Novel continuous-rail dynamic curve rail weighbridge

Abstract

The utility model belongs to the field of dynamic curve rail weighbridge steel rail pad weighing sensors, and particularly relates to a multi-vector curve steel rail pad weighing sensor module assembly. Comprising a multi-vector curve steel rail pad weighing sensor module, a curve alpha slope steel sleeper module and a curve alpha arc-shaped anti-climbing device which are installed on two steel rails in a curve area in a matched mode. In the use process, the heights of the two ends of the elastic bodies of the three parts of the weighing sensor module assembly of the multi-vector curve steel rail pad are matched with the inclination angles of the two steel rails in the curve area to form a whole, and the heights are matched with the inclination angles of the curve line sections, so that assembly accumulation errors of a dispersed assembly structure can be avoided; the dynamic metering performance is improved; and the field installation speed can be accelerated, and the metering error of the dynamic curve rail weighbridge caused by the variation of the centrifugal force and the centripetal force of a vehicle running in a curve curve area can be accurately collected and corrected.

Description

Technical Field

[0001] The utility model relates to the field of dynamic curved track scales, in particular to a novel non-stop dynamic curved 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 and pit type, that is, the steel rails outside the scale platform are disconnected from the weighing rails on the scale platform, and the scale body, sensors and mechanical parts are all located in the pit, which poses a greater safety hazard to vehicles traveling in curved areas. At the same time, there is a lack of sensors for measuring the centrifugal force and centripetal force of vehicles on curves - horizontal force measurement sensors relative to sensors. Vertical force sensors alone cannot detect the errors caused by the actual centrifugal force, centripetal force and acceleration 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 linearity, hysteresis, repeatability and other technical indicators of the sensor itself. Therefore, the existing technology cannot meet the basic requirements of measurement performance at all, and it is necessary to develop a novel dynamic curved track scale with continuous rails and 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: the previous curved track scales are of the broken rail type, that is, the steel rails outside the scale platform are disconnected from the weighing rails on the scale platform, and the scale body, sensors and a large number of mechanical parts are all located in the foundation pit, 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, centripetal force and acceleration when the vehicle turns; furthermore, the column pressure sensor installed at the curve position, when installed in a position with a slope on the curve, is affected by the lateral force, which greatly reduces the technical indicators of the sensor itself such as linearity, hysteresis and repeatability. Therefore, the existing technology cannot meet the basic requirements of measurement performance at all.

[0006] In order to solve the above technical problems, the utility model provides the following technical solutions: a novel non-stop track dynamic curve track scale, the novel non-stop track dynamic curve track scale adopts a combination design of a multi-vector curve rail pad weighing sensor module assembly and a rail plug-in wheel weight force sensor module assembly, the novel non-stop track dynamic curve track scale includes rails, foundation embedded steel plates, multi-vector curve rail pad weighing sensor modules, rail plug-in wheel weight force sensor modules, curve α slope steel sleeper module modules and curve α arc anti-climbing device modules;

[0007] The multi-vector curved rail pad weighing sensor assembly is composed of a rail, a multi-vector curved rail pad weighing sensor body, an M24×120 high-strength bolt, a first thickened flat washer, a second thickened flat washer, a first thickened elastic washer, a second thickened elastic washer, a first B-type elastic bar, a first M24×70 high-strength bolt, a male and female arc-shaped insulating pad under the first curved elastic bar, a first rail bottom shock-absorbing rubber pad, a stainless steel sealing cover, a stainless steel waterproof joint, an elastic rubber that prevents rain, snow, ice, frost, sand, and aging, 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;

[0008] The rail-inserted wheel-weight force sensor assembly is composed of a rail, an α-slope steel sleeper seat, a curved spring bar arc-shaped rail pressure device male and female, a second B-type spring bar, a second rail bottom shock-absorbing rubber pad, a second curved spring bar lower arc-shaped insulating pad male and female, a rail-inserted wheel-weight force sensor, a second M24×70 high-strength bolt, a third thickened flat washer, and a third thickened spring washer;

[0009] The curved α slope steel sleeper module assembly is composed of a steel rail, an α slope steel sleeper seat, a curved spring bar arc rail clamp male and female, a second B-type spring bar, a second rail bottom shock-absorbing rubber pad, a second curved spring bar lower arc insulating pad male and female, a rail plug-in wheel load force sensor, a second M24×70 high-strength bolt, a third thickened flat washer, and a third thickened spring washer;

[0010] The α-arc anti-climbing device module assembly consists of a rail, a foundation embedded steel plate, a male and female curved α-arc anti-climbing device bracket, a rail anti-climbing rod, a cotter pin, and an anti-climbing rod insulating sleeve.

[0011] Preferably, the rail-inserted wheel-weight force sensor is installed by inserting the sensor into a tapered hole after Morse drilling a web at the neutral axis position of the rail, and then locking the web according to a certain torque.

[0012] Preferably, the rail-inserted wheel-weight force sensor is composed of a rail-inserted wheel-weight force sensor elastomer, a metal gasket, a silicone gasket, a locking nut M27×2, a palpable cover, a resistance strain gauge, a spring-type resistor, a Wheatstone bridge wiring circuit board, a connector seat, a stainless steel waterproof sealing connector, a non-standard metal gasket (k), a rubber sealing ring, a stainless steel spring connector, a shielded cable, a two-hole junction box, a circuit compensation plate, and a junction box sealing plate;

[0013] Preferably, R2 and R4 in the Wheatstone bridge wiring circuit board and the 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.

[0014] Preferably, the waveform output by the rail-inserted wheel weight force sensor assembly is a linear triangle, and the vertical force output of the multi-vector curved rail pad weighing sensor assembly is a linear trapezoid under the condition of continuous multi-point distribution. The linear triangular waveform characteristics of the rail-inserted wheel weight force sensor assembly are superimposed and complementary with 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.

[0015] Preferably, 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 α inclination angles of the two rails in the curved area.

[0016] 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.

[0017] 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 connected to the Wheatstone bridge circuit board circuit bridge. R1, R6, R10, R13 in the Wheatstone bridge circuit board circuit are pull tabs; R2, R5, R9, R14 are pressing tabs; Rto is the temperature zero point compensation resistor; Rct is the elastic modulus compensation resistor; Rc is the sensitivity coefficient compensation resistor; Ri is the input resistance consistency compensation; Rz: is the zero point compensation resistor; Rw1 is the anti-vertical force interference compensation resistor; Ui is the DC bridge supply voltage; Uo is the voltage signal output.

[0018] 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 connected to the Wheatstone bridge circuit board circuit bridge. R3, R8, R11, R16 in the Wheatstone bridge circuit board circuit are pull tabs; R4, R7, R12, R15 are pressing tabs; Rto is the temperature zero point compensation resistor; Rct is the elastic modulus compensation resistor; Rc is the sensitivity coefficient compensation resistor; Ri is the input resistance consistency compensation; Rz: is the zero point compensation resistor; Ui is the DC bridge supply voltage; Uo is the voltage signal output.

[0019] Compared with the prior art, the beneficial effects of the utility model are:

[0020] During the use of the utility model, R2 and R4 of the rail-inserted wheel-weight force sensor are tension resistance strain gauges; R1 and R3 are compression resistance strain gauges; in the dynamic curved track scale, a linear triangular waveform voltage signal is generated, 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-support 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 in the weighing area and the rails outside the weighing area become a continuous rail structure, cutting off the rails being measured or being weighed in the weighing area. The collected wheel weight signal is not affected by the weight of the adjacent wheel outside the scale platform or superimposed on the wheel weight being measured through the continuous track. 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 incoming vehicle, calculating the speed of the incoming vehicle passing through the dynamic track scale, and automatically opening the track scale vehicle number recognition detection device (the power amplifier has replaced the magnetic steel used in the past and eliminated the instability of the magnetic steel 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 and automatically determine the model and number of each carriage of the freight train.

[0021] During the use of the utility model, the heights of the two ends of the multi-vector curved rail pad weighing sensor module are matched with the inclination angles of the two rails in the curved area. The bottom of the rail arc slot on the elastic body 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 arc slot is matched with the curvature radius of the curved bend area and the size of the rail model used in the line. It not only meets 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 and facilitates the stable positioning of the rails in the curved area. It not only ensures the stable positioning of the rails at the curved bend, but also ensures that the horizontal force relative to the sensor can be accurately transmitted to the sensor through the circular arc contact, so that the original horizontal force and vertical force obtained by the sensor are very real, which is conducive to the comprehensive improvement of the measurement performance of the novel continuous track dynamic curved track scale and ensures the driving safety of the curved bend.

[0022] The utility model uses a horizontal force sensor to continuously collect, judge, calculate and compensate for the influence of centrifugal force and centripetal force of a vehicle in a curved area in real time. At the same time, in the circuit of the multi-vector curved rail pad weighing sensor, 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 sensors of different vectors on the same elastic body can perform their respective functions without interfering with each other, thereby ensuring the accuracy and reliability of data collection of the original nonlinearity, repeatability and lag 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 beneficial to improving the 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.

[0023] During the use of the utility model, a plurality of multi-vector curved rail pad weighing sensor assemblies are distributed at a certain interval to form a multi-support point mechanical structure beam, and vertical force sensors 1#-N# in the plurality of multi-vector curved rail pad weighing sensors are respectively connected to their corresponding data acquisition interfaces, and the computer collects, analyzes, calculates, compensates, and synthesizes the waveform of the collected data of 1#-N#. When the wheel travels along the rail 1 above the vertical force sensors 1#-N# on the curved bend, the vertical force sensors 1#-N# synthesize and output the effective weighing interval X1-X2 of the trapezoidal wave, and outputs Fy2 through the vertical force sensor of the multi-vector curved rail pad weighing sensor.

[0024] The utility model adopts a multi-vector curved rail pad weighing sensor module. The heights of the two ends of the elastic body of the multi-vector curved rail pad weighing sensor body are matched with the inclination angles of the two rails in the curved area. Matching with the inclination angle of the curved line section can not only avoid the assembly accumulation of errors through the dispersed component structure and improve the dynamic metering performance; it can also speed up the on-site installation speed, so as to achieve real-time data collection, real-time analysis, and real-time calculation and correction of the metering errors brought to the dynamic curved track scale by the changes in centrifugal force and centripetal force of vehicles traveling in the curved bend metering area.

[0025] The arc of the slot on the multi-vector curved rail pad weighing sensor body of the utility model matches the curvature radius of the curved section of the track line, which not only makes the contact between the rail in the curved area and the sensor more consistent, but also makes the transmission of the centripetal force and centrifugal force of the vehicle in the curved bend more realistic relative to the horizontal force of the sensor, so that the rail can make a smooth transition in the curved area, thereby ensuring the stability and safety of the rail in the curved area.

[0026] The multi-vector curved rail pad weighing sensor module of the utility model can not only solve the dynamic track weighing measurement of curved tracks of the commonly used national railway vehicles with each wheel weight of 12.5 tons, axle weight of 25 tons, and total weight of each section ≤84 tons, and the rated range of 100 tons on the national railway lines (including the heavy-duty railway vehicles with 14 tons, axle weight of 28 tons, and total weight of 100 tons that the national railway is currently piloting), but also will break through the technical difficulties of dynamic and static measurement of curved tracks for conventional railway vehicles and special railway vehicles of many industrial and mining enterprises with each wheel weight of (12.5-25.0) tons, axle weight of (25 tons-50.0) tons, and total weight of each section ≤(100-800) tons.

[0027] The arc groove of the rail on the sensor body of the multi-vector curved rail pad weighing sensor module of the utility model can be applied not only to 43kg / m, 50kg / m, and 60kg / m rails used in national railway lines, but also to 24kg / m, 38kg / m, 65kg / m, 75kg / m, QU70kg / m, QU80kg / m, QU100kg / m, QU120kg / m and other types of light rails, heavy rails, and crane rails for industrial and mining enterprises and coal mine dedicated lines. Moreover, the arc groove can make the transmission of horizontal force more realistic, and the safety and reliability are improved and optimized. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] 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:

[0029] Figure 1 The utility model is a schematic diagram of the planar structure of a dynamic curved track scale in a novel non-stop dynamic curved track scale.

[0030] Figure 2 It is a schematic diagram of the B-B section of the concrete foundation in a novel continuous track dynamic curved track scale of the utility model.

[0031] Figure 3 It is a schematic diagram of the AA section of the curve bend inclination angle of a multi-vector curved rail pad weighing sensor module in a novel non-stop dynamic curved track scale of the utility model.

[0032] Figure 4 The utility model is a schematic diagram of the assembly of a multi-vector curved rail pad weighing sensor module component in a novel continuous track dynamic curved track scale.

[0033] Figure 5The utility model discloses a schematic diagram of the patch and wiring board of the horizontal force sensor and the vertical force sensor of the multi-vector curved rail pad weighing sensor module in the novel non-stop track dynamic curved track scale.

[0034] Figure 6 The utility model is a schematic diagram of the assembly of a rail-inserted wheel weight force sensor module component in a novel non-stop dynamic curved track scale.

[0035] Figure 7 The utility model is a schematic diagram of a rail-inserted wheel weight force sensor component in a novel non-stop dynamic curved track scale.

[0036] Figure 8 The utility model is a schematic diagram of a rail-inserted wheel weight force sensor patch in a novel non-stop track dynamic curved track scale.

[0037] Fig. 9 The utility model is a schematic diagram of the assembly of a curved α slope steel sleeper module component in a novel non-stop dynamic curved track scale.

[0038] Fig.10 The utility model is a schematic diagram of the assembly of a curved α-arc anti-climbing device module component in a novel non-stop dynamic curved track scale.

[0039] Fig.11 The utility model is a schematic diagram of the force direction of the horizontal force sensor and the vertical force sensor of the multi-vector curved rail pad weighing sensor module in the novel non-stop track dynamic curved track scale.

[0040] Fig.12 The utility model discloses an electrical schematic diagram of a rail-inserted wheel weight force sensor in a novel non-stop track dynamic curved track scale.

[0041] 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 novel continuous track dynamic curved track scale of the utility model.

[0042] Fig.14 This is the electrical schematic diagram of the vertical force output sensor of the multi-vector curved rail pad weighing sensor module in the novel continuous track dynamic curved track scale of the utility model.

[0043] Fig.15 The utility model is a schematic diagram of the wiring electrical principle of a combination of horizontal force output sensors 1#-N# of a plurality of multi-vector curved rail pad weighing sensor modules in a novel non-stop dynamic curved track scale.

[0044] Fig.16The utility model is a schematic diagram of the wiring electrical principle of a combination of vertical force output sensors 1#-N# of a plurality of multi-vector curved rail pad weighing sensor modules in a novel non-stop dynamic curved track scale.

[0045] Fig.17 The utility model is a schematic diagram of the weight analysis of a vehicle on a curved track in a novel non-stop dynamic curved track scale.

[0046] Fig.18 The utility model is a schematic diagram of the force of a multi-vector curved rail pad weighing sensor in a curved track in a novel non-stop track dynamic curved track scale.

[0047] Fig.19 The utility model is a schematic diagram of stress analysis and output waveform of a rail-inserted wheel weight force sensor module assembled at rails A and B in a novel non-stop track dynamic curved track scale.

[0048] Fig. 20 The utility model discloses a stress analysis and output waveform diagram of the vertical force output waveform synthesis Fy2 of the N1-N# multi-vector curved rail pad weighing sensor in a novel non-stop dynamic curved track scale.

[0049] Fig.21 The vertical force output Fy1 waveform of the rail-inserted wheel-weight force sensor in the novel uninterrupted track dynamic curved track scale of the utility model and the vertical force output Fy2 waveform of the N1-N# multi-vector curved rail pad weighing sensor are synthesized into Fy=Fy1+Fy2, forming an analysis schematic diagram of the X1-X2 "effective weighing area" (commonly referred to as "weighing platform length" or "load-bearing beam length").

[0050] In the figure: 1. Rail; 2. Pre-buried steel plate for foundation; 3. Multi-vector curved rail pad weighing sensor body; 4. First M24×70 high-strength bolt; 5. First thickened flat washer; 6. First thickened spring washer; 7. First B-type spring bar; 8. M24×120 high-strength bolt; 9. Second thickened flat washer; 10. Second thickened spring washer; 11. Male and female arc-shaped insulating pads under the first curved spring bar; 12. First rail bottom shock-absorbing rubber pad; 13. Stainless steel sealing cover; 14. Stainless steel waterproof joint; 15. Elastic rubber to prevent rain, snow, ice, sand and aging; 16. Sensor adjustment seat; 17. Horizontal force sensor output shielded cable; 18. Vertical force sensor Output shielded cable; 19, horizontal force sensor wiring compensation plate; 20, vertical force sensor wiring compensation plate; 21, resistance strain gauge; 22, flexible potting glue; 23, α slope steel pillow seat; 24, curved spring bar arc rail clamp male and female; 25, second B-type spring bar; 26, second rail bottom shock-absorbing rubber pad; 27, second curved spring bar lower arc insulation pad male and female; 28, rail inserted wheel weight force sensor; 29, second M24×70 high-strength bolt; 30, third thickened flat washer; 31, third thickened spring washer; 32, curved α arc anti-climbing device bracket male and female; 33, rail anti-climbing rod; 34, cotter pin; 35, anti-climbing rod insulation sleeve DETAILED DESCRIPTION

[0051] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the accompanying drawings.

[0052] Example 1

[0053] The first embodiment of the utility model provides a novel uninterrupted track dynamic curved track scale, which adopts a plane simple design of a combination of a multi-vector curved rail pad weighing sensor module assembly and a rail-inserted wheel weight force sensor module assembly, and the novel uninterrupted track dynamic curved track scale includes a rail 1, a foundation pre-embedded steel plate 2, a multi-vector curved rail pad weighing sensor module assembly, a rail-inserted wheel weight force sensor module assembly, a curve α slope steel sleeper module, and a curve α arc anti-climbing device module. The foundation part adopts a plane foundation design, which is 1 / 3 lower than the cost of the previous complex cavity foundation pit foundation, and the foundation engineering construction is simple. The foundation structure of the novel uninterrupted track dynamic curved track scale can be a pre-embedded steel plate structure foundation of integral concrete, a pre-embedded steel plate structure foundation of integral concrete ground beam type, an integral steel concrete pre-embedded structure foundation, a steel integral frame structure, etc., which avoids the previous The support of the load-bearing beam relies on the point contact of four column sensors. Once the train accelerates or brakes on the load-bearing beam or the longitudinal and lateral limits of the weighing platform fail, the shaking and jittering of the load-bearing beam will cause the problem of random fluctuation errors in the collected measurement data. The male and female arc-shaped insulating pads 11 under the first curve elastic bar in the multi-vector curve rail pad weighing sensor module are designed with a curve arc shape, which is more meshed with the combination between the multi-vector curve rail pad weighing sensor and the curve rail, and the force transmission is more accurate. It is not easy to age and break during force use. The elastic body of the multi-vector curve rail pad weighing sensor is designed with technical measures for filling the strain groove 15 with anti-rain, snow, ice, sand and anti-aging elastic glue to avoid the deformation groove being stuck by ice, snow, rain and debris, so as to achieve the purpose of reliable measurement in harsh climate environments. In the dynamic curve track scale, the measurement effect is particularly good when it is used in conjunction with the "curve α steel sleeper" module and the "curve α rail anti-climbing device" module;

[0054] The multi-vector curved rail pad weighing sensor module assembly consists of a multi-vector curved rail pad weighing sensor body 3, an M24×120 high-strength bolt 4, a first thickened flat washer 5, a second thickened flat washer 9, a first thickened spring washer 6, a second thickened spring washer 10, a first B-type spring bar 7, a first M24×70 high-strength bolt 8, a male and female arc-shaped insulating pad under the first curved spring bar 11, a first rail bottom shock-absorbing rubber pad 12, a stainless steel sealing cover 13, a stainless steel waterproof joint 14, an elastic rubber 15 to prevent rain, snow, ice, frost, sand and aging, a sensor adjustment seat 16, a horizontal force sensor output shielded cable 17, a vertical force sensor output shielded cable 18, a horizontal force sensor wiring compensation plate 19, a vertical force sensor wiring compensation plate 20, a resistance strain gauge 21, and a flexible potting glue 22;

[0055] The rail-inserted wheel-load force sensor module assembly consists of a rail 1, an α-slope steel sleeper seat 23, a curved spring bar arc-shaped rail pressure device male and female 24, a second B-type spring bar 25, a second rail bottom shock-absorbing rubber pad 26, a second curved spring bar lower arc-shaped insulating pad male and female 27, a rail-inserted wheel-load force sensor 28, a second M24×70 high-strength bolt 29, a third thickened flat washer 30, and a third thickened spring washer 31;

[0056] Example 2

[0057] This embodiment is based on the previous embodiment, and is different from the previous embodiment in that this embodiment provides a novel non-stop dynamic curved track scale assembly component.

[0058] The multi-vector curved rail pad weighing sensor module assembly component consists of a multi-vector curved rail pad weighing sensor body 3, an M24×120 high-strength bolt 4, a first thickened flat washer 5, a second thickened flat washer 9, a first thickened spring washer 6, a second thickened spring washer 10, a first B-type elastic clip 7, a first M24×70 high-strength bolt 8, male and female 11 of the arc-shaped insulating pad under the first curved elastic clip, a first rail bottom shock-absorbing rubber pad 12, a stainless steel sealing cover 13, a stainless steel waterproof joint 14, an elastic glue 15 to prevent rain, snow, ice, sand and aging, a sensor adjustment seat 16, a horizontal force sensor output shielded cable 17, a vertical force sensor output shielded cable 18, a horizontal force sensor wiring compensation plate 19, a vertical force sensor wiring compensation plate 20, a resistance strain gauge 21, and a flexible potting glue 22. The rail plug-in wheel weight force sensor module component consists of a rail 1, an α slope steel sleeper seat 23, a curved elastic clip arc rail pressure male and female 24, a second B-type elastic clip 25, a second rail bottom shock-absorbing rubber pad 12, a stainless steel sealing cover 13, a stainless steel waterproof joint 14, an elastic glue 15 to prevent rain, snow, ice, sand and aging, a sensor adjustment seat 16, a horizontal force sensor output shielded cable 17, a vertical force sensor output shielded cable 18, a horizontal force sensor wiring compensation plate 19, a vertical force sensor wiring compensation plate 20, a resistance strain gauge 21, and a flexible potting glue 22. The curve α slope steel sleeper module assembly component III consists of a rail 1, an α slope steel sleeper seat 23, a curve spring bar arc-shaped rail pressure device male and female 24, a second B-type spring bar 25, a second rail bottom shock-absorbing rubber pad 26, a second curve spring bar arc-shaped insulating pad male and female 27, a rail inserted wheel weight force sensor 28), a second M24×70 high-strength bolt 29, a third thickened flat washer 30, and a thickened spring washer 31. The curve α slope steel sleeper module assembly component III consists of a rail 1, an α slope steel sleeper seat 23, a curve spring bar arc-shaped rail pressure device male and female 24, a second B-type spring bar 25, a second rail bottom shock-absorbing rubber pad 26, a second curve spring bar arc-shaped insulating pad male and female 27, a rail inserted The component IV is composed of a wheel load force sensor 28, a second M24×70 high-strength bolt 29, a third thickened flat washer 30, and a thickened elastic washer 31. The first thickened flat washer 5 and the second thickened flat washer 9 and the third thickened flat washer 30, the first thickened elastic washer 6 and the second thickened elastic washer 10 and the third thickened elastic washer 31, the first B-type elastic bar 7 and the second B-type elastic bar 25, the first rail bottom shock-absorbing rubber pad 12 and the second rail bottom shock-absorbing rubber pad 26 and other accessories can be interchanged with railway standard accessories.

[0059] Example 3

[0060] This embodiment is based on the previous embodiment, and is different from the previous embodiment in that this embodiment provides a method for using a rail-embedded wheel load force sensor, specifically.

[0061] The rail-inserted wheel-weight force sensor 28 is installed by drilling a hole in the rail web. The distance between the two rail-inserted wheel-weight force sensor assemblies A and B on the two end rails 1 simply forms a weighing area. When the wheel weight passes through the weighing area, the rail-inserted wheel-weight force sensor outputs a waveform, and can be widely used in metering and force measuring devices for various light rails, heavy rails, crane rails, and steel structures.

[0062] The rail-inserted wheel load force sensor 28 is composed of an elastic body, a metal gasket, a silicone gasket, a locking nut M27×2, a palpable cover, a resistance strain gauge, a spring-type resistor, a Wheatstone bridge wiring circuit board, a connector seat, a stainless steel waterproof sealing connector, a non-standard metal gasket, a rubber sealing ring, a stainless steel spring connector, a shielded cable, a two-hole junction box, a circuit compensation board, a junction box sealing plate, etc.

[0063] When the rail-embedded wheel load force sensor is installed at point A of the rail 1, R2 and R4 in the Wheatstone bridge wiring circuit board and the 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.

[0064] When the rail-embedded wheel-load force sensor is installed at B of the rail 1, R2 and R4 in the Wheatstone bridge wiring circuit board and the compensation circuit board are compressive resistance strain gauges; R1 and R3 are tensile 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, and "U-" is the negative pole of the bridge power supply; and the "E+" signal output positive pole should become the "E-" signal output negative pole, and the "E-" signal output negative pole should become the "E+" signal output positive pole.

[0065] The waveform output by the rail-inserted wheel-weight force sensor assembly is a linear triangle, and the vertical force output of the multi-vector curved rail pad weighing sensor assembly is a linear trapezoid under the condition of continuous multi-support point distribution. The linear triangular waveform characteristics of the rail-inserted wheel-weight force sensor assembly are superimposed and complemented with the linear trapezoidal waveform of the multi-vector curved rail pad weighing sensor assembly to form a rectangular waveform required for 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 3 in the case 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 the adjacent wheels outside the weighing area, so that the rails within the weighing area and the weighing area are in contact with each other. The rails outside the domain become an unbroken 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 weight of the adjacent wheel outside the weighing area through the unbroken rail. The sharp pulse on the rising edge of the triangular wave waveform output by the sensor also replaces the magnetic steel used in the past for automatically judging the direction of the incoming vehicle, calculating the speed of the incoming vehicle passing through the dynamic track scale, and automatically starting the track scale vehicle number recognition detection device. It also eliminates the instability of the magnetic steel used in the field, creating favorable conditions. At the same time, the pulse peaks generated by the sensors at the two 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 output the vertical force Fy1 relative to the sensor through the rail-inserted wheel weight force sensor assembly.

[0066] Example 4

[0067] This embodiment is based on the previous embodiment, and is different from the previous embodiment in that this embodiment provides an installation method for a multi-vector curved rail pad weighing sensor module, specifically.

[0068] 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 1. The heights of the two ends of the elastic body of the multi-vector curved rail pad weighing sensor assembly are matched with the α inclination angles of the two rails 1 in the curved area, so that the errors caused by the centrifugal force and centripetal force generated by the vehicle during the movement in the curved area can be obtained by the horizontal force signal in the multi-vector curved rail pad weighing sensor.

[0069] The bottom of the arc slot of rail 1 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 arc slot of rail 1 on the elastomer of the multi-vector curved rail pad weighing sensor assembly 4 adopts an arc slot that matches the curvature radius of the curved area and the size of the rail 1 model used in the line, which 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 gauge of rail 1 in the curved area to ensure safe driving under dynamic conditions and facilitates the stable positioning of rail 1 in the curved area, which not only ensures the positioning of rail 1 at the curved area, but also ensures that the centrifugal force and centripetal force relative to the horizontal force of the sensor can be accurately transmitted to the sensor through arc contact, so that the original horizontal force and vertical force obtained by the sensor are very real, which is conducive to the comprehensive improvement of the measurement performance of the novel continuous track dynamic curved track scale, and ensures the driving safety and stability of the curved curve.

[0070] Example 5

[0071] 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 multi-vector curved rail pad weighing sensor, specifically.

[0072] 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 19 and connected to the Wheatstone bridge wiring circuit board circuit bridge. R1, R6, R10, R13 in the Wheatstone bridge wiring circuit board circuit are pull-tabs; R2, R5, R9, R14 are pressing sheets; Rto is the temperature zero point compensation resistor; Rct is the elastic modulus compensation resistor; Rc is the sensitivity coefficient compensation resistor; Ri is the input resistance consistency compensation; Rz: is the zero point compensation resistor; Rw1 is the anti-vertical force interference compensation resistor; U i is the DC bridge voltage; Uo is the voltage signal output. The process of the vehicle moving on a straight track line is actually a serpentine motion trajectory; the process of the vehicle moving on a curved line is affected by the high center of gravity of the loaded goods and the "arc" or "S" curve shape of the low curve; 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, in the circuit of the multi-vector curved rail pad weighing sensor 3, since the output signal of the vertical force is much larger than the output signal of the horizontal force, it is The compensation circuit for horizontal force against vertical force interference is specially designed, so that sensors with different vectors on the same elastic body can perform their respective functions without interfering with each other, ensuring the accuracy and reliability of data collection of original nonlinearity, repeatability, lag, etc. of 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 centrifugal force and 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 centripetal force, which is equivalent to the change Fx of the horizontal force for the sensor;

[0073] At the same time, when Uo outputs a "positive signal", it is under positive force, and when Uo outputs a "negative signal", it is under reverse force; the multi-vector curved rail pad weighing sensor 7 can know in real time whether the vehicle is in the 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. That is, through real-time acquisition of the horizontal force signal, the size of the positive and negative signals are compared by computer analysis, and 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 7 judges the centrifugal force and centripetal 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.

[0074] 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 20 and connected to the Wheatstone bridge wiring circuit board circuit bridge. R3, R8, R11, R16 in the Wheatstone bridge wiring circuit board circuit are pull tabs; R4, R7, R12, R15 are pressing tabs; Rto is the temperature zero point compensation resistor; Rct is the elastic modulus compensation resistor; Rc is the sensitivity coefficient compensation resistor; Ri is the input resistance consistency compensation; Rz: is the zero point compensation resistor; U i is the DC bridge voltage; Uo is the voltage signal output, and several multi-vector curved rail pad weighing sensor assemblies 4 are distributed at a certain interval to form a multi-support point mechanical structure beam, and the vertical force sensors 1#-N# in the multi-vector curved rail pad weighing sensors are respectively connected to their corresponding data acquisition interfaces. The computer collects, analyzes, calculates, compensates, and synthesizes the waveform of the collected data of 1#-N#. When the wheel moves along the rail 1 above the vertical force sensor 1#-N# on the curve, the vertical force sensor 1#-N# synthesizes and outputs the effective weighing interval X1-X2 of the trapezoidal wave, which is output through the vertical force sensor Fy2 of the multi-vector curved rail pad weighing sensor.

[0075] Working principle: First, when the 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 3 of the curve track scale is subjected to a vertical force Fy and a horizontal force Fx relative to the sensor direction, where:

[0076] Solving the above two formulas, we can get Since α≤1,

[0077] During the whole process of measuring the dynamic 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. In the process of measuring on the dynamic track scale used on the fully enclosed national railway line, there is almost no such problem. 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;

[0078] 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;

[0079] 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 use the national standard dynamic track scale to correct the dynamic curve track scale after the value transfer. For this purpose, the correction coefficient of equipment installation error is increased, expressed as k3;

[0080] Theoretical weight formula of a vehicle on a curved road It is not difficult to see that the theoretical weight mg of each vehicle section 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 curved rail pad weighing sensor 3. The force voltage signal in the vertical direction of the sensor obtained by Fy comes from the synthesis of 28Fy1 in the rail-inserted wheel weight force sensor assembly and the vertical force sensor Fy2 in the multi-vector curved rail pad weighing sensor 3. Therefore, Fy=Fy1+Fy2. Substitute the formula Fy=Fy1+Fy2 and the correction coefficients k1, k2 and k3 into the weight formula The actual weight of each vehicle on the dynamic curve track scale mg' can be obtained

Claims

1. A novel non-stop track dynamic curve track scale, which adopts a combination design of a multi-vector curve rail pad weighing sensor module assembly and a rail-inserted wheel weight force sensor module assembly, and is characterized by: The novel track-breaking dynamic curved track scale comprises a rail (1), a pre-buried foundation steel plate (2), a multi-vector curved rail pad weighing sensor assembly, a rail-inserted wheel weight force sensor assembly, a curved α slope steel sleeper module assembly and a curved α arc anti-climbing device module; The multi-vector curved rail pad weighing sensor assembly comprises a rail (1), a multi-vector curved rail pad weighing sensor body (3), an M24×120 high-strength bolt (4), a first thickened flat washer (5), a second thickened flat washer (9), a first thickened spring washer (6), a second thickened spring washer (10), a first B-type elastic bar (7), a first M24×70 high-strength bolt (8), a male and female arc-shaped insulating pad under the first curved elastic bar (11), a first rail bottom shock-absorbing rubber pad (12), a stainless steel sealing cover (13), a stainless steel waterproof joint (14), an elastic rubber (15) to prevent rain, snow, ice, frost, sand and aging, a sensor adjustment seat (16), a horizontal force sensor output shielded cable (17), a vertical force sensor output shielded cable (18), a horizontal force sensor wiring compensation plate (19), a vertical force sensor wiring compensation plate (20), a resistance strain gauge (21), and a flexible potting glue (22); The rail-inserted wheel-load force sensor assembly comprises a rail (1), an α-slope steel pillow seat (23), a curved spring bar arc-shaped rail pressure device male and female (24), a second B-type spring bar (25), a second rail bottom shock-absorbing rubber pad (26), a second curved spring bar lower arc-shaped insulating pad male and female (27), a rail-inserted wheel-load force sensor (28), a second M24×70 high-strength bolt (29), a third thickened flat washer (30), and a third thickened spring washer (31); The curved α slope steel sleeper module assembly comprises a steel rail (1), an α slope steel sleeper seat (23), a curved spring bar arc-shaped rail pressure device male and female (24), a second B-type spring bar (25), a second rail bottom shock-absorbing rubber pad (26), a second curved spring bar lower arc-shaped insulating pad male and female (27), a steel rail plug-in wheel load force sensor (28), a second M24×70 high-strength bolt (29), a third thickened flat washer (30), and a third thickened spring washer (31); The α-arc anti-climbing device module assembly is composed of a steel rail (1), a pre-buried foundation steel plate (2), male and female curved α-arc anti-climbing device brackets (32), a steel rail anti-climbing rod (33), a cotter pin (34), and an anti-climbing rod insulating sleeve (35).

2. A novel non-stop track dynamic curve track scale as claimed in claim 1, characterized in that: The rail-inserted wheel load force sensor (28) is installed by inserting the Morse drilling hole into the web at the center axis position of the rail into the tapered hole and then locking it according to a certain torque.

3. A novel non-stop track dynamic curve track scale as claimed in claim 1, characterized in that: The rail-inserted wheel-weight force sensor (28) is composed of a rail-inserted wheel-weight force sensor elastic body, a metal gasket, a silicone gasket, a locking nut M27×2, a palpable cover, a resistance strain gauge, a spring-type resistor, a Wheatstone bridge wiring circuit board, a connector seat, a stainless steel waterproof sealing connector, a non-standard metal gasket, a rubber sealing ring, a stainless steel spring connector, a shielded cable, a two-hole junction box, a circuit compensation board, and a junction box sealing plate.

4. A novel non-stop track dynamic curve track scale as claimed in claim 3, characterized in that: R2 and R4 in the Wheatstone bridge wiring circuit board and the 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 novel non-stop track dynamic curve track scale as claimed in claim 1, characterized in that: The waveform output by the rail-inserted wheel weight force sensor assembly is a linear triangle, and the vertical force output of the multi-vector curved rail pad weighing sensor assembly is a linear trapezoid under the condition of continuous multi-point distribution. The linear triangular waveform characteristics of the rail-inserted wheel weight force sensor assembly are superimposed and complementary with 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 novel non-stop track dynamic curved track scale as claimed in 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 direction of the rail (1), and the height of the two ends of the elastic body of the multi-vector curved rail pad weighing sensor assembly is matched with the α inclination angle of the two rails (1) in the curved area.

7. A novel non-stop dynamic curved track scale as claimed in claim 6, characterized in that: The bottom of the circular arc groove of the rail (1) on the elastic body 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 circular arc groove of the rail (1) on the elastic body of the multi-vector curved rail pad weighing sensor assembly adopts a circular arc groove that matches the curvature radius of the curved bend area and the size of the model of the rail (1) used in the curved bend.

8. A novel non-stop track dynamic curved track scale as claimed in claim 7, characterized in that: The horizontal force sensor comprises a resistance strain gauge 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 board (19) and a Wheatstone bridge wiring circuit board circuit to form a bridge. R1, R6, R10, R13 in the Wheatstone bridge wiring circuit board circuit are pull-type pieces; R2, R5, R9, 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. A novel non-stop track dynamic curved track scale as claimed in 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 board (20) and a Wheatstone bridge wiring circuit board circuit to form a bridge. R3, R8, R11, R16 in the Wheatstone bridge wiring circuit board circuit are pull-type sheets; R4, R7, R12, R15 are press-type sheets; 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.

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