SU1016688A1 - Method of weighing cars on truck-by-truck basis - Google Patents

Abstract

METHOD OF ITALY WEIGHING WAGONS DURING THE COURSE, concludes with: continuous load measurement: a weighing platform while simultaneously counting the number of axles of a wagon on the weighing platform on the weighing platform axes, characterized in that, in order to expand its area of application by creating the possibility of weighing cars with different number of axles and for any combination in the train, when driving over a weight area the first carriage truck remembers the measured weight value, then the control signal to register the memorized weight value as the weight of the first carriage is generated by the zero signal of the meter when the weight platform is located between the carriages of the carriage, and the weight of the second carriage is recorded the same number of axes,. and that before issuing a control signal at a zero signal, the weight meter, and the length of the weighing platform will choose a smaller base of cars, but the pain of our locomotive base .. O) -oSx ОЬ 00 00 47m /

Description

The invention relates to weighing technology, in particular to methods for weighing rail cars while moving through a weighing platform, and can be used, for example, to weigh cars with charge, ingots and the like. in metallurgical production.

A known method for weighing the cars on the move, the conclusion is to determine the movement direction with the help of extreme track sensors, set up the device, zero the compensator, determine the arrival time of each truck on the weighing platform by counting the number of axles running over by two track sensors with the selected distance between them, exclude the locomotive using an impact circuit, determine the time of departure of each truck from the platform by counting (the number of axles using track sensors installed on the edge m platform, form a signal of arrival and departure signal Measurement, weigh the cart with an auto-compensator, summarize the carts' weight in pairs and register C The disadvantage of this method lies in the need for limit switches, which in terms of metallurgical production (discharges into the paths of the charge, bulk materials, splashes of cast iron, etc.) do not provide reliable information.

The closest to the proposed technical essence is a method for weighing the weighing of cars on the move, which consists in continuously measuring the load on the weighing platform while simultaneously counting the number of axles of the carriage on the weighing platform and changing the weight of the weight on the weighing platform. the weight platform of a given number of C2 axes. A disadvantage of the known method is that it provides the possibility of weighing only homogeneous cars, for example, only four ehosnyh.

The purpose of the invention is to expand the scope of application of the method by creating the possibility of weighing cars with different numbers of axles and for any combination thereof in a train.

The goal is achieved by the fact that, according to bnocQ6S, the weighting of cars on the move, consisting in the continuous measurement of the load on the weighing platform while simultaneously counting the number of axes on the weighing platform. the car on the steps of changing the load on the weighing platform

and when the weight on the weighing platform is given a predetermined number of axles, when driving the weighing platform of the axles of the first carriage of the car, the measured weight value is memorized, then the control signal is generated by the zero signal of the weight meter when the weight platform is located between the carriages the memorized value of the weight as the weight of the first carriage, and the weight of the second carriage is recorded when a weight of the same number of axles hits the platform, up to the control signal with a zero signal, the weight meter, The length of the weighing platform is chosen less than the base of the cars, but the greater base of the locomotive.

Fig. 1 shows a block diagram of an apparatus for carrying out the proposed method; Fig. 2 shows charts and records of the weighing process, explaining the operation of the device; on fig.Z - adder circuit; 4 is a control block diagram; Fig. 5 shows the resulting adder diagram. Consider the order of arrivals and departures of axles of cars of various types in different sequences on a platform 5.4 m in length. The length of 5.4 m is chosen because 95% of cars have a base greater than 5.4 m and locomotives less than 5.4 m.

The choice of a weighing platform of such length that the platform falls, as it were, between the first and second carriages of a car, allows us to weigh the cars according to a very simple algorithm. To do this, you need the weight of the first truck and record the last run before the autocompensator zero. This is always true, as the trolley pulls down from the weighing platform successively with all axles. Consequently, after the last run-in before the state zero and before the first exit (before the state zero), the cart is on the weighing platform.

The weight of the second carriage is determined by counting the number of further axles that have moved in front of the zero state of the autocompensator, i.e. having determined the bogie's axiality, in terms of the number of axles driven after the zero state.

Meztsu neighboring carriages zero state does not happen, so that the state of zero

equivalent to determining the middle of the car. This means that in case of any failures when stapling the composition (for example, weighting of one trolley is skipped) the normal algorithm can be recovered 6: 3 thematically. In known systems, such a failure leads to. that carts of different wagos are summed up. new Thus, 4-, 6- and 8-axle cars in any combination can be weighed by a high-speed auto-compensator (digital or analogue by the proposed method. Consider various combinations of cars and locomotive (for example, in a TGM-3 locomotive). Since weighing the first truck at the last hitting before the state L is zero, and the locomotive base is less than the length of the weighing platform, so that the zero state does not occur when driving through the loco motive, then when the locomotive is in the head of the train, no additional weights If the locomotive is in the tail of the train, then the last car is weighed before it correctly, but full departure from the weight platform of the locomotive itself is perceived as the departure of the first carriage of the car. the result of the weighing is the sum of the two carriages j, then the weight of the moved out locomotive perceived as leaving the first carriage can be automatically excluded. A device for carrying out the proposed method comprises (FIG.) A weight autocompensator 1 with an additional reohord 2, a strain gauge 3, on which the weighing platform (not shown) rests, a two-threshold circuit 4 and a relay 5 and 6 for driving and driving. The two porous circuit 4 may, for example, be a phase-sensitive amplifier, the output of which includes relays .5 and 6. Bridge circuit 7., amplifier 8 and motor 9 are auto-capacitor with memory, when driving axes repeating readings of the car driver. 1 weight, and when leaving the axle, it stores the previous indication due to the control: relay 10, the contacts of which 11 and 12 switch the control winding of the drive 9 and the ballast resistor 13. Reochord 14 of bridge circuit 7 is combined with additional reochord 2 auto car 1. The compensator 10 includes a relay contact 15, the relay 5 is blocked by collision contact 16, the relay 6 exit - via its contact block 17 .. For the initial setting button 18 is provided .Pusk. On the motor shaft 9 coaxially with the reo chord 14, there is a reochord 19 of the adder 20. "The adder 20 (FIG. 3) contains an amplifier 21, a phase selector 22, an installation unit 23, a zero, a summing motor 24 and an additional motor 25, through a differential gear 26 b entered into the compensator compensator 27. The arrow 28 and the pen 29 are connected to the shaft of the summing motor 24 .. The control unit of the adder 20 (FIG. 4) contains the relay 30 of the middle of the car, the counter 31 of arrivals, the counter of the exit 32 ,. relay 33 end of the car and the relay 34 installation zero. The relay 30 of the middle of the car is turned on by the contact 35 of the zero sensor (for example, by the limit switch zero of the autocompensator 1 weight), and through its contact 36 and contact 37 the relay 33 of the car’s end is locked. Contact 38 of the zero sensor disconnects the slider 19 from the zero when the weight is added to the adder 20: the first carriage carriage. The counter 32 of exits at the counting input is controlled by the contact 39 of the relay 6 of the exit, and via the hatching bus through the switching contact 40 of the relay 30 of the middle of the car by the contact 41 of the relay 5 of zoom. Counter 31 overshoot bus d. is controlled by contact 40 and relay 30. Contacts 42 - 44 of the counter of 32 departures and contacts 45- 47 of the counter 31 of the raids form a circuit that matches. Contacts 42 and 45 are closed with counter codes 32 and 31 equal to two, contacts 43 and 46 with codes equal to three, and contacts 44 and 47 with codes equal to four (according to the number of axes in the carriages). The contact 48 of the relay 33 of the car end disconnects the slider 19 from the zero when the weight of the second trolley is inserted into the adder 20. The switching contact 49 of the relay 33 serves to charge the tank 50 and discharge it to the switch 0 34 of the zero setting when the relay 33 is released The contact 51 of the relay 34 is connected to a zero setting 23, as well as for the contact of the button 18 Start-Up contact for the button 18 The start is connected in series with the starting coil 52 connected to the power source through its contact 53 and pin 54 of the after-run relay 5 . Pin 55 of relay 52 provides a relay 30 for mid-point 7 with an empty platform. A device for carrying out the method works in a slave manner. After termination or before the start of weighing the cars of the next composition, the operator by the button 18 (FN.1) switches on the relay 10, which through the syboy contact 17 and the contact 16 of the relay 6 locks into place. The contact 11 of the relay 10 is opened, and the engine 9, when 4AiBa, is moving, moves the slide rail 14 to zero, as the slide rail 2 is at the zero mark (there is no load on the platform), and the slide rail 14 repeats the position of the drag rail 2 The resistor motor 19 of the adder 20, which is on the same shaft G with the resistor 14, is also set to zero at the zero mark, the adder .20 is nullified, as the Start button 18 (fig. 3) starts the zero setting unit 23. Moreover, the relay 52 is de-energized due to the opening of the contact of the Start button 18 (FIG. 4). The relay 30 of the middle of the car is also de-energized, although the contact 35 of the sensor is zero and is closed when the platform is empty. Thus, in the exerted state, the engines of the reichords 2, 14, 19, and 27 are at zero marks, as is the arrow 28 of the adder 20. When the first axis of the train is hit from the pin 54, the after-run relay 5 triggers the start-up relay 52 , preparing your contact 55 relay 30 middle of the car to act. On figa shows a diagram of the recording efforts of the load cell 3, the compensator 1 when passing through the weighing platform coupled 4-axle and 6-axle cars. It can be seen from the diagram that the weighing of the first 4-axle car should be carried out on section A-, and the second carriage - on section A after the onset of the zero state. Weighing the first carriage of a 6-axle car should be carried out at site B, and the second carriage at site B, that the readings of autocompensator 1 at sites A and B correspond to the weights of the first carts, they learn at the time of the onset of zero conditions 0 and so on. e. after the auto-pensor 1 has changed and is equal to zero. This is always the case, because with the chosen length of the weighing platform, before the zero state, as many axes as the trolley have, since the trolley is all placed on the weighing platform, and the distance between the axles in the trolley is smaller than between the nearest axles of neighboring cars. Therefore, the memory autocompensate is used, which works in the following way (Figs. 1 and 2). With each trip of the after-trip relay 5 (i.e., with each arrival of any trolley axis), the contact 15 turns on the relay 10, which. contact 11 disarms the engine 9, as a result of which the last hotel through the reochord 14 and the amplifier 8 positions the engine of the rechord 2 of the auto-compensator 1. Relay 10 with the help of its contact 17 is self-locking via the break contact 16 of the relay 6 of the exit. When contact 16 is opened (i.e., at the departure of any axis), relay 10 de-energizes, and the engine. 9 is braked. As a consequence, the recording chart of the position of the reichord 14, corresponding to the diagram in FIG. 2 a, i.e. in the event of a collision of 4-axle and 6-axle cars connected in series, it has the appearance shown in FIG. 2 b. The memory autocompensator does not seem to feel the axis departures, retaining the autocompensator 1 readings in sections A and B until they are registered at time points 0 and 02. Consider the operation of counters 31 and 32 raids and departures. Prior to the operation of the relay 30 in the middle of the car, its contacts 40 are closed as shown in Fig. 4. In this case, the counter 31 is disconnected, reset to zero, and does not count the raids, and the counter 32 counts the trips, but is reset to zero on the ot bus with each hit. As follows from FIG. 2a, at time 0, counter 32 has a code equal to two, i.e. closed contact 42 in the relay circuit 33 of the car end. I At time 0 is triggered due to the closure of the contact 35 of the sensor zero relay 30 of the middle of the car, its switching contact 40 changes its state by connecting the counter 31 of raids and turning off the counter 32 of the outputs, Now the counter 31 counts the raids. At the time A2, its code it also becomes equal to two, contact 45 is closed and the relay 33 of the end of the car is activated. Its contact 48 is opened, and the weight of the second carriage is transferred to the adder 20. Also the contact 37 of the relay 33 is opened and the relay 30 is de-energized. The next operation of the relay 30 occurs (Fig. 2a) at the moment of time 0. Consider the operation of the adder 20.. Reohord 19 (Fig. 1 and 3) plays a role .; parameter sensor, and reohord 27 is the role of a compensator. By the closed contacts 38 and 48, respectively, of the zero sensor and, the relay of the 33nd end of the car establishes an artificial zero, and at the same time the rheochord engine. 19 no matter how moved. Reohord 27 remains at the zero mark, and nothing is entered into the adder 20, f Contact 38 opens at time 0. The engine of the 19-in rheochord; this time shows how it can be seen from FIG. 26, the weight of the first carriage. Through elements 21, 22, 24 and 26, the slide motor 27 is set to the position corresponding to the position of the slide motor 19, and arrow 28 and pen 29 of the adder 20 indicate the weight of the first carriage (section T in FIG. Ba) When contact 38 is closed again, the slide bar 27 the zero position is set through the elements 21, 22, 25 f 26. At the time point, the contact 48 is opened corresponding to the section. The slide motor 19 at this time shows the weight of the second carriage, as follows from figure 2. The slide motor 27 in the above manner repeats the readings of the reichord 19, and the pen 29 records the weight of the car (section Tj in Fig. 5a). On any subsequent arrival, the coincidence circuit on contacts 42 - 47 de-energizes the relay 33, and the latter resets the relay 30 by contact 37 ..:. When the relay 33 trips, its capacity 49 is charged by contact 49 50. Therefore, when releasing the relay 33, a capacitance 50 triggers a short-term operation of the relay 34, which supplies the signal of the zero setting to the block 23. The arrow 28 and the pen 29 of the adder 20 return to the zero mark (the point O in the diagram in FIG. 5a). Thus, in the diagram of FIG. 5, there is a record of the weight of all the cars. If the locomotive is moving. in the head of the composition, it, as mentioned above, will not be registered in the adder. With the passage of the locomotive in the tail of the train, his last departure will be registered by the device in de (figure L (Fig. 5). The form of figure L is different from the record-weight of cars in that it has one step. In addition, the record L is longer, so kick record The locomotive vanishing lasts until the button 18 is pressed, i.e., relatively long compared with the steps T and so on. Therefore, the operator’s recording of L is easily excluded by the operator and cannot be confused with the recordings of the weight of the cars. compared to the famous nym.

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Claims (1)

METHOD OF CARRYING WAGONS ON THE WAY, which consists in continuous measurement of the load · on the weighing platform with simultaneous calculation of the number of axles of the wagon on the weighing platform according to the stages of load changes on the weight weight 21-23. USSR G 19/04 WEIGHTED the number of axles, starting with the fact that, in order to expand the scope of its application by creating the possibility of weighing cars with a different number of axles and with any combination of them in the train, when hitting the axle platform of the first axle of the wagon, the measured weight value is stored, then, by the zero signal of the weighing meter, at the moment the weight platform is located, they are formed between the wagon trolleys. the control signal for registering the stored value of the weight as the weight of the first truck, and the weight of the second truck is registered when driving on the weighing platform of the same number of axles as before the control signal was issued with a zero signal of the weight meter, and the length of the weighing platform was chosen more-> ro