WO2009142531A1 - Method for weighting and diagnosing railway rolling stock under a rail base by means of a weighting rail plate - Google Patents

Method for weighting and diagnosing railway rolling stock under a rail base by means of a weighting rail plate Download PDF

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Publication number
WO2009142531A1
WO2009142531A1 PCT/RU2008/000726 RU2008000726W WO2009142531A1 WO 2009142531 A1 WO2009142531 A1 WO 2009142531A1 RU 2008000726 W RU2008000726 W RU 2008000726W WO 2009142531 A1 WO2009142531 A1 WO 2009142531A1
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Prior art keywords
rail
weighting
weight
rolling stock
railway
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PCT/RU2008/000726
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French (fr)
Russian (ru)
Inventor
Виктор Алексеевич ЛУЧКИН
Original Assignee
Luchkin Viktor Alexeevich
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Publication of WO2009142531A1 publication Critical patent/WO2009142531A1/en

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01G—WEIGHING
    • G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
    • G01G19/02—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles
    • G01G19/04—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing railway vehicles
    • G01G19/045—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing railway vehicles for weighing railway vehicles in motion
    • G01G19/047—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing railway vehicles for weighing railway vehicles in motion using electrical weight-sensitive devices

Definitions

  • the invention relates to weighing equipment and can be used in various industries for scales in motion and statics, as well as diagnostic or monitoring equipment for determining the weight of the axis of a railway transport under the sole of the rail.
  • a known method for determining the weight of a carriage comprising receiving a signal from a sensor proportional to the force exerted on the rail by a wheel pair, converting the signal into voltage and determining from this voltage the weight of the load on the wheel pair taking into account the electromechanical sensitivity of the sensor, characterized in that additionally install auxiliary sensors in sections of the track, in which the bending moment and deflection from the impact of a pair of wheels, located at a given time above the base equal to zero, interfering signals from bending moments of all other wheel pairs not above the main sensor are received from the auxiliary sensor, converting signals from the main and auxiliary sensors to rms stresses, and the interfering bending moments are brought to the coordinate of the location of the wheelset over the main sensor, compensate the impact on the path from wheelsets not located above the main sensor, using measured rms zheny from the main and auxiliary sensors and the weight of the weighed load based electromechanical sensitivities main and auxiliary sensors
  • the disadvantages of this invention is that you want to install multiple sensors to determine the weight of one axis of a railway carriage. It is necessary to install sensors in the rail section. It is necessary to calculate the difference in the readings of the sensors to determine the weight of the axis. The complexity of the design in the installation for this method.
  • a device is known (patent RU 2115894), which is designed to determine the axial loads of cars.
  • the weighing device contains a sealed load receiver located between the ends of the rails with strain gauges.
  • the fastening elements of the load receiver to the rails can be made in the form of zigzag planks.
  • the load receiver can be placed in places of separation of the rails.
  • the load receiver can be made in the form of a cylindrical body, inside which two elastic elements are installed with the possibility of transmitting deformations to them through conical elements connected with the body, made with the opposite direction of the cones. Elastic elements can be cut longitudinally into petals.
  • the disadvantages of this invention is that the device can be placed between the joints of the rails.
  • the load receiver device has additional elements for receiving the load from the wheel to the strain gauge.
  • the complexity of the installation in the installation for this device The difficulty of fixing the wheel for static determination of the weight of the axis.
  • the invention is known (patent RU 2313069), in which the Flat compression force sensor contains a lower and upper plate, an active sensing element and is additionally equipped with a passive sensing element and a sealed housing.
  • the insertion unit contains a lining, on which a flat sensor of compression force is placed, and is equipped with an additional lining with sides for fixing the sensor on a lining under the rail.
  • This sensor is designed for weighing rail vehicles only in motion and cannot be used in statics.
  • the disadvantages of this sensor are that it is necessary to use additional attachment nodes for mounting, namely: lower and upper platinum, an additional pad for fixing the sensor with the sides. There are difficulties in attaching it to a railway sleeper and rail. Consists of several components.
  • the invention is known (patent RU 2289106), in which the load transmitted from the wheel to the rail is measured using a force transducer with adhesive-based strain gauges mounted on a load receptor.
  • the converter is made in the form of two cassettes with two coils in each.
  • the cartridges are placed in a housing mounted and fixed directly on the rail head without violating its integrity.
  • the coils alternately play the role of the active or compensation arms of the measuring bridge.
  • cassettes with coils are placed in grooves whose size corresponds to the dimensions of the cassettes and which are made in the housing parallel to the supporting surface of the rail head at a distance that excludes the simultaneous contact of the wheels of both pairs of coils.
  • the technical result consists in providing the possibility of weighing the wagon both in static and during its movement, increasing the accuracy of weighing and installing the scales on the rails without violating their integrity.
  • the disadvantages of this device is that it has a complex structure consisting of several nodes. The load from the wheel is transmitted directly to the measuring device, which leads to rapid wear of the device itself.
  • the disadvantage is that the composition of the balance contains metal structures, which affects their corrosion effect and short service life.
  • Another disadvantage is the difficulty of dismantling and transferring to another section of the railway track. Long lead times and high costs are required.
  • a solution is known according to the application WO0203040 for scales for railroad cars.
  • the invention is a complex structure consisting of a large number of elements, namely: a rail lining, a strain gauge with fastening elements of the rail lining, the lower sensor mount.
  • the load cell and the rail lining exist separately from each other and are bolted together, i.e. consist of 2 independent parts, and in contrast to the claimed invention, where the sensor and the lining are one whole product.
  • a special tie is made with a embedded part.
  • the weight rail lining is mounted on a standard LUC-I sleeper and has standard rail fasteners.
  • a sensor mounted in the neck of the rail (key 11 in the drawing) is used to determine the moment of wheel collision, and in the claimed invention this function is performed by the weight rail lining.
  • the patent RU 2313069 for a DEVICE FOR WEIGHING MOVING RAIL TRANSPORT is known from the prior art.
  • the invention is aimed at simplifying a device for weighing a rail vehicle in motion while increasing its speed during weighing. This result is achieved due to the fact that the device contains a section of the railway track without joints, including rails and sleepers lying on the ground with a length of L. On each track of the section under the rails, two flat compressive force sensors are installed, each with an in-line assembly.
  • the length L of the railway section is determined by the formula m, where U y - the length of the receiving device, m; V is the speed of rail transport, m / s.
  • the flat compression force sensor comprises a lower and upper plate, an active sensing element and is additionally equipped with a passive sensing element and a sealed housing.
  • the insertion unit contains a lining, on which a flat sensor of compression force is placed, and is equipped with an additional lining with sides for fixing the sensor on a lining under the rail.
  • This device is necessary to use additional components for mounting attachment, namely: lower and upper platinum, an additional pad for fixing the sensor with sides.
  • additional components for mounting attachment namely: lower and upper platinum, an additional pad for fixing the sensor with sides.
  • the disadvantage is that the composition of the balance contains metal structures, which affects their corrosion effect and short service life.
  • Another disadvantage is the difficulty of dismantling and transferring to another section of the railway track. Long lead times and high costs are required.
  • the closest analogue is patent GB2364124 for scales for cars.
  • the measuring device (device) of the balance contains a rail lining, inside of which a strain gauge is inserted onto the direct contact with the rail, the function of which is to determine the weight of cars in motion and statics.
  • a disadvantage of the design of the balance is that a sensor is inserted inside the rail lining, which, when in direct contact with the rail, also has contact with the external environment, as a result of which it corrodes. Consequently, the sensors will require frequent replacement or repair.
  • Another disadvantage is the difficulty of dismantling and transferring to another section of the railway track. Long lead times and high costs are required.
  • the technical result of this invention is to simplify the measurement of weight and diagnostics of railway transport on a section of the railway track, eliminating intermediate parts and devices when transferring forces to the measuring element, to increase accuracy and the use of standard fasteners for reinforced concrete sleepers and rails.
  • the method of measuring weight and diagnostics of railway transport characterized by the use of a rail lining
  • the measurement of the force applied by the axis of the wheel of the railway transport on the rail is carried out directly by the rail lining, simultaneously performing the functions of a load cell and rail fastening, which is installed on at least one reinforced concrete sleepers or on embedded parts of a reinforced concrete base for axial measurement of railway transport in motion or static mode.
  • voltage concentrators are installed with glued strain gages and thermal compensators connected to the bridge circuit.
  • the linearly proportional electrical signal received from the force exerted on the pad of the rail lining is transmitted to the weight controller, and from it to the computer where measurements are made.
  • the electrical signal is transmitted to the weight controller and / or to the computer by wire or wirelessly.
  • the tasks are solved using the method of determining the weight of the axis of the railway transport, using a weight rail lining installed on standard manufactured concrete sleepers and rails, as well as embedded parts installed on a reinforced concrete base.
  • the weight of the axles of the railway transport is measured directly under the sole (support) of the rail on one or more railway sleepers, or on embedded parts of a reinforced concrete base using a weight rail lining, simultaneously performing the function of strain gauge and rail and fastening the rail, with subsequent processing in devices and controllers, designed to reproduce weight results or diagnostics.
  • weight rail linings are installed in pieces of 2 on a railroad tie or on embedded parts of a reinforced concrete base, which makes it possible to axially determine the weight or diagnose railway transport on each side of it, and if weight rail linings are installed in a row, it makes it possible to determine the weight and diagnose one axis or a group of axles of railway transport.
  • the method is illustrated by the accompanying drawings:
  • Fig. 1 shows the installation of a weight rail lining on a railway sleepers and fastening the rail to it, where 1 is a weight rail lining, 2 is a reinforced concrete sleepers, 3 is a rail, 4 are standard elements of rail fasteners, 5 is a railway wagon wheel.
  • Figure 2 shows the location of the weight rail linings embedded in the railway, where view a - weight rail lining is installed on one reinforced concrete sleepers, view b - weight rail linings are installed on 2 or more reinforced concrete sleepers.
  • FIG. 3 shows the appearance and arrangement of the rail lining, where b is the rail installation site, 7 are concentrators, 8 are the attachment points to the reinforced concrete sleepers.
  • FIG. 4 is a structural diagram of the scales, where 9 is a weight controller, 10 is a computer.
  • This method allows the construction of weights or weighing systems, to diagnose each axis of the railway transport (balancing), to carry out weighing, axles of diesel locomotives, electric locomotives and other railway vehicles. This method allows you to measure both one axis of the railway transport, and all the axes of one unit of the railway transport simultaneously in motion or static mode.
  • the method allows you to not make big changes to the device of the railway track and therefore allows the use of standard fasteners for reinforced concrete sleepers and rails.
  • the proposed method is simple and convenient for applying it to any sections of the railway track.
  • This method can be used to determine the weight and diagnosis of any railway transport.
  • This method can be used for various monitoring and measurement systems.
  • the weight rail lining (hereinafter - GRP) combines a measuring module and an element for attaching the rail to a concrete sleeper.
  • the upper part of the GRP is made in the form of a railway lining and is compatible in size with standard by the pen.
  • the fastening of the rail and reinforced concrete sleepers to the GRP is also applied standard, with the replacement of bolts for fastening the lining to the reinforced concrete sleepers, increased in length. This increase, as a rule, is about 40 mm.
  • the GRP becomes approximately 70 mm higher in relation to the railway lining.
  • GRP works on the basis of tensometry. Strain gages are glued to the power-sensing elements of the concentrators inside the GRP and connected by a bridge circuit taking into account the elements of the temperature compensation.
  • the GRP itself is a single integral design, the strain gauges of which are isolated from the external environment by the GRP housing. GRP works as follows.
  • the force from the bottom of the rail is transmitted to a platform (6), the size of which is approximately 140 x 150 mm, under which there are stress concentrators (7) with glued strain resistors and thermal compensators connected to a bridge circuit.
  • the force applied to the platform (6) is converted into a linearly proportional electric signal, which is transmitted via wires or wireless to the weight controller (9), and from it to the computer (10), where measurements are made. If the signal is transmitted to the weight controller, and from it to the computer, is carried out wirelessly, then the GRP and / or weight controller contain a wireless communication device. The ease of installing GRP allows you to install it on an existing path in a short time.
  • GRP is able to work in harsh operating conditions (dust, humidity, temperature extremes), since all its measuring elements and electronics are located inside the housing and isolated from the external environment.
  • Railway scales can be implemented as a set of GRP in the weighing area.
  • the existing rail fastening pads on the GRP (1) are replaced (see Fig. 1) complete with embedded bolts (4) for fastening to the rail (2).
  • the bolt length is increased, preferably by 40 mm.
  • GRP (1) can be installed on the embedded part poured into the concrete base of the balance.
  • the force applied by the wheel (5) to the rail (3) with the help of GRP (1) is converted into an electrical signal.
  • the signal processed by the weight controller (9) enters the computer (10) (Fig. 4).
  • One of the advantages of the proposed balance is the complete absence of metal structures in the balance.
  • the GRP error according to the results of the tests corresponds to the SZ class of 0.01%.
  • the GRP test was carried out on a certified force measuring machine, with the application of a static load. The test results are shown in Table 1.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

The invention relates to mass measurement engineering and can be used in different industrial sectors for weighting in movement and in static position as well as a diagnostic and inspection facility for measuring under the rail base the weight per axle of rolling stock. The invention makes it possible to simplify weight measuring and diagnosis of the rolling stock at a railway track section without using intermediate parts and devices for transmitting efforts to a measuring element, to improve accuracy and to use standard fasteners for ferro-concrete sleepers and rails. The claimed technical result is achieved by the method for weighting and diagnosing railway rolling stock using a weighting rail plate which differs in that the force applied by the rolling stock axle is measured directly by the rail plate which is simultaneously used as a strain sensor and as a rail fastener and which is mounted on at least one sleeper or on parts embedded into a reinforced concrete base for weighting axle-by-axle the rolling stock in movement or in a static mode.

Description

СПОСОБ ИЗМЕРЕНИЯ ВЕСА И ДИАГНОСТИКИ ЖЕЛЕЗНОДОРОЖНОГО ТРАНСПОРТА ПОД ПОДОШВОЙ РЕЛЬСА С ПРИМЕНЕНИЕМ ВЕСОВОЙ РЕЛЬСОВОЙ ПОДКЛАДКИ METHOD OF WEIGHT MEASUREMENT AND DIAGNOSTICS OF RAILWAY TRANSPORT UNDER RAIL SOLE WITH USE OF WEIGHT RAIL LINING
ОПИСАНИЕDESCRIPTION
Область примененияApplication area
Изобретение относится к весоизмерительной технике и может быть использовано в различных отраслях промышленности для весов в движении и статике, а также в качестве диагностического или контрольного оборудования для определения веса оси железнодорожного транспорта под подошвой рельса.The invention relates to weighing equipment and can be used in various industries for scales in motion and statics, as well as diagnostic or monitoring equipment for determining the weight of the axis of a railway transport under the sole of the rail.
Уровень техникиState of the art
Известен способ (заявка RU 96105860) определения веса вагона, содержащий прием сигнала от датчика, пропорциональный воздействию на рельс силы от колесной пары, преобразование сигнала в напряжение и определение по этому напряжению массы взвешиваемой нагрузки на колесную пару с учетом электромеханической чувствительности датчика, отличающийся тем, что дополнительно устанавливают вспомогательные датчики в сечениях рельсового пути, в которых изгибающий момент и прогиб от воздействия колесной пары, находящейся в данный момент времени над основным датчиком, равен нулю, принимают от вспомогательного датчика мешающие сигналы от изгибающих моментов всех других колесных пар, не находящихся над основным датчиком, преобразовывают сигналы от основного и вспомогательного датчиков в среднеквадра- тические напряжения, осуществляют приведение мешающих изгибающих моментов к координате расположения колесной пары над основным датчиком, производят компенсацию воздействия на путь от колесных пар, не находящихся над основным датчиком, с использованием измеренных среднеквадратичных напряжений от основного и вспомогательного датчиков, и определяют массу взвешиваемой нагрузки с учетом электромеханических чувствительностей основного и вспомогательного датчиков.A known method (application RU 96105860) for determining the weight of a carriage, comprising receiving a signal from a sensor proportional to the force exerted on the rail by a wheel pair, converting the signal into voltage and determining from this voltage the weight of the load on the wheel pair taking into account the electromechanical sensitivity of the sensor, characterized in that additionally install auxiliary sensors in sections of the track, in which the bending moment and deflection from the impact of a pair of wheels, located at a given time above the base equal to zero, interfering signals from bending moments of all other wheel pairs not above the main sensor are received from the auxiliary sensor, converting signals from the main and auxiliary sensors to rms stresses, and the interfering bending moments are brought to the coordinate of the location of the wheelset over the main sensor, compensate the impact on the path from wheelsets not located above the main sensor, using measured rms zheny from the main and auxiliary sensors and the weight of the weighed load based electromechanical sensitivities main and auxiliary sensors.
Недостатки данного изобретения в том, что требуется установить несколько датчиков для определения веса одной оси железнодорожного вагона. Необходимо устанавливать датчики в сечение рельсового пути. Необходимо производить вычисление разницы в показаниях датчиков для определения веса оси. Сложность конструкции в установке для данного способа.The disadvantages of this invention is that you want to install multiple sensors to determine the weight of one axis of a railway carriage. It is necessary to install sensors in the rail section. It is necessary to calculate the difference in the readings of the sensors to determine the weight of the axis. The complexity of the design in the installation for this method.
Известно устройство (патент RU 2115894), которое предназначено для определения осевых нагрузок вагонов. Весоизмерительное устройство содержит размещенный между торцами рельсов герметичный приемник нагрузки с тензометрическими датчиками. Приемник нагрузки размещен с зазором не более величины температурной компенсации и с превышением его плоскости над рабочей плоскостью рельсов = 1 мм. Элементы крепления приемника нагрузки к рельсам могут быть выполнены в виде зигзагообразных планок. Приемник нагрузки может быть размещен в местах разъединения рельсов. Приемник нагрузки может быть выполнен в виде цилиндрического корпуса, внутри которого два упругих элемента установлены с возможностью передачи на них деформации через конические элементы, связанные с корпусом, выполненные с противоположным направлением конусов. Упругие элементы могут быть разрезаны в продольном направлении на лепестки. При соединении выходных сигналов тензорезисторов с измерительно-информационным комплексом устройство позволяет получать весовые данные, приходящиеся на каждое колесо вагонов в процессе их движения. Устройство упрощает тарировку весов и повышает точность.A device is known (patent RU 2115894), which is designed to determine the axial loads of cars. The weighing device contains a sealed load receiver located between the ends of the rails with strain gauges. The load receiver is placed with a gap of not more than the value of temperature compensation and with an excess of its plane above the working plane of the rails = 1 mm. The fastening elements of the load receiver to the rails can be made in the form of zigzag planks. The load receiver can be placed in places of separation of the rails. The load receiver can be made in the form of a cylindrical body, inside which two elastic elements are installed with the possibility of transmitting deformations to them through conical elements connected with the body, made with the opposite direction of the cones. Elastic elements can be cut longitudinally into petals. When connecting the output signals of strain gauges with a measuring and information complex, the device allows you to obtain weight data per each wheel of the cars in the process of their movement. The device simplifies the calibration of scales and improves accuracy.
Недостатки данного изобретения в том, что устройство может быть размещено между стыками рельс. Устройство приемника нагрузки имеет дополнительные элементы приема нагрузки от колеса к тензометрическому датчику. Сложность конструкции в установке для данного устройства. Сложность фиксации колеса для статического определения веса оси.The disadvantages of this invention is that the device can be placed between the joints of the rails. The load receiver device has additional elements for receiving the load from the wheel to the strain gauge. The complexity of the installation in the installation for this device. The difficulty of fixing the wheel for static determination of the weight of the axis.
Известно изобретение (патент RU 2313069), в котором Плоский датчик силы сжатия содержит нижнюю и верхнюю пластины, активный чувствительный элемент и дополнительно снабжен пассивным чувствительным элементом и герметичным корпусом. Узел встройки содержит подкладку, на которой размещен плоский датчик силы сжатия, и снабжен дополнительной накладкой с бортиками для фиксации датчика на подкладке под рельсом. Этот датчик предназначен для взвешивания рельсового транспорта только в движении и не может использоваться в статике. Недостатки данного датчика в том, что необходимо применять дополнительные узлы встройки для крепления, а именно: нижняя и верхняя платины, дополнительная накладка для фиксации датчика с бортиками. Имеются сложности при его креплении к железнодорожной шпале и рельсу. Состоит из нескольких составных частей. Известно изобретение (патент RU 2289106), в котором измеряется нагрузка передающаяся от колеса на рельс с помощью силоизмерительного преобразователя с тензоре- зисторами на клеевой основе, установленном на грузоприемное устройство. Преобразователь выполнен в виде двух кассет по две катушки в каждой. Кассеты в свою очередь помещены в корпус, установленный и закрепленный непосредственно на головке рельса без нарушения его целостности. Катушки попеременно выполняют роль активных или компенсационных плеч измерительного моста. При этом кассеты с катушками помещаются в пазы, размер которых соответствует размерам кассет и которые выполнены в корпусе параллельно опорной поверхности головки рельса на расстоянии, исключающем одновременное касание колесами обеих пар катушек. Технический результат заключается в обеспечении возможности взвешивания вагона как в статике, так и во время его перемещения, повышении точности взвешивания и установке весов на рельсы без нарушения их целостности. Недостатки данного устройства в том, что имеет сложную конструкцию, состоящую из нескольких узлов. Нагрузка от колеса передается, непосредственно на измерительное устройство, что приводит к быстрому износу самого устройства.The invention is known (patent RU 2313069), in which the Flat compression force sensor contains a lower and upper plate, an active sensing element and is additionally equipped with a passive sensing element and a sealed housing. The insertion unit contains a lining, on which a flat sensor of compression force is placed, and is equipped with an additional lining with sides for fixing the sensor on a lining under the rail. This sensor is designed for weighing rail vehicles only in motion and cannot be used in statics. The disadvantages of this sensor are that it is necessary to use additional attachment nodes for mounting, namely: lower and upper platinum, an additional pad for fixing the sensor with the sides. There are difficulties in attaching it to a railway sleeper and rail. Consists of several components. The invention is known (patent RU 2289106), in which the load transmitted from the wheel to the rail is measured using a force transducer with adhesive-based strain gauges mounted on a load receptor. The converter is made in the form of two cassettes with two coils in each. The cartridges, in turn, are placed in a housing mounted and fixed directly on the rail head without violating its integrity. The coils alternately play the role of the active or compensation arms of the measuring bridge. In this case, cassettes with coils are placed in grooves whose size corresponds to the dimensions of the cassettes and which are made in the housing parallel to the supporting surface of the rail head at a distance that excludes the simultaneous contact of the wheels of both pairs of coils. The technical result consists in providing the possibility of weighing the wagon both in static and during its movement, increasing the accuracy of weighing and installing the scales on the rails without violating their integrity. The disadvantages of this device is that it has a complex structure consisting of several nodes. The load from the wheel is transmitted directly to the measuring device, which leads to rapid wear of the device itself.
Также недостатком является то, что в составе весов присутствуют металлоконструкции, что сказывается на их воздействии коррозии и малом сроке службы. Также недостатком является сложность демонтажа и переноса на другой участок железнодорожного полотна. Требуются длительные сроки и большие затраты. Известно решение по заявке WO0203040 на весы для вагонов. Изобретение представляет собой сложную конструкцию, состоящую из большого кол-ва элементов, а именно: рельсовой подкладки, тензодатчика с элементами крепления рельсовой подкладки, нижним узлом крепления датчика. Тензодатчик и рельсовая подкладка существуют отдельно друг от друга и скреплены болтами, т.е. состоят из 2-х независимых деталей, а в отличии от заявленного изобретения, где датчик и подкладка являются одним целым изделием. Для данной конструкции изготавливается специальная шпала с закладной деталью. В заявленном изобретении весовая рельсовая подкладка устанавливается на стандартно выпускаемую шпалу LUC-I и имеет стандартные элементы рельсовых скреплений. В данной конструкции весов для определения момента наезда колеса применяется датчик, вмонтированный в шейку рельса (поз.11 на чертеже), а в заявленном изобретении эту функцию выполняет весовая рельсовая подкладка.Also, the disadvantage is that the composition of the balance contains metal structures, which affects their corrosion effect and short service life. Another disadvantage is the difficulty of dismantling and transferring to another section of the railway track. Long lead times and high costs are required. A solution is known according to the application WO0203040 for scales for railroad cars. The invention is a complex structure consisting of a large number of elements, namely: a rail lining, a strain gauge with fastening elements of the rail lining, the lower sensor mount. The load cell and the rail lining exist separately from each other and are bolted together, i.e. consist of 2 independent parts, and in contrast to the claimed invention, where the sensor and the lining are one whole product. For this design, a special tie is made with a embedded part. In the claimed invention, the weight rail lining is mounted on a standard LUC-I sleeper and has standard rail fasteners. In this design of the scales, a sensor mounted in the neck of the rail (key 11 in the drawing) is used to determine the moment of wheel collision, and in the claimed invention this function is performed by the weight rail lining.
Также недостатком является то, что в составе весов присутствуют металлоконструкции, что сказывается на их воздействии коррозии и малом сроке службы. Также недостатком является сложность демонтажа и переноса на другой участок железнодорожного полотна. Требуются длительные сроки и большие затраты. Из уровня техники известен патент RU 2313069 на УСТРОЙСТВО ДЛЯ ВЗВЕШИВАНИЯ ДВИЖУЩЕГОСЯ РЕЛЬСОВОГО ТРАНСПОРТА. Изобретение направлено на упрощение устройства для взвешивания рельсового транспорта в движении при повышении его скорости при взвешивании. Этот результат обеспечивается за счет того, что устройство содержит участок железнодорожного пути без стыков, включающий рельсы и шпалы, лежащие на грунте длиной L. На каждой шпале участка под рельсы установлены по два плоских датчика силы сжатия, каждый с узлом встройки. Длина L участка железнодорожного пути определяется по формуле
Figure imgf000006_0001
м, где Uy - длина грузоприемного устройства, м; V - скорость движения рельсового транспорта, м/с. Плоский датчик силы сжатия содержит нижнюю и верхнюю пластины, активный чувствительный элемент и дополнительно снабжен пассивным чувствительным элементом и герметичным корпусом. Узел встройки содержит подкладку, на которой размещен плоский датчик силы сжатия, и снабжен дополнительной накладкой с бортиками для фиксации датчика на подкладке под рельсом.Also, the disadvantage is that the composition of the balance contains metal structures, which affects their corrosion effect and short service life. Another disadvantage is the difficulty of dismantling and transferring to another section of the railway track. Long lead times and high costs are required. The patent RU 2313069 for a DEVICE FOR WEIGHING MOVING RAIL TRANSPORT is known from the prior art. The invention is aimed at simplifying a device for weighing a rail vehicle in motion while increasing its speed during weighing. This result is achieved due to the fact that the device contains a section of the railway track without joints, including rails and sleepers lying on the ground with a length of L. On each track of the section under the rails, two flat compressive force sensors are installed, each with an in-line assembly. The length L of the railway section is determined by the formula
Figure imgf000006_0001
m, where U y - the length of the receiving device, m; V is the speed of rail transport, m / s. The flat compression force sensor comprises a lower and upper plate, an active sensing element and is additionally equipped with a passive sensing element and a sealed housing. The insertion unit contains a lining, on which a flat sensor of compression force is placed, and is equipped with an additional lining with sides for fixing the sensor on a lining under the rail.
Недостатки данного устройства в том, что необходимо применять дополнительные узлы встройки для крепления, а именно: нижняя и верхняя платины, дополнительная накладка для фиксации датчика с бортиками. Имеются сложности при его креплении к железнодорожной шпале и рельсу. Состоит из нескольких составных частей. Применяется только для взвешивания в движении. Данное устройство не позволяет применять его для статического взвешивания и диагностики нагрузки на ось (колесо) в статическом режиме. Данное устройство не выполняет одновременно функции датчика и крепления рельса к шпале.The disadvantages of this device is that it is necessary to use additional components for mounting attachment, namely: lower and upper platinum, an additional pad for fixing the sensor with sides. There are difficulties in attaching it to a railway sleeper and rail. Consists of several components. It is used only for weighing in motion. This device does not allow its use for static weighing and diagnostics of axle (wheel) loads in static mode. This device does not perform both sensor and mount functions. rail to the sleepers.
Также недостатком является то, что в составе весов присутствуют металлоконструкции, что сказывается на их воздействии коррозии и малом сроке службы. Также недостатком является сложность демонтажа и переноса на другой участок железнодорожного полотна. Требуются длительные сроки и большие затраты.Also, the disadvantage is that the composition of the balance contains metal structures, which affects their corrosion effect and short service life. Another disadvantage is the difficulty of dismantling and transferring to another section of the railway track. Long lead times and high costs are required.
Наиболее близким аналогом является патент GB2364124 на весы для вагонов. Измерительное устройство (прибор) весов содержит рельсовую подкладку, внутри которой на прямой контакт е рельсом вставлен тензодатчик, функцией которого является определение веса вагонов в движении и статике.The closest analogue is patent GB2364124 for scales for cars. The measuring device (device) of the balance contains a rail lining, inside of which a strain gauge is inserted onto the direct contact with the rail, the function of which is to determine the weight of cars in motion and statics.
Недостатком конструкции весов является то, что внутри рельсовой подкладки вставлен датчик, который при прямом контакте с рельсом имеет и контакт с внешней средой, в результате чего подвергается коррозии. Следовательно, датчики будут требовать частой замены или ремонта.A disadvantage of the design of the balance is that a sensor is inserted inside the rail lining, which, when in direct contact with the rail, also has contact with the external environment, as a result of which it corrodes. Consequently, the sensors will require frequent replacement or repair.
Кроме того, процесс установки датчика внутри рельсовой подкладки технологически сложен и требует контроля со стороны специалистов. Это все делает стоимость монтажа рельсовых весов дороже.In addition, the installation process of the sensor inside the rail lining is technologically complicated and requires monitoring by specialists. This all makes the cost of installing rail scales more expensive.
Также недостатком является сложность демонтажа и переноса на другой участок железнодорожного полотна. Требуются длительные сроки и большие затраты.Another disadvantage is the difficulty of dismantling and transferring to another section of the railway track. Long lead times and high costs are required.
Технический результат данного изобретения состоит в упрощении измерения веса и диагностики железнодорожного транспорта на участке железнодорожного пути, исключающее промежуточные детали и приспособления при передаче усилий на измерительный элемент, в повышении точности и применение стандартных креплений для железобетонных шпал и рельсов.The technical result of this invention is to simplify the measurement of weight and diagnostics of railway transport on a section of the railway track, eliminating intermediate parts and devices when transferring forces to the measuring element, to increase accuracy and the use of standard fasteners for reinforced concrete sleepers and rails.
Реализация изобретенияThe implementation of the invention
Заявленный технический результат достигается за счет того, что способ измерения веса и диагностики железнодорожного транспорта, характеризующийся использованием рельсовой подкладки, отличается тем, что измерение усилия, приложенного осью колеса железнодорожного транспорта на рельс, производят непосредственно рельсовой подкладкой, одновременно выполняющей функции тензодатчика и крепления рельса, которую устанавливают не менее чем на одной железобетонной шпале или на закладных деталях железобетонного основания для поосного измерения железнодорожного транспорта в движении или статическом режиме. Под площадкой рельсовой подкладки, на которую передается усилие от подошвы рельса, устанавливают концентраторы напряжений с наклеенными тензорезисторами и термокомпенсаторами, соединенными в мостовую схему. Линейно-пропорциональный электрический сигнал, полученный от усилия, приложенного на площадку рельсовой подкладки, передают на весовой контролер, а с него на компьютер, где производят измерения. Передачу электрического сигнала на весовой контролер и/или на компьютер осуществляют по проводам или беспроводным способом.The claimed technical result is achieved due to the fact that the method of measuring weight and diagnostics of railway transport, characterized by the use of a rail lining, is characterized in that the measurement of the force applied by the axis of the wheel of the railway transport on the rail is carried out directly by the rail lining, simultaneously performing the functions of a load cell and rail fastening, which is installed on at least one reinforced concrete sleepers or on embedded parts of a reinforced concrete base for axial measurement of railway transport in motion or static mode. Under the platform of the rail lining, to which the force is transmitted from the sole of the rail, voltage concentrators are installed with glued strain gages and thermal compensators connected to the bridge circuit. The linearly proportional electrical signal received from the force exerted on the pad of the rail lining is transmitted to the weight controller, and from it to the computer where measurements are made. The electrical signal is transmitted to the weight controller and / or to the computer by wire or wirelessly.
Поставленные задачи решаются с помощью способа определения веса оси железнодорожного транспорта, с применением весовой рельсовой подкладки устанавливаемой на стандартно выпускаемых железобетонных шпалах и рельсах, а также на закладных деталях, устанавливаемых на железобетонное основание.The tasks are solved using the method of determining the weight of the axis of the railway transport, using a weight rail lining installed on standard manufactured concrete sleepers and rails, as well as embedded parts installed on a reinforced concrete base.
Производят измерение веса осей железнодорожного транспорта непосредственно под подошвой (опорой) рельса на одной или нескольких железнодорожных шпалах, или на закладных деталях железобетонного основания с применением весовой рельсовой подкладки, одновременно выполняющей функцию тензодатч и ка и крепления рельса, с последующей обработкой в приборах и контроллерах, предназначенных для воспроизведения результатов веса или диагностики.The weight of the axles of the railway transport is measured directly under the sole (support) of the rail on one or more railway sleepers, or on embedded parts of a reinforced concrete base using a weight rail lining, simultaneously performing the function of strain gauge and rail and fastening the rail, with subsequent processing in devices and controllers, designed to reproduce weight results or diagnostics.
При этом весовые рельсовые подкладки устанавливаются по 2 штуки на шпалу или на закладные детали железобетонного основания, что дает возможность поосного определения веса или диагностики железнодорожного транспорта по каждой ее стороне, а в случае установки весовых рельсовых подкладок подряд, дает возможность определения веса и диагностики одной оси или группы осей железнодорожного транспорта. Способ поясняется прилагаемыми чертежами:In this case, weight rail linings are installed in pieces of 2 on a railroad tie or on embedded parts of a reinforced concrete base, which makes it possible to axially determine the weight or diagnose railway transport on each side of it, and if weight rail linings are installed in a row, it makes it possible to determine the weight and diagnose one axis or a group of axles of railway transport. The method is illustrated by the accompanying drawings:
Фиг.l показывает установку весовой рельсовой подкладки на железнодорожную шпалу и крепления рельса к нему, где 1 - весовая рельсовая подкладка, 2 - железобетонная шпала, 3 - рельс, 4 - стандартные элементы рельсовых скреплений, 5 - колесо ж/д вагона. На Фиг.2 показано место расстановки весовых рельсовых подкладок, встроенных в железнодорожный путь, где вид а - весовая рельсовая подкладка установлена на одну железобетонную шпалу, вид б - весовые рельсовые подкладки установлены на 2 и более железобетонные шпалы.Fig. 1 shows the installation of a weight rail lining on a railway sleepers and fastening the rail to it, where 1 is a weight rail lining, 2 is a reinforced concrete sleepers, 3 is a rail, 4 are standard elements of rail fasteners, 5 is a railway wagon wheel. Figure 2 shows the location of the weight rail linings embedded in the railway, where view a - weight rail lining is installed on one reinforced concrete sleepers, view b - weight rail linings are installed on 2 or more reinforced concrete sleepers.
На фиг. 3 представлен внешний вид и устройство рельсовой подкладки, где б - место установки рельса, 7 - концентраторы, 8 - места крепления к железо-бетонной шпале. На фиг. 4 структурная схема весов, где 9 - весовой контролер, 10 - компьютер. Данный способ позволяет производить построение весов или весовых систем, вести диагностирование каждой оси железнодорожного транспорта (балансировку), производить развески, осей тепловозов, электровозов и др. железнодорожного транспорта. Данные способ позволяет измерять как одну ось железнодорожного транспорта, так и все оси одной единицы железнодорожного транспорта одновременно в движении или статическом режиме.In FIG. 3 shows the appearance and arrangement of the rail lining, where b is the rail installation site, 7 are concentrators, 8 are the attachment points to the reinforced concrete sleepers. In FIG. 4 is a structural diagram of the scales, where 9 is a weight controller, 10 is a computer. This method allows the construction of weights or weighing systems, to diagnose each axis of the railway transport (balancing), to carry out weighing, axles of diesel locomotives, electric locomotives and other railway vehicles. This method allows you to measure both one axis of the railway transport, and all the axes of one unit of the railway transport simultaneously in motion or static mode.
Способ позволяет не вносить большие изменения в устройство железнодорожного полотна и поэтому позволяет использовать стандартные крепления для железобетонных шпал и рельсов.The method allows you to not make big changes to the device of the railway track and therefore allows the use of standard fasteners for reinforced concrete sleepers and rails.
Поскольку измерение усилия, приложенного осью колеса железнодорожного транспорта на рельс, производят непосредственно рельсовой подкладкой, одновременно выполняющей функцию тензодатчика и крепления рельса, это значительно упрощает процесс крепления рельсовой прокладки, измерения веса и диагностики железнодорожного транспорта на участке железнодорожного пути, т.к. исключаются промежуточные детали и приспособления при передаче усилий на измерительный элемент, за счет которых растет погрешность в измерениях, что в свою очередь также позволяет повысить точность измерений.Since the measurement of the force applied by the axis of the wheel of the railway transport to the rail is carried out directly by the rail lining, which simultaneously serves as a load cell and rail fastening, this greatly simplifies the process of fastening the rail strip, measuring weight and diagnosing railway transport on a railway section, as intermediate parts and devices are excluded when transferring forces to the measuring element, due to which the error in the measurements increases, which in turn also allows to increase the accuracy of measurements.
Предлагаемый способ прост и удобен для применения его на любых участках железнодорожного пути. Данный способ можно применять для определения веса и диагностики любого железнодорожного транспорта. Данный способ можно применять для разных систем контроля и измерения.The proposed method is simple and convenient for applying it to any sections of the railway track. This method can be used to determine the weight and diagnosis of any railway transport. This method can be used for various monitoring and measurement systems.
Весовая рельсовая подкладка (далее - ВРП) совмещает в себе измерительный модуль и элемент крепления рельса к железобетонной шпале. Верхняя часть ВРП, выполнена в виде железнодорожной подкладки и по размерам совместима со стандартно выпус- каемой. Крепление рельса и железобетонной шпалы к ВРП также применяется стандартное, с заменой болтов крепления подкладки к железобетонной шпале, увеличенные в длине. Это увеличение, как правило, составляет величину порядка 40 мм. Кроме того ВРП становится и выше по высоте относительно железнодорожной подкладки примерно на 70 мм.The weight rail lining (hereinafter - GRP) combines a measuring module and an element for attaching the rail to a concrete sleeper. The upper part of the GRP is made in the form of a railway lining and is compatible in size with standard by the pen. The fastening of the rail and reinforced concrete sleepers to the GRP is also applied standard, with the replacement of bolts for fastening the lining to the reinforced concrete sleepers, increased in length. This increase, as a rule, is about 40 mm. In addition, the GRP becomes approximately 70 mm higher in relation to the railway lining.
ВРП работает на основе тензометрии. Тензорезисторы наклеены на силовоспринимаю- щие элементы концентраторов внутри ВРП и соединены по мостовой схеме с учетом элементов те рмо компенсации.GRP works on the basis of tensometry. Strain gages are glued to the power-sensing elements of the concentrators inside the GRP and connected by a bridge circuit taking into account the elements of the temperature compensation.
Сама же ВРП представляет собой единую цельную конструкцию, тензорезисторы которой изолированы от внешней среды корпусом ВРП. ВРП работает следующим образом.The GRP itself is a single integral design, the strain gauges of which are isolated from the external environment by the GRP housing. GRP works as follows.
Усилие от подошвы рельса передается на площадку (6), размер которой примерно 140 х 150 мм, под которой находятся концентраторы (7) напряжений с наклеенными тензо- резисторами и термокомпенсаторами, соединенными в мостовую схему. Усилие, приложенное на площадку (6), преобразуется в линейно-пропорциональный электрический сигнал, который по проводам или беспроводной связи передается на весовой контролер (9), а с него на компьютер (10), где производятся измерения. Если передача сигнала на весовой контролер, а с него на компьютер осуществляется беспроводным способом, то ВРП и/или весовой контролер содержат устройство беспроводной связи. Простота установки ВРП позволяет установить ее на существующий путь в короткие сроки. ВРП способна работать в жестких условиях эксплуатации (запыленность, влажность, температурные перепады), поскольку все ее измерительные элементы и электроника расположены внутри корпуса и изолированы от внешней среды. Железнодорожные весы могут быть реализованы в виде набора ВРП на участке взвешивания. В месте установки весов на стандартных железобетонных шпалах типа LJJC-I производят замену существующих подкладок крепления рельсов на ВРП (1) (см. фиг. 1) в комплекте с закладными болтами (4) крепления к шпале (2). Длинна закладного болта увеличена, предпочтительно на 40 мм. Также ВРП (1) можно устанавливать на закладную деталь, заливаемую в бетонное основание весов. Усилие, приложенное колесом (5) к рельсу (3) при помощи ВРП (1), преобразуется в электрический сигнал. Обработанный весовым контроллером (9) сигнал поступает в компьютер (10) (Фиг. 4). Одним из преимуществом предлагаемых весов является полное отсутствие металлоконструкций в составе весов.The force from the bottom of the rail is transmitted to a platform (6), the size of which is approximately 140 x 150 mm, under which there are stress concentrators (7) with glued strain resistors and thermal compensators connected to a bridge circuit. The force applied to the platform (6) is converted into a linearly proportional electric signal, which is transmitted via wires or wireless to the weight controller (9), and from it to the computer (10), where measurements are made. If the signal is transmitted to the weight controller, and from it to the computer, is carried out wirelessly, then the GRP and / or weight controller contain a wireless communication device. The ease of installing GRP allows you to install it on an existing path in a short time. GRP is able to work in harsh operating conditions (dust, humidity, temperature extremes), since all its measuring elements and electronics are located inside the housing and isolated from the external environment. Railway scales can be implemented as a set of GRP in the weighing area. At the place of installation of the scales on standard reinforced concrete sleepers of the LJJC-I type, the existing rail fastening pads on the GRP (1) are replaced (see Fig. 1) complete with embedded bolts (4) for fastening to the rail (2). The bolt length is increased, preferably by 40 mm. Also, GRP (1) can be installed on the embedded part poured into the concrete base of the balance. The force applied by the wheel (5) to the rail (3) with the help of GRP (1) is converted into an electrical signal. The signal processed by the weight controller (9) enters the computer (10) (Fig. 4). One of the advantages of the proposed balance is the complete absence of metal structures in the balance.
Дополнительным положительным моментом является то, что весы могут быть демонтированы и перенесены на другой участок железнодорожного полотна в короткий срок с минимальными затратами.An additional positive point is that the scales can be dismantled and transferred to another section of the railway track in a short time with minimal cost.
Погрешность ВРП по результатам проведенных испытаний соответствует классу СЗ составляющего 0,01%. Данные результатов испытания позволяют применять ВРП для коммерческого взвешивания и диагностики.The GRP error according to the results of the tests corresponds to the SZ class of 0.01%. These test results allow the use of GRP for commercial weighing and diagnostics.
Испытание ВРП проводилось на аттестованной силоизмерительной машине, с приложением статической нагрузки. Результаты испытаний приведены в Таблице 1.The GRP test was carried out on a certified force measuring machine, with the application of a static load. The test results are shown in Table 1.
Таблица 1Table 1
Figure imgf000011_0001
Figure imgf000011_0001
99
ЗАМЕНЯЮЩИЙ ЛИСТ SUBSTITUTE SHEET

Claims

ФОРМУЛА FORMULA
1. Способ измерения веса и диагностики железнодорожного транспорта, характеризующийся использованием рельсовой подкладки, отличающийся тем, что измерение усилия, приложенного осью колеса железнодорожного транспорта на рельс, производят непосредственно рельсовой подкладкой, одновременно выполняющей функции тензодатчика и крепления рельса, которую устанавливают не менее чем на одной железобетонной шпале или на закладных деталях железобетонного основания для поосного измерения железнодорожного транспорта в движении или статическом режиме.1. The method of measuring weight and diagnostics of railway transport, characterized by the use of a rail lining, characterized in that the measurement of the force exerted by the axis of the wheel of the railway transport on the rail is carried out directly by the rail lining, simultaneously performing the functions of a strain gauge and rail fastening, which is installed on at least one reinforced concrete sleepers or on embedded parts of a reinforced concrete base for axial measurement of railway transport in motion or static mode.
2. Способ измерения веса и диагностики железнодорожного транспорта по п. 1 отличающийся тем, что под площадкой рельсовой подкладки, на которую передается усилие от подошвы рельса, устанавливают концентраторы напряжений с наклеенными тензорезисторами и термокомпенсаторами, соединенными в мостовую схему.2. The method of measuring weight and diagnostics of railway transport according to claim 1, characterized in that stress concentrators with glued strain gages and temperature compensators connected to the bridge circuit are installed under the rail lining platform, to which the force is transmitted from the rail sole.
3. Способ измерения веса и диагностики железнодорожного транспорта по п. 2 отличающийся тем, что линейно-пропорциональный электрический сигнал, полученный от усилия, приложенного на площадку рельсовой подкладки, передают на весовой контролер, а с него на компьютер, где производят измерения.3. The method of measuring weight and diagnostics of railway transport according to claim 2, characterized in that the linearly proportional electrical signal received from the force applied to the rail pad is transmitted to the weight controller, and from it to the computer where measurements are made.
4. Способ измерения веса и диагностики железнодорожного транспорта по п. 3 отличающийся тем, что передачу электрического сигнала на весовой контролер и/или на компьютер осуществляют по проводам или беспроводным способом. 4. The method of measuring weight and diagnostics of railway transport according to claim 3, characterized in that the electrical signal is transmitted to the weight controller and / or to the computer by wire or wirelessly.
PCT/RU2008/000726 2008-05-20 2008-11-27 Method for weighting and diagnosing railway rolling stock under a rail base by means of a weighting rail plate WO2009142531A1 (en)

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