RU148073U1 - DEVICE FOR DYNAMIC WEIGHING OF VEHICLES - Google Patents

Abstract

1. The vehicle’s dynamic weighing device (ATC), comprising a set of at least two pairs of discrete underweight scales, and each of the discrete underweight scales, are capable of weighing the wheel of the said ATC at a specific moment in their cargo area and transfer the weighing results to a computer means for determining axial loads and the total weight of the said ATC, as well as its interaxle distances according to the received weighing results, while the curved underlay scales in each said pair are intended to be placed in parallel rows corresponding to the left and right wheels of the said ATS along the direction of its movement. 2. The device according to claim 1, wherein said underlayer weights are designed for such placement along the mentioned direction of movement of the ATS, so that the relative displacement between the load platforms of the said underlays of neighboring pairs in each of these rows is not less than the longitudinal width of the maximum wheel print of the said ATS. 3. The device according to claim 1, further comprising passive pads of the same height as the said weighing scales and designed to be placed between at least between the said weighing scales of each row to fix the relative spatial position of the said weighing scales and align the adjacent wheels of the weighed ATC in a single plane .four. The device according to claim 1 or 2, in which each of the said weights is designed to be placed flush with its pits in the roadway

Description

The technical field to which the utility model relates.

This utility model relates to measuring equipment, and more specifically to a device for dynamic weighing of a vehicle (ATS), intended, for example, for weighing in motion (WIM - Weight In Motion) of vehicles.

State of the art

Currently, dynamic weighing of automatic telephone exchanges is often carried out at mobile weight control posts (PPVK). In this case, the axial load determination procedure is carried out, usually in static mode, by sequential (alternating) placement under the weighed wheels of each of the axes of the ATS weighed, the load pads of the underlay weights, and under the other wheels of the ATS - passive leveling pads (see, for example, “Technical recommendations for equipment points of weight control on roads of regional significance ”, the journal“ Roads ”, No. 11, 2013 p. 12-18). In some cases, the underlay scales are symmetrically placed in the pavement in special pits, ensuring the combination of the upper plane of the load platforms with the pavement plane in the weighing zone when each of the axes of the weighed vehicle is alternately hit them; while passive sites are not used.

The most commonly used weighing scales are scales based on a combination of strain gauge sensors located under the surface of a load receiving platform that integrates the vertical load from a single or double-wheel ATS wheel. Due to the physical principle of action, strain gauge sensors are able to work in both static and dynamic weighing modes. Thus, the determination of axial loads, the weight of multi-axle bogies and the total weight of the vehicle is possible in both static and dynamic modes of weighing.

In static mode, to determine the total weight of the automatic telephone exchange it is required to have a complete set (according to the number of automatic telephone exchange wheels) of a set of weights and carry out this procedure only by simultaneously hanging all the automatic telephone exchange wheels on load-bearing platforms of the underweight scales - by analogy with weighing the automatic telephone exchange on a full-scale platform scale (RF patent for Utility Model No. 133292, published on 10/10/2013).

In dynamic mode, however, the determination of the weight of the ATS at the PPVK can be done by driving the weighed ATS at a low speed along a pair of weights equipped with special tracks (tracks) on both sides that align the wheels of the ATS in the plane of the load platforms of these weights, or by a pair of underlay weights, placed in special pits, providing the location of the receiving platforms of these underweights in a common plane with the surface of the road surface in the weighing zone. Such designs are described on the website of the French company Captels (http://www.pesage-captels.com/).

There is no fundamental difference in the functioning of such weights in the two indicated variants of their placement; only the gain in the second version of the construction is obvious due to the exclusion from the general set of weights of a set of passive platforms that form leveling tracks in the first variant.

In the first option (with leveling tracks), it is desirable to ensure the location of all its wheels in the ATC during the weighing of any of its axes in the plane of the load pads of the underlay weights, but this is not always possible due to the large length of the weighed ATC, in particular, road trains. Therefore, in practice, in most cases, they are limited to fulfilling this condition only in terms of the axes of the currently weighed multi-axle bogies or simply the single axes of the automatic telephone exchange (see Truck scales on the website of the Korean company CAS, http://cas.ru/).

The very procedure for determining the total weight of the automatic telephone exchange in dynamic mode consists in determining the partial loads from the axes of the automatic telephone exchange, successively passing through the load receiving platforms of the underfloor weights, and their summation, the total value of which is equal to the total weight of the weighted automatic telephone exchange.

The accuracy of the total weight of the ATS determined in this way is quite high due to the averaging of random errors in the estimation of partial axial loads during the summation of the corresponding quantities. The accuracy of determining the partial axial loads themselves is very limited due to the influence of a whole group of non-deterministic destabilizing factors.

In particular, in this process, the uniformity of the movement of the vehicle along the load platforms is of great importance, so it is advisable to control the speed of the vehicle throughout the entire measurement cycle. The ATC jerks and brakes almost imperceptible to the eye, which strongly distort the measurement results, can be determined both by the driver’s inexperience and the conscious desire to influence the weighing result.

Accurate determination of the vehicle’s travel speed from the load receiving platforms of the weights is also necessary for the accurate determination of the center distance of the vehicle.

However, the process of determining the speed in the part of the wheel of the ATS passing through a single load-receiving platform is rather ambiguous, as it is based on determining the temporary position of the impulse responses of sensors sequentially located under its surface along the course of the ATS. Correctly assessing the passage of a wheel over a specific sensor from the whole of them located under a load-receiving platform is very difficult due to the fact that this platform, by definition, integrates the vertical force created by the wheel, distributing it between all the sensors. Thus, the disadvantage of the described device is the low accuracy of measuring the travel speed of the PBX using the underweight scales and the practical impossibility of precision measurement of the axle distances.

Along with this, the small length of the load platforms in the underweigher in the direction of movement of the vehicle allows the experienced and, at the same time, unscrupulous driver to partially "jump over" the load platforms located in one row, by analogy with the well-known travel techniques of speed bumps.

Utility Model Disclosure

Thus, the objective of this utility model is to develop such a design of a dynamic weighing device that would ensure high accuracy in measuring axial loads, the weight of multi-axle bogies and the total weight of the vehicle, as well as the precision measurement of its interaxle distances during a single passage through load-bearing platforms of underweight scales.

To solve this problem and achieve the specified technical result, a dynamic vehicle weighing device (ATS) is proposed, comprising a set of at least two pairs of discrete underweight scales, weights, and each of the discrete underweight scales is made with the ability to weigh at a specific moment at their load receptor site of the ATS wheel and transfer the weighing results to a computing tool designed to determine axial loads, weight of multi-axle bogies and total weight ATS, as well as its interaxal distances according to the accepted weighing results, while the underlay scales in each pair are designed to be placed in parallel rows corresponding to the left and right wheels of the ATS along the direction of its movement.

A feature of the device according to this utility model is that the underlay scales can be designed for such placement along the direction of movement of the ATS so that the relative displacement between the load platforms of the underlay weights of adjacent pairs in each row is not less than the longitudinal width of the maximum wheel print of the ATS.

Another feature of the device according to this utility model is that it can additionally contain passive pads of the same height as the underfloor scales, and designed to be placed at least between the underweights of each row to fix their mutual spatial position and align adjacent wheels weighed ATS in a single plane.

Another feature of the device according to this utility model is that each of the weights can be designed to be placed flush with its surface in the respective pits in the roadway.

Finally, another feature of the device according to the present utility model is that the computing means can be selected from the group including a personal computer, tablet, laptop computer, server. In this case, the underlay scales can be configured to transmit the weighing results via wired or wireless communication lines, and the aforementioned computing means can be configured to receive weighing results on the corresponding communication lines.

Brief Description of the Drawings

The utility model is illustrated by the accompanying drawings, in which the same or similar elements are marked with the same reference positions.

FIG. 1 shows the location of the weights on the roadway according to the first embodiment (with passive platforms).

FIG. 2 shows the location of the underlay weights on the roadway according to the second embodiment (in pits).

Detailed Description of Embodiments

The device according to the present utility model may include a set of at least two pairs of discrete underweight scales, each of which is capable of weighing the ATS wheel (fixed or moving) located at a particular moment on their load receiving area and transmitting the weighing results to computing means, designed to determine axial loads, the weight of multi-axle bogies and the total weight of this vehicle, as well as its interaxle distances according to weighing results taken from discrete Kladno weights. As such underweight weights, you can use any of the devices known or developed in the future that allows you to determine the load applied to the load-receiving platform of such a device when the ATS wheel travels through this platform at a relatively low speed (say, 1-10 km / h). For example, for this purpose, you can select the above-mentioned underfloor scales on the basis of a combination of discrete strain gauge sensors, although such underfloor scales can also be performed on sensors using a different physical principle (for example, discrete or integral hydraulic or piezoelectric sensors, integral sensors based on piezoelectric or fiber optic cables).

The computing means mentioned above can be selected from the group including a personal computer, tablet, laptop computer, server. In principle, any computing tool that allows you to determine the weight of the exchange based on the results of weighing from discrete underweight scales is suitable. These results can be transmitted to the computing means via wired or wireless communication lines, while the computing means, of course, is configured to receive weighing results on the corresponding communication lines.

This utility model provides for the pairwise placement of weights in parallel rows corresponding to the left and right wheels of the weighed ATS along the direction of its movement. This is illustrated in FIG. 1 (Fig. 1a is a side view, Fig. 1b is a top view), where the multi-axle trolley 1 of a cargo vehicle is shown, moving in the direction of arrow 2 along the roadway 3. Two pairs of underlay weights 4-5 and 6-7 are placed in parallel rows 8 and 9, and between them and (optionally) on both sides of all weights, there are passive platforms 10 for aligning the adjacent wheels of the weighed ATC in a common plane. Computing means and communication lines to it from discrete underlay weights are not shown in the drawings.

The number of pairs of weights may be more than two, say, three or four. Accordingly, the number of passive sites will increase.

In the second embodiment of the present utility model, all the underlay weights are placed in respective pits made in the roadway so that the surfaces of their load sites are flush with the surface of the roadway. This is illustrated in FIG. 2 (Fig. 2a is a side view, Fig. 2b is a top view), where the pairs of underlay weights 4-5 and 6-7 are shown "recessed" in the roadway. In this case, passive pads are not required.

Given the small thickness of the weights (say, no more than 1-2 cm), passive pads 10 can be excluded in the first of the considered options (in Fig. 1).

Thus, this useful model allows to increase the accuracy of measuring the speed of the ATS passing through these weights, axial loads and the total weight, as well as to provide a precise measurement of the interaxal distances of the ATS during its one-time passage along the load-receiving platforms of the underlay weights. At the same time, the ability to “jump over” the under-load scales or influence their readings when the vehicle is jerked is practically eliminated.

Claims (6)

1. The vehicle’s dynamic weighing device (ATC), comprising a set of at least two pairs of discrete underweight scales, and each of the discrete underweight scales, are capable of weighing the wheel of the said ATC at a specific moment in their cargo area and transfer the weighing results to a computer means for determining axial loads and the total weight of the said ATC, as well as its interaxle distances according to the received weighing results, while the curved underlay scales in each said pair are intended to be placed in parallel rows corresponding to the left and right wheels of the said ATS along the direction of its movement. 2. The device according to claim 1, in which the said underweight scales are designed for such placement along the mentioned direction of movement of the ATC so that the relative displacement between the load platforms of the said underweight of neighboring pairs in each of these rows is not less than the longitudinal width of the maximum wheel print of the said ATC. 3. The device according to claim 1, additionally containing passive pads of the same height as the said underweight scales, and designed to be placed at least between the said underweight scales of each row to fix the mutual spatial position of the said underweight scales and align the adjacent wheels of the weighed ATC in single plane. 4. The device according to p. 1 or 2, in which each of the said underlay weights are designed to be placed in appropriate pits in the roadway flush with its surface. 5. The device according to claim 1, wherein said computing means is selected from the group including a personal computer, tablet, laptop, server. 6. The device according to p. 5, in which the said underframe scales are configured to transmit the weighing results via wire or wireless communication lines, and said computing means is configured to receive the weighing results on the corresponding communication lines.

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