High-precision dynamic curve rail weighbridge

Abstract

The utility model belongs to the field of dynamic curve rail weighers, and particularly relates to a high-precision dynamic curve rail weigher. The high-precision dynamic curve rail weighbridge adopts a combined design of a multi-vector curve rail pad weighing sensor module assembly, a Y-shaped rail weighing detection sensing device, a curve alpha slope steel sleeper module assembly and a curve steel rail alpha arc-shaped anti-climbing device module assembly. The high-precision dynamic curve rail weighbridge comprises a steel rail, a foundation embedded steel plate, a Y-shaped rail weighing detection sensing device, a multi-vector curve rail pad weighing sensor assembly, a curve alpha slope steel sleeper module assembly and a curve steel rail alpha arc-shaped anti-climbing device module assembly. The Y-shaped track weighing detection sensing device of the utility model generates a linear triangular waveform voltage signal, makes up the defect of two-end unfilled corners of a multi-vector curve track pad weighing sensor in a trapezoidal wave vertical force output condition under the condition of continuous multi-fulcrum distribution, widens the length of a measurement area, and blocks adjacent wheel interference of the weighing area.

Description

Technical Field

[0001] The utility model relates to the field of dynamic curve track scales, in particular to a high-precision dynamic curve track scale. Background Art

[0002] Dynamic track scales are widely used in national railways and high-speed railways, as well as in railway dedicated lines of large, medium and extra-large industrial and mining enterprises such as steel, metallurgy, coking, petrochemical, energy, thermal power generation, cement and building materials, machinery manufacturing, mining, airports, ports, docks, logistics yards, transfer stations, etc., because they can realize continuous dynamic measurement of each vehicle of freight trains, passenger trains and special railway trains in the process of movement, uniform speed passage, fast measurement speed, accurate measurement, safety and reliability. They can dynamically measure the loaded materials of various rail vehicles and various special rail vehicles, accurately formulate raw materials for large-scale continuous production within working conditions enterprises, and improve the refined measurement of the quality of basic industry products, playing an important role.

[0003] However, previous curved track scales are of the broken-rail type, that is, the steel rails outside the weighing platform are disconnected from the weighing rails on the weighing platform, and a large number of mechanical components such as load-bearing beams, sensors, and torsion-resistant plates need to be placed in a foundation pit below the ground surface, which poses a greater safety hazard to vehicles traveling in curved areas. At the same time, there is a lack of horizontal force measurement sensors for the centrifugal and centripetal forces of vehicles on curves. The vertical force sensor alone cannot detect the errors caused by the actual centrifugal and centripetal forces when the vehicle turns. Furthermore, the column pressure sensor installed on the curve, when installed in a sloped position on the curve, is affected by the lateral force, which greatly reduces the sensor's own technical indicators such as linearity, hysteresis, and repeatability. Therefore, the existing technology cannot meet the basic requirements of measurement performance, and it is necessary to develop a high-precision dynamic curved track scale with new functions. Utility Model Content

[0004] The purpose of this section is to summarize some aspects of the embodiments of the utility model and briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section and the specification abstract and utility model name of this application to avoid blurring the purpose of this section, specification abstract and utility model name, and such simplifications or omissions cannot be used to limit the scope of the utility model.

[0005] Therefore, the technical problem to be solved by the utility model is: however, the previous curved track scales are of the broken rail type, that is, the steel rails outside the weighing platform are disconnected from the weighing rails on the weighing platform, which poses a greater safety hazard to vehicles traveling in the curved area. At the same time, there is a lack of horizontal force measurement sensors for the centrifugal force and centripetal force of vehicles on the curve. The vertical force sensor alone cannot detect the errors caused by the actual centrifugal force and centripetal force when the vehicle turns; furthermore, the column pressure sensor installed at the curved position, when installed in a position with a slope on the curved curve, is affected by the lateral force, which greatly reduces the linearity, hysteresis, repeatability and other technical indicators of the sensor itself, and the foundation pit structure of the previous dynamic curved track scale is innovated into a planar structure.

[0006] In order to solve the above technical problems, the utility model provides the following technical solutions: a high-precision dynamic curve track scale adopts a combination design of a multi-vector curve rail pad weighing sensor assembly and a Y-type track weighing detection sensor device, and the high-precision dynamic curve track scale includes a rail, a foundation embedded steel plate, a Y-type track weighing detection sensor device, a multi-vector curve rail pad weighing sensor assembly, a curve α slope steel sleeper module assembly and a curve rail α arc anti-climbing module assembly;

[0007] The Y-type track weighing detection sensor device assembly includes a locking buckle, a mounting base, an adjustable positioning rod, a left-side Y-type track weighing sensor, a special clamping pressure rod, a left-side insulating pad, a right-side insulating pad and a right-side Y-type track weighing sensor;

[0008] The multi-vector curved rail pad weighing sensor assembly includes a multi-vector curved rail pad weighing sensor body, M24×120 high-strength bolts, a first thickened flat washer, a first thickened elastic washer, a first B-type elastic bar, a first M24×70 high-strength bolt, a first rail bottom shock-absorbing rubber pad, male and female arc-shaped insulating pads under the first curved elastic bar, a stainless steel sealing cover, a stainless steel waterproof joint, anti-freezing, anti-sand and anti-aging elastic glue, a sensor adjustment seat, a horizontal force sensor output shielded cable, a vertical force sensor output shielded cable, a horizontal force sensor wiring compensation plate, a vertical force sensor wiring compensation plate, a resistance strain gauge, and a flexible potting glue.

[0009] The curved α slope steel sleeper module assembly consists of a curved α slope steel sleeper seat, male and female curved spring bar arc rail pressers, a second B-type spring bar, a second rail bottom shock-absorbing rubber pad, male and female arc insulating pads under the second curved spring bar, a second M24×70 high-strength bolt, a third thickened flat pad, and a third thickened spring pad. The curved rail α arc anti-climbing device consists of male and female curved rail α arc anti-climbing brackets, a rail anti-climbing rod, a cotter pin, and an anti-climbing rod insulating sleeve.

[0010] Preferably, the Y-type track weighing detection sensor device module is permanently fixed to the rail waist by a clamp, and the Y-type track weighing detection sensor device is fixed to the rail or steel web at a certain interval.

[0011] Preferably, the Y-type track weighing sensor is composed of an elastomer, a Wheatstone bridge and a compensation circuit board, a waterproof sealed outlet connector, a shielded signal cable, a flexible transition isolation area, three grippers, sealant and inert gas in the cavity, a resistance strain gauge arranged and pasted on the inner side of the stress control area cavity belly, the stress control area cavity belly, an anti-slip damping contact surface, and a Y-type track weighing sensor fixing and torque application positioning hole.

[0012] Preferably, R2 and R4 in the Wheatstone bridge and compensation circuit board are tensile resistance strain gauges; R1 and R3 are compressive resistance strain gauges; Rct / 2 is the elastic modulus compensation resistor; R0: output resistance standardization compensation resistor; Rz: zero point output compensation resistor; Rs: sensitivity coefficient compensation resistor; Ri: input resistance standardization compensation resistor; RL: nonlinear compensation resistor; Rmt: sensitivity temperature compensation resistor; Rt: zero point temperature compensation resistor; Rp: linear compensation resistor for sensitivity temperature compensation; "U+" is the positive pole of the bridge power supply; "U-" is the negative pole of the bridge power supply; "E+" is the positive pole of the signal output; "E-" is the negative pole of the signal output.

[0013] Preferably, the output waveform of the Y-type track weighing detection sensor device is a linear triangular waveform, and the vertical force output of the multi-vector curved rail pad weighing sensor assembly is a linear trapezoidal waveform under the condition of continuous multi-point distribution. The linear triangular waveform characteristics of the Y-type track weighing detection sensor device are superimposed and complemented by the linear trapezoidal waveform of the multi-vector curved rail pad weighing sensor assembly to form a rectangular waveform required to adapt to the dynamic track scale.

[0014] Preferably, the modules are evenly distributed in a fan shape at a certain interval along the length of the rail, and the heights of the two ends of the elastic body of the multi-vector curved rail pad weighing sensor assembly are matched with the inclination angles of the two rails in the curved area.

[0015] Preferably, the bottom of the rail arc slot on the elastomer of the multi-vector curved rail pad weighing sensor module is designed with a 1:40 slope consistent with the requirements of the Ministry of Railways, and the rail slot on the elastomer of the multi-vector curved rail pad weighing sensor assembly adopts an arc slot that matches the curvature radius of the curved bend area and the size of the rail model used on the line.

[0016] Preferably, the horizontal force sensor includes resistance strain gauges R1, R2, R5, R6, R9, R10, R13, R14, and compensation resistors Rto, Rct / 2, Rc / 2, Ri, Rz, Ui, Uo, Rw1, which are connected to the horizontal force sensor wiring compensation board and formed by a Wheatstone bridge circuit. R1, R6, R10, R13 in the Wheatstone bridge circuit are pull-pieces; R2, R5, R9, R14 are pressing pieces; Rto is a temperature zero point compensation resistor; Rct is an elastic modulus compensation resistor; Rc is a sensitivity coefficient compensation resistor; Ri is an input resistance consistency compensation; Rz: is a zero point compensation resistor; Rw1 is an anti-vertical force interference compensation resistor; Ui is a DC bridge supply voltage; Uo is a voltage signal output.

[0017] Preferably, the vertical force sensor includes resistance strain gauges R3, R4, R7, R8, R11, R12, R15, R16, and compensation resistors Rto, Rct / 2, Rc / 2, Ri, Rz, Ui, Uo, which are connected to the vertical force sensor wiring compensation board and formed by a Wheatstone bridge circuit. R3, R8, R11, R16 in the Wheatstone bridge circuit are pull-pieces; R4, R7, R12, R15 are pressing pieces; Rto is a temperature zero-point compensation resistor; Rct is an elastic modulus compensation resistor; Rc is a sensitivity coefficient compensation resistor; Ri is an input resistance consistency compensation; Rz: is a zero-point compensation resistor; Ui is a DC bridge supply voltage; and Uo is a voltage signal output.

[0018] The utility model has the following beneficial effects:

[0019] The utility model Y-type track weighing detection sensor device generates a linear triangular waveform voltage signal, which not only makes up for the missing corners at the two ends of the vertical force output of the multi-vector curved rail pad weighing sensor in the case of continuous multi-point distribution, but also plays a role in widening the length of the measuring area; at the same time, the output triangular wave peak blocks the interference of the adjacent wheels in the weighing area, so that the rails within the weighing area and the rails outside the weighing area become a continuous rail structure, cut off the wheel weight signal being measured or collected in the weighing area, and is not interfered with or superimposed on the accuracy of the wheel weight being measured by the weight of the adjacent wheel outside the weighing platform through the continuous rail. The sharp pulse on the rising edge of the triangular wave output by the sensor also creates favorable conditions for automatically judging the direction of the oncoming vehicle, calculating the speed of the vehicle passing through the dynamic track scale, and automatically starting the power amplifier of the track scale vehicle number recognition and detection device (replacing the magnetic steel used in the past and eliminating the instability of the magnetic steel when used in the field). At the same time, the pulse peaks generated by the sensors at both ends of the wheel passing through the weighing area are used to automatically calculate the wheelbase, automatically determine the model and number of sections of the freight train, and output the vertical force Fy1 relative to the sensor through the rail-inserted wheel weight force sensor Y-type track weighing detection sensor device module component.

[0020] The foundation structure of the utility model high-precision dynamic curved track scale can be in the form of an integral concrete embedded steel plate structure foundation, an integral concrete ground beam type embedded steel plate structure foundation, an integral steel concrete embedded structure foundation, a steel integral frame structure, etc. It avoids the previous support of the load-bearing beam relying on the point contact of four column sensors, and relies on a large number of mechanical components in the foundation pit to support the load-bearing beam or the scale body. Once the train accelerates or brakes on the load-bearing beam, the shaking and jittering of the load-bearing beam will cause random fluctuation errors in the collected measurement data.

[0021] The utility model adopts a simple design of a combination of a multi-vector curved rail pad weighing sensor assembly and a Y-type track weighing detection sensor device that is more adaptable to the curved motion trajectory of vehicles. It not only avoids the previous structural form of the foundation pit structure and eliminates a large number of mechanical components such as the load-bearing beam, thus achieving green manufacturing; it also realizes the non-destructive installation of rails or components, ensuring the stability, reliability and safety of the dynamic curved track scale's non-pit and non-interrupted track measurement, thereby comprehensively improving the system's measurement performance.

[0022] The utility model discloses a high-precision dynamic curved track scale, which adopts the technology of unbroken rails in the dynamic curved track scale and the rails in the vicinity, thereby ensuring the extension of the technology of unbroken rails in the field of curved or curved track scales. It can adopt long rails, 12.5-meter or 25-meter whole rails, or seamlessly welded rails, thus eliminating short rails, reducing rail joints, and avoiding impact and vibration during vehicle passing and measurement, which not only improves the stability and reliability of measurement data collection, but also improves the safety of train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the following briefly introduces the drawings required for the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative labor. Among them:

[0024] Figure 1 It is a schematic diagram of the planar structure of the high-precision dynamic curved track scale of the utility model.

[0025] Figure 2 It is a schematic diagram of the basic cross section of the high-precision dynamic curved track scale of the utility model.

[0026] Figure 3 The utility model is a schematic diagram of the cross section of the multi-vector curved rail pad weighing sensor module in the high-precision dynamic curved track scale at the inclination angle (A-A) of the curved track.

[0027] Figure 4 It is a schematic diagram of the multi-vector curved rail pad weighing sensor assembly in the high-precision dynamic curved track scale of the utility model.

[0028] Figure 5 The utility model is a schematic diagram of the curved rail slot, horizontal force and vertical force patch wiring of the multi-vector curved rail pad weighing sensor body in the high-precision dynamic curved track scale.

[0029] Figure 6 It is a schematic diagram of the curved rail slot, horizontal force and vertical force directions of the multi-vector curved rail pad weighing sensor body in the high-precision dynamic curved track scale of the utility model.

[0030] Figure 7 It is a schematic diagram of the B section of the Y-type track weighing detection sensor device module assembly in the high-precision dynamic curved track scale of the utility model.

[0031] Figure 8 This is a perspective and combined schematic diagram of the left and right Y-type track weighing detection sensors K1 and K2 in the utility model of high-precision dynamic curve track scale

[0032] Fig. 9 It is a cross-sectional schematic diagram of the curved α slope steel sleeper module assembly in the high-precision dynamic curved track scale of the utility model.

[0033] Fig.10 It is a cross-sectional schematic diagram of a module assembly of an α-arc anti-climbing device for a curved rail in a high-precision dynamic curved track scale of the utility model.

[0034] Fig.11 The utility model is an electrical schematic diagram of a Y-type track weighing detection sensor in a high-precision dynamic curved track scale.

[0035] Fig.12 This is the electrical schematic diagram of the vertical force output sensor of the multi-vector curved rail pad weighing sensor module in the high-precision dynamic curved track scale of the utility model.

[0036] Fig.13 This is the electrical schematic diagram of the horizontal force output sensor of the multi-vector curved rail pad weighing sensor module in the high-precision dynamic curved track scale of the utility model.

[0037] Fig.14 The utility model is a wiring diagram of a combination of vertical force sensors in a plurality of multi-vector curved rail pad weighing sensors in a high-precision dynamic curved track scale.

[0038] Fig.15 The utility model is a wiring diagram of a combination of several multi-vector curved rail pad weighing sensors and horizontal force sensors in a high-precision dynamic curved track scale.

[0039] Fig.16 It is a schematic diagram of weight analysis of a vehicle on a curved track in the high-precision dynamic curved track scale of the utility model.

[0040] Fig.17 It is a schematic diagram of the force model of the multi-vector curved rail pad weighing sensor in the high-precision dynamic curved track scale of the utility model in a curved track.

[0041] Fig.18 It is a force analysis schematic diagram of the Y-type track weighing detection sensor device module in the high-precision dynamic curved track scale of the utility model used independently in curved bends A and B.

[0042] Fig.19 It is a schematic diagram of force analysis of the independent use of multi-vector curved rail pad weighing sensor components N1-N# in the high-precision dynamic curved track scale of the utility model.

[0043] Fig. 20 It is a force analysis schematic diagram of the combination of the multi-vector curved rail pad weighing sensor module N1-N# and the Y-type track weighing detection sensor device module in the high-precision dynamic curved track scale of the utility model.

[0044] Fig.21 It is a side view of the high-precision dynamic curved track scale structure of the utility model.

[0045] Fig. 22 It is a structural schematic diagram of the male and female arc-shaped insulating pads under the curved elastic strip of the utility model.

[0046] Fig.23 It is a structural schematic diagram of the male and female curved spring bar arc rail clamps of the utility model.

[0047] Fig.24 It is a structural schematic diagram of the male and female anti-climbing brackets of the curved α rail of the utility model.

[0048] In the figure: 1. Multi-vector curved rail pad weighing sensor body; 2. M24×120 high-strength bolt; 3. First thickened flat pad; 4. First thickened spring pad; 5. First B-type spring bar; 6. First M24×70 high-strength bolt; 7. Second thickened flat pad; 8. Second thickened spring pad; 9. First rail bottom shock-absorbing rubber pad; 10. Male and female arc-shaped insulating pads under the first curved spring bar; 11. Stainless steel sealing cover; 12. Stainless steel waterproof connector; 13. Anti-freeze, anti-sand and anti-aging elastic glue; 14. Sensor adjustment seat; 15. Horizontal force sensor output shielded cable; 16. Vertical force sensor output shielded cable; 17. Horizontal force sensor wiring compensation plate; 18. Vertical force sensor wiring compensation plate; 19 Resistance strain gauge; 20. Flexible potting glue; 21. Locking buckle; 22. Mounting base; 23. Adjusting rod; 24. Left Y-type track weighing sensor; 25. Special clamping pressure rod; 26. Left Y-type anti-skid damping three-claw; 27. Right Y-type anti-skid damping three-claw; 28. Right Y-type track weighing sensor; 29. ​​Curve α slope steel sleeper seat; 30. Curve spring bar arc rail pressure device male and female; 31. Second B-type spring bar; 32. Second rail bottom shock-absorbing rubber pad; 33. Second curve spring bar lower arc insulating pad male and female; 34. Second M24×70 high-strength bolt; 35. Third thickened flat washer; 36. Third thickened spring washer; 37. Curve α rail anti-climbing bracket male and female; 38. Rail anti-climbing rod; 39. Split pin; 40. Anti-climbing rod insulating sleeve. DETAILED DESCRIPTION

[0049] In order to make the above-mentioned purpose, features and advantages of the utility model more obvious and easy to understand, the following is a brief description of the invention in conjunction with the attached specification. Figure 1-24 The specific implementation methods of the utility model are described in detail.

[0050] Example 1

[0051] The first embodiment of the utility model provides a high-precision dynamic curve track scale. The high-precision dynamic curve track scale adopts a combination design of a multi-vector curve rail pad weighing sensor assembly and a Y-type track weighing detection sensor device. The high-precision dynamic curve track scale includes a rail, a foundation embedded steel plate, a Y-type track weighing detection sensor device, a multi-vector curve rail pad weighing sensor assembly, a curve α slope steel sleeper module assembly and a curve rail α arc anti-climbing device module assembly IV. The foundation structure of the high-precision dynamic curve track scale can be an integral concrete embedded steel plate structure foundation, an integral concrete ground beam embedded steel plate structure foundation, an integral steel concrete embedded structure foundation, a steel integral frame structure, etc. The foundation part adopts a plane foundation design, which is 1 / 3 lower than the cost of the previous complex cavity with a foundation pit foundation. The foundation engineering construction is simple, avoiding the previous point contact of the support bearing beam relying on four column sensors. Once the train accelerates and brakes on the bearing beam, the shaking and shaking of the bearing beam will cause random fluctuation errors in the collected measurement data.

[0052] The Y-type track weighing detection sensor device assembly includes a locking buckle 21, a mounting base 22, a positioning rod 23, a left Y-type track weighing sensor 24, a special clamping pressure rod 25, a left Y-type anti-slip damping three-claw 26, a right Y-type anti-slip damping three-claw 27, and a right Y-type track weighing sensor 28;

[0053] The multi-vector curved rail pad weighing sensor assembly includes a multi-vector curved rail pad weighing sensor body 1, M24×120 high-strength bolts 2, a first thickened flat washer 3 and a second thickened flat washer 7, a first thickened elastic washer 4 and a second thickened elastic washer 8, a first B-type elastic bar 5, a first M24×70 high-strength bolt 6, a first rail bottom shock-absorbing rubber pad 9, male and female arc-shaped insulating pads under the first curved elastic bar 10, a stainless steel sealing cover 11, a stainless steel waterproof joint 12, anti-freezing, anti-sand and anti-aging elastic glue 13, a sensor adjustment seat 14, a horizontal force sensor output shielded cable 15, a vertical force sensor output shielded cable 16, a horizontal force sensor wiring compensation plate 17, a vertical force sensor wiring compensation plate 18, a resistance strain gauge 19, and a flexible potting glue 20.

[0054] The curve α slope steel sleeper module assembly consists of a curve α slope steel sleeper seat 29, a curve spring bar arc rail pressure male and female 30, a second B-type spring bar 31, a second rail bottom shock-absorbing rubber pad 32, a second curve spring bar lower arc insulation pad male and female 33, a second M24×70 high-strength bolt 34, a third thickened flat washer 35, and a third thickened spring washer 36. The high-precision dynamic curve track scale removes a large number of mechanical components such as the previous curve dynamic track scale bearing beam, which not only reduces the mechanical height of the curve dynamic track scale by about 1 meter, but also enables the train to enter the dynamic curve bend. The stability of the track scale during measurement has been greatly improved, which reflects the conservation of steel materials and green manufacturing. The high-precision dynamic curved track scale uses the unbroken rail technology in the rails of the dynamic curved track scale and its surrounding areas, ensuring the extension of the technology of unbroken rails in the field of curved or curved track scales. It can use long rails, 12.5-meter or 25-meter full rails, or seamlessly welded rails1, eliminating short rails, reducing rail joints, and avoiding impact and vibration during passing and measurement, which not only improves the stability of measurement data collection, but also improves the safety of train driving.

[0055] Example 2

[0056] This embodiment is based on the previous embodiment, and is different from the previous embodiment in that this embodiment provides a Y-type track weighing detection sensor device module, specifically.

[0057] The Y-type track weighing detection sensor device module is permanently fixed to the waist of the rail through a clamp. The Y-type track weighing detection sensor device is fixed on the web of the rail or steel section at a certain interval. It can be assembled without drilling any holes in the rail, and will not damage the rail. It is simple to install and debug online, thereby realizing the expansion and extension of the application of the uninterrupted track dynamic curve track scale technology in curved and curved lines. The Y-type track weighing detection sensor device is fixed on the web of the rail or steel section at a certain interval, and the rail or steel section is supported by a fulcrum on the outside of the Y-type track weighing detection sensor device. Fy relative to the sensor is loaded on the inside of the Y-type track weighing detection sensor device of the rail or steel section. In the effective weighing area inside the Y-type track weighing detection sensor device, a voltage signal Fy1 proportional to the load size will be output through the Y-type track weighing sensor.

[0058] Example 3

[0059] This embodiment is based on the previous embodiment, and is different from the previous embodiment in that this embodiment provides the electrical principle of a Y-type track weighing sensor device.

[0060] R2 and R4 in the Wheatstone bridge and compensation circuit board are tensile resistance strain gauges; R1 and R3 are compressive resistance strain gauges; Rct / 2 is the elastic modulus compensation resistor; R0: output resistance standardized compensation resistor; Rz: zero point output compensation resistor; Rs: sensitivity coefficient compensation resistor; Ri: input resistance standardized compensation resistor; RL: nonlinear compensation resistor; Rmt: sensitivity temperature compensation resistor; Rt: zero point temperature compensation resistor; Rp: linear compensation resistor for sensitivity temperature compensation; "U+" is the positive pole of the bridge power supply; "U-" is the negative pole of the bridge power supply; "E+" is the positive pole of the signal output; "E-" is the negative pole of the signal output.

[0061] The output waveform of the Y-type track weighing detection sensor device is a linear triangular waveform, and the vertical force output of the multi-vector curved rail pad weighing sensor assembly is a linear trapezoidal waveform under the condition of continuous multi-support point distribution. The linear triangular waveform characteristics of the Y-type track weighing detection sensor device are superimposed and complemented with the linear trapezoidal waveform of the multi-vector curved rail pad weighing sensor assembly 4 to form a rectangular waveform that adapts to the dynamic track scale. In the dynamic curved track scale, a linear triangular waveform voltage signal is generated, which not only makes up for the missing corners at both ends of the vertical force output of the multi-vector curved rail pad weighing sensor under the condition of continuous multi-support point distribution, but also serves to widen the length of the measuring area; at the same time, the output triangular wave peak blocks the interference of adjacent wheels outside the weighing area, so that the rails within the weighing area and the weighing area are aligned. The rails outside the weighing area become a continuous rail structure, cutting off the wheel weight signal being measured or collected in the weighing area, and not being interfered with or superimposed on the accuracy of the wheel weight being measured by the adjacent wheel weight outside the weighing platform through the continuous rail. The sharp pulse on the rising edge of the triangular waveform output by the sensor also creates favorable conditions for automatically judging the direction of the incoming vehicle, calculating the speed of the incoming vehicle passing through the dynamic track scale, and automatically opening the amplifier of the track scale vehicle number recognition detection device (replacing the magnetic steel used in the past and eliminating the instability of the magnetic steel in the field). At the same time, the pulse peaks generated by the sensors at both ends of the wheel passing through the weighing area are used to automatically calculate the wheelbase, automatically determine the model and number of each carriage of the freight train, and automatically open the amplifier of the vehicle number recognition detection device (replacing the magnetic steel). The vertical force Fy1 relative to the sensor is output through the Y-type track weighing detection sensor device component II of the rail-inserted wheel weight force sensor.

[0062] Example 4

[0063] This embodiment is based on the previous embodiment, and is different from the previous embodiment in that this embodiment provides a module, specifically.

[0064] The multi-vector curved rail pad weighing sensor assembly is evenly distributed in a fan shape at a certain interval along the length of the rail. The heights of the two ends of the elastic body of the multi-vector curved rail pad weighing sensor assembly are matched with the inclination angles of the two rails in the curved area.

[0065] The bottom of the rail arc slot on the elastomer of the multi-vector curved rail pad weighing sensor module is designed with a 1:40 slope consistent with the requirements of the Ministry of Railways. The rail slot on the elastomer of the multi-vector curved rail pad weighing sensor assembly adopts an arc slot that matches the curvature radius of the curved area and the size of the rail model used in the line. It not only complies with the railway engineering specifications, but also plays a role in buffering and shock absorption. At the same time, it controls and fixes the rail gauge of the curved area to ensure safe driving under dynamic conditions, facilitates the stable positioning of the rail 1 in the curved area, and ensures that the centrifugal force and centripetal force of the vehicle traveling on the curved curve can be converted into horizontal force relative to the sensor through arc contact and accurately transmitted to the sensor, so that the original horizontal force and vertical force obtained by the sensor are very real, which is conducive to the overall improvement of the measurement performance of high-precision dynamic curved track scales and ensures driving safety on curved curves.

[0066] Example 6

[0067] This embodiment is based on the previous embodiment, and is different from the previous embodiment in that this embodiment provides an electrical principle, specifically.

[0068] The horizontal force sensor includes resistance strain gauges R1, R2, R5, R6, R9, R10, R13, R14, and compensation resistors Rto, Rct / 2, Rc / 2, Ri, Rz, Ui, Uo, Rw1, which are connected to the horizontal force sensor wiring compensation board 17 and formed by a Wheatstone bridge circuit. R1, R6, R10, and R13 in the Wheatstone bridge circuit are pull-pieces; R2, R5, R9, and R14 are pressing pieces; Rto is a temperature zero-point compensation resistor; Rct is an elastic modulus compensation resistor; Rc is a sensitivity coefficient compensation resistor; Ri is an input resistance consistency compensation; Rz: is a zero-point compensation resistor; Rw1 is an anti-vertical force interference compensation resistor; U i is the DC bridge voltage; Uo is the voltage signal output. The process of a vehicle moving on a straight track is actually a serpentine motion trajectory; the process of a vehicle moving on a curved track is affected by the high or low center of gravity of the loaded goods, and the "arc" or "S" curve of the curve shape; through the horizontal force sensor, the impact of the centrifugal force and centripetal force of the vehicle in the curved area is continuously collected, judged, calculated, and compensated in real time. At the same time, the multi-vector curved rail pad weighing sensor Fig.13In the circuit, since the output signal of the vertical force is much larger than the output signal of the horizontal force, a compensation circuit for the horizontal force to resist the interference of the vertical force is specially designed, so that the sensors on the same elastic body but with different vectors can perform their respective functions without interfering with each other, ensuring the accuracy and reliability of the original nonlinearity, repeatability, lag and other data collection of the horizontal force, so that when the vehicle is in the curved area, the computer can make real-time and accurate judgment and compensation for the real error introduced into the system by the centrifugal force and the centripetal force, which is conducive to improving the authenticity, reliability, stability and accuracy of the sensor output signal, and conveniently measuring the weight of each independent wheel, the eccentricity of the vehicle during travel, and the change Fx of the centripetal force to the horizontal force equivalent to the sensor;

[0069] When Uo outputs a "positive signal", it is a positive force, and when Uo outputs a "negative signal", it is a reverse force; the multi-vector curved rail pad weighing sensor body 1 can know in real time whether the vehicle is in a curved area through the size of the horizontal force output signal. Due to the errors caused by the centrifugal force and centripetal force generated by the vehicle, when the horizontal force sensor outputs a "positive signal", it is the positive force value caused by the centripetal force of the vehicle; when the horizontal force sensor outputs a "negative signal", it is the negative force value caused by the centrifugal force of the vehicle. Through real-time acquisition of the horizontal force signal, the size of the positive and negative signals are compared by computer analysis. The computer can make a correction and compensation decision in real time according to the mathematical model of the dynamic track scale, which plays an extremely important role in the technical improvement and technological innovation of the dynamic curved track scale. The horizontal force sensor of the multi-vector curved rail pad weighing sensor body 1 judges the centripetal force and centrifugal force relative to the sensor by outputting a "positive" signal or a "negative" signal, which is more beneficial to reducing the complexity of electrical design, debugging, and maintenance, and reducing manufacturing costs.

[0070] The vertical force sensor includes resistance strain gauges R3, R4, R7, R8, R11, R12, R15, R16, and compensation resistors Rto, Rct / 2, Rc / 2, Ri, Rz, Ui, Uo, which are connected to the vertical force sensor wiring compensation board 18 and formed by a Wheatstone bridge circuit. R3, R8, R11, R16 in the Wheatstone bridge circuit are pull-pieces; R4, R7, R12, R15 are pressing pieces; Rto is a temperature zero point compensation resistor; Rct is an elastic modulus compensation resistor; Rc is a sensitivity coefficient compensation resistor; Ri is an input resistance consistency compensation; Rz: is a zero point compensation resistor; Ui is a DC bridge supply voltage; Uo is an electric Pressure signal output, several multi-vector curved rail pad weighing sensor components are distributed at a certain interval to form a multi-support point mechanical structure beam, and the vertical force sensors 1#-N# in several multi-vector curved rail pad weighing sensors are connected to their corresponding data acquisition interfaces respectively. The computer collects, analyzes, calculates, compensates, and synthesizes the collected data of 1#-N#. When the wheel moves along the rail 1 above the vertical force sensors 1#-N# on the curve, the vertical force sensors 1#-N# synthesize and output the effective weighing interval X1-X2 of the trapezoidal wave, and all the vertical force sensors of the multi-vector curved rail pad weighing sensor synthesize the output Fy2.

[0071] Working principle: When a vehicle passes through the measuring section of the multi-vector curved rail pad weighing sensor assembly, the vehicle applies a vertical force Fy to the slope sensor, where m is the mass and g is the acceleration of gravity. is the centrifugal force of the vehicle, the arc radius of the rail 1 at the curve is R, the speed of the locomotive or car is v, and the two rails 1 at the curve have an inclination angle α between the outer rail and the inner rail foundation in the curve area due to the need for centripetal force. When the locomotive passes through the curve track scale, the multi-vector curve rail pad weighing sensor body 15 of the curve track scale is subjected to a vertical force Fy and a horizontal force Fx relative to the sensor direction, where

[0072] : Solving the above two formulas, we can get Since α≤1,

[0073] During the whole process of measuring the dynamic curved track scale of a train with more than 50 vehicles, the train is often affected by pedestrians and motor vehicles passing by nearby unmanned crossings and the need to brake and accelerate on curves when measuring on the dedicated line (such problems rarely occur in the dynamic track scale measurement process used on the fully enclosed national railway line). It is impossible to completely guarantee the uniform speed of the train on the curve dynamic track scale of the dedicated line. Therefore, it is necessary to increase the speed correction coefficient of the track scale system, represented by k1;

[0074] The national standard for dynamic track scales requires that the railways at both ends of the dynamic track scales be 100 meters straight, and the slope within 100 meters is ≤0.2%. Outside the 100 meters straightness, it may be uphill or downhill. Heavy-loaded trains need to accelerate when going uphill, and vehicles need to brake when going downhill. Therefore, it is necessary to add a correction coefficient for directional error to the dynamic track scale system, expressed as k2;

[0075] At the same time, due to the differences in technical levels of equipment installation and commissioning personnel, basic construction errors and installation errors are prone to occur. In order to eliminate these mechanical errors caused by construction and installation, it is necessary to correct the value of the dynamic curve track scale through the national standard dynamic track scale. For this purpose, the correction coefficient of equipment installation error is increased, expressed as k3;

[0076] Theoretical weight formula of the vehicle It is not difficult to see that the theoretical weight mg of each vehicle is related to the voltage signals Fx, Fy and the curve slope α obtained by the sensor. The voltage signal of the force in the horizontal direction of the sensor obtained by Fx all comes from the sensor of the horizontal force output in the multi-vector curve rail pad weighing sensor. The voltage signal of the force in the vertical direction of the sensor obtained by Fy comes from the synthesis of the sensor Fy1 of the Y-type track weighing detection sensor device 3 and all the vertical force sensors Fy2 in the multi-vector curve rail pad weighing sensor. Therefore, Fy=Fy1+Fy2. Substitute the formula Fy=Fy1+Fy2 and the correction coefficients k1, k2 and k3 into the weight formula The mathematical model of the actual weight mg′ of each vehicle section of the dynamic curve track scale can be obtained: (mg) '≈K1×K2×K3

Claims

1. A high-precision dynamic curve track scale, which adopts a combination design of a multi-vector curve rail pad weighing sensor assembly, a Y-type track weighing detection sensor device, a curve α slope steel sleeper module assembly and a curve rail α arc anti-climbing device module assembly, and is characterized by: The high-precision dynamic curved track scale comprises a steel rail, a foundation embedded steel plate, a Y-type track weighing detection sensor device, a multi-vector curved rail pad weighing sensor assembly, a curved α slope steel sleeper module assembly and a curved rail α arc anti-climbing device module assembly; The Y-type track weighing detection sensor device assembly comprises a locking buckle (21), a mounting base (22), a positioning rod (23), a left-side Y-type track weighing sensor (24), a special clamping pressure rod (25), a left-side Y-type anti-slip damping three-claw (26), a right-side Y-type anti-slip damping three-claw (27), and a right-side Y-type track weighing sensor (28); The multi-vector curved rail pad weighing sensor assembly comprises a multi-vector curved rail pad weighing sensor body (1), an M24×120 high-strength bolt (2), a first thickened flat washer (3), a second thickened flat washer (7), a first thickened spring washer (4), a second thickened spring washer (8), a first B-type elastic bar (5), a first M24×70 high-strength bolt (6), a first rail bottom shock-absorbing rubber pad (9), male and female arc-shaped insulating pads under the first curved elastic bar (10), a stainless steel sealing cover (11), a stainless steel waterproof joint (12), anti-freezing, anti-sand and anti-aging elastic glue (13), a sensor adjustment seat (14), a horizontal force sensor output shielded cable (15), a vertical force sensor output shielded cable (16), a horizontal force sensor wiring compensation plate (17), a vertical force sensor wiring compensation plate (18), a resistance strain gauge (19), and a flexible potting glue (20); The curved α slope steel sleeper module assembly comprises a curved α slope steel sleeper seat (29), curved spring bar arc-shaped rail pressure devices (male and female) (30), a second B-type spring bar (31), a second rail bottom shock-absorbing rubber pad (32), a second curved spring bar lower arc-shaped insulating pad (male and female) (33), a second M24×70 high-strength bolt (34), a third thickened flat washer (35), and a third thickened spring washer (36); The curved rail α-arc anti-climbing device module assembly comprises a curved α-rail anti-climbing bracket male and female (37), a rail anti-climbing rod (38), a cotter pin (39), and an anti-climbing rod insulating sleeve (40).

2. A high-precision dynamic curve track scale according to claim 1, characterized in that: The Y-type track weighing detection sensor device module is permanently fixed to the rail waist by a clamp, and the Y-type track weighing detection sensor device is fixed to the rail or the steel web at a certain interval.

3. A high-precision dynamic curve track scale according to claim 1, characterized in that: The Y-type track weighing sensor is composed of an elastic body on the left and right sides of the Y-type track weighing sensor, a Wheatstone bridge and a compensation circuit board, a waterproof sealed outlet connector, a shielded signal cable, a flexible transition isolation area cavity, three grippers, sealant and inert gas, resistance strain gauges R1, R2, R3, R4, an inner side of the belly plate of the stress control area cavity, the belly plate of the stress control area cavity, a three-grip anti-slip damping contact surface, and a Y-type track weighing sensor fixing and torque application positioning hole.

4. A high-precision dynamic curve track scale according to claim 3, characterized in that: R2 and R4 in the Wheatstone bridge and compensation circuit board are tensile resistance strain gauges; R1 and R3 are compressive resistance strain gauges; Rct / 2 is the elastic modulus compensation resistor; R0: output resistance standardization compensation resistor; Rz: zero point output compensation resistor; Rs: sensitivity coefficient compensation resistor; Ri: input resistance standardization compensation resistor; RL: nonlinear compensation resistor; Rmt: sensitivity temperature compensation resistor; Rt: zero point temperature compensation resistor; Rp: linear compensation resistor for sensitivity temperature compensation; "U+" is the positive pole of the bridge power supply; "U-" is the negative pole of the bridge power supply; "E+" is the positive pole of the signal output; "E-" is the negative pole of the signal output.

5. A high-precision dynamic curve track scale according to claim 1, characterized in that: The output waveform of the Y-type track weighing detection sensor device is a linear triangular waveform, and the vertical force output of the multi-vector curved rail pad weighing sensor assembly is a linear trapezoidal waveform under the condition of continuous multi-point distribution. The linear triangular waveform characteristics of the Y-type track weighing detection sensor device are superimposed and complemented by the linear trapezoidal waveform of the multi-vector curved rail pad weighing sensor assembly, forming a rectangular waveform required to adapt to the dynamic track scale.

6. A high-precision dynamic curve track scale according to claim 1, characterized in that: The multi-vector curved rail pad weighing sensor assembly is evenly distributed in a fan shape at a certain interval along the length of the rail, and the heights of the two ends of the elastic body of the multi-vector curved rail pad weighing sensor assembly are matched with the inclination angles of the two rails in the curved area.

7. A high-precision dynamic curve track scale according to claim 6, characterized in that: The bottom of the rail arc slot on the elastomer of the multi-vector curved rail pad weighing sensor assembly is designed with a 1:40 slope consistent with the requirements of the Ministry of Railways. The rail slot on the elastomer of the multi-vector curved rail pad weighing sensor assembly adopts an arc slot that matches the curvature radius of the curved bend area and the size of the rail model used in the curved bend area.

8. A high-precision dynamic curve track scale according to claim 7, characterized in that: The horizontal force sensor comprises resistance strain gauges R1, R2, R5, R6, R9, R10, R13, R14, and compensation resistors Rto, Rct / 2, Rc / 2, Ri, Rz, Ui, Uo, Rw1, which are connected to a horizontal force sensor wiring compensation plate (17) and formed by a Wheatstone bridge circuit. In the Wheatstone bridge circuit, R1, R6, R10, and R13 are pull-type pieces; R2, R5, R9, and R14 are press-type pieces; Rto is a temperature zero-point compensation resistor; Rct is an elastic modulus compensation resistor; Rc is a sensitivity coefficient compensation resistor; Ri is an input resistance consistency compensation; Rz: is a zero-point compensation resistor; Rw1 is an anti-vertical force interference compensation resistor; Ui is a DC bridge supply voltage; and Uo is a voltage signal output.

9. The high-precision dynamic curve track scale according to claim 7, characterized in that: The vertical force sensor comprises resistance strain gauges R3, R4, R7, R8, R11, R12, R15, R16, and compensation resistors Rto, Rct / 2, Rc / 2, Ri, Rz, Ui, Uo, which are connected to a vertical force sensor wiring compensation plate (18) and formed by a Wheatstone bridge circuit. In the Wheatstone bridge circuit, R3, R8, R11, R16 are pull-type pieces; R4, R7, R12, R15 are press-type pieces; Rto is a temperature zero-point compensation resistor; Rct is an elastic modulus compensation resistor; Rc is a sensitivity coefficient compensation resistor; Ri is an input resistance consistency compensation; Rz: is a zero-point compensation resistor; Ui is a DC bridge voltage; and Uo is a voltage signal output.

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