RU2239799C2 - Method of weighing cars - Google Patents

Abstract

FIELD: weighing apparatus or methods.

SUBSTANCE: method includes measuring and storing the reading of loading on the balance from the first to the last maximum when each axles or trucks move along the balance, determining the weight of axles or trucks axles by averaging the reading and storing the result, and counting the number of axles on the balance. The weight of the car is assumed to be the sum of the weights of all trucks.

EFFECT: expanded functional capability.

2 cl, 8 dwg

Description

The invention relates to weighing equipment and can be used in industry, agriculture and transport for weighing railway rolling stock in motion.

There is a known method of carriage-based weighing of cars on the move, by which the direction of travel is determined using extreme track sensors, the moment of arrival of each trolley on the balance is determined by counting the number of driving axles by two track sensors with a selected distance between them, the locomotive is excluded using the zoom-in scheme, the exit time is determined each trolley by counting the number of axles with the help of track sensors installed on the edges of the platform, form a signal “Measurement” according to the zoom in and out signals, weigh the trolley, sum trolley weights are recorded in pairs and recorded (1).

The disadvantage of this method is the use for identifying objects of track sensors that are unreliable in difficult industrial production conditions, especially with the widely used path cleaning by exhaust turbine engines.

A known method adopted for analogue of carriage-based weighing of cars on the go, including continuous measurement of the load on the weighing platform, the length of which is less than the base of the cars, but more than the base of the locomotive, counting the number of axles of the car on the weighing platform according to the stages of load changes on the weighing platform, recording zero load values to the platform, remembering the nearest largest load values before zero values and registering them as the weight of the first bogie, counting the number n of axes that move in succession before the zero the beginning of the load and registration of the weight of the second trolley after hitting n axes in a row (2).

The disadvantage of the analogue is the fact that in circulation, although very rarely, there are locomotives with a base larger than that of cars, and vice versa. So, at the TGM-6A locomotive, the distance (failure) between the axles in the middle is 5.9 meters, and the platform for hot loads is 4.5 meters. There are other objects with a smaller base (for example, hoppers). Thus, dividing objects into locomotives and wagons according to the base (failure) in the middle of the object is possible only for a limited category of objects. In addition, on the analogue weighing platform (5.4 m long) it is very difficult to carry out any exact weighing of a 4-axle carriage of an 8-axle carriage. The length of such a trolley is 5.05 m, so all measurement needs to be done on a path length of 5.4-5.05 = 0.35 m. If the object’s speed is not the highest, it’s 7.2 km / h (2 m / s) measurements of only 0.17 s, which is only a fraction of the period of natural oscillations of the cars (on average 2.5-4.0 Hz). Measurement with the required accuracy in such a short period of time today represents a rather scientific, but not practical task.

The task to which the invention is directed is the creation of a universal automatic system capable of weighing all types of wagons traveling on railways without the active participation of a person, as well as recognizing all types of locomotives. Crate weighing is fundamentally more accurate than axial or pylon, if only because it eliminates the effect of the redistribution of axial loads of the trolley directly during weighing by the mechanisms available in the trolley - beams and springs. During body weighting, all the axles of the trolley are on the balance, and no matter how the forces are distributed between the axles of the trolley.

However, due to the presence of many standard sizes of trolleys (2-, 3- and 4-axle) wagons and locomotives, as well as the variety of bases and distances between the couplers, there is no weight platform of such a length that would provide satisfactory identification of objects (without the use of track sensors) and sufficient measurement time.

In fact, for weighing in motion, for example, a 4-axle trolley whose axial length is 5.05 meters, a weight platform is required at least one meter longer (i.e. 6 m), but cannot be this length The carts of other objects are isolated and weighed (for example, many types of hoppers). All technical solutions known to date, were of a private nature, i.e. were intended for some group of types of wagons.

The technical result is achieved due to the fact that the element-wise method of weighing proposed by the authors provides for “pure” pallet weighing only for 2-axle or (with a slightly longer length of the weighing platform) 3-axle trolleys. Note that in 6-axle wagons (3-axle bogies) low-value cargoes are transported - usually in bulk - so weighing a 3-axle bogie in two steps (two axles + one more) is quite acceptable for the accuracy achieved. A 4-axle trolley, consisting of two 2-axle carts, is also weighed in two steps, i.e. nevertheless, although there is a balancing mechanism between the 1st and 2nd carts. Note that 8-axle wagons, which use 4-axle bogies, are used very rarely in the national economy. Thus, element-wise weighing provides the best conditions for 2-axle bogies, representing 95% of the domestic fleet of wagons. For other types of carts, the conditions are satisfactory.

The materiality of the technical solution lies in the fact that the method of element-wise weighing of railway objects, including the measurement and storage of readings d1, d2 ... dn of the load on the scales from the first to the last maximum when passing each axis or group of axles, determining the weight of the axis or group of axles as average indications and storing the result, counting the number of axles on the scales by the steps of loading and unloading, recording as the weight values of the first and second bogies the selected results before and after the state “scales are free” osnostyu accordance with bogies, the carriage weight determination as a sum of weights trolleys are complementary in that osnost types and combinations of trolleys recognize steps of loading - unloading and platform length L is selected according to the formula

Mminmo + Mt> L> Mt + L,

where - Mminmo - the minimum center distance between adjacent cars in weighed trains, Mt - the base of a 2-axle trolley, l and - the minimum required measurement path.

Additionally, from the readings d1, d2 ... dn, after determining the average values for the selected results, the outliers are eliminated by the well-known criterion and the calculation of the average values is repeated.

In addition, during the initial and subsequent verification of the scales, objects are rolled over the scales in the forward and reverse directions, the direction coefficients Kn are determined and stored in the memory of the weighing terminal, and in the process of work, the weighing results of the respective bogies of each car are multiplied by direction coefficients.

Figure 1 shows the kinematic diagrams of the objects with which the method operates, figure 2 is a block diagram of a device that implements the method, figure 3, 4, 5, 6 show diagrams of loading - unloading arising from the passage of railway objects shown in figure 1, by weight at various lengths of the platform. 7 illustrates the principle of processing the measuring signal. Fig. 8 illustrates the method of accounting for roughnesses of a path used in the method.

Significant differences in relation to this method have five types of railway facilities (figure 1). These are biaxial (position 2), three-axis (position 3) and four-axis (position 4) bogies of four-axle, six-axle and eight-axle wagons, as well as three-axis (position L-3) and biaxial (position L-2) bogies of six-axle and four-axle locomotives, moreover, the latter must in most cases be recognized and excluded from the number of objects to be weighed. A significant and universal difference between cars and locomotives is the center distance of the bogies. For wagons (pos. 2, 4 of Fig. 1) it is MT = 1.85 meters, and for locomotives (pos. L-3 and L-2) Mtl = 2.1 meters. In a three-axle bogie, the center distance is MTZ = 1.75 meters. The distance between the biaxial bogies of the four-axle bogie A = 1.35 meters. These geometric dimensions are important for understanding the operation of the method.

A device that implements the method (figure 2), contains, for example, a balance consisting of beams 1, supported by load cells 2 and 3 (for example, type C16A C3 of the company NVM), the outputs of which outputs 2 and 3 are connected to a measuring transducer 4 (for example, type Microsim 0801 from Metra), a standard interface (for example, RS-485) connected to a personal computer 5 (for example, Pentium). The beams 1 are interconnected with the foundation by stops 6. The rails are laid on the beams 1 and access roads 7 (not shown in FIG. 2).

Figure 3 shows on a relative scale diagrams of loading - unloading carts of the objects shown in figure 1, weights with a platform length L from 2.2 to 3.1 meters, figure 4 - with a length of the platform from 4.2 to 5 , 0 meters, and in FIG. 5, with a platform length from 3.2 to 4.1 meters.

As can be seen from the diagrams of figure 3, with the length of the scales up to 3.1 meters, the same figures ("images") have 2-axle (cars are marked “2”, locomotives are “L-2”) and 3-axis (cars are marked “ 3 ”, locomotives -“ L-3 ”) carts of wagons and locomotives, and for their recognition it is necessary to analyze the duration of loading, which - unlike the shape - depends on the speed of the object. The "hump" 1o + 2o (1st axis + 2nd axis) at position 2 appears with a scale length greater than MT = 1.85 meters, and at position L-2 with a length greater than MT = 2.1 meters. Since we are talking about element-wise weighing, the minimum possible length of the balance should be more than Mt by the value of the measurement path L, which is difficult to imagine less than 0.5 meters at speeds of 5-10 km / h. Consequently, the coincidence of the loading - unloading diagrams for 2-axle bogies of wagons and locomotives is inevitable with element-wise weighing. As for the “failures” 1o in pos. 3 and L-3, appearing because the length L = 3.1 meters is less than the length of the 3-axle trolley 2 · MTZ = 3.5 meters and all the less than the length of the triaxial trolley of the locomotive 2 · MTL = 4.2 meters, then with an increase in the length of the scales (see Fig. 5), the “images” of the triaxial carts of wagons and locomotives become different. With a further increase in the length of the scales L over 4.2 meters (2 · Mtl = 4.2 meters!), These diagrams (3 and L-3) change their shape (see Fig. 4) and again become similar. In addition, the length of the balance L should be less than MT + Mmo (see Fig. 1), so that when two-axle carts leave the interchain space, only two axes leave in any case, otherwise the axis of the cart cannot be determined. The most acceptable from the point of view of identification of objects and sufficient time for measurement, in the opinion of the authors, is a length L from 3.2 to 4.0 meters (Fig. 5), in which only “images” of 2-axle carriages of a wagon and a locomotive ( 2 and L-2), further distinguished by the ratio of sections loaded with one or two axes.

5 is built for a length L = 3.65 meters. For the same length, Fig. 6 is constructed showing loading - unloading diagrams when docked as part of various bogies. Let us explain with their help the possibility of implementing the method.

With a length of L = 3.65 meters, the balance is always unloaded in the center of each object, it doesn’t matter whether it is a car or a locomotive, but it is not always unloaded at the junction between the cars, because there are objects (for example, hoppers or tanks) with the distance between the MMO couplings (see Fig. 1, item 2) of the order of the center distance of the trolleys Mt. If mmo> l, the scales are released both in the middle and in the interchain space of the car or locomotive. In this case, as can be seen from FIG. 5, the cart of each object has a specific view (“image”) that is unchanged at any speed of the object, which is stored in the memory of computer 5 when the scales are started. The biaxial trolley (pos. 2 of Fig. 5) differs from the biaxial locomotive (pos. L-2 of Fig. 5) in that the ratio of the durations of the sections loaded with one and two axes L1o / L (1o + 2o) is 2.05 for wagon trolleys and 2.7 for locomotive trolleys. It is possible to distinguish between cars and locomotives by other signs, for example, by weight. The locomotive is usually substantially heavier than the wagon.

Since the balance is not always released in the interchain space, the previous paragraph is given for explanation, and the weighing algorithm proposed by the method that works in any technological situation consists in the following. Consider the position of Fig. 6, which represents the loading - unloading diagrams when driving along the weights of various combinations of coupled bogies: biaxial with biaxial (pos. 2 + 2), biaxial with triaxial (pos. 2 + 3), triaxial with four-axle (pos. 3+ 4), a locomotive with a biaxial bogie (pos. L + 2), etc. The left part of Fig. 6 is the second bogies of previous wagons (locomotives), which are weighed after the first bogies are weighed and their axle weight is determined.

So, 2-axle bogies are weighed (indicated by an arrow above the section) when 2 axles entered the balance after the unloaded condition, i.e. the entire trolley, since the first trolley of a given car is previously defined as 2-axle. More complex - elementwise - weighed 3-axle and 4-axle bogies. So, in a three-axle trolley (pos. 3 + 3), the first axis is weighed (marked by a curved arrow over the section), first the first axis, then after two collisions and one exit - 2 and 3 axes together. The weight of the trolley is the sum of all three axles. The four-axle trolley (pos. 4 + 4) is also weighed in 2 stages: when the first 2 axles are hit, they are weighed, then after two runs and two trips the next two axes are weighed. The result is the sum of the weighings.

After the second carriage of the previous carriage, the first carriage of the next one (the right half of Fig. 6) runs onto the scales, and it does not matter if the scales are released between them or not. In any case, the identification of the first carriage of the car occurs after it leaves the balance according to the following logic:

- if there were no triple arrivals before the carriage left (right half of pos. 2 + 2 of Fig.6) - a 2-axle carriage passes by;

- if at the same time sections 1 ° and (1 ° + 2 °) are approximately equal in duration, this is the carriage of the car, if section 1 ° is larger than the section (1 ° + 2 °) (right half of pos. 2 + L of Fig.6) is a locomotive;

- if before leaving the cart there was a single triple run over (the right half of the positions 3 + 3, 2 + 3 of Fig.6) - a 3-axle cart passes by;

- if before leaving the cart twice there was a triple run over (the right half of positions 4 + 4, 2 + 4,3 + 4 of Fig.6) - a 4-axle cart passes by.

Moments of weighings going to the result, i.e. constituting the weight of the bogies are indicated in Fig.6 (right half) by arrows. Since it is not clear in the measurement process which combination of zoom-in-check-outs will follow, you will have to weigh all sections with double-zoom-in of the axes, and then select individual sections for processing and repay others.

Let us explain how the measurement process occurs, using Fig.7.

When running into the moment of time, load cells 2 and 3 are loaded onto the scales by the axis of the object, measuring transducer 4 begins to measure the incoming signal and transmit codes (readings) to a personal computer 5 with a frequency of 500 Hz. Personal computer 5, comparing the incoming codes, determines the first maximum of the first plot max ₁₁ . After that, all readings from to to t ₁₁ are extinguished, and computer 5 begins to accumulate readings measured by transducer 4 in the interval t ₁₁ -t ₁₂ , calculating and comparing the average of all readings from time t ₁₁ and the current average, for example, of the last ten readings. The dynamic component (interference) actually amounts to 10%, therefore, in the interval from t ₁₂ to t _{21, the} current average increases sharply (about 2 times). Computer 5 registers the arrival of the next axis, determines, for example, by sorting and comparing the readings in the vicinity of the interval t ₁₂ -t _{21 the} maxima max ₁₂ and max ₂₁ and cancels all codes (indications) between them. Similarly, the formation of a block of indications is carried out, corresponding to the passage of the weights of a group of 2 axes in the interval t ₂₁ -t ₂₂ and other groups in all other situations.

After highlighting the blocks of readings and calculating their average values, the computer 5 determines the belonging of the object to one of the diagrams described in Figures 5, 6. Let, for example, it is established that the object is a 2-axis trolley. Then the readings before t ₂₁ and after t ₂₂ are canceled, and the readings inside this interval, corresponding to the passage through the weights of the biaxial trolley, are subjected to additional processing. From the array of indications of the interval t ₂₁ -t ₂₂ , for example, emissions are removed by meaningful criteria, then the average Asr is again calculated, which is taken as the weight of the trolley. Using meaningful criteria is very effective and simple, because it is generally known what is being measured. The axle load on the main roads is limited to about 20 tons. The weight of empty objects is also known, for example, the container of a 4-axle wagon is about 20-22 tons. The dynamic component - from experience - is 5-10%, rarely more. Hence the rule: after calculating the average Asr, all readings that differ from Asr, suppose by 15%, are considered outliers and are excluded from the samples.

Power and geometric irregularities of access roads have a significant impact on the measurement accuracy. Moreover, geometric irregularities can be straightened, unlike power ones that appear under load. The method proposes to reduce the influence of roughnesses of access roads 7 on the measurement accuracy as follows.

During the initial and current calibration of the balance 8, the following procedure is performed (see Fig. 8). According to the weights 8, the trolley 1 of the car 9 is rolled (position a) and the obtained value of the weight of the car P _{11 is} stored. (The first index is the trolley number, the second is the weighing number.) Note that when trolley 1 was moved over weights 8, trolley 2 passed a certain section of the access road 7 Nl to the left of Fig. 8 from the weights, and the unevenness of the Nl section obviously affected the result P ₁₁ . Next, weights 2 are rolled along the weights 8 (position b) and the obtained weight value P _{21 is} stored. Note that when moving the trolley 2 over the weights 8, the trolley 1 passed a certain section of the access road 7 Npr to the right of Fig. 8 from the scales, and the unevenness of the Npr plot obviously affected the result of P ₂₁ . After that, the wagon is turned through 180 ° by 9 maneuvers on the tracks and again served on the balance 8.

The first in this case, the scales 2 are rolled (position c) on the trolley 2 and the obtained value of the weight of the trolley P _{22 is} stored. Note that when moving the trolley 2 over the weights 8, the trolley 1 passed the previous section of the access road 7 Nl to the left of Fig. 8 from the scales, and the unevenness of the Nl section obviously affected the result of P ₂₂ in the same way as it had previously affected P ₁₁ . Next, the carriage 2 is rolled (position g) and the obtained weight value P _{12 is} stored. Note that when moving the trolley 2 over the weights 8, the trolley 1 passed the Npr access section to the right of Fig. 8 from the weights, and the unevenness of the Npr section obviously affected the result of P ₁₂ in the same way as earlier on P ₂₁ .

Obviously, there should be P ₁₁ = P ₁₂ , a P ₂₁ = P ₂₂ , since the trolleys were weighed the same. However, due to uneven access roads 7, the measurement results will most likely be different. Suppose that the weighing results of P ₁₁ and P ₂₂ are underestimated, i.e. underestimates the left edge of the access roads 7. Take the ratios P ₁₂ / P ₁₁ = Kn ₁ and P ₂₁ / P ₂₂ = Kn ₂ , which are scaling direction coefficients. The average value (Kn ₁ + Kn ₂ ) / 2 = Kn, based on the results of several rollings, writes a scaling factor to the Kn 5 computer memory. When moving along the scales 8 from left to right, the computer 5 multiplies by Kn the results of weighing the first trucks along the way, and when moving from right to left - the second ones along the way. Of course, for trolleys of different axles, there can be both the same and different scaling factors depending on the condition of the access roads 7.

Sources of information

1. Weighing moving objects. Overview information TsNIITEI instrument making. M., 1974, p.21-23.

2. USSR author's certificate No. 1016688, G 01 g 19/04, 04.01.82.

Claims (3)

1. The method of element-by-element weighing of railway objects, including measuring and storing the readings d1, d2, ... dn of the load on the scales from the first to the last maximum during the passage of each axis or group of axles, determining the weight of the axis or group of axles as the average of the readings and storing the result , counting the number of axles on the scales by the stages of loading and unloading, recording as the weight values of the first and second bogies the selected results before and after the “Scales are free” state in accordance with the bogie axle, determining the weight of the car but as the sum of the weights bogies, characterized in that osnost types and combinations of trolleys recognize stages of loading-unloading and platform length L of formula M _{min mo} + M _t >L> M _t + L _and , where M _{min mo} - the minimum center distance between adjacent cars in weighed trains; M _t - the base of a 2-axle trolley, L _and - the minimum required measurement path. 2. The method according to claim 1, characterized in that from the readings d1, d2, ... dn after determining according to claim 1 the average values for the selected results, the emissions are eliminated by the well-known criterion and the calculation of the average values is repeated. 3. The method according to claim 1, characterized in that during the initial and subsequent verification of the scales, objects are rolled over the scales in the forward and reverse directions, direction coefficients K _{n are} determined and stored in the memory of the weighing computer, and during the operation according to claim 1, the weighing results the respective bogies of each wagon are multiplied by a direction coefficient.

Images