DD151220A1 - METHOD AND DEVICE FOR DETERMINING THE WHEEL POWER AND DIMENSION OF ROLLING RAIL VEHICLES - Google Patents

Abstract

The invention relates to a device and a method for determining the wheel force and the mass of rolling rail vehicles, wherein the force acting on the rails of each wheel is measured by means of the rails at the measuring point replacing force transducer and the force of the equivalent output signal with an electrical evaluation device according to stored there operations of the method is converted into a force or the mass corresponding digital value. Based on the aim of the invention to significantly reduce the effort compared with known measuring methods, the task was solved, moving rail vehicles or trains, waag regardless of the center distance and type of vehicles, about the static share of the wheel force of each wheel mass of the vehicle with great accuracy is determined. The invention can be used in addition to the operation of train units to mass and speed-dependent control of rail brakes. Fig. 3

Description

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title

Method and device for determining the force and mass of rolling rail vehicles; ^r! · · ·

Field of application of the invention

The invention relates to a method and apparatus for determining the Eadkraft and the mass of the rolling rail vehicles, wherein the force acting on the rails each Eades is measured by means of the rails to the Meßetelle irreplaceable Kraftmeßwertgeber and the force equivalent output signal with an electronic Auswertβeinrichtung according to operations stored therein 'is converted into a digital value corresponding to the force or mass,

Characteristic of the known technical solutions

It is well known from the literature that you can use to determine the mass of rail vehicles track vehicles, scales in the form of weighbridges. These bridges usually represent a rigid construction of great strength, which is supported on an extensive solid foundation.

One way of mass determination is given by the DT Patent 2140243 in that between the bridge and foundation load cells are arranged, which generate an electrically analogous force signal and thus allow to connect an electronic device for Mas8ebestimmung.

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.. These weighing devices with a bridge, of whatever kind, require a high construction cost and material for their installation. Furthermore, the length of the bridge in the track direction determines the maximum and minimum center distance of the vehicles, so that not all types of Carts can be weighed. The maximum vehicle speed during weighing is limited to approximately 15 km / h. This speed limit has its cause in the transient process of the balance bridge, which generates a static signal with superimposed dynamic interference signal in the Ausw Ausweinrichtung. This transient process requires that the axes to be weighed remain on the bridge for as long as possible in order to eliminate the dynamic interference signal. Since the length of the balance bridge is limited, the speed of the vehicle for the weighing process is limited.

Furthermore, methods and arrangements are known which try to reduce the dynamic portion by special design of the bridge girders, wherein the force transmitter between foundation and support or zv / chenchen wheel and carrier are arranged in the form of a rail piece * Such a method and such an arrangement in DT Patent 2300337. Since this method also somehow also implement the principle of a bridge, this applies auoh the principal speed limitations caused by transient and length of the bridge girder. Another method according to the di-patent 2610645 uses multiple distributed along the measuring distance Kraftmeßwertgeber to eliminate the dynamic force component , Disadvantage of this method is the high meßtechnisehe effort;

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Furthermore, with the distance between the transmitters along the measuring path and the speed range during the measurement for a particular vehicle type set «For the measurement of vehicles in a train is particularly disadvantageous, that this speed range can change from vehicle to vehicle.

Object of the invention

It is an object of the invention to develop a method and a device for determining the wheel forces and the mass of rolling rail vehicles, which the effort for the installation of the measuring device and the cost of obtaining digital signals for the wheel forces and the mass over the known methods to decrease.

The object of the invention is to solve the problem of developing a method and a device for determining the wheel forces and the mass of rolling rail vehicles, which permit higher speeds at the measuring point independently of the axial distance and the type of rail vehicles Determine the static portion of the wheel force for each wheel and the mass of the vehicle with great accuracy. "These objects are achieved in that along the Meßstreoke the superstructure of the track is executed in sandwich construction and at one point of the test section, the wheel load per rail is measured. In the sandwich construction of the superstructure change rigid layers, which are designed in particular as Fläohentragwerk, with elastic layers. Duroh the vibration damping of this superstructure version is the dynamic proportion of the wheel force to a small ». Reduced amount without having to limit the speed of the vehicle at the measuring point «

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Another advantage arises when individual layers of the Sandwioh construction of the superstructure, especially the rigid supporting layers are segmented and the uppermost supporting layer has means for securing the rails and the transmitter. As a result, the assembly leiohter to accomplish and additional superstructure material is saved

The wheel force is measured according to the invention for each Fahr3ohiene the test section with a known force transmitter at a defined point of Meßstreoke and converted into an electrical-analog signal and fed to an electronic evaluation device. The force transducers are designed to replace the trailing shafts at the measuring point and fastened by the same means as these. The length of Kraftmeßwertgeber is set according to the invention so that only the force of a wheel can load the encoder. This inventive use of Kraftmeßwertgebers has the advantage that only two Meßwsrtgeber erforderlioh are, can be completely dispensed with a Brueokenkonstruktion and that the speed of the vehicle at the measuring point is no longer limited by the transmitter. Furthermore, there are no restrictions on the Aohsabstand the rail vehicles;

The output of Radkraftmeßwertgebers is inventively supplied to an amplifier whose output is connected to an analog-to-digital converter.

The evaluation device according to the invention comprises a process input and output module for connecting the analog-to-digital converter with the other modules of the evaluation, an arithmetisoh logical module for performing the operations of the method, a read-only memory module for storing the operations and constants of the method, a read-write Memory module for storing the variables of the method, a control unit for Ablaufsteiienoig and a

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Input and output module for operation of the evaluation device and for digital output of the results of the method «This design of the evaluation device ensures the production with very little effort on modules;

Another additional advantage arises from a further development of the solution according to the invention, if for several Meßstrecken in different tracks only one evaluation device is connected to the transducers of these test sections. As a result, the cost of assemblies is significantly reduced;

In a device according to the invention can be mounted except the Kraftmeßwertgeber along the test section transmitter for the position of the wheel, whereby it is possible to signal the presence of a vehicle on the test section or the presence of a vehicle with a defined center distance on the test section to the evaluation.

The method according to the invention is based on the recognition that the wheel force as a function of the location is converted by the speed of the rolling wheel at the measuring point into a function of time. This pulse function is scanned according to the invention at discrete times and digitized and the V / ertepaare time and digitized output signal are stored for the further process steps. This caching has the advantage that it is no longer necessary to carry out the further process steps in a timely manner, so that relatively slow and inexpensive modules can be used for the realization of the method.

The digitized impulse function is adapted by means of a known regression method a model function by appropriate choice of their shape and position parameters. From these parameters, the invention

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Peak value of the wheel force and the speed of the wheel at the measuring point "determined.

This way of determining the peak value and the speed "has the decisive advantage that the quantities thus calculated are for the most part free from random disturbances and distortions of the force pulse.

In a further method, the dynamic component of the wheel force is determined by using a correction function whose type and parameters are determined according to "known methods from the dynamic behavior of the vehicles on the test track" and in which the speed of the Rades is the independent variable According to the invention, a polynomial of third degree can advantageously be used for this purpose.

As a result of this calculation of the dynamic component of the wheel force, the result of the method, the static force and the vehicle mass calculated therefrom, are in principle no longer distorted by the speed and the measuring method therefore does not limit the speed at the measuring point.

Implementation Guide -

An apparatus according to the invention and the implementation of the method according to the invention in an exemplary embodiment are described below with reference to FIGS. 1 to 4.

FIG. 1; Sohematic structure of a measuring line © Figure 2; Section through the sandwich arrangement of the superstructure and sohematic representation of the arrangement of Kraftmeßwertgebers in the rail

Figure 3 ;: Scheme of the evaluation device with connected transducers

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Figure 4α: Sohematic course of Radkraftsignals at the output of Kraftmeßwertgebers

FIG. 4b: Sohematic model function for adaptation to the wheel force signal

In Figure 1, a measuring section 1 is shown schematically, which includes the rails 8 and the Kraftmeßwertgeber 5 and the Positionsmeßwertgeber 14 on the superstructure 2. The top layer of the superstructure 2 is divided into segments 6. The Kraftmeßwertgeber 5 are arranged in the rails 8 so that in each case the wheel forces of the wheels of an Aohse be measured. When passing the test section 1 duroh the rail vehicle so all wheels are measured the same axle. The Positionmeßwertgeber 14 for the position of the wheel on the measuring section 1 are arranged along one of the two rails 8 so that by its output the electronic evaluation device 13 taken on approach of a rail vehicle in operation or can be put out of service, depending naoh whether measured or not measured.

Furthermore, it is possible, by appropriate choice of Ab-8tandes this Positionmeßwertgeber 14 to each other and combination of their output signals to exclude vehicles with specific center distances from the measurement or include only vehicles with certain Aohsabständen in the measurement.

Figure 2 shows a schematic section through the superstructure 2 of the measuring section 1 and the arrangement of a Kraftmeßwertgebers 5 on the superstructure 2 in conjunction with the rails 8. The Kraftmeßwertgeber 5 replaces the rail 8 at its installation constructive and functional.

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It is connected via a base plate 9 with the underlying rigid layer 3 of the superstructure 2 * This compound is designed so that shifts of Kraftmeßwertgebers 5 are excluded transversely to and in the direction of the rail 8 · The Kraftmeßwertgeber 5 facing ends of Pahrschiene 8 are so locked on the base plate 9 that a gap 10 between rail 8 and 5 Kraftmeßwertgeber, which is not canceled even with changes in ambient conditions, in particular the temperature, and load on the rail.

The rigid layers 3 of the superstructure 2 of the test section act as a surface structure. They include in the illustrated embodiment, an elastic layer 4 · Through this sandwich construction, the dynamic portion of the wheel force is reduced.

Figure 3 shows the schematic block diagram of the measuring device «, the Kraftmeßwertgeber 5 are connected to amplifiers 11 and these with analog-to-digital converters 12. The output signals of the analog-to-digital converters 12 and the output signals of the position encoders 14 are fed to a process input and output module of the evaluation device 13. This process input and output module 15 is used to convert the process variables wheel force and position of the wheel into process data detected by the measuring sensors 5, 14 and thus creates the prerequisite for the measured value processing by the method according to the invention by means of the further modules of the evaluation device 13 · the evaluation device 13 contains as further modules a control unit 19 for sequence and function control, an arithmetic logic module 16 for carrying out the logical and arithmetic operations of the measuring method, a read-only memory 17 for storing the operations and constants

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the measuring method, a read-write memory module 18 for storing the variables including the results of the measuring method and a process-specific input and output module 20 for operating the measuring device, for Eiohung and digital output of the results of the measuring method. The modules of the evaluation device 13 are interconnected by a bus system.

In the measuring method according to the invention, the wheel force is converted as a function of the location and time by means of the force sensor 5 in a elektrisoh-analog signal and thereby mapped into a wheel force-time function.

FIG. 4 a shows the schematic profile of this analog wheel force signal 21. This signal is digitized by means of the analog-to-digital converter 12. In FIG. 4a, the digital samples 22 of the force signal thus formed are entered. At this digitized force pulse a zweokmäßig selected Modellfunktin 23 naoh Figure 4b by means of a conventional regression method, which can be taken from a mathematical reference book adapted.

Advantageously, as a model function

A (t) A ₀ exp <- ( y

be used, since the computational effort in the regression process is minimal for this type of function. For the peak value of the wheel force is obtained from the maximum of the wheel force signal 24th

R ₁ «E * A ₀ K is an Eioh factor.

The mean velocity γ. of the wheel on the transmitter

^v i ^s * p

Therein c is one of the measuring arrangement's own constant and t is the duration of the wheel force pulse.

The static portion of the wheel force and thus the mass of the vehicle can be determined in a further step of the method according to the invention:

n. ^ JL

In this expression, g is the gravitational acceleration, M ™ is the mass of the vehicle, i is the index for the wheels of the vehicle.

The polynomial d / ^ ** is the dynamic component of the wheel force.

In another method, the mass M. associated with each wheel of the vehicle may be determined from the relationship

be determined.

Claims (20)

Erfindüngsanspruch 1. A method for determining the Eadkraft and mass rolling rail vehicles, "in which the force acting on the Sohienen force of each wheel by means of the rails' at the measuring point replacing force transducer is measured and the force equivalent output of the transmitter with an electronic evaluation in the wheel force and corresponding digital values of the vehicle mass is converted, characterized in that at a "location of a test section (1) measured the locally acting wheel force and the electrical-analog measuring pulse amplified and digitized by means of analog-Digitalv / andler (12). 2 19 9 0 2 Difference between the peak value of the wheel force and this dynamic component is and that the mass associated with the wheel is calculated as a quotient of static wheel force and gravity acceleration. 2 »Method according to item 1, characterized in that · a model function (23) is optimally adapted to the digitized measuring pulse by means of a regression method known from sioh. 3. Method according to points 1 and 2, characterized in that from the shape and position parameters of the model function (23) and the geometric dimensions of the Kraftmeßvvertgebers (5) the peak value of the wheel force pulse and the speed of the wheel are calculated · 4. Method according to points 1 to 3, characterized in that the dynamisohe proportion of the wheel force at the peak value (24) is calculated by means of a correction function whose type and parameters are known as constants and whose independent variables are the 30 · speed of the wheel at the measuring point for the force impulse, the static part of the wheel force is the Method according to points 1 to 3, characterized in that the dynamic part of the sum of the wheel forces of a vehicle is calculated on the sum of the peak values of the wheel forces by means of a correction function whose type and parameters are known as constants and whose independent ones Variabio is the mean velocity of all the wheels of the vehicle at the measuring point for the force impulse, the static part of the sum of all the wheel forces is the difference between the sum of the peaks and the dynamic part, and the mass assigned to the vehicle is the quotient between that static part and the fall acceleration is calculated. 6, method according to point 2, characterized in that ' as a model function a bell curve A - A _o e * p where A _{0 is} the signal amplitude, t is the time, t _{0 is} the displacement of the pulse along the time axis, and f _{0 is} a time constant. Method according to points 4 or 5 ", characterized in that a polynomial of third degree whose coefficients are determined by a method known from the dynamic behavior of rail vehicles on the measuring path (1) can be used as correction function. 8. The method of item 4, gekennzeic HNET; dadur ch, daJ3 the mass of a rail vehicle is determined as the sum of each wheel associated masses of this rail vehicle. 9. Method according to one of the items 1 to 8, characterized by the fact that individual or all of the steps of the method are time multiplexed for the wheels of an axle » 10. Apparatus for carrying out the method according to one of the items 1 to 9, characterized daduroh that the track has a measuring section (1) whose superstructure (2) is designed in sandwich construction, wherein at least two load-bearing rigid Sohichten (3 ), separated by at least one elastic layer (4), are present and their superstructure (2) 8ioh erstreokt in Längsriohtung of the track on both sides of the measuring point a certain length and at the measuring point for each Fahrsohiene (8) a sioh known Kraftmeßwertgeber (5 contains) 11. The device according to item 10, gekennzeiohnet daduroh ¹ , Öaß each of the layers of the superstructure (2) may be divided into segments (6) or may consist of a coherent Sohicht _e 12. Device naoh point 10 or 11, characterized in that the uppermost layer of the superstructure (2) with known means for Fahrsohienenbefestigung (7) and for fastening the Kraftmeßwertgebers (5) is equipped and that these means (7) over the Superstructure (2) can be electrically isolated. 13. Device according to one of the points 10 to 12, geke nnzeichnet dadurohy that the measuring section (1) is inclined in the longitudinal direction of the track by a small amount or extends horizontally. - ¹³ - 2 199 02 14. Device according to one of the points 10 to 13, jgekennseichnet fact that one or more Sohiohten the superstructure (2) against lateral displacement by known per se positive connections of at least two Sohichten the superstructure (2) are gesiohert. -14 - 2 1 S 9 0 2 15. Device according to one of the points 10 to 14, characterized in that the Kraftmeßwertgeber (5) at the measuring point the Fahrsohiene (8) structurally and functionally replaced, on a ünterlageplatte (9) is positively mounted and the pad plate (9) form-fitting and / or kraftflüssüssig with the two the Kraftmeßwertgeber (5) facing the ends of Fahrechienen (8) is connected, on both sides of the Kraftmeßwertgebers (5) between the rail (8) and this a defined gap (10) is present, 16. Device according to one of the points 10 to 15, characterized in that the length of the Kraftmeßwertgebers (5) is determined by the fact that only the wheel force of a wheel is measured simultaneously and that the height of the Kraftmeßwertgebers (5) is limited by that Height difference between this and upper edge of the rail (8) occurs and that Radkant enfluoht between Kraftmeßwertgeber (5) and Fahrsohiene (8). _ ₁₅ - 2 199 02 Device according to any one of items 10 to 16, characterized in that each force transducer (5) is connected to an amplifier (11) and that the output signal of the amplifier (11) is supplied to an analogue to digital converter (12) and the output signal of the analog-to-digital converter (12) is fed to an electronic evaluation device (13), 18 · Device according to one of the points 10 to 17,! characterized in that at least two known Positionmeßwertgeber (14) for the position of the wheel on one of the two rails (8) of the measuring section (1) are arranged at a defined distance from each other and their output signal of an electronic evaluation device (13) is supplied; 19 · device NaOH any one of items 10 to 18, characterized daduroh, 'that the electronic evaluation device (13) has a process input and -ausgabemodul (15) for connecting the analog-digital converter (12) and the Positionsmeßwertgeber (14) with the Evaluation device (13), an arithmetic-logi-Bohen module (16) for performing the logical and arithmetic operations of the method, a read-only memory module (17) for storing the operations and constants of the method, a read-write memory module (18) for storage the variables of the method, a control unit (19) for sequential control and an input and output module (20) for operating the evaluation device -46- 2 1 39 02 and for the digital output of the results of the method, and that the modules of this evaluation device (13) are interconnected by a bus system (25), 20 · Device according to item 19, characterized 'by ¹ / that several Meßstreoken (1) is assigned only one Auswerteeinriohtung (13). For this purpose, see drawings