A method for detecting eccentric load of long-table static electronic track scale

Abstract

A method for detecting overload on a long-table static electronic track scale comprises: selecting a scale body with a load-bearing platform length that meets the requirements according to the model of the vehicle to be weighed, and evenly installing N weighing sensors under the scale body; installing a proximity sensing unit on the first side and the second side of the load-bearing platform respectively; connecting the N weighing sensors and the two proximity sensing units to a data acquisition instrument respectively; the vehicle passes the load-bearing platform at a preset speed, and monitoring the change status of data collected in the data acquisition instrument in real time; when the value of one of the proximity sensing units first changes from 0 to 1, it is determined that the vehicle enters from the side where the proximity sensing unit is located; monitoring the change in the value of the proximity sensing unit, and when it changes from 1 to 2, recording the values of the N weighing sensors at this time and calculating the sum pt2; monitoring the change in the value of the proximity sensing unit, and when it changes from 3 to 4, recording the values of the N weighing sensors at this time and calculating the sum pt4; and calculating the deviation of the front and rear bogies of the vehicle as 2pt2-pt4.

Description

Technical Field

[0001] The present invention relates to the field of railway freight car eccentricity detection, and in particular to a method for detecting eccentricity of a long-table static electronic track scale. Background Art

[0002] The long-table static electronic track scale (static track scale for short) can achieve high-precision static measurement of railway freight cars when they are parked. Due to its inherent structural characteristics, it can currently only measure the weight of the entire vehicle. As for whether the front and rear bogies of the vehicle are overweight, it is either impossible to measure or the measurement is very inaccurate due to the influence of the unstable parking position.

[0003] like Figure 1 The figure shows a schematic diagram of a vehicle weighing using a long-table static electronic track scale in the prior art. At this time, there is no unbalanced load. The vehicle weight is Z, the front bogie weight is QZ, and the rear bogie weight is HZ. A1 to A4 are the values of the four weighing sensors. Then Z = QZ + HZ = A1 + A2 + A3 + A4, where QZ = A1 + A2 and HZ = A3 + A4. However, since the center of gravity of the vehicle changes with the vehicle position, when the vehicle position changes to the same value as the vehicle position, the center of gravity of the vehicle changes to the same value as the vehicle position. Figure 1 At different times, the center of gravity of the vehicle shifts, and the weight loads of A1+A2 and A3+A4 change. Although the total weight of Z=A1+A2+A3+A4 remains unchanged, the shift of the center of gravity of the vehicle causes A1+A2 and A3+A4 to change, that is, QZ and HZ to change. Since the front and rear unbalanced weights are QZ-HZ, that is, (A1+A2)-(A3+A4), as the center of gravity changes, the values of A1, A2, A3, and A4 also change, causing the difference of QZ-HZ to change accordingly. In this way, when the weight of the entire vehicle Z (A1+A2+A3+A4) remains unchanged, the deviation of the weight of the front and rear bogies changes greatly, making it impossible to accurately calculate whether the front and rear bogies really have a problem of unbalanced weight. Therefore, Figure 1 The track scale of the structure shown cannot accurately calculate the weight deviation of the front and rear bogies.

[0004] Due to the current railway department's increased requirements for freight safety, strict control is being exercised over the front and rear bogie overloads and left and right overloads of vehicles. Freight vehicles are required to control overload and overweight at the source. If a separate set of freight vehicle overload detection equipment is installed, one is that the location may be limited, restricting the installation of the equipment, and the other is duplicate investment, resulting in a waste of funds. Summary of the Invention

[0005] The present invention provides a method for detecting eccentric load of a long-table static electronic track scale, so as to solve the problems existing in the above-mentioned prior art.

[0006] To achieve the above object, the present invention provides a method for detecting eccentric load of a long-table static electronic track scale, which comprises:

[0007] According to the model of the vehicle to be weighed, a scale body with a load-bearing platform length that meets the requirements is selected, and N weighing sensors are evenly installed under the scale body;

[0008] A proximity sensing unit is installed on the first side and the second side of the supporting platform respectively;

[0009] Connect N weighing sensors and two proximity sensing units to the data acquisition instrument respectively;

[0010] The vehicle passes the load platform at a preset speed, and the data changes collected by the data acquisition instrument are monitored in real time;

[0011] When the value of one of the proximity sensing units changes from 0 to 1 first, it is determined that the vehicle enters from the side where the proximity sensing unit is located;

[0012] Monitor the value change of the proximity sensing unit. When it changes from 1 to 2, record the values of N weighing sensors at this time and calculate the total pt2;

[0013] Monitor the value change of the proximity sensing unit. When it changes from 3 to 4, record the values of N weighing sensors at this time and calculate the total pt4;

[0014] The deviation of the front and rear bogies of the vehicle is calculated to be 2pt2-pt4.

[0015] In one embodiment of the present invention, N=8.

[0016] In one embodiment of the present invention, the proximity sensing unit includes two proximity switches connected in parallel.

[0017] In an embodiment of the present invention, the preset speed is between 0.1 km / h and 1 km / h.

[0018] In an embodiment of the present invention, the preset speed is between 1 km / h and 10 km / h.

[0019] The long-table static electronic track scale overload detection method provided by the present invention can not only obtain the weight of the entire vehicle, but also detect the deviation between the front and rear bogies of the vehicle. The detection process is not affected by the vehicle stopping or retreating, and can be parked and retreated at any position, and can be advanced at any position without causing lost tons, extra vehicles, or missing vehicles. The obtained results fully meet the accuracy requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0021] Figure 1 This is a schematic diagram of using a long-table static electronic track scale to weigh a vehicle in the prior art;

[0022] Figure 2 Schematic diagram of a weighing sensor and a proximity sensing unit according to an embodiment of the present invention;

[0023] Figure 3a A schematic diagram of a vehicle at a first position during a weighing process according to an embodiment of the present invention;

[0024] Figure 3b Schematic diagram of the sum of the values of all weighing sensors and the changes of K11 and K22 when the vehicle is in the first position;

[0025] Figure 4a A schematic diagram of a vehicle at a second position during a weighing process according to an embodiment of the present invention;

[0026] Figure 4b Schematic diagram of the sum of the values of all weighing sensors and the changes of K11 and K22 when the vehicle is in the second position;

[0027] Figure 5a A schematic diagram of a vehicle at a third position during a weighing process according to an embodiment of the present invention;

[0028] Figure 5b The diagram is a diagram showing the sum of the values of all load cells and the changes of K11 and K22 when the vehicle is in the third position;

[0029] Figure 6a A schematic diagram of a vehicle at a fourth position during a weighing process according to an embodiment of the present invention;

[0030] Figure 6b Schematic diagram of the sum of the values of all weighing sensors and the changes of K11 and K22 when the vehicle is in the fourth position;

[0031] Figure 7a A schematic diagram of a vehicle at a fifth position during a weighing process according to an embodiment of the present invention;

[0032] Figure 7b This is a schematic diagram of the sum of the values of all weighing sensors and the changes of K11 and K22 when the vehicle is in the fifth position. DETAILED DESCRIPTION

[0033] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without creative work are within the scope of protection of the present invention.

[0034] In existing technology, when a railway freight car is parked on a platform, manual weight measurement is required. Simultaneously, the front and rear bogie offset is calculated based on the weights recorded by multiple front and rear sensors. Because the platform is a single unit, the weights recorded by individual sensors vary depending on the vehicle's position on the platform. Consequently, the calculated front and rear weight offset data varies significantly when the railway freight car is parked in different positions, far exceeding the required accuracy.

[0035] The concept behind this invention is quasi-static weighing, which involves allowing the vehicle to pass over the platform at a very low speed and then calculating the sum of the values from all load cells at that moment. Because the weight obtained is the sum of all the load cells and is independent of the vehicle's position, it accurately calculates the vehicle's off-center load. Furthermore, because the vehicle travels at an extremely low speed, nearly stationary, and completely positioned on the platform, the calculated vehicle weight is significantly more accurate than dynamic weighing.

[0036] The present invention provides a method for detecting eccentric load of a long-table static electronic track scale, which comprises:

[0037] According to the type of vehicle to be weighed, a weighing body with a load-bearing platform length that meets the requirements is selected. N weighing sensors are evenly installed under the weighing body. A load-bearing rail is provided under the load-bearing platform. The load-bearing rail is a whole track. In this embodiment, N is equal to 8, that is, 8 weighing sensors are provided. Figure 2 As shown, the eight sensors are arranged symmetrically and installed on the inner side of the load rail, below the rail surface. In other embodiments, the number of weighing sensors can be increased or decreased according to actual needs to achieve more accurate weighing. In addition, the present invention does not limit whether the weighing sensor is analog or digital. The general load platform length is 12 to 14 meters. When the vehicle is an unconventional vehicle, it is necessary to select an appropriate load platform length according to the actual length of the vehicle.

[0038] A proximity sensing unit is installed on the first side and the second side of the support platform. In this embodiment, the proximity sensing unit includes two parallel proximity sensors (also called proximity switches). One of the first side and the second side corresponds to the vehicle's entry side, and the other corresponds to the vehicle's exit side. The sensing principle of the proximity sensor is that the value changes when a metal object approaches. The vehicle's wheel axle is made of metal. Therefore, after the proximity sensor is installed, the value of the proximity sensor changes when the vehicle's wheel axle (wheel rim) passes by. The change pattern is that every time an axle approaches, the value of the proximity sensor increases by 1, and the initial value of the proximity sensor is 0. Since the proximity sensor can only identify metal objects, it avoids interference caused by other objects. In addition, the proximity sensor does not contact the wheel and is not easily damaged.

[0039] In order to ensure the correct identification of the wheel axle passing through and improve the anti-interference ability and stability, this embodiment installs two proximity sensors on both sides of the support platform to identify the wheel axle. Figure 2 FIG is a schematic diagram of a weighing sensor and a proximity sensing unit in an embodiment of the present invention, which is a top view of the carrier platform. Figure 2 As shown, the two proximity sensors K1 and K1' on the same side are connected in parallel to form a group K11, and the proximity sensors K2 and K2' on the other side are connected in parallel to form another group K22. In this way, as long as any one of the sensors in each group works normally, the value change of the proximity sensing unit can be correctly collected, achieving a complementary effect and improving the reliability of the equipment.

[0040] The use of proximity sensors to identify vehicle axles is particularly effective in loading and unloading situations where frequent parking and reversing occur, enabling unattended automatic vehicle identification.

[0041] Connect N weighing sensors and two proximity sensing units to the data acquisition instrument respectively;

[0042] The vehicle passes the load platform at a preset speed, and the data changes collected by the data acquisition instrument are monitored in real time;

[0043] When the value of one of the proximity sensing units changes from 0 to 1 first, it is determined that the vehicle enters from the side where the proximity sensing unit is located;

[0044] Monitor the value change of the proximity sensing unit. When it changes from 1 to 2, record the values of N weighing sensors at this time and calculate the total pt2;

[0045] Monitor the value change of the proximity sensing unit. When it changes from 3 to 4, record the values of N weighing sensors at this time and calculate the total pt4;

[0046] The deviation of the front and rear bogies of the vehicle is calculated to be 2pt2-pt4.

[0047] In the present invention, the preset speed is, for example, between 0.1 km / h and 1 km / h, which is referred to as "quasi-static". Alternatively, the preset speed is between 1 km / h and 10 km / h, which is referred to as "dynamic", in contrast to "quasi-static".

[0048] The following describes the principle of calculating the front and rear bogie deviations of a vehicle according to the present invention (taking a vehicle having two bogies, four axles, each bogie having two axles, and the vehicle traveling in the forward direction as an example):

[0049] (1) Figure 3a This is a schematic diagram of a vehicle at a first position during a weighing process according to an embodiment of the present invention. Figure 3b Figure 2 is a schematic diagram of the sum of the values of all weighing sensors when the vehicle is in the first position. When the vehicle is in the first position, the vehicle has not yet moved onto the load platform, and the load platform does not bear any weight. Therefore, the readings of all weighing sensors are 0, and the sum of the readings of all weighing sensors, M, is also 0 (from the timing zero point until the vehicle moves onto the load platform, M is 0), and the value of the proximity sensor is also the initial value 0.

[0050] (2) Figure 4a This is a schematic diagram of a vehicle at a second position during a weighing process according to an embodiment of the present invention. Figure 4b The diagram below shows the sum of the values of all load cells and the changes in K11 and K22 when the vehicle is in the second position. When the vehicle is in the second position, the first axle (counted from the front) passes through proximity sensor K11 (the proximity sensor closest to the front). At this point, the load cell reading is no longer 0. The sum of all load cell readings is M, where M is the weight of the first axle. At this point, M = pt1. Because the first axle passes through the first proximity sensor, the value of the first proximity sensor, K11, changes from 0 to 1.

[0051] (3) Figure 5a This is a schematic diagram of a vehicle at a third position during a weighing process according to an embodiment of the present invention. Figure 5b The diagram below shows the sum of the load cell values and the changes in K11 and K22 when the vehicle is in the third position. At this position, the second axle (the second axle from the front) passes through proximity sensor K11. The sum of the load cell readings is M, where M represents the combined weight of the first and second axles. Record M = pt2. Because the second axle passes the first proximity sensor, the value of the first proximity sensor, K11, changes from 1 to 2, while the value of the second proximity sensor, K22, remains at 0.

[0052] (4) Figure 6aThis is a schematic diagram of a vehicle at the fourth position during a weighing process according to an embodiment of the present invention. Figure 6b The diagram below shows the sum of all load cell values and the changes in K11 and K22 when the vehicle is in the fourth position. At this position, the third axle (the third axle from the front) passes through proximity sensor K11. The sum of all load cell readings at this point is M, where M represents the weight of the first three axles combined. Record M as pt3. Because the third axle passes the first proximity sensor, the value of the first proximity sensor, K11, changes from 2 to 3, while the value of the second proximity sensor, K22, remains at 0.

[0053] (5) Figure 7a This is a schematic diagram of a vehicle at the fifth position during a weighing process according to an embodiment of the present invention. Figure 7b The diagram below shows the sum of all load cell values and the changes in K11 and K22 when the vehicle is in the fifth position. At this position, the fourth axle (the fourth from the front) passes through proximity sensor K11, while the first axle (the first from the front) passes through proximity sensor K22. At this point, the sum of all load cell readings, M, represents the weight of the first through fourth axles. Record M as pt4. Because the fourth axle passes the first proximity sensor, the value of proximity sensor K11 changes from 3 to 4. Since the first axle passes proximity sensor K22, the value of K22 changes from 0 to 1. The change in K22 to 1 indicates that the vehicle has fully advanced onto the platform.

[0054] As can be seen from the above examples, by observing the changes in the values of the proximity sensing units K11 and K22, the direction of the oncoming vehicle can be determined. The number of changes in the proximity sensing unit value K11 can reflect the number of axles the vehicle has, and by observing the changes in K22, it can be determined whether the vehicle has fully traveled onto the load platform. Pt2 is the weight of the front two axles, that is, the weight QZ of the front bogie. Pt4 is the weight of the four axles, that is, the weight of the front and rear bogies as a whole, that is, the total vehicle weight. The weight of the rear bogie is Pt4 - Pt2, and the deviation between the front and rear bogies is Pt2 - (Pt4 - Pt2), that is, 2pt2 - pt4.

[0055] Since the data used in the above calculation steps are the sum M of the weights of the eight load cells, no matter how the center of gravity of the vehicle moves on the load platform, the sum M will not change significantly. Therefore, the weight of the entire vehicle and the deviation of the front and rear bogie weights can be accurately calculated.

[0056] It should be noted that the N weighing sensors and proximity sensing units in the present invention can be installed when manufacturing a long-table static electronic track scale, or can be implemented by modifying and upgrading the existing static electronic track scale.

[0057] The long-table static electronic track scale overload detection method provided by the present invention can not only obtain the weight of the entire vehicle, but also detect the deviation between the front and rear bogies of the vehicle. The detection process is not affected by the vehicle stopping or retreating, and can be parked and retreated at any position, and can be advanced at any position without causing lost tons, extra vehicles, or missing vehicles. The obtained results fully meet the accuracy requirements.

[0058] Those skilled in the art will appreciate that the accompanying drawings are merely schematic diagrams of an embodiment, and the modules or processes in the accompanying drawings are not necessarily required to implement the present invention.

[0059] Those skilled in the art will appreciate that the modules in the devices of the embodiments may be distributed in the devices of the embodiments as described in the embodiments, or may be located in one or more devices different from the embodiments with corresponding changes. The modules of the above embodiments may be combined into one module or further divided into multiple submodules.

[0060] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for detecting eccentric load of a long-table static electronic track scale, characterized in that: include: Select a scale body with a load-bearing platform length that meets the requirements according to the model of the vehicle to be weighed. Eight load cells are evenly installed under the scale body. The eight cells are arranged symmetrically on the left and right and installed on the inner side of the load-bearing rail, below the rail surface. A proximity sensing unit is installed on the first side and the second side of the supporting platform respectively, and the proximity sensing unit includes two parallel proximity switches; Connect N weighing sensors and two proximity sensing units to the data acquisition instrument respectively; The vehicle passes the load platform at a preset speed, and the data changes collected by the data acquisition instrument are monitored in real time; When the value of one of the proximity sensing units changes from 0 to 1 first, it is determined that the vehicle enters from the side where the proximity sensing unit is located; Monitor the value change of the proximity sensing unit. When it changes from 1 to 2, record the values of N weighing sensors at this time and calculate the total pt2; Monitor the value change of the proximity sensing unit. When it changes from 3 to 4, record the values of N weighing sensors at this time and calculate the total pt4; The deviation of the front and rear bogies of the vehicle is calculated to be 2pt2-pt4.

2. The method for detecting eccentric load of a long-table static electronic track scale according to claim 1, characterized in that: The preset speed is between 0.1 km / h and 1 km / h.

3. The method for detecting eccentric load of a long-table static electronic track scale according to claim 1, characterized in that: The preset speed is between 1km / h and 10km / h.

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