JP7675693B2 - Bridge deflection measurement method, deflection measurement device, and bridge deflection measurement program - Google Patents

Description

This invention relates to a bridge deflection measurement method, a deflection measurement device, and a bridge deflection measurement program for measuring the deflection of a bridge.

Deflection of a bridge when a train passes is a basic performance index that is evaluated in design, etc. Deflection of a bridge is measured not only when a new line is opened, when a train enters the line, etc., but also in recent years, in normal maintenance for efficient performance-based maintenance. For example, there are various methods, such as a method of measuring the deflection of a girder by measuring the displacement between the girder and the ground using a contact-type displacement meter, a method of measuring the deflection of a girder by integrating the output signal of an accelerometer attached to the girder, a method of measuring the deflection of a girder using a ring-type displacement meter that is equipped with a circular leaf spring on the ground, a piano wire with one end attached to the girder and the other end attached to the leaf spring, and a strain gauge attached to the leaf spring, a method of continuously taking images when a train passes and measuring the deflection of a girder by image measurement between a reference image before the train passes and a series of images during the train's passage, and a method of irradiating a laser beam from the ground to an image measurement marker attached to the bridge girder, receiving the reflected laser beam reflected by the image measurement marker, and measuring the deflection of a girder using a laser displacement meter. However, these representative bridge deflection measurement methods all measure the deflection when a train passes from the ground, which requires a huge amount of time and money every year to measure bridge deflection. For this reason, a method to evaluate bridge performance from on board a train has been proposed.

As a more efficient method of inspecting bridges, a method of indirectly grasping the condition of a bridge by analyzing the response when passing over the bridge using a sensor installed on a traveling vehicle (bridge inspection method using on-board measurements) has been widely studied around the world. In the vehicle scanning method of bridge dynamic characteristics, a test vehicle equipped with a vibration sensor moves over the bridge and investigates the condition of the bridge by extracting the output bridge frequency from the output signal of the vibration sensor (for example, see Non-Patent Document 1). However, most of the previous bridge inspection methods using on-board measurements have been methods that detect indirect bridge performance such as the bridge's natural frequency, vibration mode shape, or damage using a single sensor installed on the vehicle.

In indirect bridge frequency estimation using two vehicles, the bridge's natural frequency, which is a vibration component common to the responses of multiple vehicles, is extracted by signal processing including cross-spectral density function estimation (see, for example, Non-Patent Document 2). In this indirect bridge frequency estimation, the use of multiple sensors is considered, but the performance index of the bridge to be detected is the natural frequency, and direct performance (deflection) could not be evaluated.

Conventional bridge resonance detection methods detect bridge resonance based on track displacement measured by the leading car of a train and track displacement measured by the trailing car of the train (see, for example, Patent Document 1). Conventional bridge resonance detection methods detect bridge resonance based on vertical acceleration measured by the leading car of a train and vertical acceleration measured by the trailing car of the train (see, for example, Patent Document 2 ). These conventional bridge resonance detection methods propose a method for detecting a bridge (resonant bridge) whose vibration is greatly amplified when a train passes by using a track displacement inspection device or vehicle body vibration acceleration installed in the leading and trailing cars of a train in service, but it is not possible to measure the magnitude of the bridge deflection.

Y.B. Yang, J.P. Yang, Y. Wu, B. Zhang, “Vehicle Scanning Method for Bridges”, USA, John Wiley & Sons Ltd, 28 October 2019.

T. Nagayama, A. P. Reksowardojo, D. Su, T. Mizutani, “Bridge natural frequency estimation by extracting the common vibration component from the responses of two vehicles”, Engineering Structures, 150 (2017) 821-829.

Patent Publication No. 2021-152250

JP 2022-108892 A

In conventional bridge resonance detection methods, even if the natural frequency can be estimated, it is not possible to directly estimate the deflection caused by the passage of a train, which is a required performance in the design. Even if a resonant bridge can be detected, the magnitude of the bridge deflection cannot be known. In addition, when estimating bridge deflection using track displacements measured on multiple vehicles, even if it is attempted to estimate the magnitude of bridge deflection from the difference in track displacements measured on the leading and trailing cars, only a part of high-speed railways in Japan has track inspection devices installed on the leading and trailing cars, and there are only a limited number of high-speed railways. In particular, since it is not possible to estimate girder deflection from onboard the vehicle on conventional lines, deflection measurement from the ground on conventional lines consumes enormous costs and resources every year. Furthermore, conventional lines mainly use track inspection vehicles called two-bogie inspection vehicles, but because the principle is different from that of the track inspection devices used in conventional bridge resonance detection methods, the relationship between the two track displacements and girder deflection was unclear.

The objective of this invention is to provide a bridge deflection measurement method, a deflection measurement device, and a bridge deflection measurement program that can easily measure bridge deflection by using eccentric arrow track displacement measured from a vehicle traveling on the bridge.

The present invention solves the above problems by the means described below.
In addition, although the present invention will be described with reference to corresponding reference numerals, the present invention is not limited to this embodiment.
The invention of claim 1 is a bridge deflection measuring method for measuring the deflection of a bridge (B ₁ , B ₂ ) based on the eccentric arrow track deviation (z _t,A , z _t,B ) on the bridge measured by a track deviation measuring device (2) of a vehicle (V ₁ ) running on the bridge, as shown in Figs . 1 to 6 , 16 and 17 . The vehicle is a two-bogie inspection vehicle that measures track deviations at four axle positions from the first axle (A ₁ ) to the fourth axle (A ₄ ) within one vehicle. The track deviation measuring device measures the eccentric arrow track deviation (z t _,A ) of the second axle (A ₂ ) relative to the first axle and the eccentric arrow track deviation (z _t,B ) of the third axle (A ₃ ) , and converts the eccentric arrow track deviation of the second axle into a sinusoidal track deviation (z _t,A The method (#100) for measuring deflection of a bridge includes an elevation measurement difference calculation step (#120) for calculating an elevation measurement difference (dz _{t ,10} ), which is the difference between the elevation measurement difference (dz t,B10 ) and a sinusoidal positive arrow orbital displacement (z t,B10 ) converted from the eccentric arrow orbital displacement of the third axis , and a deflection calculation step (#130) for calculating a deflection (z _b ) of the bridge based on the elevation measurement difference.

The invention of claim 2 is a bridge deflection measuring method as described in claim 1 , characterized in that, as shown in Figures 13 and 17, the deflection calculation process includes a process of multiplying the elevation measurement difference by a conversion coefficient (K _Lb ) for each span length (L _b ) of the bridge (B ₁ ) to calculate the deflection of the bridge.

The invention of claim 3 is a bridge deflection measuring method as described in claim 1 , characterized in that, as shown in Figures 13 and 17, and as shown in Figures 14 and 17, the deflection calculation process includes a process of calculating the deflection of the bridge based on a conversion model of the girder deflection of each bridge (B ₂ ) - the elevation measurement difference.

The invention of claim 4 is a bridge deflection measuring device that measures the deflection of a bridge (B ₁ , B ₂ ) based on the eccentric arrow track deviation (z _t,A , z _t,B ) on the bridge measured by a track deviation measuring device (2) of a vehicle (V ₁ ) running on the bridge, as shown in Figs. 1 to 6 , 8 and 17 . The vehicle is a two-bogie inspection vehicle that measures track deviations at four axle positions from the first axle (A ₁ ) to the fourth axle (A ₄ ) within one vehicle. The track deviation measuring device measures the eccentric arrow track deviation ( z t _,A ) of the second axle (A ₂ ) relative to the first axle and the eccentric arrow track deviation (z _t,B ) of the third axle (A ₃ ) , and converts the eccentric arrow track deviation of the second axle into a sinusoidal track deviation (z _t,A a vertical measurement difference calculation unit (15) that calculates a vertical measurement difference (dz t,10 ) _{which is the difference between the vertical measurement difference (dz t,B10 )} and a sinusoidal positive arrow orbital displacement (z t,B10 ) converted from the eccentric arrow orbital displacement of the third axis, and a deflection calculation unit (16A, 16B) that calculates a deflection (z _b ) of the bridge based on the vertical measurement difference.

The invention of claim 5 is a bridge deflection measurement program for measuring the deflection of a bridge (B ₁ , B ₂ ) based on the eccentric arrow track deviation (z _t,A , z t _,B ) on the bridge measured by a track deviation measurement device (2) of a vehicle (V ₁ ) running on the bridge, as shown in Figs . 1 to 6 and 18. The vehicle is a two-bogie inspection vehicle that measures track deviations at four axle positions from the first axle (A ₁ ) to the fourth axle (A ₄ ) within one vehicle. The track deviation measurement device measures the eccentric arrow track deviation (z _t,A ) of the second axle (A ₂ ) relative to the first axle and the eccentric arrow track deviation (z _t,B ) of the third axle (A ₃ ) , and converts the eccentric arrow track deviation of the second axle into a sinusoidal track deviation (z _t,A The bridge deflection measurement program causes a computer to execute an elevation measurement difference calculation procedure (S120) that calculates an elevation measurement difference (dz _t,10 ), which is the difference between the elevation measurement difference (dz _t,10 ) and the sinusoidal positive arrow orbital displacement (z t,B10 ) converted from the eccentric arrow orbital displacement of the third axis, and a deflection calculation procedure (S130, S140) that calculates the deflection of the bridge (z _b ) based on the elevation measurement difference.

This invention makes it possible to easily measure the deflection of a bridge by using the eccentric arrow track displacement measured from a vehicle traveling on the bridge.

1 is a schematic diagram showing a state in which a vehicle equipped with a bridge deflection measuring device according to an embodiment of the present invention is traveling on a single-span bridge. 1 is a schematic diagram showing a state in which a vehicle equipped with a bridge deflection measuring device according to an embodiment of the present invention is traveling on a multi-span bridge. 1 is a schematic diagram showing a configuration of a bridge deflection measurement system according to an embodiment of the present invention; 1 is a schematic diagram of a track displacement measuring device of a bridge deflection measuring system according to an embodiment of the present invention. FIG. FIG. 1 is a schematic diagram of a theoretical model for calculating eccentric arrow track deviation by a track deviation measuring device of a bridge deflection measuring system according to an embodiment of the present invention. FIG. 2 is a schematic diagram for explaining a method for measuring eccentric arrow track deviation by a track deviation measuring device of the bridge deflection measurement system according to an embodiment of the present invention. 2 is a schematic diagram showing a data structure of a measurement data storage unit of a track displacement measurement device of a bridge deflection measurement system according to an embodiment of the present invention. FIG. 1 is a schematic diagram showing a configuration of a bridge deflection measuring device according to an embodiment of the present invention; 13 is a graph showing an example of the conversion process of the chord positive arrow orbital displacement calculation unit in the bridge deflection measuring device according to an embodiment of the present invention, in which (A) is a graph showing the waveform of the eccentric arrow orbital displacement before the conversion process, and (B) is a graph showing the waveform of the 10 m chord positive arrow orbital displacement after the conversion process. 11 is a graph showing an example of the waveform of eccentric arrow orbital displacement when passing over a bridge before conversion processing by the sinusoidal positive arrow orbital displacement calculation unit in a bridge deflection measuring device according to an embodiment of the present invention, in which (A) is a graph showing the waveform of eccentric arrow orbital displacement before conversion processing when the span length is 10 m, and (B) is a graph showing the waveform of eccentric arrow orbital displacement before conversion processing when the span length is 30 m. 1A and 1B are graphs showing, as examples, the waveform of 10m chord positive arrow orbital displacement when passing over a bridge after conversion processing by a chord positive arrow orbital displacement calculation unit in a bridge deflection measuring device according to an embodiment of the present invention, in which (A) is a graph showing the waveform of 10m chord positive arrow orbital displacement after conversion processing when the span length is 10 m, and (B) is a graph showing the waveform of 10m chord positive arrow orbital displacement after conversion processing when the span length is 30 m. 1A and 1B are graphs showing examples of waveforms of 10m chord elevation measurement difference when passing over a bridge, as measured by the elevation measurement difference calculation unit of a bridge deflection measuring device according to an embodiment of the present invention, where (A) is a graph for a span length of 10m, and (B) is a graph for a span length of 30m. 10 is a graph showing an example of a conversion coefficient used when calculating the deflection of a single-span bridge by a deflection calculation unit of a bridge deflection measuring device according to an embodiment of the present invention. FIG. 1 is a schematic diagram showing an example of a girder deflection-to-height measurement difference conversion model used when calculating the deflection of a multi-span bridge by the deflection calculation unit of a bridge deflection measuring device according to an embodiment of the present invention, in which (A) is a schematic diagram of a girder-track model, and (B) is a schematic diagram of a train model. 1A is a graph showing an example of the waveform of the elevation inspection difference generated by a bridge deflection measuring device according to an embodiment of the present invention, in which (A) is a graph showing an example of the waveform of the elevation inspection difference generated by a girder deflection-elevation inspection difference conversion model, and (B) is a graph showing an example of the waveform of the elevation inspection difference of an actual bridge theoretically measured by an elevation inspection difference calculation unit. 1 is a process diagram for explaining a method for measuring deflection of a bridge according to an embodiment of the present invention. FIG. 1 is a conceptual diagram for measuring a deflection of a bridge according to an embodiment of the present invention. 4 is a flowchart for explaining the operation of the bridge deflection measuring device according to the embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The track R shown in Figures 1 to 3 is a passage (railroad track) on which the train T runs. The track R includes a pair of left and right rails _R1 that guide the wheels of the train T. The track R is, for example, a double track made up of two main lines, and includes an up line on which the train T runs from the end point to the starting point, and a down line on which the train T runs from the starting point to the end point.

The train T is a moving body that moves along the track R to perform various tests and investigations. The train T is made up of railway vehicles such as electric cars, diesel cars, and passenger cars that run on the track R. The train T shown in Figs. 1 to 3 is, for example, a conventional line train that has the function of inspecting the state of ground facilities while running on the track R at a relatively low speed of up to about 100 km/h. The train T can run on both electrified and non-electrified sections, and inspects signals, communications, and track conditions while running along the track R. The train T is, for example, a business train such as the Kiha 141 series diesel railcar (commonly known as Kiha car) of the West Japan Railway Company. The train T is made up of two test cars with a vehicle length (car body length) of about 21 m, and enters bridges B ₁ and B ₂ at a substantially constant speed, moves on bridges B ₁ and B ₂ , and exits bridges B 1 and B ₂ as shown in Figs. _{1 and} 2. A train T shown in FIGS. 1 to 3 is made up of cars V ₁ and V ₂ , and runs with one of the cars V ₁ and V ₂ acting as the leading car and the other as the trailing car (last car).

Vehicles _V1 and _V2 shown in Figs. 1 to 3 are moving bodies moving along the track R. Vehicle _V1 is equipped with a track irregularity measuring device 2 shown in Figs. 3 and 4, and is a track inspection vehicle that continuously measures track irregularity while traveling on the track R. Vehicle _V2 is equipped with a signal/communication inspection device that inspects and measures electrical ground facilities such as signals and communications, and is an electrical inspection vehicle that continuously measures these ground facilities while traveling on the track R. Vehicle _V1 is not equipped with a running power source, and vehicle _V2 equipped with a running power source is coupled to the front or rear of vehicle _V1 in the traveling direction. Vehicle _V1 shown in Figs. 4 to 6 is a two-bogie inspection vehicle (two-bogie type inspection vehicle) that measures track irregularity at four axle positions from the first axle _A1 to the fourth axle _A4 within one vehicle. As shown in Figures 1, 2 and 5, vehicle _V1 is equipped with bogies _T1 and _T2 , and one car body is supported by two bogies _T1 and _T2 with the same bogie arrangement as that of commercial vehicles. Unlike a conventional three-bogie inspection vehicle (three-bogie type inspection vehicle) that measures track irregularity every 5m using three bogies, vehicle _V1 measures the relative vertical displacement of three of the four axles of the two bogies _T1 and _T2 as track irregularity.

The bogies T1 and _T2 shown in Figures 1, 2 and 5 are devices that support the car bodies of the cars _{V1 and V2} and run on the track R. The bogies _T1 and T2 shown in Figures 1, 2 and ₅ are two-axle bogies (bogies) composed of two pairs of wheelsets, and support one end and the other end of the car bodies of the cars _V1 and _V2 . The bogie _T1 is a first bogie that is arranged at the front of the cars _V1 and _V2 in the traveling direction and supports one end of the car bodies, and the bogie _T2 is a second bogie that is arranged at the rear of the cars _V1 and _V2 in the traveling direction and supports the other end of the car bodies.

The bridges _B1 and _B2 shown in Fig. 1 and Fig. 2 are fixed structures constructed to form a space below the track R. The bridges _B1 and _B2 are constructed to cross water areas such as rivers, valleys, and lakes, or transportation routes such as roads and railways. The bridges _B1 and _B2 are, for example, steel bridges whose main material is steel, and concrete railway bridges whose main material is concrete and whose main material is reinforced concrete structure (RC structure) or prestressed concrete structure (PRC structure). The bridges _B1 and _B2 are simple girder bridges with a girder _B3 across one span. The bridge B1 shown in Fig. ₁ is a single-span (single-beam) bridge with one span consisting of one girder _B3 . The bridge B2 shown in Fig. ₂ is a multi-span bridge with two or more spans in which two or more girders _B3 are connected in succession. As shown in Figs. 1 and 2, the bridges _B1 and _B2 are equipped with girders _B3 , abutments _B4 , piers _B5 , and bearings _B6 .

The girder _B3 is a structure arranged in the horizontal direction to support the track R. The girder _B3 is a simple girder supported by two supports. The girder _B3 is a simply supported beam such as a PRC girder that spans one support and the other support, and is a main girder that spans between the two supports. The abutments _B4 are structures constructed at both ends of the bridges _B1 and _B2 . The abutments _B4 support the superstructure load and the earth pressure load from the backfill, and also support the girder _B3 . The piers _B5 are structures that support the girder _B3 . The piers _B5 are constructed to complement the abutments _B4 at a predetermined interval in the length direction of the bridges _B1 and _B2 , and are reinforced concrete columns arranged in the vertical direction. The supports _B6 are parts that transmit the force applied to the superstructure of the bridges _B1 and _B2 to the substructure. The supports _B6 support both ends of the girder _B3 .

The deflection measurement system 1 shown in Figures 3 and 8 is a system that measures the deflection _zb of bridges _B1 and _B2 . The deflection measurement system 1 includes a track irregularity measurement device 2 shown in Figures 3 to 5, a communication device 10 shown in Figure 8, and a deflection measurement device 11 shown in Figures 3 and 8. The deflection measurement system 1 transmits the measurement results of the track irregularity measurement device 2 to the deflection measurement device 11 via the communication device 10, and the deflection measurement device 11 measures the deflection _zb of bridges _B1 and _B2 based on the measurement results of the track irregularity measurement device 2.

The track displacement measuring device 2 shown in Figs. 3 to 5 is a device for measuring track displacement on bridges _B1 and _B2 . The track displacement measuring device 2 measures track displacement by utilizing the relative difference in rail displacement at multiple points. Here, track displacement (pathway displacement) is a phenomenon in which the track R, which is the running road surface of the train T, gradually changes due to repeated passing of the train T, and the shape of the rail _R1 in the longitudinal direction changes, and is also called track irregularity or track irregularity. The track displacement measuring device 2 measures elevation displacement, which is the vertical displacement of the rail _R1 , level displacement, which is the difference in height (height difference) between the left and right rails _R1 , planarity displacement, which is the amount of change in the level of the track R over a certain distance (the twisted state with respect to the plane of the track R), curvature displacement, which is the horizontal displacement of the rail _R1 , and gauge displacement, which is the change in the distance (gauge) between the left and right rails _R1 . The following describes the case in which the track displacement measuring device 2 measures elevation displacement.

The track displacement measuring device 2 measures the elevation displacement of each of the first axis _A1 to fourth axis _A4 of the vehicle _V1 from the vehicle _V1 side, as shown in Figures 4 and 6. The track displacement measuring device 2 measures the eccentric arrow track displacement zt _,A and zt, _B on the bridges _B1 and _B2 from the vehicle _V1 traveling on the bridges _B1 and _B2 , as shown in Figures 1 and 2. The track displacement measuring device 2 measures the eccentric arrow track displacement zt,A of the second axis _A2 relative to the first axis _A1 and fourth axis _A4 , and the eccentric arrow track displacement zt _{, B} of the third axis _A3 relative to the first axis _A1 and fourth axis _A4 , as shown in Figure 6. As shown in FIG. 4, the track displacement measuring device 2 includes a reference line generating unit 3, a vertical displacement measuring unit 4, an eccentric arrow track displacement calculating unit 5, a traveling distance calculating unit 6, a measurement data storage unit 7, a measurement data transmitting unit 8, a control unit 9, etc.

The reference line generating unit 3 shown in Fig. 4 is a means for generating a reference line _L0 that serves as a reference when measuring track displacement. In order to prevent an inspection error caused by the deflection of the body of the vehicle _V1 , the reference line generating unit 3 generates the inspection reference line _L0 at a part other than the body of the vehicle _V1 as shown in Figs. 4 and 6. As shown in Fig. 4, the reference line generating unit 3 includes an irradiating unit 3a such as a gas laser irradiator that irradiates a laser beam on the first axis _A1 of the bogie _T1 , and a light receiving unit 3b such as a light position detecting unit (Position Sensitive Detect (PSD)) that receives the laser beam on the fourth axis _A4 of the bogie _T2 . The reference line generating unit 3 outputs the generated reference line _L0 to the control unit 9 as a reference line signal (reference line data).

The vertical displacement measuring unit 4 shown in Fig. 4 is a means for measuring the vertical displacement of the first axis _A1 to the fourth axis _A4 of the vehicle _V1 . The vertical displacement measuring unit 4 measures the vertical displacement of the rail _R1 by measuring the vertical displacement of the wheels of the bogies _T1 and _T2 by utilizing the fact that the wheels of the bogies _T1 and _T2 are always in contact with the top surface of the rail _R1 . As shown in Fig. 6, the vertical displacement measuring unit 4 measures the vertical displacement of the rail R1 _under the first axis _A1 to the fourth axis _A4 of the vehicle _V1 by measuring the vertical displacement of the first axis A1 to the fourth axis _A4 . The vertical displacement measuring unit 4 includes a mechanical-electrical conversion unit _4a that converts the vertical displacement (mechanical displacement) of an axle box that rotatably accommodates both ends of the axles of the wheels of the bogies _{T1 and} T2 into an electric signal, and a link mechanism unit 4b that transmits the vertical displacement of the axle box to the mechanical-electrical conversion unit 4a by using an arm, a ball joint, etc. The vertical displacement measuring unit 4 outputs the measured vertical displacement of the rail _R1 to the control unit 9 as a rail vertical displacement signal (rail vertical displacement data).

The eccentric arrow track displacement calculation unit 5 shown in Fig. 5 is a means for calculating the eccentric arrow track displacements zt _,A , zt _,B at the axle positions of the first axis _A1 to the fourth axis _A4 of the vehicle _V1 by the eccentric arrow method. The eccentric arrow track displacement calculation unit 5 measures the relative vertical displacements at the positions of three of the four axles of the bogies _T1 and _T2 by the eccentric arrow method, and measures two types of eccentric arrow track displacements zt _,A , zt _,B depending on how the target axles are taken. Here, the eccentric arrow method is one of the track measurement techniques in which, as shown in Fig. 6, a reference line _L0 connecting two points on the rail _R1 is taken, and the vertical displacement (distance) of the rail _R1 from the reference line _{L0 at one point other than the midpoint of the reference line L0 is} measured. The eccentric arrow orbital displacement calculation unit 5 calculates the eccentric arrow orbital displacements zt,A and _zt ,B based on the reference line L0 generated by the reference line generation unit 3 shown in Figure 4 and the vertical displacement of the _rail R1 measured by _the vertical displacement measurement unit ₄ .

6, the eccentric arrow trajectory displacement calculation unit 5 draws a reference line _L0 connecting the first axis _A1 and the fourth axis _A4 , calculates the up-down displacement (vertical relative displacement) of the second axis _A2 with respect to the reference line _L0 , and calculates the up-down displacement (vertical relative displacement) of the third axis _A3 with respect to the reference line _L0 . The eccentric arrow trajectory displacement calculation unit 5 calculates the eccentric arrow trajectory displacement zt _,A of the second axis _A2 with respect to the reference line _L0 connecting the first axis _A1 and the fourth axis _A4 (hereinafter referred to as 1-2-4 axis eccentric arrow trajectory displacement) and the eccentric arrow trajectory displacement zt _{,B of} the third axis _A3 with respect to the reference line _L0 connecting the first axis _A1 and the fourth axis A4 (hereinafter referred to as 1-3-4 axis eccentric arrow trajectory displacement).

FIG. 5 is a theoretical model for calculating the 1-2-4 axle eccentric arrow track deviation z _t,A and the 1-3-4 axle eccentric arrow track deviation z _t,B . The eccentric arrow track deviation calculation unit 5 calculates the 1-2-4 axle eccentric arrow track deviation z _t,A (a ₂ ) and the 1-3-4 axle eccentric arrow track deviation z _t,B (a ₃ ) based on a model of a two-car train and a bridge as shown in FIG. 5. Here, the train T shown in FIG. 5 is modeled as a general conventional line inspection car, and it is assumed that the elevation deviation is measured by the four axles of the first car V ₁ of the two-car train running from left to right in the figure. The loads P ₁ to P ₄ are axle loads acting from the car V ₁ to the load positions P _A1 to P _A4 on the track R, and all of them are the same load P. Loads _P5 to _P8 are axle loads acting on the load positions _P5 to _P8 on the track R from the vehicle _V2 , and all of them are αP, which is α times the loads _P1 to _P4 . The load interval _Δ1 is the axle interval in the bogies _T1 and _T2 of the vehicles _V1 and _V2 . The load interval _Δ2 is the interval from the second axle _A2 to the third axle _A3 and from the sixth axle _A6 to the seventh axle _A7 . The load interval _Δ3 is the interval from the second axle _A2 of the vehicle _V1 to the third axle _A3 of the vehicle _V2 , which sandwiches the coupler of _the vehicles V1 and _V2 . The bridge _B1 is modeled as a simply supported beam with a uniform cross section, span length _Lb , and bending rigidity EI. The position _ai is the distance from the load _Pi to the left end of the girder _B3 . Deflection _zb is the displacement at the mid-span position _Lb /2 of bridge _B1 . Note that sections other than bridge _B1 are rigid decks, and the displacement is assumed to be 0. In this case, deflection _zb is expressed by the superposition of deflections zb _,i at the center of the span when each load _Pi acts on position _ai , as shown in the following equation 1, and is formulated as a function of position _a1 of the leading load _P1 .

Based on a model of a two-car train and bridge as shown in Figure 5, the eccentric arrow track deviation calculation unit 5 calculates the 1-2-4 axis eccentric arrow track deviation _zt,A ( _a2 ) at the position (position of interest) _a2 of the second axis _A2 and the 1-3-4 axis eccentric arrow track deviation zt _,B ( _a3 ) at the position (position of interest) _a3 of the third axis _A3 using the following equation 2.

Here, F _A (a ₂ ) and F _B (a ₃ ) shown in equation 2 are functions determined only from the positions a ₂ , a ₃ , the load intervals Δ ₁ , Δ ₂ , Δ ₃ and the span length L _b shown in Fig. 5. The eccentric arrow orbital deviation calculation unit 5 outputs the calculated 1-2-4 axis eccentric arrow orbital deviation z _t,A and 1-3-4 axis eccentric arrow orbital deviation z _t,B to the control unit 9 as eccentric arrow orbital deviation data D ₁ .

The travel distance calculation unit 6 shown in Fig. 4 is a means for calculating the travel distance of the vehicle _V1 . For example, the travel distance calculation unit 6 receives absolute position information output by an ATS on-board coil of an automatic train stop device (ATS) installed at a specific point on the track R to detect the absolute position of the vehicle _V1 , and calculates the travel distance of the vehicle V1 by integrating distance pulse signals output by a tachograph that detects the speed of the vehicle _V1 until the vehicle _V1 reaches the next ATS ground coil. The travel distance calculation unit 6 outputs the travel distance (movement distance) of _the vehicle _V1 from the starting point to the end point or from the end point to the starting point to the control unit 9 as travel distance data _D3 .

The measurement data storage unit 7 is a means for storing various measurement data D measured by the track displacement measuring device 2. As shown in Fig. 7, the measurement data storage unit 7 is a storage device for storing the eccentric arrow track displacement data _D1 calculated by the eccentric arrow track displacement calculation unit 5, the bridge data _D2 which is various information related to the bridges _B1 and _B2 , and the travel distance data D3 calculated by the travel distance calculation unit ₆ as measurement data (inspection data) D. Here, the bridge data _D2 is data related to, for example, the structure (distinction between single span and multi-span) of the bridges _B1 and _B2 shown in Figs. ₁ and ₂ , the positions of the bridges _B1 and B2 (travel distance (kilometers) from the start of the track to the entrance and exit of the bridges B1 and _B2 ), and the span length _Lb of the girder _B3 of the bridge _B1 . The measurement data storage unit 7 stores the eccentric arrow trajectory deviation data _D1 and the bridge data _D2 in chronological order in association with the travel distance data _D3 .

The measurement data transmission unit 8 shown in FIG. 4 is a means for transmitting measurement data D from the track displacement measurement device 2. As shown in FIG. 8, the measurement data transmission unit 8 is a transmitter that transmits measurement data D from the track displacement measurement device 2 to the deflection measurement device 11 via the communication device 10. The measurement data transmission unit 8 transmits the measurement data D to the deflection measurement device 11 in real time.

The control unit 9 shown in FIG. 4 is a central processing unit (CPU) that controls various operations related to the track displacement measuring device 2. The control unit 9, for example, outputs the reference line data generated by the reference line generating unit 3 to the eccentric arrow trajectory displacement calculation unit 5, outputs the vertical displacement data measured by the vertical displacement measuring unit 4 to the eccentric arrow trajectory displacement calculation unit 5, commands the eccentric arrow trajectory displacement calculation unit 5 to calculate the 1-2-4-axis eccentric arrow trajectory displacement zt _,A and the 1-3-4-axis eccentric arrow trajectory displacement zt _,B , outputs the eccentric arrow trajectory displacement data _D1 calculated by the eccentric arrow trajectory displacement calculation unit 5 to the measurement data storage unit 7, commands the measurement data storage unit ₇ to store the eccentric arrow trajectory displacement data D1, commands the traveling distance calculation unit 6 to calculate the traveling distance, outputs the traveling distance data _D3 output by the traveling distance calculation unit 6 to the measurement data storage unit 7, commands the measurement data storage unit 7 to store the traveling distance data _D3 , reads the measurement data D from the measurement data storage unit 7 and outputs it to the measurement data transmission unit 8, and commands the measurement data transmission unit 8 to transmit the measurement data D. The control unit 9 is connected to the reference line generating unit 3, the vertical displacement measuring unit 4, the eccentric arrow trajectory displacement calculating unit 5, the travel distance calculating unit 6, the measurement data storage unit 7 and the measurement data transmitting unit 8 so that they can communicate with each other.

The communication device 10 shown in FIG. 8 is a device that transmits measurement data D from the track displacement measurement device 2 to the deflection measurement device 11. The communication device 10 is a telecommunications line such as a telephone line or an internet line that connects the measurement data transmission unit 8 of the track displacement measurement device 2 to the measurement data receiving unit 12 of the deflection measurement device 11 so that they can communicate with each other in order to transmit the measurement data D from the measurement data transmission unit 8 of the track displacement measurement device 2 to the measurement data receiving unit 12 of the deflection measurement device 11.

The deflection measuring device 11 shown in Figures 3 and 8 is a device that measures the deflection _zb of bridges _B1 and _B2 . The deflection measuring device 11 estimates the maximum deflection Max( _zb ) of the girder _B3 of bridges _B1 and _B2 based on, for example, the elevation displacement measured by the track displacement measuring device 2 of the vehicle _V1 . The deflection measuring device 11 calculates the deflection zb of bridges _B1 and B2 by removing track displacement other than bridge displacement (bridge displacement component) and track displacement noise from the eccentric arrow track displacement data _D1 measured by the track displacement measuring _{device 2} . Since the eccentric arrow track displacement data _D1 measured by the track displacement measuring device 2 is the displacement of the running surface measured on each of the first axis _A1 to the fourth axis _A4 , the deflection measuring device 11 removes noise components such as displacements such as unevenness of the rail _R1 and warping of the girder _B3 other than the deflection components of the bridges _B1 , _B2 contained in the displacement of the running surface, and extracts only the bridge displacement from the displacement of the running surface to calculate the deflection _zb of the bridges _B1 , _B2 . The deflection measuring device 11 converts the 1-2-4 axis eccentric arrow orbital displacement zt _,A and the 1-3-4 axis eccentric arrow orbital displacement zt _,B into sinusoidal positive arrow orbital displacement zt _,A10 and sinusoidal positive arrow orbital displacement zt _,B10 , respectively, and measures the deflection _zb of bridges _B1 and B2 from the elevation measurement difference dzt _{,10 ,} which is the difference between the sinusoidal positive arrow orbital displacement zt _,A10 and the sinusoidal positive arrow orbital displacement zt, _B10 . As shown in Fig. 8, the deflection measuring device 11 includes a measurement data receiving unit 12, a measurement data storage unit 13, a sinusoidal positive arrow orbital displacement calculation unit 14, an elevation measurement difference calculation unit 15, deflection calculation units 16A and 16B, calculation condition data storage units 17A and 17B, a measurement data storage unit 18, a deflection measurement program storage unit 19, a display unit 20, a control unit 21, and the like. The deflection measuring device 11 is configured, for example, with a personal computer, and causes the computer to execute a predetermined process in accordance with a deflection measuring program. The deflection measuring device 11 executes the deflection measuring program on a track maintenance management database system (Laboratory's Conversational System (LABOCS)) that analyzes and processes railway-related data, such as track displacement and vehicle vibration, from various angles.

The measurement data receiving unit 12 shown in Fig. 8 is a means for receiving the measurement data D transmitted by the track irregularity measurement device 2. The measurement data receiving unit 12 receives the measurement data D transmitted by the track irregularity measurement device 2 through the communication device 10. The measurement data storage unit 13 is a means for storing the measurement data D transmitted by the track irregularity measurement device 2. The measurement data storage unit 13 is, for example, a storage device that stores the measurement data D transmitted by the track irregularity measurement device 2 in chronological order. The measurement data storage unit 13 stores eccentric arrow track irregularity data _D1 measured by the track irregularity measurement device ₂ together with bridge data D2 in association with traveling distance data _D3 .

The sinusoidal trajectory deviation calculation unit 14 is a means for calculating the sinusoidal trajectory deviations zt _,A10 and zt _,B10 by the sinusoidal trajectory deviation method. The sinusoidal trajectory deviation calculation unit 14 calculates the sinusoidal trajectory deviations zt _{,A10 and zt,B10} of the vehicle _V1 by the sinusoidal trajectory deviation method based on the 1-2-4-axis eccentric arrow trajectory deviation _zt, A and the 1-3-4-axis eccentric arrow trajectory deviation zt _,B calculated by the eccentric arrow trajectory deviation calculation unit 5. Here, the sinusoidal trajectory deviation method is one of the general trajectory measurement methods in which a reference line _L0 (a string stretched between two points on the rail _R1 ) connecting two points on the rail _R1 is taken, and the vertical displacement (distance) of the rail _R1 relative to the reference line _L0 at the midpoint of the reference line _L0 is measured. The sinusoidal positive arrow orbital displacement calculation unit 14 converts the 1-2-4 axis eccentric arrow orbital displacement z _t,A into sinusoidal positive arrow orbital displacement z _t,A10 , and converts the 1-3-4 axis eccentric arrow orbital displacement z _t,B into sinusoidal positive arrow orbital displacement z _t,B10 .

The sinusoidal deviation calculation unit 14 corrects the phase characteristics of the 1-2-4-axis eccentric arrow orbital deviation _zt,A and the 1-3-4-axis eccentric arrow orbital deviation zt _,B because the amplification factor (gain) of each wavelength component of the 1-2-4-axis eccentric arrow orbital deviation zt _,A and the 1-3-4-axis eccentric arrow orbital deviation zt _,B calculated by the eccentric arrow orbital deviation calculation unit 5 is the same but the phase characteristics are different. The sinusoidal deviation calculation unit 14 removes commonly observed components such as the track deviations on bridges _B1 and _B2 from the 1-2-4-axis eccentric arrow orbital deviation zt _,A and the 1-3-4-axis eccentric arrow orbital deviation zt, _B , and extracts only the deflection (displacement) components of bridges _B1 and _B2 from the 1-2-4-axis eccentric arrow orbital deviation zt _,A and the 1-3-4-axis eccentric arrow orbital deviation zt, _B . The sinusoidal arrow orbital displacement calculation unit 14 corrects the phase characteristics of the 1-2-4 axis eccentric arrow orbital displacement z _t,A and the 1-3-4 axis eccentric arrow orbital displacement z _t,B to be flat so that their phase characteristics become zero. The sinusoidal arrow orbital displacement calculation unit 14 converts the 1-2-4 axis eccentric arrow orbital displacement z _t,A and the 1-3-4 axis eccentric arrow orbital displacement z _t,B into a 10m sinusoidal arrow, which is a common waveform for track maintenance management as a waveform with a flat phase characteristic. Here, the 10m sinusoidal arrow is a track displacement measured using a sinusoidal arrow with a chord length of 10m in the sinusoidal arrow method, and is the distance from the midpoint of the reference line L ₀ with a length of 10m to the rail R _1. The 10m sinusoidal arrow is a value obtained by subtracting the average value of the displacement at positions 5m forward and backward from the displacement of positions (positions of interest) a ₂ and a ₃ . The sinusoidal deviation calculation unit 14 converts the 1-2-4 axis eccentric arrow deviation _zt,A and the 1-3-4 axis eccentric arrow deviation zt _,B into sinusoidal deviations (10m sinusoidal deviations) zt _,A10 and zt,B10 using a conversion filter such as a finite impulse response (FIR) filter, which is a type of digital filter. The sinusoidal deviation calculation unit 14 calculates the sinusoidal deviations zt _,A10 (a ₂ ) and zt _{,B10 (} a ₃ ) using the following equation 3.

Here, G _A and G _B in the formula 3 are transfer functions of the conversion filter, and ξ ₁₀ (a) is the track displacement other than the deflection z _b of the bridges B ₁ and B ₂ such as unevenness of the rail R ₁ .

Figure 9 is a graph showing an example of the results of measuring the track displacement, which is a sine wave with a wavelength of 10 m and an amplitude of 1, at the 1-2-4 and 1-3-4 eccentric arrows and converting it to a 10 m chord positive arrow using an FIR filter. Here, the vertical axis in Figure 9 is the amplitude, and the horizontal axis is the distance [m]. As shown in Figure 9 (A), at a wavelength of 10 m, there is a delay distance of about ±1 m in the measurement result at the eccentric arrow, but as shown in Figure 9 (B), it is appropriately corrected by the conversion filter, and it is confirmed that the 10 m chord positive arrow track displacement converted from the 1-2-4 axis eccentric arrow track displacement and the 1-3-4 axis eccentric arrow track displacement match.

FIG. 10 is a graph showing an example of the waveform of the eccentric arrow orbital displacement when passing through a bridge. FIG. 11 is a graph showing an example of the waveform of the 10m chord positive arrow orbital displacement when passing through a bridge converted from the eccentric arrow orbital displacement. Here, the vertical axis shown in FIG. 10 and FIG. 11 is the standardized displacement in which the maximum deflection value of the bridge is standardized to 1, and the horizontal axis is the intermediate axle position [m]. The chord positive arrow orbital displacement calculation unit 14 converts, for example, the 1-2-4 axis eccentric arrow orbital displacement z _t,A and the 1-3-4 axis eccentric arrow orbital displacement z _t,B, which have different phases as shown in FIG. 10, into the chord positive arrow orbital displacement z _t,A10 and z _t,B10 , which have the same phase as shown in FIG. 11, by a conversion filter. The chord positive arrow orbital displacement calculation unit 14 outputs the calculated chord positive arrow orbital displacement z _t,A10 and z _t,B10 to the control unit 21 as the chord positive arrow orbital displacement data D ₄ .

The elevation difference calculation unit 15 shown in Fig. 8 is a means for calculating an elevation difference _dzt,10 , which is the difference between the sinusoidal positive arrow orbital displacement zt _,A10 converted from the 1-2-4 axis eccentric arrow orbital displacement zt _,A and the sinusoidal positive arrow orbital displacement zt _,B10 converted from the 1-3-4 axis eccentric arrow orbital displacement zt _, B. Here, the elevation difference corresponds to the deflection _zb of the girder _B3 measured at a certain distance when a load P is applied to the front and rear of the vehicle _V1 , and is proportional to the deflection _zb of the girder _B3 when the load P is known.

FIG. 12 is a graph showing an example of the waveform of the 10m chord elevation difference when passing through a bridge. Here, the vertical axis shown in FIG. 12 is the standardized displacement, and the horizontal axis is the intermediate axle position [m]. The elevation difference calculation unit 15 calculates the elevation difference (10m chord elevation difference) dz t _,10 , which is the difference between the chord positive arrow track displacement z _t,A10 and the chord positive arrow track displacement z _t,B10 calculated by the chord positive arrow track displacement calculation unit 14, as shown in FIG. 12. The elevation difference calculation unit 15 calculates the elevation difference dz _t,10 by synchronizing the positions of the chord positive arrow track displacements z _t,A10 and z _t,B10 , thereby removing common components such as the track displacement ξ ₁₀ (a) on bridges B ₁ and B ₂ shown in Equation 3, and extracting only the deflection (displacement) components of bridges B ₁ and B ₂ . The elevation measurement difference calculation unit 15 calculates the elevation measurement difference (difference value) dzt,10, which is the difference between the sinusoidal positive orbital displacement zt _,A10 ( _a2 ) and the sinusoidal positive orbital displacement zt _,B10 ( _a3 ), using the following equation ₄ , and outputs the calculated elevation measurement difference _dzt,10 to the control unit 21 as elevation measurement difference data _D5 .

The deflection calculation unit 16A shown in Fig. 8 is a means for calculating the deflection _zb of bridge _B1 . The deflection calculation unit 16A calculates the deflection _zb of bridge _B1 based on the measurement results of the track displacement measurement device 2. The deflection calculation unit 16A calculates the deflection zb of bridge _B1 based on the 1-2-4 axis eccentric arrow track displacement zt _,A and the 1-3-4 axis eccentric arrow track displacement zt _,B . The deflection calculation unit 16A calculates the _{deflection zb of} bridge _B1 based on the elevation measurement difference _dzt,10 . The deflection calculation unit 16A estimates the deflection zb of the bridge _B1 by utilizing the fact that the maximum value of the difference between the sinusoidal orbital displacement zt _,A10 and the sinusoidal orbital displacement _zt,B10 calculated by the sinusoidal orbital displacement calculation unit 14 is proportional to the maximum value of the deflection _zb at the center of the span of the bridge _B1 . The deflection calculation unit 16A multiplies the elevation measurement difference _{dzt ,10} by a conversion coefficient (proportionality constant) _KLb for each span length _{Lb of} the bridge B1 to calculate the deflection _zb of the bridge _B1 . For example, the deflection calculation unit 16A extracts the maximum elevation measurement difference Max(dzt _,10 ) of the single-span bridge _B1 as shown in FIG. ₁ from the elevation measurement difference data D5, and theoretically calculates the maximum deflection (maximum deflection at the center of the girder) Max( _zb ). The deflection calculation unit 16A multiplies the maximum elevation measurement difference Max(dz _t,10 ) by a conversion coefficient K _Lb for each span length L _b of the bridge B ₁ according to the following equation 5.

Here, the maximum deflection Max( _zb ) of bridge _B1 shown in equation 5 is a function of the load P, the bending rigidity EI of bridge _B1 , the load intervals _Δ1 , _Δ2 , _Δ3 , and the span length _Lb. The conversion coefficient _KLb is a coefficient for converting the elevation measurement difference dzt _,10 into deflection _zb , and is a proportional constant that depends only on the span length _Lb.

Next, a description will be given of the conversion coefficients used when calculating the deflection of a single span bridge in the bridge deflection measuring device according to the embodiment of the present invention.
Fig. 13 is a graph showing an example of a conversion coefficient used when calculating the deflection of a single-span bridge with a span length of 5 to 60 m using a track inspection car for a typical conventional railway line as shown in Fig. 1. The vertical axis in Fig. 13 is the conversion coefficient K _Lb , and the horizontal axis is the span length [m]. The deflection calculation unit 16A multiplies the elevation measurement difference dz _t,10 measured when a vehicle V ₁ passes over a single-span bridge B ₁ as shown in Fig. 1 by the conversion coefficient K _Lb corresponding to the span length L _b of this bridge B ₁ to calculate the deflection z _b of bridge B _1. The deflection calculation unit 16A outputs the calculated deflection z _b of bridge B ₁ to the control unit 21 as deflection data D ₆ .

The deflection calculation unit 16B shown in Fig. 8 is a means for calculating the deflection _zb of bridge _B2 . The deflection calculation unit 16B calculates the deflection _zb of bridge _B2 based on the measurement results of the track displacement measurement device 2. The deflection calculation unit 16B calculates the deflection zb of bridge _B2 based on the 1-2-4 axis eccentric arrow track displacement zt _,A and the 1-3-4 axis eccentric arrow track displacement zt _,B . The deflection calculation unit 16B calculates the _{deflection zb of} bridge _B2 based on the elevation measurement difference _dzt,10 . The deflection calculation unit 16B estimates the deflection z b of bridge B ₂ by utilizing the fact that the maximum value of the difference between the sinusoidal orbital displacement z _t,A10 and the sinusoidal orbital displacement z _t,B10 calculated by the sinusoidal orbital displacement calculation unit 14 is proportional to the maximum value of the deflection z _b at the center of the span of bridge B _2. The deflection calculation unit 16B calculates the deflection z _b of bridge B ₂ based on the elevation measurement difference dz _t,10,model calculated by the girder deflection-elevation measurement difference conversion model (theoretical model) and the deflection z _{b ,model} of bridge B ₂ , and the elevation measurement difference dz _t,10 measured when vehicle V ₁ passes bridge B _2. The deflection calculation unit 16B calculates the deflection z _b of bridge B ₂ based on the girder deflection-elevation measurement difference conversion model for each bridge B ₂ . The deflection calculation unit 16B calculates, for example, the maximum deflection (maximum deflection at the center of the girder) Max(z _b ) of a multi-span bridge _B2 as shown in FIG. 2, by using a simple numerical simulation such as a girder deflection-height measurement difference conversion model (theoretical model).

Next, a girder deflection-to-height measurement difference conversion model used when measuring the deflection of a multi-span bridge using the bridge deflection measuring device according to the embodiment of the present invention will be described.
FIG. 14 is a schematic diagram showing an example of a girder deflection-height measurement difference conversion model for a simple girder bridge spanning two or more spans as shown in FIG. 2, where (A) is a girder-track model and (B) is a train model. The girder deflection-height measurement difference conversion model shown in FIG. 14(A) is constructed using the finite element method (FEM), which is one of the numerical analysis methods. Bridge B ₂ is a steel bridge that is easy to verify by relative comparison because the variation in material properties is small, and it is assumed that girders B ₃ of the same span length L _b are continuous, there is no significant decrease in the support stiffness of rail R ₁ such as the settlement of track R on the back of abutment B ₄ or the settlement of the roadbed, and the variation in the front and rear structures is small. In the girder-track model, seven consecutive 13.1 m railway support girders are modeled using beam elements to consider the influence of the front and rear girders _B 3. Girder _B3 is one element every 0.625m, and a vertical spring element assuming bearing _B6 is introduced at the girder end, and the other end of the spring element is connected to girder _B3 in the girder section. Girder _B3 uses the moment of inertia calculated from the cross section of the main girder (one side) and the Young's modulus of the steel. Rail _R1 introduces the specifications of a 60kg rail, assumes a direct track with no local reduction in support stiffness due to sleepers or ballast, divides the total length of about 100m into four between fastenings every about 0.625m, and models support by vertical spring elements assuming track pad _R2 every about 0.625m. Track pad _R2 introduces 40MN/m. However, these are provisional values to obtain the relationship between deflection _zb of girder _B3 and track displacement, and analysis was performed by changing the bending stiffness _EI of girder _B3 to obtain the conversion value from the height inspection difference to deflection zb of girder _B3 .

The train model shown in FIG. 14(B) was modeled as a load train by connecting two cars _V1 and _V2 shown in FIG. 2, and the position was changed every 0.01 m to perform the analysis. The specifications were set to match the actual track inspection car, with a car length of 25 m, a distance between the bogie centers of 17.5 m, an axle interval of 2.5 m, an axle load of 97 kN (wheel load 48.5 kN) for the first car, and an axle load of 121 kN (wheel load 60.5 kN) for the second car. The eccentric arrow track displacement obtained by the inspection car was calculated by recording the displacement of each axle position of the first axle _A1 to the fourth axle _A4 as the analysis result. In addition, when the axle position is between nodes, the load is distributed and loaded to the two adjacent nodes according to the distance, and the displacement of the load position is interpolated using the shape function of the Euler beam. The above finite element model was implemented in the numerical analysis software MATLAB (registered trademark). A method using LQ decomposition was used for release.

We used provisional values to evaluate whether the elevation difference can be calculated with sufficient accuracy for practical use by the girder deflection-height inspection difference conversion model shown in Figure 14. Figure 15 (A) is a graph showing the waveform of the elevation difference calculated by calculating the 1-2-4 axis eccentric arrow track displacement and the 1-3-4 axis eccentric arrow track displacement using provisional values by the girder deflection-height inspection difference conversion model shown in Figure 14, converting them to 10m chord positive arrow track displacement, and correcting the phase. Figure 15 (B) is a graph showing the waveform of the elevation difference dz _t,10 measured by a track inspection car of the same composition as the train model for an actual bridge B ₂ as shown in Figure 2, which is approximate to the girder-track model shown in Figure 14. The vertical axis in Figure 13 is track displacement [mm], and the horizontal axis is position [m]. The waveform of the elevation difference by the girder deflection-elevation inspection difference conversion model shown in Figure 15(A) is similar to the waveform of the elevation difference measured by a track inspection car running on an actual bridge shown in Figure 15(B), and it was confirmed that the elevation difference can be calculated with practically acceptable accuracy using the girder deflection-elevation inspection difference conversion model shown in Figure 14. As a result, it was confirmed that the deflection of each girder can be estimated from the elevation inspection difference using the girder deflection-elevation inspection difference conversion model shown in Figure 14. In the girder deflection-elevation inspection difference conversion model, the maximum elevation inspection difference Max(dz _t,10,model )=±1.4mm for the maximum deflection Max(z _b, model )=4mm of bridge _B2 , but the maximum elevation inspection difference Max(dz _t,10 )=±1.1mm measured by a track inspection car. For this reason, if the relationship between girder deflection and height measurement difference is linear, the actual maximum deflection of bridge _B2 is estimated to be approximately Max(z _b ) = 4 [mm] × (1.1 [mm]/1.4 [mm]) = 3.1 mm.

The deflection calculation unit 16B shown in Fig. 8 calculates the maximum deflection Max(z b ) of bridge B ₂ based on the maximum elevation measurement difference Max(dz _t,10,model ) and the maximum deflection Max(z _b, model ) of bridge B ₂ based on the model calculated using the girder deflection-elevation measurement difference conversion model of multi-span bridge B ₂ as shown in Fig. 2, and the maximum elevation measurement difference Max(dz _t,10 ) based on the theory shown in Equation 4. The deflection calculation unit 16B multiplies the maximum elevation measurement difference Max(dz _{t ,10} ) by the conversion coefficient (proportional constant) K _Lb,model for each bridge B ₂ using the following Equation 6 to calculate the maximum deflection Max(z _b ) of bridge B ₂ , and outputs the calculated deflection z _b of bridge B ₂ to the control unit 21 as deflection data D ₆ .

Here, the conversion coefficient K _Lb,model shown in Equation 6 is a value obtained by dividing the deflection z _b, model of bridge B ₂ by the elevation inspection difference (10m elevation inspection difference) dz _t,10,model , which is calculated in advance using the girder deflection-elevation inspection difference conversion _model generated for _{each bridge B 2. The} conversion coefficient K _Lb,model uses the ratio between the maximum elevation inspection difference Max(dz _{t,10, model} ) by the model and the maximum elevation inspection difference Max(dz _t,10 ) by the actual measurement, and increases or decreases the maximum deflection Max(z _b,model ) of the model girder B ₃ by the same ratio. The conversion coefficient K _Lb,model assumes linearity between the maximum deflection Max(z _b ) of bridge _B2 and the maximum deflection Max(z _{b ,model ) of model girder B3 in order to estimate the maximum deflection Max(z b )} of girder _B3 of the actual bridge.

The calculation condition data storage unit 17A shown in Fig. 8 is a means for storing various data required for calculating the deflection _zb of the bridge _B1 . The calculation condition data storage unit 17A stores, as calculation condition data, calculation conditions such as the correspondence between the span length _Lb of the girder _B3 of the bridge _B1 and the conversion coefficient _KLb . The calculation condition data storage unit 17A is a storage device that stores, for example, the calculation condition data together with the bridge data _D2 for each bridge _B1 in association with the travel distance.

The calculation condition data storage unit 17B is a means for storing various data required for calculating the deflection _zb of bridge _B2 . The calculation condition data storage unit 17B stores, as calculation condition data, calculation conditions such as the conversion coefficient K _Lb,model calculated by the girder deflection-height measurement difference conversion model of each bridge _B2 . The calculation condition data storage unit 17B is, for example, a storage device that stores the calculation condition data for each bridge _B2 together with the bridge data _D2 in association with the travel distance.

The measurement data storage unit 18 is a means for storing various measurement data related to the deflection measuring device 11. The measurement data storage unit 18 is a storage device that stores, for example, the sinusoidal orbit displacement data _D4 , the elevation measurement difference data _D5 , and the deflection data _D6 calculated by the deflection measuring device 11 in chronological order for each bridge _B1 , _B2 in association with the bridge data _D2 and the travel distance data _D3 .

The deflection measurement program storage unit 19 is a means for storing a deflection measurement program for measuring the deflection _zb of the bridges B ₁ and B _2. The deflection measurement program storage unit 19 is a storage device or the like that stores a deflection measurement program read from an information recording medium or a deflection measurement program downloaded through an electric communication line.

The display unit 20 is a means for displaying various information related to the deflection measuring device 11. The display unit 20 is a display device that displays, for example, the measurement results of the track displacement measuring device 2 and the calculation results of the deflection measuring device 11 on a screen. For example, the display unit 20 displays the eccentric arrow track displacement data _D1 on the screen in correspondence with the bridge data _D2 and the travel distance data _D3 , and also displays the chordal positive arrow track displacement data _D4 , the elevation measurement difference data _D5 , and the deflection data _D6 on the screen in correspondence with the travel distance data _D3 .

The control unit 21 is a central processing unit (CPU) that controls various operations related to the deflection measurement device 11. The control unit 21 reads out a deflection measurement program from the deflection measurement program storage unit 19, and executes a deflection measurement process in accordance with this deflection measurement program. The control unit 21, for example, outputs the measurement data D received by the measurement data receiving unit 12 to the measurement data storage unit 13, commands the measurement data storage unit 13 to store the measurement data D, reads out the measurement data D from the measurement data storage unit 13 and outputs it to the sinusoidal trajectory displacement calculation unit 14, commands the sinusoidal trajectory displacement calculation unit 14 to calculate the sinusoidal trajectory displacements z _t,A10 and z _t,B10 , outputs the sinusoidal trajectory displacement data D ₄ output by the sinusoidal trajectory displacement calculation unit 14 to the measurement data storage unit 18, commands the measurement data storage unit 18 to store the sinusoidal trajectory displacement data D ₄ , reads out the sinusoidal trajectory displacement data D ₄ from the measurement data storage unit 18 and outputs it to the elevation inspection difference calculation unit 15, commands the elevation inspection difference calculation unit 15 to calculate the elevation inspection difference dz _t,10 , and outputs the elevation inspection difference data D The control unit ₁₃ outputs the elevation inspection difference data D5 to the measurement data storage unit ₁₈ , commands the measurement data storage unit 18 to store the elevation inspection difference data D5, reads out the elevation inspection difference data _D5 from the measurement data storage unit 18 and outputs it to the deflection calculation units 16A, 16B, reads out the calculation condition data from the calculation condition data storage units 17A, 17B and outputs it to the deflection calculation units 16A, 16B, commands the deflection calculation units _16A , 16B to calculate the deflection _zb of the bridges B1, _B2 , outputs the deflection data _D6 output by the deflection calculation units 16A, 16B to the measurement data storage unit ₁₈ , commands the measurement data storage unit 18 to store the deflection data D6, and commands the display unit 20 to display various data. The control unit 21 is connected to the measurement data receiving unit 12, the measurement data memory unit 13, the chord arrow orbit displacement calculation unit 14, the elevation measurement difference calculation unit 15, the deflection calculation units 16A, 16B, the calculation condition data memory units 17A, 17B, the measurement data memory unit 18, the deflection measurement program memory unit 19 and the display unit 20 so that they can communicate with each other.

Next, a bridge deflection measuring method according to an embodiment of the present invention will be described.
The deflection measurement method #100 shown in Figures 16 and 17 is a method for measuring the deflection _zb of bridges _B1 and _B2 . The deflection measurement method #100 includes a sinusoidal track displacement measurement process #110, an elevation measurement difference calculation process #120, and a deflection calculation process #130.

The sinusoidal orbital deviation measurement process #110 is a process of calculating the sinusoidal orbital deviations zt _,A10 and zt _,B10 by the sinusoidal orbital deviation method. In the sinusoidal orbital deviation measurement process #110, the measurement data D relating to the 1-2-4-axis eccentricity arrow orbital deviation zt _,A , the 1-3-4-axis eccentricity arrow orbital deviation zt _,B , and the span length _Lb of bridge _B1 are input from the track deviation measurement device 2 to the deflection measurement device 11. In the sinusoidal orbital deviation measurement process #110, the sinusoidal orbital deviation calculation unit 14 converts the 1-2-4-axis eccentricity arrow orbital deviation zt, _A and the 1-3-4-axis eccentricity arrow orbital deviation zt _,B into the sinusoidal orbital deviations zt, _A10 and _zt,B10 by the formula 3. As a result, the waveforms of the 1-2-4 axis eccentric arrow orbital displacement z _t,A and the 1-3-4 axis eccentric arrow orbital displacement z _t,B, which have different phases as shown in FIG. 10, are corrected to the waveforms of the sinusoidal positive arrow orbital displacement z _t,A10 and z _t,B10, which have the same phase as shown in FIG. 11.

The elevation difference calculation step #120 is a step of calculating the elevation difference dz _t, 10, which is the difference between the sinusoidal positive orbital displacement z _t,A10 converted from the 1-2-4-axis eccentric arrow orbital displacement z _t,A and the sinusoidal positive orbital displacement z _t,B10 converted from the 1-3-4-axis eccentric arrow orbital displacement z _{t ,B. In the elevation difference calculation step #120, the elevation difference calculation unit 15 calculates the elevation difference dz t,} 10, which is the difference between the sinusoidal positive orbital displacement z _{t ,A10} and the sinusoidal positive orbital displacement z t, _B10 , by equation 4. As a result, as shown in FIG. 12, common components such as the track displacement ξ ₁₀ (a) on bridges B ₁ and B 2 are removed, and only the deflection (displacement) components of bridges B ₁ and B ₂ are extracted.

The deflection calculation process #130 is a process of calculating the deflection _zb of bridges _B1 and _B2 based on the measurement results of the track displacement measurement device 2. In the deflection calculation process #130, the deflection zb of bridges _B1 and B2 is calculated based on the 1-2-4 axis eccentricity arrow track displacement zt _,A and the 1-3-4 axis eccentricity arrow track displacement _{zt , B} . In the deflection calculation process #130, the deflection _zb of bridges _B1 and _B2 is calculated based on the elevation measurement difference _dzt,10 . In deflection calculation step #130, the deflection calculation units 16A, 16B extract the maximum elevation measurement difference Max(dz _t,10 ) from the elevation measurement difference dz t, ₁₀ , and calculate the maximum deflection Max(z _b ) of bridges B ₁ , B _2. In deflection calculation step #130, for a single-span bridge B ₁ as shown in Figure 1, the deflection z _b of bridge B ₁ is calculated by multiplying the conversion coefficient _{K Lb for} each span length L b of bridge B ₁ by the elevation measurement difference dz _t,10 . In deflection calculation step #130, for example, the maximum deflection Max(z b ) of bridge B 1 is calculated by multiplying the conversion coefficient K _Lb corresponding to the span length L _b of bridge B ₁ , which has been theoretically calculated in advance as shown in Figure 13 _and equation ₅ , by the maximum elevation measurement difference Max(dz _{t,10 )} . In deflection calculation step #130, for multi-span bridge B ₂ as shown in Figure 2, the deflection z _b of bridge B ₂ is calculated based on the girder deflection-elevation measurement difference conversion model for each bridge B 2. In deflection calculation step #130, for example, the conversion coefficient K _Lb,model for bridge B ₂ , which has been calculated in advance by the finite element method as shown in Figure 14 and equation ₆ , by the maximum elevation measurement difference Max(dz _{t ,10} ).

Next, the operation of the bridge deflection measuring device according to the embodiment of the present invention will be described.
The following description will focus on the operation of the control unit 21 shown in FIG.
18, in step (hereinafter referred to as S) 100, the control unit 21 reads the deflection measurement program from the deflection measurement program storage unit 19. When the control unit 21 reads the deflection measurement program, the control unit 21 starts a series of deflection measurement processes.

In S110, the control unit 21 commands the sinusoidal trajectory displacement calculation unit 14 to calculate the sinusoidal trajectory displacements zt _,A10 and zt _,B10 . The control unit 21 reads out the eccentric arrow trajectory displacement data _D1 from the measurement data storage unit 13, and outputs the eccentric arrow trajectory displacement data _D1 to the sinusoidal trajectory displacement calculation unit 14. As a result, the sinusoidal trajectory displacement calculation unit 14 converts the eccentric arrow trajectory displacement data _D1 to the sinusoidal trajectory displacement data _D4 by equation 3, and when the sinusoidal trajectory displacement calculation unit 14 outputs the sinusoidal trajectory displacement data _D4 to the control unit 21, the sinusoidal trajectory displacement data _D4 is stored in the measurement data storage unit 18.

In S120, the control unit 21 commands the elevation difference calculation unit 15 to calculate the elevation difference dz _t,10 . The control unit 21 reads out the sinusoidal trajectory displacement data D ₄ from the measurement data storage unit 13, and outputs the sinusoidal trajectory displacement data D ₄ to the elevation difference calculation unit 15. As a result, the elevation difference calculation unit 15 calculates the elevation difference data D ₅ from the sinusoidal trajectory displacement data D ₄ using equation 4, and when the elevation difference calculation unit 15 outputs the elevation difference data D ₅ to the control unit 21, the elevation difference data D ₅ is stored in the measurement data storage unit 18.

In S130, the control unit 21 commands the deflection calculation unit 16A to calculate the deflection _zb of the single-span bridge _B1 . The control unit 21 reads bridge data _D2 from the measurement data storage unit 13 and determines whether the bridge _B1 has one span as shown in Fig. 1. If the control unit 21 determines that the bridge _B1 has a single span, the control unit 21 reads conversion coefficient data related to the conversion coefficient _KLb , which has been calculated in advance according to the theory shown in Fig. 13, from the calculation condition data storage unit 17A and outputs this conversion coefficient data to the deflection calculation unit 16A. The control unit 21 reads elevation inspection difference data _D5 within the section of bridge _B1 from the measurement data storage unit 13 and outputs the elevation inspection difference data _D5 within the section of bridge _B1 to the deflection calculation unit 16A. The deflection calculation unit 16A searches for elevation inspection difference data _D5 within the section of bridge _B1 and extracts the maximum elevation inspection difference Max(dzt _,10 ). As a result, the deflection calculation unit 16A multiplies the maximum elevation inspection difference Max(dzt _,10 ) by the conversion coefficient _KLb using equation 5 to calculate the maximum deflection Max( _zb ) of bridge _B1 . The deflection calculation unit 16A outputs the deflection data _D6 to the control unit 21, and the deflection data _D6 is stored in the measurement data storage unit 18.

In S140, the control unit 21 commands the deflection calculation unit 16B to calculate the deflection _zb of the multi-span bridge _B2 . The control unit 21 reads the bridge data _D2 from the measurement data storage unit 13 and determines whether the bridge _B2 has two or more spans as shown in Fig. 2. If the control unit 21 determines that the bridge _B2 has multiple spans, the control unit 21 reads conversion coefficient data related to the conversion coefficient KLb _,model calculated in advance using a simulation model as shown in Fig. 14 from the calculation condition data storage unit 17B and outputs this conversion coefficient data to the deflection calculation unit 16B. The control unit 21 reads the elevation measurement difference data _D5 within the section of the bridge _B2 from the measurement data storage unit 13 and outputs the elevation measurement difference data _D5 within the section of the bridge _B2 to the deflection calculation unit 16B. The deflection calculation unit 16B searches for elevation inspection difference data _D5 within the section of bridge _B2 and extracts the maximum elevation inspection difference Max(dzt _,10 ). As a result, the deflection calculation unit 16B multiplies the maximum elevation inspection difference Max(dzt _,10 ) by the conversion coefficient KLb _,model according to equation 6 to calculate the maximum deflection Max( _zb ) of bridge _B2 . The deflection calculation unit 16B outputs the deflection data _D6 to the control unit 21, and the deflection data _D6 is stored in the measurement data storage unit 18.

In S150, the control unit 21 commands the display unit 20 to display the calculation results. The control unit 21 reads out the deflection data _D6 and the like from the measurement data storage unit 18, and outputs the deflection data _D6 and the like to the display unit 20. As a result, the display unit 20 displays the maximum deflection Max(z _b ) of bridges B ₁ and B ₂ and the like on the screen.

The bridge deflection measuring method, the deflection measuring device, and the bridge deflection measuring program according to the embodiment of the present invention have the following effects.
(1) In this embodiment, the deflection _zb of bridges _B1 and _B2 is calculated based on the measurement results of the track displacement measuring device ₂ that measures the 1-2-4 axis eccentricity arrow track displacement zt _,A and the 1-3-4 axis eccentricity arrow track displacement zt _,B on bridges _B1 and _B2 from a vehicle _V1 traveling on the bridges _B1 and _B2 . Therefore, the deflection zb of bridges _B1 and _B2 can be easily measured using the eccentricity arrow track displacement measured from a vehicle _V1 traveling on bridges _B1 and _B2 . As a result, abnormalities in bridges _B1 and _B2 can be detected early by measuring the track displacement from the on-board side. In addition, the deflection zb of bridges _B1 and B2 can be measured at low cost based on the past measurement data D by a track inspection vehicle that has been measured and accumulated on a daily basis while periodically traveling on the _{track R.} For example, by using the measurement data D of track displacement measured by a track inspection vehicle that is widely used worldwide, the versatility of the method of estimating the deflection z _b of bridges B ₁ and B ₂ from on-board the vehicle can be dramatically improved. Also, in areas such as rural quiet railway sections where the deflection measurement of bridges B ₁ and B ₂ has not been sufficiently carried out due to a lack of human and economic resources, the performance of bridges B ₁ and B ₂ can be easily and comprehensively inspected, so that the risk to safety can be significantly reduced. Furthermore, since it becomes possible to quantitatively evaluate the safety and usability of bridges B ₁ and B ₂ as specified in the design, it is possible to realize Condition Based Maintenance (CBM), which is a maintenance method in which the condition of bridges B ₁ and B ₂ is monitored in real time and maintenance is performed according to the condition.

(2) In this embodiment, the vehicle V1 that measures the track irregularities at the four axle positions from the first axle _A1 to the fourth axle _A4 in one car is a two-bogie inspection vehicle. In this embodiment, the track irregularity measuring device ₂ measures the 1-2-4 axle eccentricity track irregularity _{zt ,A of the second axle A2 and the 1-3-4 axle eccentricity track irregularity zt,B of the} third axle _A3 relative to the first axle _A1 and the fourth axle A4. In addition, in this embodiment, the deflection _zb of bridges _B1 and _B2 is calculated based on the 1-2-4 axle eccentricity track irregularity zt _,A and the 1-3-4 axle eccentricity track irregularity zt, _B . Therefore, the maximum displacement of bridges _B1 and _B2 when the vehicle passes can be easily estimated from on-board the vehicle by the two track irregularities measured on the traveling vehicle _V1 . For example, the deflection z _b of bridges B ₁ and B ₂ can be easily measured by using a two-bogie inspection vehicle used in conventional railway lines in Japan. As a result, it is now possible to realize the deflection measurement of bridges B ₁ and B ₂ from on board a train, which has been desired but said to be impossible, even on conventional railway lines. Also, the deflection z _b of bridges B ₁ and B ₂ when a train passes can be measured only by measuring the track displacement with a general _two -bogie inspection vehicle, whereas it was previously necessary to measure each bridge from the ground. Furthermore, since the 1-2-4 axis eccentricity arrow track displacement z _{t ,A and} the 1-3-4 axis eccentricity arrow track displacement z _t,B obtained by a normal track inspection vehicle can be used, the deflection z _b of bridges B ₁ and B ₂ can be easily estimated without the need to expand the system or introduce new equipment.

(3) In this embodiment, the elevation measurement difference dzt _{,10, which is the difference between the sinusoidal positive arrow track displacement zt,A10 converted} from the 1-2-4-axis eccentric arrow track displacement zt _,A and the sinusoidal positive arrow track displacement zt _,B10 converted from the 1-3-4-axis eccentric arrow track displacement zt _,B, is calculated, and the deflection _zb of bridges _B1 and _B2 is calculated based on the elevation measurement difference dzt _,10 . Therefore, by clarifying the relationship between the two track displacements measured by the two-bogie inspection vehicle and the girder deflection, a method for converting the two track displacements to girder deflection can be constructed, and the girder deflection can be easily estimated. For example, by converting the 1-2-4-axis eccentric arrow orbital displacement zt _,A and the 1-3-4-axis eccentric arrow orbital displacement zt _,B into sinusoidal positive arrow orbital displacement _zt,A10 and zt _,B10 using a conversion filter, it is possible to correct the 1-2-4-axis eccentric arrow orbital displacement zt _,A and the 1-3-4-axis eccentric arrow orbital displacement zt _,B , which have different phases. For example, by calculating the height measurement difference dzt _,10 by differential processing of the sinusoidal positive arrow orbital displacements zt _,A10 and zt _,B10 , it is possible to cancel out the track displacements other than those of bridges _B1 and _B2 , and to extract only the components of the track displacements caused by bridge deflection.

(4) In this embodiment, the deflection zb of bridge _B1 is calculated by multiplying the elevation measurement difference dzt _,10 by the conversion coefficient _KLb for each span length _Lb of bridge B1. In this embodiment, the deflection _zb of bridge _B1 at positions _a2 , _a3 of loads _P2 , _P3 when two moving loads are applied by vehicles _V1 , _V2 is theoretically solved, so that the influence of loads at positions other than the measurement position of track irregularity can be quantified. Therefore, in this embodiment, it has been clarified that the _{deflection zb of} bridge _B1 when two moving loads are applied is proportional to the maximum value of the difference between the two moving load positions measured as track irregularity, and this proportionality constant depends only on the load intervals _Δ1 , _Δ2 , _Δ3 , span length _Lb , and the ratio of the two loads P. As a result, for example, the maximum elevation measurement difference Max(dz _t,10 ), which is the maximum value of the elevation measurement difference dz _{t,10 within} the bridge section, can be extracted, and the maximum deflection Max(z _b ) of bridge B ₁ can be easily calculated by multiplying the maximum elevation measurement difference Max(dz _t,10 ) by the conversion coefficient K _Lb corresponding to the bridge B 1 to be measured.

(5) In this embodiment, the deflection z _b of bridge B ₂ is calculated based on the girder deflection-elevation inspection difference conversion model for each bridge B _2. For this reason, a girder deflection-elevation inspection difference conversion model capable of qualitatively expressing the elevation inspection difference dz _t,10 linked to the actual girder behavior is created in advance for each bridge B ₂ , and the deflection z _b of bridge B ₂ can be easily calculated using this conversion model. For example, a conversion coefficient K _Lb,model according to the state of each bridge B ₂ is calculated in advance using the girder deflection-elevation inspection difference conversion model for each bridge B ₂ , and the maximum deflection Max(z _b ) of bridge B ₂ can be easily calculated by multiplying the maximum value of the elevation inspection difference dz _t,10 by the conversion coefficient K Lb, _model .

(6) In this embodiment, the deflection zb of the bridges _B1 and _B2 is calculated by the deflection calculation units _{16A and 16B} based on the measurement results of the track displacement measurement device 2 that measures the 1-2-4 axis eccentricity arrow track displacement zt _,A and the 1-3-4 axis eccentricity arrow track displacement zt _{, B} on the bridges _B1 and B2 from the vehicle V1 traveling on the bridges B1 and _B2 . Therefore, it is possible to cancel out the influencing factors that are commonly mixed into the displacements of the two positions _{a2 and a3 ,} such as the track displacement (so-called static track displacement) ξ(x ₎ such as the unevenness of the rail _R1 and the warp of the girder B3 other than the _bridge displacement. As a result, it is possible to cancel out various components such as the unevenness of the rail _R1 other than the deflection zb of the bridges _B1 and _B2 by differential processing, and to accurately measure the deflection _zb of the bridges B1 and _B2 . Furthermore, by considering a simple configuration and specifications, such as a simple deflection inspection vehicle for bridges _B1 and _B2 , it can be lent to local quiet railway sections or used for on-site measurement and evaluation.

(7) In this embodiment, the deflection zb of bridges _B1 and _B2 is calculated in the deflection calculation procedure based on the measurement results of the track displacement measuring device ₂ that measures the 1-2-4 axis eccentricity arrow track displacement zt _,A and the 1-3-4 axis eccentricity arrow track displacement zt _,B on bridges _B1 and _B2 from vehicle V1 traveling on bridges _B1 and _B2 . For this reason, the deflection measurement program can be implemented in an existing track maintenance management database system that is used by all Japanese railway companies and some overseas high-speed railways, and the deflection measurement program can be executed _on the track maintenance management database system. In addition, the deflection measurement program can be easily added to the existing track maintenance management database system as an optional function. As a result, for example, measurement data D already measured by a railway operator or the like can be analyzed by the deflection measurement program.

The present invention is not limited to the above-described embodiment, and various modifications and variations are possible as described below, which are also within the scope of the present invention.
(1) In this embodiment, the train T is composed of two test cars, but the present invention can be applied to the train T composed of three or one test car. For example, the present invention can be applied to a business train such as the Kiha E193 series diesel railcar of the East Japan Railway Company or the Maya 35 passenger car of the Hokkaido Railway Company. In addition, in this embodiment, the vehicle _V1 is the leading vehicle and the vehicle _V2 is the trailing vehicle, but the present invention can be applied to the train _V1 is the trailing vehicle and the vehicle _V2 is the leading vehicle. Furthermore, in this embodiment, the vehicle _V1 is a railcar, but the present invention can be applied to the train V1 is a moving body other than a railcar. For example, the present invention can be applied to the train V1 is a moving body other than a railcar, such as a trolley such as a cart that carries tools or materials and runs on the track R, or a rail-road car that is a work vehicle that can run on both the track R and the road.

(2) In this embodiment, the deflection _zb at the center of the span of the girder _B3 of the bridges _B1 and _B2 is measured, but the present invention can be applied to the case where the deflection at any position of the girder _B3 is measured. In addition, in this embodiment, the track irregularity measuring device 2 continuously measures the track irregularity from the starting point to the end point, but the present invention can be applied to the case where the track irregularity measuring device 2 measures the track irregularity only within the section on the bridges _B1 and _B2 . Furthermore, in this embodiment, the travel distance calculating unit 6 calculates the travel distance of the train T based on the output signal of the tachograph and the output signal of the ATS on-board coil, but the present invention is not limited to such a detection method. For example, the travel distance of the train T can be calculated by using a GPS (Global Positioning System) or an autonomous navigation device (gyro) in combination.

(3) In this embodiment, the track displacement measuring device 2 and the deflection measuring device 11 transmit and receive the measurement data D via the communication device 10, but the present invention can also be applied to a case where the deflection measuring device 11 is integrated into the track displacement measuring device 2. Also, in this embodiment, the conversion coefficient K _Lb is calculated by theory for the single-span bridge _B1 , and the conversion coefficient K _Lb,model is calculated by a girder deflection-height inspection difference conversion model for the multi-span bridge _B2 , but the calculation method of the conversion coefficients K _Lb and K _Lb,model is not limited to this embodiment. For example, the present invention can also be applied to a case where the conversion coefficient is calculated by a girder deflection-height inspection difference conversion model for the single-span bridge _B1 , and the conversion coefficient is calculated by theory for the multi-span bridge _B2 . Furthermore, in this embodiment, the conversion coefficient K _Lb when the span length is within the range of 5 to 60 m has been described as an example, but the present invention can also be applied to cases where the conversion coefficient K _Lb is set for a span length L _b within any range.

(4) In this embodiment, the maximum deflection Max(z _b ) of the girder B ₃ of the actual bridge B ₂ is estimated by the conversion coefficient K _Lb,model assuming linearity. However, the present invention is not limited to the simplified method of measuring the deflection of the bridge B ₂ #100. For example, the present invention can be applied to a method of estimating the bending stiffness EI of the girder B ₃ , which is a parameter of the girder deflection-to-height measurement difference conversion model, based on the actually measured height measurement difference dz _b10 , and measuring the deflection z _b of the bridges B ₁ and B ₂ from the track displacement. For example, the present invention can be applied to a case where the bending stiffness EI of the girder B ₃ in the conversion model is estimated to match the actually measured height measurement difference dz _b10 by numerical optimization such as the Newton method or the Markov chain Monte Carlo methods (MCMC methods). In this case, the input data are the girder span length of the target bridge and those before and after it, the girder bending rigidity (initial values) of the target bridge and those before and after it, the rail specifications of the target bridge and those before and after it, the track pad specifications of the target bridge and those before and after it, the number of running vehicles and axle loads, and the height measurement difference dz _b is used as the evaluation index to estimate the bending rigidity EI of girder _B3 that most closely matches the actual measurement, and the maximum deflection Max(z _b ) of bridges B ₁ and B ₂ can be estimated.

REFERENCE SIGNS LIST 1 Deflection measurement system 2 Track displacement measurement device 3 Reference line generation unit 4 Vertical displacement measurement unit 5 Eccentric arrow track displacement calculation unit 10 Communication device 11 Deflection measurement device 14 Chordal positive arrow track displacement calculation unit 15 Height measurement difference calculation unit 16A, 16B Deflection calculation unit 17A, 17B Calculation condition data storage unit 19 Deflection measurement program storage unit R Track R ₁ Rail B ₁ Bridge (single span bridge)
_B2 Bridge (Multi-span Bridge)
B ₃ digits L _b span length T train V ₁ car (2 bogie inspection car)
V ₂ vehicle T ₁ , T ₂ bogie A ₁ 1st axle A ₂ 2nd axle A ₃ 3rd axle A ₄ 4th axle P ₁ to P ₄ load P _A1 to P _A4 load position a ₁ to a ₄ position L ₀ reference line D measurement data D ₁ eccentric arrow track displacement data D ₂ bridge data D ₃ travel distance data D ₄ sine arrow track displacement data D ₅ height measurement difference data D ₆ deflection data K _Lb , K _Lb,model conversion coefficient z _t,A 1-2-4 axis eccentric arrow track displacement (eccentric arrow track displacement of the 2nd axle)
z _t,B 1-3-4 axis eccentricity arrow orbital deviation (eccentricity arrow orbital deviation of the 3rd axis)
z _t,A10 , z _t,B10 string masaya trajectory displacement dz _t,10 height measurement difference
Max(dz _t,10 ) , Max(dz _t,10,model ) Maximum height measurement difference z _b deflection
Max(z _b ), Max(z _b,model ) Maximum deflection

Claims (5)

A method for measuring deflection of a bridge, comprising the steps of: measuring deflection of the bridge based on eccentric arrow track deviation on the bridge measured by a track deviation measuring device of a vehicle traveling on the bridge ,
The vehicle is a two-bogie inspection vehicle that measures track irregularities at four axle positions from the first axle to the fourth axle within one vehicle,
the track deviation measuring device measures an eccentric arrow track deviation of the second shaft relative to the first shaft and an eccentric arrow track deviation of the third shaft relative to the fourth shaft,
A height measurement difference calculation process for calculating a height measurement difference which is the difference between a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the second axis and a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the third axis;
a deflection calculation step of calculating a deflection of the bridge based on the elevation measurement difference ;
A method for measuring bridge deflection, including: 2. The method for measuring deflection of a bridge according to claim 1 ,
the deflection calculation step includes a step of multiplying the elevation measurement difference by a conversion coefficient for each span length of the bridge to calculate the deflection of the bridge;
A method for measuring the deflection of a bridge, comprising: 2. The method for measuring deflection of a bridge according to claim 1 ,
the deflection calculation step includes a step of calculating the deflection of the bridge based on a conversion model of the girder deflection of each bridge and the height measurement difference;
A method for measuring the deflection of a bridge, comprising: A bridge deflection measuring device that measures the deflection of a bridge based on eccentric arrow track deviation on the bridge measured by a track deviation measuring device of a vehicle traveling on the bridge , comprising:
The vehicle is a two-bogie inspection vehicle that measures track irregularities at four axle positions from the first axle to the fourth axle within one vehicle,
the track deviation measuring device measures an eccentric arrow track deviation of the second shaft relative to the first shaft and an eccentric arrow track deviation of the third shaft relative to the fourth shaft,
An elevation difference calculation unit that calculates an elevation difference between a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the second axis and a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the third axis;
A deflection calculation unit that calculates the deflection of the bridge based on the elevation measurement difference ;
A bridge deflection measuring device equipped with the above. A bridge deflection measurement program for measuring the deflection of a bridge based on an eccentric track deviation on the bridge measured by a track deviation measurement device of a vehicle traveling on the bridge , comprising:
The vehicle is a two-bogie inspection vehicle that measures track irregularities at four axle positions from the first axle to the fourth axle within one vehicle,
the track deviation measuring device measures an eccentric arrow track deviation of the second shaft relative to the first shaft and an eccentric arrow track deviation of the third shaft relative to the fourth shaft,
A height measurement difference calculation procedure for calculating a height measurement difference which is the difference between a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the second axis and a sinusoidal positive arrow orbital displacement converted from the eccentric arrow orbital displacement of the third axis;
a deflection calculation procedure for calculating a deflection of the bridge based on the elevation measurement difference ;
A bridge deflection measurement program that runs on a computer.

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