Abstract A Bridge weigh-in-motion (B-WIM) system is able to estimate vehicle weights based on data gathered by sensors underneath the bridge structure. It is a valuable tool for many applications related to the assessment of bridges safety, already operating in many sites around the world. Although the dynamic behavior of the bridge structure is a well recognized troublesome point for the improvement in B-WIM algorithm performance, most of the current employed methods rely only on static assumptions. The main goal of the present study is to adapt a simplified dynamic modeling, proposed by a recent study, to work as a B-WIM algorithm. Three main modifications are performed: the implementation of a maximum likelihood approach to perform the influence line assembly strategy for data regarding multiple runs, the derivation of a weigh procedure and the inclusion of the full analytical dynamic model. As a result, the method described is able to calculate influence lines that are both continuous curves and a direct function of the vehicle speed. Furthermore, the overall procedure needs only simple matrix operations, resulting in a computational cost similar to the static algorithms. Numerical simulations related to bridges with distinct span lengths and road roughness profiles indicated that the adapted method is able to overcome the results of the current state-of-the-art methods, specially for longer bridges.

中文翻译：

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一种考虑桥梁动力响应建模的B-WIM算法

摘要 桥梁动态称重 (B-WIM) 系统能够根据桥梁结构下方的传感器收集的数据估算车辆重量。它是许多与桥梁安全评估相关的应用的宝贵工具，已经在世界各地的许多站点运行。尽管桥梁结构的动态行为是改善 B-WIM 算法性能的一个公认的麻烦点，但目前大多数采用的方法仅依赖于静态假设。本研究的主要目标是采用最近一项研究提出的简化动态建模，以用作 B-WIM 算法。执行三个主要修改：实施最大似然方法以执行有关多次运行的数据的影响线组装策略，推导称重程序并包含完整的分析动态模型。结果，所描述的方法能够计算既是连续曲线又是车辆速度的直接函数的影响线。此外，整个过程只需要简单的矩阵运算，导致计算成本类似于静态算法。与具有不同跨度长度和道路粗糙度剖面的桥梁相关的数值模拟表明，适应的方法能够克服当前最先进方法的结果，特别是对于较长的桥梁。整个过程只需要简单的矩阵运算，导致计算成本类似于静态算法。与具有不同跨度长度和道路粗糙度剖面的桥梁相关的数值模拟表明，适应的方法能够克服当前最先进方法的结果，特别是对于较长的桥梁。整个过程只需要简单的矩阵运算，导致计算成本类似于静态算法。与具有不同跨度长度和道路粗糙度剖面的桥梁相关的数值模拟表明，适应的方法能够克服当前最先进方法的结果，特别是对于较长的桥梁。