JPH10197323A - Connected balance - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable the measurement of static wheel load values or static axle load values of a vehicle moving at any speed within a relatively wide range of speed. SOLUTION: This connected balance comprises five meters 81 to 85 with loading plates 14 (141 to 145 ) respectively and a calculating means which calculates static axle load values on the basis of dynamic measured values detected by the meters 81 to 85 . Each loading plate 14 is given such a length along the direction of the passage of vehicles that any one loading plate 14 is not simultaneously loaded with the wheels of different axle shafts provided for the same vehicle. In addition, each loading plate 14 is arranged close to another adjacent loading plate 14 so that both edge parts 14a and 14a of the adjacent loading plates 14 facing each other may support a wheel when the wheel passes on these edge parts 14a and 14a. When the wheel passes on both supporting sections supported by both edge parts 14a and 14a facing each other, the calculating means calculates the sum of dynamic measured values each detected by the meters corresponding to these both loading plates 14 and outputs the sum of the dynamic measured values as the dynamic measured value of both supporting sections.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a static wheel weight or a static axle value of a vehicle traveling at an arbitrary speed within a relatively wide speed range from a low speed to a high speed, and a vehicle speed range from a low speed to a high speed. The present invention relates to a connected balance that can accurately measure a static weighing value of an object to be weighed conveyed at an arbitrary speed within a relatively wide speed range.

[0002]

2. Description of the Related Art An example of a conventional axle load measuring device for a running vehicle is disclosed in Japanese Patent Publication No. 58-28333. As shown in FIG. 11, the apparatus includes two sets of axle load detectors 1-1 ′ and 1- 1 for detecting the axle load of the traveling vehicle.
2 ′, and the axle load detectors 1-1 ′, 1-2 ′
Are buried in the road surface and are constituted by two wheel load detecting units for detecting the left and right wheel loads of the vehicle separately. Then, in order to remove the vibration component from the axle load signal of the vehicle, the traveling speed of the vehicle is V, and the main frequency of the unnecessary low-frequency vibration component based on the vibration of the vehicle is f, and is given by λ = V / f. The two sets of axle load detectors 1-1 ′, 1 ′, 1 ′ are spaced at an interval equal to の of the wavelength λ
-2 'is installed before and after in the running direction of the vehicle. Then, the outputs (dynamic axle load values) of these two sets of axle load detection units 1-1 ′ and 1-2 ′ are detected, and the two outputs are arithmetically averaged to obtain a static axle load value. it can.

[0003] According to the axle load measuring device, two sets of the axle weight detecting section 1-1 ', 1-2' becomes possible to synchronously measure valley and mountain portion of the dynamic axle load W _V respectively, By averaging both axle weights, a true static axle weight _Wt is obtained. The waveform indicated by a broken line in FIG. 11 shows a case where transfer of vibration component W _V of the vehicle is shifted by phi, even in this case it is possible to obtain the static axle load W _t.

FIGS. 12 and 13 show another example of a conventional axle load measuring device (Japanese Patent Application No. 62-1).
No. 52367). This device comprises the respective axles 3, 4,
And a load detector 7 provided on the mounting table 6. Further, means for obtaining a weighing signal S representing the weight of the axles 3, 4, 5 mounted on the mounting base 6 based on the outputs of the load detectors 7,. Means for calculating an amount of change between them and generating an axle load signal indicating the weight of each of the axles 3, 4, and 5.

According to this axle load measuring device, the weight of the vehicle 2 can be measured while using the mounting table 6 on which all the axles 3, 4, and 5 can be mounted simultaneously. As shown in FIG. 13, each axle 3 of the vehicle 2
Weights of 4, 5 can also be measured.

[0006]

However, in the conventional axle load measuring device shown in FIG. 11, the traveling distance of the vehicle in λ / 2 hours changes depending on the traveling speed of the vehicle.
It is necessary to change the interval between the axle load detection units 1-1 ′ and 1-2 ′ according to the difference in the traveling speed of the vehicle. Therefore, in this axle load measuring device, for a vehicle traveling at an arbitrary speed within a relatively wide speed range from a low speed to a high speed, the axle load detection units 1-1 ′ and 1-2 ′ according to the traveling speed. Since the interval of 'cannot be changed quickly, there is a problem that its static wheel load value or static axle load value cannot be measured accurately.

[0007] According to the conventional axle load measuring device shown in FIGS. 12 and 13, the time for measuring the total weight of the axles 3, 4, and 5 shown in FIG. The length of the vehicle 2 can be made long, so that the weight of the vehicle 2 traveling at any speed in a relatively wide speed range can be accurately measured.

However, even if the length of the mounting table 6 is increased, the distance between the axles 3 and 4, 4 and 5 remains unchanged.
(Axle 3 weight, axle 3 and 4 total weight, axle 4 and 5 total weight, axle 3) 5 is shorter as the speed is higher. Therefore, in this axle load measuring device, no matter how long the length of the mounting table 6 is, if the traveling speed becomes a certain speed or more. In addition, the static wheel weight value or the static axle weight value cannot be accurately measured due to a shortage of the measurement time of each dynamic axle value. In other words, there is a problem that the static wheel load value or the static axle load value of a vehicle traveling at an arbitrary speed within a relatively wide speed range from a low speed to a high speed cannot be accurately measured. And in fact, the axle 3 axle weight signal, the axle 3 and 4 total weight signal, and the axle 3, 4 and 5
, The total weight signal of the axles 4 and 5, and the axle weight signal of the axle 5 include disturbance signals mainly including vibration waveforms caused by the road surface, speed, and many other factors. Even if the axle load signal of the axle 3 is subtracted from the total weight signal of 3 and 4 and the period of the disturbance included in each signal does not match, the error due to the mismatch of the value of each disturbance is caused by each axle load. Will be added to the measurement error of the value,
This also causes a problem that the axle weight of the axle 4 cannot be measured with high accuracy. Further, when the speed of the vehicle is high, the time during which the axle load signal of the axle 3 and the axle load signal of the axle 5 are independently measured is short, so that the disturbance signal is removed from these axle load signals. As a result, there is a problem that the axle load cannot be accurately measured even in a section where the axle load of each of the axles 3 and 5 is independently measured.

The present invention is directed to a static wheel weight or static axle value of a vehicle traveling at any speed within a relatively wide speed range from low speed to high speed, and a relatively wide speed from low speed to high speed. It is an object of the present invention to provide a connection weigher that can accurately measure a static weighing value of an object to be weighed conveyed at an arbitrary speed within a range.

[0010]

According to a first aspect of the present invention, each of the above-mentioned objects has loading means, and each of the loading means is disposed on a road surface on which a vehicle passes along the direction in which the vehicle passes. A connected weighing unit having at least one weighing means and calculating means for calculating a static wheel load value or a static axle load value based on the dynamic weighing value detected by the weighing means; The length of the vehicle in the passing direction is formed so that the wheels of different axles provided on the same vehicle are not mounted at the same time, and the wheels of the vehicle are adjacent to each other. The opposite edges are arranged close to or in contact with each other so that the wheel is supported by the two edges when passing over the two opposite edges.

According to a second invention, in the connection weigher according to the first invention, when the wheel passes through both support sections supported by the both edges facing each other, the operation means includes: It has addition means for calculating the sum of the dynamic weighing values detected by the weighing means corresponding to each loading means and outputting the sum of the dynamic weighing values as the dynamic weighing value of the two support sections. It is assumed that.

According to a third aspect of the present invention, there are provided two or more weighing means, each of which has a loading means, and each of the loading means is disposed along a passing direction of the object to be weighed along the passing direction; Calculating means for calculating a static weighing value of the object to be weighed based on the detected dynamic weighing value, wherein the weighing object is positioned on both opposing edges of the loading means adjacent to each other. When passing, the opposed edges are arranged close to or in contact with each other so that the object to be weighed is supported by the two edges, and the arithmetic means is configured to determine that the object to be weighed is When passing through both supporting sections supported by both edges facing each other, the sum of the dynamic weighing values detected by both the respective loading means and the corresponding weighing means is calculated, and the sum of the dynamic weighing values is calculated. The sum is the dynamic It is characterized in that it has a adding means for outputting a quantity value.

According to the present invention, for example, a static wheel weight value or a static axle weight value of a vehicle traveling at an arbitrary speed within a relatively wide speed range from a predetermined low speed to a high speed can be accurately measured. It is like that. In other words, when the vehicle travels on two or more weighing means arranged on the road surface, the length of each loading means in the passing direction of the vehicle is such that wheels of different axles provided on the same vehicle are not mounted simultaneously. Since it is formed in a length, each loading means carries one wheel or two wheels attached to one axle. Therefore, when the vehicle has, for example, two axles, these two or more weighing means include a dynamic wheel load value or a dynamic axle load value of only the front wheels (hereinafter, simply referred to as a “dynamic wheel load value”). ) Can be sequentially detected separately from the dynamic wheel weights of the rear wheels, etc., and the dynamic wheel weights of the rear wheels only, etc. Can also be detected separately sequentially. Then, as the wheels of the vehicle pass over both opposing edges of the adjacent loading means, the opposing edges are brought closer together or in contact with each other such that both edges support one wheel. The dynamic wheel weights and the like of these front wheels and rear wheels are calculated during the time when these front wheels or rear wheels are running on each loading means of the two or more weighing means. Each can be detected continuously. Since the dynamic wheel weight value and the like can be continuously detected in this manner, when the speed of the vehicle changes, it corresponds to the wavelength λ of the low frequency vibration component included in the dynamic wheel weight value and the like. Even if the distance interval to be changed is changed, it is possible to continuously obtain the dynamic wheel load value at each changed speed. Therefore, the static wheel weight value or the static axle weight value of a vehicle traveling at an arbitrary speed within a relatively wide speed range from a low speed to a high speed is calculated and obtained based on the dynamic wheel weight value and the like. Can be.

According to the adding means of the second invention, when the wheel of the vehicle passes through both support sections supported by both opposing edges of the adjacent loading means, it corresponds to both of the loading means. Then, the sum of the dynamic metric values detected by the respective weighing means can be calculated, and the sum of the dynamic metric values can be output as the dynamic metric value of both support sections. Thus, even when the wheel passes through the two support sections, the dynamic wheel weight value and the like can be continuously detected in the same manner as when the wheel passes over one loading means.

According to a third aspect of the present invention, for example, when an object to be weighed such as food is conveyed in a state in which the front and rear intervals are relatively narrow,
Even if the bottle to be weighed is being conveyed at high speed and the liquid being filled vibrates slowly and this vibration is a disturbance to the weight, the movement of each weighing object during the conveyance The target weighing value can be detected for a relatively long time according to the number of weighing means, and can be obtained by calculating a static weighing value based on the dynamic weighing value. It works similarly to the second invention.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment in which a connecting weigher according to the present invention is applied to axle load measurement of a vehicle will be described with reference to the drawings.
FIG. 1A is a cross-sectional view of the connecting weigher cut along the traveling direction of the vehicle, and FIG. 1B is a cross-sectional view of a portion adjacent to the loading plates 14 provided on the connecting weigher. is an enlarged sectional view showing a state where the wheel 12 ₁ or 12 ₂ passes, 2
FIG. 3 is a plan view of the connection weigher, and FIG. 3 is a block diagram showing an electric circuit of the connection weigher. 8 ₁ shown in FIGS. 1 to 3,
8 ₂ , 8 ₃ , 8 ₄ , and 8 ₅ are first, second, third, fourth, and fifth scales. First to fifth measuring instruments 8
_{1-8 5,} respectively equivalent structures are of shapes, and sizes, as shown in FIG. 2, the vehicle 12 width D travels
It is formed slightly wider than the distance between the left and right wheels. The measuring instrument 8 _{1-8 5} These five are is provided on the road surface 11 along the running direction 13 of the vehicle 12.

The _first to _fifth measuring devices 8 ₁ to 8 ₅ (8)
As shown in FIG. 1, loading plate 14 _{1-14 5} rectangle provided horizontally to the road surface 11 substantially the same height (14)
It includes a respective loading plate 14 _{1-14 5,} respectively 4
Supported by two load cells 15-18. Then, the traveling direction 1 of the vehicle 12 of the loading plate 14 _{1-14 5}
The length of the 3, the wheel of the same different axles provided in the vehicle 12, i.e., the front wheels 12 ₁ and the rear wheel 12 ₂ is at the same time 1
It is formed to a length that does not allow it to be placed on the loading plates 14.
Each wheel 12 ₁ of the vehicle 12, 12 ₂ adjacent to each other loading plate 14 ₁ and 14 _2, 14 ₂ and 14 _3, ..., 1
4 ₄ 14 ₅ of each of both mutually opposite edges 14a and 14a, when passing over ..., 1
As shown in (b), the opposite edges 14a and 14a are arranged close to each other so that the wheel 12 ₁ or 12 ₂ is supported by both edges 8a and 8a. Then, are accommodated these loading plate 14 _{1-14 5} and five sets of load cells 15 to 18 in the frame 32.
Also, facing edges 14a and 14a of the loading plate 14 are opposed to each other.
In order to prevent foreign substances such as dust from entering the inside of the connecting scale from the gaps a,... and the gaps between the loading plates 14 and the frame 32, for example, rubber seals 35,. Is provided. Each of the seals 35 is provided so that frictional resistance does not occur with respect to the vertical movement of each loading plate 14. However, each edge 14 of the loading plate 14 facing each other
If a is made of a material having a small frictional resistance or has a structure in which the frictional resistance between the edges 14a is small, the edges 14a and 14a facing each other may be brought into contact with each other.

[0018] By the way, the vehicle 1 of each loading plate 14 _{1-14 5}
The horizontal length d ₁ parallel to the running direction 13 is about 1.86.
m, and the vertical length D is about 4.0 m. Therefore, the length in the running direction of the five loading plate 14 ₁ ~14 ₅ d ₁ × ₅ is about 9.3 m. However, the gap between the loading plates 14 adjacent to each other is very small and is ignored. Each measuring instrument 8 _{1-8 5,} conventional axle load detector shown in FIG. 11 1-
Similarly to 1 ′ and 1-2 ′, when the left and right wheels of the vehicle 12 pass on the loading plate 14, the dynamic axle load value W _V shown in FIG.
Is output (dynamic axle weight value).

FIG. 3 is a block diagram showing an electric circuit of the weighing scale. Each of the load cells 15 to 18 included in each of the _first to _fifth measuring devices 81 to 85 has a Wheatstone bridge circuit including four strain gauges 19. And
These four load cells 15 to 18 are connected in parallel and equivalently constitute one Wheatstone bridge circuit. Note that a DC power supply voltage is applied to the bridge circuits of these four load cells 15 to 18. Each of the _first to _fifth measuring devices 81 to 85 includes an amplifier 20,
It is connected to an arithmetic control unit 22 via an analog / digital converter (A / D converter) 21. That is, each measuring device 8
_{1-8 5} outputs an analog load signal corresponding to the amount of strain the strain gauge 19 has detected, the analog load signal is converted by being amplified by the corresponding amplifier 20 A / D converter 21 into a digital load signal Then, it is input to the arithmetic control unit 22. The digital load signal is used in claim 1,
Dynamic weighing values described in 2 and 3, wherein the dynamic weighing value is
In this embodiment, a dynamic axle load value is meant.

The arithmetic control unit 22 includes a pulse oscillator 2
3, the storage unit 24, and the setting display unit 25 are connected. The pulse oscillator 23 transmits a pulse signal at predetermined small time intervals, and supplies the pulse signal to the arithmetic and control unit 22. The arithmetic control unit 22 counts the number of pulses, and can calculate the following time, time interval, measurement time, and the like using the count.

The storage unit 24 includes an adder (to be described later) and the like shown in FIG.
8 are stored, and a program (not shown) of the axle load value calculating means is stored. The addition means and the axle load value calculation means are included in the calculation means according to claims 1 to 3, and are means for calculating a static axle load value based on the dynamic axle load values of both wheels of the vehicle 12. is there.

The setting display unit 25 can set and change various initial values and data necessary for the calculation of the static axle weight value, and further displays the calculated static axle weight value W _{0 and the} like. Or print.

The arithmetic control unit 22 is a means for performing arithmetic control according to a program such as an adding means and an axle weight value calculating means stored in the storage unit 24. The addition means is the front wheel 12 ₁
Or when passing through the two support sections K (see FIG. 1) to the rear wheel 12 ₂ is supported by the adjacent loading plate 14 ₁ and 14 ₂ of the both face each other edge 14a and 14a from each other,
The weighing device 8 ₁ corresponding to both of the loading plates 14 ₁ and 14 ₂
When 8 _2, the sum of the two dynamic axle load values detected for each load detection time is calculated for each detection time, each sum of the dynamic weighing values thus calculated each detection in both supporting sections K This is a means for outputting as a dynamic axle load value at a time. Then, the front wheels 12 ₁ or the rear wheels 12 ₂ are connected to the loading plates 14 ₂ and 14 ₃ , 14 ₃ and 14
_The two support sections K supported by the two opposite edges 14a and 14a of the respective ₄ , 14 ₄ and 14 ₅
When passing through, similarly to the above, the sum of two dynamic axle weight values detected at each detection time is calculated for each detection time,
Each sum of the dynamic measurement values can be output as a dynamic axle load value at each detection time in both support sections K.

The axle weight calculating means calculates the vibration waveform of the vehicle 12 (vertical vibration having a frequency of 3 Hz indicated by broken lines) 26 or 27 shown in FIG. 4C (excluding both support sections K). The average value of the dynamic axle weight values output by the _first to _fifth measuring devices 81 to 85 in T and the dynamic axle weight values output by the adding means in both support sections K are calculated. Te has a function of obtaining the average value as the static axle load value W _0. That is, for example, the time at which the left and right front wheels 12 ₁ of the vehicle 12 ride on the first loading plate 14 is t = 0 shown in FIG. 9, and the time t = 0 when the first loading plate 14 rides is the vibration waveform of the vehicle 12. time period T of one cycle has elapsed 26 is t = t _W, the time t _W is measurement time of the dynamic axle load value by the measuring instrument 8 _{1-8 5} of the first to fifth. According to this axle load value calculation means, the dynamic axle load value W () at each detection time t = 0, 1, 2,..., T _W -1 of the _first to _fifth measuring devices 81 to 85 is obtained. 0), W (1), W (2),..., W (t _W −
Calculating an average value of 1) obtaining a static axle load value W ₀ and.

FIG. 9 shows that the vehicle 12 is operated at a speed of 100 kph.
5 shows a vibration waveform of a dynamic axle load value when traveling at m / h, and the frequency of this vibration waveform is set to 3 Hz, so that the vehicle 12 moves during one cycle T (= 1/3 second). The traveling distance is about 9.3m. On the other hand, the first to fifth loading plates 1
Since 4 is set to _{1-14 5} running direction of the length of about 9.3m, and this connection weigher predetermined 1/3 second (= 1
100 km / h by detecting the dynamic axle load value during the period T)
/ H, it is possible to detect the dynamic axle load value of the vehicle 12 traveling in one cycle T, and calculate the average value to obtain the static axle load value W ₀ .

The traveling speed of the vehicle 12 is 100 kph.
When the speed is less than m / h, the vehicle 12 is
4 _{1-14 5} time traveling the above, speed 100km / h
Therefore, the dynamic axle load value can be detected for one cycle or more. Therefore, even when the speed is less than 100 km / h, the static axle weight value W is calculated by detecting the dynamic axle load value for a predetermined 1/3 second (= 1 cycle T) and calculating the average value. ₀ can be obtained. As described above, according to the coupled weigher, the static axle load value of the vehicle 12 traveling at an arbitrary speed of 100 km / h or less, which is a relatively wide range of traveling speed, can be accurately measured.

Next, with reference to FIGS. 2 and 4, a description will be given of a procedure in which the adding means calculates a dynamic axle load value in both support sections K and a detection of a dynamic axle load value other than the both support sections K. I do. In FIG. 4, the vehicle 1 is shown for easy explanation.
2 shows the dynamic axle load value with the vibration component omitted. FIG.
As shown in the vehicle 12 of the first to fifth loading plate 14 ₁ -
14 When ₅ travels on, as shown in FIG. 4 (a), first
To fifth meter 8 _{1-8 5} of sequentially detecting each dynamic axle load value of the front wheel 12 ₁ and the rear wheel 12 _2. However, in both support sections K, each dynamic axle load value decreases or increases. FIG.
Dashed line 33 shown in (a), when the vehicle 12 is in the position shown in FIG. 2 shows the dynamic axle load value each measuring instrument 8 _{1-8 5} outputs. Thus, Yes the length of each loading plate 14 _{1-14 5} each loading plate 14 _{1-14 5} as the front wheel 12 ₁ and the rear wheel 12 ₂ is not ride simultaneously to determine the d _1, the first to fifth each meter 8 _{1-8 5,} heavy each dynamic axis between the front wheel 12 ₁ and the rear wheel 12 ₂ vehicle 12 travels first through fifth loading plate 14 _{1-14 5} above Each value can be detected separately.

FIG. 4 (b) shows the sum of the dynamic axle weight values detected by the measuring instruments (8 ₁ and 8 ₂ ) adjacent to each other at each detection time in each support section K at each detection time. and it calculates the, the dynamic axle weight value at each detection time of the measuring instrument 8 ₁ one of the sum determined in advance for each dynamic metric, other meter 8 ₂
Of the dynamic axle weight of 0 is set to 0. Adjacent meter each other (8 ₂ and 8 _3), (8 ₃ and 8 _4), (8 ₄ and 8 ₅₎ In each case, the said one of the meter _82,
8 ₃ , 8 ₄ , and the other measuring instruments are 8 ₃ , 8 ₄ , 8
The same processing is performed as ₅ .

[0029] FIG. 4 (c), FIG. 4 the first to the dynamic axle load value for each measuring instrument 8 _1-8 front wheel 12 of each _{5 1} and the rear wheel 12 ₂ of the fifth (b), the front wheels 12 ₁ dynamic axle load value and rear wheel 12 ₂
FIG. 3 is a diagram separately showing the dynamic axle load value of FIG. in this way,
By setting the dynamic axle load value in each of the both support sections K as the sum of the dynamic axle load values detected by both measuring devices, the front wheel 12
₁ , while the rear wheel 12 ₂ passes through each support section K, the front wheel 12 ₁ and the rear wheel 1 1 are moved in the same manner as when passing over one load plate.
2 each dynamic axle load value of ₂ can be continuously obtained. Therefore, it is possible to the front wheels 12 _1, the rear wheel 12 ₂ during passage through the loading plate 14 _{1-14 5} above, obtained front wheel 12 ₁ and the rear wheels 12 ₂ of each dynamic axle load value continuously separate each .

FIG. 5 is a diagram rewritten to make FIG. 4 easier to understand, and FIG. 5A is a diagram obtained by combining FIG. 4A. That is, the _first to _fifth measuring devices 81 to 85 are used.
There is a representation divided by synthesizing the dynamic axle load value of the front wheel 12 ₁ and the rear wheels 12 ₂ detected for each wheel of the front wheels 12 ₁ and the rear wheel 12 _2. FIG. 5B shows a dynamic weighing value in each of the two support sections K shown in FIG. 5A as a sum of dynamic axle load values detected by both weighing devices. Incidentally, FIG. 5 (a), the (b), the showed the dynamic axle load value of the front wheel 12 ₁ and the rear wheels 12 ₂ to remove vibrational components of the vehicle 12, shown by broken lines 26 and 27 in practice Thus, each dynamic axle load value includes a substantially sinusoidal steady vibration component having a frequency of about 3 Hz.

[0031] Thus, the front wheels 12 _1, the rear wheel 12 ₂ is loading plate 14 ₁ while passing on to 14 _5, the front wheels 12 ₁ and the rear wheels 12 ₂ of each dynamic axle load values respectively separately successively Therefore, even if the vehicle 12 is traveling at any speed of 100 km / h or less, the dynamic axle load value of one cycle or more can always be obtained continuously.
The static axle load value W ₀ can be obtained by averaging the dynamic axle load values over the period.

Next, calculates the arithmetic control section 22 of the connection weigher the front wheels 12 ₁ and the rear wheels 12 ₂ of each successive dynamic axle load value (refer to FIG. 4 (c) and 5 (b)) The output procedure will be described with reference to the flowcharts shown in FIGS. First, when the operator operates the setting display unit 25 to start weighing, a weighing start signal is input to the arithmetic and control unit 22 to start detection of a dynamic axle weight value (S98). That is, it is determined, for example, whether or not the front wheel 12 ₁ of the vehicle 12 is boarded on the first meter 8 ₁ loading plate 14 (S100). This determination is made based on, for example, whether or not the differential value of the weighing signal output from the _first weighing device 81 is larger than a preset value. It is determined that the user has stepped on the loading plate 14 of the _first measuring device 81. Of course, this determination method may be performed by another known method. Then, the wheels boarded on the first meter 8 ₁ of loading plate 14, if the result of determination is YES, thereby incrementing the count value i of the counter provided in the coupling balance. As described above, the increment of the count value i is caused by the first
Each vehicle 1 sequentially travels through fifth each measuring instrument 8 _{1-8 5} above
It is necessary to identify the dynamic axle load value of each axle for each axle. For this purpose, the concept of serial number i is introduced. Then, it is stored as the serial number i _(n) of the axle measured by the n-th (n is an integer of 1 to 5) scale. Accordingly, it is possible to identify and store the dynamic axle load values of the _first to i-th predetermined number of axles measured by the _first to _fifth measuring devices 81 to 85, respectively. Then, out (i _(n) ) shown in the flowchart represents the output value of the dynamic axle weight value with the axle number i measured by the n-th measuring device. Note that after the front wheel 12 ₁ is boarded on the first meter 8 _1, the dynamic axle load value outputted from the first meter ₈₁ is of a substantially sinusoidal steady vibration, its differential value Since it is smaller than the set value, NO is determined in step 100 and the process proceeds to step 104.

Next, sequentially determined whether the front wheel 12 ₁ is on the first measuring instrument ₈₁ and the second meter 8 ₂ (S
104, S106), but the front wheel 12 ₁ is riding in the first measuring instrument _81, if it is determined that not on the second metering device 8 _2, first meter 8 ₁ output and outputs the signal W ₁ as a dynamic axle load value (S108). Weighing interval in this case is a section of J ₁ shown in Figure 5 (a). And
If the front wheel 12 ₁ is determined to riding meter 8 ₁ and 8 ₂ of the first and second both, the front wheel 12 _1, FIGS. 5 (a)
Since the two support sections K ₁₂ shown is passing through the first and second
The addition means calculates the sum of the output signals W ₁ and W ₂ of the measuring devices 8 ₁ and 8 ₂ , and calculates the sum (total dynamic axle load value) of the dynamic axle load measured by the first measuring device 8 _1. and outputs a value _{(W 1 + W 2) (} S110). In this way, it is possible to obtain a dynamic axle load value continuous as represented by each section of J ₁ and K ₁₂ in FIG. 5 (b).

Next, at step 104, the front wheels 12
₁ without on the first meter 8 _1, if it is determined NO, and determines whether the front wheel 12 ₁ or boarded on the second meter ₈₂ of the loading plate 14 (S112). This judgment is
Similar to step 100, the determination is made based on whether the differential value of the weighing signal output from the _second weighing device 82 is larger than a preset value. Then, the front wheel 12 ₁ boarded on the second meter ₈₂ of the loading plate 14 away from the first measuring instrument ₈₁ of the loading plate 14, if the result of determination is YES, the second measuring instrument ₈₂ The counted value of the serial number i ₍₂₎ of the measured axle is incremented to i ₍₂₎ = i ₍₁₎ (S114), whereby the front wheel 12 which is now measured by the _second measuring device 82 is used. ₁ of the dynamic axle load value can be treated as continuous dynamic axle weight value obtained by measuring by the first weighing instrument 8 _1.

Next, it is sequentially determined whether or not the front wheel 12 ₁ is on the second measuring device 8 ₂ and the third measuring device 8 ₃ (S
116, S118), but the front wheel 12 ₁ is riding on the second meter _82, if it is determined that not on the third measuring instrument 8 _3, the second measuring instrument ₈₂ outputs and outputs a signal W ₂ as the dynamic axle load value (S120). Weighing interval in this case is a section of J ₂ shown in Figure 5 (a). And
If the front wheel 12 ₁ is determined to ride on the second and the third both meter 8 ₂ and 8 _3, front wheels 12 _1, FIGS. 5 (a)
Since both the support section K ₂₃ shown is passing through the second and third
The addition means calculates the sum of the output signals W ₂ and W ₃ of the measuring devices 8 ₂ and 8 ₃ , and calculates the sum (total dynamic axle load value) of the dynamic axle load measured by the second measuring device 8 _2. It is output as a value (W ₂ + W ₃ ) (S122). In this way, it is possible to obtain a dynamic axle load value continuous as represented by each section of the J ₂ and K ₂₃ in FIG. 5 (b).

Next, the second and third measuring devices 8_Two, 8_ThreeBut
The above step 112 performed on the output dynamic axle load value
To the third and fourth measuring devices 8_Three,
8_FourSteps 200 to 2 for the dynamic axle weight value output by
10 and the fourth and fifth scales 8
_Four, 8_FiveStep 212 is also performed for the dynamic axle weight value output by
To 222. Then, as shown in FIG.
J_FiveIn the section of the fifth measuring device 8_FiveOutput of dynamic axle weight
It will be processed as. Thus, FIG.
In (a), J_Three, K₃₄, J_Four, K₄₅, J_FiveEach section of
In FIG. 5B, based on the dynamic weighing value represented by
J_Three, K₃₄, J_Four, K₄₅, J_FiveContinuous in each section of
Dynamic axle load value can be obtained. Therefore, FIG.
In (a), J ₁, K₁₂, J_Two, K_{twenty three}, J_Three, K₃₄,
J_Four, K₄₅, J_FiveThe dynamic weight value represented in each section of
J at 5 (b)₁, K₁₂, J_Two, K_{twenty three}, J_Three,
K₃₄, J_Four, K₄₅, J_FiveContinuous motion represented by each section of
It can be obtained by converting to the target axle load value. Also, do the same
And the rear wheels 12 of the vehicle 12_TwoIs the first to fifth measuring instruments 8₁~
8_FiveLoading plate 14₁~ 14_FiveFig. 5
In (a), J₁, K₁₂, J_Two, K_{twenty three}, J_Three, K₃₄,
J_Four, K₄₅, J_FiveRear wheel 12 corresponding to each section of_TwoEach ward
In FIG. 5B, the dynamic weight value between₁, K
₁₂, J_Two, K_{twenty three}, J_Three, K₃₄, J_Four, K₄₅, J_FiveEach ward
Front wheel 12 represented between₁Of continuous dynamic axle weight
Rear wheel 12_TwoCan be converted to a continuous dynamic axle weight value
it can. Furthermore, similarly, each axle of each subsequent vehicle 12
The dynamic axle load value of
It can be obtained by conversion. The two-axle vehicle 12
As described above, vehicles with three or more axles
Can obtain continuous dynamic axle load values in the same manner as above.
Wear.

However, in FIG. 4C and FIG. 5B, the continuous dynamic axle load value is shown as a constant value for the sake of simplicity, but actually the running vehicle 12 Since it vibrates in the vertical direction, the continuous dynamic axle load value in each figure can be obtained as a continuous dynamic axle load value along the vibration waveform indicated by the broken lines 26 and 27.

As described above, the broken line 2 for each axle
When the continuous dynamic axle load values indicated by 6, 27 are obtained, the axle load value calculation means starts one cycle T (approximately 1 /
The average value of the successive dynamic axle load values obtained within the time of 3 seconds) and calculates, it is possible to output the average value as the static axle load value W _0.

According to the connecting scale constructed as described above,
The length d ₁ of each loading plate 14 in the passing direction of the vehicle 12 is formed so that the wheels of adjacent different axles provided on the same vehicle 12 are not mounted at the same time.
During the time when 2 is traveling on each of the five loading plates 14, the dynamic axle weight value of each axle can be detected separately and continuously for each axle. Moreover, the edges 14 facing each other of adjacent loading plate 14 provided in the measuring instrument 8 _{1-8 5}
Since a and a are arranged close to each other, the dynamic axle load value can be sequentially and continuously detected without a non-detection period. Therefore, by setting the required number of the load plates 14, the measurement distance (measurement time) of the dynamic axle load value for each axle can be made as long as necessary, and as a result, the speed of the vehicle 12 traveling at high speed can be increased. The measurement of the dynamic axle load value can be continuously performed for a required time. And vehicle 1
In the case where the traveling speed is medium speed or low speed, the measurement of the dynamic axle load value can be continuously performed for a longer time than in the case where the traveling speed is high. The static axle load value W ₀ of the vehicle 12 traveling at an arbitrary speed within the speed range can be accurately measured.

Since the static axle load value can be accurately measured, the weight of the vehicle 12 can be measured by providing a vehicle weight calculating means for calculating the sum of the static axle load values. The length d ₁ of each loading plate 14 in the passing direction of the vehicle 12 is a length that does not allow wheels of different axles provided on the same vehicle 12 to be simultaneously mounted, that is, a relatively short length. , The rigidity of the loading plate 14 can be increased, thereby enabling a high-speed response of the measuring instrument.

Further, the wheels 12 ₁ and 12 ₂ of the vehicle 12
Both opposing edges 14 of adjacent loading plates 14
a, even when passing through each two support sections K supported by 14a, wheel 12 ₁ or 12 ₂ is exactly the dynamic axle load value as if passing through the upper loading plate 14 of one Since the dynamic axle load value can be detected, the dynamic axle load value can be continuously detected. This makes it possible to measure the dynamic axle load value equivalent to the case where the axles individually pass one by one on the single loading plate while being constituted by the five loading plates 14, and therefore, are determined in advance. The static axle load value of a vehicle traveling at an arbitrary speed within a relatively wide speed range from a low speed to a high speed can be measured with extremely high accuracy.

In the above embodiment, however, the dynamic axle load value is measured for a period of one cycle T of the vertical vibration of the running vehicle 12, and the average value is calculated to obtain the static axle load value W ₀ . However, when the traveling speed of the vehicle 12 is less than 100 km / h, the dynamic axle load value can be detected for one cycle or more. Therefore, the static axis load is calculated every 1/3 second (= 1 cycle T). determined by calculating the weight value W _0, and the average value may be static axle load values W _0T with an average value of the plurality of static axle load value W _0.
The time the vehicle 12 travels first through fifth loading plate 14 _{1-14 5} above, does not necessarily become exactly an integral multiple of one period T, the short time period than one cycle T Dynamic The static axle load value W ₀ calculated based on the axle load value is the static axle load value W
_It should be excluded from the calculation of _0T . Then, one period T excluding the static axle load value W ₀ calculated on the basis of the dynamic axle load value of the short time duration than a method, for example loading plate 14 _{1-14 5} wheels first to fifth Since the time to travel on the upper side can be obtained by the time during which the dynamic axle load value is detected, this detection time is divided by one cycle T (= 1/3 second), and the remaining time (detection time) The static axle load value W ₀ calculated based on the dynamic axle load value measured in the remaining time before the end) may be excluded. Of course, the unnecessary static axle weight value W ₀ may be excluded by other known methods.

In the above embodiment, the axle load value calculating means calculates the average of the continuous dynamic axle load values obtained within one period T (about 1/3 second) from the start of the weighing. Although the value was calculated and the average value was output as the static axle load value W ₀ , the present invention is not limited to calculating the average value to obtain the static axle load value W ₀ , this method known data processing other than may be calculated static axle load value W ₀ on the basis of the dynamic axle load values obtained in this sequence. For example,
The dynamic axle load values at three different times among the dynamic axle load values are substituted into a previously stored calculation formula, and the dynamic axle load values indicated by broken lines 26 or 27 in FIG. obtains the value of the waveform by calculation, may be obtained static axle load value W ₀ by calculating the center value of the waveform.

As described above, if the method of obtaining the static axle weight value W ₀ based on the dynamic axle weight values at each of the three times is called a three-point method, if this three-point method is used, The number of the loading plates 14 of the above embodiment can be made smaller than five, so that the total length of the loading plates 14 in the vehicle traveling direction can be made shorter than about 9.3 m. For example,
Assuming that the number of the loading plates 14 is three, the total length in the vehicle traveling direction is about 5.6 m, and the dynamic axle load value of the vehicle 12 when the vehicle 12 travels at a speed of about 60 km / h or less when this length is set. Can be measured over one or more cycles,
If the speed exceeds about 60 km / h, it is not possible to measure over one cycle, so that the static axle weight value W ₀ cannot be accurately calculated by the average value method. Therefore, if the speed exceeds about 60 km / h, and be determined by calculating the static axle load value W ₀ using 3-point method above. In this way, the three loading plate 14 (first to third measuring instruments 8 ₁
８8 ₃ ), the static axle load value W ₀ of the vehicle 12 traveling at an arbitrary speed of 100 km / h or less can be accurately measured. Note that the speed of the vehicle can be calculated based on the time during which the three weighing devices output the weighing signal.

Further, in the above embodiment, the traveling vehicle 1
The frequency of the dynamic axle load value of 2 was 3 Hz, and the frequency was 1/3 second (1
The average value of the dynamic axle weight values obtained in the period T) was calculated to obtain the static axle load value W _0. If this frequency is unknown, 1
Since the period time cannot be set, one cycle T of the signal waveform is obtained based on the continuous dynamic axle values, and the average value of the dynamic axle values for the one cycle T is calculated. it may be obtained static axle load value W ₀ Te. As a method of obtaining the one cycle T, for example, the maximum value or the minimum value of the signal waveform of the continuous dynamic axle value obtained by measurement is detected, or the maximum value is calculated by calculating the differential value of the signal waveform. There is a method in which a point and a minimum point are detected, and a time interval between the maximum point and the minimum point is doubled to obtain one cycle T.

[0046] In the above embodiment, as shown in FIG. 1 (a), the five meter 8 _{1-8 5} one frame 32
Although the structure housing within, as shown in FIG. 10, may have a structure for accommodating the measuring instrument 8 _{1-8 5} one by one in a separate frame 36. Except for this, the configuration is the same as that shown in FIG. Figure 10 is an enlarged cross-sectional view taken in the same direction as in FIG. 1 (a) the meter 8 _{1-8 5.}

Further, in the above embodiment, the length d ₁ of each loading plate 14 is set to about 1.86 m. However, the length d ₁ may be other length, or the length d ₁ of each loading plate may be the same size. There is no need to align. In short, the wheels of different axles of one vehicle 12 or the vehicles 12 connected in front and back are simultaneously loaded on one loading plate 14.
It should be a length that does not ride. And five measuring instruments 8
Is provided with the _{1-8 5} may be a plurality of non-five.

[0048] Further, in the above embodiment, a configuration of calculating the static axle load value W ₀ and weighed sum of the left and right wheels of the axle wheel load (dynamic axle load value), instead of this, the fifth of each measuring instrument 8 _{1-8 5} of the left or right wheels of the vehicle 12 wheel load, that is, a configuration of obtaining by calculating the static wheel load value W ₀ by measuring the dynamic wheel load value Is also good.

[0049] Then, as shown in FIG. 5 (b), beginning of the J ₁ section, the wheel is supported by both the first loading plate 14 ₁ and the road surface 11, the J ₅ sections In the last part, since the wheels are supported by both the _fifth loading plate 145 and the road surface 11, the dynamic axle load value cannot be accurately detected in each of these two parts, so that the two static axle load values W ₀ on the basis of the dynamic axle load values in the remaining period excluding the dynamic axle load value detected by the partial may be calculated.

In the above-described embodiment, the example in which the coupled weigher according to the present invention is applied to the axle load measurement obtained by calculating the static axle load value of the vehicle 12 has been described. The present invention can also be applied to weighing by calculating a dynamic weighing value of an object to be weighed and calculating a static weighing value. That is, this connected weigher is, for example, equivalent to the above embodiment in which each of the conveyors has a conveyor for transporting the objects to be weighed and each of the conveyors is arranged along a passing direction of the objects to be weighed along the passing direction. Calculation control for calculating the static weighing value of the weighing object based on the two or more weighing devices and the dynamic weighing value (the weighing signal shown in FIG. 4A) of the weighing object detected by each weighing device. And a part. Then, when the objects to be weighed pass on both opposing edges of the conveyer adjacent to each other, the opposing edges are brought closer to each other so that the objects to be weighed are supported by both edges. Or they are arranged in contact with each other. The addition means (equivalent to the above-described embodiment) of the arithmetic control unit is provided when the object to be weighed passes through both support sections supported by both opposing edges of the adjacent conveyors. Calculate the sum of the dynamic weighing values detected by each of both weighing devices corresponding to each of the both conveyors at each of the predetermined detection times for each of the detection times,
The sum of the dynamic metric values calculated at each detection time is output as a dynamic metric value at each detection time in both support sections.

According to the above-mentioned connecting weigher, even when an object to be weighed, such as food, is conveyed in a state where the front and rear intervals are relatively narrow, the time required for each object to be weighed to pass over the plurality of conveyors is considered. Meanwhile, similarly to the above-described embodiment, the dynamic weighing value of each of the objects to be weighed during the transportation can be continuously and separately detected including both the support sections. Therefore, it is possible to calculate and obtain an accurate static weighing value of each weighing object based on the data of these sufficient dynamic weighing values obtained for each weighing object. However, in order to prevent two or more objects to be weighed from riding on one conveyor at the same time, the length of each conveyor in the transport direction needs to be shorter than the distance before and after the object to be weighed. Then, similarly to the above-described embodiment, the accurate static weighing value of the object to be weighed passing at an arbitrary speed within a relatively wide speed range from a predetermined low speed to a high speed is obtained for each of these continuously obtained dynamic weighing values. It can also be obtained by calculating based on the data of the target weighing value.

[0052]

According to the present invention, the length of each loading means in the passing direction of the vehicle is formed so that the wheels of different axles provided on the same vehicle cannot be mounted simultaneously. During the time that the vehicle is traveling on each weighing means, the dynamic wheel weight value or the dynamic axle weight value of the vehicle (hereinafter, simply referred to as “dynamic wheel weight value etc.”) is calculated for each wheel. Alternatively, it can be detected separately for each axle. In addition, since the opposing edges of the adjacent loading means provided in each weighing means are arranged close to or in contact with each other, it is possible to sequentially and continuously detect dynamic wheel weight values and the like. it can. Therefore, by setting the required number of these loading means, the measurement distance (measurement time) such as the dynamic wheel load value can be made as long as necessary. Measurement can be performed continuously for a required time, and as a result, the static wheel weight value or the static axle value of a vehicle traveling at an arbitrary speed within a relatively wide speed range from a predetermined low speed to a high speed. The weight can be measured with high accuracy. Further, since a measurement signal is obtained for each wheel or each axis over the entire section in which the wheel travels on the connected scale, a measurement signal of a necessary time is obtained, and therefore, a disturbance signal ( Vibration) can be removed more accurately than in the past, whereby the static wheel load value or axle load value can be accurately measured.

Since the static wheel load value or the static axle load value can be accurately measured, there is also an effect that the weight of the vehicle can be measured by calculating the sum of the values. Further, the length of each loading means in the passing direction of the vehicle is a length that does not allow wheels of different axles provided on the same vehicle to be simultaneously mounted, that is, it may be formed to a relatively short length. As a result, the rigidity of the loading means can be increased, thereby enabling a high-speed response of the weighing means.

According to the second aspect of the present invention, even when the wheels of the vehicle pass through the two support sections supported by both opposing edges of the adjacent loading means, the wheels pass over one loading means. Dynamic wheel load value or dynamic axle load value can be accurately detected as in the case of can do. Thereby, it is possible to measure a dynamic wheel load value or a dynamic axle load value equivalent to a case where the axles individually pass one by one on one loading means while being constituted by a plurality of loading means, Therefore, the static wheel load value or the static axle load value of the vehicle traveling at an arbitrary speed within a relatively wide speed range from a predetermined low speed to a high speed can be measured more accurately than in the first invention. .

According to the third aspect of the present invention, even when the objects to be weighed, such as foods, are conveyed in a state where the front and rear intervals are relatively narrow, the time for each of the objects to be weighed to pass over each loading means is maintained. The dynamic weighing value of each object to be weighed during the transportation can be detected. Therefore, it is possible to calculate and obtain an accurate static weighing value of the object to be weighed based on the data of these sufficient dynamic weighing values. Further, similarly to the first and second inventions, an accurate static weighing value of an object to be weighed passing at an arbitrary speed within a relatively wide speed range from a predetermined low speed to a high speed is continuously obtained. It can be obtained by calculating based on the data of the obtained dynamic weighing values.

[Brief description of the drawings]

FIG. 1A is a cross-sectional view of a connecting weigher according to an embodiment of the present invention along a traveling direction of a vehicle, and FIG. 1B is an enlarged cross-sectional view showing both support sections of the connecting weigher.

FIG. 2 is a plan view of the connection weigher of the embodiment.

FIG. 3 is a block diagram showing an electric circuit of the connection weigher according to the embodiment.

FIG. 4A is a diagram illustrating a dynamic axle load value output by each measuring device when the vehicle travels on the connected balance according to the embodiment;
4B is a diagram showing a dynamic axle load value obtained by adding both support sections of FIG. 4A, and FIG. 4C is a diagram showing the added dynamic axle load value of FIG. It is a figure which shows the dynamic axle load value put together for every.

5 (a) is a diagram showing dynamic axle load values output by the respective measuring devices shown in FIG. 4 (a) for each of a front wheel and a rear wheel, and FIG. It is a figure which shows the dynamic axle load value which added both the support area of (a).

FIG. 6 is a flowchart showing a procedure of calculating and outputting a dynamic weighing value output in each section shown in FIG. 5 by the connecting weigher of the embodiment.

FIG. 7 is a flowchart showing a procedure of calculating and outputting a dynamic weighing value output in each section shown in FIG. 5 by the connecting weigher of the embodiment.

FIG. 8 is a flowchart showing a procedure of calculating and outputting a dynamic weighing value output in each section shown in FIG. 5 by the connecting weigher of the embodiment.

FIG. 9 is an enlarged view of a continuous dynamic axle value and a static axle value shown in FIG. 4 (c).

FIG. 10 is a cross-sectional view showing another embodiment of the weighing device constituting the connection weigher according to the embodiment.

FIG. 11 is a diagram showing a conventional axle load measuring device.

FIG. 12 is a block diagram showing an electric circuit of another conventional axle load measuring device.

FIG. 13 is a diagram showing a load signal detected by another conventional axle load measuring device.

[Explanation of symbols]

8 ₁ to 8 ₅ First to fifth weighing devices 12 Vehicle 14 _{1 to} 14 ₅ Loading plate 15, 16, 17, 18 Load cell 22 Operation control unit 26, 27 Dynamic axle load value obtained by operation processing

Claims (3)

[Claims] 1. Two or more weighing means each having a loading means, each loading means being disposed on a road surface on which a vehicle passes along a passing direction, and a dynamic weighing value detected by the weighing means. Calculating means for calculating a static wheel weight value or a static axle weight value of the vehicle based on the vehicle weight, wherein the length of each loading means in the passing direction of the vehicle is provided in the same vehicle. Wheels of different axles are formed so that they do not ride at the same time, and when the wheels of said vehicle pass over both opposing edges of said loading means adjacent to each other, they are both A coupling weigher characterized in that said opposed edges are arranged close to or in contact with each other so as to be supported by the edge of the balance. 2. The connecting weigher according to claim 1, wherein said arithmetic means includes a first and a second loading means, when the wheel passes through both support sections supported by the two opposite edges. A connection weigher comprising a summing means for calculating a sum of the dynamic weighing values detected by the corresponding weighing means and outputting the sum of the dynamic weighing values as a dynamic weighing value of the two support sections. . 3. Two or more weighing means, each having a loading means, each loading means being disposed along a passing direction of the object to be weighed, and a dynamic state detected by each weighing means. Calculating means for calculating a static weighing value of the object to be weighed based on the weighing value, wherein the weighing object passes on both opposing edges of the loading means adjacent to each other. The opposed edges are arranged close to or in contact with each other so that the object to be weighed is supported by the two edges, and the arithmetic means is configured such that the object to be weighed includes both of the opposed surfaces. When passing through the two support sections supported by the edge, the sum of the dynamic weighing values detected by the respective weighing means corresponding to both of the loading means is calculated, and the sum of the dynamic weighing values is calculated by the sum of the dynamic weighing values. As a dynamic metric of the support section Coupling scale, characterized in that it comprises a force to the adding means.