Measurement Method, Measurement Device, Measurement System, And Non-Transitory Computer-Readable Storage Medium Storing Measurement Program

Abstract

A measurement method includes generating first displacement data based on data of observation points of a structural object, generating observation information, calculating a time interval in which each of vehicles of a moving object moves alone on the structural object, calculating a first deflection amount of the structural object, calculating a displacement response when each of the vehicles moves alone on the structural object based on the first displacement data and the time interval, calculating a deflection response when each of the vehicles moves alone on the structural object based on the first deflection amount and the time interval, calculating weighting coefficients to the respective vehicles based on the displacement response and the deflection response, and calculating a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficients.

Description

The present application is based on, and claims priority from JP Application Serial Number 2022-071396, filed Apr. 25, 2022, and JP Application Serial Number 2022-071397, filed Apr. 25, 2022, the disclosure of which is hereby incorporated by reference herein in its entirety.

BACKGROUND

1. Technical Field

The present disclosure relates to a measurement method, a measurement device, a measurement system, and a non-transitory computer-readable storage medium storing a measurement program.

2. Related Art

In JP-2018-31187 (Document 1), there is described a structure performance examination method of a railroad bridge characterized in formulating a theoretical analysis model of a dynamic response of the railroad bridge on which a train is running assuming the train as an array of moving loads and the bridge as a simple beam, and measuring the acceleration of the bridge on which the train is running, and thus, estimating an unknown parameter of the theoretical analysis model from data of the acceleration using an inverse analysis method. More specifically, in the structure performance examination method described in Document 1, an error term is introduced into the theoretical analysis model to define a probability model, a co-occurrence probability that the acceleration data are generated when assuming the unknown parameter as a datum, and an anterior probability density function of the unknown parameter are substituted in a formula obtained by the Bayes' theorem to thereby define a simultaneous posterior probability density function of the unknown parameter when assuming the acceleration data as data, and thus, the structure performance of the railroad bridge is evaluated by reflecting the parameter thus estimated and an uncertainty of that parameter.

When transmitting the acceleration data obtained by the acceleration sensor installed in the bridge to a host via a communication network, the data communication traffic becomes huge, and therefore, it is preferable to adopt a system in which a measurement device installed near the acceleration sensor obtains the acceleration data to perform data processing, and then transmits the measurement data obtained by performing the data processing to the host. Due to such a system configuration, it becomes possible to reduce the data communication traffic to thereby realize reduction in cost of the system as a whole. However, in the method of estimating the unknown parameter of the theoretical analysis model from the acceleration data using the inverse analysis method as in the structure performance examination method described in Document 1, since a calculation amount is extremely large, a measurement device which is expensive and high in performance is required, and thus, it is difficult to realize sufficient reduction in cost of the system as a whole.

SUMMARY

A measurement method according to an aspect of the present disclosure includes a displacement data generation step of generating first displacement data based on a physical quantity as a response to an action on observation points in a plurality of regions of a moving object moving on a structural object based on data output from an observation device configured to observe the observation points of the structural object, an observation information generation step of generating observation information including an approach time and an exit time of the moving object with respect to the structural object, a time interval calculation step of calculating a time interval in which each of vehicles of the moving object moves alone on the structural object based on the observation information and environmental information including a dimension of the moving object and a dimension of the structural object generated in advance, a first deflection amount calculation step of calculating a first deflection amount of the structural object by the moving object based on an approximation formula of a deflection of the structural object, the observation information, and the environmental information, a displacement response calculation step of calculating a displacement response when each of the vehicles moves alone on the structural object based on the first displacement data and the time interval in which each of the vehicles moves alone on the structural object, a deflection response calculation step of calculating a deflection response when each of the vehicles moves alone on the structural object based on the first deflection amount, and the time interval in which each of the vehicles moves alone on the structural object, a weighting coefficient calculation step of calculating weighting coefficients to the respective vehicles based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object, and a second deflection amount calculation step of calculating a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficients to the respective vehicles.

A measurement device according to an aspect of the present disclosure includes a displacement data generator configured to generate first displacement data based on a physical quantity as a response to an action on observation points in a plurality of regions of a moving object moving on a structural object based on data output from an observation device configured to observe the observation points of the structural object, an observation information generator configured to generate observation information including an approach time and an exit time of the moving object with respect to the structural object, a time interval calculator configured to calculate a time interval in which each of vehicles of the moving object moves alone on the structural object based on the observation information and environmental information including a dimension of the moving object and a dimension of the structural object generated in advance, a first deflection amount calculator configured to calculate a first deflection amount of the structural object by the moving object based on an approximation formula of a deflection of the structural object, the observation information, and the environmental information, a displacement response calculator configured to calculate a displacement response when each of the vehicles moves alone on the structural object based on the first displacement data and the time interval in which each of the vehicles moves alone on the structural object, a deflection response calculator configured to calculate a deflection response when each of the vehicles moves alone on the structural object based on the first deflection amount, and the time interval in which each of the vehicles moves alone on the structural object, a weighting coefficient calculator configured to calculate weighting coefficients to the respective vehicles based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object, and a second deflection amount calculator configured to calculate a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficients to the respective vehicles.

A measurement system according to another aspect of the present disclosure includes the measurement device according to the aspect, and the observation device configured to observe the observation points.

A non-transitory computer-readable storage medium storing a measurement program according to an aspect of the present disclosure makes a computer execute a displacement data generation step of generating first displacement data based on a physical quantity as a response to an action on observation points in a plurality of regions of a moving object moving on a structural object based on data output from an observation device configured to observe the observation points of the structural object, an observation information generation step of generating observation information including an approach time and an exit time of the moving object with respect to the structural object, a time interval calculation step of calculating a time interval in which each of vehicles of the moving object moves alone on the structural object based on the observation information and environmental information including a dimension of the moving object and a dimension of the structural object generated in advance, a first deflection amount calculation step of calculating a first deflection amount of the structural object by the moving object based on an approximation formula of a deflection of the structural object, the observation information, and the environmental information, a displacement response calculation step of calculating a displacement response when each of the vehicles moves alone on the structural object based on the first displacement data and the time interval in which each of the vehicles moves alone on the structural object, a deflection response calculation step of calculating a deflection response when each of the vehicles moves alone on the structural object based on the first deflection amount, and the time interval in which each of the vehicles moves alone on the structural object, a weighting coefficient calculation step of calculating weighting coefficients to the respective vehicles based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object, and a second deflection amount calculation step of calculating a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficients to the respective vehicles.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram showing a configuration example of a measurement system.

FIG. 2 is a cross-sectional view of an upper structure shown in FIG. 1 cut along the line A-A.

FIG. 3 is an explanatory diagram of acceleration detected by an acceleration sensor.

FIG. 4 is a diagram showing an example of displacement data u(t).

FIG. 5 is a diagram showing an example of displacement data u_lp(t).

FIG. 6 is a diagram showing an example of velocity data v_lp(t).

FIG. 7 is a diagram showing an example of a relationship between the displacement data u(t), and an approach time t_i and an exit time t_o.

FIG. 8 is a diagram showing an example of a length L_C(C_m) of a vehicle and a distance La(a_w(C_m, n)) between axles.

FIG. 9 is an explanatory diagram of a condition for a time interval in which each of vehicles moves alone on an upper structure to exist.

FIG. 10 is an explanatory diagram of a structure model of an upper structure of a bridge.

FIG. 11 is a diagram showing an example of a deflection amount w_std(a_w(C_m, n), t).

FIG. 12 is a diagram showing an example of a deflection amount C_std(C_m, t).

FIG. 13 is a diagram showing an example of a deflection amount T_std(t).

FIG. 14 is a diagram showing an example of a displacement response u(C_m t).

FIG. 15 is a diagram showing an example of a deflection response T_std(C_m t).

FIG. 16 is a diagram showing an example of a deflection amount T_{p_std}(t).

FIG. 17 is a diagram showing an example of a deflection amount T_{p_std_lp}(t).

FIG. 18 is a diagram showing the displacement data u_lp(t) and the deflection amount T_{p_std_lp}(t) in an overlapping manner.

FIG. 19 is a diagram showing an example of a deflection amount T_{p_Estd_lp}(t).

FIG. 20 is a diagram showing an example of a deflection amount T_{p_Estd}(t).

FIG. 21 is a diagram showing an example of a relationship between the deflection amount T_{p_Estd_lp}(t) and the deflection amount T_{p_std_lp}(t), and a predetermined interval T_avg for calculating respective average values of the deflection amounts.

FIG. 22 is a diagram showing an example of an offset T_{p_offset_std}(t).

FIG. 23 is a diagram showing an example of a deflection amount T_{p_EOstd}(t).

FIG. 24 is a diagram showing a relationship between the displacement data u(t) and the deflection amount T_{p_EOstd}(t).

FIG. 25 is a flowchart showing an example of a procedure of a measurement method according to the embodiment.

FIG. 26 is a flowchart showing an example of a procedure of a displacement data generation step.

FIG. 27 is a flowchart showing an example of a procedure of an observation information generation step.

FIG. 28 is a flowchart showing an example of a procedure of an average velocity calculation step.

FIG. 29 is a flowchart showing an example of a procedure of a time interval calculation step.

FIG. 30 is a flowchart showing an example of a procedure of a first deflection amount calculation step.

FIG. 31 is a flowchart showing an example of a procedure of a weighting coefficient calculation step.

FIG. 32 is a flowchart showing an example of a procedure of a static response calculation step.

FIG. 33 is a diagram showing a configuration example of a sensor, a measurement device, and a monitoring device.

FIG. 34 is a diagram showing another configuration example of the measurement system.

FIG. 35 is a diagram showing another configuration example of the measurement system.

FIG. 36 is a diagram showing another configuration example of the measurement system.

FIG. 37 is a cross-sectional view of an upper structure shown in FIG. 36 cut along the line A-A.

DESCRIPTION OF AN EXEMPLARY EMBODIMENT

A preferred embodiment of the present disclosure will hereinafter be described in detail using the drawings. It should be noted that the embodiment described below does not unreasonably limit the content of the present disclosure as set forth in the appended claims. Further, all of the constituents described below are not necessarily essential elements of the present disclosure.

1. EMBODIMENT

1-1. Configuration of Measurement System

A moving object passing through an upper structure of a bridge as a structural object according to the present embodiment is a vehicle or a railroad vehicle which is heavy in weight and can be measured with BWIM. BMIM is an abbreviation for Bridge Weight in Motion, and is a technology of measuring the weight, the number of axles, and so on of the moving object passing through the bridge by likening the bridge to a “scale,” and measuring a deformation of the bridge. The upper structure of the bridge which is capable of analyzing the weight of the moving object which passes through the bridge based on a response such as the deformation or a strain is a structure in which BWIM works, and a BWIM system applying a physical process between an action to the upper structure of the bridge and a response makes it possible to measure the weight of the moving object which passes through the bridge. A measurement system for realizing a measurement method according to the present embodiment will hereinafter be described citing the case in which the moving object is the railroad vehicle as an example.

FIG. 1 is a diagram showing an example of the measurement system according to the present embodiment. As shown in FIG. 1, the measurement system 10 according to the present embodiment is provided with a measurement device 1, and at least one sensor 2 provided to an upper structure 7 of a bridge 5. Further, the measurement system 10 can be provided with a monitoring device 3.

The bridge 5 is constituted by the upper structures 7 and a lower structure 8. FIG. 2 is a cross-sectional view of the upper structure 7 cut along the line A-A shown in FIG. 1. As shown in FIG. 1 and FIG. 2, the upper structure 7 includes a bridge floor 7a constituted by a floor plate F, main beams G, side beams not shown, and so on, shoes 7b, rails 7c, railroad ties 7d, and ballast 7e. Further, as shown in FIG. 1, the lower structure 8 includes the bridge legs 8a and the bridge abutments 8b. The upper structure 7 is a structure bridged between any one of pairs of the bridge abutment 8b and the bridge leg 8a adjacent to each other, the bridge abutments 8b adjacent to each other, and the bridge legs 8a adjacent to each other. The both end portions of the upper structure 7 are located at the positions of the bridge abutment 8b and the bridge leg 8a adjacent to each other, the positions of the two bridge abutments 8b adjacent to each other, or the positions of the two bridge legs 8a adjacent to each other.

When the railroad vehicle 6 approaches the upper structure 7, the upper structure 7 is deflected due to the weight of the railroad vehicle 6, but the railroad vehicle 6 has a plurality of vehicles coupled to each other, and therefore, there occurs a phenomenon that the deflection of the upper structure 7 is periodically repeated in accordance with the passage of the vehicles. This phenomenon is called a static response. In contrast, since the upper structure 7 has a natural resonance frequency as a structural object, by the railroad vehicle 6 passing through the upper structure 7, the natural vibration of the upper structure 7 is excited in some cases. By the natural vibration of the upper structure 7 being excited, there occurs a phenomenon that the deflection of the upper structure 7 is periodically repeated. This phenomenon is called a dynamic response.

The measurement device 1 and the sensors 2 are coupled to each other with, for example, cables not shown, and perform communication via a communication network such as CAN. CAN is an abbreviation for Controller Area Network. Alternatively, it is possible for the measurement device 1 and the sensors 2 to perform the communication via a wireless network.

Each of the sensors 2 outputs data to be used for calculating the static response when the railroad vehicle 6 as a moving object moves on the upper structure 7 as a structural object. In the present embodiment, the sensors 2 are each an acceleration sensor, and can also be, for example, a quartz crystal acceleration sensor or an MEMS acceleration sensor. MEMS is an abbreviation for Micro Electro Mechanical Systems.

In the present embodiment, the sensors 2 are each installed in a central portion in the longitudinal direction of the upper structure 7, specifically a central portion in the longitudinal direction of the main beam G. It should be noted that it is sufficient for each of the sensors 2 to be able to detect the acceleration for calculating the static response, and the installation position is not limited to the central portion of the upper structure 7. It should be noted that when each of the sensors 2 is installed on the floor plate F of the upper structure 7, there is a possibility that the sensor 2 is broken due to running of the railroad vehicle 6, and further, there is a possibility that the measurement accuracy is affected by a local deformation of the bridge floor 7a, and therefore, in the example shown in FIG. 1 and FIG. 2, each of the sensors 2 is provided to the main beam G of the upper structure 7.

The floor plate F, the main beam G, and so on of the upper structure 7 are deflected in a vertical direction due to the load by the railroad vehicle 6 passing through the upper structure 7. Each of the sensors 2 detects the acceleration of the deflection of the floor plate F and the main beam G due to the load by the railroad vehicle 6 passing through the upper structure 7.

The measurement device 1 calculates the static response when the railroad vehicle 6 passes through the upper structure 7 based on the acceleration data output from each of the sensors 2. The measurement device 1 is installed in, for example, the bridge abutment 8b.

The measurement device 1 and the monitoring device 3 are capable of communicating with each other via a communication network 4 such as a wireless network of cellular phones or the Internet. The measurement device 1 transmits the measurement data including the static response when the railroad vehicle 6 passes through the upper structure 7 to the monitoring device 3. It is possible for the monitoring device 3 to store that information in a storage device not shown, and perform processing such as monitoring of the railroad vehicle 6 and a failure determination of the upper structure 7 based on that information.

It should be noted that in the present embodiment, the bridge 5 is a railroad bridge, and for example, a steel bridge, a beam bridge, or an RC bridge. RC is an abbreviation for Reinforced-Concrete.

As shown in FIG. 2, in the present embodiment, a observation point R is set in association with the sensor 2. In the example shown in FIG. 2, the observation point R is set at a position on a surface of the upper structure 7 located at a vertically upward direction side of the sensor 2 provided to the main beam G. In other words, the sensor 2 is an observation device for observing the observation point R, detects physical quantities as responses to actions to the observation points R in a plurality of regions of the railroad vehicle 6 which moves on the upper structure 7 as a structural object, and then outputs data including the physical quantities thus detected. For example, each of the plurality of regions of the railroad vehicle 6 is an axle or a wheel, but is hereinafter assumed to be the axle. Further, in the present embodiment, each of the sensors 2 is an acceleration sensor, and detects the acceleration as the physical quantity. It is sufficient for the sensor 2 to be disposed at a position where sensor 2 can detect the acceleration occurring at the observation point R due to the running of the railroad vehicle 6, but it is desirable for the sensor 2 to be disposed at a position close to an area vertically above the observation point R.

It should be noted that the number and the installation positions of the sensors 2 are not limited to those of the example shown in FIG. 1 and FIG. 2, and a variety of modified implementations can be made.

The measurement device 1 obtains the acceleration in a direction crossing the surface of the upper structure 7 on which the railroad vehicle 6 moves based on the acceleration data output from the sensors 2. The surface of the upper structure 7 on which the railroad vehicle 6 moves is defined by a direction in which the railroad vehicle 6 moves, namely an X direction as a longitudinal direction of the upper structure 7, and a direction perpendicular to the direction in which the railroad vehicle 6 moves, namely a Y direction as a width direction of the upper structure 7. Due to the running of the railroad vehicle 6, the observation point R is deflected in a direction perpendicular to the X direction and the Y direction, and therefore, it is desirable for the measurement device 1 to obtain the acceleration in a direction perpendicular to the X direction and the Y direction, namely a Z direction as a normal direction of the floor plate F in order to accurately calculate the magnitude of the acceleration of the deflection.

FIG. 3 is a diagram for explaining the acceleration to be detected by the sensor 2. The sensor 2 is an acceleration sensor for detecting the acceleration generated in each of axial directions of the three axes perpendicular to each other.

In order to detect the acceleration of the deflection of the observation point R due to the running of the railroad vehicle 6, the sensor 2 is installed so that one of an x axis, a y axis, and a z axis as three detection axes becomes a direction crossing the X direction and the Y direction. In FIG. 1 and FIG. 2, the sensor 2 is installed so that one of the axes becomes in a direction crossing the X direction and the Y direction. Since the observation point R is deflected in the direction perpendicular to the X direction and the Y direction, in order to accurately detect the acceleration of the deflection, ideally, the sensor 2 is installed so that one of the axes coincides with the Z direction perpendicular to the X direction and the Y direction, namely the normal direction of the floor plate F.

It should be noted that when installing the sensor 2 in the upper structure 7, the installation place is tilted in some cases. In the measurement device 1, the error is negligibly small since one of the three detection axes of the sensor 2 is substantially oriented to the normal direction of the floor plate F even when the sensor 2 is not installed so that one of the three detection axes of the sensor 2 coincides with the normal direction of the floor plate F. Further, even when the sensor 2 is not installed so that one of the three detection axes coincides with the normal direction of the floor plate F, it is possible for the measurement device 1 to perform the correction of the detection error due to the tilt of the sensor 2 using three-axis resultant acceleration obtained by combining the acceleration in the x axis, the acceleration in the y axis, and the acceleration in the z axis with each other. Further, the sensor 2 can be a single-axis acceleration sensor for detecting at least acceleration generated in a direction substantially parallel to a vertical direction, or acceleration in the normal direction of the floor plate F.

The details of the measurement method according to the present embodiment executed by the measurement device 1 will hereinafter be described.

1-2. Details of Measurement Method

First, the measurement device 1 integrates acceleration data a(k) output from the sensor 2 as the acceleration sensor to generate velocity data v(k) as expressed in Formula (1), and further, integrates the velocity data v(k) to generate displacement data u(k) as expressed in Formula (2). The acceleration data a(k) are data of an acceleration variation obtained by removing an acceleration bias which is unnecessary to calculate a displacement variation when the railroad vehicle 6 passes through the bridge 5. For example, it is possible to assume the acceleration immediately before the railroad vehicle 6 passes through the bridge 5 as 0, and assume the subsequent acceleration variation as the acceleration data a(k). In Formula (1) and Formula (2), k is a sample number, and ΔT is a time interval between samples. The displacement data u(k) are data of the displacement of the observation point R by the running of the railroad vehicle 6.

ν(k)=α(k)ΔT+ν(k−1)  (1)

u(k)=ν(k)ΔT+u(k−1)  (2)

The displacement data u(k) using the sample number k as a variable are converted into displacement data u(t) using the time t as a variable when t=kΔT is assumed. FIG. 4 shows an example of the displacement data u(t). The displacement data u(t) are generated based on the acceleration data a(t) output from the sensor 2 for observing the observation point R, and are therefore data based on the acceleration as a response to actions on the observation points R of a plurality of axles of the railroad vehicle 6 moving on the upper structure 7.

Then, in order to reduce a vibration component with a basic frequency f_u(t) and a harmonic wave of the vibration component included in the displacement data u(t), the measurement device 1 generates the displacement data u_lp(t) obtained by performing filter processing on the displacement data u(t). The filter processing can be, for example, a lowpass filter processing, and can also be a bandpass filter processing.

Specifically, first, the measurement device 1 performs fast Fourier transformation processing on the displacement data u(t) to calculate the power spectral density, and calculates a peak of the power spectral density as the basic frequency f_u(t). Further, the measurement device 1 calculates a moving average interval t_MA from the time interval ΔT and the basic frequency f_u(t) of the samples of the displacement data u(t) using Formula (3).

$\begin{array}{cc}{t}_{\mathrm{MA}}=\frac{\Delta T}{2}\lceil \frac{1}{\Delta T{f}_{u\left(t\right)}}\rceil & \left(3\right)\end{array}$

Then, as the filter processing, the measurement device 1 performs moving average processing on the displacement data u(t) using Formula (4) to generate the displacement data u_lp(t) obtained by reducing the vibration component included in the displacement data u(t). Since the moving average processing is not only small in necessary calculation amount, but also extremely large in attenuation amounts of the signal component of the basic frequency f_u(t) and the harmonic component thereof, it is possible to obtain the displacement data u_lp(t) in which the vibration component is effectively reduced. FIG. 5 shows an example of the displacement data u_lp(t). As shown in FIG. 5, it is possible to obtain the displacement data u_lp(t) in which most of the vibration component included in the displacement data u(t) is removed.

$\begin{array}{cc}{u}_{\mathrm{lp}}\left(t\right)=\frac{1}{2t_{\mathrm{MA}}+\Delta T}\sum _{k=t-t_{\mathrm{MA}}}^{k+t_{\mathrm{MA}}}u\left(k\right)& \left(4\right)\end{array}$

It should be noted that it is possible for the measurement device 1 to perform FIR filter processing of attenuating signal components with frequencies no lower than the basic frequency f_u(t) on the displacement data u(t) as the filter processing to thereby generate the displacement data u_lp(t). FIR is an abbreviation for Finite Impulse Response. The FIR filter processing is larger in calculation amount than the moving average processing, but is capable of attenuating all of the signal components having frequencies no lower than the basic frequency f_u(t).

Then, the measurement device 1 calculates an approach time t_i and an exit time t_o of the railroad vehicle 6 with respect to the upper structure 7 from the displacement data u_lp(t). Specifically, first, the measurement device 1 differentiates the displacement data u_lp(t) to calculate velocity data v_lp(t) as expressed in Formula (5). FIG. 6 shows an example of the velocity data V_lp(t).

$\begin{array}{cc}{v}_{\mathrm{lp}}\left(t\right)=\frac{u_{\mathrm{lp}}\left(t\right)}{\Delta T}+v\left(t-\Delta T\right)& \left(5\right)\end{array}$

Then, as shown in FIG. 6, the measurement device 1 calculates a time of a peak in a negative value range in the velocity data v_lp(t) as the approach time t_i, and calculates a time of a peak in a positive value range in the velocity data v_lp(t) as the exit time t_o.

The approach time t_i is the time when first one of the plurality of axles of the railroad vehicle 6 passes an approach end of the upper structure 7. Further, the exit time t_o is the time when rearmost one of the plurality of axles of the railroad vehicle 6 passes an exit end of the upper structure 7. FIG. 7 shows an example of a relationship between the displacement data u(t), and the approach time t_i and the exit time t_o.

Then, the measurement device 1 calculates a passage time t_s in which the railroad vehicle 6 passes through the upper structure 7 of the bridge 5 as a difference between the exit time t_o and the approach time t_i using Formula (6).

t _s =t _o −t _l  (6)

ν=t_sf_u(t)  (7)

Further, the measurement device 1 calculates a wave number ν of the basic frequency f_u(t) included in the passage time t_s using Formula (7), and then calculates the number of vehicles C_T of the railroad vehicle 6 by rounding the wave number ν into a proximate integer as expressed in Formula (8).

C _T=round{ν−1}  (8)

The measurement device 1 stores observation information including the approach time t_i, the exit time t_o, the passage time t_s, and the number of vehicles C_T into a storage not shown.

Then, the measurement device 1 performs the following processing based on the observation information and environmental information including dimensions of the railroad vehicle 6 and dimensions of the upper structure 7 prepared in advance.

The environmental information includes, for example, the length L_B of the upper structure 7 and the position Lx of the observation point R as the dimensions of the upper structure 7. The length L_B of the upper structure 7 is a distance between the approach end and the exit end of the upper structure 7. Further, the position Lx of the observation point R is a distance from the approach end and the observation point R of the upper structure 7. Further, the environmental information includes, for example, the length L_C(C_m) of each of the vehicles of the railroad vehicle 6, the number of axles a_T(C_m) of each of the vehicles, and the distance La(a_w(C_m, n)) between the axles of each of the vehicles as the dimensions of the railroad vehicle 6. C_m denotes a vehicle number, and the length L_C(C_m) of each of the vehicles represents a distance between both ends of the C_m-th vehicle from the head. The number of axles a_T(C_m) of each of the vehicles represents the number of axles of the C_m-th vehicle from the head. The character n represents an axle number of each of the vehicles, and 1≤n≤a_T(C_m) is fulfilled. The distance La(a_w(C_m, n)) between the axles of each of the vehicles represents a distance between a tip and a 1-st axle from the head in the C_m-th vehicle from the head when n=1 is set, and represents a distance between the (n−1)-th axle from the head and the n-th axle when n fulfills n?2. FIG. 8 shows an example of the length L_C(C_m) and the distance La(a_w(C_m, n)) between the axles of the C_m-th vehicle of the railroad vehicle 6. The dimensions of the railroad vehicle 6 and the dimensions of the upper structure 7 can be measured by a method known to the public.

It should be noted that when it is assumed that the railroad vehicle 6 having an arbitrary number of vehicles the same in dimensions coupled to each other runs through the upper structure 7 of the bridge 5, it is sufficient for the environmental information to include the length L_C(C_m) of the vehicle, the number of axles a_T(C_m) and the distance La(a_w(C_m, n)) between the axles for one of the vehicles.

When a plurality of types of railroad vehicles can exist as the railroad vehicle 6 passing through the bridge 5, it is possible for the measurement device 1 to calculate the length of the one vehicle out of the railroad vehicle 6 from, for example, the passage time t_s and the number of vehicles C_T included in the observation information, and then compare the length of the one vehicle thus calculated with the length L_C(C_m) of each of the vehicles included in the environmental information to identify the type of the railroad vehicle 6. Alternatively, it is possible for the measurement device 1 to identify the type of the railroad vehicle 6 from the passage time of the railroad vehicle 6.

The total number of axles Ta_T of the railroad vehicle 6 is calculated by Formula (9) using the number of vehicles C_T included in the observation information and the number of axles a_T(C_m) of each of the vehicles included in the environmental information.

$\begin{array}{cc}{\mathrm{Ta}}_T=\sum _{C_m=1}^{C_T}{a}_T\left(C_m\right)& \left(9\right)\end{array}$

Since the action of the load by the railroad vehicle 6 to the upper structure 7 propagates via the respective axles, the response when the railroad vehicle 6 passes through the upper structure 7 becomes a response from the head axle to the rearmost axle of the railroad vehicle 6. A distance D_wa(a_w(C_m, n)) from the head axle of the railroad vehicle 6 to the n-th axle of the C_m-th vehicle is calculated using Formula (10).

$\begin{array}{cc}{D}_{\mathrm{wa}}\left(a_w\left(C_m,n\right)\right)=\sum _{y=1}^{C_m-1}{L}_C\left(y\right)-\mathrm{La}\left(a_w\left(1,1\right)\right)+\sum _{x=1}^n\mathrm{La}\left(a_w\left(C_m,x\right)\right)& \left(10\right)\end{array}$

Using Formula (11) obtained by substituting C_m=C_T and n=a_T(C_T) in Formula (10), the distance D_wa(a_w(C_T, a_T(C_T))) from the head axle to the rearmost axle of the rearmost vehicle of the railroad vehicle 6 is calculated.

$\begin{array}{cc}{D}_{\mathrm{wa}}\left(a_w\left(C_T,a_T\left(C_T\right)\right)\right)=\sum _{y=1}^{C_T-1}{L}_C\left(y\right)-\mathrm{La}\left(a_w\left(1,1\right)\right)+\sum _{x=1}^{a_T\left(C_T\right)}\mathrm{La}\left(a_w\left(C_T,x\right)\right)& \left(11\right)\end{array}$

Average velocity v_a of the railroad vehicle 6 is calculated by Formula (12) using the length L_B of the upper structure 7 included in the environmental information, the passage time t_s included in the observation information, and the distance D_wa(a_w(C_T, a_T(C_T))) thus calculated.

$\begin{array}{cc}{v}_a=\frac{1}{t_s}\left\{L_B+D_{\mathrm{wa}}\left(a_w\left(C_T,a_T\left(C_T\right)\right)\right)\right\}& \left(12\right)\end{array}$

The measurement device 1 calculates the average velocity v_a of the railroad vehicle 6 using Formula (13) obtained by substituting Formula (11) in Formula (12).

$\begin{array}{cc}{v}_a=\frac{1}{t_s}\left\{L_B+\sum _{C_m=1}^{C_T-1}{L}_C\left(C_m\right)-\mathrm{La}\left(a_w\left(1,1\right)\right)+\sum _{x=1}^{a_T\left(C_T\right)}\mathrm{La}\left(a_w\left(C_T,x\right)\right)\right\}& \left(13\right)\end{array}$

In the measurement method according to the present embodiment, it is required as a condition that there exists the time interval in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7. Therefore, there will be considered a relationship between the length L_B of the upper structure 7 and the dimensions of the vehicle necessary for a single vehicle to fit into the upper structure 7. As shown in FIG. 9, when the C_m-th vehicle fits alone into the upper structure 7 means when a length between both ends of the upper structure 7 is shorter than in the state in which the rearmost axle of the (C_m-1)-th vehicle is located at an anterior end 7i as the exit end of the upper structure 7, and at the same time, the head axle of the (C_m+1)-th vehicle is located at a posterior end 7o as the approach end of the upper structure 7.

A distance D_{1_1} from the rearmost axle to a rear end of the (C_m-1)-th vehicle is expressed as Formula (14), and a distance D_{1_2} from a front end to the head axle of the (C_m+1)-th vehicle is expressed as Formula (15).

$\begin{array}{cc}{D}_{1\_1}=L_C\left(C_m-1\right)-\sum _{x=1}^{a_T\left(C_m-1\right)}\mathrm{La}\left(a_w\left(C_m-1,x\right)\right)& \left(14\right)\end{array}$ $\begin{array}{cc}{D}_{1\_2}=\mathrm{La}\left(a_w\left(C_m+1,1\right)\right)& \left(15\right)\end{array}$

Since the length of the C_m-th vehicle is expressed as L_C(C_m), a distance D₁ from the rearmost axle of the (C_m−1)-th vehicle to the head axle of the (C_m+1)-th vehicle is expressed as Formula (16).

D ₁ =D _1,1 +L _C(C_m)+D_1,2  (16)

By substituting Formula (14) and Formula (15) in Formula (16), Formula (17) is obtained.

$\begin{array}{cc}{D}_1=\left\{L_C\left(C_m-1\right)-\sum _{x=1}^{a_T\left(C_m-1\right)}\mathrm{La}\left(a_w\left(C_m-1,x\right)\right)\right\}+L_C\left(C_m\right)+\mathrm{La}\left(a_w\left(C_m+1,1\right)\right)& \left(17\right)\end{array}$

Since the length of the upper structure 7 is represented by L_B, the condition for the time interval in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7 to exist is expressed as Formula (18).

L _B <D ₁  (18)

Therefore, in the present embodiment, it is assumed that the length L_B of the upper structure 7 in the X direction in which the railroad vehicle 6 moves is shorter than the distance D₁ between the rearmost axle of the (C_m−1)-th vehicle of the railroad vehicle 6 and the head axle of the (C_m+1)-th vehicle thereof with respect to each of the integers C_m no smaller than 2 and no larger than C_T−1.

For example, when assuming that the length L_C(C_m) of each of the vehicles of the railroad vehicle 6 is 25 m, the distance La(a_w(C_m, 1)) between the front end and the head axle of each of the vehicles is 2.5 m, the distance La(a_w(C_m, 2)) between the head axle and the 2-nd axle of each of the vehicles is 2.5 m, the distance La(a_w(C_m, 3)) between the 2-nd axle and the 3-nd axle of each of the vehicles is 15 m, and the distance La(a_w(C_m, 4)) between the 3-rd axle and the 4-th axle as the rearmost axle of each of the vehicles is 2.5 m, D₁=30 m is obtained from Formula (17). Therefore, it results in that when the length L_B is shorter than 30 m, there exists the time interval in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7.

The time interval in which the head vehicle of the railroad vehicle 6 moves alone on the upper structure 7 is an interval from the time when the head axle of the head vehicle approaches the upper structure 7 to the time when the head axle of the 2-nd vehicle approaches the upper structure 7. The time when the head axle of the head vehicle approaches the upper structure 7 is the approach time t_i included in the observation information. The time t_{o_1} when the head axle of the 2-nd vehicle approaches the upper structure 7 is calculated with Formula (19) using the approach time t_i, a distance D_wa(a_w(2,1)) from the head axle of the head vehicle to the head axle of the 2-nd vehicle, and the average velocity v_a.

$\begin{array}{cc}{t}_{o\_1}=t_i+\frac{1}{v_a}{D}_{\mathrm{wa}}\left(a_w\left(2,1\right)\right)=t_i+\frac{1}{v_a}\left\{L_{C\left(1\right)}-\mathrm{La}\left(a_w\left(1,1\right)\right)+\mathrm{La}\left(a_w\left(2,1\right)\right)\right\}& \left(19\right)\end{array}$

The time interval in which the head vehicle moves alone on the upper structure 7 is expressed as Formula (20).

The time interval in which the C_m-th vehicle of the railroad vehicle 6 moves alone on the upper structure 7 is an interval from the time when the rearmost axle of the (C_m−1)-th vehicle exits the upper structure 7 to the time when the head axle of the (C_m+1)-th vehicle approaches the upper structure 7. Here, 2≤C_m≤C_T−1 is assumed. The time t_i c_m when the rearmost axle of the (C_m−1)-th vehicle exits the upper structure 7 is calculated with Formula (21) using the approach time t_i, a distance D_wa(a_w(C_m−1, a_T(C_m−1))) from the head axle of the head vehicle to the rearmost axle of the (C_m−1)-th vehicle, the average velocity v_a, and the length L_B of the upper structure 7.

$\begin{array}{cc}{t}_{{\mathrm{i\_C}}_m}=t_i+\frac{1}{v_a}\left\{D_{\mathrm{wa}}\left(a_w\left(C_m-1,a_T\left(C_m-1\right)\right)\right)+L_B\right\}& \left(21\right)\end{array}$

The time t_{o_Cm} when the head axle of the (C_m+1)-th vehicle approaches the upper structure 7 is calculated with Formula (22) using the approach time t_i, a distance D_wa(a_w(C_m+1,1)) from the head axle of the head vehicle to the head axle of the (C_m+1)-th vehicle, and the average velocity v_a.

$\begin{array}{cc}{t}_{o,C_m}=t_i+\frac{1}{v_a}{D}_{\mathrm{wa}}\left(a_w\left(C_m-1,1\right)\right)& \left(22\right)\end{array}$

The time interval in which the C_m-th vehicle moves alone on the upper structure 7 is expressed as Formula (23).

t _{i,C m} ≤t≤t _{o . . . C m}   (23)

The time interval in which the rearmost vehicle of the railroad vehicle 6 moves alone on the upper structure 7 is an interval from the time when the rearmost axle of the (C_T−1)-th vehicle approaches the upper structure 7 to the time when the rearmost axle of the C_T-th vehicle exits the upper structure 7. The time t_{i_CT} when the rearmost axle of the (C_T−1)-th vehicle exits the upper structure 7 is calculated with Formula (24) using the approach time t_i, a distance D_wa(a_w(C_T−1, a_T (C_T−1))) from the head axle of the head vehicle to the rearmost axle of the (C_T−1)-th vehicle, the average velocity v_a, and the length L_B of the upper structure 7.

$\begin{array}{cc}{t}_{{\mathrm{i\_C}}_T}=t_i+\frac{1}{v_a}\left\{D_{\mathrm{wa}}\left(a_w\left(C_T-1,a_T\left(C_T-1\right)\right)\right)+L_B\right\}& \left(24\right)\end{array}$

The time when the rearmost axle of the C_T-th vehicle exits the upper structure 7 is the exit time t_o included in the observation information. The time interval in which the rearmost vehicle moves alone on the upper structure 7 is expressed as Formula (25).

t _{i_C T} ≤t≤t _o  (25)

By collecting Formula (20), Formula (23), and Formula (25), Formula (26) is obtained.

$\begin{array}{cc}t❘\{\begin{array}{cc}{t}_i\le t\le t_{o\_1}& \mathrm{if}{C}_m=1\\ t_{{\mathrm{i\_C}}_m}\le t\le t_{{\mathrm{o\_C}}_m}& \mathrm{if}{C}_m=2,3,\dots ,C_T-1\\ t_{{\mathrm{i\_C}}_T}\le t\le t_o& \mathrm{if}{C}_m=C_T\end{array}& \left(26\right)\end{array}$

Formula (26) is expressed as Formula (27) as the time interval t_Cm in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7.

$\begin{array}{cc}{t}_{C_m}\left(t_{in}\le t\le t_{\mathrm{out}}\right)❘\{\begin{array}{cc}\mathrm{if}{C}_m=1& t_{in}=t_i,t_{\mathrm{out}}=t_{o\_1}\\ \mathrm{if}{C}_m=2,3,\dots ,C_T-1& t_{in}=t_{{\mathrm{i\_C}}_m},t_{\mathrm{out}}=t_{{\mathrm{o\_C}}_m}\\ \mathrm{if}{C}_m=C_T& t_{in}=t_{{\mathrm{i\_C}}_T},t_{\mathrm{out}}=t_o\end{array}& \left(27\right)\end{array}$

The measurement device 1 performs the calculation of Formula (19), Formula (21), Formula (22), and Formula (24) to calculate the time interval t_Cm in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7.

Then, the measurement device 1 calculates the deflection amount of the upper structure 7 caused by running of the railroad vehicle 6 in the following manner.

In the present embodiment, there is regarded a configuration in which the bridge floor 7a constituted by the floor plate F, the main beam G, and so on is arranged alone, or a plurality of such bridge floors 7a is arranged continuously in the upper structure 7 of the bridge 5, and the measurement device 1 calculates the displacement of one of the bridge floors 7a as the displacement in a central portion in the longitudinal direction. The load to be applied to the upper structure 7 moves from one end of the upper structure 7 to the other end. On this occasion, it is possible to express the deflection amount as the displacement in the central portion of the upper structure 7 using the position of the load on the upper structure 7 and the load amount. In the present embodiment, in order to express the flexural deformation when the axle of the railroad vehicle 6 moves on the upper structure 7 as a trajectory of the deflection amount due to the movement of a point load on the beam, a structure model shown in FIG. 10 is considered, and in that structure model, the deflection amount in the central portion is calculated. In FIG. 10, P represents a load. The character a represents a load position from an approach end of the upper structure 7 at the side to which the railroad vehicle 6 approaches. The character b represents a load position from an exit end of the upper structure 7 at the side from which the railroad vehicle 6 exits. L_B represents the length of the upper structure 7, namely the distance between the both ends of the upper structure 7. The structure model shown in FIG. 10 is a simple beam which has fulcrum points at both ends, and which is supported at the both ends.

In the structure model shown in FIG. 10, when defining the position of the approach end of the upper structure 7 as zero, and the observation position of the deflection amount as x, the bending moment M of the simple beam is expressed as Formula (28).

$\begin{array}{cc}M=\frac{b}{L_B}\mathrm{Px}-{\mathrm{PH}}_a\left(x-a\right)& \left(28\right)\end{array}$

In Formula (28), the function H_a is defined as Formula (29).

$\begin{array}{cc}{H}_a=\{\begin{array}{cc}0& \left(\mathrm{if}x\le a\right)\\ 1& \left(\mathrm{if}x>a\right)\end{array}& \left(29\right)\end{array}$

Formula (28) is modified to obtain Formula (30).

$\begin{array}{cc}-\frac{{\mathrm{ML}}_B}{P}=-\mathrm{bx}+H_a{L}_B\left(x-a\right)& \left(30\right)\end{array}$

In contrast, the bending moment M is expressed as Formula (31). In Formula (31), θ represents an angle, I represents a second-order moment, and E represents a Young's modulus.

$\begin{array}{cc}-M=\mathrm{EI}\frac{d\theta }{\mathrm{dx}}& \left(31\right)\end{array}$

Formula (31) is substituted in Formula (30) to obtain Formula (32).

$\begin{array}{cc}\frac{{\mathrm{EIL}}_B}{P}\frac{d\theta }{\mathrm{dx}}=-\mathrm{bx}+H_a{L}_B\left(x-a\right)& \left(32\right)\end{array}$

By calculating Formula (33) for integrating Formula (32) with respect to the observation position x, Formula (34) can be obtained. In Formula (34), C₁ is an integration constant.

$\begin{array}{cc}\int \frac{{\mathrm{EIL}}_B}{P}\frac{d\theta }{\mathrm{dx}}=\int \left(-\mathrm{bx}+H_a{L}_B\left(x-a\right)\right)\mathrm{dx}& \left(33\right)\end{array}$ $\begin{array}{cc}\frac{{\mathrm{EIL}}_B}{P}\theta =-\frac{{\mathrm{bx}}^2}{2}+H_a\frac{{L_B\left(x-a\right)}^2}{2}+C_1& \left(34\right)\end{array}$

Further, by calculating Formula (35) for integrating Formula (34) with respect to the observation position x, Formula (36) can be obtained. In Formula (36), C₂ is an integration constant.

$\begin{array}{cc}\int \frac{{\mathrm{EIL}}_B}{P}\theta \mathrm{dx}=\int \left\{-\frac{{\mathrm{bx}}^2}{2}+H_a\frac{{L_B\left(x-a\right)}^2}{2}+C_1\right\}\mathrm{dx}& \left(35\right)\end{array}$ $\begin{array}{cc}\frac{{\mathrm{EIL}}_B}{P}\theta x=-\frac{{\mathrm{bx}}^3}{6}+H_a\frac{{L_B\left(x-a\right)}^3}{6}+C_{1}x+C_2& \left(36\right)\end{array}$

In Formula (36), θx represents the deflection amount, and by replacing θx with the deflection amount w, Formula (37) can be obtained.

$\begin{array}{cc}\frac{{\mathrm{EIL}}_B}{P}w=-\frac{{\mathrm{bx}}^3}{6}+H_a\frac{{L_B\left(x-a\right)}^3}{6}+C_{1}x+C_2& \left(37\right)\end{array}$

Since b=L_B−a is true as shown in FIG. 10, Formula (37) is deformed into Formula (38).

$\begin{array}{cc}\frac{{\mathrm{EIL}}_B}{P}w=-\frac{\left(L_B-a\right)x^3}{6}+H_a\frac{{L_B\left(x-a\right)}^3}{6}+C_{1}x+C_2& \left(38\right)\end{array}$

Assuming the deflection amount w=0 at x=0, since H_a=0 is true from x≤a, by substituting x=w=H_a=0 in Formula (38) and then coordinating the result, Formula (39) can be obtained.

C ₂=0  (39)

Further, assuming the deflection amount w=0 at x=L_B, since H_a=1 is true from x>a, by substituting x=L_B, w=0, and H_a=1 in Formula (38) and then coordinating the result, Formula (40) can be obtained.

$\begin{array}{cc}{C}_1=\frac{a\left(L_B-a\right)\left(a+2\left(L_B-a\right)\right)}{6}& \left(40\right)\end{array}$

Formula (41) is obtained by substituting b=L_B−a in Formula (40).

$\begin{array}{cc}{C}_1=\frac{\mathrm{ab}\left(a+2b\right)}{6}& \left(41\right)\end{array}$

By substituting the integration constant C₁ of Formula (39) and the integration constant C₂ of Formula (40) in Formula (37), Formula (42) can be obtained.

$\begin{array}{cc}\frac{{\mathrm{EIL}}_B}{P}w=-\frac{{\mathrm{bx}}^3}{6}+H_a\frac{{L_B\left(x-a\right)}^3}{6}+\frac{\mathrm{ab}\left(a+2b\right)}{6}x& \left(42\right)\end{array}$

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

$\begin{array}{cc}w=\frac{P}{6{\mathrm{EIL}}_B}\left\{-{\mathrm{bx}}^3+H_a{L_B\left(x-a\right)}^3+\mathrm{ab}\left(a+2b\right)x\right\}& \left(43\right)\end{array}$

The deflection amount w_0.5LB at the central observation position x when the load P is located at the center of the upper structure 7 is expressed as Formula (44) assuming x=0.5L_B, a=b=0.5L_B, and H_a=0. This deflection amount W_0.5LB becomes a maximum amplitude of the deflection amount w.

$\begin{array}{cc}{w}_{0.5L_B}=\frac{P}{48\mathrm{EI}}{L_B}^3& \left(44\right)\end{array}$

The deflection amount w at an arbitrary observation position x is standardized by the deflection amount w_0.5LB. When the position a of the load P is located at the approach end side of the observation position x, H_a=1 is substituted in Formula (44) to obtain Formula (45) since x>a is true.

$\begin{array}{cc}w=\frac{P}{6{\mathrm{EIL}}_B}\left\{-{\mathrm{bx}}^3+{L_B\left(x-a\right)}^3+\mathrm{ab}\left(a+2b\right)x\right\}& \left(45\right)\end{array}$

When setting the position a of the load P to a=L_Br, substituting a=L_Br and b=L_B(1−r) in Formula (45), and then coordinating the result, the deflection amount w_std obtained by standardizing the deflection amount w can be obtained by Formula (46). The character r represents the ratio of the position a of the load P to the length L_B of the upper structure 7.

$\begin{array}{cc}{w}_{\mathrm{std}}=\frac{8}{L_B}\left\{{\mathrm{xr}}^3+\left(\frac{x^3}{{L_B}^2}+2x\right)r\right\}-\frac{8}{L_B}\left(L_B{r}^3+\frac{3x^2}{L_B}r\right)& \left(46\right)\end{array}$

Similarly, when the position a of the load P is located at the exit end side of the observation position x, H_a=0 is substituted in Formula (44) to obtain Formula (47) since x a is true.

$\begin{array}{cc}w=\frac{P}{6{\mathrm{EIL}}_B}\left\{-{\mathrm{bx}}^3+\mathrm{ab}\left(L_B+b\right)x\right\}& \left(47\right)\end{array}$

When setting the position a of the load P to a=L_Br, substituting a=L_Br and b=L_B(1−r) in Formula (47), and then coordinating the result, the deflection amount w_std obtained by standardizing the deflection amount w can be obtained by Formula (48).

$\begin{array}{cc}{w}_{\mathrm{std}}=\frac{8}{L_B}\left\{{\mathrm{xr}}^3+\left(\frac{x^3}{{L_B}^2}+2x\right)r\right\}-\frac{8}{L_B}\left(3{\mathrm{xr}}^2+\frac{x^3}{{L_B}^2}\right)& \left(48\right)\end{array}$

By putting Formula (46) and Formula (48) together, the deflection amount w_std(r) at an arbitrary observation position x=L_x is expressed as Formula (49). In Formula (49), a function R(r) is expressed as Formula (50). Formula (49) is an approximation formula of the deflection of the upper structure 7 as a structural object, and is a formula based on a structural model of the upper structure 7. Specifically, Formula (49) is an approximation formula standardized with the maximum amplitude of the deflection at a central position between the approach end and the exit end of the upper structure 7.

$\begin{array}{cc}{w}_{\mathrm{std}}\left(r\right)=\frac{8}{L_B}\left\{L_x{r}^3+\left(\frac{{L_x}^3}{{L_B}^2}+2L_x\right)r-R\left(r\right)\right\}& \left(49\right)\end{array}$ $\begin{array}{cc}R\left(r\right)=\{\begin{array}{c}{L}_B{r}^3+\frac{3{L_x}^2}{L_B}r\left(\mathrm{if}{L}_x>L_{B}r\right)\\ 3L_x{r}^2+\frac{{L_x}^3}{{L_B}^2}\left(\mathrm{if}{L}_x\le L_{B}r\right)\end{array}& \left(50\right)\end{array}$

In the present embodiment, the load P is a load by an arbitrary axle of the railroad vehicle 6. The time t_xn required for the arbitrary axle of the railroad vehicle 6 to reach the position L_x of the observation point R from the approach end of the upper structure 7 is calculated with Formula (51) using the average velocity v_a calculated with Formula (12).

$\begin{array}{cc}{t}_{\mathrm{xn}}=\frac{L_x}{v_a}& \left(51\right)\end{array}$

Further, the time t_ln required for the arbitrary axle of the railroad vehicle 6 to pass through the upper structure 7 having the length L_B is calculated with Formula (52).

$\begin{array}{cc}{t}_{\mathrm{tn}}=\frac{L_B}{v_a}& \left(52\right)\end{array}$

The time t₀(C_m, n) when the n-th axle in the C_m-th vehicle of the railroad vehicle 6 reaches the approach end of the upper structure 7 is calculated with Formula (53) using the approach time t_i included in the observation information, the distance D_wa(a_w(C_m, n)) calculated with Formula (10), and the average velocity v_a calculated with Formula (12).

$\begin{array}{cc}{t}_0\left(C_m,n\right)=t_i+\frac{1}{v_a}{D}_{\mathrm{wa}}\left(a_w\left(C_m,n\right)\right)& \left(53\right)\end{array}$

The measurement device 1 calculates the deflection amount w_std(a_w(C_m, n), t), which is obtained by replacing the deflection amount w_std(r) expressed by Formula (49) by the n-th axle in the C_m-th vehicle with time, with Formula (54) using Formula (51), Formula (52), and Formula (53). In Formula (54), a function R(t) is expressed as Formula (55). FIG. 11 shows an example of the deflection amount w_std (a_w (C_m, n), t)

$\begin{array}{cc}{w}_{\mathrm{std}}\left(a_w\left(C_m,n\right),t\right)=& \left(54\right)\end{array}$ $\{\frac{8}{t_{\ln }}\left\{\begin{array}{c}0\\ {t_{\mathrm{yn}}\left(\frac{t-t_n\left(C_m,n\right)}{t_{\ln }}\right)}^3+\left(\frac{t_{\mathrm{yn}}^3}{t_{\ln }^2}+2t_{\mathrm{xn}}\right)\left(\frac{t-t_0\left(C_m,n\right)}{t_{\ln })}\right)-R\left(t\right)\\ 0\end{array}\right\}\begin{array}{c}\mathrm{if}\left(t<t_0\left(C_m,n\right)\right)\\ \mathrm{if}\left(t_0\left(C_m,n\right)\le t\le t_0\left(C_m,n\right)+t_{\ln }\right)\\ \mathrm{if}\left(t_0\left(C_m,n\right)+t_{\ln }<t\right)\end{array}$ $\begin{array}{cc}R\left(t\right)=\{\begin{array}{c}0\\ {t_{\ln }\left(\frac{t-t_0\left(C_m,n\right)}{t_{\ln }}\right)}^3+\frac{3t_{\mathrm{xn}}^2}{t_{\ln }}\left(\frac{t-t_0\left(C_m,n\right)}{t_{\ln }}\right)\\ 3{t_{\mathrm{xn}}\left(\frac{t-t_0\left(C_m,n\right)}{t_{\ln }}\right)}^2+\frac{t_{\mathrm{xn}}^3}{t_{\ln }^2}\\ 0\end{array}\begin{array}{c}\mathrm{if}\left(t<t_0\left(C_m,n\right)\right)\\ \mathrm{if}\left(t_0\left(C_m,n\right)\le t\le t_0\left(C_m,n\right)+t_{\ln }\bigcap t_{\mathrm{xn}}>t-t_0\left(C_m,n\right)\right)\\ \mathrm{if}\left(t_0\left(C_m,n\right)\le t\le t_0\left(C_m,n\right)+t_{\ln }\bigcap t_{\mathrm{xn}}\le t-t_0\left(C_m,n\right)\right)\\ \mathrm{if}\left(t_0\left(C_m,n\right)+t_{\ln }<t\right)\end{array}& \left(55\right)\end{array}$

Further, the measurement device 1 calculates a deflection amount C_std(C_m, t) by the C_m-th vehicle with Formula (56). FIG. 12 shows an example of the deflection amount C_std(C_m, t) by the C_m-th vehicle with the number of axles n=4.

$\begin{array}{cc}{C}_{\mathrm{std}}\left(C_m,t\right)=\sum _{n=1}^{a_T\left(C_m\right)}{w}_{\mathrm{std}}\left(a_w\left(C_m,n\right),t\right)& \left(56\right)\end{array}$

Further, the measurement device 1 calculates a deflection amount T_std(t) by the railroad vehicle 6 with Formula (57). FIG. 13 shows an example of the deflection amount T_std(t) by the railroad vehicle 6 with the number of vehicles C_T=16. It should be noted that in FIG. 13, the dotted lines represent 16 deflection amounts C_std(1, t) through C_std (16, t).

$\begin{array}{cc}{T}_{\mathrm{std}}\left(t\right)=\sum _{C_m=1}^{C_T}{C}_{\mathrm{std}}\left(C_m,t\right)& \left(57\right)\end{array}$

The deflection amount T_std(t) by the railroad vehicle 6 is what is obtained by adding the deflection amounts C_std(C_m, t) of respective vehicles to each other, and the amplitude of the upper structure 7 by each of the vehicles is constant. In reality, since the loads by the respective vehicles are different from each other, the amplitude of the displacement of the upper structure 7 by the application of the load by each of the vehicles is different in proportion to the load. Also in the deflection amount T_std(t) by the railroad vehicle 6, in order to express the difference in amplitude of the deflection of the upper structure 7 by the application of the load by each of the vehicles, there is provided weighting by the load by each of the vehicles. The deflection amount T_{p_std}(t) by the railroad vehicle 6 weighted in accordance with the loads by the respective vehicles is expressed as Formula (58) using the weighting coefficients P_Cm due to the load by the C_m-th vehicle.

$\begin{array}{cc}{T}_{p\_\mathrm{std}}\left(t\right)=\sum _{C_m=1}^{C_T}{P}_{C_m}{C}_{\mathrm{std}}\left(C_m,t\right)& \left(58\right)\end{array}$

According to Formula (57) and Formula (58), when all of the weighting coefficients P_Cm are 1, Formula (59) is true.

T _std(t)=T_p,std(t)  (9)

The measurement device 1 compares the displacement data u(t) and the deflection amount T_std(t) in the time interval t_Cm in which the C_m-th vehicle moves alone on the upper structure 7 to each other to calculate the weighting coefficient P_Cm. Since the time interval t_Cm in which the C_m-th vehicle moves alone on the upper structure 7 is calculated with Formula (27) described above, a displacement response u(C_m t) as a response in the time interval t_Cm of the displacement data u(t) is express as Formula (60). FIG. 14 shows an example of the displacement response u(C_m t).

$\begin{array}{cc}u\left(C_{m}t\right)=u\left(C_m{t}_{C_m}\left(t_{\mathrm{in}}\le t\le t_{\mathrm{out}}\right)\right)=& \left(60\right)\end{array}$ $\{\begin{array}{c}u(t❘t_i\le t\le t_{o\_1})\\ u(t❘t_{{i\_C}_m}\le t\le t_{{o\_C}_m})\\ u(t❘t_{{i\_C}_T}\le t\le t_o)\end{array}\begin{array}{c}\mathrm{if}{C}_m=1\\ \mathrm{if}{C}_m=2,3,\dots ,C_T-1\\ \mathrm{if}{C}_m=C_T\end{array}$

Further, a deflection response T_std(C_m t) as a response in the time interval t_Cm of the deflection amount T_std(t) is expressed as Formula (61). FIG. 15 shows an example of the deflection response T_std(C_m t).

$\begin{array}{cc}{T}_{\mathrm{std}}\left(C_{m}t\right)=T_{\mathrm{std}}\left(C_m{t}_{C_m}\left(t_{\mathrm{in}}\le t\le t_{\mathrm{out}}\right)\right)=& \left(61\right)\end{array}$ $\{\begin{array}{c}{T}_{\mathrm{std}}(t❘t_i\le t\le t_{o\_1})\\ T_{\mathrm{std}}(t❘t_{{i\_C}_m}\le t\le t_{{o\_C}_m})\\ T_{\mathrm{std}}(t❘t_{{i\_C}_T}\le t\le t_o)\end{array}\begin{array}{c}\mathrm{if}{C}_m=1\\ \mathrm{if}{C}_m=2,3,\dots ,C_T-1\\ \mathrm{if}{C}_m=C_T\end{array}$

The weighting coefficient P_Cm due to the load by the C_m-th vehicle is calculated as a ratio between an amplitude of the displacement response u(C_m t) and an amplitude of the deflection response T_std (C_m t). For example, the amplitude amount is an average value or an integrated value. When the amplitude amount is the average value, the weighting coefficient P_Cm is calculated with Formula (62), and therefore, by substituting Formula (61) in Formula (62), the weighing coefficients P₁ through P_CT are calculated with Formula (63).

$\begin{array}{cc}{P}_{C_m}=\left\{\frac{1}{t_{\mathrm{out}}-t_{\mathrm{in}}}\sum _{t=t_{\mathrm{in}}}^{t_{\mathrm{out}}}u\left(C_{m}t\right)\right\}{\left\{\frac{1}{t_{\mathrm{out}}-t_{\mathrm{in}}}\sum _{t=t_{\mathrm{in}}}^{t_{\mathrm{out}}}{T}_{\mathrm{std}}\left(C_{m}t\right)\right\}}^{-1}& \left(62\right)\end{array}$ $\begin{array}{cc}\left(\begin{array}{c}{P}_1\\ P_2\\ ⋮\\ P_{C_m}\\ ⋮\\ P_{C_T}\end{array}\right)=(\begin{array}{c}\left\{\frac{1}{t_{o\_1}-t_i}\sum _{t=t_i}^{t_{o\_1}}u\left(t\right)\right\}{\left\{\frac{1}{t_{o\_1}-t_i}\sum _{t=t_i}^{t_{o\_1}}{T}_{\mathrm{std}}\left(t\right)\right\}}^{-1}\\ \left\{\frac{1}{t_{o\_2}-t_{i\_2}}\sum _{t=t_{i\_2}}^{t_{o\_2}}u\left(t\right)\right\}{\left\{\frac{1}{t_{o\_2}-t_{i\_2}}\sum _{t=t_{i\_2}}^{t_{o\_2}}{T}_{\mathrm{std}}\left(t\right)\right\}}^{-1}\\ ⋮\\ \left\{\frac{1}{t_{{o\mathrm{\_C}}_m}-t_{{i\mathrm{\_C}}_m}}\sum _{t=t_{{i\_C}_m}}^{t_{{o\_C}_m}}u\left(t\right)\right\}{\left\{\frac{1}{t_{{o\_C}_m}-t_{{i\_C}_m}}\sum _{t=t_{{i\_C}_m}}^{t_{{o\_C}_m}}{T}_{\mathrm{std}}\left(t\right)\right\}}^{-1}\\ ⋮\\ \left\{\frac{1}{t_o-t_{{i\_C}_T}}\sum _{t=t_{{i\_C}_T}}^{t_o}u\left(t\right)\right\}{\left\{\frac{1}{t_0-t_{{i\_C}_T}}\sum _{t=t_{{i\_C}_T}}^{t_o}{T}_{\mathrm{std}}\left(t\right)\right\}}^{-1}\end{array}& \left(63\right)\end{array}$

Further, when the amplitude amount is the integrated value, the weighting coefficient P_Cm is calculated with Formula (64), and therefore, by substituting Formula (61) in Formula (64), the weighing coefficients P₁ through P_CT are calculated with Formula (65).

$\begin{array}{cc}{P}_{C_m}=\left\{\sum _{t=t_{\mathrm{in}}}^{t_{\mathrm{out}}}u\left(C_{m}t\right)\right\}{\left\{\sum _{t=t_{\mathrm{in}}}^{t_{\mathrm{out}}}{T}_{\mathrm{std}}\left(C_{m}t\right)\right\}}^{-1}& \left(64\right)\end{array}$ $\begin{array}{cc}\left(\begin{array}{c}{P}_1\\ P_2\\ ⋮\\ P_{C_m}\\ ⋮\\ P_{C_T}\end{array}\right)=\left(\begin{array}{c}\left\{\sum _{t=t_i}^{t_{o\_1}}u\left(t\right)\right\}{\left\{\sum _{t=t_i}^{t_{o\_1}}{T}_{\mathrm{std}}\left(t\right)\right\}}^{-1}\\ \left\{\sum _{t=t_{i\_2}}^{t_{o\_2}}u\left(t\right)\right\}{\left\{\sum _{t=t_{i\_2}}^{t_{o\_2}}{T}_{\mathrm{std}}\left(t\right)\right\}}^{-1}\\ ⋮\\ \left\{\sum _{t=t_{{i\_C}_m}}^{t_{{o\_C}_m}}u\left(t\right)\right\}{\left\{\sum _{t=t_{{i\_C}_m}}^{t_{{o\_C}_m}}{T}_{\mathrm{std}}\left(t\right)\right\}}^{-1}\\ ⋮\\ \left\{\sum _{t=t_{{i\_C}_T}}^{t_o}u\left(t\right)\right\}{\left\{\sum _{t=t_{{i\_C}_T}}^{t_o}{T}_{\mathrm{std}}\left(t\right)\right\}}^{-1}\end{array}\right)& \left(65\right)\end{array}$

The measurement device 1 substitutes the weighting coefficients P₁ through P_CT calculated with Formula (63) or Formula (65) in Formula (58) described above to thereby calculate the deflection amount T_{p_std}(t) by the railroad vehicle 6 weighted in accordance with the loads by the respective vehicles. FIG. 16 shows an example of the deflection amount T_{p_std}(t).

Then, the measurement device 1 calculates a static response when the railroad vehicle 6 moves on the upper structure 7 using the deflection amount T_{p_std}(t). Specifically, first, in order to reduce a vibration component of a basic frequency F_M and a harmonic wave thereof included in the deflection amount T_{p_std}(t), the measurement device 1 generates the deflection amount T_{p_std_lp}(t) obtained by performing filter processing on the deflection amount T_{p_std}(t). The filter processing can be, for example, a lowpass filter processing, and can also be a bandpass filter processing.

Specifically, first, the measurement device 1 performs fast Fourier transformation processing on the deflection amount T_{p_std}(t) to calculate the power spectral density, and calculates a peak of the power spectral density as the basic frequency F_M. Then, the measurement device 1 calculates the basic period T_M from the basic frequency F_M with Formula (66), and then calculates a moving average interval k_mM obtained by dividing the basic period T_M by ΔT to adjust the basic period T_M to have the temporal resolution of the data as expressed in Formula (67). The basic period T_M is a period corresponding to the basic frequency F_M, and fulfills T_M>2ΔT.

$\begin{array}{cc}{T}_M=\frac{1}{f_M}& \left(66\right)\end{array}$ $\begin{array}{cc}{k}_{\mathrm{mM}}=2\lfloor \frac{T_M}{2\Delta T}\rfloor +1& \left(67\right)\end{array}$

Then, as the filter processing, the measurement device 1 performs moving average processing on the deflection amount T_{p_std}(t) with the basic period T_M using Formula (68) to generate the deflection amount T_{p_std_lp}(t) obtained by reducing the vibration component included in the deflection amount T_{p_std}(t). Since the moving average processing is not only small in necessary calculation amount, but also extremely large in attenuation amounts of the signal component of the basic frequency F_M and the harmonic component thereof, it is possible to obtain the deflection amount T_{p_std_lp}(t) in which the vibration component is effectively reduced. FIG. 17 shows an example of the deflection amount T_{p_std_lp}(t). As shown in FIG. 17, it is possible to obtain the deflection amount T_{p_std_lp}(t) in which most of the vibration component included in the deflection amount T_{p_std}(t) is removed.

$\begin{array}{cc}{T}_{p\_\mathrm{std}\_\mathrm{lp}}\left(k\right)=\frac{1}{k_{\mathrm{mM}}}\sum _{n=k-\frac{k_{\mathrm{mM}}-1}{2}}^{k+\frac{k_{\mathrm{mM}}-1}{2}}{T}_{p\_\mathrm{std}}\left(n\right)& \left(68\right)\end{array}$

It should be noted that it is possible for the measurement device 1 to perform the FIR filter processing of attenuating a signal component with a frequency no lower than the basic frequency F_M on the deflection amount T_{p_std}(t) as the filter processing to thereby generate the deflection amount T_{p_std_lp}(t). The FIR filter processing is larger in calculation amount than the moving average processing, but is capable of attenuating all of the signal components having frequencies no lower than the basic frequency f_u(t).

FIG. 18 shows the displacement data u_lp(t) shown in FIG. 5 and the deflection amount T_{p_std_lp}(t) shown in FIG. 17 in an overlapping manner. The deflection amount T_{p_std_lp}(t) is considered as a deflection amount proportional to the load by the railroad vehicle 6 passing through the upper structure 7, and it is assumed that a linear function of the deflection amount T_{p_std_lp}(t) becomes substantially equal to the displacement data u_lp(t). In other words, as expressed in Formula (69), the measurement device 1 approximates the displacement data u_lp(t) with the linear function of the deflection amount T_{p_std_lp}(t). It should be noted that the time interval to be approximated is assumed as an interval between the approach time t_i and the exit time t_o, or a time interval in which the amplitude of the deflection amount T_{p_std_lp}(t) is not zero.

u _lp(t)≅c₁T_{p_std_lp}(t)+c₀  (69)

Then, the measurement device 1 calculates a coefficient c₁ of the linear term and a constant term c₀ of the linear function expressed by Formula (69). For example, the measurement device 1 calculates the coefficient c₁ of the linear term and the constant term c₀ with which an error e(t) expressed by Formula (70), namely a difference between the displacement data u_lp(t) and the linear function expressed by Formula (69), becomes the smallest using the least-square method.

e(t)=u_lp(t)−c₁T_{p_std_lp}(t)+c₀t_i≤t≤t_o  (70)

The coefficient c₁ of the linear term and the constant term c₀ are respectively calculated with Formula (71) and Formula (72). A data interval corresponding to the time interval to be approximated is defined as k_a≤k≤k_b.

$\begin{array}{cc}{c}_1=(n\sum _{k=k_a}^{k_b}{u}_{\mathrm{lp}}\left(k\right)T_{p\_\mathrm{std}\_\mathrm{lp}}\left(k\right)-\sum _{k=k_a}^{k_b}{T}_{p\_\mathrm{std}\_\mathrm{lp}}\left(k\right)\sum _{k=k_a}^{k_b}{u}_{\mathrm{lp}}\left(k\right)\}/\left\{n\sum _{k=k_a}^{k_b}{T_{p\_\mathrm{std}\_\mathrm{lp}}\left(k\right)}^2-\sum _{k=k_a}^{k_b}{T_{p\_\mathrm{std}\_\mathrm{lp}}\left(k\right)}^2\right\}& \left(71\right)\end{array}$ $n=\sum _{k=k_a}^{k_b}1$ $\begin{array}{cc}{c}_0=\left\{\sum _{k=k_a}^{k_b}{u}_{\mathrm{lp}}\left(k\right)-c_1\sum _{k=k_a}^{k_b}{T}_{p\_\mathrm{std}\_\mathrm{lp}}\left(k\right)\right\}/n& \left(72\right)\end{array}$ $n=\sum _{k=k_a}^{k_b}1$

Further, as expressed in Formula (73), the measurement device 1 calculates a deflection amount T_{p_Estd_lp}(t) obtained by adjusting the deflection amount T_{p_std_lp}(t) using the coefficient c₁ of the linear term and the constant term c₀. As expressed by Formula (73), the deflection amount T_{p_Estd_lp}(t) basically corresponds to the right-hand side of Formula (69), but in the intervals before the approach time t_i and the intervals after the exit time t_o, the constant term c₀ is set to zero. FIG. 19 shows an example of the deflection amount T_{p_Estd_lp}(t).

$\begin{array}{cc}{T}_{p\_\mathrm{Estd}\_\mathrm{lp}}\left(t\right)=\{\begin{array}{cc}t<t_i& c_1{T}_{p\_\mathrm{std}\_\mathrm{lp}}\left(t\right)\\ t_i\le t\le t_o& c_1{T}_{p\_\mathrm{std}\_\mathrm{lp}}\left(t\right)+c_0\\ t_o<t& c_1{T}_{p\_\mathrm{std}\_\mathrm{lp}}\left(t\right)\end{array}& \left(73\right)\end{array}$

Further, as expressed in Formula (74), it is assumed that the linear function of the deflection amount T_{p_std}(t) using the coefficient c₁ of the linear term calculated with Formula (71) and the constant term c₀ calculated with Formula (72) becomes substantially equal to the displacement data u(t).

u(t)≅c₁T_{p_std}(t)+c₀t_i≤t≤t_o  (74)

The deflection amount T_{p_Estd}(t) obtained by adjusting the deflection amount T_{p_std}(t) using the coefficient c₁ of the linear term and the constant term c₀ is calculated using Formula (75). The right-hand side of Formula (75) is obtained by replacing T_{p_std_lp}(t) in the right-hand side of Formula (73) with T_{p_std}(t). FIG. 20 shows an example of the deflection amount T_{p_Estd}(t).

$\begin{array}{cc}{T}_{p\_\mathrm{Estd}}\left(t\right)=\{\begin{array}{cc}t<t_i& c_1{T}_{p\_\mathrm{std}}\left(t\right)\\ t_i\le t\le t_o& c_1{T}_{p\_\mathrm{std}}\left(t\right)+c_0\\ t_o<t& c_1{T}_{p\_\mathrm{std}}\left(t\right)\end{array}& \left(75\right)\end{array}$

Then, the measurement device 1 calculates an amplitude ratio R_T between the deflection amount T_{p_Estd_lp}(t) and the deflection amount T_{p_std_lp}(t) in a predetermined interval using Formula (76) assuming t=kΔT. In Formula (76), the numerator is an average value of n+1 samples of the deflection amount T_{p_Estd_lp}(t) included in the predetermined interval as a part of an interval in which the waveform of the deflection amount T_{p_Estd_lp}(t) and the waveform of the deflection amount T_{p_std_lp}(t) are shifted, and the denominator is an average value of n+1 samples of the deflection amount T_{p_std_lp}(t) included in that interval. FIG. 21 shows an example of a relationship between the deflection amount T_{p_Estd_lp}(t) and the deflection amount T_{p_std_lp}(t), and the predetermined interval T_avg for calculating the respective average values of the deflection amounts.

$\begin{array}{cc}{R}_T=\left(\frac{1}{n+1}\sum _{k=k_0}^{k_0+n}{T}_{p\_\mathrm{Estd}\_\mathrm{lp}}\left(k\right)\right)/\left(\frac{1}{n+1}\sum _{k=k_0}^{k_0+n}{T}_{p\_\mathrm{std}\_\mathrm{lp}}\left(k\right)\right)& \left(76\right)\end{array}$

Then, the measurement device 1 compares a product R_TT_{p_std_lp}(t) of the amplitude ratio R_T and the deflection amount T_{p_std_lp}(t) with the constant term c₀ to calculate an offset T_{p_offset_std}(t). Specifically, as expressed in Formula (77), the measurement device 1 replaces the interval of the product R_TT_{p_std_lp}(t) of the amplitude ratio R_T and the deflection amount T_{p_std_lp}(t) in which an absolute value of the product R_TT_{p_std_lp}(t) is higher than the absolute value of the constant term c₀ with the constant term c₀, and thus, calculates the offset T_{p_offset_std}(t). FIG. 22 shows an example of the offset T_{p_offset_std}(t). In the example shown in FIG. 22, since the amplitude of the deflection amount T_{p_std_lp}(t) is 0 or a negative value, the measurement device 1 replaces the interval lower than the constant term c₀ of the product R_TT_{p_std_lp}(t) with the constant term c₀ to calculate the offset T_{p_offset_std}(t).

$\begin{array}{cc}{T}_{p\_\mathrm{offset}\_\mathrm{std}}\left(t\right)=\{\begin{array}{cc}{R}_T{T}_{p\_\mathrm{std}\_\mathrm{lp}}\left(t\right)\ge c_0& R_T{T}_{p\_\mathrm{std}\_\mathrm{lp}}\left(t\right)\\ R_T{T}_{p\_\mathrm{std}\_\mathrm{lp}}\left(t\right)<c_0& c_0\end{array}& \left(77\right)\end{array}$

Then, as expressed in Formula (78), the measurement device 1 adds a product c₁T_{p_std}(t) of the coefficient c₁ of the linear term and the deflection amount T_{p_std}(t) to the offset T_{p_offset_std}(t) to calculate a deflection amount T_{p_EOstd}(t) as the static response. This deflection amount T_{p_EOstd}(t) corresponds to a static response when the railroad vehicle 6 passes through the upper structure 7. FIG. 23 shows an example of the deflection amount T_{p_EOstd}(t). Further, FIG. 24 shows a relationship between the displacement data u(t) and the deflection amount T_{p_EOstd}(t).

T _{p_EOstd}(t)=c₁T_{p_std}(t)+T_{p_offset_std}(t)  (78)

1-3. Procedure of Measurement Method

FIG. 25 is a flowchart showing an example of a procedure of a measurement method according to the present embodiment. In the present embodiment, the measurement device 1 executes the procedure shown in FIG. 25.

As shown in FIG. 25, first, in an observation data acquisition step S10, the measurement device 1 obtains the acceleration data a(k) as the observation data output from the sensor 2 as the observation device.

Then, in a displacement data generation step S20, the measurement device 1 generates the displacement data u(t), which are first displacement data based on the acceleration as a physical quantity which is a response to an action on the observation points R of the plurality of axles of the railroad vehicle 6 moving on the upper structure 7, based on the acceleration data a(k) as the observation data obtained in the step S10. An example of the procedure of the displacement data generation step S20 will be described later.

Then, in an observation information generation step S30, the measurement device 1 generates the observation information including the approach time t_i and the exit time t_o with respect to the upper structure 7 of the railroad vehicle 6. The approach time t_i is the time when the head axle of the plurality of axles of the railroad vehicle 6 passes the approach end of the upper structure 7, and the exit time t_o is the time when the rearmost axle of the plurality of axles of the railroad vehicle 6 passes the exit end of the upper structure 7. In the present embodiment, the measurement device 1 generates the observation information including the number of vehicles C_T in addition to the approach time t_i and the exit time t_o based on the displacement data u(t) generated in the step S20. An example of the procedure of the observation information generation step S30 will be described later.

Then, in an average velocity calculation step S40, the measurement device 1 calculates the average velocity v_a of the railroad vehicle 6 based on the observation information generated in the step S30 and the environmental information including the dimensions of the railroad vehicle 6 and the dimensions of the upper structure 7 prepared in advance. The environmental information includes the length L_B of the upper structure 7, the position L_x of the observation point R, the length L_C (C_m) of each of the vehicles of the railroad vehicle 6, the number of axles a_T(C_m) of each of the vehicles, and distance La(a_w(C_m, n)) between the axles corresponding to the position of each of the plurality of axles of the railroad vehicle 6. An example of the procedure of the average velocity calculation step S40 will be described later.

Then, in the time interval calculation step S50, the measurement device 1 calculates the time interval t_Cm in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7 based on the observation information generated in the step S30 and the environmental information. An example of the procedure of the time interval calculation step S50 will be described later.

Then, in a first deflection amount calculation step S60, the measurement device 1 calculates the deflection amount T_std(t) as a first deflection amount of the upper structure 7 by the railroad vehicle 6 based on the approximation formula of the upper structure 7 as Formula (49) described above, the observation information generated in the step S30, and the environmental information. In the present embodiment, the measurement device 1 calculates the deflection amount T_std(t) based further on the average velocity v_a of the railroad vehicle 6 calculated in the step S40. An example of the procedure of the first deflection amount calculation step S60 will be described later.

Then, in a displacement response calculation step S70, the measurement device 1 calculates the displacement response u(C_m t) when each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7 with Formula (60) described above based on the displacement data u(t) generated in the step S20 and the time interval t_Cm calculated in the step S50.

Then, in a deflection response calculation step S80, the measurement device 1 calculates the deflection response T_std(C_m t) when each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7 with Formula (61) described above based on the deflection amount T_std(t) calculated in the step S60 and the time interval t_Cm calculated in the step S50.

Then, in a weighting coefficient calculation step S90, the measurement device 1 calculates the weighting coefficients P_Cm to the respective vehicles of the railroad vehicle 6 based on the displacement response u(C_m t) calculated in the step S70 and the deflection response T_std(C_m t) calculated in the step S80. An example of the procedure of the weighting coefficient calculation step S90 will be described later.

Then, in a second deflection amount calculation step S100, the measurement device 1 calculates the deflection amount T_{p_std}(t) as a second deflection amount obtained by correcting the deflection amount T_std(t) calculated in the step S60, based on the weighting coefficients P_Cm to the respective vehicles of the railroad vehicle 6 calculated in the step S90. Specifically, the measurement device 1 adds products of the deflection amounts C_std(C_m, t) of the upper structure 7 by the vehicles of the railroad vehicle 6 and the weighting coefficients P_Cm to the respective vehicles to calculate the deflection amount T_{p_std}(t) with Formula (58) described above. The deflection amount T_{p_std}(t) is the deflection amount obtained by weighting the deflection amount T_std(t) in accordance with the load by the vehicle.

Then, in a static response calculation step S110, the measurement device 1 calculates the deflection amount T_{p_EOstd}(t) as the static response when the railroad vehicle 6 moves on the upper structure 7 based on the displacement data u(t) generated in the step S20 and the deflection amount T_{p_std}(t) calculated in the step S100. An example of the procedure of the static response calculation step S110 will be described later.

Then, in a measurement data output step S120, the measurement device 1 outputs the measurement data including the deflection amount T_{p_EOstd}(t) as the static response calculated in the step S110 to the monitoring device 3. Specifically, the measurement device 1 transmits the measurement data to the monitoring device 3 via the communication network 4. The measurement data can include the displacement data u(t), the deflection amounts T_{p_std}(t) T_{p_Estd}(t), and so on in addition to the deflection amount T_{p_EOstd}(t).

Then, the measurement device 1 repeatedly performs the processing in the steps S10 through S120 until the measurement is completed in the step S130.

FIG. 26 is a flowchart showing an example of a procedure of the displacement data generation step S20 shown in FIG. 25.

As shown in FIG. 26, in the step S201, the measurement device 1 integrates the acceleration data a(t) output from the sensor 2 to generate the velocity data v(t) as expressed in Formula (1) described above.

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

As described above, in the present embodiment, the displacement data u(t) are the data of the displacement of the upper structure 7 by the railroad vehicle 6 as the moving object moving on the upper structure 7 as a structural object, and are data obtained by integrating twice the acceleration in a direction crossing the surface of the upper structure 7 on which the railroad vehicle 6 moves. Therefore, the displacement data u(t) include data of a waveform convex toward the positive direction or the negative direction, specifically, a rectangular waveform, a trapezoidal waveform, or a waveform of a sine half-wave. It should be noted that the rectangular waveform includes not only an accurate rectangular waveform, but also a waveform approximate to the rectangular waveform. Similarly, the trapezoidal waveform includes not only an accurate trapezoidal waveform, but also a waveform approximate to the trapezoidal waveform. Similarly, the waveform of the sine half-wave includes not only a waveform of an accurate sine half-wave, but also a waveform approximate to the sine half-wave.

FIG. 27 is a flowchart showing an example of a procedure of the observation information generation step S30 shown in FIG. 25.

As shown in FIG. 27, first, in the step S301, the measurement device 1 performs the fast Fourier transformation processing on the displacement data u(t) generated in the step S20 shown in FIG. 25 to calculate the power spectral density, and calculates the peak of the power spectral density as the basic frequency f_u(t) of the vibration component.

Then, in the step S302, the measurement device 1 calculates the moving average interval t_MA using Formula (3) described above from the time interval ΔT of the samples of the displacement data u(t) and the basic frequency f_u(t) calculated in the step S301, and then performs the moving average processing on the displacement data u(t) to calculate the displacement data u_lp(t) in which the vibration component is reduced using Formula (4) described above.

Then, in the step S303, the measurement device 1 differentiates the displacement data u_lp(t) calculated in the step S302 to calculate the velocity data v_lp(t) using Formula (5) described above.

Then, in the step S304, the measurement device 1 calculates a peak time in a head negative region of the velocity data v_lp(t) calculated in the step S303 as the approach time t_i.

Then, in the step S305, the measurement device 1 calculates a peak time in a rearmost positive region of the velocity data v_lp(t) as the exit time t_o.

Then, in the step S306, the measurement device 1 calculates a difference between the exit time t_o calculated in the step S305 and the approach time t_i calculated in the step S304 as the passage time t_s.

Then, in the step S307, the measurement device 1 calculates an integer most approximate to a number obtained by subtracting 1 from a product t_sf_u(t) of the passage time t_s and the basic frequency f_u(t) as the number of vehicles C_T of the railroad vehicle 6 using Formula (7) and Formula (8) described above.

Then, in the step S308, the measurement device 1 generates the observation information including the approach time t_i calculated in the step S304, the exit time t_o calculated in the step S305, the passage time t_s calculated in the step S306, and the number of vehicles C_T calculated in the step S307.

FIG. 28 is a flowchart showing an example of a procedure of the average velocity calculation step S40 shown in FIG. 25.

As shown in FIG. 28, first, in the step S401, the measurement device 1 calculates the distance D_wa(a_w(C_T, a_T(C_T))) from the head axle to the rearmost axle of the railroad vehicle 6 using Formula (11) described above based on the environmental information.

Further, in the step S402, the measurement device 1 calculates the distance from the approach end to the exit end of the upper structure 7 based on the environmental information. In the present embodiment, the distance from the approach end to the exit end of the upper structure 7 is the length L_B of the upper structure 7 included in the environmental information.

Then, in the step S403, the measurement device 1 calculates the average velocity v_a of the railroad vehicle 6 using Formula (12) described above based on the approach time t_i and the exit time t_o included in the observation information generated in the step S308 shown in FIG. 27, the distance D_wa(a_W(C_T, a_T(C_T))) from the head axle to the rearmost axle of the railroad vehicle 6 calculated in the step S401, and the length L_B of the upper structure 7 as the distance from the approach end to the exit end of the upper structure 7 calculated in the step S402.

FIG. 29 is a flowchart showing an example of a time interval calculation step S50 shown in FIG. 25.

First, in the step S501, the measurement device 1 adds a value obtained by dividing a sum of the distance D_wa(a_w(C_m−1, a_T(C_m−1))) from the head axle of the 1-st vehicle to the rearmost axle of the (C_m−1)-th vehicle and the length L_B of the upper structure 7 by the average velocity v_a to the approach time t_i to thereby calculate a time t_{i_Cm} when the rearmost axle of the (C_m−1)-th vehicle exits from the upper structure 7 as expressed in Formula (21) described above with respect to each of C_m=2 through C_T.

Then, in the step S502, the measurement device 1 adds a value obtained by dividing the distance D_wa(a_w(C_m+1,1)) from the head axle of the 1-st vehicle to the head axle of the (C_m+1)-th vehicle by the average velocity v_a to the approach time t_i to thereby calculate the time t_{o_Cm} when the head axle of the (C_m+1)-th vehicle approaches the upper structure 7 as expressed in Formula (22) described above with respect to each of C_m=1 through C_T−1.

Then, in the step S503, the measurement device 1 sets the interval from the approach time t_i to the time t_{o_l} as the time interval t_l in which the head vehicle moves alone on the upper structure 7.

Then, in the step S504, the measurement device 1 sets the interval from the time t_{i_Cm} to the time t_{o_Cm} as the time interval t_Cm in which the C_m-th vehicle moves alone on the upper structure 7 with respect to each of C_m=² through C_T−1.

Lastly, in the step S505, the measurement device 1 sets the interval from the time t_{i_cT} to the exit time t_o as the time interval t_CT in which the rearmost vehicle moves alone on the upper structure 7.

FIG. 30 is a flowchart showing an example of a procedure of the first deflection amount calculation step S60 shown in FIG. 25.

As shown in FIG. 30, first, in the step S601, the measurement device 1 calculates the distance D_wa(a_w(C_m, n)) from the head axle of the railroad vehicle 6 to the n-th axle of the C_m-th vehicle using Formula (10) described above based on the environmental information.

Then, in the step S602, the measurement device 1 calculates the time t_x necessary for any of the axles of the railroad vehicle 6 to reach the position L_x of the observation point R from the approach end of the upper structure 7 with Formula (51) described above using the position L_x of the observation point R and the average velocity v_a included in the environmental information.

Further, in the step S603, the measurement device 1 calculates the time tin necessary for any of the axles of the railroad vehicle 6 to pass through the upper structure 7 with Formula (52) described above using the length L_B of the upper structure 7 as a distance from the approach end to the exit end of the upper structure 7, and the average velocity v_a.

Further, in the step S604, the measurement device 1 calculates the time t₀(C_m, n) when the n-th axle of the C_m-th vehicle of the railroad vehicle 6 reaches the approach end of the upper structure 7 with Formula (53) described above using the approach time t_i included in the observation information, the distances D_wa(a_w(C_m, n)) calculated in the step S601, and the average velocity v_a.

Then, in the step S605, the measurement device 1 calculates the deflection amount w_std(a_w(C_m, n), t) of the upper structure 7 by the n-th axle of the C_m-th vehicle with Formula (54) described above using an approximation formula of the deflection of the upper structure 7 as Formula (49) described above, the time t_xn calculated in the step S602, the time tin calculated in the step S603, and the time t₀(C_m, n) calculated in the step S604.

Then, in the step S606, the measurement device 1 adds the deflection amounts w_std(a_w(C_m, n), t) of the upper structure 7 by the respective axles calculated in the step S605 for each of the vehicles with Formula (56) described above to calculate the deflection amount C_std(C_m, t) of the upper structure 7 by each of the vehicles.

Then, in the step S607, the measurement device 1 adds the deflection amounts C_std (C_m, t) of the upper structure 7 by the respective vehicles calculated in the step S606 with Formula (57) described above to calculate the deflection amount T_std(t) of the upper structure 7 by the railroad vehicle 6.

FIG. 31 is a flowchart showing an example of a procedure of the weighting coefficient calculation step S90 shown in FIG. 25.

As shown in FIG. 31, first, in the step S901, the measurement device 1 calculates the amplitude amount of the displacement response u(C_m t) in the time interval t_Cm in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7.

Then, in the step S902, the measurement device 1 calculates the amplitude amount of the deflection response T_std(C_m t) in the time interval t_Cm in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7.

Then, in the step S903, the measurement device 1 calculates the ratio between the amplitude amount of the displacement response u(C_m t) calculated in the step S901 and the amplitude amount of the deflection response T_std(C_mt) calculated in the step S902 as the weighting coefficients P_Cm to the respective vehicles. The amplitude amount calculated in the step S901 and the amplitude amount calculated in the step S902 are each an average value or an integrated value. The measurement device 1 calculates the weighting coefficients P_Cm with Formula (62) described above when the amplitude amount is the average value, or calculates the weighting coefficients P_Cm with Formula (64) described above when the amplitude amount is the integrated value.

FIG. 32 is a flowchart showing an example of a procedure of the static response calculation step S110 shown in FIG. 25.

As shown in FIG. 32, first, in the step S1101, the measurement device 1 calculates the displacement data u_lp(t) as second displacement data obtained by performing the filter processing on the displacement data u(t) as first displacement data generated in the step S20 shown in FIG. 25 to reduce the vibration component. Specifically, the measurement device 1 performs the fast Fourier transformation processing on the displacement data u(t) to calculate the power spectral density, and calculates the peak of the power spectral density as the basic frequency f_u(t) of the vibration component. Then, the measurement device 1 calculates the moving average interval t_MA using Formula (3) described above from the time interval ΔT of the samples of the displacement data u(t) and the basic frequency f_u(t) thus calculated, and then performs the moving average processing on the displacement data u(t) to calculate the displacement data u_lp(t) in which the vibration component is reduced using Formula (4) described above.

Then, in the step S1102, the measurement device 1 performs the filter processing on the deflection amount T_{p_std}(t) as a second deflection amount calculated in the step S100 shown in FIG. 25 to calculate the deflection amount T_{p_std_lp}(t) as a third deflection amount in which the vibration component is reduced. Specifically, the measurement device 1 performs the fast Fourier transformation processing on the deflection amount T_{p_std}(t) to calculate the power spectral density, and calculates the peak of the power spectral density as the basic frequency F_M of the vibration component. Then, the measurement device 1 calculates the moving average interval k_mM using Formula (67) described above from the time interval ΔT and the basic frequency F_M thus calculated, and then performs the moving average processing on the deflection amount T_{p_std}(t) to calculate the deflection amount T_{p_std_lp}(t) in which the vibration component is reduced using Formula (68) described above.

Then, in the step S1103, the measurement device 1 approximates the displacement data u_lp(t) as the second displacement data calculated in the step S1101 with the linear function of the deflection amount T_{p_std_lp}(t) as the third deflection amount calculated in the step S1102 to calculate the coefficient c₁ of the linear term and the constant term c₀ of the linear function. Specifically, the measurement device 1 approximates the displacement data u_lp(t) with the linear function of the deflection amount T_{p_std_lp}(t) as expressed in Formula (69) described above, and calculates the coefficient c₁ of the linear term and the constant term c₀ with Formula (71) and Formula (72) described above using the least-square method.

Then, in the step S1104, the measurement device 1 calculates the deflection amount T_{p_Estd_lp}(t) as a fourth deflection amount based on the coefficient c₁ of the linear term and the constant term c₀ calculated in the step S1103 and the deflection amount T_{p_std_lp}(t) as the third deflection amount calculated in the step S1102. Specifically, the measurement device 1 calculates a deflection amount T_{Estd_lp}(t) which is a product c₁T_{p_std_lp}(t) of the coefficient c₁ of the linear term and the deflection amount T_{p_std_lp}(t) in an interval before the approach time t_i and an interval after the exit time t_o, and which is a sum of the product c₁T_{p_std_lp}(t) and the constant term c₀ in a interval between the approach time t_i and the exit time t_o as expressed in Formula (73) described above.

Then, in the step S1105, the measurement device 1 calculates the offset T_{p_offset_std}(t) based on the constant term c₀ calculated in the step S1103, the deflection amount T_{p_std_lp}(t) as the third deflection amount calculated in the step S1102, and the deflection amount T_{p_Estd_lp}(t) as the fourth deflection amount calculated in the step S1104. Specifically, the measurement device 1 calculates the amplitude ratio R_T between the deflection amount T_{p_Estd_lp}(t) and the deflection amount T_{p_std_lp}(t) in a predetermined interval using Formula (76) described above. Then, as expressed in Formula (77) described above, the measurement device 1 replaces the interval of the product R_TT_{p_std_lp}(t) of the amplitude ratio R_T thus calculated and the deflection amount T_{p_std_lp}(t) in which an absolute value of the product R_TT_{p_std_lp}(t) is higher than the absolute value of the constant term c₀ with the constant term c₀, and thus, calculates the offset T_{p_offset_std}(t).

Then, in the step S1106, as expressed in Formula (78) described above, the measurement device 1 adds the product of the coefficient c₁ of the linear term calculated in the step S1103 and the deflection amount T_{p_std}(t) as the second deflection amount calculated in the step S100 shown in FIG. 25 to the offset T_{p_offset_std}(t) calculated in the step S1105 to calculate the deflection amount T_{p_EOstd}(t) as the static response.

1-4. Configuration of Observation Device, Measurement Device, and Monitoring Device

FIG. 33 is a diagram showing a configuration example of the sensor 2 as the observation device, the measurement device 1, and the monitoring device 3.

As shown in FIG. 33, the sensor 2 is provided with a communication unit 21, an acceleration sensor 22, a processor 23, and a storage 24.

The storage 24 is a memory which stores a variety of programs, data, and so on for the processor 23 to perform computational processing and control processing. Further, the storage 24 stores a program, data, and so on for the processor 23 to realize a predetermined application function.

The acceleration sensor 22 detects acceleration generated in directions of three axes.

The processor 23 executes an observation program 241 stored in the storage 24 to thereby control the acceleration sensor 22, generate observation data 242 based on the acceleration detected by the acceleration sensor 22, and then store the observation data 242 thus generated into the storage 24. In the present embodiment, the observation data 242 are the acceleration data a(k).

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

As shown in FIG. 33, the measurement device 1 is provided with a first communication unit 11, a second communication unit 12, a storage 13, and a processor 14.

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

The storage 13 is a memory which stores a program, data, and so on for the processor 14 to perform computational processing and control processing. Further, the storage 13 stores a variety of programs, data, and so on for the processor 14 to realize a predetermined application function. Further, it is possible for the processor 14 to receive the variety of programs, the data, and so on via a communication network 4 and store them into the storage 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 advance in the storage 13, and then makes the storage 13 store the measurement data 135 thus generated.

In the present embodiment, the processor 14 executes a measurement program 131 stored in the storage 13 to thereby function as an observation data acquisition unit 141, a displacement data generator 142, an observation information generator 143, an average velocity calculator 144, a time interval calculator 145, a first deflection amount calculator 146, a displacement response calculator 147, a deflection response calculator 148, a weighting coefficient calculator 149, a second deflection amount calculator 150, a static response calculator 151, and a measurement data output unit 152. In other words, the processor 14 includes the observation data acquisition unit 141, the displacement data generator 142, the observation information generator 143, the average velocity calculator 144, the time interval calculator 145, the first deflection amount calculator 146, the displacement response calculator 147, the deflection response calculator 148, the weighting coefficient calculator 149, the second deflection amount calculator 150, the static response calculator 151, and the measurement data output unit 152.

The observation data acquisition unit 141 obtains the observation data 242 received by the first communication unit 11, and then stores them into the storage 13 as observation data 133. In other words, the observation data acquisition unit 141 performs the processing in the observation data acquisition step S10 in FIG. 25.

The displacement data generator 142 reads out the observation data 133 stored in the storage 13, and then generates the displacement data u(t), which are first displacement data based on the acceleration as a physical quantity which is a response to an action on the observation points R of the plurality of axles of the railroad vehicle 6 moving on the upper structure 7, based on the acceleration data a(t) as the observation data 133. Specifically, the displacement data generator 142 integrates the acceleration data a(t) as the observation data 133 to generate the velocity data v(t) as expressed in Formula (1) described above, and further, integrates the velocity data v(t) to generate the displacement data u(t) as expressed in Formula (2) described above. In other words, the displacement data generator 142 performs the processing in the displacement data generation step S20 in FIG. 25, specifically, the processing in the steps S201, S202 in FIG. 26.

The observation information generator 143 generates the observation information including the approach time t_i and the exit time t_o with respect to the upper structure 7 of the railroad vehicle 6. In the present embodiment, the measurement device 143 generates the observation information 134 including the number of vehicles C_T in addition to the approach time t_i and the exit time t_o based on the displacement data u(t) generated by the displacement data generator 142, and makes the storage 13 store the observation information 134. Specifically, first, the observation information generator 143 performs the fast Fourier transformation processing on the displacement data u(t) to calculate the power spectral density, and calculates the peak of the power spectral density as the basic frequency f_u(t) of the vibration component. Then, the measurement device 143 calculates the moving average interval t_MA using Formula (3) described above from the time interval ΔT of the samples of the displacement data u(t) and the basic frequency f_u(t) thus calculated, and then performs the moving average processing on the displacement data u(t) to calculate the displacement data u_lp(t) in which the vibration component is reduced using Formula (4) described above. Then, the observation information generator 143 differentiates the displacement data u_lp(t) to calculate the velocity data v_lp(t) using Formula (5) described above. Then, the observation information generator 143 calculates the peak time in the head negative region of the velocity data v_lp(t) as the approach time t_i. Then, the observation information generator 143 calculates the peak time in the rearmost positive region of the velocity data v_lp(t) as the exit time t_o. Then, the observation information generator 143 calculates the difference between the exit time t_o and the approach time t_i as the passage time t_s. Then, the observation information generator 143 calculates an integer most approximate to a number obtained by subtracting 1 from the product t_sf_u(t) of the passage time t_s and the basic frequency f_u(t) as the number of vehicles C_T of the railroad vehicle 6. Then, the observation information generator 143 generates the observation information including the approach time t_i, the exit time t_o, the passage time t_s, and the number of vehicles C_T. In other words, the observation information generator 143 performs the processing in the observation information generation step S30 in FIG. 25, specifically, the processing in the steps S301 through S308 in FIG. 27.

The average velocity calculator 144 calculates the average velocity v_a of the railroad vehicle 6 based on the observation information 134 stored in the storage 13, and the environmental information 132 including the dimensions of the railroad vehicle 6 and the dimensions of the upper structure 7 prepared in advance and stored in the storage 13. Specifically, the average velocity calculator 144 calculates the distance D_wa(a_w(C_T, a_T(C_T))) from the head axle to the rearmost axle of the railroad vehicle 6 using Formula (11) described above based on the environmental information 132. Further, the average velocity calculator 144 calculates the length L_B of the upper structure 7 as a distance from the approach end to the exit end of the upper structure 7 based on the environmental information 132. Then, the average velocity calculator 144 calculates the average velocity v_a of the railroad vehicle 6 using Formula (12) described above based on the approach time t_i and the exit time t_o included in the observation information 134, the distance D_wa(a_w(C_T, a_T(C_T))), and the length L_B of the upper structure 7. In other words, the average velocity calculator 144 performs the processing in the average velocity calculation step S40 in FIG. 25, specifically, the processing in the steps S401, S402, and S403 in FIG. 28.

The time interval calculator 145 calculates the time interval t_Cm in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7 based on the observation information 134 stored in the storage 13 and the environmental information 132 stored in the storage 13. Specifically, the time interval calculator 145 adds the value obtained by dividing the sum of the distance D_wa(a_w(C_m−1, a_T(C_m−1))) from the head axle of the 1-st vehicle to the rearmost axle of the (C_m−1)-th vehicle and the length L_B of the upper structure 7 by the average velocity v_a to the approach time t_i to thereby calculate the time t_{i_Cm} when the rearmost axle of the (C_m−1)-th vehicle exits from the upper structure 7 as expressed in Formula (21) described above with respect to each of C_m=2 through C_T. Then, the time interval calculator 145 adds the value obtained by dividing the distance D_wa(a_w(C_m+1,1)) from the head axle of the 1-st vehicle to the head axle of the (C_m+1)-th vehicle by the average velocity v_a to the approach time t_i to thereby calculate the time t_{o_Cm} when the head axle of the (C_m+1)-th vehicle approaches the upper structure 7 as expressed in Formula (22) described above with respect to each of C_m=1 through C_T−1. Then, the time interval calculator 145 sets the interval from the approach time t_i to the time t_{o_l} as the time interval t_l in which the head vehicle moves alone on the upper structure 7. Then, the time interval calculator 145 sets the interval from the time t_{i_Cm} to the time t_{o_Cm} as the time interval t_Cm in which the C_m-th vehicle moves alone on the upper structure 7 with respect to each of C_m=2 through C_T−1. Lastly, the time interval calculator 145 sets the interval from the time t_{i_cT} to the exit time t_o as the time interval t_CT in which the rearmost vehicle moves alone on the upper structure 7. In other words, the time interval calculator 145 performs the processing in the time interval calculation step S50 in FIG. 25, specifically, the processing in the steps S501 through S505 in FIG. 29.

The first deflection amount calculator 146 calculates the deflection amount T_std(t) as the first deflection amount of the upper structure 7 by the railroad vehicle 6 based on the approximation formula of the deflection of the upper structure 7 as Formula (49) described above, the observation information 134 stored in the storage 13, and the environmental information 132 stored in the storage 13. In the present embodiment, the first deflection amount calculator 146 calculates the deflection amount T_std(t) based further on the average velocity v_a of the railroad vehicle 6 calculated by the average velocity calculator 144. Specifically, first, the first deflection amount calculator 146 calculates the distance D_wa(a_w(C_m, n)) from the head axle of the railroad vehicle 6 to the n-th axle of the C_m-th vehicle using Formula (10) described above based on the environmental information 132. Then, the first deflection amount calculator 146 calculates the time t_xn necessary for any of the axles of the railroad vehicle 6 to reach the position L_x of the observation point R from the approach end of the upper structure 7 with Formula (51) described above using the position L_x of the observation point R included in the environmental information 132 and the average velocity v_a. Further, the first deflection amount calculator 146 calculates the time t_ln necessary for any of the axles of the railroad vehicle 6 to pass through the upper structure 7 with Formula (52) described above using the length L_B of the upper structure 7 as a distance from the approach end to the exit end of the upper structure 7, and the average velocity v_a. Further, the first deflection amount calculator 146 calculates the time t₀(C_m, n) when the n-th axle of the C_m-th vehicle of the railroad vehicle 6 reaches the approach end of the upper structure 7 with Formula (53) described above using the approach time t_i included in the observation information 134, the distance D_wa(a_w(C_m, n)), and the average velocity v_a. Then, the first deflection amount calculator 146 calculates the deflection amount w_std(a_w(C_m, n), t) of the upper structure 7 by the n-th axle of the C_m-th vehicle with Formula (54) described above using an approximation formula of the deflection of the upper structure 7 as Formula (49) described above, the time t_xn, the time t_ln, and the time t₀(C_m, n). Then, the first deflection amount calculator 146 calculates the deflection amounts C_std (C_m, t) of the upper structure 7 by the C_m-th vehicle with Formula (56) described above using the deflection amounts w_std(a_w(C_m, n), t). Then, the first deflection amount calculator 146 calculates the deflection amount T_std(t) of the upper structure 7 by the railroad vehicle 6 with Formula (57) described above using the deflection amount C_std (C_m, t). In other words, the first deflection amount calculator 146 performs the processing in the first deflection amount calculation step S60 in FIG. 25, specifically, the processing in the steps S601 through S607 in FIG. 30.

Then, the displacement response calculator 147 calculates the displacement response u(C_m t) when each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7 with Formula (60) described above based on the displacement data u(t) generated by the displacement data generator 142 and the time interval t_Cm calculated by the time interval calculator 145. In other words, the displacement response calculator 147 performs the processing in the displacement response calculation step S70 in FIG. 25.

The deflection response calculator 148 calculates the deflection response T_std(C_m t) when each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7 with Formula (61) described above based on the deflection amount T_std(t) calculated by the first deflection amount calculator 146 and the time interval t_Cm calculated by the time interval calculator 145. In other words, the deflection response calculator 148 performs the processing in the deflection response calculation step S80 in FIG. 25.

The weighting coefficient calculator 149 calculates the weighting coefficients P_Cm to the respective vehicles of the railroad vehicle 6 based on the displacement response u(C_m t) calculated by the displacement response calculator 147 and the deflection response T_std(C_m t) calculated by the deflection response calculator 148. Specifically, the weighting coefficient calculator 149 calculates the amplitude amount of the displacement response u(C_m t) in the time interval t_Cm in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7. Then, the weighting coefficient calculator 149 calculates the amplitude amount of the deflection response T_std(C_m t) in the time interval t_Cm in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7. Then, the weighting coefficient calculator 149 calculates the ratio between the amplitude amount of the displacement response u(C_m t) and the amplitude amount of the deflection response T_std(C_m t) as the weighting coefficients P_Cm to the respective vehicles. The amplitude amount is an average value or an integrated value, and the weighting coefficient calculator 149 calculates the weighting coefficients P_Cm with Formula (62) described above when the amplitude amount is the average value, or calculates the weighting coefficients P_Cm with Formula (64) described above when the amplitude amount is the integrated value. In other words, the weighting coefficient calculator 149 performs the processing in the weighting coefficient calculation step S90 in FIG. 25, specifically, the processing in the steps S901, S902, and S903 in FIG. 31.

The second deflection amount calculator 150 calculates the deflection amount T_{p_std}(t) as the second deflection amount obtained by correcting the deflection amount T_std(t) calculated by the first deflection amount calculator 146, based on the weighting coefficients P_Cm to the respective vehicles of the railroad vehicle 6 calculated by the weighting coefficient calculator 149. Specifically, the second deflection amount calculator 150 adds the products of the deflection amounts C_std(C_m, t) of the upper structure 7 by the vehicles of the railroad vehicle 6 and the weighting coefficients P_Cm to the respective vehicles to calculate the deflection amount T_{p_std}(t) with Formula (58) described above. The deflection amount T_{p_std}(t) is the deflection amount obtained by weighting the deflection amount T_std(t) in accordance with the load by the vehicle. In other words, the second deflection amount calculator 150 performs the processing in the second deflection amount calculation step S100 in FIG. 25.

The static response calculator 151 calculates the deflection amount T_{p_EOstd}(t) as the static response when the railroad vehicle 6 moves on the upper structure 7 based on the displacement data u(t) generated by the displacement data generator 142 and the deflection amount T_{p_std}(t) calculated by the second deflection amount calculator 150. Specifically, first, the static response calculator 151 performs the filter processing on the displacement data u(t) as the first displacement data to calculate the displacement data u_lp(t) as the second displacement data in which the vibration component is reduced. For example, the static response calculator 151 performs the fast Fourier transformation processing on the displacement data u(t) to calculate the power spectral density, and calculates the peak of the power spectral density as the basic frequency f_u(t) of the vibration component. Then, the static response calculator 151 calculates the moving average interval t_MA using Formula (3) described above from the time interval ΔT of the samples of the displacement data u(t) and the basic frequency f_u(t) thus calculated, and then performs the moving average processing on the displacement data u(t) to calculate the displacement data u_lp(t) in which the vibration component is reduced using Formula (4) described above.

Then, the static response calculator 151 performs the filter processing on the deflection amount T_{p_std}(t) as the second deflection amount to calculate the deflection amount T_{p_std_lp}(t) as the third deflection amount in which the vibration component is reduced. For example, the static response calculator 151 performs the fast Fourier transformation processing on the deflection amount T_{p_std}(t) to calculate the power spectral density, and calculates the peak of the power spectral density as the basic frequency F_M of the vibration component. Then, the static response calculator 151 calculates the moving average interval k_mM using Formula (67) described above from the time interval ΔT and the basic frequency F_M, and then performs the moving average processing on the deflection amount T_{p_std}(t) to calculate the deflection amount T_{p_std_lp}(t) in which the vibration component is reduced using Formula (68) described above.

Then, the static response calculator 151 approximates the displacement data u_lp(t) with the linear function of the deflection amount T_{p_std_lp}(t) to calculate the coefficient c₁ of the linear term and the constant term c₀ of the linear function. For example, the static response calculator 151 approximates the displacement data u_lp(t) with the linear function of the deflection amount T_{p_std_lp}(t) as expressed in Formula (69) described above, and calculates the coefficient c₁ of the linear term and the constant term c₀ with Formula (71) and Formula (72) described above using the least-square method.

Then, the static response calculator 151 calculates the deflection amount T_{p_std_lp}(t) as the fourth deflection amount based on the coefficient c₁ of the linear term and the constant term c₀, and the deflection amount T_{p_std_lp}(t) as the third deflection amount. For example, the static response calculator 151 calculates the deflection amount T_{Estd_lp}(t) which is the product c₁T_{p_std_lp}(t) of the coefficient c₁ of the linear term and the deflection amount T_{p_std_lp}(t) in the interval before the approach time t_i and the interval after the exit time t_o, and which is the sum of the product c₁T_{p_std_lp}(t) and the constant term c₀ in the interval between the approach time t_i and the exit time t_o as expressed in Formula (73) described above.

Then, the static response calculator 151 calculates the offset T_{p_offset_std}(t) based on the constant term c₀, the deflection amount T_{p_std_lp}(t), and the deflection amount T_{p_Estd_lp}(t). For example, the static response calculator 151 calculates the amplitude ratio R_T between the deflection amount T_{p_Estd_lp} (t) and the deflection amount T_{p_std_lp}(t) in a predetermined interval using Formula (76) described above. Then, as expressed in Formula (77) described above, the static response calculator 151 replaces the interval of the product R_TT_{p_std_lp}(t) of the amplitude ratio R_T thus calculated and the deflection amount T_{p_std_lp}(t) in which an absolute value of the product R_TT_{p_std_lp}(t) is higher than the absolute value of the constant term c₀ with the constant term c₀, and thus, calculates the offset T_{p_offset_std}(t).

Lastly, as expressed in Formula (78) described above, the static response calculator 151 adds the product of the coefficient c₁ of the linear term and the deflection amount T_{p_std}(t) to the offset T_{p_offset_std}(t) to calculate the deflection amount T_{p_EOstd}(t) as the static response. In other words, the static response calculator 151 performs the processing in the static response calculation step S110 in FIG. 25, specifically, the processing in the steps S1101 through S1106 in FIG. 32.

The deflection amount T_{p_EOstd}(t) as the static response is stored in the storage 13 as at least a part of the measurement data 135. The measurement data 135 can include the displacement data u(t), u_lp(t), the weighting coefficients P_Cm, the deflection amounts T_{p_std}(t), T_{p_std_lp}(t) and T_{p_Estd_lp}(t), and so on in addition to the deflection amount T_{p_EOstd}(t).

The measurement data output unit 152 reads out the measurement data 135 stored in the storage 13, and then outputs the measurement data 135 to the monitoring device 3. Specifically, due to the control of the measurement data output unit 152, the second communication unit 12 transmits the measurement data 135 stored in the storage 13 to the monitoring device 3 via the communication network 4. In other words, the measurement data output unit 152 performs the processing in the measurement data output step S120 in FIG. 25.

As described above, the measurement program 131 is a program of making the measurement device 1 as a computer execute the procedures of the flowchart shown in FIG. 25.

As shown in FIG. 33, the monitoring device 3 is provided with a communication unit 31, a processor 32, a display 33, an operator 34, and a storage 35.

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

The display 33 displays a variety of types of information due to the control by the processor 32. The display 33 can be, for example, a liquid crystal display or an organic EL display. EL is an abbreviation for Electro Luminescence.

The operator 34 outputs operation data corresponding to operations by the user to the processor 32. The operator 34 can be an input device such as a mouse, a keyboard, or a microphone.

The storage 35 is a memory which stores a variety of programs, data, and so on for the processor 32 to perform computational processing and control processing. Further, the storage 35 stores a program, data, and so on for the processor 32 to realize a predetermined application function.

The processor 32 obtains the measurement data 135 received by the communication unit 31, evaluates a change over time in displacement of the upper structure 7 based on the measurement data 135 thus obtained to generate evaluation information, and then makes the display 33 display the evaluation information thus generated.

In the present embodiment, the processor 32 executes a monitoring program 351 stored in the storage 35 to thereby function as a measurement data acquisition unit 321 and a monitor 322. In other words, the processor 32 includes the measurement data acquisition unit 321 and the monitor 322.

The measurement data acquisition unit 321 obtains the measurement data 135 received by the communication unit 31, and then adds the measurement data 135 thus obtained to a measurement data string 352 stored in the storage 35.

The monitor 322 statistically evaluates the change over time in the deflection amount of the upper structure 7 based on the measurement data string 352 stored in the storage 35. Then, the monitor 322 generates the evaluation information representing an evaluation result, and then makes the display 33 display the evaluation information thus generated. It is possible for the user to monitor the state of the upper structure 7 based on the evaluation information displayed by the display 33.

It is possible for the monitor 322 to perform processing such as monitoring of the railroad vehicle 6 or abnormality determination of the upper structure 7 based on the measurement data string 352 stored in the storage 35.

Further, the processor 32 transmits information for adjusting the operating status of the measurement device 1 or the sensor 2 to the measurement device 1 via the communication unit 31 based on the operation data output from the operator 34. In the measurement device 1, the operating status is adjusted in accordance with the information received via the second communication unit 12. Further, the measurement device 1 transmits the information for adjusting the operating status of the sensor 2, which is received via the second communication unit 12, to the sensor 2 via the first communication unit 11. In the sensor 2, the operating status is adjusted in accordance with the information received via the communication unit 21.

It should be noted that in the processors 14, 23, and 32, for example, the functions of respective sections can each be realized by individual hardware, or the functions of the respective sections can also be realized by integrated hardware. For example, it is possible for the processors 14, 23, and 32 to include hardware, and it is possible for the hardware to include at least one of a circuit for processing a digital signal and a circuit for processing an analog signal. The processors 14, 23, and 32 can each be a CPU, a GPU, a DSP, 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. Further, the processors 14, 23, and 32 can each be configured as a custom IC such as an ASIC to thereby realize the functions of the respective sections, or it is possible to realize the functions of the respective sections by a CPU and an ASIC. ASIC is an abbreviation for Application Specific Integrated Circuit, and IC is an abbreviation for Integrated Circuit.

Further, the storages 13, 24, and 35 are each formed of a recording medium such as a variety of IC memories such as a ROM, a flash ROM, or a RAM, a hard disk, or a memory card. ROM is an abbreviation for Read Only Memory, RAM is an abbreviation for Random Access Memory, and IC is an abbreviation for Integrated Circuit. It is possible for each of the storages 13, 24, and 35 to include a nonvolatile information storage device such as a computer-readable device or a computer readable medium, and it is possible for a variety of programs and data to be stored in that information storage device. The information storage device can be an optical disc such as an optical disc DVD or a CD, a hard disk drive, or a variety of types of memories such as a card-type memory or a ROM.

It should be noted that although just one sensor 2 is illustrated in FIG. 33, it is possible for each of two or more sensors 2 to generate the observation data 242 and then transmit the observation data 242 to the measurement device 1. In this case, the measurement device 1 receives the plurality of observation data 242 transmitted from the plurality of sensors 2 to generate the plurality of measurement data 135, and then transmits the plurality of measurement data 135 to the monitoring device 3. Further, the monitoring device 3 receives the plurality of measurement data 135 transmitted from the measurement device 1, and then monitors the state of the plurality of upper structures 7 based on the plurality of measurement data 135 thus received.

1-5. Functions and Advantages

In the measurement method according to the present embodiment described hereinabove, the measurement device 1 generates the displacement data u(t) based on the acceleration data a(t) output from the sensor 2, and then calculates the deflection amount T_std(t) of the upper structure 7 by the railroad vehicle 6 based on Formula (49) as the approximation formula of the deflection based on the structure model reflecting the structure of the upper structure 7 of the bridge 5, the observation information, and the environmental information. Further, the measurement device 1 calculates the deflection amount T_{p_std}(t) when the railroad vehicle 6 moves on the upper structure 7 with relatively simple processing using the displacement data u(t) and the deflection amount T_std(t). Therefore, according to the measurement method related to the present embodiment, it is possible for the measurement device 1 to calculate the deflection amount T_{p_std}(t) with the processing relatively small in calculation amount without performing processing extremely large in calculation amount such as estimating unknown parameters of a theoretical analysis model from the acceleration data a(t) using an inverse analysis method.

Further, according to the measurement method related to the present embodiment, since the velocity of the railroad vehicle 6 slightly but hardly changes in reality, it is possible for the measurement device 1 to dramatically reduce the calculation amount while keeping the calculation accuracy of the deflection amount T_std(t) by calculating the deflection amount T_std(t) based on the average velocity v_a assuming that the railroad vehicle 6 constantly runs at the average velocity v_a.

Further, according to the measurement method related to the present embodiment, it is possible for the measurement device 1 to calculate the average velocity v_a of the railroad vehicle 6 using simple calculation with Formula (13) based on the acceleration data a(t) output from the sensor 2 without directly measuring the average velocity v_a of the railroad vehicle 6.

Further, in the measurement method according to the present embodiment, the measurement device 1 calculates the time interval t_Cm in which each of the vehicles of the railroad vehicle 6 moves alone on the upper structure 7, calculates the displacement response u(C_m t) and the deflection response T_std(C_m t) when each of the vehicles moves alone on the upper structure 7, and calculates the weighting coefficient P_Cm to each of the vehicles based on the displacement response u(C_m t) and the deflection response T_std(C_m t) in the time interval t_Cm. Specifically, since the length L_B of the upper structure 7 is shorter than the distance D₁ between the rearmost axle of the (C_m−1)-th vehicle of the railroad vehicle 6 and the head axle of the (C_m+1)-th vehicle, the time interval t_Cm in which each of the vehicles moves alone on the upper structure 7 inevitably exists, and the measurement device 1 accurately calculates the ratio between the amplitude amount of the displacement response u(C_m t) and the amplitude amount of the deflection response T_std(C_m t) in the time interval t_Cm as the weighting coefficient P_Cm. Then, the measurement device 1 calculates the deflection amount T_{p_std}(t) obtained by correcting the deflection amount T_std(t) based on the weighting coefficients P_Cm accurately calculated. Therefore, according to the measurement method related to the present embodiment, it is possible for the measurement device 1 to accurately calculate the deflection amount T_{p_std}(t) of the upper structure 7 when the railroad vehicle 6 moves on the upper structure 7 not using the same coefficient to all of the vehicles of the railroad vehicle 6, but using the weighting coefficients P_Cm high in accuracy corresponding to the loads by the respective vehicles.

Further, in the measurement method according to the present embodiment, the measurement device 1 calculates the static response when the railroad vehicle 6 moves on the upper structure 7 based on the displacement data u(t) and the deflection amount T_{p_std}(t). Therefore, according to the measurement method related to the present embodiment, it is possible for the measurement device 1 to accurately calculate the static response when the railroad vehicle 6 moves on the upper structure 7 with the processing relatively small in calculation amount.

Further, in the measurement method according to the present embodiment, the measurement device 1 performs the filter processing on the displacement data u(t) to calculate the displacement data u_lp(t), performs the filter processing on the deflection amount T_{p_std}(t) to calculate the deflection amount T_{p_std_lp}(t), approximates the displacement data u_lp(t) with the linear function of the deflection amount T_{p_std_lp}(t), calculates the coefficient c₁ of the linear term and the constant term c₀ of that linear function, calculates the deflection amount T_{p_Estd_lp}(t) based on the coefficient c₁ of the linear term, the constant term c₀, and the deflection amount T_{p_std_lp}(t), calculates the offset T_{p_offset_std}(t) based on the constant term c₀ and the deflection amounts T_{p_std_lp}(t), T_{p_Estd_lp} (t), and adds the product of the coefficient c₁ of the linear term and the deflection amount T_{p_std}(t) to the offset T_{p_offset_std}(t) to calculate the deflection amount T_{p_EOstd}(t) as the static response. Therefore, according to the measurement method related to the present embodiment, by the measurement device 1 approximating the displacement data u_lp(t) in which the vibration component included in the displacement data u(t) is reduced with the linear function of the deflection amount T_{p_std_lp}(t) in which the vibration component included in the deflection amount T_{p_std}(t) is reduced, the calculation accuracy of the coefficient c₁ of the linear term and the constant term c₀ of the linear function increases. Further, the product of the coefficient c₁ of the linear term and the deflection amount T_{p_std}(t) corresponds to the displacement of the upper structure 7 proportional to the load by the railroad vehicle 6, and the offset T_{p_offset_std}(t) corresponds to a displacement nonproportional to the load by the railroad vehicle 6 such as a play or floating of the upper structure 7. Therefore, according to the measurement method related to the present embodiment, by adding the product of the coefficient c₁ of the linear term and the deflection amount T_{p_std}(t) to the offset T_{p_offset_std}(t), it is possible to accurately calculate the static response.

2. Modified Examples

The present disclosure is not limited to the present embodiment, but can be implemented with a variety of modifications within the scope or the spirit of the present disclosure.

The sensor 2 as the observation device is the acceleration sensor for outputting the acceleration data a(k) in the embodiment described above, but the observation device is not limited to the acceleration sensor. For example, the observation device can be an impact sensor, a pressure sensor, a strain indicator, an image measurement device, a load cell, or a displacement gauge.

The impact sensor detects impact acceleration as a response to an action on the observation point R of each of the vehicles of the railroad vehicle 6. The pressure sensor, the strain indicator, and the load cell detect a stress change as a response to an action on the observation point R of each of the vehicles of the railroad vehicle 6. The image measurement device detects a displacement as a response to an action on the observation point R of each of the vehicles of the railroad vehicle 6 using image processing. The displacement gauge is, for example, a contact-type displacement gauge, a ring-type displacement gauge, a laser displacement gauge, or a displacement measurement instrument using a pressure sensor or an optical fiber, and detects the displacement as a response to an action on the observation point R of each of the vehicles of the railroad vehicle 6.

As an example, FIG. 34 shows a configuration example of a measurement system 10 using the ring-type displacement gauge as the observation device. Further, FIG. 35 shows a configuration example of the measurement system 10 using the image measurement device as the observation device. In FIG. 34 and FIG. 35, the same constituents as those shown in FIG. 1 are denoted by the same reference symbols, and the description thereof will be omitted. In the measurement system 10 shown in FIG. 34, a piano wire 41 is fixed between an upper surface of the ring-type displacement gauge 40 and a lower surface of the main beam G located immediately above the ring-type displacement gauge 40, and the ring-type displacement gauge 40 measures the displacement of the piano wire 41 due to the deflection of the upper structure 7, and then transmits the displacement data thus measured to the measurement device 1. The measurement device 1 generates the measurement data 135 based on the displacement data transmitted from the ring-type displacement gauge 40. Further, in the measurement system 10 shown in FIG. 35, a camera 50 transmits the image obtained by imaging a target 51 disposed on a side surface of the main beam G to the measurement device 1. The measurement device 1 processes the image transmitted from the camera 50, then calculates the displacement of the target 51 due to the deflection of the upper structure 7 to generate the displacement data, and then generates the measurement data 135 based on the displacement data thus generated. Although the measurement device 1 generates the displacement data as the image measurement device in the example shown in FIG. 35, it is possible for an image measurement device not shown different from the measurement device 1 to generate the displacement data using image processing.

Further, although the bridge 5 is the railroad bridge, and the moving object moving on the bridge 5 is the railroad vehicle 6 in the embodiment described above, it is possible to assume that the bridge 5 is a road bridge, and the moving object moving on the bridge 5 is a vehicle such as a car, a streetcar, a cargo truck, or a construction vehicle. FIG. 36 shows a configuration example of the measurement system 10 when the bridge 5 is the road bridge, and a vehicle 6a moves on the bridge 5. In FIG. 36, the same constituents as those shown in FIG. 1 are denoted by the same reference symbols. As shown in FIG. 36, the bridge 5 as the road bridge is constituted by the upper structure 7 and the lower structure 8 similarly to the railroad bridge. FIG. 37 is a cross-sectional view of the upper structure 7 cut along the line A-A shown in FIG. 36. As shown in FIG. 36 and FIG. 37, the upper structure 7 includes the bridge floor 7a constituted by the floor plate F, the main beams G, the side beams not shown, and so on, and the shoes 7b. Further, as shown in FIG. 36, the lower structure 8 includes the bridge legs 8a and the bridge abutments 8b. The upper structure 7 is a structure bridged between any one of pairs of the bridge abutment 8b and the bridge leg 8a adjacent to each other, the bridge abutments 8b adjacent to each other, and the bridge legs 8a adjacent to each other. The both end portions of the upper structure 7 are located at the positions of the bridge abutment 8b and the bridge leg 8a adjacent to each other, the positions of the two bridge abutments 8b adjacent to each other, or the positions of the two bridge legs 8a adjacent to each other. The bridge 5 is, for example, a steel bridge, a beam bridge, or an RC bridge.

The sensors 2 are each installed in the central portion in the longitudinal direction of the upper structure 7, specifically the central portion in the longitudinal direction of the main beam G. It should be noted that it is sufficient for each of the sensors 2 to be able to detect the acceleration for calculating the displacement of the upper structure 7, and the installation position is not limited to the central portion of the upper structure 7. It should be noted that when each of the sensors 2 is installed on the floor plate F of the upper structure 7, there is a possibility that the sensor 2 is broken due to running of the vehicle 6a, and further, there is a possibility that the measurement accuracy is affected by a local deformation of the bridge floor 7a, and therefore, in the example shown in FIG. 36 and FIG. 37, each of the sensors 2 is provided to the main beam G of the upper structure 7.

As shown in FIG. 37, the upper structure 7 has two lanes L₁, L₂ on which the vehicle 6a as the moving object can move, and the three main beams G. In the example shown in FIG. 36 and FIG. 37, in the central portion in the longitudinal direction of the upper structure 7, the sensors 2 are provided respectively to the two main beams located at the both ends, wherein an observation point R₁ is disposed at a position on the surface of the lane L₁ located vertically above one of the sensors 2, and an observation point R₂ is disposed at a position on the surface of the lane L₂ located vertically above the other of the sensors 2. In other words, the two sensors 2 are observation devices for observing the observation points R₁, R₂, respectively. It is sufficient for the two sensors 2 for respectively observing the observation points R₁, R₂ to be disposed at positions where the sensors 2 can detect the acceleration occurring at the observation points R₁, R₂ due to the running of the vehicle 6a, but it is desirable for the sensors 2 to be disposed at positions close to the observation points R₁, R₂. It should be noted that the number and the installation positions of the sensors 2 and the number of the lanes are not limited to those in the example shown in FIG. 36 and FIG. 37, and a variety of modified implementations can be made.

The measurement device 1 calculates the displacements due to the deflections of the lanes L₁, L₂ by the running of the vehicle 6a based on the acceleration data output from the sensors 2, and then transmits the information of the displacements of the lanes L₁, L₂ to the monitoring device 3 via the communication network 4. It is possible for the monitoring device 3 to store that information in a storage device not shown, and perform processing such as monitoring of the vehicle 6a and a failure determination of the upper structure 7 based on that information.

Further, the sensors 2 are each provided to the main beam G of the upper structure 7 in the embodiment described above, but can be disposed on the surface or the inside of the upper structure 7, on the lower surface of the floor plate F, in the bridge leg 8a, or the like. Further, in the embodiment described above, the upper structure of the bridge is cited as an example of the structural object, but this is not a limitation, and it is sufficient for the structural object to be what is deformed by a movement of a moving object.

Further, the measurement device 1 calculates the approach time t_i based on the observation data output from the observation device for observing the observation point R in the embodiments described above, but can calculate the approach time t_i based on the observation data output from another observation device for observing the approach end of the upper structure 7. Similarly, the measurement device 1 calculates the exit time t_o based on the observation data output from the observation device for observing the observation point R in the embodiment described above, but can calculate the exit time t_o based on the observation data output from another observation device for observing the exit end of the upper structure 7.

The embodiment and the modified examples described above are illustrative only, and the present disclosure is not limited to the embodiments and the modified examples. For example, it is also possible to arbitrarily combine any of the embodiment and the modified examples with each other.

The present disclosure includes configurations substantially the same as the configuration described as the embodiment such as configurations having the same function, the same way, and the same result, or configurations having the same object and the same advantage. Further, the present disclosure includes configurations obtained by replacing a non-essential part of the configuration described as the embodiment. Further, the present disclosure includes configurations providing the same functions and advantages, and configurations capable of achieving the same object as those of the configuration described as the embodiment. Further, the present disclosure includes configurations obtained by adding a known technology to the configuration described as the embodiment.

The following contents derive from the embodiments and the modified examples described above.

A measurement method according to an aspect of the present disclosure includes a displacement data generation step of generating first displacement data based on a physical quantity as a response to an action on observation points in a plurality of regions of a moving object moving on a structural object based on data output from an observation device configured to observe the observation points of the structural object, an observation information generation step of generating observation information including an approach time and an exit time of the moving object with respect to the structural object, a time interval calculation step of calculating a time interval in which each of vehicles of the moving object moves alone on the structural object based on the observation information and environmental information including a dimension of the moving object and a dimension of the structural object generated in advance, a first deflection amount calculation step of calculating a first deflection amount of the structural object by the moving object based on an approximation formula of a deflection of the structural object, the observation information, and the environmental information, a displacement response calculation step of calculating a displacement response when each of the vehicles moves alone on the structural object based on the first displacement data and the time interval in which each of the vehicles moves alone on the structural object, a deflection response calculation step of calculating a deflection response when each of the vehicles moves alone on the structural object based on the first deflection amount, and the time interval in which each of the vehicles moves alone on the structural object, a weighting coefficient calculation step of calculating weighting coefficients to the respective vehicles based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object, and a second deflection amount calculation step of calculating a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficients to the respective vehicles.

In this measurement method, the deflection amount of the structural object when the moving object moves on the structural object is calculated with the relatively simple processing using the first displacement data generated based on the observation data, and the first deflection amount generated based on the approximation formula of the deflection of the structural object. Therefore, according to this measurement method, it is possible to calculate the deflection amount of the structural object when the moving object moves on the structural object using the processing relatively small in calculation amount without performing the processing extremely large in calculation amount such as estimating unknown parameters of a theoretical analysis model from the acceleration data using the inverse analysis method.

Further, in this measurement method, the time interval in which each of the vehicles of the moving object moves alone on the structural object is calculated, the displacement response and the deflection response when each of the vehicles moves alone on the structural object are calculated, the weighting coefficients to the respective vehicles are calculated based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object, and the second deflection amount obtained by correcting the first deflection amount is calculated based on the weighting coefficients to the respective vehicles. Therefore, according to this measurement method, it is possible to accurately calculate the deflection amount of the structural object when the moving object moves on the structural object not using the same coefficient to all of the vehicles but using the weighting coefficients corresponding to the loads by the respective vehicles.

In the measurement method according to the aspect described above, defining a number of vehicles of the moving object as C_T, a length of the structural object in a direction in which the moving object moves may be shorter than a distance between a rearmost axle of a (C_m−1)-th vehicle of the moving object and a head axle of a (C_m+1)-th vehicle with respect to each of integers C_m no smaller than 2 and no larger than C_T−1.

According to this measurement method, since the time interval in which each of the vehicles of the moving object moves alone on the structural object inevitably exists, it is possible to accurately calculate the weighting coefficients corresponding to the loads by the respective vehicles.

In the measurement method according to the aspect described above, the weighting coefficient calculation step may include calculating an amplitude amount of the displacement response in the time interval in which each of the vehicles moves alone on the structural object, calculating an amplitude amount of the deflection response in the time interval in which each of the vehicles moves alone on the structural object, and calculating a ratio between the amplitude amount of the displacement response and the amplitude amount of the deflection response as the weighting coefficient to each of the vehicles.

According to this measurement method, it is possible to accurately calculate the weighting coefficients corresponding to the loads by the respective vehicles.

In the measurement method according to the aspect described above, the amplitude amount may be an average value or an integrated value.

In the measurement method according to the aspect described above, in the second deflection amount calculation step, the second deflection amount may be calculated by adding products of deflection amounts of the structural object by the respective vehicles and the weighting coefficients to the respective vehicles.

The measurement method according to the aspect described above may further include a static response calculation step of calculating a static response when the moving object moves on the structural object based on the first displacement data and the second deflection amount.

According to this measurement method, it is possible to accurately calculate the static response when the moving object moves on the structural object with the processing relatively small in calculation amount.

In the measurement method according to the aspect described above, the static response calculation step may include performing filter processing on the first displacement data to calculate second displacement data reduced in vibration component, performing filter processing on the second deflection amount to calculate a third deflection amount reduced in vibration component, approximating the second displacement data with a linear function of the third deflection amount to calculate a coefficient of a linear term and a constant term of the linear function, calculating a fourth deflection amount based on the coefficient of the linear term, the constant term, and the third deflection amount, calculating an offset based on the constant term, the third deflection amount, and the fourth deflection amount, and adding a product of the coefficient of the linear term and the second deflection amount to the offset to calculate the static response.

According to this measurement method, by approximating the second displacement data in which the vibration component included in the first displacement data is reduced with the linear function of the third deflection amount in which the vibration component included in the second deflection amount is reduced, the calculation accuracy of the coefficient of the linear term and the constant term of the linear function increases. Further, since the product of the coefficient of the linear term and the second deflection amount corresponds to the displacement of the structural object proportional to the load by the moving object, and the offset corresponds to the displacement which is not proportional to the load by the moving object, such as a play or floating of the structural object, according to this measurement method, by adding the product of the coefficient of the linear term and the second deflection amount to the offset, it is possible to accurately calculate the static response.

In the measurement method according to the aspect described above, the structural object may be an upper structure of a bridge.

According to this measurement method, it is possible to accurately calculate the deflection amount of the structural object when the moving object moves on the upper structure of the bridge with the processing relatively small in calculation amount.

In the measurement method according to the aspect described above, the moving object may be a railroad vehicle.

According to this measurement method, it is possible to accurately calculate the deflection amount of the structural object when the railroad vehicle moves on the structural object with the processing relatively small in calculation amount.

In the measurement method according to the aspect described above, the approximation formula of the deflection of the structural object may be a formula based on a structural model of the structural object.

According to this measurement method, it is possible to calculate the first deflection amount reflecting the structure of the structural object on which the moving object moves to accurately calculate the deflection amount of the structural object.

In the measurement method according to the aspect described above, the structural model may be a simple beam supported at both ends.

According to this measurement method, it is possible to accurately calculate the deflection amount of the structural object when the moving object moves on the structural object having a structure similar to the simple beam with the processing relatively small in calculation amount.

In the measurement method according to the aspect described above, the observation device may be an acceleration sensor, an impact sensor, a pressure sensor, a strain indicator, an image measurement device, a load cell, or a displacement gauge.

According to this measurement method, it is possible to accurately measure the deflection amount of the structural object using the data of acceleration, a stress change, or a displacement.

In the measurement method according to the aspect described above, the structural object may have a structure in which BWIM (Bridge Weigh in Motion) works.

A measurement device according to an aspect of the present disclosure includes a displacement data generator configured to generate first displacement data based on a physical quantity as a response to an action on observation points in a plurality of regions of a moving object moving on a structural object based on data output from an observation device configured to observe the observation points of the structural object, an observation information generator configured to generate observation information including an approach time and an exit time of the moving object with respect to the structural object, a time interval calculator configured to calculate a time interval in which each of vehicles of the moving object moves alone on the structural object based on the observation information and environmental information including a dimension of the moving object and a dimension of the structural object generated in advance, a first deflection amount calculator configured to calculate a first deflection amount of the structural object by the moving object based on an approximation formula of a deflection of the structural object, the observation information, and the environmental information, a displacement response calculator configured to calculate a displacement response when each of the vehicles moves alone on the structural object based on the first displacement data and the time interval in which each of the vehicles moves alone on the structural object, a deflection response calculator configured to calculate a deflection response when each of the vehicles moves alone on the structural object based on the first deflection amount, and the time interval in which each of the vehicles moves alone on the structural object, a weighting coefficient calculator configured to calculate weighting coefficients to the respective vehicles based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object, and a second deflection amount calculator configured to calculate a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficients to the respective vehicles.

The present measurement device calculates the deflection amount of the structural object when the moving object moves on the structural object with the relatively simple processing using the first displacement data generated based on the observation data, and the first deflection amount generated based on the approximation formula of the deflection of the structural object. Therefore, according to this measurement device, it is possible to calculate the deflection amount of the structural object when the moving object moves on the structural object using the processing relatively small in calculation amount without performing the processing extremely large in calculation amount such as estimating unknown parameters of a theoretical analysis model from the acceleration data using the inverse analysis method.

Further, this measurement device calculates the time interval in which each of the vehicles of the moving object moves alone on the structural object, calculates the displacement response and the deflection response when each of the vehicles moves alone on the structural object, calculates the weighting coefficients to the respective vehicles based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object, and calculates the second deflection amount obtained by correcting the first deflection amount based on the weighting coefficients to the respective vehicles. Therefore, according to this measurement device, it is possible to accurately calculate the deflection amount of the structural object when the moving object moves on the structural object not using the same coefficient to all of the vehicles but using the weighting coefficients corresponding to the loads by the respective vehicles.

A measurement system according to an aspect of the present disclosure includes the measurement device according to the aspect, and the observation device configured to observe the observation points.

A non-transitory computer-readable storage medium storing a measurement program according to an aspect of the present disclosure makes a computer execute a displacement data generation step of generating first displacement data based on a physical quantity as a response to an action on observation points in a plurality of regions of a moving object moving on a structural object based on data output from an observation device configured to observe the observation points of the structural object, an observation information generation step of generating observation information including an approach time and an exit time of the moving object with respect to the structural object, a time interval calculation step of calculating a time interval in which each of vehicles of the moving object moves alone on the structural object based on the observation information and environmental information including a dimension of the moving object and a dimension of the structural object generated in advance, a first deflection amount calculation step of calculating a first deflection amount of the structural object by the moving object based on an approximation formula of a deflection of the structural object, the observation information, and the environmental information, a displacement response calculation step of calculating a displacement response when each of the vehicles moves alone on the structural object based on the first displacement data and the time interval in which each of the vehicles moves alone on the structural object, a deflection response calculation step of calculating a deflection response when each of the vehicles moves alone on the structural object based on the first deflection amount, and the time interval in which each of the vehicles moves alone on the structural object, a weighting coefficient calculation step of calculating weighting coefficients to the respective vehicles based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object, and a second deflection amount calculation step of calculating a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficients to the respective vehicles.

In this measurement program, the deflection amount of the structural object when the moving object moves on the structural object is calculated with the relatively simple processing using the first displacement data generated based on the observation data, and the first deflection amount generated based on the approximation formula of the deflection of the structural object. Therefore, according to this measurement program, it is possible to calculate the deflection amount of the structural object when the moving object moves on the structural object using the processing relatively small in calculation amount without performing the processing extremely large in calculation amount such as estimating unknown parameters of a theoretical analysis model from the acceleration data using the inverse analysis method.

Further, in this measurement program, the time interval in which each of the vehicles of the moving object moves alone on the structural object is calculated, the displacement response and the deflection response when each of the vehicles moves alone on the structural object are calculated, the weighting coefficients to the respective vehicles are calculated based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object, and the second deflection amount obtained by correcting the first deflection amount is calculated based on the weighting coefficients to the respective vehicles. Therefore, according to this measurement program, it is possible to accurately calculate the deflection amount of the structural object when the moving object moves on the structural object not using the same coefficient to all of the vehicles but using the weighting coefficients corresponding to the loads by the respective vehicles.

Claims

1. A measurement method comprising: a displacement data generation step of generating first displacement data based on a physical quantity as a response to an action on observation points in a plurality of regions of a moving object moving on a structural object based on data output from an observation device configured to observe the observation points of the structural object;an observation information generation step of generating observation information including an approach time and an exit time of the moving object with respect to the structural object;a time interval calculation step of calculating a time interval in which each of vehicles of the moving object moves alone on the structural object based on the observation information and environmental information including a dimension of the moving object and a dimension of the structural object generated in advance;a first deflection amount calculation step of calculating a first deflection amount of the structural object by the moving object based on an approximation formula of a deflection of the structural object, the observation information, and the environmental information;a displacement response calculation step of calculating a displacement response when each of the vehicles moves alone on the structural object based on the first displacement data and the time interval in which each of the vehicles moves alone on the structural object;a deflection response calculation step of calculating a deflection response when each of the vehicles moves alone on the structural object based on the first deflection amount, and the time interval in which each of the vehicles moves alone on the structural object;a weighting coefficient calculation step of calculating weighting coefficients to the respective vehicles based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object; anda second deflection amount calculation step of calculating a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficients to the respective vehicles.

2. The measurement method according to claim 1, wherein defining a number of vehicles of the moving object as CT, a length of the structural object in a direction in which the moving object moves is shorter than a distance between a rearmost axle of a (Cm−1)-th vehicle of the moving object and a head axle of a (Cm+1)-th vehicle with respect to each of integers Cm no smaller than 2 and no larger than CT−1.

3. The measurement method according to claim 1, wherein the weighting coefficient calculation step includes calculating an amplitude amount of the displacement response in the time interval in which each of the vehicles moves alone on the structural object,calculating an amplitude amount of the deflection response in the time interval in which each of the vehicles moves alone on the structural object, andcalculating a ratio between the amplitude amount of the displacement response and the amplitude amount of the deflection response as the weighting coefficient to each of the vehicles.

4. The measurement method according to claim 3, wherein the amplitude amount is an average value or an integrated value.

5. The measurement method according to claim 1, wherein in the second deflection amount calculation step, the second deflection amount is calculated by adding products of deflection amounts of the structural object by the respective vehicles and the weighting coefficients to the respective vehicles.

6. The measurement method according to claim 1, further comprising: a static response calculation step of calculating a static response when the moving object moves on the structural object based on the first displacement data and the second deflection amount.

7. The measurement method according to claim 6, wherein the static response calculation step includes performing filter processing on the first displacement data to calculate second displacement data reduced in vibration component,performing filter processing on the second deflection amount to calculate a third deflection amount reduced in vibration component,approximating the second displacement data with a linear function of the third deflection amount to calculate a coefficient of a linear term and a constant term of the linear function,calculating a fourth deflection amount based on the coefficient of the linear term, the constant term, and the third deflection amount,calculating an offset based on the constant term, the third deflection amount, and the fourth deflection amount, andadding a product of the coefficient of the linear term and the second deflection amount to the offset to calculate the static response.

8. The measurement method according to claim 1, wherein the structural object is an upper structure of a bridge.

9. The measurement method according to claim 1, wherein the moving object is a railroad vehicle.

10. The measurement method according to claim 1, wherein the approximation formula of the deflection of the structural object is a formula based on a structural model of the structural object.

11. The measurement method according to claim 10, wherein the structural model is a simple beam supported at both ends.

12. The measurement method according to claim 1, wherein the observation device is an acceleration sensor, an impact sensor, a pressure sensor, a strain indicator, an image measurement device, a load cell, or a displacement gauge.

13. The measurement method according to claim 1, wherein the structural object has a structure in which BWIM (Bridge Weigh in Motion) works.

14. A measurement device comprising: a displacement data generator configured to generate first displacement data based on a physical quantity as a response to an action on observation points in a plurality of regions of a moving object moving on a structural object based on data output from an observation device configured to observe the observation points of the structural object;an observation information generator configured to generate observation information including an approach time and an exit time of the moving object with respect to the structural object;a time interval calculator configured to calculate a time interval in which each of vehicles of the moving object moves alone on the structural object based on the observation information and environmental information including a dimension of the moving object and a dimension of the structural object generated in advance;a first deflection amount calculator configured to calculate a first deflection amount of the structural object by the moving object based on an approximation formula of a deflection of the structural object, the observation information, and the environmental information;a displacement response calculator configured to calculate a displacement response when each of the vehicles moves alone on the structural object based on the first displacement data and the time interval in which each of the vehicles moves alone on the structural object;a deflection response calculator configured to calculate a deflection response when each of the vehicles moves alone on the structural object based on the first deflection amount, and the time interval in which each of the vehicles moves alone on the structural object;a weighting coefficient calculator configured to calculate weighting coefficients to the respective vehicles based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object; anda second deflection amount calculator configured to calculate a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficients to the respective vehicles.

15. A measurement system comprising: the measurement device according to claim 14; andthe observation device configured to observe the observation points.

16. A non-transitory computer-readable storage medium storing a measurement program configured to make a computer execute processing comprising: a displacement data generation step of generating first displacement data based on a physical quantity as a response to an action on observation points in a plurality of regions of a moving object moving on a structural object based on data output from an observation device configured to observe the observation points of the structural object;an observation information generation step of generating observation information including an approach time and an exit time of the moving object with respect to the structural object;a time interval calculation step of calculating a time interval in which each of vehicles of the moving object moves alone on the structural object based on the observation information and environmental information including a dimension of the moving object and a dimension of the structural object generated in advance;a first deflection amount calculation step of calculating a first deflection amount of the structural object by the moving object based on an approximation formula of a deflection of the structural object, the observation information, and the environmental information;a displacement response calculation step of calculating a displacement response when each of the vehicles moves alone on the structural object based on the first displacement data and the time interval in which each of the vehicles moves alone on the structural object;a deflection response calculation step of calculating a deflection response when each of the vehicles moves alone on the structural object based on the first deflection amount, and the time interval in which each of the vehicles moves alone on the structural object;a weighting coefficient calculation step of calculating weighting coefficients to the respective vehicles based on the displacement response and the deflection response in the time interval in which each of the vehicles moves alone on the structural object; anda second deflection amount calculation step of calculating a second deflection amount obtained by correcting the first deflection amount based on the weighting coefficients to the respective vehicles.