DE10115490C1 - Calibration method for rail vehicle weighing device uses comparison of static and dynamic weighing values obtained for reference vehicle for calibration for dynamic weighing - Google Patents

Abstract

The calibration method uses a reference vehicle (20) which is brought to a standstill above the weighing device (1), so that its individual axes (4a,4b,4c,.) are positioned above respective active measuring sections (2a,2b,2c,.) of the latter, for providing static weighing values compared with corresponding dynamic weighing values, obtained by passage of the reference vehicle across the weighing device. An Independent claim for a calibration device for a rail vehicle weighing device is also included.

Description

I. Field of application

The invention relates to a method and an apparatus for calibrating a About driving balance.

II. Technical background

Crossover scales, whether for road vehicles or for rail vehicles, in the latter case installed in the to be driven by the rail vehicle Rail track, perform dynamic weighing, i.e. ver Weighing a vehicle during which the vehicle to be weighed is relative to the Libra is in motion.

Compared to the static weighing used in the past with the help a weighing bridge that is so large that an entire vehicle can fit on it det, such drive-over scales have the advantage for dynamic weighing Part of the fact that they only have to have a small length, because when crossing each individual subframe, its weight by axle or subframe dynamic weighing is determined.

In particular in the form of rail crossing scales, such crossing can weighing on an existing rail track with relatively limited effort can be retrofitted by - on both rails - additional active measuring sections  are formed by two in the longitudinal direction of the respective rail spaced sensors that measure the deflection of this rail section and from this the weight of an axle or a drive or egg Determine the turntable of a transport unit.

The axle scales have several such active ones in the case of Achsweiser weighing Measuring sections on. The usually electronic evaluation circuit are coupled to each other so that the ramp scale is able to Driving over a z. B. complete train the weight of a transport unit and eject that total weight of the train.

The length of the active measuring section, i.e. the distance that the active measuring section forming two sensors corresponds to a maximum of the distance, in particular the clear distance, two thresholds that serve as support points for the respective Serve rail. For safety reasons, the distance between the thresholds can not be significantly increased compared to the usual distance.

The drive-over scale can also be used as a trade fair for drives To weigh. The length of this measuring section corresponds to at least the distance between the axles of a subframe. With this type of drive-over Scales and load cells are load cells between the threshold and rail or arranged in the threshold, that is, the sleepers are designed as weighing sleepers. In particular, all thresholds are over the entire longitudinal extent of the Rollover scales designed as such weighing thresholds, so that the area each of such weighing thresholds within the scope of the present application can also be viewed as a separate measuring section.

For this purpose it was already proposed in DE 199 25 891, the About Calibrate the scales for dynamic weighing operation by running over them through static weighing, i.e. by using a reference vehicle entirely or with at least one subframe (bogie) on the Rollover scales is placed so that the wheels of the individual axles in the area of the measuring sections of the drive-over scales, and that statically determined  Weight of this subframe or entire reference vehicle as a specification for the later adjustment of the result in the dynamic weighing of the to use the same vehicle.

However, this was naturally only the case for static weighing as Sum of all measuring points, i.e. the total weight of all axes of a z. B. ge together statically weighed subframe, also with the dynamically determined Total weight of the same unit compared. A single comparison of the measurement results nisse of the individual measuring points, for. B. per wheel or per axle, between dy Namely and static weighing was not carried out.

For reasons of accuracy, this has proven to be insufficient, since even with a reference vehicle that is absolutely evenly loaded while driving or Calibration vehicle the axle load or the wheel load of each individual wheel or each individual axis is not the same.

Under wheel load or axle load is for the purpose of this application that load, i.e. the weight, with which this axis or this wheel presses on the rail, hence the weight of the axle or the Rades itself including the weights on it.

In addition, Colijn, "Series on bulk materials handling", vol. 1, No. 1, 1975, a process for dynamic weighing on a drive-over scale both use the measured weight as a reference value, which is given in a previous static weighing process was determined. Here is, however not even said anything about whether this could be done with the same scales (overrun scales) or with a specially designed for static weight determinations other scales.

All the more, nothing is revealed about it, like the Ge in static weighing weight is recorded, in particular whether the weight is recorded by axis. except a single trolley is weighed during the static weighing process, and  then the dynamic ramp scale ten times with a train of ten run over the coupled car.

The different loads, even when the reference vehicle is loaded evenly, from the wheels into the rails and thus into the measuring sections, have very different causes:
On the one hand, there are already different load inputs if the area of the measuring sections is not absolutely horizontal - both in the longitudinal direction and in the transverse direction - and thus the reference vehicle on it is not absolutely horizontal.

Other causes can be a de facto non-uniform load distribution insist on the reference vehicle, for example through subsequent Ge changes in weight such as environmental influences (humidity, rain, sun, Snow, frost etc.) which vary over the length of the reference vehicle act or also differently occurring on the reference vehicle Wear and thus weight loss.

The load is also uneven in the measuring sections due to ferti scattering due to conditions and because of the elastic bedding of the track or of the track grate. In addition, the measuring paths realizing sensors as also the associated evaluation unit or the data leading there technical connection lead to the fact that the individual measuring sections at the sta table weighing despite the same load different, statically determined, Show measurement results. The same applies to the drive-over scales wise weighing of vehicles.

III. Presentation of the invention a) Technical task

It is therefore the object of the present invention, a method and a To provide a device that allows the calibration of one for the dy Named weighing scales provided using a previous sta table weighing of a reference vehicle, the weight of which is particularly precise is known to improve on the same crossing scales.

b) solving the problem

This object is solved by the features of claims 1, 2 and 10, 11. Advantageous embodiments result from the subclaims.

In the following, a rail crossing scale is specifically described and ge draws without restricting the scope of protection. This under protection The method or device provided is also analogous for road crossing Scales can be implemented.

One problem with static weighing to date has been that, on the one hand only the total weight of the reference vehicle was known, but not the Force on the individual contact points, i.e. contact points of the wheels with the Rails. In addition, even the total weight, as already mentioned, for. B. due to weather influences, not exactly known or subject to large swan cations that go far beyond the permissible limit values. This resulted in catchy attempts.

In the past, it was not known which load was actually on each of the individual measuring sections or weighing thresholds, and thus could also the relevance of the statically determined weight values of the individual Measurement sections are not checked for accuracy, which of course also  Comparison with the later dynamic weighing to a high degree be negative influenced.

On the other hand, is on the vehicle side during or immediately before the static reference the reference vehicle is carried by each axle or by each wheel The load of the subframe is determined as a single reference load, so it can on the one hand the statically determined weighing result of each measuring section or Weighing threshold for this wheel or this axis are adjusted, and at then driving over the entire measuring section with this Refe reference vehicle can with dynamic weighing of each of the measuring sections determined measured value of the same axis or the same wheel, which yes all Meßstrec ken run over the same rail one after the other, determined and adjusted to it become.

In the case of a rail crossing scale, this can be done for each of the measuring points or how swell happen separately along each of the two rails - being one Measuring section is always assigned a wheel of the subframe, which on the Measuring section in static weighing operation is - or it can on the same Longitudinally arranged measuring sections of both rails metrologically to one Unit, and thus the two on the same Longitudinal position and thus one axis of the wheels.

The vehicle-side determination of each wheel or each one individual axis in the rail and thus the measuring section introduced there Bela is preferably carried out by arranging vehicle weighing devices, when viewed axially between each axis and the rest resting on it of the reference vehicle or, in the case of a wheel, between each wheel and the rest of the reference vehicle resting on it. The same applies to Drive-wise viewing. This means that part of the reference vehicle which is most likely to change in weight, directly in the Vehicle and temporally during or immediately before or after the static ver Weighing and also dynamic weighing directly statically weighed.  

Furthermore, the weights of the axles or the individual wheels are not parts weighed by the vehicle-side weighing device, which was experienced according to only slight fluctuations in weight.

In this way, the current through each individual wheel or each individual axis introduced into the measuring section exactly he be averaged.

This is used for the static weighing of the individual measuring sections determined weight values either adjusted individually, or those of the individual NEN measuring sections, e.g. B. along one of the rails, determined weight values are left unchanged in their relations to each other, in the absolut However, the height was changed so that it averaged with the vehicle side mean analog weights match.

During the subsequent dynamic weighing of the reference vehicle, who those for the same wheel or the same axle from the different ones Measuring distances determined dynamic weight values to the absolute value of the actual load set and / or changed so that the Relation of the dynamic weight determined by the individual measuring sections values of those of the static weight values determined from the measuring sections equivalent.

The relation of both the individual measuring sections, both static and dynamic Mixed weight values can be used for later regular checking the overrun scales, both for their static and their dynamic Weighing operation, be used in such a way that then also for checking which are statically and / or dynamically weighed as the reference vehicle can and thereby the compliance with the originally existing during the calibration Relations between the measured values of the individual measuring points are checked, either in the case of a single object to be weighed or just as statistical value over a larger amount of weighing processes.  

This is based on the consideration that along one of the drive-over scales other arranged measuring sections at least no uniform impermissible Experiencing change, but changes due to the aging processes of a individual sensors, damage to the sensors, lowering of individual ones Thresholds or the like and therefore uneven over the length of the drive-over scales will occur, which can be determined by such a check.

With regard to the relation of the individual measuring sections - static or dy Named - determined weight values are of course aimed for, with the same moderately loaded reference vehicle, i.e. with theoretically equally high wheel loads or axle loads that act on the rail also correspond to the relation the measured values of 1: 1. , ., to receive ads with the same name.

It must be taken into account that both the static and the dynamic cal weighing and also the corresponding calibration processes with different heavy reference vehicles, that is, with reference vehicles that differ heavily loaded with additional reference weights or calibration weights leads.

In a subframe with z. B. is three axes - viewed in the longitudinal direction uniform loading of the subframe - usually none the same high force transmission on all three axles or six wheels into the rails expect, since the subframe bends in itself relatively rigid, so not optimal is soft, construction and at different distances between z. B. Loading area on the one hand and point of contact of the wheel on the rail on the other in the case of the individual wheels or axles, there is no such great deflection that compensates for these differences. So there are usually no additional Measures different wheel loads or axle loads from the same subframe introduced into the rails on the different axes and accordingly Different measured values are also displayed on the individual measuring sections.

There are different ways to achieve the same high values:

• a) The individual measured values are by appropriate intervention in the off value unit or otherwise brought to the same level. The Problem of different levels of force in the rails at the un Different measuring sections are not eliminated.
• b) For the individual wheels or axles of the subframe, a height hen compensation device between the wheel and body, in particular the loading area, the reference vehicle or its subframe installed, for example in Form of a vertical hydraulic cylinder. By changing the height between structure and wheel, i.e. by introducing hydraulic medium into the Hy draulic cylinder or draining from there, can be achieved that any axis or each wheel applies the same force to the rail.
• c) An analog height adjustment can take place on the side of the reference vehicle on the side of the rail track, for example by Spacers between the rail and the sleepers are introduced or in another way the height of the tread of the rail in the area of one or more measuring sections are changed in relation to the subsurface, so that in by the reference vehicle on the individual wheels or axles the tread of the rails introduced loads are equally high the.

The procedure for a newly built rail crossing scale is that the sensors installed there are not pre-calibrated with regard to the installation situation are, and must first be adjusted.

As a rule, this is done in that - as a rule in dynamic comparison ge operation, i.e. by driving over the reference vehicle - a rough potash the measuring sections is carried out by using the due to the non-calibration roughly different measured values the target display value based on the known weight of the reference vehicle can be set.  

Then this reference vehicle is statically as described above Setting up the individual wheels or axles of the subframe the individual Measuring sections and thus the entire drive-over scales for static weighing Operation verified, which is known to include that with multiple repetitions This process is reproducible, within predetermined limits lying, result must be achieved.

Then a dynamic calibration of the drive-over scales takes place, i.e. by means of Run over by the reference vehicle. These three levels are for under different loads of the reference vehicle using calibration weights, i.e. un different total weights of the reference vehicle.

The necessary fine calibration of the measuring sections, achieved by one of the three before described possibilities (metrological adaptation of the measuring sections each other or change in height on the vehicle or rail side) or one Mixing of these three methods can be done after any Rough calibration, but before the subsequent fine calibration, in each Case before the calibration procedures.

c) working examples

An embodiment according to the invention is exemplified below of the figures described in more detail. Show it:

Fig. 1a side view of a rail crossing scales, rigid chassis

Fig. 2a side view of the analog scale, variable chassis

Fig. 1b1, 1b2 view of the scale according to Fig. 1a in the direction of travel,

Fig. 2b1, 2b2 view of the scale according to Fig. 2a in the direction of travel,

Fig. 3 is a measurement diagram for static weighing.

Fig. 1a1 shows the driving balance 1 in side view. In this case, the area to the apparent rail 7 of Fig. 1a parallel other rail 7 'of the same rail track as well as the visible rail 7 with active measuring sections 2 a, b, c and sensors 6 * equipped 6, parallel to the illustrated Measuring sections or sensors, ie in the direction of travel 10 at the same position in each case, as the longitudinal view of FIGS . 1b1 and 1b2 suggests.

The over-travel balance 1 thus consists of a section of a rail track, where 'spaced in or on the rails 7, 7, in particular in or on the vertical web of the respective rail profile, in the direction of travel 10 in each case two sensors 6, 6 * on the same rail to a Sensor pair are summarized, which together form an active measuring section 2 a, b. , , form.

Since the associated sensors 6 , 6 * are each located jointly between a pair of rails 7 , 7 'supporting sleepers 8 , via which the rail track is supported on the substrate 9 , the length of such an active measuring section 2 a, b , , , maximum the clear distance or the center distance stood two neighboring sleepers 8 .

Here, the individual measurement sections overlap 2 a, 2 b is not in the longitudinal direction.

If, however, the sensors z. B. are arranged in the sleepers or between rails 7 and sleepers 8 over the entire area of the drive-over scales at each threshold, although the individual threshold or load cell would also each represent a measuring section, these measuring sections then overlap, since a wheel, which z. B. rests between two sleepers on the rail, represents a load on the load cells of both neighboring sleepers and, moreover, generally also with their more distant sleepers.

The distance between the axes 4 a, b, c of the subframe 5 , which is in particular not only part of a reference vehicle (calibration standard) 20 , but itself the entire reference vehicle 20 , corresponds at least to a large extent to the distances between the measurement sections 2 a, b, c that each of the wheels 3 a, b. , , each in the measuring range of the associated measuring section 2 a, b. , , is in the static weighing and in particular on each of the measuring sections 2 a, b, c also a wheel or an axis of the reference vehicle 20 loads.

The calibration standard is the comparison of the actual weight of the Refe border vehicle, in several weight classes, i.e. with different heavy loading with weights, with a very precisely calibrated reference ge understood the importance. The Refe so precisely determined in terms of its weight The reference vehicle can use it as the reference weight during a calibration process NEN.

It is sufficient if, when viewed axially, a vehicle weighing device 12 is arranged between each axle 4 and the part of the reference vehicle 20 lying above it, as shown in FIG. 1b1. Although the weight of the axle 4 with the wheels 3 a, 3 a 'is added to the weight indicated by this vehicle weighing device 12 , the distribution of this axle load over the two support points of the wheels 3 a, 3 a' on the rails 7 , 7 'not known.

1b2 on the other hand, FIG. Each wheel a solution in which thus between each wheel 3 a, 3 a 'and the load thereon residue 20' of the reference vehicle 20 zeugwägevorrichtung a driving 12 a, a 'is present. Since in this case the weight of the individual wheel 3 a, 3 a 'or the parts of the reference driving tool 20 carrying this wheel, which lies below the respective weighing device 12 a, b and is not weighed by this, is known, the wheel loads of the individual wheels 3 a, 3 a 'on the rails 7 , 7 ' known.

A static weighing of the entire subframe 5 , in particular of the entire reference vehicle 20 , is possible, which preferably has a uniform loading in the longitudinal direction 10 as well as in the transverse direction, which also has a uniform loading of each of the wheels 3 a, 3 a ', 3 b, 3 b 'should cause by this subframe 5 resting on the over-travel weighing machine 1 in the illustrated position and can be weighed statically, for which a connection of the measuring sections 2 a, b. , , the drive-over scale 1 is necessary in a static operating mode, which takes place in particular via an evaluation unit 11 to which all sensors of all measuring sections are connected.

In particular, the same evaluation unit 11 can also be used to interconnect the sensors for the purpose of dynamic weighing, that is to say while a rail vehicle is being driven over, in which case the evaluation unit is the total weight of a train that has been driven over the crossing scale 1 , that is to say a majority of chassis or wagons , ejects.

Of course, the weights or signals of the sensors 6 and measuring sections 2 , 2 'arranged in both rails 7 , 7 ' are entered into the evaluation unit 11 , as shown in FIG. 1b.

In FIGS. 1a and 1b1 and 1b2 is assumed sis of the reference vehicle 20 by a rigid construction of the Chas. This means that a Höhenver change between the contact point between wheel 3 and rail 7 , that is, the tread 14 of the rail in the region of the wheel 3 , and the structure, in particular the loading area, of the reference vehicle 20 given only due to the elastic deflection of the steel chassis is, and thus only to a very limited extent.

In contrast, in the analog representations of FIGS . 2a and 2b1, 2b2 is a height compensation device 13 or 13 a, 13 a 'between the respective axis and the structure of the reference vehicle 20 or the wheel 3 a, 3 a' and the respective thereupon structure of the reference vehicle 20 present.

The height compensation device 13 consists of a vertically arranged between the wheel and chassis hydraulic cylinder, so that the height of the wheel can be changed relative to the construction by pressing or draining hydraulic fluid into the cylinder.

As shown in Fig. 2a, it is sufficient if such a height compensation device is present on all axes of the subframe 5 except for one axis, since only the adjustment of the height of the individual axes relative to one another is important.

With uniform loading of the reference vehicle or subframe 5 and horizontal measuring section, i.e. rails, the Höhenausgleichsvorrichtun conditions 13 are set so that each axle or each wheel an equal force with static weighing in the rail 7 and thus the respective measuring section 2 a, 2 b,. , , initiates. For this reason, a vehicle weighing device 12 is assigned to each height compensation device 13 .

In contrast to this axial view according to FIG. 2b1, in which there is only one vehicle weighing device 12 and only one height compensation device 14 per axis, in the wheeled view according to FIG. 2b2, each of the axles equipped with height compensation devices 14 per wheel 3 a or 3 a 'not only a vehicle weighing device 12 a, 12 a', but also a height compensation device 14 b, 14 b '. Accordingly, when setting the pressure in the height compensation devices with the target pressurized with pressure medium, both on the same longitudinal position, that is to say forming an axis, wheels 3 a, 3 a 'to the same display value in the vehicle weighing devices 12 a, 12 a' to reach.

FIG. 3 shows a measurement diagram for the three measurement sections of only one of the two rails during static weighing. For the three wheels 3 a, b, c via the vehicle weighing devices 12 a, b, c, the loads introduced by these wheels into the rail are determined in the form of the weight components lying underneath the vehicle weighing device 12 and thus not weighed Wheel loads A *, B *, C * determined on the vehicle side.

Simultaneously with the aid of the static weighing mode by the three zugeord Neten measuring sections 2 a, b, c, measurement sections measurement values A, B, C of the same Refe rence determined vehicle 20th These naturally do not coincide with the weights A *, B *, C * determined on the vehicle side, but as a rule they should have the same relationships (A: B: C :) as the weight values determined on the vehicle side (A *: B *: C * :).

If this is the case, the measured measured values A, B, C are each around the same factor and thereby the initially static weighing mode of the Rollover scales are calibrated by measuring the measured values on the The measured values determined on the vehicle side are adjusted.

If the relations of the measured values determined on the measuring path side A: B: C: a different relation to the relation of the vehicle-side measured values can also have the relations of the measured values determined on the measurement section side be left the same among themselves and be increased by a factor of the measurement-side measurements on average to the level of the actual Chen, weights determined on the vehicle side.

In the same way, in addition to or instead of the static Condition measured values determined on the vehicle side in the case of dynamic weighing Measured values determined on the measurement path side are compared, again the same possibilities for the adjustment of the measuring range-side measured values to the there are actually measured values determined on the vehicle side.

If it turns out in the future that a certain of the measuring section-side measured values changes so that the relation A: B: C below the measuring section-side measured values is changed beyond a predetermined tolerance value, this indicates a change in the corresponding measuring section, in the sem case b, and there requires rework or repair, either mechanically by z. B. Intermediate spacer plates or metrological compensation of the corresponding measurement-side measurement in the value circuit from to bring the measurement-modified measurement 8 'to its measurement-side setpoint B.

LIST OF REFERENCE NUMBERS

1

About platform scale

2

a, b, c measuring section

3

a, b, c wheel

4

a, b axis

5

subframe

6

sensor

7

rail

8th

threshold

9

underground

10

direction of travel

11

evaluation unit

12

Vehicle weighing device

13

Height compensation device

14

tread

20

'Rest

Claims (14)

1. A method for calibrating a crossing scales, in particular a rail vehicle crossing scales, which comprises a plurality of active measuring distances ( 2 a, 2 b,...) Spaced in the direction of travel ( 10 ), wherein

• a) the axes ( 4 a, b, c) of a subframe ( 5 ) of a reference vehicle ( 20 ) are positioned stationary on the drive-over scales ( 1 ) in such a way that the individual axes ( 4 a, b, c) and their wheels (3 a, b, c) respectively in the region of an active measuring section (2 a, b, c) lie on the drive-over balance (1),
• b) the subframe ( 5 ) positioned in this way is statically weighed by means of the drive-over scales ( 1 ),
• c) then the drive-over scale ( 1 ) with the already statically weighed subframe of the reference vehicle ( 20 ) is run over and
• d) the drive-over scales ( 1 ) are calibrated by comparing the weight displayed during dynamic weighing with the weight determined during static weighing of the same unit,

characterized in that

• 1. during static weighing of the reference vehicle ( 20 ) on the vehicle side, the load of each axle ( 4 a, 4 b,...) Or each wheel ( 3 a, 3 b,...) Of the Fahrsche mels ( 5 ) determined and
• 2. calibration of the cross-over level for the dynamic weighing operation by adjustment of during the dynamic weighing in each measuring section (2 a, 2 b,...) The weight displayed with the static when weighing on each test section on the vehicle side determined weight is carried out.

2. A method of calibrating a crossing scales, in particular a rail vehicle crossing scales, which comprises a plurality of active measuring distances ( 2 a, 2 b,...) Spaced in the direction of travel ( 10 ), wherein

• a) the axes ( 4 a, b, c) of a subframe ( 5 ) of a reference vehicle ( 20 ) are positioned stationary on the drive-over scales ( 1 ) in such a way that the individual axes ( 4 a, b, c) and their wheels (3 a, b, c) respectively in the region of an active measuring section (2 a, b, c) lie on the drive-over balance (1),
• b) the subframe ( 5 ) positioned in this way is statically weighed by means of the drive-over scale ( 1 ),
• c) then the drive-over scale ( 1 ) with the already statically weighed subframe of the reference vehicle ( 20 ) is run over and
• d) the drive-over scales ( 1 ) are calibrated by comparing the weight displayed in the dynamic weighing with the weight determined in the static weighing of the same unit,

characterized in that

• 1. during static weighing of the reference vehicle ( 20 ) on the vehicle side, the load of each axle ( 4 a, 4 b,...) Or each wheel ( 3 a, 3 b,...) Of the Fahrsche mels ( 5 ) determined and
• 2. are compared with the loads of each axle ( 4 a, 4 b,...) Or each wheel ( 3 a, 3 b,...) Of the subframe ( 5 ) determined during the static weighing of the reference vehicle and
• 3. The values determined on the measurement section side are adapted to the values determined on the vehicle side.

3. The method according to claim 2, characterized in that the adjustment of the values by
mathematical adjustment of these values, or / and
Height compensation between the wheel or the axle and the structure of the reference vehicle, in particular hydraulic height compensation, and / or
by leveling the running surface of the rail against the sub-base, in particular by placing spacers between the threshold and rail. 4. The method according to any one of the preceding claims, characterized in that in a rail vehicle crossing scales the lying in the rail direction on the same longitudinal position measuring sections ( 2 a, b) and thus on the same axis ( 4 a, b) lying wheels ( 3 a, a ', b, b') are each considered a unit in terms of measurement technology. 5. The method according to any one of the preceding claims, characterized in that the vehicle-side determination of the loads is carried out by arranging at least one vehicle weighing device ( 12 a, 12 b,...) Between each axis (4a, 4b,..) And the rest ( 20 ') of the reference vehicle and calculation of the actual axle load from the measurement result of the respective vehicle weighing device ( 12 a, 12 b, 12 c,...) And addition of the known weight of the axle downwards from the respective vehicle weighing device ( 12 a, 12 b ,...). 6. The method according to any one of the preceding claims, characterized in that the vehicle-side determination of the loads is carried out individually as a wheel load, and in particular a vehicle weighing device ( 12 a, 12 a ', 12 b, 12 b') between each wheel ( 3 a, 3 a ', 3 b, 3 b') and the rest ( 20 ') of the reference vehicle ( 20 ) is arranged and in the calculation of the actual wheel load, the wheel-isolated weight of the axle ( 4 a, 4 b,.. .) is added. 7. The method according to any one of the preceding claims, characterized in that when comparing the weights determined by the measuring section with the vehicle mutually determined weights for each measuring section the measured value to the measured value determined on the vehicle side is adjusted. 8. The method according to any one of the preceding claims, characterized in that  when comparing the weights determined by the measuring sections with the vehicle weights determined on the side, the relations of the through the individual measuring sections determined measured values are left unchanged from each other, but their Abso each by the same factor to match the vehicle side average weights is increased. 9. The method according to any one of the preceding claims, characterized in that for the continuous checking of the measuring accuracy of the drive-over scale in dynamic weighing operation
after the calibration for dynamic weighing by driving over the weight of a wheel or an axle on the different Meßstrec ken ( 2 a, 2 b,...) of the drive-over weigher ( 1 ) and the relation of the measured values thus determined for the same axle is determined, and
later the relations of the weights determined by the different measuring sections of the same axle of another vehicle are compared with the initial relation, and
If there is a significant deviation of individual measured values beyond a tolerance value, the relation of this measured value, that is to say this measuring section, is compensated for or the calibration scale ( 1 ) is re-calibrated. 10. Calibration device consisting of
a drive-over scales ( 1 ), in particular rail vehicle drive-over scales, with a plurality of active measuring distances spaced in the direction of travel ( 10 ), which comprise an adjusting device for the weight display of the dynamic weighing and are suitable for dynamic weighing and also for static weighing, and
a reference vehicle with at least one subframe ( 5 ) and at least two axles ( 2 a, 2 b),
characterized in that
a vehicle weighing device ( 12 a, 12 b,...) is arranged in the reference vehicle ( 20 ) between each axle and the part of the body of the reference vehicle bearing thereon, which measures the part of the weight of the body bearing thereon, and
the below this vehicle weighing device ( 12 a, 12 b), lying and not weighed by this part of the reference vehicle ( 20 ), in particular the respective axis ( 4 a, 4 b,...), Known with regard to their weight is. 11. Calibration device consisting of
a drive-over scales ( 1 ), in particular rail vehicle drive-over scales, with a plurality of active measuring distances spaced in the direction of travel ( 10 ), which comprise an adjusting device for the weight display of the dynamic weighing and are suitable for dynamic weighing and also for static weighing, and
a reference vehicle with at least one subframe ( 5 ) and at least two axles ( 2 a, 2 b),
characterized in that
in the reference vehicle ( 20 ) between each axle and the load-bearing part of the body of the reference vehicle a Höhenausgleichsvorrich device ( 13 a, 13 b,...) is arranged, the height between the respective wheel or the axle and the body of the reference vehicle can change. 12. A calibration device as claimed in claim 11, characterized in that the height compensation device (13 a, b 13,...), A hydraulic Höhenaus same device (13 a, 13 b,...) Is. 13. Calibration device according to one of the preceding device claims, characterized in that vehicle weighing devices ( 12 ) and / or height compensation devices ( 13 a, 13 b,...) Between each wheel ( 3 a, 3 a ', 3 b, 3 b , 3 b ',...) And the part of the body of the reference vehicle ( 20 ) resting thereon, and the weight fraction of the part of the axle underneath, in particular the respective Ra des ( 3 a, 3 a',...) Is known is. 14. Calibration device according to one of the preceding device claims, characterized in that the vehicle weighing devices ( 12 a, 12 b,..) And / or Höhenausgleichsvor directions ( 13 a, 13 b,...) At least for the case of static weighing of the reference vehicle are connected to the evaluation unit ( 11 ) on the crossing scales ( 1 ) for the purpose of data exchange.