displacement response and deflection response of the time period in which the structure is moved independently, and a third deflection amount is obtained by correcting the first deflection amount based on the weighting coefficient for each vehicle. Calculate. Therefore, this measuring device does not use the same coefficient for all vehicles, but uses a weighting coefficient according to the load of each vehicle to determine the amount of deflection of a structure when a moving object moves the structure. can be calculated with high accuracy.

Further, this measuring device is based on a displacement response calculated based on the second displacement data with a reduced vibration component and a deflection response calculated based on the second amount of deflection with a reduced vibration component. Then, weighting coefficients for each vehicle of the moving object are calculated. Therefore, according to this measurement device, the amount of deflection of a structure when a moving object moves thereon is accurately calculated using weighting coefficients that are calculated with high accuracy by reducing the influence of vibration components such as environmental noise. It can be calculated.

One aspect of the measurement system is
One aspect of the measuring device,
the observation device that observes the observation point;
Equipped with

One aspect of the measurement program is
First displacement data based on physical quantities that are responses to actions on the observation point of a plurality of parts of a moving body moving on the structure, based on data output from an observation device that observes an observation point of the structure. a first displacement data generation step for generating;
a second displacement data generation step of filtering the first displacement data to generate second displacement data with reduced vibration components;
an observation information generation step of generating observation information including an entry time and an exit time of the mobile object to the structure;
A time period for calculating a time period during which each vehicle of the moving body independently moved the structure based on the observation information and environmental information including the dimensions of the moving body and the dimensions of the structure created in advance. An interval calculation step,
a first deflection amount calculation step of calculating a first deflection amount of the structure by the moving body based on the approximate expression for the deflection of the structure, the observation information, and the environmental information;
a second deflection amount calculation step of calculating a second deflection amount by filtering the first deflection amount to reduce vibration components;
a displacement response calculation step of calculating a displacement response when each of the vehicles moves independently on the structure based on the second displacement data and the time period during which each of the vehicles moved independently on the structure; and,
a deflection response calculation step of calculating a deflection response when each of the vehicles moves independently on the structure based on the second deflection amount and the time period during which each of the vehicles moved independently on the structure; and,
a weighting coefficient calculation step of calculating a weighting coefficient for each of the vehicles based on the displacement response and the deflection response of the time period in which each of the vehicles independently moved the structure;
a third deflection amount calculation step of calculating a third deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle;
have the computer execute it.

This measurement program uses relatively simple processing using the first displacement data generated based on observation data and the first deflection amount generated based on an approximate formula for the deflection of the structure. The amount of deflection of the structure when the body moves through the structure is calculated. Therefore, according to this measurement program, it is possible to estimate the unknown parameters of a theoretical analysis model from acceleration data using a back analysis method, which requires a large amount of calculation. The amount of deflection of a structure can be calculated by processing with a relatively small amount of calculation.

In addition, this measurement program calculates the time period in which each vehicle in the moving body moves independently on the structure, calculates the displacement response and deflection response when each vehicle moves independently on the structure, and calculates the time interval in which each vehicle moves independently on the structure. A weighting coefficient for each vehicle is calculated based on the displacement response and deflection response of the time period in which the structure is moved independently, and a third deflection amount is obtained by correcting the first deflection amount based on the weighting coefficient for each vehicle. Calculate. Therefore, according to this measurement program, instead of using the same coefficient for all vehicles, a weighting coefficient according to the load of each vehicle is used to determine the amount of deflection of the structure when a moving object moves the structure. can be calculated with high accuracy.

In addition, in this measurement program, the displacement response is calculated based on the second displacement data in which the vibration component is reduced, and the deflection response is calculated based on the second deflection amount in which the vibration component is reduced. Then, weighting coefficients for each vehicle of the moving object are calculated. Therefore, according to this measurement program, the amount of deflection of a structure when a moving object moves on the structure can be accurately calculated using weighting coefficients that are calculated with high accuracy by reducing the influence of vibration components such as environmental noise. It can be calculated.

1... Measuring device, 2... Sensor, 3... Monitoring device, 4... Communication network, 5... Bridge, 6... Railway vehicle, 6a... Vehicle, 7... Superstructure, 7a... Bridge deck, 7b... Support, 7c... Rail, 7d...Sleeper, 7e...Ballast, 7i...Forward end, 7o...Backward end, F...Floor plate, G...Main girder, 8...Substructure, 8a...Pier, 8b...Abutment, 10...Measurement system, 11...First communication 12...Second communication unit, 13...Storage unit, 14...Processor, 21...Communication unit, 22...Acceleration sensor, 23...Processor, 24...Storage unit, 31...Communication unit, 32...Processor, 33...Display unit , 34... Operation unit, 35... Storage unit, 40... Ring type displacement meter, 41... Piano wire, 50... Camera, 51... Target, 131... Measurement program, 132... Environment information, 133... Observation data, 134... Observation information , 135...Measurement data, 141...Observation data acquisition section, 142...First displacement data generation section, 143...Second displacement data generation section, 144...Observation information generation section, 145...Average speed calculation section, 146...Time interval calculation 147...first deflection amount calculation section, 148...second deflection amount calculation section, 149...displacement response calculation section, 150...deflection response calculation section, 151...weighting coefficient calculation section, 152...third deflection amount calculation section, 153...Static response calculation unit, 154...Dynamic response calculation unit, 155...Measurement data output unit, 241...Observation program, 242...Observation data, 321...Measurement data acquisition unit, 322...Monitoring unit, 351...Monitoring program, 352...Measurement data string

Claims (18)

First displacement data based on physical quantities that are responses to actions on the observation point of a plurality of parts of a moving body moving on the structure, based on data output from an observation device that observes an observation point of the structure. a first displacement data generation step for generating;
a second displacement data generation step of filtering the first displacement data to generate second displacement data with reduced vibration components;
an observation information generation step of generating observation information including an entry time and an exit time of the mobile object to the structure;
A time period for calculating a time period during which each vehicle of the moving body independently moved the structure based on the observation information and environmental information including the dimensions of the moving body and the dimensions of the structure created in advance. An interval calculation step,
a first deflection amount calculation step of calculating a first deflection amount of the structure by the moving body based on the approximate expression for the deflection of the structure, the observation information, and the environmental information;
a second deflection amount calculation step of calculating a second deflection amount by filtering the first deflection amount to reduce vibration components;
a displacement response calculation step of calculating a displacement response when each of the vehicles moves independently on the structure based on the second displacement data and the time period during which each of the vehicles moved independently on the structure; and,
a deflection response calculation step of calculating a deflection response when each of the vehicles moves independently on the structure based on the second deflection amount and the time period during which each of the vehicles moved independently on the structure; and,
a weighting coefficient calculation step of calculating a weighting coefficient for each of the vehicles based on the displacement response and the deflection response of the time period in which each of the vehicles independently moved the structure;
a third deflection amount calculation step of calculating a third deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle;
including measurement methods. In claim 1,
When the number of vehicles of the moving body is C _T , for each integer C _m from 2 to C _T -1, the length of the structure in the direction in which the moving body moves is C of the moving body. A measurement method that is shorter than the distance between the rearmost axle of _{the m} -1st vehicle and the leading axle of the _Cm +1st vehicle. In claim 1 or 2,
The weighting coefficient calculation step includes:
calculating an amplitude amount of the displacement response during the time period in which each of the vehicles independently moved the structure;
calculating an amplitude amount of the deflection response during the time period in which each of the vehicles independently moved the structure;
calculating a ratio between the amplitude amount of the displacement response and the amplitude amount of the deflection response as the weighting coefficient for each vehicle;
including measurement methods. In claim 3,
The measurement method, wherein the amplitude amount is an average value or an integrated value. In claim 1,
In the third deflection amount calculation step,
A measuring method, wherein the third amount of deflection is calculated by adding the product of the amount of deflection of the structure caused by each of the vehicles and the weighting coefficient for each of the vehicles. In claim 1,
A measuring method including a static response calculating step of calculating a static response when the movable body moves the structure based on the second displacement data and the third deflection amount. In claim 6,
The static response calculation step includes:
calculating a fourth deflection amount in which vibration components are reduced by filtering the third deflection amount;
approximating the second displacement data with a linear function of the fourth deflection amount and calculating a linear coefficient and a zero-order coefficient of the linear function;
calculating a fifth amount of deflection based on the first-order coefficient, the zero-order coefficient, and the fourth amount of deflection;
calculating an offset based on the zero-order coefficient, the fourth amount of deflection, and the fifth amount of deflection;
calculating the static response by adding the product of the first-order coefficient and the third deflection amount and the offset;
including measurement methods. In claim 6,
A measuring method including a dynamic response calculation step of subtracting the static response from the first displacement data to calculate a dynamic response when the moving object moves the structure. In claim 1,
The measurement method, wherein the filter processing of the first displacement data and the filter processing of the first deflection amount are moving average processing. In claim 1,
The measurement method, wherein the structure is a superstructure of a bridge. In claim 1,
The measuring method, wherein the moving object is a railway vehicle. In claim 1,
The measuring method, wherein the approximate expression for the deflection of the structure is an expression based on a structural model of the structure. In claim 12,
A measurement method in which the structural model is a simple beam supported at both ends. In claim 1,
The measurement method, wherein the observation device is an acceleration sensor, an impact sensor, a pressure sensor, a strain meter, an image measurement device, a load cell, or a displacement meter. In claim 1,
In the measurement method, the structure is a structure in which BWIM (Bridge Weight in Motion) functions. First displacement data based on physical quantities that are responses to actions on the observation point of a plurality of parts of a moving body moving on the structure, based on data output from an observation device that observes an observation point of the structure. a first displacement data generation unit that generates;
a second displacement data generation unit that filters the first displacement data to generate second displacement data with reduced vibration components;
an observation information generation unit that generates observation information including an entry time and an exit time of the mobile object to the structure;
A time period for calculating a time period during which each vehicle of the moving body independently moved the structure based on the observation information and environmental information including the dimensions of the moving body and the dimensions of the structure created in advance. An interval calculation unit,
a first deflection amount calculation unit that calculates a first deflection amount of the structure by the moving object based on the approximate expression for the deflection of the structure, the observation information, and the environmental information;
a second deflection amount calculation unit that calculates a second deflection amount by filtering the first deflection amount to reduce vibration components;
a displacement response calculation unit that calculates a displacement response when each of the vehicles moves independently on the structure, based on the second displacement data and the time period in which each of the vehicles moves independently on the structure; and,
a deflection response calculation unit that calculates a deflection response when each of the vehicles moves independently on the structure based on the second deflection amount and the time period in which each of the vehicles moves independently on the structure; and,
a weighting coefficient calculation unit that calculates a weighting coefficient for each vehicle based on the displacement response and the deflection response in the time period in which each vehicle independently moved the structure;
a third deflection amount calculation unit that calculates a third deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle;
Measuring equipment, including. A measuring device according to claim 16,
the observation device that observes the observation point;
A measurement system equipped with First displacement data based on physical quantities that are responses to actions on the observation point of a plurality of parts of a moving body moving on the structure, based on data output from an observation device that observes an observation point of the structure. a first displacement data generation step for generating;
a second displacement data generation step of filtering the first displacement data to generate second displacement data with reduced vibration components;
an observation information generation step of generating observation information including an entry time and an exit time of the mobile object to the structure;
A time period for calculating a time period during which each vehicle of the moving body independently moved the structure based on the observation information and environmental information including the dimensions of the moving body and the dimensions of the structure created in advance. An interval calculation step,
a first deflection amount calculation step of calculating a first deflection amount of the structure by the moving body based on the approximate expression for the deflection of the structure, the observation information, and the environmental information;
a second deflection amount calculation step of calculating a second deflection amount by filtering the first deflection amount to reduce vibration components;
a displacement response calculation step of calculating a displacement response when each of the vehicles moves independently on the structure based on the second displacement data and the time period during which each of the vehicles moved independently on the structure; and,
a deflection response calculation step of calculating a deflection response when each of the vehicles moves independently on the structure based on the second deflection amount and the time period during which each of the vehicles moved independently on the structure; and,
a weighting coefficient calculation step of calculating a weighting coefficient for each of the vehicles based on the displacement response and the deflection response of the time period in which each of the vehicles independently moved the structure;
a third deflection amount calculation step of calculating a third deflection amount by correcting the first deflection amount based on the weighting coefficient for each vehicle;
A measurement program that causes a computer to execute.

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