CN115265745A - Long-table-top static electronic rail weighbridge unbalance loading detection method - Google Patents
Long-table-top static electronic rail weighbridge unbalance loading detection method Download PDFInfo
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- CN115265745A CN115265745A CN202210922387.0A CN202210922387A CN115265745A CN 115265745 A CN115265745 A CN 115265745A CN 202210922387 A CN202210922387 A CN 202210922387A CN 115265745 A CN115265745 A CN 115265745A
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- G01—MEASURING; TESTING
- G01G—WEIGHING
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Abstract
A long-table-top static electronic rail weighbridge unbalance loading detection method comprises the following steps: selecting a weighing body with a length of a bearing platform meeting the requirement according to the type of a vehicle to be weighed, and uniformly installing N weighing sensors below the weighing body; respectively installing a proximity sensing unit on the first side and the second side of the bearing table; respectively connecting the N weighing sensors and the two proximity sensing units into a data acquisition instrument; the vehicle passes through the bearing table at a preset speed, and the change state of data collected in the data collection instrument is monitored in real time; when the value of one of the proximity sensing units is firstly changed from 0 to 1, determining that the vehicle is driven in from the side where the proximity sensing unit is located; monitoring the value change of the proximity sensing unit, recording the values of the N weighing sensors at the moment and calculating the sum pt2 when the value change is from 1 to 2; monitoring the value change of the proximity sensing unit, recording the values of the N weighing sensors at the moment and calculating the sum pt4 when the value is changed from 3 to 4; the deviation of the front and rear bogies of the vehicle is calculated to be 2pt2-pt4.
Description
Technical Field
The invention relates to the field of railway wagon unbalance loading detection, in particular to a long-platform static electronic rail weighbridge unbalance loading detection method.
Background
The long-platform static electronic track scale (static track scale for short) can realize high-precision parking static measurement of the railway wagon, and due to the inherent structure, the weight of the whole wagon can be generally measured at present, and the measurement is inaccurate when whether the front bogie and the rear bogie of the wagon are overweight or not is detected or is influenced by unfixed parking positions.
Fig. 1 is a schematic diagram of a long-table static electronic railroad track scale used in the prior art to weigh a vehicle, where no unbalanced load occurs, the total vehicle weight is Z, the front bogie weight is QZ, the rear bogie weight is HZ, and A1 to A4 are values of 4 weighing sensors, respectively, and then Z = QZ + HZ = A1+ A2+ A3+ A4, where QZ = A1+ A2 and HZ = A3+ A4. However, since the center of gravity of the vehicle changes with the change of the vehicle position, when the vehicle position changes to be different from that in fig. 1, the center of gravity of the vehicle shifts, A1+ A2 and A3+ A4 change the weight load, and although the total weight of Z = A1+ A2+ A3+ A4 does not change, A1+ A2 and A3+ A4 change, that is, QZ and HZ change, due to the shift of the center of gravity of the vehicle, the value of A1, A2, A3, A4 changes with the change of the center of gravity, and the difference between QZ-HZ changes accordingly, so that the deviation of the weight of the front and rear bogies changes greatly without changing the weight Z (A1 + A2+ A3+ A4), and thus the problem of whether the front and rear bogies have front and rear bogie weights cannot be calculated accurately. Therefore, the railroad track scale having the structure shown in fig. 1 cannot accurately calculate the front and rear truck weight deviation.
Because the requirements of the railway department on freight safety are improved at present, the unbalanced load of front and rear bogies and the unbalanced load of left and right of a vehicle are strictly controlled, the occurrence of the unbalanced load and the unbalanced load of the freight vehicle is required to be controlled at the source, if a set of detection equipment for the unbalanced load of the freight vehicle is independently installed, one detection equipment is possible to limit the position, the installation of the equipment is limited, and in addition, the repeated investment is caused, so that the waste of funds is caused.
Disclosure of Invention
The invention provides a long-table-surface static electronic rail weighbridge unbalance loading detection method which is used for solving the problems in the prior art.
In order to achieve the above object, the present invention provides a long platform static electronic rail weighbridge unbalance load detection method, which comprises:
selecting a scale body with a length of a bearing platform meeting the requirement according to the type of a vehicle to be weighed, and uniformly installing N weighing sensors below the scale body;
respectively installing a proximity sensing unit on the first side and the second side of the bearing table;
respectively connecting N weighing sensors and two proximity sensing units into a data acquisition instrument;
the method comprises the following steps that a vehicle passes through a bearing table at a preset speed, and the change state of data collected in a data collection instrument is monitored in real time;
when the value of one of the proximity sensing units is firstly changed from 0 to 1, determining that the vehicle is driven in from the side where the proximity sensing unit is located;
monitoring the value change of the proximity sensing unit, recording the values of the N weighing sensors at the moment and calculating the sum pt2 when the value change is from 1 to 2;
monitoring the value change of the proximity sensing unit, recording the values of the N weighing sensors at the moment and calculating the sum pt4 when the value is changed from 3 to 4;
the deviation of the front and rear bogies of the vehicle is calculated to be 2pt2-pt4.
In an embodiment of the invention, N =8.
In an embodiment of the present invention, the proximity sensing unit includes two proximity switches connected in parallel.
In an embodiment of the present invention, the predetermined speed is between 0.1km/h and 1 km/h.
In an embodiment of the present invention, the predetermined speed is between 1km/h and 10 km/h.
The long-table-top static electronic rail weighbridge unbalance loading detection method provided by the invention not only can obtain the weight of the whole vehicle, but also can detect the deviation between the front bogie and the rear bogie of the vehicle, the detection process is not influenced by the stopping and retreating of the vehicle, the parking, retreating and advancing at any position can be realized, the phenomena of losing tons, multiple vehicles and less vehicles can not be caused, and the obtained result completely meets the precision requirement.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of a prior art vehicle weighing using a long-table static electronic railroad track scale;
FIG. 2 is a schematic view of a load cell and proximity sensing unit in accordance with an embodiment of the present invention;
FIG. 3a is a schematic view of a vehicle in a first position during a weighing process in accordance with an embodiment of the present invention;
FIG. 3b is a schematic diagram of the sum of the values of all load cells and the variations K11 and K22 when the vehicle is in the first position;
FIG. 4a is a schematic view of a vehicle in a second position during a weighing process in accordance with an embodiment of the present invention;
FIG. 4b is a schematic view of the sum of the values of all load cells and the variations K11, K22 when the vehicle is in the second position;
FIG. 5a is a schematic view of a vehicle in a third position during a weighing process in accordance with an embodiment of the present invention;
FIG. 5b is a schematic diagram showing the sum of the values of all load cells and the variations of K11 and K22 when the vehicle is in the third position;
FIG. 6a is a schematic view of a vehicle in a fourth position during a weighing process in accordance with an embodiment of the present invention;
FIG. 6b is a schematic diagram showing the sum of the values of all load cells and the variations of K11 and K22 when the vehicle is in a fourth position;
FIG. 7a is a schematic illustration of a vehicle in a fifth position during a weighing process in accordance with an embodiment of the present invention;
fig. 7b is a diagram illustrating the sum of the values of all load cells and the changes of K11 and K22 when the vehicle is in the fifth position.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without inventive effort based on the embodiments of the present invention, are within the scope of the present invention.
In the prior art, when a railway wagon is stopped on a bearing platform, the weight needs to be acquired manually, and meanwhile, the deviation of a front bogie and a rear bogie is calculated according to the weight borne by a plurality of front sensors and a plurality of rear sensors. Because the bearing platform is a whole, when the vehicle is at different positions on the bearing platform, the weight borne by the single sensor is different, so that when the railway wagon stops at different positions, the calculated front and rear unbalanced weight data are different greatly and far exceed the precision requirement.
The invention relates to quasi-static weighing, namely, a vehicle passes through a bearing platform at a very low speed, and the sum of the numerical values of all weighing sensors is calculated at corresponding time and then calculated. The weight value is the sum of all weighing sensors and is independent of the position of the vehicle, so that the unbalance loading data of the vehicle can be accurately calculated, and the accuracy of the calculated weight of the whole vehicle is greatly higher than that of dynamic measurement because the vehicle moves forward at an extremely low speed and is close to a static state and the vehicle is completely positioned on a bearing table.
The invention provides a long-table-surface static electronic rail weighbridge unbalance load detection method, which comprises the following steps:
select the title body that plummer length satisfied the demand according to the motorcycle type of waiting to weigh the vehicle, weigh body below and evenly install a N weighing sensor, the plummer is issued and is equipped with and bears the rail, it is whole root rail to bear the rail, N equals 8 in this embodiment, be equipped with 8 weighing sensor promptly, as shown in fig. 2, 8 sensors are bilateral symmetry formula and arrange and install inboard bearing the rail, be less than the rail face, in other embodiments, can increase and decrease weighing sensor's quantity according to actual need, weigh with more accurate. In addition, the present invention does not limit whether the load cell is analog or digital. The degree of a common bearing table is 12-14 m, and when the vehicle is in an unconventional type, the length of the bearing table is selected according to the actual length of the vehicle;
a proximity sensing unit is respectively installed on the first side and the second side of the bearing table, and in this embodiment, the proximity sensing unit includes two proximity sensors (also called proximity switches) connected in parallel. One of the first side and the second side corresponds to a vehicle entering side, the other corresponds to a vehicle exiting side, and the sensing principle of the proximity sensor is that when a metal object approaches, a numerical value is changed. Since the wheel axle of the vehicle is made of metal, when the wheel axle (wheel rim) of the vehicle passes by after the proximity sensor is mounted, the value of the proximity sensor changes according to the rule that every time one wheel axle approaches, the value of the proximity sensor is +1, and the initial value of the proximity sensor is 0. Because the proximity sensor can only identify metal objects, the interference of other objects to the proximity sensor is avoided, and in addition, the proximity sensor is not contacted with the wheel, so that the proximity sensor is not easy to damage.
In order to ensure that the wheel axle is correctly identified to pass through and improve the anti-interference capability and stability, 2 proximity sensors are respectively installed on two sides of the bearing table to identify the wheel axle in the embodiment, fig. 2 is a schematic diagram of a weighing sensor and a proximity sensing unit in the embodiment of the invention and is a top view of the bearing table, as shown in fig. 2, two proximity sensors K1 and K1 'on the same side are connected in parallel to form a group of K11, and proximity sensors K2 and K2' on the other side are connected in parallel to form another group of K22.
Adopt proximity sensor discernment vehicle's shaft, especially in some loading or unloading occasions, owing to can frequently appear stopping and the car condition of moving back to the effect is very effective, can realize unmanned on duty automatic determination vehicle.
Respectively connecting the N weighing sensors and the two proximity sensing units into a data acquisition instrument;
the method comprises the following steps that a vehicle passes through a bearing table at a preset speed, and the change state of data collected in a data collection instrument is monitored in real time;
when the value of one of the proximity sensing units is firstly changed from 0 to 1, determining that the vehicle is driven in from the side where the proximity sensing unit is located;
monitoring the value change of the proximity sensing unit, recording the values of the N weighing sensors at the moment and calculating the sum pt2 when the value change is from 1 to 2;
monitoring the value change of the proximity sensing unit, recording the values of the N weighing sensors at the moment and calculating the sum pt4 when the value is changed from 3 to 4;
the deviation of the front and rear bogies of the vehicle is calculated to be 2pt2-pt4.
In the present invention, the predetermined speed is, for example, between 0.1km/h and 1km/h, and this speed range is referred to as "quasi-static". Alternatively, the predetermined speed is between 1km/h and 10km/h, and the speed range is called "dynamic" as compared to "quasi-static".
The principle of the invention for calculating the fore and aft bogie bias of a vehicle (taking a vehicle with two bogies, four axles, each bogie with two axles and a vehicle traveling in forward direction as an example) is described below:
(1) Fig. 3a is a schematic diagram of a vehicle in a first position during a weighing process according to an embodiment of the present invention, fig. 3b is a schematic diagram of a sum of values of all load cells when the vehicle is in the first position, and when the vehicle is in the first position, the vehicle has not yet traveled onto the carrier and the carrier does not bear any weight, so the readings of all load cells are all 0, the sum M of the readings of all load cells is also 0 (from the zero point of timing until the vehicle has traveled onto the carrier, M is all 0), and the value of the proximity sensor is also an initial value 0.
(2) Fig. 4a is a schematic diagram of a vehicle in a second position during weighing according to an embodiment of the present invention, fig. 4b is a schematic diagram of a sum of values of all load cells and changes of K11 and K22 when the vehicle is in the second position, a first wheel axle (a first wheel axle counted from a vehicle head) of the vehicle passes through the proximity sensing unit K11 (a proximity sensing unit close to the vehicle head), at this time, readings of the load cells are no longer 0, a sum M of readings of all load cells, where M is a weight of the first wheel axle, and M = pt1 at this time is recorded. Since the first wheel axle passes through the first proximity sensing unit, the value of the first proximity sensing unit K11 is changed from 0 to 1.
(3) Fig. 5a is a schematic diagram of a weighing process in which a vehicle is located at a third position, and fig. 5b is a schematic diagram of the sum of values of all load cells and changes of K11 and K22 when the vehicle is located at the third position. When the vehicle is in the third position, the second axle of the vehicle (counting from the head) passes through the proximity sensing unit K11, the sum of the readings of all the load cells is M, which is the weight of the first and second axles, and M = pt2 is recorded. Since the second wheel axle passes through the first proximity sensing unit, the value of the first proximity sensing unit K11 is changed from 1 to 2, and the value of the second proximity sensing unit K22 is still 0.
(4) Fig. 6a is a schematic diagram of a vehicle in a fourth position during a weighing process according to an embodiment of the present invention, fig. 6b is a schematic diagram of a sum of values of all load cells and changes of K11 and K22 when the vehicle is in the fourth position, a third wheel axle (the third wheel axle counted from the head of the vehicle) of the vehicle passes through the proximity sensing unit K11, where a sum M of readings of all load cells is a weight of the first to third wheel axles, and M = pt3 is recorded at this time. Since the third wheel axle passes through the first proximity sensing unit, the value of the first proximity sensing unit K11 is changed from 2 to 3, and the value of the second proximity sensing unit K22 is still 0.
(5) Fig. 7a is a schematic diagram of a vehicle in a fifth position during weighing according to an embodiment of the present invention, fig. 7b is a schematic diagram of a sum of values of all load cells and changes of K11 and K22 when the vehicle is in the fifth position, a fourth wheel axle (the fourth wheel axle counted from the head of the vehicle) of the vehicle passes through the proximity sensing unit K11, and simultaneously a first axle (the first wheel axle counted from the head of the vehicle) of the vehicle passes through the proximity sensing unit K22, where a sum M of readings of all load cells, M being weights of the first to fourth wheel axles, and M = pt4 at this time is recorded. Since the fourth wheel axle passes through the first proximity sensing unit, the value of the first proximity sensing unit K11 is changed from 3 to 4, and since the first axle of the vehicle passes through the proximity sensing unit K22, the value of K22 is changed from 0 to 1, and the value of K22 is changed to 1, which also indicates that the vehicle has completely moved onto the carrier.
It can be seen from the above embodiments that the coming direction can be determined by observing the value changes of the proximity sensing units K11 and K22, the number of times of the value change of the proximity sensing unit K11 can reflect that the vehicle has several axles, and whether the vehicle has completely traveled onto the carrier can be known by observing the change of K22. Pt2 is the weight of the front two wheel shafts, namely the weight QZ of the front bogie, pt4 is the weight of the four wheel shafts, namely the weight of the whole front bogie and the whole rear bogie, namely the weight of the whole vehicle, the weight of the rear bogie is Pt4-Pt2, and the deviation of the front bogie and the rear bogie is Pt2- (Pt 4-Pt 2), namely 2Pt2-Pt4.
Since the data used in the above calculation steps are the total M of the weights of the 8 weighing sensors, the total M does not change greatly no matter how the center of gravity of the vehicle moves on the bearing platform, and therefore, the weight of the whole vehicle and the deviation of the weights of the front bogie and the rear bogie can be accurately calculated.
It should be noted that the N weighing sensors and the proximity sensing unit in the present invention may be installed during the manufacture of the long-table static electronic railroad track scale, and may also be implemented by modification and upgrade on the basis of the existing static electronic railroad track scale.
The long-table-top static electronic rail weighbridge unbalance loading detection method provided by the invention not only can obtain the weight of the whole vehicle, but also can detect the deviation between the front bogie and the rear bogie of the vehicle, the detection process is not influenced by the stopping and retreating of the vehicle, the parking, retreating and advancing at any position can be realized, the phenomena of losing tons, multiple vehicles and less vehicles can not be caused, and the obtained result completely meets the precision requirement.
Those of ordinary skill in the art will understand that: the figures are merely schematic representations of one embodiment, and the blocks or flow diagrams in the figures are not necessarily required to practice the present invention.
Those of ordinary skill in the art will understand that: modules in the devices in the embodiments may be distributed in the devices in the embodiments according to the description of the embodiments, or may be located in one or more devices different from the embodiments with corresponding changes. The modules of the above embodiments may be combined into one module, or further split into multiple sub-modules.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (5)
1. A long-table-top static electronic rail weighbridge unbalance loading detection method is characterized by comprising the following steps:
selecting a weighing body with a length of a bearing platform meeting the requirement according to the type of a vehicle to be weighed, and uniformly installing N weighing sensors below the weighing body;
respectively installing a proximity sensing unit on the first side and the second side of the bearing table;
respectively connecting N weighing sensors and two proximity sensing units into a data acquisition instrument;
the vehicle passes through the bearing table at a preset speed, and the change state of data collected in the data collection instrument is monitored in real time;
when the numerical value of one of the proximity sensing units is firstly changed from 0 to 1, determining that the vehicle enters from the side where the proximity sensing unit is located;
monitoring the value change of the proximity sensing unit, and when the value change is from 1 to 2, recording the values of the N weighing sensors at the moment and calculating the sum pt2;
monitoring the value change of the proximity sensing unit, recording the values of the N weighing sensors at the moment and calculating the sum pt4 when the value is changed from 3 to 4;
the deviation of the front and rear bogies of the vehicle is calculated to be 2pt2-pt4.
2. The long-table-top static electronic rail balance unbalance loading detection method according to claim 1, characterized in that N =8.
3. The long-platform static electronic rail balance unbalance load detection method according to claim 1, wherein the proximity sensing unit comprises two proximity switches connected in parallel.
4. The method as claimed in claim 1, wherein the predetermined speed is between 0.1km/h and 1 km/h.
5. The method of claim 1, wherein the predetermined speed is between 1km/h and 10 km/h.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210922387.0A CN115265745A (en) | 2022-08-02 | 2022-08-02 | Long-table-top static electronic rail weighbridge unbalance loading detection method |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210922387.0A CN115265745A (en) | 2022-08-02 | 2022-08-02 | Long-table-top static electronic rail weighbridge unbalance loading detection method |
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| CN115265745A true CN115265745A (en) | 2022-11-01 |
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| CN202210922387.0A Pending CN115265745A (en) | 2022-08-02 | 2022-08-02 | Long-table-top static electronic rail weighbridge unbalance loading detection method |
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- 2022-08-02 CN CN202210922387.0A patent/CN115265745A/en active Pending
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