JPH1183605A - Wheel load detector of rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wheel load detector of a rolling stock wherein attaching to a rail and detaching from a rail are easy and accurate detection is possible in a wide detection range stretching in the traveling direction. SOLUTION: A base board 45 is positioned under the base surface of a rail 27. Spacers 46 (49) and press boards 43 (44) are stacked in order on the parts adjacent to both sides of the rail, and rigidly fixed by using fixing bolts 47 (50). A load retaining part of a block type load cell which is stretched in the longitudinal direction in order to obtain a long detection range is arranged on the press board 43. A loading board is so arranged on a load introducing part that a flange part 33 of a wheel 31 can run on the board. A guide board 39 wherein a slant surface 39a and a flat surface 39b are formed is installed in the entering part. When the flange part 33 is mounted on a loading board 38 via the guide board 39, in the running state, the change of mechanical quantity in a distortion generating part which is caused by the load applied to the load introducing part is converted into the change of quantity of electricity with a strain gauge, thereby detecting the wheel load.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel load detecting device for a railway vehicle, and more particularly, to a portable type which can be installed by on-site work, and which can measure the wheel load both in stopping and running the railway vehicle. And a wheel load detecting device for a railway vehicle.

[0002]

2. Description of the Related Art As an example of detecting the wheel load of a railway vehicle, attention is paid to the fact that when a wheel of a railway vehicle is positioned on a rail, a change in the amount of strain corresponding to the vehicle weight occurs on the rail. There is a vehicle weight measurement device that obtains wheel load data by attaching a strain gauge to the surface of a rail and detecting a voltage or current output based on a change in resistance value of the strain gauge.

However, in this case, since the strain generated on a rail which can be generally regarded as a rigid body is directly detected, the amount of strain displacement is extremely small, so that highly accurate measurement data cannot be obtained. Attachment requires a high level of technology to accurately position and attach the sensitive axis of the strain gauge so that the sensing axis of the strain gauge is at a predetermined angle with respect to the intended load application axis. However, there is a drawback that high construction costs are required. As an example of wheel load detection that solves this, a part of the existing rail is cut, a pit is dug below the cut part, and two load cells are arranged at a predetermined interval at the bottom of the pit, Vehicle weight with each load supporting part fixed, a pressure receiving plate provided on each load applying part, and a measuring rail laid on this pressure receiving plate so as to have the same horizontal plane as the existing rail and the same running path There is a measuring device.

In this vehicle weight measuring device, a railway vehicle whose weight is to be measured is moved, and a plurality of load cells are moved via a measuring rail and a pressure receiving plate in a state where wheels are guided from an existing rail to a measuring rail and stopped. The load applied to each of the load applying sections is measured by a plurality of load cells (for example, see the description of FIG. 1 in Japanese Patent Application Laid-Open No. 50-48961). However, such a vehicle weight measuring device cuts a part of the existing rails and provides pits below the existing rails, which requires a large-scale remodeling work. In addition, the vehicle weight measurement can be performed only at a specific location. There is a drawback that it is not possible and lacks versatility. In order to overcome this difficulty, there is the following vehicle weight measuring device which can measure the vehicle weight at a desired place.

That is, in this conventional example, a load cell is placed on the upper surface (tread portion) of an existing rail, and the load cell is fixed to the rail using fixing means such as bolts and fixing brackets. The weight measurement is performed by riding on the tread of the vehicle wheel. In this conventional apparatus, weight measurement can be performed at a desired place. That is, since the load cell is sandwiched between the tread portion of the existing rail and the tread surface of the wheels, if the load cell block has sufficient strength, the fixing means described above does not exert too much force, and the load cell block is simply pressed. A relatively small tightening force is sufficient to prevent falling off, so that attachment and detachment are easy (for example, see
No. -48961, the description relating to FIG. 3).

However, when the tread portion of the existing rail is inclined due to wear or the like, or when the tread surface of the wheel is inclined due to wear or the like, the load cell cannot be kept horizontally. There is a problem in that an eccentric load is applied and measurement accuracy is significantly reduced. The first to fourth wheel load detecting devices for a railway vehicle which do not have the two problems as described above and have a structure capable of measuring the wheel load of the railway vehicle which can be installed in the field work and which can measure the wheel load of the railway vehicle will be described below. Present as prior art.

That is, the first prior art detects a wheel load by jacking up while a railway vehicle is stopped.
The schematic configuration is shown in FIG. 17 and FIG. That is, the rail 1 includes a base 4 fixed to a sleeper (not shown).
The tread portion 2 is formed at the tip of an upright portion 3 that rises from the base portion 4. The tread portion 2 is brought into contact with the tread 7 of the wheel 5 of the railway vehicle and is guided by the rail 1 so that the railway vehicle (not shown) can run stably.

A connecting rod 8 is provided below the wheel 5 in the longitudinal direction of the rail 1. A first supporting part 9 and a second supporting part are provided at the front end and the rear end of the connecting rod 8, respectively. 10 are arranged. The first support portion 9 supports the first cylinder 11 on its main body so as to be movable in the axial direction.
A first rod 12 protrudes from the tip of the cylinder 11. The tip of the first rod 12 is formed in a conical shape. Further, a load application section of the first load cell 13 is connected to the rear end of the first cylinder 11.
Three load supports are coupled to the first support 9.

Further, the second cylinder 14, the second rod 15, the second
Second load cells 16 are provided respectively. The first support portion 9 and the second support portion 10 are fixed to both ends of the connecting rod 8 using fixing bolts 17 and 18, respectively.
Further, the fixing of the rail 1 and the first support portion 9 and the fixing of the rail 1 and the second support portion 10 are performed using the fixing bolts 19 and 20, respectively. Therefore, the position of both the first support portion 9 and the second support portion 10 in the longitudinal direction of the rail 1 is regulated, and the first support portion 9 and the second support portion 10 are prevented from dropping off the rail 1 together. Will be done.
Each of the first cylinder 11 and the second cylinder 14 is connected to a hydraulic output end of a hydraulic pump 23 via a first connection pipe 21 and a second connection pipe 22, respectively.

Further, the load / electricity conversion elements such as strain gauges for detecting the load of each of the first load cell 13 and the second load cell 16 include a first connection cable 24 and a second connection cable 25, respectively. Is electrically connected to the indicator 26 so that the wheel weight can be measured by the indicator 26. Therefore, the railcar is placed at a predetermined position, that is, at an intermediate position between the first support 9 and the second support 10 fixed to the connecting rod 8 and the rail 1.
When the manual pump 23 is operated and the first cylinder 11 and the second cylinder 14 are operated with the axis of
The rod 12 and the second rod 15 protrude, the tread 7 is pushed up at the tip thereof, and the tread 7 is raised from the tread 2 of the rail 1.

At this time, the wheel load can be detected based on the outputs of the first load cell 13 and the second load cell 16. In addition, the first cylinder 11 and the second cylinder 11
The wheel load can also be detected by measuring the respective supply pressure to the cylinder 14. Therefore, the present invention can be used as a portable wheel load detecting device for a railway vehicle, and it can be moved to a desired location and easily set and measured at a site. The second prior art is disclosed in Japanese Patent Laid-Open No. 50-1612.
No. 73 is a railway vehicle weight measuring device, wherein the tread of the wheel is raised from the tread portion of the rail,
The wheel weight is detected by indirectly contacting the flange portion of the wheel with the load cell.

That is, a weight detector for detecting the weight of a vehicle by riding on a flange portion of a wheel is disposed along the rail. This weight detector is composed of a lower pressing plate, an upper pressing plate, and a load cell, and the lower pressing plate is fixed near the rail, and a load supporting portion of the load cell is fixed above the lower pressing plate. The upper pressure plate is fixed to the load introducing portion of the load cell. Also,
On the upper surface of the upper pressing plate, a flange portion of a wheel whose wheel load is to be detected is shaped so that it can be lifted, and a plurality (specifically, three pieces) are provided between the lower pressing plate and the upper pressing plate. ) Load cell is provided. Therefore, the wheel flange is mounted on the upper surface of the upper pressing plate, and the wheel load is measured based on data generated in a plurality of load cells in a state where the tread of the wheel and the tread of the rail are separated.

A third prior art is disclosed in Japanese Unexamined Patent Publication No.
No. 6725, in which a flange portion of a wheel of a railway vehicle is mounted on a load plate provided on a load cell provided on a side portion of a traveling rail, and the weight is obtained by the load cell at this time. The vehicle weight is obtained based on the output signal obtained. Specifically, a load cell is arranged inside the rail, and the flange of the wheel rides on the load introduction part, so that the tread of the wheel is lifted from the tread of the rail, and all the wheel weight is Since the voltage is applied to the load introducing portion of the load cell, accurate wheel load detection can be performed.

The fourth prior art is disclosed in Japanese Patent Laid-Open No. 50-48.
No. 961 is a vehicle weight measuring device, in which a connecting plate straddling an upper surface (a tread portion) of two parallel rails is mounted on the rail, and a connecting position corresponding to a flange portion of a wheel of a railway vehicle is connected. A load cell is provided on a plate, and a flange portion of a wheel is brought into contact with the load cell (load introduction portion). At this time, a vehicle weight is obtained based on an output signal obtained from the load cell. Specifically, a load cell is arranged inside the rail, and the flange of the wheel rides on the load introduction part, so that the tread of the wheel is lifted from the tread of the rail, and all the wheel weight is This is applied to the load introducing portion of the load cell, and the wheel load can be detected.

[0015]

In the first prior art, since the wheel load is detected by a jack-up system in a state where the railway vehicle is stopped, the complete set of devices is carried to a desired measurement site. Although there is the convenience of being able to perform the measurement, there is a problem that the measurement error increases because the principle of wheel load measurement is to lift the wheels with the two load cells being angled from two directions, There is a problem that an operator has to go under the railway vehicle and perform the measurement for each of the plurality of wheels, so that a long total measurement time is required.

Further, there is a possibility that the load applied to the load introducing portion of the load cell may become an eccentric load. Therefore, when the eccentric load is applied to the load introducing portion of the load cell, a strain is generated to cancel the eccentric load. Although measures are taken to increase the number of gauges and to improve the attachment position so as not to be affected by the unbalanced load, the configuration becomes complicated.

Further, in the second prior art, when the wheel tread is lifted from the tread of the rail and the flange of the wheel is indirectly brought into contact with the weight detector to detect the wheel load. Since a plurality of load cells are arranged in a zigzag pattern in the configuration of the weight detector located below the long load plate along the longitudinal direction of the rail, uneven load is applied to each load cell. Is applied, the measurement error may increase. In the third prior art,
Since the flanges of the wheels of the railway vehicle are mounted on the load plate of the load cell disposed on the side of the traveling rail, and the weight of the vehicle is determined based on the output signal obtained from the load cell at this time. When the wheel load of the vehicle is not detected, it must be removed, which is complicated.

Further, there is a possibility that an erroneous vehicle passage signal may be generated due to the electrical connection between the two rails caused by the reinforcing rod extending between the two parallel rails. In addition, when the wear of the rail or the wear of the flange portion of the wheel is large, the tread surface of the wheel cannot be lifted from the tread portion of the rail, so that there is a possibility that a regular measurement cannot be performed. . If the rail shape is significantly different from the specified one or if the flange diameter of the wheel is greatly different, the dimensions of each part of the wheel load detector must be newly set in accordance with the difference. There is a problem of chipping.

In the fourth prior art, a connecting plate is placed on the upper surface (tread portion) of two parallel rails,
A load cell is provided at a position of the connecting plate corresponding to the flange portion of the wheel of the railroad vehicle, and the flange portion is brought into contact with the load cell (load introduction portion). At this time, based on an output signal obtained from the load cell. Since the weight of the vehicle is determined, when the detection is not performed by detecting the wheel load of the railway vehicle, all the members of the device must be removed, and the operation is very complicated. Also, if the connecting plate does not have extremely high rigidity, the load cell support will sink and the accurate wheel load measurement will not be possible.If the connecting plate has high rigidity, the weight will be extremely heavy, and the equipment will need to be transported and installed. There is a disadvantage that it becomes difficult.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a wheel load detecting device for a railway vehicle, which can easily perform the work of attaching and detaching the wheel load detecting device to and from a rail. Is to provide. Further, a second object of the present invention is to measure by removing only necessary minimum members without removing all members so as not to hinder normal running when wheel load detection is not performed. It is an object of the present invention to provide a railway vehicle wheel load detection device capable of easily detecting a railway vehicle wheel load when necessary. A third object of the present invention is to provide a wheel load detecting device for a railway vehicle which does not erroneously generate a vehicle running signal when detecting the wheel load of a railway vehicle. Further, a fourth object of the present invention is to provide a wheel load detecting device for a railway vehicle that can detect a load applied to a load cell with high accuracy.

[0021]

In order to achieve the above-mentioned object, a wheel load detecting device for a railway vehicle according to the first aspect of the present invention comprises a rigid elongated load introducing portion, A flexible strain generating portion connected to the introduction portion and having flexibility, and a long load supporting portion formed of a rigid body connected to the flexible portion and parallel to the longitudinal direction of the load introducing portion. An integrally formed long block-shaped load cell, a long base portion to which a load supporting portion of the load cell is coupled, and an upper surface of the load introducing portion of the load cell, and a tread surface of a wheel of the railroad vehicle. A fixing member for fixing the base portion to a rail for traveling guidance of a railway vehicle so that the base portion is separated from a flange portion of the wheel when it is in contact with a tread portion of a rail; and the load introducing portion. On the upper surface of the From the state where the tread surfaces of the wheels of the railroad vehicle are in contact with the tread portions of the rails, the tread surfaces of the wheels are removed from the tread portions of the rails. And a guide plate having an inclined surface for guiding the flange portion of the wheel in a state of being separated from the guide plate.

According to a second aspect of the present invention, there is provided a wheel load detecting device for a railway vehicle, wherein the fixing member according to the first aspect is formed of a rigid plate material and a base of the rail. A bottom plate disposed on the bottom surface and extending to both ends of the base in a direction perpendicular to the longitudinal direction of the rail, between the base and the bottom plate, an upper surface of the load plate; When a flange portion of the wheel is mounted, a spacer having a thickness such that a separation distance between the tread portion of the rail and the tread surface of the wheel becomes a predetermined value is provided, and the distal end portion of the base of the rail is A fixing tool is provided, which is fixed while being sandwiched between the base portion and the bottom plate.

According to a third aspect of the present invention, there is provided an apparatus for detecting a wheel load of a railway vehicle, comprising the steps of: A plurality of strain gauges connected to each side of the set of bridge circuits and converting a change in mechanical quantity into a change in electrical quantity are attached.

According to a fourth aspect of the present invention, there is provided an apparatus for detecting a wheel load of a railway vehicle, comprising a rigid elongated load introducing portion, and a continuous load introducing portion connected to the load introducing portion. And a long block-shaped load cell integrally formed with a flexible strain generating portion having rigidity and a rigid long load supporting portion connected to the strain generating portion, and a load supporting portion of the load cell. A long base unit to which the base unit is coupled, and the base unit is fixed on a rail support member such as a sleeper that supports a rail for traveling guidance of a railway vehicle, a track floor surface, and the load cell of the load cell. A fixing member for fixing the upper surface of the load introducing portion so as to be separated from the flange portion of the wheel when the tread surface of the wheel of the railway vehicle is in contact with the tread portion of the rail,
The long load plate, which is coupled to the upper surface of the load introducing portion and rolls on which the flange portion of the wheel is mounted, is fixed to the base portion, and the tread surface of the wheel of the railway vehicle is A guide plate having an inclined surface that guides the mounting of the flange portion of the rail in a state where the tread surface of the wheel is separated from the tread portion of the rail from a state in which the tread portion is in contact with the tread portion of the rail. It is characterized by the following configuration.

According to a fifth aspect of the present invention, there is provided a wheel load detecting device for a railway vehicle, wherein the fixing member according to the fourth aspect is formed of a rigid plate material, A spacer having a thickness such that a distance between the tread portion of the rail and the tread surface of the wheel becomes a predetermined value when the flange portion of the wheel is placed on the upper surface. It is. To achieve the above object, a wheel load detecting device for a railway vehicle according to claim 6 of the present invention includes the strain generating section according to claim 4 on each side of a set of bridge circuits for detecting strain output. It is characterized in that it is connected and a plurality of strain gauges for converting a change in mechanical quantity into a change in electrical quantity are attached.

According to a seventh aspect of the present invention, there is provided a wheel load detecting apparatus for a railway vehicle according to any one of the first to sixth aspects. That the guide plate in the above is formed by an entrance guide plate and an exit guide plate, each of which is formed with an entrance inclined portion and an exit inclined portion on each of both ends in the longitudinal direction of the load plate described above. It is a feature.

[0027]

According to the first to third aspects of the present invention, the fixing member in the wheel load detecting device for a railway vehicle according to the present invention can be fixed so that the base can be detachably clamped to the base of the rail. In claims 4 to 6, the base can be detachably fixed on a rail support member such as a sleeper or a track floor for supporting a rail for traveling guidance. A load supporting portion of the load cell is coupled to the base portion in a state of increasing rigidity, and a loading plate is detachably coupled on the load introducing portion of the load cell.

A guide plate having an inclined portion for entering the wheel and a guide plate having an inclined portion for exiting the wheel are provided before and after the loading plate in the longitudinal direction, respectively. The wheels enter and leave the wheel smoothly. The load plate and guide plate described above are detachable from the load cell and the base, so they can be moved back and forth just by detaching them except when measuring wheel load, greatly improving workability. It will be excellent. In the load cell, since the shape of the rigid load introducing portion is set to be long corresponding to the formation range of the load plate in the longitudinal direction, the load cell is distorted by the strain generating portion in a state irrespective of the wheel position on the load plate. , And stable and accurate wheel load data can be obtained.

In the load cell, the strain-generating part is a bending strain-detecting strain-generating part, a compressive strain-detecting strain-generating part, or a shear strain detecting strain-generating part. By running the railway vehicle, the flange portion of the wheel rides on the upper surface of the flat surface via the inclined surface of the guide plate, and is further guided to the flat surface of the loading plate, so that the flange portion is mounted on the flat surface of the loading plate. . At this time, since the tread of the wheel is lifted from the tread of the rail, the wheel load is not applied to the tread of the rail but is applied to the load plate.

The load applied to the loading plate is introduced into a rigid load introducing portion. At this time, the load supporting portion of the load cell is firmly fixed on the base portion, one end of the bottom plate is fixed to the base of the rail via the spacer, and the other end of the bottom plate is further fixed by the holding plate via the spacer. Due to being fixed, the load support of the load cell can be regarded as integral with the base of the rail and rigidly connected to the rail. Therefore, the load supporting portion and the load introducing portion themselves are not deformed by the wheel load introduced to the flat surface of the loading plate, and only the strain generating portion formed therebetween is substantially deformed. By detecting such deformation of the strain generating portion with a mechanical / electrical amount conversion element such as a strain gauge, wheel load data can be obtained.

[0031]

Embodiments of the present invention will be described below in detail with reference to the drawings. First, a wheel load detecting device for a railway vehicle according to a first embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 1 showing a part of a main part of a wheel load detecting device of a railway vehicle, FIG. 2 showing a partly broken front view, and FIG. 3 showing an upper surface, a rail 27 guides the traveling of the railway vehicle. Thus, the base 28 is fixed to a sleeper (not shown) embedded at a predetermined interval in the track ballast.
A tread portion 30 is formed at the tip of an upright portion 29 that stands vertically from the center of the base portion 28. The tread portion 30 has an annular tread 32 formed on wheels 31 of a railway vehicle.
Abuts and can perform a predetermined traveling.

On the base 28 of such a rail 27, a base consisting of fixing bases 36, 37, holding plates 43, 44, 48, etc. is detachably attached to the rail 27, and
Can be fixed in a state of being sandwiched between the base portions 28. That is, the base portion has an elongated shape in which a load support portion 34a of a load cell 34, which will be described in detail later, is firmly connected. Each of the fixed base 36 and the fixed base 37 is formed of a rigid prism and is formed of a rail. 27 are located at predetermined intervals in the longitudinal direction. The bottom surface of the fixing base 36 is firmly fixed to an end of a holding plate 43 of a long plate along the longitudinal direction of the rail 27, and the fixing base 37 is also a thick long plate along the longitudinal direction of the rail 27. It is firmly fixed to the end of the holding plate 44. The holding plate 43 has a bottom surface near the rail 27 that is inclined so as to match the inclination of the base 28.

A bottom plate 45 is located in close contact with the bottom surface of the base 28 of the rail 27, and a spacer 46 made of a thin band-shaped thick plate is provided near one end of the bottom plate 45 along the longitudinal direction of the rail 27. Is located. And the bottom plate 4
These are firmly integrated by using three fixing bolts 47 with the spacer 46 interposed between the plate 5 and the holding plate 43, and the opposite surface of the spacer 46 is also symmetrical about the longitudinal axis of the rail 27. A holding plate 4 similar to the holding plate 43 described above
8 is located below the holding plate 48,
A spacer 49 similar to the above is interposed and three fixing bolts 50
And is firmly integrated using

On the other hand, the holding plate 44 to which the bottom surface of the fixing base 37 is firmly fixed is firmly fixed to the base 28 of the rail 27 by using the same bottom plate 51, spacer 52 and three fixing bolts 50, 53 as described above. Have been. Therefore, the fixed base 36 and the fixed base 37 are spaced apart from each other by a predetermined distance.
Then, it will be fixed. Between the fixed base 36 and the fixed base 37, the rail 27 is provided, as will be described in detail later.
Long load cell 3 extending in the longitudinal direction of the block
4, the bottom surface of the load cell 34 is firmly fixed to the holding plate 43 and the holding plate 44, respectively.
4 are arranged such that the end faces of the bases 4 face the end faces of the fixed bases 36 and 37 with a predetermined gap. The load cell 34 has a rigid load supporting portion 34a below, a rigid load introducing portion 34b above, and a strain-flexing portion 34c having a small rigidity in the middle.

Each of the front and rear surfaces of the load cell 34 is covered with a cover 35 formed of a shape and material that does not affect the load detection by the load cell 34. A strip-shaped loading plate 38 is detachably connected to the upper surface of the load cell 34 placed on the holding plate 43 and the holding plate 44, that is, on the load introducing portion 34b. The loading plate 38 is provided on the tread 32 of the wheel 31 of the railway vehicle (not shown).
Is lifted from the tread portion 30 of the rail 27 and the wheels 31
The two guide pins 38b and 38c are formed on the opposite surface of the flat surface 38a formed on the upper surface of the loading plate 38 as shown in FIG. 38b and 38c are fitted into guide holes (not shown) formed in the upper surface of the load cell 34, and the loading plate 3
8 is prevented from falling off.

A guide plate 3 is provided on each of the front and rear sides of such a long (long in the traveling direction of the vehicle) loading plate 38.
9, 40 are provided. This guide plate 40 is used for the wheels 3
The first flange portion 33 is inclined so as to be able to ride on the packing plate 38, as shown in FIG. 5 showing a front surface and FIG. 6 showing a side surface so as to easily enter the flange portion 33. An inclined surface 40a and a flat surface 40b are formed, and a mounting portion 40c protruding downward is formed on the bottom surface. The mounting portion 40c is fixed to a side surface of the fixing base 37 (see FIG. 2) using a fixing bolt 42. I have. And the flat surface 40
The upper surface of b is flush with the flat surface 38a of the loading plate 38, and a slight gap is formed between the leading end surface of the guide plate 40 and the leading end surface of the loading plate 38.

The above-mentioned bottom plates 45, 51, spacer 4
6, 52 and fixing bolts 47 and 53 constitute a fixing member. The base is fixed to the rail 27 for guiding the running of the railway vehicle, and the load supporting portion 34a of the load cell 34 extends in the longitudinal direction. And the load cell 34
The upper surface of the load introducing portion 34b is separated from the flange portion 33 of the wheel 31 when the tread surface 32 of the wheel 31 is in contact with the tread portion 30 of the rail 27 in a state where the load plate 38 is not attached. It is for fixing so that it becomes. Reference numeral 54 attached to each of FIGS. 1 to 3 is a connector for electrically connecting to a plurality of strain gauges attached to the load cell 34.

Next, the details of the load cell 34 will be described with reference to FIG.
This will be described with reference to the perspective view shown in FIG. The load cell 34 shown in FIG. 7 is for obtaining wheel load detection data of a railway vehicle by performing bending strain detection, and has a long block body as a whole, and is detachably mounted on the upper surface of the load cell 34. A loading plate 38 is provided, and guide plates 39 and 4 are respectively provided before and after the loading plate 38 in the longitudinal axis direction.
The guide plates 39, 40 are arranged such that the respective flat surfaces 39b, 40b of 0 are located, and the inclined surfaces 39a, 40a are located outward of the respective flat surfaces 39b, 40b.

At the bottom of such a load cell 34, a load supporting portion 34a made of a rigid body is formed.
3 and the holding plate 44, and the load supporting portion 34
A load introducing portion 34b made of a rigid body is formed on the upper part of
Between the load supporting portion 34a and the load introducing portion 34b, a circular slit formed in a central portion thereof and a circular through hole communicating with each of the front and rear portions in the longitudinal direction of the slit are formed. As a whole, a so-called eyeglass-shaped opening is formed, so that two flexible strain-generating portions 3 are formed.
4c and 34c are formed.

The portion of the strain generating portion 34c connected to the load supporting portion 34a (the inner surface below the through hole) is provided with the strain generating portion 34c.
A strain gauge G1 and a strain gauge G3 whose sensitive axis is positioned in the longitudinal axis direction of the loading plate 38 generated at the position c are attached. Further, the inner side of the strain generating portion 34c (that is, the strain generating portion 34c
The strain gauges G2 and G4 whose sensitive axes are positioned in the direction perpendicular to the plate surface of the loading plate 38 are attached to the inside of the through hole that defines the through hole.

These strain gauges G1 to G4 are shown in FIG.
And a bridge power supply E1 is connected between a common connection point of the strain gauges G1 and G4 and a common connection point of the strain gauges G2 and G3, The bridge output e1 can be taken out from between the common connection point of G1 and the strain gauge G2 and the common connection point of the strain gauges G3 and G4. In other words, a plurality of strain gauges connected to each side of a set of bridge circuits for detecting strain output and converting a change in mechanical quantity into a change in electrical quantity, that is, strain gauges G1 to G4, start the load cell 34. It is attached to the distorted portion 34c.

Accordingly, when the flange portion 33 of the wheel 31 is placed on the loading plate 38, a downward force is introduced into the load introducing portion 34b. At this time, the load supporting portion 34a is
3 and the holding plate 44 are rigidly supported and fixed on the holding plate 44, so that the strain-inducing portion 3
4c and 34c cause bending strain, and strain gauges G1 to G1
The resistance value of G4 changes (the resistance values of the strain gauges G1 and G3 increase and the resistance values of the strain gauges G2 and G4 decrease) and are taken out as a bridge output e1.
That is, a railway vehicle (not shown) is driven to ride the flange portion 33 of the wheel 31 on the inclined surface 39a of the guide plate 39, and the flat surface 38 of the loading plate 38 is passed through the upper surface of the flat surface 39b.
Put on a.

At this time, the tread surface 32 of the wheel 31 is lifted from the tread portion 30 of the rail 27 by the flange portion 33 being placed on the flat surface 38a of the loading plate 38, so that the wheel weight is reduced. Is not applied to the loading plate 38. The load applied to the loading plate 38 is introduced into the rigid load introducing portion 34b. At this time, the load supporting portion 34a of the load cell 34 is
4 is firmly fixed on the base 4 of the rail 27 and
5 is fixed at one end via a spacer 46 using three fixing bolts 47, and further at the other end of the bottom plate 45 is fixed at a pressing plate 43 using three fixing bolts 48 via a spacer 49. Therefore, the load supporting portion 34a of the load cell 34 can be regarded as being integrated with the base 28 of the rail 27.

Therefore, the load supporting portion 34a and the load introducing portion 34 are formed by the wheel load introduced on the flat surface 38a of the loading plate 38.
b itself is not deformed, and the strain generating portion 3
Only 4c will be substantially deformed. The strain gauge G1 and the strain gauge G3 expand due to the deformation of the strain generating portion 34c to increase the resistance value, and the strain gauge G2 and the strain gauge G4 are compressed and the resistance value decreases, so that the bridge circuit forms a loop. The strain output e1 corresponding to the weight is obtained.

As described above, the railway vehicle is run at a low speed, and the flange portion 33 of the wheel 31 is attached to the loading plate 38 by the guide plate 39.
The inclined surface 39a and the flat surface 39b are sequentially placed on the flat surface 38a of the loading plate 38, and the flat surface 40b and the inclined surface 40a of the guide plate 40 are sequentially retracted via the
FIG. 9 is a characteristic diagram showing a change in strain output e1 continuously obtained until the tread surface 32 of the wheel 31 descends on the tread portion 30 of the rail 27.

FIG. 9 shows that two types of strain outputs e1 when the wheel load detecting device is set for each of the right wheel and the left wheel of one axle can be compared in a state where the time axes are matched. When the elapsed time is 0.2 seconds, the vehicle starts to climb on the inclined surface 39a of the guide plate 39, reaches the flat surface 38a of the loading plate 38 via the flat surface 39b, and reaches 0.
At 45 seconds, an output corresponding to the wheel weight is obtained, and this state continues until 0.75 seconds. From the flat surface 38a of the loading plate 38 to the inclined surface 40a via the flat surface 40b of the guide plate 40, 1.. The output state until the tread 32 of the wheel 31 is separated at 0 seconds and returned to the tread 30 of the rail 27 is shown. Therefore, the strain output e1 is continuously stable between 0.45 seconds and 0.75 seconds, and in other words, the flange portion 33 of the wheel 31 is placed on the flat surface 38a of the loading plate 38. When it is, a stable strain output e1 can be obtained continuously.

On the other hand, the railway vehicle is run at a low speed, and the flange portion 33 of the wheel 31 is placed on the flat surface 38a of the loading plate 38 via the inclined surface 39a and the flat surface 39b of the guide plate 39 in order, and then temporarily stopped. After measuring the wheel load in the state, the railway vehicle is again run at a low speed and the flange 33 is attached to the loading plate 3.
8, when the guide plate 40 is sequentially withdrawn through the flat surface 40b and the inclined surface 40a of the guide plate 40, in other words,
Strain output e obtained when the railway vehicle is stopped
Is the characteristic diagram shown in FIG.

FIG. 10 shows that two types of strain outputs e1 when the wheel load detecting device is set for each of the right wheel and the left wheel of one axle can be compared in a state where the time axes are matched. When the elapsed time is about 3 seconds, the flange portion 3 of the wheel 31 is mounted on the flat surface 38a of the loading plate 38.
When the railcar is temporarily stopped when the position 3 is located, and when the railcar is moved out of the flat surface 38a of the loading plate 38 via the flat surface 40b of the guide plate 40 and the inclined surface 40a sequentially at about 27 seconds. It is a characteristic diagram. As can be seen from FIG. 10, the strain output e1 is stable regardless of the duration of the stop due to the application of the wheel load by the wheels 31 of the railway vehicle in the stopped state.
Can be obtained.

Therefore, according to the wheel load detecting device for a railway vehicle according to the present embodiment, when the wheel load detecting unit is mounted on the side of the rail 27, the bottom plate 4 is attached to the base 28 of the rail 27.
5 and 51, one end of which is fixed by a holding plate 48 via a spacer 49, and the other end of which is fixed by a spacer 46 and a spacer 52 via holding plates 43 and 44. Since the load supporting portion 34a of the load cell 34 is rigidly connected to the plate 44, the work of mounting and dismounting the device can be easily performed.

When the wheel load detection is not performed thereafter,
All of these wheel load detectors can be easily removed. Further, when the wheel load detection unit is mounted on the rail 27 and the wheel load detection is not performed temporarily, the necessary minimum amount is removed without removing all the members so as not to hinder the normal running as in the related art. By removing only the members, that is, only the loading plate 38, the guide plate 39, and the guide plate 40, the flange portion 33 of the wheel 31 is separated, so that it does not hinder running, and after that, it is necessary to measure the wheel load. Sometimes, only the loading plate 38, the guide plate 39, and the guide plate 40 are attached, so that the detection of the wheel load of the railway vehicle can be easily restarted.

Further, when the wheel load detection of a railway vehicle is installed, the two rails 27 parallel to each other are not electrically short-circuited by the wheel load detection device of the railway vehicle. No signal is given. Also,
The shape of the load introducing portion 34b of the load cell 34 is
7, the load applied to the load cell 34 does not become an uneven load, and a highly accurate wheel load can be detected. In addition, the tread portion 30 of the rail 27 wears as the running time increases, and the tread 32 of the wheel 31 also wears as the running time increases. The relative position changes according to the situation.

For this purpose, the loading plate 38 has a flange 33
Despite the ride, the tread 32 of the wheel 31 is on the rail 27
May be in contact with the tread portion 30, and in this case, the wheel load cannot be accurately detected. But,
In the present embodiment, the intended measurement can be performed in accordance with the state of wear of the tread portions 30 and 32 by increasing or decreasing the thickness of the spacers 46 (49). This means that the spacers 46 (52) and the like not only change due to the wear condition of the tread portions 30 and 32 but also change in the size of the specified dimension of the rail 27 and the diameter of the flange portion 33 of the wheel 31. Since the intended measurement can be performed by increasing or decreasing the thickness of the sample, the versatility can be said to be extremely wide.

Further, an inclining portion 39a and a retreating inclining portion 40 are respectively provided on both ends in the longitudinal direction of the loading plate 38.
Since the guide plate 39 for entry and the guide plate 40 for retreat forming each of a are disposed, the flange portion 33 can smoothly enter and exit the flat surface 38a of the loading plate 38. become. The above-described load cell 34 has its strain generating portion 3
4c is a bending strain detecting strain generating portion, but may be a compressive strain detecting strain generating portion. That is, the load cell 55 shown in FIG. 11 is for obtaining wheel load detection data of a railway vehicle by performing compression strain detection, and its entire shape is a long block, and a load plate is provided on the upper surface of the load cell 55. 38, and the flat surfaces 39b, of the guide plates 39, 40, respectively, before and after in the longitudinal direction thereof.
40b are disposed, and the inclined surfaces 39a, 4
0a is located.

At the bottom of such a load cell 55, a load supporting portion 55a made of a rigid body is formed.
A load introducing portion 55b made of a rigid body is formed above the load supporting portion 55a, and a circular opening is formed between the load supporting portion 55a and the load introducing portion 55b at the center thereof. (Common hole) is formed, and an inverted U-shaped opening is formed symmetrically in the front-rear direction (along the longitudinal axis of the loading plate 38), so that the strain generating portions 55c and 5 have flexibility.
5c is formed.

A dummy strain gauge G5 and a strain gauge G7 having a sensing axis in the longitudinal direction of the loading plate 38 are attached to the front surface of the strain generating portion 55c, and a circular opening located at the center of the strain generating portion 55c. An active strain gauge G6 and a strain gauge G6 'having a sensing axis in a direction perpendicular to the longitudinal axis of the loading plate 38 are attached to inner walls of the front and rear surfaces of the load plate 38, and the inverted U-shaped 2
An active strain gauge G8 having a sensing axis in a direction perpendicular to the longitudinal axis of the loading plate 38 at the innermost part of each of the three openings.
And a strain gauge G8 'are attached. Also, the strain gauges G5 'and G5 are provided on the back sides (symmetrical positions) of the strain gauges G5 and G7.
7 'is attached.

Then, these strain gauges G5 to G
8, G5 'to G8' are connected to each side of the bridge circuit as shown in FIG. That is, the strain gauge G5
And the strain gauge G7 are connected in parallel to the same bridge side, G5 'and G7' are connected in parallel to the opposite side, and the strain gauges G6 and G8 are connected in parallel to the side adjacent thereto.
The strain gauges G6 'and G8' are connected in parallel on opposite sides. A bridge power source E2 is connected to the connection point between the strain gauges G5 and G6 'and the connection point between G5' and G6, and is connected between the connection point between the strain gauges G5 and G6 and the connection point between the strain gauges G5 'and G6'. From bridge output e2
To take out.

In other words, a plurality of strain gauges connected to each side of a set of bridge circuits for detecting strain output and converting a change in mechanical quantity into a change in electrical quantity, ie, strain gauges G5 to G8, G5 'To G8' are attached to the strain generating portion 554c of the load cell 55. That is, a railway vehicle (not shown) is run, and the flange portion 33 of the wheel 31 is moved.
On the inclined surface 39a of the guide plate 39 to make the flat surface 39
b, and further to the flat surface 38a of the loading plate 38. At this time, the tread surface 32 of the wheel 31 is lifted from the tread portion 30 of the rail 27 by the flange portion 33 being placed on the flat surface 38a of the loading plate 38, so that the wheel weight is reduced to the tread portion 30 of the rail 27. Is not applied to the loading plate 38.

The load applied to the loading plate 38 is introduced into a rigid load introducing portion 55b. At this time, the load supporting portion 55a of the load cell 55
It can be considered that it is rigidly connected to 7. Therefore, the loading plate 3
The load supporting portion 55a and the load introducing portion 55b themselves are not deformed by the wheel load introduced to the flat surface 38a of FIG. 8, and the strain generating portions 55c, 55c formed therebetween are compressed and deformed. The strain gauges G5 and G5 'and the strain gauge G
7, G7 'expands to increase the resistance value, but the strain gauges G6, G6' and the strain gauges G8, G8 'are compressed to decrease the resistance value, so that the bridge circuit provides a strain output e2 corresponding to the wheel load. Is obtained.

The load cell 34 (see FIG. 7) has a strain-generating portion 34c serving as a bending strain detecting strain-generating portion. The load cell 55 (see FIG. 11) has a strain-generating portion 55c that has a compression. Although the strain detecting portion has a strain detecting portion, the strain detecting portion may be a shear strain detecting portion. That is, as shown in FIG. 13, the load cell 56 is for obtaining wheel load detection data of a railway vehicle by performing shear strain detection, and its entire shape is a long block body. The flat surface 38a of the loading plate 38 is
0 and the guide plate 39 and the guide plate 40 at the front and rear in the longitudinal axis direction, respectively.
Of each flat surface 39b, inclined surface 39a and flat surface 40
b, the inclined surface 40a is located closely.

A bottom portion of the load cell 56 is formed with a rigid load supporting portion 56a and is located on the upper surface of the pressing plate 43. Above the load supporting portion 56a, a rigid load introducing portion 56b is provided. A space between the load supporting portion 56a and the load introducing portion 56b is connected to a slit-shaped opening formed at the center thereof along the longitudinal direction and front and rear portions of the opening in the longitudinal direction. 2 having flexibility by forming a circular opening (through hole)
The two strain generating portions 56c, 56c are formed.

The portion of the strain generating portion 56c connected to the load supporting portion 56a receives the shear strain generated in the strain generating portion 56c at an angle of ± 45 ° from the longitudinal axis of the loading plate 38. Strain gauge G9 with shaft attached
And a set of strain gauges G10 and a set of strain gauges G11 and G12 are attached. Also, on the opposite surface (back side in FIG. 13) of the strain-generating portion 56c facing the attachment position, similarly to the strain gauges G9 to G12, a set of the strain gauge G9 'and the strain gauge G10' and the strain gauge G11 ' A set of strain gauges G12 'is attached.

These strain gauges G9 to G12, G
As shown in FIG. 14, 9 'to G12' are provided on each side of the bridge circuit as "parallel circuit of strain gauge G9 and strain gauge G9 '" and "strain gauge G10 and strain gauge G1".
0 ', a "parallel circuit of the strain gauge G11 and the strain gauge G11'" and a "parallel circuit of the strain gauge 12 and the strain gauge G12 '" are sequentially connected, and a common connection point of the strain gauge G9 and the strain gauge G11. , A bridge power source E3 is connected between the common connection point of the strain gauge G10 and the strain gauge G12, and the common connection point of the strain gauge G9 and the strain gauge G10 and the strain gauge G11.
The bridge output e3 can be taken out between the point and the common connection point of the strain gauge G12. In other words, a plurality of strain gauges connected to each side of a set of bridge circuits for detecting strain output and converting a change in mechanical quantity into a change in electrical quantity, ie, strain gauges G9-1 to G9-1.
2, G9 'to G12' are strain generating portions 56c of the load cell 56.
It is attached to

The wheel load detecting device for a railway vehicle according to the first embodiment of the present invention described so far comprises a load support portion 34a (or 55a, 55a, 55a, 55a) of a load cell 34 (or 55, 56).
The “base” to which 56a) is connected is the base 2 of the rail 27.
8, the “base portion” is provided on a rail support member such as a sleeper, a track floor, or the like, which supports the rail 27 for guiding the traveling of the railroad vehicle, for example, a sleeper 57. May be fixed. This specific example will be described with reference to FIGS. 15 and 16 by taking a wheel load detecting device for a railway vehicle according to a second embodiment of the present invention as an example. In this embodiment, the same members as those in the above-described embodiment will not be described, and the same reference numerals will be given, and different portions will be mainly described. The rail 27 is mounted on a sleeper 57 buried in the track ballast at predetermined intervals in the longitudinal direction. Also, on the sleepers 57,
A female screw portion (not shown) for fixing the rail is embedded, and a bolt is screwed into the female screw portion with a leaf spring interposed between the female screw portion and the base of the rail 27 at the tip end of the leaf spring.
The rail 27 and the sleeper 57 are fixed in a state where the tip of the rail is pressed. In addition, as described above, the rail 27
Is fixedly supported on the sleeper 57, not only in the example in which the female screw portion for rail fixing is buried as described above, but also an anchor bolt is implanted in the sleeper so that the screw portion protrudes on the rail side. There is a type in which a nut is screwed by inserting a mounting plate member or the like into the male screw portion, and the base portion 28 of the rail 27 is pressed and fixed by the mounting plate member or the like.

When the sleeper 57 is made of wood, it is also possible to fix both by driving in a nail-like member instead of fixing with bolts and nuts. In some cases, the rail support members are integrally formed by casting concrete without using sleepers. The present embodiment can be applied to any of the embodiments. An elongated load introducing portion 34b made of a rigid body, a flexible strain generating portion 34c connected to the rigid load introducing portion 34b, and a long load supporting portion made of a rigid body connected to the strain generating portion 34c. A long block-shaped load cell 34 is integrally formed with the load cell 34a.

The load support 34a of the load cell 34
Are mounting plates 58, which constitute a part of a long "base portion",
64. The mounting plates 58 and 64 are fixed on a sleeper 57 that supports rails for guiding railroad vehicles, and the load supporting portions 34 a of the load cell 34 are mounted.
Is aligned with the longitudinal direction of the load support portion 34a, and the upper surface of the load introducing portion 34b of the load cell 34 is connected to the tread surface 32 of the wheel 31 of the railway vehicle by the tread portion 30 of the rail 27.
When in contact with the flange portion 33 of the wheel 31
Are fixed by using three bolts 60 and three bolts 66 in a state where spacers 59 and 65 as “fixing members” for fixing so as to be spaced apart from each other are interposed. . At this time, the mounting plates 58, 64
A surface inclined upward is formed on the surface of each of the rails 27, and the sleeper 57 and the base 28 of the rail 27 are rigidly fixed in a state of being sandwiched by these surfaces.

A mounting plate 61 is rigidly fixed to the opposing surface of the mounting plate 58 using the bolts 63 with a spacer 62 similar to that described above interposed therebetween.
Members similar to the above-described mounting plate 61, spacer 62, and bolt 63 are also provided on the opposing surface of the mounting plate 64 centering on the rail 27 side, and the rail 27 can be firmly fixed by the sleeper 57. Is being done. Therefore, the mounting plate 61 is fixed to the sleeper 57 in a state of being rigidly integrated with the rail 27. On the upper surface of the load introducing portion 34b of such a load cell 34, a loading plate 38 similar to that described above is connected, and the fixed bases 36 and 3 constituting a part of the "base portion".
The guide plates 39 and 40 are connected to each of 7.

Each of the spacers 59, 65, and 62 is made of a rigid plate material, and is provided on the upper surface of the loading plate 38.
When the flange portion 32 of the wheel 31 is put on the rail 2
7 has such a thickness that the distance between the tread portion 30 of the wheel 7 and the tread surface 32 of the wheel 31 becomes a predetermined value. Therefore, the wheel 3 is attached to the loading plate 38 via the guide plate 39 as described above.
When the first flange portion 33 is placed, a vertical force is applied to the load introducing portion 34b. At this time, the load support portion 34
a is rigidly supported and fixed on the sleeper 57 using the bolts 60 (63) via the mounting plates 58 (64) and the spacers 59 (65), and thus is introduced into the load introducing portion 34b. A bending strain is generated in the strain generating portions 34c, 34c by the force, and a strain output can be taken out in the same manner as described above.

At this time, the mounting plate 61, the spacer 62, the bolt 63, and the like are additionally provided on the opposing surface of the spacer 59 (66), so that the load when the flange portion 33 comes into contact with the loading plate 38. Since the mounting plate 58 to which the load cell 34 is coupled is in a very rigid state, it does not enter a biased load state and can perform accurate detection. Therefore, the loading plate 38
The load supporting portion 34a and the load introducing portion 34b themselves are not deformed by the wheel load introduced into the shaft, and the strain generating portion 34c formed therebetween is deformed.

As described above, a stable and accurate strain output can be obtained not only when the flange portion 33 of the wheel 31 is run at a low speed on the loading plate 38 but also when the measurement is performed in a stopped state. It is done. Therefore, according to the wheel load detecting device for a railway vehicle according to this embodiment, the mounting plate 58 is
When fixed to the upper surface of the base 7, as described above, the connection is made in a very rigid state, so that the base 7 is strong and can be easily disassembled.

When the wheel load detection is not performed, all of these wheel load detectors can be easily removed. Further, when the wheel load detection unit is attached to the sleeper 57 and the wheel load detection is not performed temporarily, the necessary minimum amount is removed without removing all members so as not to hinder normal running as in the conventional case. By removing only the members, that is, only the loading plate 38, the guide plate 39, and the guide plate 40, the flange portions 33 of the wheels 31 are separated from each other, so that the running is not hindered. At that time, by mounting only the loading plate 38, the guide plate 39, and the guide plate 40, the detection of the wheel load of the railway vehicle can be easily restarted.

Further, when installing the wheel load detecting device of the railway vehicle, the two parallel rails 27 are electrically short-circuited with the connecting plate as in the above-mentioned fourth prior art. There is no false signal to the vehicle signal system. Further, since the shape of the load introducing portion 34b of the load cell 34 is formed in a longitudinal shape along the longitudinal direction of the rail 27, the measuring area is wide, and local or accidental phenomena can be eliminated. Can be detected. Also, the tread portion 30 of the rail 27
Is worn as the running time increases, and the tread 32 of the wheel 31 also wears as the running time increases. Therefore, the relative position of the flange portion 33 of the wheel 31 changes according to the situation. I do.

For this purpose, the loading plate 38 is provided with a flange 33
Despite the ride, the tread 32 of the wheel 31 is on the rail 27
May be in contact with the tread portion 30, and in this case, the wheel load cannot be accurately detected. But,
In the second embodiment, the spacer 59 (65, 62) is used.
The thickness of the tread portion 30 and the tread surface 32 can be measured in accordance with the wear condition of the tread portion 30 and the tread surface 32, so that not only the change based on the wear condition of the tread portion 30 and the tread surface 32, Variations in the specified dimensions of the rails 27 and in the diameters of the flanges 33 of the wheels 31 can be dealt with by increasing or decreasing the thickness of the spacers 59 (65, 62, etc.), thereby greatly expanding versatility. You can. On the other hand, in the load cell 34 described above, the strain generating portion 34c serves as a bending strain detecting strain generating portion in the same manner as in the first embodiment. Needless to say, the strain generating portion for detecting shear strain is very good.

[0073]

As is apparent from the above description, according to the present invention, the "base" is fixed to the base of the rail using the "fixing member" composed of a bottom plate, fixing bolts, or the like, or the rail is mounted. The load base of the load cell is fixedly connected to the rail support member to be supported, the load support of the load cell is rigidly connected to the “base”, and the loading plate is detachably connected to the load introducing portion of the load cell. Since the flange portion of the wheel is lifted up via the inclined surface of the guide plate, the mounting work of the wheel load detecting portion can be easily performed.

Further, when the wheel load detection is not performed, all of these wheel load detecting sections can be easily removed. In particular, when the wheel load detection is not performed temporarily, as in the related art, By removing only the minimum necessary members, that is, by removing only the loading plate and the guide plate, without removing all the members so as not to hinder the traveling of the vehicle, the flange portion of the wheel is separated, so traveling This does not cause an obstacle, and only the loading plate and the guide plate need to be attached when the wheel load measurement is required, so that the restart of the wheel load measurement can be performed immediately and easily.

Further, the tread portion of the rail wears with the accumulation of the traveling time, and the tread surface of the wheel also wears with the accumulation of the traveling time. It changes according to the situation. For this reason, it is conceivable that the tread surface of the wheel is in contact with the tread portion of the rail despite the fact that the flange portion rides on the load plate. In this case, the wheel load cannot be accurately detected. However, in the present invention, by increasing or decreasing the thickness of the spacer for regulating the position of the "base portion", it is possible to perform an intended measurement corresponding to the wear state of the tread portion of the rail and the tread 32 of the wheel. .

This means that the thickness of the spacer is not limited to a change based on the wear condition of the tread portion of the rail and the tread surface of the wheel, but also to a change in the specified size of the rail and a change in the diameter of the flange portion of the wheel. The desired measurement can be performed by increasing or decreasing the value, so that the versatility can be greatly expanded. In addition, since the shape of the load introducing portion of the load cell is formed in a longitudinal shape along the longitudinal direction of the rail, the display range of the load applied to the load cell can be widened, and highly accurate wheel load detection can be performed. .

[Brief description of the drawings]

FIG. 1 is a side view showing a main part of a wheel load detecting device for a railway vehicle according to a first embodiment of the present invention.

FIG. 2 is a front view of a part of a main part of the wheel load detecting device for a railway vehicle according to the first embodiment of the present invention, which is cut away.

FIG. 3 is a top view showing a configuration of a main part of the wheel load detecting device for a railway vehicle according to the first embodiment of the present invention.

FIG. 4 is a front view showing details of a loading plate shown in FIGS. 2 and 3;

FIG. 5 is a front view showing details of a guide plate shown in FIGS. 2 and 3;

FIG. 6 is a side view showing details of a guide plate shown in FIGS. 2 and 3;

FIG. 7 is a perspective view showing an example of a load cell used in the wheel load detecting device for a railway vehicle according to the first embodiment of the present invention.

FIG. 8 is a circuit diagram showing a configuration of a bridge circuit connected to the load cell shown in FIG. 7;

FIG. 9 is a characteristic diagram illustrating an example of wheel load detection data obtained when the vehicle is traveling at a low speed, which is obtained by the wheel load detection device for a railway vehicle according to the embodiment of the present invention.

FIG. 10 is a characteristic line diagram showing an example of wheel load detection data at the time of vehicle stoppage obtained by the railway vehicle wheel load detection device according to the embodiment of the present invention.

FIG. 11 is a perspective view showing another example of the load cell used for the wheel load detecting device of the railway vehicle according to the first embodiment of the present invention.

FIG. 12 is a circuit diagram showing a bridge circuit connected to the load cell shown in FIG. 11;

FIG. 13 is a perspective view showing still another example of the load cell used in the railway vehicle wheel load detection device according to the first embodiment of the present invention.

FIG. 14 is a circuit diagram showing a bridge circuit formed by the load cells shown in FIG.

FIG. 15 is a side view showing a configuration of a main part of a wheel load detection device for a railway vehicle according to a second embodiment of the present invention.

FIG. 16 is a front view of a part of a main part of a wheel load detecting device for a railway vehicle according to a second embodiment of the present invention, which is partially cut away.

FIG. 17 is a front view showing an example of a conventional wheel load detecting device for a railway vehicle.

18 is a side view of the conventional wheel load detecting device for a railway vehicle shown in FIG.

[Explanation of symbols]

 27 rail 28 base 29 upright portion 30 tread surface portion 31 wheel 32 tread surface 33 flange portion 34, 55, 56 load cell 34a, 55a, 56a load support portion 34b, 55b, 56b load introduction portion 34c, 55c, 56c strain portion 35 cover 36 , 37 guide plate fixing base 38 loading plate 38a flat surface 39, 40 guide plate 39a, 40a inclined surface 39b, 40b flat surface 40c mounting portion 40d long hole 40e guide pin 41, 42, 47, 50, 53 fixing bolt 43, 44 , 48 Pressing plate 45, 51 Bottom plate 46, 49, 52 Spacer 54 Connector 57 Sleeper 58, 61, 64 Mounting plate 59, 62, 65 Spacer 60, 63, 66 Bolt G1-G12, G5'-G12 'Strain gauge

Claims (7)

[Claims] An elongated load introducing portion made of a rigid body, a flexible strain-generating portion connected to the load introducing portion, a rigid body connected to the strain-generating portion, and A long block-shaped load cell integrally formed with a long load supporting portion parallel to the longitudinal direction of the load introducing portion; a long base portion to which the load supporting portion of the load cell is coupled; The base portion is moved so that the upper surface of the load introducing portion of the load cell is separated from the flange portion of the wheel when the tread surface of the wheel of the railway vehicle is in contact with the tread portion of the rail. A fixing member for fixing to a rail for guiding the traveling of the vehicle, an elongate loading plate which is coupled to the upper surface of the load introducing portion and on which the flange portion of the wheel is mounted and rolls, and the base portion And the treads of the railcar wheels are A guide plate having an inclined surface for guiding the mounting of the flange portion of the wheel in a state where the tread surface of the wheel is separated from the tread portion of the rail from a state in contact with the tread portion of When the flanges of the wheels of the running railway vehicle are guided on the inclined surface of the guide plate and guided on the load plate, the traveling is applied to the load introduction unit of the load cell via the load plate. A wheel load of a railway vehicle, wherein the wheel load of the railway vehicle is configured to convert a change in a mechanical amount generated in the strain generating portion to a change in an electrical amount in response to a load at the time of stop or stop, and to detect a wheel load of the railway vehicle. Heavy detector. 2. The fixing member is made of a rigid plate material, is disposed on a bottom surface of a base of the rail, and extends to both ends of the base in a direction orthogonal to a longitudinal direction of the rail. The bottom plate that is formed, and the distance between the tread portion of the rail and the tread surface of the wheel is a predetermined value between the base portion and the bottom plate when the flange portion of the wheel is mounted on the upper surface of the load plate. A fixture for fixing the tip of the base of the rail with a spacer having a thickness such that the tip of the rail is sandwiched between the base and the bottom plate. The wheel load detection device for a railway vehicle according to claim 1. 3. The strain generating section is connected to each side of a set of bridge circuits for detecting strain output, and has a plurality of strain gauges for converting a change in mechanical quantity into a change in electrical quantity. The wheel load detecting device for a railway vehicle according to claim 1 or 2, wherein: 4. An elongated load introducing portion made of a rigid body, a flexible strain generating portion connected to the load introducing portion, and a long rigid body connected to the strain generating portion. A long block-shaped load cell integrally formed with a load support of a shape, a long base portion to which the load support portion of the load cell is coupled, and A sleeper that supports the rails, and fixed on a rail supporting member such as a track floor, and a state where the upper surface of the load introducing portion of the load cell abuts the tread surface of the wheel of the railroad vehicle to the tread surface portion of the rail. A fixing member for fixing the wheel so as to be separated from the flange portion of the wheel, and a long member which is coupled to the upper surface of the load introducing portion and on which the flange portion of the wheel can be placed and rolled. -Shaped loading plate, and fixed to the base, The tread surface of the wheel has an inclined surface that guides the mounting of the flange portion of the rail in a state where the tread surface of the wheel is separated from the tread portion of the rail from a state in which the tread surface of the wheel is in contact with the tread portion of the rail. And a guide plate, wherein when the flange portions of the wheels of the running railway vehicle are guided on the inclined surface of the guide plate and guided on the load plate, the load of the load cell via the load plate is provided. It is configured to detect a wheel load of a railway vehicle by converting a change in mechanical amount generated in the strain generating unit into a change in electric amount in response to a load applied during running or stopping applied to the introduction unit. Characteristic device for detecting wheel loads of railway vehicles. 5. The fixing member is made of a rigid plate material, and is mounted on a rail support member such as a sleeper or a track floor positioned near a rail for traveling guidance, and the upper surface of the load plate is a flange of the wheel. 5. The wheel load of a railway vehicle according to claim 4, further comprising: a spacer having a thickness such that a distance between the tread portion of the rail and the tread surface of the wheel becomes a predetermined value when the portion is placed. Detection device. 6. The strain generating section is connected to each side of a set of bridge circuits for detecting strain output, and is provided with a plurality of strain gauges for converting a change in mechanical quantity into a change in electrical quantity. The wheel load detecting device for a railway vehicle according to claim 4 or 5, wherein: 7. An entrance guide plate and an exit guide plate which are disposed adjacent to each of both ends in the longitudinal direction of the load plate, and each of which has an entrance inclined portion and an exit inclined portion. The wheel load detecting device for a railway vehicle according to any one of claims 1 to 6, comprising: