Overload and unbalanced load early warning method and system for railway freight flat car

Abstract

The invention provides an overload and unbalanced load early warning method for a railway freight platform lorry, and relates to the technical field of rail train control, the platform lorry comprises a weighing platform, the weighing platform is used for bearing goods, and the overload and unbalanced load early warning method comprises the steps that load data of the weighing platform is obtained through a plurality of pressure sensors; establishing a basic coordinate system by taking a longitudinal center line and a transverse center line of the flat car as coordinate axes, and calculating to obtain a transverse eccentric distance according to the load data and the position information of each pressure sensor; calculating a front bogie load and a rear bogie load based on the load data and the position information of the pressure sensor; according to the transverse eccentric distance, the load of the front bogie and the load of the rear bogie, whether the flat car is overloaded and unbalanced is judged, and if yes, overloading and unbalanced loading early warning is conducted. According to the method, irregular road material loads are converted into fixedly-distributed concentrated loads, and the dynamic monitoring and early warning functions of the overload and unbalanced load of the vehicle body are achieved according to the theory of theoretical mechanics and structural mechanics.

Description

Technical Field

[0001] The present invention relates to the field of rail train control technology, and in particular to an overload and unbalanced load warning method and system for a railway freight flatbed car. Background Art

[0002] Existing overload and eccentric load detection methods and devices are usually based on the ground and require monitoring stations to be established along the way. This method can only measure at fixed locations and has a large detection blind spot. The eccentric load phenomenon caused by factors such as bends, inclinations, and speed changes during train operation cannot be detected in time, which may seriously affect the safety of train operation. Summary of the invention

[0003] The purpose of the present invention is to provide an overload and unbalanced load warning method and system for a railway freight flatbed car to improve the above-mentioned problem. In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is as follows:

[0004] In a first aspect, the present application provides an overload and unbalanced load warning method for a railway freight flatbed truck, wherein the flatbed truck includes a weighing platform, and the weighing platform is used to carry goods. The overload and unbalanced load warning method includes:

[0005] The load data of the weighing platform is obtained by using a plurality of pressure sensors, wherein the plurality of pressure sensors are symmetrically distributed below the weighing platform with the longitudinal and transverse center lines of the weighing platform as axes and are connected to the weighing platform, and the load data includes the sum of the weight of the weighing platform and the cargo;

[0006] A basic coordinate system is established with the longitudinal and transverse center lines of the flatbed truck as coordinate axes, and the transverse eccentricity is calculated based on the load data and position information of each pressure sensor. The transverse eccentricity is the coordinate value of the center of gravity of the cargo in the transverse direction of the flatbed truck;

[0007] Based on the load data and position information of the pressure sensor, the front bogie load and the rear bogie load are calculated;

[0008] Based on the lateral eccentricity, front bogie load and rear bogie load, it is determined whether the flatbed truck is overloaded. If so, an overload warning is issued.

[0009] In a second aspect, the present application further provides an overload warning system for a railway freight flatbed truck, wherein the flatbed truck includes a weighing platform, and the weighing platform is used to carry goods. The overload warning system includes:

[0010] A first acquisition module is used to acquire load data of the weighing platform through a plurality of pressure sensors, wherein the plurality of pressure sensors are symmetrically distributed below the weighing platform with the longitudinal and transverse center lines of the weighing platform as axes and are connected to the weighing platform, and the load data includes the sum of the weight of the weighing platform and the cargo;

[0011] The first calculation module is used to establish a basic coordinate system with the longitudinal and transverse center lines of the flatbed truck as coordinate axes, and calculate the transverse eccentricity according to the load data and position information of each pressure sensor, wherein the transverse eccentricity is the coordinate value of the center of gravity of the cargo in the transverse direction of the flatbed truck;

[0012] A second calculation module is used to calculate the front bogie load and the rear bogie load based on the load data and position information of the pressure sensor;

[0013] The first judgment module is used to judge whether the flatbed truck is overloaded or not according to the lateral eccentricity, the front bogie load and the rear bogie load. If so, an overload or not warning is issued.

[0014] The beneficial effects of the present invention are:

[0015] The present invention converts irregularly distributed cargo loads into concentrated loads distributed at fixed points through a weighing device, and further converts the car body structure into a simply supported beam structure, thereby constructing an over-eccentric load mechanical model of the cargo and the car body, providing a theoretical basis for the accurate calculation of the lateral eccentricity of the cargo, the load capacity of the car body bogie and the eccentric load, realizing the dynamic monitoring and early warning function of the over-eccentric load of the car body, and effectively breaking through the defects of low measurement accuracy caused by the traditional ground fixed-point detection of track scales and the sensors on the track surface that are easily affected by environmental factors and car body vibration, thus providing a higher safety guarantee for railway freight.

[0016] Other features and advantages of the present invention will be set forth in the following description, and in part will become apparent from the description, or may be understood by practicing embodiments of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 This is a flow chart of an overload and unbalanced load warning method for a railway freight flatbed car according to an embodiment of the present invention;

[0019] Figure 2 A schematic diagram of the load on the pressure sensor according to an embodiment of the present invention;

[0020] Figure 3 is a schematic diagram of a basic coordinate system according to an embodiment of the present invention;

[0021] Figure 4 A schematic diagram of a mechanical model of a simply supported beam structure according to an embodiment of the present invention;

[0022] Figure 5 This is a schematic structural diagram of an overload and unbalanced load warning system for a railway freight flatbed car according to an embodiment of the present invention;

[0023] Figure 6 A schematic diagram of the structure of a weighing device according to an embodiment of the present invention;

[0024] Figure 7 A schematic diagram of the panel structure of a weighing device according to an embodiment of the present invention;

[0025] Figure 8 A schematic diagram of a load-bearing frame structure of a weighing device according to an embodiment of the present invention;

[0026] Fig. 9 It is a schematic diagram of the disassembled structure of the load-bearing frame of the weighing device according to an embodiment of the present invention;

[0027] Fig.10 It is a schematic diagram of the longitudinal and transverse beams and connecting clamping plates of the load-bearing frame according to an embodiment of the present invention;

[0028] Fig.11 A schematic diagram of a load-bearing frame support structure and a pressure sensor according to an embodiment of the present invention;

[0029] Fig.12 This is a schematic diagram of the installation of a support pad according to an embodiment of the present invention;

[0030] Fig.13 It is a schematic diagram of the cross-sectional structure of a weighing device according to an embodiment of the present invention.

[0031] Markings in the figure: 1-weighing device; 11-panel; 111-movable panel; 112-movable connecting device; 113-fixed panel; 12-load-bearing frame; 121-load-bearing side span; 122-load-bearing middle span; 123-supporting structure; 124-connecting splint; 125-connecting bolts; 1211-longitudinal beam; 1212-middle cross beam; 1213-end cross beam; 12111-side longitudinal beam; 12112-middle longitudinal beam; 1231-top plate; 1232-web plate; 1233-bottom plate; 13-support pad; 14-pressure sensor; 15-limit outer frame; 151-left-side limit longitudinal beam; 152-right-side limit longitudinal beam; 153-limit end cross beam; 154-connecting screw hole. DETAILED DESCRIPTION

[0032] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings herein can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0033] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0034] Although today's railway flatbed truck overload and eccentric load detection and warning devices are no longer limited to traditional track scale equipment, they still mainly use sensor equipment inside the track surface. Equipment inside the track surface can only detect at a fixed point, and the sensor measurement value is more susceptible to interference from factors such as temperature and track vibration. At the same time, the service life of the sensor is also greatly reduced.

[0035] Example 1

[0036] In order to solve the existing technical problems, the present application provides an overloading and unbalanced loading warning method for a railway freight flatbed car, wherein the flatbed car includes a weighing platform, and the weighing platform is used to carry goods; the method of the present application is applicable to road material transport trains, and the road materials include turnout rails, concrete sleepers, tools and other materials. Generally, the road materials scattered on the flatbed car will form irregularly distributed pressure loads on the roof, causing the car body to bear longitudinal and lateral unbalanced loading, and the point of action of the resultant force of the unbalanced loading is difficult to determine, resulting in the inability to clearly determine the lateral eccentricity of the goods, the load and deviation of the bogie, and there is a great hidden danger to driving safety.

[0037] Before loading road materials, a load-bearing steel plate is usually installed on the floor of the flatbed truck. The steel plate is firmly connected to the vehicle body through external frame bolts. The present invention uses a weighing platform to replace the traditional load-bearing steel plate, and multiple pressure sensors 14 are fixedly installed under the weighing platform to convert the irregular cargo weight into a fixed distributed concentrated load.

[0038] See also Figure 1 , the overload and unbalanced load warning method of the present application includes steps S100, S200, S300 and S400;

[0039] Step S100, acquiring load data of the weighing platform through a plurality of pressure sensors 14, wherein the plurality of pressure sensors 14 are symmetrically distributed below the weighing platform with the longitudinal and transverse center lines of the weighing platform as axes;

[0040] In this embodiment, eight pressure sensors 14 are arranged below the weighing platform. The weight of the weighing platform and the weight of the cargo act on the eight pressure sensors 14. The load data of the eight pressure sensors 14 are recorded as F i , i = 1 to 8, i represents the serial number of the pressure sensor 14, see Figure 2 .

[0041] In this embodiment, in addition to the cargo, the flatbed truck is also provided with a crane for loading road materials, and the crane is arranged on the side of the weighing platform close to the front of the truck; the weight of the crane does not act on the weighing platform, but the crane will also affect the overall balance of the flatbed truck, so it is also necessary to obtain the weight information of the crane for comprehensive calculation of the overload.

[0042] Step S200, establishing a basic coordinate system with the longitudinal and transverse center lines of the flatbed truck as coordinate axes, and calculating the transverse eccentricity according to the load data and position information of each pressure sensor 14, wherein the transverse eccentricity is the coordinate value of the center of gravity of the cargo in the transverse direction of the flatbed truck;

[0043] When there is a crane, the load of the crane needs to be considered, so the specific steps are:

[0044] The crane information is obtained, wherein the crane information includes the position information, structure information and weight information of the crane, and the coordinates of the center of gravity of the crane in the basic coordinate system are calculated based on the crane information to obtain the coordinates of the center of gravity of the crane; the crane information can be obtained in advance through numerical simulation to form the eccentric load parameters of the crane for backup; it should be noted that, although the crane is not set on the weighing platform, since the crane has a large cantilever located above the weighing platform, the center of gravity of the crane will be biased toward the weighing platform, that is, the horizontal projection of the center of gravity of the crane coincides with the weighing platform;

[0045] The comprehensive lateral eccentricity is calculated based on the coordinates of the center of gravity of the crane, the load data and the position information of the pressure sensor 14;

[0046] Whether the flatbed truck is overloaded or not is determined based on the comprehensive lateral eccentricity.

[0047] Specifically, Figure 3 As shown, the longitudinal center line of the flatbed truck is the X-axis, the X-axis points to the front direction of the truck, the transverse center line is the Y-axis, and the intersection of the two axes is the coordinate origin O, to establish a plane basic coordinate system;

[0048] The position information includes: the longitudinal length L and the transverse length B of the flatbed truck; the transverse spacing b and the longitudinal spacing l of the pressure sensor 14; j (j=2, 3, 4), four pressure sensors 14 are arranged on each side of the longitudinal center line of the flatbed truck, l2 is the distance between the first and second pressure sensors 14, l3 is the distance between the second and third pressure sensors 14, and l4 is the distance between the third and fourth pressure sensors 14; the lateral margin b1 from the pressure sensor 14 to the edge of the flatbed truck, the longitudinal margins l1 (distance from the front edge) and l5 (distance from the rear edge), the distance S from the center of gravity of the crane to the front edge and the left edge x , S y ;

[0049] Taking the left edge of the flatbed truck as the reference line, according to theoretical mechanics, the transverse coordinates of the combined center of gravity of the cargo and the crane are:

[0050]

[0051] Where y is the comprehensive transverse eccentricity, unit: m; F i is the load data of the pressure sensor, in kg; F d is the crane load, in kg; b is the lateral spacing of the pressure sensor 14, in m; S y is the distance between the center of gravity of the crane and the reference line; B is the horizontal length of the flatbed truck;

[0052] When y>0, the right side of the vehicle body is overloaded; when y<0, the left side of the vehicle body is overloaded; when y=0, the lateral pressure of the vehicle body is balanced.

[0053] Step S300, based on the load data and position information of the pressure sensor 14, calculate the front bogie load and the rear bogie load; specifically includes the steps of:

[0054] S310, establishing a simply supported beam structural mechanics model of the flatbed truck according to the flatbed truck structure, and constructing a front bogie load equation and a rear bogie load equation according to the simply supported beam structural mechanics model;

[0055] According to the pressure transmission path, the pressure sensor 14 transmits the pressure load to the frame, and the frame then transmits the pressure load to the front and rear bogies. Therefore, the flatbed vehicle structure can be further simplified into a simply supported beam structural mechanics model under concentrated load, such as Figure 4 As shown, the support reaction force of the simply supported beam structure is the load-bearing capacity of the bogie.

[0056] On the basis of the above embodiments, according to the mechanical model of the simply supported beam structure, the reaction force balance equations of the front and rear bogies can be established as follows:

[0057]

[0058] Where, N1 is the front bogie load, kg; N2 is the rear bogie load, kg;

[0059] Thus, the load equations of the front bogie and the rear bogie are obtained as follows:

[0060]

[0061] Wherein, N1 is the front bogie load, kg; N2 is the rear bogie load, kg.

[0062] S320. Solve the front bogie load equation and the rear bogie load equation based on the load data and position information of the pressure sensor 14 to obtain the front bogie load and the rear bogie load.

[0063] Substituting the data in step S200 into the front bogie load equation and the rear bogie load equation, the values ​​of N1 and N2 can be obtained.

[0064] Step S400: determine whether the flatbed truck is overloaded or not based on the lateral eccentricity, the front bogie load and the rear bogie load. If so, issue an overload or not warning.

[0065] According to the "Management Measures for the Use of Overload and Unbalanced Load Detection Devices for Railway Freight Cars", after the freight car is loaded, the projection of the center of gravity of the cargo should be located at the intersection of the longitudinal and transverse center lines of the flatbed truck floor. When there is overload and unbalanced load, the displacement of the center of gravity of the cargo should meet the following requirements:

[0066] ① The lateral displacement shall not exceed 100mm. If it exceeds, counterweight measures should be taken.

[0067] ② When there is longitudinal displacement, the weight of the cargo borne by each vehicle bogie shall not exceed one half of the allowable load of the truck, and the difference in weight borne by the two bogies shall not be greater than 10 tons.

[0068] Therefore, according to the above requirements, whether the flatbed truck is overloaded or not is determined as follows:

[0069] Determine whether the lateral eccentricity is greater than a first threshold value, and obtain a first determination result; in this embodiment, the first threshold value is 80% of the allowable value, that is, 0.1m×80%=0.08m;

[0070] Obtaining the allowable load of the flatbed truck, calculating a second threshold value according to the allowable load, determining whether any value of the front bogie load or the rear bogie load is greater than the second threshold value, and obtaining a second determination result;

[0071] In this embodiment, the allowable load is 60 tons, the allowable load of a single bogie is 30 tons, and the second threshold is 90% of the allowable load, that is, 30 tons × 90% = 27 tons;

[0072] Calculating the absolute value of the difference between the front bogie load and the rear bogie load, determining whether the absolute value of the difference is greater than a third threshold, and obtaining a third determination result;

[0073] The third threshold is 90% of the allowable difference, i.e. 10 tons × 90% = 9 tons;

[0074] If any one of the first judgment result, the second judgment result and the third judgment result is yes, the flatbed truck is overloaded.

[0075] After detecting that the flatbed truck is overloaded, in order to better assist personnel in adjusting the counterweight, the method further includes step S500:

[0076] When the judgment result is that the flatbed truck is overloaded, the unit weight of the preset counterweight is obtained;

[0077] The coordinates (x, y) of the center of gravity of the cargo are calculated based on the load data and position information of each pressure sensor 14;

[0078]

[0079] Where x is the horizontal coordinate of the cargo gravity center, y is the vertical coordinate of the cargo gravity center, unit is m; F i is the load data of the pressure sensor, in kg; F d is the crane load, in kg; b is the lateral spacing of the pressure sensor 14, in m; S y S is the distance between the crane's center of gravity and the reference line; x is the distance between the center of gravity of the crane and the edge of the vehicle head; B is the horizontal length of the flatbed vehicle; L is the longitudinal length of the flatbed vehicle; l j (j=2, 3, 4) is the longitudinal spacing of the pressure sensor 14;

[0080] According to the coordinates of the center of gravity of the cargo and the unit weight of the counterweight, the placement coordinates corresponding to different numbers of counterweights are calculated to obtain a set of counterweight solutions;

[0081] When the coordinates of the cargo's center of gravity and the total load are obtained, the placement of the counterweight can be calculated based on the moment balance principle.

[0082] Due to the different types and placement methods of cargo loaded on the vehicle, not every placement coordinate can be used to place the counterweight, and a suitable location needs to be selected according to the situation; therefore, the counterweight solution set is eliminated based on the cargo loading status on the flatbed truck to obtain a feasible solution;

[0083] Place the counterweight according to the feasible solution, obtain the inclination data of the weighing platform after the feasible solution is implemented, and obtain the counterweight placement deviation information based on the inclination data; the inclination data is obtained by the inclination sensor set on the weighing platform, and the inclination data includes the inclination angle α along the longitudinal direction of the vehicle body纵 , the inclination angle α along the lateral direction of the vehicle body 横 ; The weight placement deviation information includes the deviation direction;

[0084] Based on the counterweight placement deviation information, the counterweight adjustment direction and adjustment value are generated to obtain the target counterweight solution. The adjustment value can be estimated based on the current inclination angle to provide a reference for the staff. When the system no longer issues a warning message, the counterweight adjustment is completed.

[0085] Example 2

[0086] like Figure 5 As shown, the present application also provides an overload warning system for a railway freight flatbed car, wherein the flatbed car includes a weighing platform, and the weighing platform is used to carry goods. The overload warning system includes:

[0087] A first acquisition module 100 is used to acquire load data of the weighing platform through a plurality of pressure sensors 14, wherein the plurality of pressure sensors 14 are symmetrically distributed below the weighing platform with the longitudinal and transverse center lines of the weighing platform as axes and are connected to the weighing platform, and the load data includes the sum of the weight of the weighing platform and the cargo;

[0088] The first calculation module 200 is used to establish a basic coordinate system with the longitudinal and transverse center lines of the flatbed truck as coordinate axes, and calculate the transverse eccentricity according to the load data and position information of each pressure sensor 14, wherein the transverse eccentricity is the coordinate value of the center of gravity of the cargo in the transverse direction of the flatbed truck;

[0089] A second calculation module 300 is used to calculate the front bogie load and the rear bogie load based on the load data and position information of the pressure sensor 14;

[0090] The first judgment module 400 is used to judge whether the flatbed truck is overloaded or not according to the lateral eccentricity, the front bogie load and the rear bogie load, and if so, issue an overload or not warning.

[0091] As an optional implementation manner, the first determining module 400 includes:

[0092] A first judgment unit 410 is used to judge whether the lateral eccentricity is greater than a first threshold value, and obtain a first judgment result;

[0093] The second judgment unit 420 is used to obtain the allowable load of the flatbed truck, calculate a second threshold value according to the allowable load, judge whether any value of the front bogie load or the rear bogie load is greater than the second threshold value, and obtain a second judgment result;

[0094] The third judgment unit 430 is used to calculate the absolute value of the difference between the front bogie load and the rear bogie load, judge whether the absolute value of the difference is greater than a third threshold, and obtain a third judgment result; if any one of the first judgment result, the second judgment result and the third judgment result is yes, the flatbed truck is overloaded.

[0095] As an optional implementation, the flatbed truck further includes a crane, which is arranged on a side of the weighing platform close to the front of the truck; the overload warning system further includes:

[0096] A second acquisition module 500 is used to acquire crane information, wherein the crane information includes position information, structure information and weight information of the crane, and calculate the coordinates of the crane's center of gravity in the basic coordinate system based on the crane information to obtain the crane's center of gravity coordinates;

[0097] The third calculation module 600 is used to calculate the comprehensive transverse eccentricity according to the coordinates of the center of gravity of the crane, the load data and the position information of the pressure sensor 14;

[0098] The second judgment module 700 is used to judge whether the flatbed truck is overloaded or not according to the comprehensive lateral eccentricity.

[0099] As an optional implementation manner, the overload and unbalanced load warning system further includes:

[0100] The third acquisition module 800 is used to acquire the unit weight of the preset counterweight when the judgment result is that the flatbed vehicle is overloaded;

[0101] The fourth calculation module 900 is used to calculate the coordinates of the center of gravity of the cargo according to the load data and position information of each pressure sensor 14;

[0102] The fifth calculation module 1000 is used to calculate the placement coordinates corresponding to different numbers of counterweights according to the coordinates of the center of gravity of the cargo and the unit weight of the counterweights, and obtain a counterweight solution set.

[0103] In order to implement the present invention, a platform vehicle needs to be specially designed, on which a pressure sensor 14 and a weighing platform are arranged. The present embodiment also provides a specific structure of a weighing device 1, which includes the weighing platform and the pressure sensor 14 mentioned above.

[0104] Specifically, the weighing device 1 includes a panel 11, a load-bearing frame 12, a support pad 13, a pressure sensor 14 and a limit frame 15, wherein the panel 11 and the load-bearing frame 12 form a weighing platform, and the overall structure is as follows: Figure 6 shown.

[0105] The panel 11 includes a movable panel 111, a movable connection device 112, and a fixed panel 113. Figure 7The fixed panel 113 is welded to the top surface of the load-bearing frame 12, and the movable connecting device 112 is respectively connected to the movable panel 111 and the fixed panel 113, and the movable panel 111 realizes a flipping function of 0° to 180° through the rotating shaft of the movable connecting device 112. Space can be reserved under the movable panel 111 for placing the cable plug.

[0106] The load-bearing frame 12 includes a load-bearing side span 121, a load-bearing middle span 122, a supporting structure 123, a connecting splint 124, and connecting bolts 125. Figure 8 The load-bearing frame 12 is a three-span combined beam grid structure formed by connecting two load-bearing side spans 121 and a load-bearing middle span 122 through connecting clamps 124 and connecting bolts 125. Fig. 9 shown.

[0107] The load-bearing side span 121 is welded by a longitudinal beam 1211, a middle cross beam 1212, and an end cross beam 1213, and the load-bearing middle span 122 is welded by a longitudinal beam 1211 and a middle cross beam 1212. The longitudinal beam 1211 includes a side longitudinal beam 12111 and a middle longitudinal beam 12112. The side longitudinal beam 12111 adopts an I-shaped cross section except for the main body connection end with the load-bearing middle span 122, and the other sections adopt a single-box double-chamber cross section; the middle longitudinal beam 12112 adopts an I-shaped cross section except for the two ends, and the other sections adopt a single-box double-chamber cross section; the I-shaped cross section of the longitudinal beam 1211 has two bolt holes evenly spaced. The middle cross beam 1212 is an I-shaped cross section steel member, and the end cross beam 1213 is a box-shaped cross section steel member. The middle cross beam 1212 and the end cross beam 1213 are vertically welded to the entire section of the longitudinal beam 1211. The longitudinal and cross beams and the connecting splint 124 are constructed as follows: Fig.10 As shown, there are four bolt holes on the connecting clamp plate 124, which are used to align and connect with the bolt holes of the load-bearing side span 121 and the load-bearing middle span 122.

[0108] The support structure 123 includes a top plate 1231, a web 1232, and a bottom plate 1233. The overall structure is as follows: Fig.11 As shown. The top plate 1231 and the bottom plate 1233 are both plane mesh steel plates made by opening and slotting steel plates. Four bolt holes are reserved in the middle of the bottom plate 1233 for connecting the pressure sensor 14. The web 1232 is a three-dimensional mesh structure formed by welding steel plates. The top surface of the web is welded to the top plate 1231, and the bottom surface is welded to the bottom plate 1233, thereby forming a supporting whole. The support structure 123 is welded to the beam grid of the load-bearing side span 121 and the load-bearing middle span 122, and the bottom of the support structure 123 is connected to the pressure sensor 14 by bolts. The load-bearing frame 12 transfers the road material load thereon to the pressure sensor 14 through the support structure 123, thereby realizing the dynamic weighing function of the road material load.

[0109] MidasGen was used to establish the longitudinal and transverse beam grid model of the weighing device 1, with a total of 1719 units. The design uniformly bears a 60t rail material load and a uniform pressure of 2.03t / m 2 The maximum support reaction force under deadweight is 0.52t, and the total support reaction force is 4.08t; the maximum support reaction force under full load is 8.22t, and the total support reaction force is 64.08t. The maximum deflection under full load is 6.5mm. The maximum tensile stress is 180.9N / mm 2 , the maximum compressive stress is 171.6N / mm 2 , are located at the support point of the middle pressure sensor 14. The verification indicators of each component meet GB50017-17 and GB50018-02.

[0110] The pressure sensor 14 adopts a spoke-type pressure sensor with a measuring range of 20t. A total of 8 sensors are installed, and the total load capacity can reach 160t; the overall height of the sensor is 73mm.

[0111] The pressure sensor 14 is mounted on the support pad 13, the support pad 13 is welded to the inner side of the limit outer frame 15, and the support pad 13 and the limit outer frame 15 are firmly connected to the vehicle body by bolts. Fig.12 As shown. The pressure sensor 14 transfers the concentrated pressure load to the floor of the flatbed truck through the support pad 13. The support pad 13 is a composite steel plate with stiffening ribs. The limiting outer frame 15 includes a left limiting longitudinal beam 151, a right limiting longitudinal beam 152, a limiting end cross beam 153, and connecting screw holes 154. The longitudinal and cross beams of the outer frame are both box-section steel components, and the longitudinal beams and cross beams are connected by welding. The internal space of the left limiting longitudinal beam 151 is used to lay the body cables, and a cable hole is opened at its end corresponding to the pressure sensor 14 for arranging the data cable of the pressure sensor 14.

[0112] The cross section of the weighing device 1 is as follows Fig.13 As shown, the device includes a panel 11, a load-bearing frame 12, a pressure sensor 14, a support pad 13, and a vehicle body floor from top to bottom. The weighing device 1 is used to load road materials, and transmit the weight of the road materials to the pressure sensor 14 through the support structure 123, realizing the dynamic weighing function of irregular road materials; the pressure sensor 14 further converts the irregular weight of the road materials into a fixed distributed concentrated load, and transmits it to the vehicle body, realizing the load distribution conversion function, and providing theoretical conditions for dynamic monitoring and early warning of overload and unbalanced load.

[0113] When installing the weighing device 1, first hoist the limit frame 15 and the support pad 13, and install the pressure sensor 14; then hoist the load-bearing frame 12 in sections and connect them with longitudinal bolts; finally, firmly connect the load-bearing frame 12 and the pressure sensor 14, and then cover the panel 11 on the top to form a whole.

[0114] The weighing device 1 of the present invention effectively constrains the weighing platform within the plane of the vehicle floor through the limiting outer frame 15, thereby realizing the stable operation of the precise dynamic weighing device 1 with the vehicle.

[0115] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A method for early warning of overloading and unbalanced loading of a railway freight flatbed vehicle, characterized in that: The flatbed truck includes a weighing platform, and the weighing platform is used to carry goods. The overload and unbalanced load warning method includes: The load data of the weighing platform is obtained by using a plurality of pressure sensors, wherein the plurality of pressure sensors are symmetrically distributed below the weighing platform with the longitudinal and transverse center lines of the weighing platform as axes and are connected to the weighing platform, and the load data includes the sum of the weight of the weighing platform and the cargo; A basic coordinate system is established with the longitudinal and transverse center lines of the flatbed truck as coordinate axes, and the transverse eccentricity is calculated based on the load data and position information of each pressure sensor. The transverse eccentricity is the coordinate value of the center of gravity of the cargo in the transverse direction of the flatbed truck; Based on the load data and position information of the pressure sensor, the front bogie load and the rear bogie load are calculated; Based on the lateral eccentricity, front bogie load and rear bogie load, it is determined whether the flatbed truck is overloaded. If so, an overload warning is issued.

2. The overload and unbalanced load warning method for a railway freight flatbed car according to claim 1 is characterized in that: The method of judging whether the flatbed truck is overloaded or not according to the lateral eccentricity, the front bogie load and the rear bogie load comprises: Determine whether the lateral eccentricity is greater than a first threshold value, and obtain a first determination result; Obtaining the allowable load of the flatbed truck, calculating a second threshold value according to the allowable load, determining whether any value of the front bogie load or the rear bogie load is greater than the second threshold value, and obtaining a second determination result; Calculating the absolute value of the difference between the front bogie load and the rear bogie load, determining whether the absolute value of the difference is greater than a third threshold, and obtaining a third determination result; If any one of the first judgment result, the second judgment result and the third judgment result is yes, the flatbed truck is overloaded.

3. The overload and unbalanced load warning method for a railway freight flatbed car according to claim 1 is characterized in that: The flatbed truck also includes a crane, which is arranged on a side of the weighing platform close to the front of the truck; the overload warning method also includes: Acquire crane information, the crane information including crane position information, structure information and weight information, and calculate the coordinates of the crane center of gravity in a basic coordinate system based on the crane information to obtain the crane center of gravity coordinates; The comprehensive lateral eccentricity is calculated based on the coordinates of the center of gravity of the crane, the load data and the position information of the pressure sensor; Whether the flatbed truck is overloaded or not is determined based on the comprehensive lateral eccentricity.

4. The overload and unbalanced load warning method for a railway freight flatbed car according to claim 1 is characterized in that: The overload and unbalanced load warning method further comprises: When the judgment result is that the flatbed truck is overloaded, the unit weight of the preset counterweight is obtained; According to the load data and position information of each pressure sensor, the coordinates of the center of gravity of the cargo are calculated; According to the coordinates of the center of gravity of the cargo and the unit weight of the counterweight, the placement coordinates corresponding to different numbers of counterweights are calculated to obtain a set of counterweight solutions.

5. The overload and unbalanced load warning method for a railway freight flatbed car according to claim 4 is characterized in that: The overload and unbalanced load warning method further comprises: Eliminate the solutions in the counterweight solution set based on the cargo loading status on the flatbed truck to obtain a feasible solution; Obtaining the inclination data of the weighing platform after the feasible solution is implemented, and obtaining the placement deviation information of the counterweight based on the inclination data; Based on the counterweight placement deviation information, a counterweight adjustment direction and an adjustment value are generated to obtain a target counterweight solution.

6. The overload and unbalanced load warning method for a railway freight flatbed car according to claim 1 is characterized in that: The front bogie load and the rear bogie load are calculated based on the load data and position information of the pressure sensor, including: A simple supported beam structural mechanics model of the flatbed car is established according to the flatbed car structure, and a front bogie load equation and a rear bogie load equation are constructed according to the simple supported beam structural mechanics model; The front bogie load equation and the rear bogie load equation are solved based on the load data and position information of the pressure sensor to obtain the front bogie load and the rear bogie load.

7. An overload and unbalanced load warning system for railway freight flatbed vehicles, characterized in that: The flatbed truck includes a weighing platform, and the weighing platform is used to carry goods. The overload warning system includes: A first acquisition module is used to acquire load data of the weighing platform through a plurality of pressure sensors, wherein the plurality of pressure sensors are symmetrically distributed below the weighing platform with the longitudinal and transverse center lines of the weighing platform as axes and are connected to the weighing platform, and the load data includes the sum of the weight of the weighing platform and the cargo; The first calculation module is used to establish a basic coordinate system with the longitudinal and transverse center lines of the flatbed truck as coordinate axes, and calculate the transverse eccentricity according to the load data and position information of each pressure sensor, wherein the transverse eccentricity is the coordinate value of the center of gravity of the cargo in the transverse direction of the flatbed truck; A second calculation module is used to calculate the front bogie load and the rear bogie load based on the load data and position information of the pressure sensor; The first judgment module is used to judge whether the flatbed truck is overloaded or not according to the lateral eccentricity, the front bogie load and the rear bogie load. If so, an overload or not warning is issued.

8. The overload and unbalanced load warning system for a railway freight flatbed car according to claim 7, characterized in that: The first judgment module comprises: A first judgment unit, used to judge whether the lateral eccentricity is greater than a first threshold value, and obtain a first judgment result; A second judgment unit is used to obtain the allowable load of the flatbed truck, calculate a second threshold value according to the allowable load, judge whether any value of the front bogie load or the rear bogie load is greater than the second threshold value, and obtain a second judgment result; The third judgment unit is used to calculate the absolute value of the difference between the front bogie load and the rear bogie load, judge whether the absolute value of the difference is greater than a third threshold, and obtain a third judgment result; if any one of the first judgment result, the second judgment result and the third judgment result is yes, the flatbed truck is overloaded.

9. The overload and unbalanced load warning system for a railway freight flatbed car according to claim 7, characterized in that: The flatbed truck also includes a crane, which is arranged on a side of the weighing platform close to the front of the truck; the overload warning system also includes: A second acquisition module is used to acquire crane information, wherein the crane information includes position information, structure information and weight information of the crane, and calculate the coordinates of the center of gravity of the crane in the basic coordinate system based on the crane information to obtain the coordinates of the center of gravity of the crane; A third calculation module is used to calculate the comprehensive lateral eccentricity according to the coordinates of the center of gravity of the crane, the load data and the position information of the pressure sensor; The second judgment module is used to judge whether the flatbed truck is overloaded or not according to the comprehensive lateral eccentricity.

10. The overload and unbalanced load warning system for a railway freight flatbed car according to claim 7, characterized in that: The overload warning system also includes: The third acquisition module is used to obtain the unit weight of the preset counterweight when the judgment result is that the flatbed truck is overloaded; The fourth calculation module is used to calculate the coordinates of the center of gravity of the cargo according to the load data and position information of each pressure sensor; The fifth calculation module is used to calculate the placement coordinates corresponding to different numbers of counterweights according to the coordinates of the center of gravity of the cargo and the unit weight of the counterweights, and obtain a counterweight solution set.

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