JP6749179B2 - Evaluation method for swaying structure - Google Patents

Description

The present invention relates to a method for evaluating the swayability of a structure for evaluating the swayability of a structure when an earthquake occurs.

Since before, multiple seismographs have been installed along the railway line, and when these seismometers detect the occurrence of a major earthquake, train operation in the area is stopped, and train operation is managed during the earthquake. ing. When train operation is stopped, it is inspected whether there is any abnormality in the structure through which the tracks such as viaducts are passed (hereinafter referred to as “railroad structure”). If safety is confirmed as a result of the inspection, train operation will resume.

As a prior art related to the present invention, in Patent Document 1, a seismograph is provided in each of a plurality of railway structures or a plurality of road structures, and the measurement data of the seismographs are centralized to collect the railway structures or roads. A system for regulatory control of structures is shown. In this system, a central computer estimates the damage degree of each structure based on the measurement data of a plurality of seismographs, and determines whether or not it is necessary to confirm the patrol of each structure.

JP, 2016-017325, A

In the conventional train operation management, when a large earthquake occurs, the inspection area of the railway structure can be determined based on the measurement data of the seismographs along the railway. However, the inspection area is relatively large, and there are many railway structures in the inspection area. Therefore, when a large earthquake occurs, many railway structures must be individually inspected, and it takes a long time to complete the inspection.

Therefore, the inventors of the present application have studied a method of shortening the time until the resumption of train operation while sufficiently ensuring safety when train operation is stopped due to a large earthquake. As a result of the examination, it is important to uniquely evaluate the easiness of shaking of the railway structure, and to be able to distinguish the railway structure that is easily damaged by the earthquake from the railway structure that is not easily damaged by the earthquake based on the evaluation value. I came to the idea that. It should be noted that such a problem at the time of occurrence of an earthquake is not limited to the field of railroads, and occurs similarly in general ground transportation such as highways and general roads.

An object of the present invention is to provide a method for evaluating the swayability of a structure, which can distinguish a structure that is likely to be damaged when an earthquake occurs and a structure that is less likely to be damaged.

The present invention, in order to achieve the above object,
Modeling the structure into a vibration model having a natural period and a damping coefficient;
A step of calculating a response index of the shaking when the seismic wave for evaluation in which the ratio of the acceleration amplitude is variable is given to the vibration model,
Obtaining a ratio of the acceleration amplitude when the response index reaches a predetermined limit value, and obtaining a value of a predetermined vibration parameter representing the intensity of the seismic wave to which the obtained ratio is applied,
Have
A swayability evaluation method for a structure is characterized in that an evaluation value of swayability of the structure is determined based on the acquired value of the predetermined vibration parameter.

According to the above method, the response index of the shaking of the structure is obtained as a virtual seismic wave when reaching the limit value, and the shaking of the structure is easily determined by a predetermined vibration parameter indicating the strength of the virtual seismic wave. Is evaluated. As the shake response index, for example, an SI value representing the shake spectrum intensity can be adopted. The SI value represents the total strength including the influence of various parameters that damage the structure such as the amplitude, acceleration, and duration of the seismic wave. Therefore, in this case, it is possible to obtain an evaluation value that can comprehensively distinguish a structure in which damage is likely to occur and a structure in which damage is unlikely to occur when an earthquake occurs. Further, as the sway response index, the sway acceleration of the structure or the sway response displacement can be adopted. In this case, it is possible to obtain an evaluation value regarding damage caused by acceleration or displacement.

Here, the seismic wave for evaluation may be a seismic wave observed in the past on the same type of ground as the ground on which the structure is constructed.
According to this, the seismic wave of the same type of ground as the land where the structure is constructed is used for the evaluation. The pattern of seismic waves changes relatively greatly depending on the type of ground. Therefore, according to this method, it is possible to evaluate the structure in a practical manner.

In addition, the response index is an SI value that represents the spectrum intensity of shaking,
The limit value is seismic reference data indicating the relationship between the limit value of the spectrum intensity indicating train runnability and the equivalent natural period of the structure from the sway of the railway structure as the structure, and the vibration model. It may be determined based on the natural period.
According to this, the easiness of shaking of each structure can be evaluated from the viewpoint of whether or not derailment damage of the railway vehicle is likely to occur.

Further, the predetermined vibration parameter may be a maximum acceleration of seismic waves acting on the structure.
According to this, it is possible to easily determine the evaluation value uniquely, and it is possible to distinguish the structure that is likely to be damaged when the earthquake occurs and the structure that is less likely to be damaged by the magnitude of the evaluation value.

More preferably, in the step of calculating the response index and the step of obtaining the value of the vibration parameter, a plurality of types of seismic waves observed in the past are used as the seismic wave for evaluation, and the values of the plurality of vibration parameters are used. Is acquired
The evaluation value of the swayability of the structure may be determined based on the smaller one of the values of the plurality of vibration parameters.
According to this method, evaluation is performed using multiple types of seismic waves. Therefore, it is possible to evaluate the total easiness of shaking of a structure when earthquakes having various vibration patterns occur. Furthermore, the final evaluation value is determined based on the smaller value of the plurality of vibration parameter values obtained by the evaluation processing using a plurality of types of seismic waves. Therefore, the evaluation value reflects more values that are judged to have greater swaying tendency. Therefore, the easiness of shaking can be strictly determined using the evaluation value.

According to the present invention, it is possible to distinguish between a structure that is likely to be damaged when an earthquake occurs and a structure that is less likely to be damaged, specifically, whether or not a traveling vehicle on a railway structure is easily derailed. It is possible to provide a possible method for evaluating the swayability of a structure.

It is a block diagram which shows the train operation management support system of embodiment of this invention. It is explanatory drawing which shows the example of arrangement|positioning of a railway structure and a seismograph. It is a flow chart explaining the evaluation method of the ease of shaking concerning the embodiment of the present invention. It is a figure which shows an example of the vibration model of a railway structure. It is a figure which shows an example of the seismic wave given to a vibration model. It is a graph which shows an example of earthquake-resistant standard data. It is a figure which shows the example of storage of the evaluation value of each railroad structure registered into a database, (A) is a 1st example, (B) is a 2nd example. It is a graph showing the comparison between the evaluation value of the embodiment and the evaluation value based on a large-scale structural analysis. It is a flow chart which shows the procedure of train operation management processing performed by a control part.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a configuration diagram showing a train operation management support system of an embodiment of the present invention. FIG. 2A is an explanatory diagram showing an installation area of a railway structure and an arrangement example of seismographs, and FIG. 2B is a diagram showing an example of the railway structure.
The train operation management support system 1 of the embodiment of the present invention is a system that manages train operation during an earthquake and manages an inspection schedule of the railway structure R during an earthquake.

As shown in FIG. 2(A), a large number of railway structures R are provided along the route in various places. As shown in FIG. 2B, the railway structure R is, for example, a structure such as a viaduct through which a track is passed, and is managed by dividing it into predetermined units. In FIG. 2(A), a plurality of railway structures R are arranged in a circle mark indicating the railway structure R. As shown in FIG. 2(A), a plurality of jurisdiction areas E are set on the route, and the damage situation at the time of an earthquake is investigated and inspected for each jurisdiction area E.

The train operation management support system 1 includes a plurality of seismographs 10 provided along the railway line, a management device 20, and a plurality of communication devices 31 provided at jurisdiction offices 30 in various locations.
The seismograph 10 detects the magnitude of the earthquake (for example, maximum acceleration and shaking time) when the earthquake occurs, and transmits the information to the management device 20 via the communication network N. Alternatively, the seismograph 10 transmits information on the occurrence of a large earthquake to the management device 20 when a large earthquake exceeding a predetermined threshold is detected. As shown in FIG. 2(A), the seismograph 10 is installed along the railways in various places. At least one seismograph 10 is installed in each jurisdiction area E along the railway, and the seismograph 10 can detect the magnitude of an earthquake that has occurred in each railroad structure R in the area.

The jurisdiction office 30 is an office in which an inspector of the railway structure R is stationed and is provided in a plurality of districts. The jurisdiction office 30 is provided with a communication device 31 that communicates via the communication network N. The management device 20 can transmit an inspection command for the railway structure R to the jurisdiction office 30 in each region via the communication device 31.

The management device 20, which is a computer, manages train operation during an earthquake and manages an inspection schedule of the railway structure R during an earthquake. The management device 20 includes a structure database 22, a seismograph database 23, a storage unit 24 in which a train operation management program 24a is stored, a communication unit 25 that communicates via a communication network N, and a train operation management program 24a. And a control unit 21 for executing.

In the structure database 22, identification information of a plurality of railway structures R, a jurisdiction area E to which each railway structure R belongs (see FIG. 2), an evaluation value of swayability of each railway structure R, and the like are registered. Has been done.
In the seismograph database 23, identification information of a plurality of seismographs 10, a jurisdiction area E of each seismograph 10 (see FIG. 2), and the like are registered.

<Swayability evaluation method>
Next, a method of evaluating the ease of shaking of each railway structure R according to the embodiment of the present invention will be described. In the structure database 22 of the management device 20, the evaluation value of the swayability of each railway structure R acquired by this evaluation method is registered.
FIG. 3 is a flowchart illustrating a method for evaluating the swayability according to the embodiment of the present invention. FIG. 4 is a diagram showing an example of a vibration model of a railway structure. FIG. 5: is a figure which shows an example of the seismic wave given to a vibration model. FIG. 6 is a graph showing an example of seismic resistance reference data.

In this evaluation method, the evaluation value is obtained by the procedure of steps J1 to J5 in FIG.
At step J1, the worker models the railway structure R to be evaluated into a vibration model of a single mass system as shown in FIG. This vibration model is a model in which one mass point of mass m is supported by a spring s having a spring constant k and a damping constant h, and can be represented by two parameters, an equivalent natural period Teq and a damping constant h. .. The operator models the railway structure R by obtaining the equivalent natural period Teq and the damping constant h of the railway structure R from the design data, for example. It should be noted that the damping constant h may be obtained as a value closer to the actual value not only from the design data but also by actually measuring the vibration of the railway structure R.

ここで、ＳＶ（Ｔ，ｈ）は、振動応答の速度応答スペクトルである。
なお、振動モデルに地震波が与えられたときのＳＩ値の計算は、コンピュータが所定のソフトウェアを実行することで行う。作業者は、振動モデルのパラメータの設定と地震波の選定とを行う。 In step J2, the operator gives a seismic wave to the modeled one-mass system vibration model and calculates the SI value (Spectrum Intensity) of the vibration response. The SI value is calculated by the following equation (1).

Here, SV(T,h) is a velocity response spectrum of vibration response.
The calculation of the SI value when a seismic wave is applied to the vibration model is performed by the computer executing predetermined software. The operator sets parameters of the vibration model and selects seismic waves.

In the calculation of the SI value in step J2, as shown in FIGS. 3 and 5, the seismic wave data for evaluation specified by the three parameters (Gi, j, αg) based on the seismic wave registered in the seismic wave database D1. Is used. The seismic wave database D1 is given to the computer in advance.
The parameter Gi represents the type of ground. The ground type Gi is classified into about eight types according to the natural period of the ground, for example, in the earthquake-resistant standard of railways. The seismic wave database D1 stores a plurality of seismic wave data observed on each of the grounds Gi of the G0 ground to the G7 ground as seismic wave data for evaluation.

The parameter j represents a number for identifying each of a plurality of seismic wave data on the same ground. The seismic wave database D1 stores a predetermined number (for example, 5) of seismic wave data of the same ground, and these are identified by the parameter j (No. 1 to No. 5). These seismic wave data have a magnitude close to the seismic wave that causes damage from a large number of seismic waves observed in the past on the same ground, and the difference in vibration characteristics between them is relatively large. To be selected. Such seismic wave data selection is realized by the following method, for example. First, data of a large number of seismic waves observed in the past on the same ground is once converted into seismic wave data in which the maximum acceleration is made the same by increasing or decreasing the acceleration amplitude at a constant ratio. Furthermore, regarding the seismic wave data after conversion, focusing on the duration of the seismic wave and the SI value of the seismic wave itself, a plurality of seismic waves having relatively large durations may be selected within a range of large SI values.

As shown in FIG. 5, the seismic wave database D1 stores a plurality of types of seismic wave data identified by two parameters (Gi, j).
The parameter αg represents the maximum acceleration of seismic wave data. At the time of calculating the SI value, the computer uses the seismic wave data of the seismic wave database D1 by changing the acceleration amplitude thereof at a constant ratio and using it. The parameter αg identifies the acceleration amplitude of the converted seismic wave data.

In the calculation of the SI value in step J2, the computer uses a plurality of seismic wave data of the same ground identified by parameters (Gi, j, αg) for one vibration model of the railway structure R to be evaluated. The SI value is calculated multiple times. If an example is shown, if the railway structure R to be evaluated is installed on the G2 ground, the computer determines a plurality of parameters (Gi=G2, j=No. 1 to No. 5, αg=appropriate multiple values). The SI value is calculated multiple times using the seismic wave data. When the SI value is calculated by changing the acceleration amplitude of one seismic wave data at a constant ratio, the SI value tends to increase as the maximum acceleration αg increases, and the SI value tends to decrease as the maximum acceleration αg decreases.

In step J3, it is determined whether or not the SI value reaches the limit value in the process of the computer applying the plurality of seismic wave data and calculating the SI value a plurality of times (step J3). Here, the limit value is a value obtained from the derailment seismic resistance reference data D2. As shown in FIG. 6, the derailment seismic resistance reference data D2 is data indicating the relationship between the equivalent natural period of the structure and the limit value of the spectrum intensity of the sway of the railway structure indicating the train running property. Here, the spectral intensity (SI) has a unit of length because it is the integral of the speed response spectrum Sv for 0.1 to 2.5 seconds, but physically the traveling vehicle receives it from the structure. It means momentum.

The derailment seismic resistance standard data D2 is data defined as a design standard for railway structures. Based on the derailment seismic resistance reference data D2, for example, if the equivalent natural period of the railway structure is 0.5 seconds, the SI value is designed to be less than 4000 mm. At step J3, a value corresponding to the equivalent natural period of the railway structure R to be evaluated is extracted from the derailment seismic resistance reference data D2 and used as a limit value.

As described above, when the SI value is calculated by changing the acceleration amplitude of one seismic wave data at a constant ratio, the SI value increases as the maximum acceleration αg of the seismic wave data after conversion increases, and the seismic wave data after conversion becomes larger. The SI value becomes smaller as the maximum acceleration αg becomes smaller. Therefore, the computer makes the determination in step J3 each time the SI value is calculated once in step J2, and appropriately changes the maximum acceleration αg of the seismic wave data when the SI value does not reach the limit value. By repeating such processing, determination is made when the SI value reaches the limit value in step J3 in the process of calculating the SI value a plurality of times in step J2. Further, if the SI value is calculated using five types of seismic wave data (j=No. 1 to No. 5), determination is made when the SI value reaches the limit value for each type of seismic wave data.

At Step J4, the maximum acceleration αg of the seismic wave data when the SI value reaches the limit value is acquired. Since five types of seismic wave data (j=No. 1 to No. 5) are used in the calculation of the SI value, five maximum acceleration αg values corresponding to the five types of seismic wave data are acquired in step J4. It The value acquired here is, when the acceleration amplitude of the seismic wave is expanded/contracted at a constant rate and given to the railway structure R to be evaluated, when the SI value of the sway of the railway structure R reaches the limit value. It corresponds to the maximum acceleration αg of seismic waves. The swaying railway structure R reaches the SI value limit value with a small earthquake motion. Therefore, a large value indicates that the railway structure R is unlikely to be damaged by the earthquake, and a small value indicates that the railway structure R is easily damaged by the earthquake.

In step J5, the evaluation value of the sway is determined from the minimum value of the five acquired maximum accelerations αg. As an example, the minimum maximum acceleration αg is used as it is as the evaluation value. The minimum value is used here in order to reflect a large proportion of the evaluation values that are determined to be likely to be damaged when there is a difference in the evaluation value of damage susceptibility depending on the type of seismic wave. is there. With such an evaluation value, it is possible to strictly judge the swaying tendency of each railway structure R when an earthquake occurs.

FIG. 7 is a diagram showing a storage example of the evaluation value of each structure registered in the database, where (A) is the first example and (B) is the second example.
In the train operation management support system 1, the evaluation values of the swayability of all the railway structures R to be managed are acquired in advance by the above evaluation method, and are registered in the structure database 22 as shown in FIG. 7(A). Has been done. Note that this evaluation value indicates that when the value is large, the degree of shaking is small or the degree of shaking is large, and when the value is small, the degree of shaking is large or the degree of shaking is small. Indicates that the degree is small.

In addition, as shown in the following description, the evaluation value of the swayability of the one-mass vibration model can be expressed as a function of the equivalent natural period Teq, the ground type Gi, and the damping constant h (FIG. 8(A) to ( See the solid graph line in D)). Therefore, as shown in FIG. 7B, the structure database 22 may store the equivalent natural period Teq, the ground type Gi, and the damping constant h instead of the evaluation value of the swayability. .. Even in this case, the control unit 21 of the management device 20 can acquire the evaluation value from these parameter values and the function of the evaluation value.

Next, the validity of the evaluation value of the swayability of the railway structure R acquired by the above evaluation method will be described.
FIG. 8 is a graph showing the comparison between the evaluation value of the embodiment and the evaluation value based on the large-scale structural analysis, and (A) to (D) show the cases of G0 ground to G3 ground.

As shown in FIG. 8(A) to FIG. 8(D), a case where the easiness of shaking of the railway structure R is evaluated using a large-scale structural analysis model in a plurality of grounds, and a one-mass vibration model of the embodiment are shown. When the easiness of shaking of the railway structure R was evaluated by using the same, the evaluation values were found to agree with each other. In the large-scale structural analysis model, railway structures having various yield seismic intensities khy, various equivalent natural periods Teq, and a predetermined damping constant h were evaluated, but in each case, the single mass vibration model was used. No big difference was seen with the case.

Although FIG. 8 shows an example of G0 ground to G3 ground for RC rigid frame viaducts, G4 ground to G7 ground, RC structure viaducts, and steel structure viaducts with the evaluation values of the embodiment. A match has been confirmed.

<Train operation management processing at the time of earthquake>
Next, a train operation management process at the time of an earthquake executed by the train operation management support system 1 will be described. The train operation management process is mainly realized by the control unit 21 executing the train operation management program 24a.
FIG. 9 is a flowchart showing a procedure of train operation management processing executed by the control unit.
In the train operation management process at the time of an earthquake, the control unit 21 monitors the occurrence of a large earthquake of a predetermined threshold value or more based on the information of the earthquake detection from the seismographs 10 in various places (step S1). As a result, if there is no major earthquake, this monitoring process is repeated.

On the other hand, when the occurrence of a large earthquake is detected, the control unit 21 obtains the jurisdiction area E of the seismograph 10 that has detected the large earthquake from the seismometer database 23, and stops the train operation in this jurisdiction area E (step S2). ). The train operation may be stopped by transmitting an operation stop instruction to the train operation management computer or by issuing an operation stop instruction document that can be confirmed by the ordering staff.

Then, the control part 21 acquires the evaluation value of the swaying tendency of all the railway structures R contained in the management area from the structure database 22 (step S3). Subsequently, the control unit 21 creates an inspection schedule for the plurality of railway structures R in the jurisdiction area so that the inspection of the railway structures R having a low evaluation value has a high priority (step S4). Here, it is not necessary that the inspection order of all the railway structures R be arranged in the descending order of the evaluation value. For example, when there are railway structures R with a high evaluation value in the vicinity of a railway structure R with a low evaluation value, these are collectively inspected, etc., and the inspection schedule is set to improve the inspection efficiency including other factors. May be created.

After creating the inspection schedule, the control unit 21 sends an inspection command for one unit to the managing office 30 according to the inspection schedule (step S5). In the jurisdiction office 30, the inspector executes the inspection of the corresponding railway structure R based on this inspection instruction. Then, the inspector transmits the inspection result to the management device 20, and the control unit 21 of the management device 20 receives the inspection result (step S6).

Upon receiving the inspection result, the control unit 21 determines whether the inspection result is normal or abnormal (step S7). If the result is abnormal, the control unit 21 shifts the processing to the repair request processing.
On the other hand, if normal, the control unit 21 changes the inspection of the railway structure R having a high evaluation value to simplified or omitted in the inspection schedule (step S8). Here, it is not necessary to simplify or omit the inspection for all the railway structures R having a higher evaluation value than the railway structure R for which the inspection result is normal. For example, in consideration of the safety margin, the inspection is omitted for the railway structure R having an evaluation value higher than the evaluation value of the normal railway structure R by three steps or more, and the railway structure R having the evaluation value two steps higher. The inspection may be simplified, and the railway structure R having a one-step higher evaluation value may be inspected as usual.

Subsequently, the control unit 21 determines whether or not the inspection is completed according to the inspection schedule (step S9), and if not completed, returns the process to step S5 to continue the inspection. On the other hand, if it is completed, the control unit 21 restarts the train operation in the area under its control (step S10). The resumption of train operation may be executed by transmitting a stop release command to the train operation management computer or by issuing a stop release command form that can be confirmed by the ordering staff. Then, the railway operation management process at the time of the earthquake is ended.

In the railway operation management process at the time of an earthquake, the processes such as the creation and modification of the inspection schedule and the issuance of the inspection command in steps S4 to S8 may be manually performed according to the same method.

As described above, according to the method for evaluating the swaying tendency of the railway structure R of the present embodiment, first, a virtual seismic wave when the spectrum intensity of the swaying of the railway structure R reaches the limit value is obtained. Then, an evaluation value of the easiness of shaking of the railway structure R is obtained by a predetermined vibration parameter (specifically, maximum acceleration αg) representing the intensity of the seismic wave. The shake spectrum intensity represents the total intensity including the effects of various parameters such as the amplitude, acceleration, and duration of seismic waves that damage the structure. Therefore, with such an evaluation value of swayability, it is possible to distinguish between the railway structure R that is likely to be damaged when an earthquake occurs and the railway structure R that is less likely to be damaged.

Further, according to the method for evaluating the swaying tendency of the railway structure R of the present embodiment, the limit value to be compared with the swaying spectrum intensity is acquired from the derailment seismic resistance reference data D2 of the railway structure. Therefore, the easiness of shaking of the railway structure R can be evaluated from the viewpoint of whether the derailment of the railway vehicle is likely to occur.

Heretofore, the method for evaluating the swayability of the railway structure R of the present embodiment has been described. However, the present invention is not limited to the above embodiment. For example, in the above embodiment, the limit value to be compared with the shake spectrum intensity is set as the value of the derailment seismic resistance reference data. However, for example, the value of the seismic resistance reference data that is determined so that the structure does not yield or be damaged by an earthquake may be used as the above-mentioned limit value. Such seismic reference data shows the relationship between the limit value of the spectral intensity that yields or is damaged by an earthquake and the equivalent natural period of the structure. By using such seismic reference data, it is possible to evaluate the easiness of shaking of the structure from the viewpoint of whether the structure is easily yielded or damaged by the earthquake.

Further, in the above-described embodiment, the configuration in which the SI value indicating the spectrum intensity of the shake is adopted as the response index of the shake when the seismic wave for evaluation is applied to the vibration model has been described as an example. However, as the sway response index, a value corresponding to a sway parameter which is noted as a damage to the structure, such as maximum sway acceleration, time average of acceleration, maximum displacement of sway, time average of displacement, is appropriately used. You can use it.

Further, in the above-described embodiment, the evaluation value of easiness of shaking is determined from the maximum acceleration αg of the seismic wave when the spectrum intensity reaches the limit value. However, if the evaluation value is a parameter representing the intensity of the seismic wave at this time, the parameter is determined by a relatively wide range of selection, for example, maximum amplitude, sum of amplitudes, SI value, and parameters created by combining these. You may.

Further, in the above embodiment, one of the parameters for identifying the vibration model of the railway structure R is the equivalent natural period Teq, but an elastic natural period may be used, for example. In the case of a building, generally, the relationship between the elastic natural period and the equivalent natural period is uniquely determined from the design data.

Moreover, in the said embodiment, the example which evaluated the ease of shaking about the railway structure was demonstrated. However, the swayability evaluation method according to the present invention can be similarly applied to traffic structures such as highways and general roads. In this case, as described above, the evaluation value may be calculated by using the damage seismic resistance reference data instead of the derailment seismic resistance reference data.

10 seismograph 20 management device 21 control unit 22 structure database 23 seismograph database 24 storage unit 24a train operation management program 25 communication unit 30 jurisdiction office 31 communication device N communication network

Claims (4)

Modeling the structure into a vibration model having a natural period and a damping coefficient;
A step of calculating a response index of the shaking when the seismic wave for evaluation in which the ratio of the acceleration amplitude is variable is given to the vibration model,
Obtaining a ratio of the acceleration amplitude when the response index reaches a predetermined limit value, and obtaining a value of the maximum acceleration of the seismic wave to which the obtained ratio is applied,
Have
A swayability evaluation method for a structure, characterized in that an evaluation value of swayability of the structure is determined based on the acquired value of the maximum acceleration . The method according to claim 1, wherein the seismic wave for evaluation is a seismic wave observed in the past on the same type of ground as the ground on which the structure is constructed. The response index is an SI value that represents the spectral intensity of shaking,
The limit value is seismic reference data showing the relationship between the limit value of the spectrum intensity indicating train runnability from the sway of the railway structure as the structure and the equivalent natural period of the structure, and the vibration model. It determines based on the said natural period, The shaking evaluation method of the structure of Claim 1 or Claim 2 characterized by the above-mentioned. In the step of calculating the response index and the step of acquiring the value of the maximum acceleration , a plurality of types of seismic waves observed in the past as the seismic wave for evaluation is used, and the values of the plurality of maximum accelerations are acquired.
The structure according to any one of claims 1 to 3 , wherein an evaluation value of swayability of the structure is determined based on a smaller one of a plurality of values of the maximum acceleration. Evaluation method for the ease of shaking of objects.

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