SU1735724A1 - System for axis-wise weighing of rail stock cars - Google Patents

Abstract

Invention m. used for weighing goods transported in railway cars in the course of their movement. Summary of the Invention: when an axle of a wagon trolley is driven to the edge of the weighing rail 1, the transducers 3 produce a signal proportional to the vertical responses of the non-measuring sections of the weighing rail 1. As the axles of the wagon trolley travel along the weighing rail, the sensor signals are summed. To eliminate the weight of the locomotive, the ends of the weight rails 1 on the hinged supports 2 are mounted console, the length of each cantilever is half the difference between the smallest axial distances of the locomotive and the wagon trolley and more than half the difference of the largest axial distance of the weighing rail 1. The console length is 0,23-0,33 length of the span. 2 hp f-ly, 2 ill. cl

Description

The invention relates to weighing technology and can be used for weighing goods transported in railway cars in the course of their movement.

Devices are known, for example, a device for weighing carriages in axes in motion (AS USSR No. 1076769, class G 01 G 19/04, by EF Drachuk), which contains a measuring section of a rail track and measuring transducers mounted on it The ends. The length of the measuring section is made greater than the maximum distance between the adjacent axles of the wagon cart and the smallest minimum distance between the adjacent axles of the locomotive.

The control of the measuring path, i.e. the recognition of the type of car and the exclusion of the weighting of the locomotive in this device, is based on the signal level of the load sensors.

A disadvantage of this device is its low strength due to the long inter-support distance (long span).

Also known is the method of the weighted moving of mobile objects (AS of the USSR ixfc 1372194, cl. G 01 G 19/04, by EF Drachuk, V.A.Ponosov), which provides for the displacement of measuring sections

VI

(l

SL v |

YU

relative to each other. Its disadvantage is a decrease in accuracy due to the impact at the junction at the beginning of each measuring section,

The closest to the claimed weight device for rail carriages (German Patent No. 1275738, class G 01 G, author S.H.Raskin USA). It is taken as a prototype. In this device, the weight rails are installed along their neutral plane on cylindrical hinge supports, the axes of which are perpendicular to the path.

The distance between the axles of the hinges (the length of the span) does not exceed the smallest distance between the axes of the wagon cart (the shortest center distance).

Measuring transducers (sensors) are installed at the ends of the measuring section, as a rule, inside the flight. In the extreme case, they can be installed directly in the supports.

The measurement transducers used in the prototype are sensors in the form of strain gages glued to the rail base. They measure the deformation proportional to the bending moment (at a certain scale, the bending moment) at the labeling point, and the difference (gradient) of the bending moments is proportional to the shear force.

These converters are universal, i.e. have the ability to measure alternating deformations and stresses.

In the prototype, this possibility is not realized, since the strain gauges in the process of work experience only tensile deformations.

Automatic control of such weights is carried out using track sensors, the presence of which reduces the reliability of the device, which is one of the drawbacks of the prototype.

Another disadvantage of the prototype is a reduction in the weighing accuracy due to the impact of the wagon wheels on rail junctions at the beginning of the measuring section.

The aim of the invention is to increase the reliability and accuracy of weighing.

To achieve this, a device for axially weighing railroad cars containing weight rails, each of which is mounted on two neutral hinges with axles perpendicular to the longitudinal axis of the weight rails, and is made with universal measuring converters, placed at the ends of the measuring section located within the span between the hinge supports, the length of which does not exceed the shortest center distance of the car, universal measuring devices The formations are made in the form of shear force sensors, and the ends of the weight rails on the articulated supports are mounted console, and the length of each cantilever is less than the half-difference of the smallest center distance between the locomotive and the car and more

0 half the difference of the largest center distance of the car and the length of the measuring section. The length of the cantilever arm is 0.23 - 0.33 span length.

SUMMARY OF THE INVENTION

FIG. 1 is a schematic diagram of an apparatus for postage weighing of railcars; Fig. 2 shows the lines of the influence of the position of the weighted axes on the amount of shear forces.

The device contains weight rails 1 (figure 1), installed on their neutral plane on two hinge supports 2, and

5 universal measuring transducers, made in the form of shear forces sensors 3. On both sides of the weighing rails adjacent sections of access roads 4.

The sensors of the shear forces are the torsion resistors tilted at an angle of 45 °, mounted on the weight rail in a neutral plane within the inter-support span, or sensors mounted directly in the supports and measuring the reference reactions at the boundaries of the span. In any case, the sensors and the measuring device should have versatility, that is, the ability to

0 measure the strain and stress of different signs.

Sensors of shear forces limit the measuring section of length I. In order to ensure the uniqueness of the suspended axis on the interfacing span, the following inequality must be observed:

L T. Min. (1)

where L is the interodip distance (span length);

0Tmin - the minimum distance between

adjacent axles of the wagon trolley (shortest center distance).

For self-exclusion of a locomotive, the total length of the rail should be less

5 smallest center distance TL locomotive:

TL L + 2a (2) where L is the length of the console.

Subtracting from inequality (2) inequality (1), we get:

but

TP-T ,,

In order to maintain the continuity of the output signal when the carriage is weighed, its greatest center distance Tmax should be less than the length of the weight rail:

T max L + 2a. (4)

Subtracting inequality from inequality (4)

I L, (5)

we will receive:

Tmax (|)

but

2

(6)

The inequalities (1), (3) and (6) express, respectively, the conditions for the uniqueness of the axis being weighed, the exclusion of the locomotive, and the identification of the axes of the wagon cart.

To reveal the limiting values of the length of the console, let us set the following initial data: Cumin 1300 mm; T max 1850 mm; T 2100 mm.

The maximum length of the cantilever found by the formula (3) is 400 mm, which is 0.33 times the maximum span of 1200 mm, taken as the minimum.

In order to determine the smallest length of the cantilever, we take the maximum possible values of the span length and the measuring section:

max 1250 MM.

According to the formula (6), it is 300 mm, or 0.23 of the passage length adopted for this case.

Thus, to exclude the locomotive and identify carriages, the following conditions must be met:

0.23 0.33,

From the point of view of equal strength, the maximum bending moments in the least favorable cases of placing one axis in the middle of the span and two axes at the ends of the weight rail should be the same:

JPJ4 from where

 Ra,

  0.25, which does not contradict condition (7).

The device works as follows. When hitting the front axle 5 (Fig. 2a) of the wagon trolley on the left edge of the weight rail I, the sensors 6 and 7 produce a signal proportional to the respective shear forces.

In the case of installing shear force sensors directly in the supports, they measure the support reactions.

Graph 26 shows the lines of the influence of the path S of the trolley on the signals of the left (broken 8) and right (broken 9) sensors. The sum signal is represented by a solid line 10.

From the graph (Fragment I) it can be seen that when

10, on the rear axle II, signals are applied, caused by both axes. The signal produced by each sensor at this moment continues to remain different from zero, and the total signal continues to remain zero due to the absence of load on the measuring section.

The absence in each sensor of a steep (instantaneous) disappearance of the signal during the removal of the axis is perceived by the measuring device as a default command to memorize and sum up the results of weighing the first and subsequent axes of the carriage car until the disappearance

25 signals in each of the sensors (fragment II). With the passage of the locomotive, the axle distance of which exceeds the length of the weight rail, the discontinuity of the signal continuity (fragment III) occurs after

The 30th exit of each axis is perceived by the device as a command to exclude the corresponding weighing result.

A positive effect compared to the prototype is to increase reliability due to the elimination of track sensors and to improve the weighing accuracy by reducing shock effects by removing the joint from the measuring section.

Claims (2)

1. Device for coaxial weighing of railroad cars containing weight rails, each in its own neutral plane 45 is mounted on two hinged supports with axles perpendicular to the longitudinal axes of the weighing rails, and is made with universal measuring transducers placed at the ends of the measuring rail. 50 of the section located within the span between the hinge supports, the length of which does not exceed the smallest center distance of the car, characterized in that, in order to increase 55 reliability and accuracy of weighing, universal measuring transducers are made in the form of shear force sensors, and the ends of the weight rails on the hinged supports are mounted console, and the length of each console is less than half the smallest center distance of locomotives 2. The device is pop. 1, different from the car, but more than half the difference is that the length of the cantilever is 0.23 of the largest center distance of the car and 0.33 of the span length, the length of the measuring section. five e