Railway vehicle dynamic overload and unbalanced load wheel load detection device with novel loader

Abstract

The utility model provides a railway vehicle dynamic overload and unbalanced load wheel load detection device with a novel loader, which relates to the field of overload and unbalanced load detection, and comprises the loader, a plurality of sleepers and sleeper connecting equipment for connecting two adjacent sleepers; the steel rail assembly comprises a plurality of steel rails arranged on the loader; and the sensing assembly comprises a plurality of sensors arranged on a plurality of steel rails, and has the advantage of improving the convenience and accuracy of overload and unbalanced load detection of the railway transportation truck.

Description

Technical Field

[0001] The utility model relates to the field of over-eccentric load detection, in particular to a railway vehicle dynamic over-eccentric load wheel weight detection device with a novel load carrier. Background Art

[0002] With the rapid development of railway transportation, the situation that overloading and unbalanced loading of railway freight cars cause damage to vehicles, reduce their service life, and endanger driving safety is becoming increasingly serious. After the large-scale speed increase of railways, higher requirements are put forward for railway safety. In order to ensure the safety of railway freight transportation, it is necessary to conduct strict inspections on overloading and unbalanced loading of transport freight cars.

[0003] In the prior art, the method for detecting overload and unbalanced load of transport trucks is to dig a pit on the railway line, cast a concrete foundation, place a steel structure weighing platform, install 4-8 sensors at both ends of the weighing platform, and install sensors on the waist of the outer rail above the weighing platform to form a detection device. This method requires civil construction and production of weighing platforms, which is costly, has a long construction period, requires the line to be shut down, and requires a large number of sensors.

[0004] Therefore, it is necessary to provide a railway vehicle dynamic overload and eccentric wheel weight detection device with a new type of load carrier, so as to improve the convenience and accuracy of overload and eccentric wheel weight detection of railway transport trucks. Utility Model Content

[0005] The utility model provides a railway vehicle dynamic overload wheel weight detection device with a novel load carrier, comprising: a load carrier, comprising a plurality of sleepers and a sleeper connecting device for connecting two adjacent sleepers; a rail assembly, comprising a plurality of rails arranged on the load carrier; and a sensing assembly, comprising a plurality of sensors arranged on the plurality of rails.

[0006] Furthermore, the load-bearing device includes a plurality of groups of load-bearing devices arranged along the length direction of the rail, wherein each group of the load-bearing devices includes a plurality of sleepers arranged along the length direction of the rail, and a rail is arranged between one end of two adjacent sleepers.

[0007] Further, the bearing equipment includes a No. 1 sleeper, a No. 2 sleeper, a No. 3 sleeper and a No. 4 sleeper, and the rail assembly includes a No. 1 rail, a No. 2 rail, a No. 3 rail, a No. 4 rail, a No. 5 rail, a No. 6 rail, a No. 7 rail and an No. 8 rail, the No. 1 rail is arranged above one end of the No. 1 sleeper and one end of the No. 2 sleeper, the No. 2 rail is arranged above the other end of the No. 1 sleeper and the other end of the No. 2 sleeper, the No. 3 rail is arranged above one end of the No. 2 sleeper and one end of the No. 3 sleeper, the No. 4 rail is arranged above the other end of the No. 2 sleeper and the other end of the No. 3 sleeper, the No. 5 rail is arranged above one end of the No. 3 sleeper and one end of the No. 4 sleeper, the No. 6 rail is arranged above the other end of the No. 3 sleeper and the other end of the No. 4 sleeper; the No. 7 rail and the No. 8 rail are also arranged above the two ends of the No. 4 sleeper, respectively.

[0008] Furthermore, two adjacent sleepers are detachably connected via the sleeper connecting device, which includes two sleeper connectors, wherein the two sleeper connectors are respectively arranged on two adjacent sleepers, and the sleeper connector includes an upper connecting piece and a lower connecting piece, wherein the upper connecting piece is arranged above the sleeper, and the lower connecting piece is arranged below the sleeper, and the upper connecting piece and the lower connecting piece are detachably connected via a first bolt and a first nut, wherein the cross-section of the upper connecting piece matches the shape of the sleeper, and sleeper connecting plates are arranged on both sides of the upper connecting piece, and two adjacent sleeper connecting plates are connected via a second bolt and a second nut.

[0009] Furthermore, a rubber pad is provided between the upper connecting piece and the sleeper, and a rubber pad is provided between the lower connecting piece and the sleeper.

[0010] Further, the sensing component includes multiple groups of sensing devices, wherein the sensing devices include sensor No. 1, sensor No. 2, sensor No. 3, sensor No. 4, sensor No. 5, sensor No. 6, sensor No. 7 and sensor No. 8, the No. 1 rail is provided with sensor No. 1 at the waist of the No. 1 rail, the No. 2 rail is provided with sensor No. 2 at the waist of the No. 2 rail, the No. 3 rail is provided with sensor No. 3 at the waist of the No. 3 rail, the No. 4 rail is provided with sensor No. 4 at the waist of the No. 4 rail, the No. 5 rail is provided with sensor No. 5 at the waist of the No. 5 rail, the No. 6 rail is provided with sensor No. 6 at the waist of the No. 6 rail, the No. 7 rail is provided with sensor No. 7 at the waist of the No. 7 rail, and the No. 8 sensor is provided at the waist of the No. 8 rail.

[0011] Further, the sensor No. 1, sensor No. 2, sensor No. 3, sensor No. 4, sensor No. 5, sensor No. 6, sensor No. 7 and sensor No. 8 are respectively arranged in the through holes opened at the waist of the rail No. 1, rail No. 2, rail No. 3, rail No. 4, rail No. 5, rail No. 6, rail No. 7 and rail No. 8.

[0012] Furthermore, the sensor is a shear force sensor.

[0013] Furthermore, the device also includes a signal processing component, including a plurality of signal processors, each of the sensors is electrically connected to one of the signal processors, wherein the signal processor includes an AD converter.

[0014] Furthermore, the device also includes a controller, and the output ends of the multiple signal processors are electrically connected to the input end of the controller, and the controller is used to calculate the wheel weight on one lateral side of the vehicle according to the output signals of the sensor No. 1, sensor No. 3, sensor No. 5, and sensor No. 7. The controller is also used to calculate the wheel weight on the other lateral side of the vehicle according to the output signals of the sensor No. 2, sensor No. 4, sensor No. 6, and sensor No. 8, and determine the left and right unbalanced load of the vehicle according to the wheel weight on one lateral side of the vehicle and the wheel weight on the other lateral side of the vehicle; the controller is also used to calculate the wheel weight on one vertical end of the vehicle according to the output signals of the sensor No. 1, sensor No. 2, sensor No. 3, and sensor No. 4, and calculate the wheel weight on the other vertical end of the vehicle according to the output signals of the sensor No. 5, sensor No. 6, sensor No. 7, and sensor No. 8, and calculate the front and rear unbalanced load of the vehicle based on the wheel weight on one vertical end of the vehicle and the wheel weight on the other vertical end of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] This specification will be further described in the form of exemplary embodiments, which will be described in detail by the accompanying drawings. These embodiments are not restrictive, and in these embodiments, the same number represents the same structure, wherein:

[0016] Figure 1 It is a structural schematic diagram of a railway vehicle dynamic overload and eccentric wheel weight detection device with a new type of load carrier according to some embodiments of this specification;

[0017] Figure 2 is a schematic diagram of the structure of a sleeper connector according to some embodiments of this specification;

[0018] Figure 3 It is a schematic diagram of the structure of a sleeper connector according to some embodiments of this specification.

[0019] In the figure, 1, sleeper No. 1; 2, sleeper No. 2; 3, sleeper No. 3; 4, sleeper No. 4; 5, rail No. 1; 6, rail No. 2; 7, rail No. 3; 8, rail No. 4; 9, rail No. 5; 10, rail No. 6; 11, sensor No. 1; 12, sensor No. 2; 13, sensor No. 3; 14, sensor No. 4; 15, sensor No. 5; 16, sensor No. 6; 17, sleeper No. 5; 18, rail No. 6 Sleeper; 19. Sleeper No. 7; 20. Sleeper No. 8; 21. Sleeper No. 9; 22. Sleeper No. 10; 23. Sleeper No. 11; 24. Sleeper No. 12; 25. Load carrier; 26. Sleeper connector; 27. Upper connecting piece; 28. Lower connecting piece; 29. ​​Rubber pad; 30. Sleeper connecting plate; 31. First nut; 32. Second bolt; 33. Second nut; 34. Upper plane of sleeper; 35. Bottom plane of sleeper. DETAILED DESCRIPTION

[0020] In order to more clearly illustrate the technical solutions of the embodiments of this specification, the following is a brief introduction to the drawings required for the description of the embodiments. Obviously, the drawings described below are only some examples or embodiments of this specification. For ordinary technicians in this field, this specification can also be applied to other similar scenarios based on these drawings without creative work. Unless it is obvious from the language environment or otherwise explained, the same reference numerals in the figures represent the same structure or operation.

[0021] Figure 1 FIG. 1 is a schematic diagram of a structure of a railway vehicle dynamic overload wheel weight detection device with a new type of load carrier according to some embodiments of the present specification, such as Figure 1 As shown, a dynamic overload wheel weight detection device for a railway vehicle with a novel load carrier may include a load carrier 25, a rail assembly and a sensing assembly. The load carrier 25 may include a plurality of sleepers and a sleeper connection device for connecting two adjacent sleepers. The rail assembly may include a plurality of rails arranged on the load carrier 25. The sensing assembly may include a plurality of sensors arranged on the plurality of rails.

[0022] The load bearing device 25 includes a plurality of groups of load bearing devices arranged along the length direction of the rail, wherein each group of load bearing devices includes a plurality of sleepers arranged along the length direction of the rail, and a rail is arranged between one end of two adjacent sleepers.

[0023] Figure 2 is a schematic diagram of the structure of a carrier device according to some embodiments of this specification, such as Figure 2As shown, in some embodiments, the bearing device includes a No. 1 sleeper 1, a No. 2 sleeper 2, a No. 3 sleeper 3 and a No. 4 sleeper 4, and the rail assembly includes a No. 1 rail 5, a No. 2 rail 6, a No. 3 rail 7, a No. 4 rail 8, a No. 5 rail 9, a No. 6 rail 10, a No. 7 rail and an No. 8 rail. The No. 1 rail 5 is arranged above one end of the No. 1 sleeper 1 and one end of the No. 2 sleeper 2, and the No. 2 rail 6 is arranged at the other end of the No. 1 sleeper 1 and the other end of the No. 2 sleeper 2 A No. 3 rail 7 is arranged above one end of the No. 2 sleeper 2 and one end of the No. 3 sleeper 3, a No. 4 rail 8 is arranged above the other end of the No. 2 sleeper 2 and the other end of the No. 3 sleeper 3, a No. 5 rail 9 is arranged above one end of the No. 3 sleeper 3 and one end of the No. 4 sleeper 4, a No. 6 rail 10 is arranged above the other end of the No. 3 sleeper 3 and the other end of the No. 4 sleeper 4; a No. 7 rail and an No. 8 rail are also arranged above both ends of the No. 4 sleeper 4, respectively.

[0024] like Figure 1 As shown, only as an example, sleeper No. 1 1, sleeper No. 2 2, sleeper No. 3 3, sleeper No. 4 4, sleeper No. 5 17, sleeper No. 6 18, sleeper No. 7 19, sleeper No. 8 20, sleeper No. 9 21, sleeper No. 10 22, sleeper No. 11 23 and sleeper No. 12 24 can be connected to form a carrier 25.

[0025] Figure 2 is a schematic diagram of the structure of a sleeper connector according to some embodiments of this specification, Figure 3 is a schematic diagram of the structure of a sleeper connector according to some embodiments of this specification, such as Figure 2 , Figure 3 As shown, in some embodiments, two adjacent sleepers are detachably connected by a sleeper connection device, and the sleeper connection device includes two sleeper connectors 26, wherein the two sleeper connectors 26 are respectively arranged on two adjacent sleepers, and the sleeper connector 26 includes an upper connector 27 and a lower connector 28, wherein the upper connector 27 is arranged above the sleeper, and the lower connector 28 is arranged below the sleeper, and the upper connector 27 and the lower connector 28 are detachably connected by a first bolt and a first nut 31, and the cross section of the upper connector 27 matches the shape of the sleeper, and sleeper connection plates 30 are arranged on both sides of the upper connector 27, and two adjacent sleeper connection plates 30 are connected by a second bolt 32 and a second nut 33. A rubber pad 29 is arranged between the upper connector 27 and the upper plane 34 of the sleeper, and a rubber pad 29 is arranged between the lower connector 28 and the bottom plane 35 of the sleeper.

[0026] like Figure 2 As shown, adjacent sleeper connectors 26 are connected by a connecting plate 30 using four connecting bolts 32 and connecting nuts 33, only as an example.

[0027] In some embodiments, the sensing component can be arranged on the middle supporting device. The sensing component includes multiple groups of sensing devices, wherein the sensing devices include sensor No. 1 11, sensor No. 2 12, sensor No. 3 13, sensor No. 4 14, sensor No. 5 15, sensor No. 6 16, sensor No. 7 and sensor No. 8. The No. 1 sensor 11 is arranged at the waist of the No. 1 rail 5, the No. 2 sensor 12 is arranged at the waist of the No. 2 rail 6, the No. 3 sensor 13 is arranged at the waist of the No. 3 rail 7, the No. 4 sensor 14 is arranged at the waist of the No. 4 rail 8, the No. 5 sensor 15 is arranged at the waist of the No. 5 rail 9, the No. 6 sensor 16 is arranged at the waist of the No. 6 rail 10, the No. 7 sensor is arranged at the waist of the No. 7 rail, and the No. 8 sensor is arranged at the waist of the No. 8 rail. The sensor is a shear force sensor.

[0028] The sleeper connector 26 connects twelve sleepers to form an integral plane carrier 25. During detection, three pairs of adjacent wheels of the vehicle can be on the carrier 25 at the same time, avoiding the misalignment of wheel weights caused by the height difference between sleepers, thereby improving the detection accuracy. By setting up multiple sensors, if one or two sets of sensors fail, the device can still effectively detect overloading, greatly improving the safety assurance capability of railway transportation.

[0029] In some embodiments, a dynamic overload wheel weight detection device for a railway vehicle with a new type of load carrier may also include a signal processing component, including multiple signal processors, each sensor is electrically connected to a signal processor, and the signal processor includes an AD converter.

[0030] In some embodiments, a dynamic overload wheel weight detection device for a railway vehicle with a new type of load-bearing device may also include a controller, and the output ends of multiple signal processors are electrically connected to the input end of the controller. The controller is used to calculate the wheel weight on one lateral side of the vehicle based on the output signals of sensor No. 11, sensor No. 3, sensor No. 13, sensor No. 5, and sensor No. 7. The controller is also used to calculate the wheel weight on the other lateral side of the vehicle based on the output signals of sensor No. 2, sensor No. 12, sensor No. 4, sensor No. 14, sensor No. 6, and sensor No. 8, and determine the left and right overloads of the vehicle based on the wheel weight on one lateral side of the vehicle and the wheel weight on the other lateral side of the vehicle.

[0031] In some embodiments, the controller is also used to calculate the wheel weight at one vertical end of the vehicle based on the output signals of sensor No. 11, sensor No. 2, sensor No. 12, sensor No. 3, and sensor No. 4, and calculate the wheel weight at the other vertical end of the vehicle based on the output signals of sensor No. 5, sensor No. 16, sensor No. 7, and sensor No. 8, and calculate the front and rear unbalanced loads of the vehicle based on the wheel weights at one vertical end of the vehicle and the wheel weights at the other vertical end of the vehicle.

[0032] Just as an example, when the wheels of a railway vehicle pass by in sequence, sensor No. 11, sensor No. 3, sensor No. 13, sensor No. 5, sensor No. 7 can measure the wheel weight Q1, Q3, Q5, Q7 on one lateral side of the vehicle, sensor No. 2, sensor No. 12, sensor No. 4, sensor No. 14, sensor No. 6, sensor No. 16 and sensor No. 8 can measure the vehicle weight Q2, Q4, Q6, Q8 on the other lateral side of the vehicle. Through calculation, it can be concluded that the front and rear overload of the vehicle = (Q1+Q2+Q3+Q4)-(Q5+Q6+Q7+Q8), the left and right overload of the vehicle = (Q1+Q3+Q5+Q7)-(Q2+Q4+Q6+Q8), and the total weight of the vehicle = Q1+Q2+Q3+Q4+Q5+Q6+Q7+Q8.

[0033] A railway vehicle dynamic over-eccentric load wheel weight detection device with a new type of load carrier uses significantly fewer sensors than the existing railway vehicle dynamic over-eccentric load wheel weight detection device, greatly reducing costs while ensuring detection accuracy, and there is no need to replace the original sleepers, reducing equipment costs. The sleeper connector is easy to install, has a short construction period, and is easy to maintain.

[0034] Finally, it should be understood that the embodiments described in this specification are only used to illustrate the principles of the embodiments of this specification. Other variations may also fall within the scope of this specification. Therefore, as an example and not a limitation, alternative configurations of the embodiments of this specification may be considered consistent with the teachings of this specification. Accordingly, the embodiments of this specification are not limited to the embodiments explicitly introduced and described in this specification.

Claims

1. A railway vehicle dynamic overload wheel weight detection device with a new type of load carrier, characterized in that: include: A carrier, comprising a plurality of sleepers and a sleeper connecting device for connecting two adjacent sleepers; A rail assembly, comprising a plurality of rails disposed on the carrier; The sensing component includes a plurality of sensors arranged on the plurality of rails.

2. A railway vehicle dynamic overload wheel weight detection device with a new type of load carrier according to claim 1, characterized in that: The load-bearing device comprises a plurality of groups of load-bearing devices arranged along the length direction of the rail, wherein each group of the load-bearing devices comprises a plurality of sleepers arranged along the length direction of the rail, and a rail is arranged between one end of two adjacent sleepers.

3. A railway vehicle dynamic overload wheel weight detection device with a new type of load carrier according to claim 2, characterized in that: The bearing equipment comprises a No. 1 sleeper, a No. 2 sleeper, a No. 3 sleeper and a No. 4 sleeper, and the rail assembly comprises a No. 1 rail, a No. 2 rail, a No. 3 rail, a No. 4 rail, a No. 5 rail, a No. 6 rail, a No. 7 rail and an No. 8 rail, the No. 1 rail being arranged above one end of the No. 1 sleeper and one end of the No. 2 sleeper, the No. 2 rail being arranged above the other end of the No. 1 sleeper and the other end of the No. 2 sleeper, the No. 3 rail being arranged above one end of the No. 2 sleeper and one end of the No. 3 sleeper, the No. 4 rail being arranged above the other end of the No. 2 sleeper and the other end of the No. 3 sleeper, the No. 5 rail being arranged above one end of the No. 3 sleeper and one end of the No. 4 sleeper, and the No. 6 rail being arranged above the other end of the No. 3 sleeper and the other end of the No. 4 sleeper; A seventh rail and an eighth rail are respectively arranged above both ends of the No. 4 sleeper.

4. A railway vehicle dynamic overload wheel weight detection device with a new type of load carrier according to claim 2, characterized in that: Two adjacent sleepers are detachably connected via the sleeper connecting device, which includes two sleeper connectors, wherein the two sleeper connectors are respectively arranged on two adjacent sleepers, and the sleeper connector includes an upper connecting member and a lower connecting member, wherein the upper connecting member is arranged above the sleeper, and the lower connecting member is arranged below the sleeper, and the upper connecting member and the lower connecting member are detachably connected via a first bolt and a first nut, wherein the cross-section of the upper connecting member matches the shape of the sleeper, and sleeper connecting plates are arranged on both sides of the upper connecting member, and two adjacent sleeper connecting plates are connected via a second bolt and a second nut.

5. A railway vehicle dynamic overload wheel weight detection device with a new type of load carrier according to claim 4, characterized in that: A rubber pad is arranged between the upper connecting piece and the sleeper, and a rubber pad is arranged between the lower connecting piece and the sleeper.

6. A railway vehicle dynamic overload wheel weight detection device with a new type of load carrier according to claim 3, characterized in that: The sensing component includes multiple groups of sensing devices, wherein the sensing devices include sensor No. 1, sensor No. 2, sensor No. 3, sensor No. 4, sensor No. 5, sensor No. 6, sensor No. 7 and sensor No.

8. Sensor No. 1 is arranged at the waist of the No. 1 rail, sensor No. 2 is arranged at the waist of the No. 2 rail, sensor No. 3 is arranged at the waist of the No. 3 rail, sensor No. 4 is arranged at the waist of the No. 4 rail, sensor No. 5 is arranged at the waist of the No. 5 rail, sensor No. 6 is arranged at the waist of the No. 6 rail, sensor No. 7 is arranged at the waist of the No. 7 rail, and sensor No. 8 is arranged at the waist of the No. 8 rail.

7. A railway vehicle dynamic overload wheel weight detection device with a new type of load carrier according to claim 6, characterized in that: The sensor No. 1, sensor No. 2, sensor No. 3, sensor No. 4, sensor No. 5, sensor No. 6, sensor No. 7 and sensor No. 8 are respectively arranged in the through holes opened at the waist of the No. 1 rail, rail No. 2, rail No. 3, rail No. 4, rail No. 5, rail No. 6, rail No. 7 and rail No.

8.

8. A railway vehicle dynamic overload wheel weight detection device with a new type of load carrier according to any one of claims 1 to 7, characterized in that: The sensor is a shear force sensor.

9. A railway vehicle dynamic overload wheel weight detection device with a new type of load carrier according to claim 6, characterized in that: It also includes a signal processing component, including a plurality of signal processors, each of the sensors is electrically connected to one of the signal processors, wherein the signal processor includes an AD converter.

10. A railway vehicle dynamic overload wheel weight detection device with a new type of load carrier according to claim 9, characterized in that: The controller further comprises a controller, wherein the output ends of the plurality of signal processors are electrically connected to the input end of the controller, and the controller is used to calculate the wheel weight on one lateral side of the vehicle according to the output signals of the first sensor, the third sensor, the fifth sensor, and the seventh sensor, and the controller is also used to calculate the wheel weight on the other lateral side of the vehicle according to the output signals of the second sensor, the fourth sensor, the sixth sensor, and the eighth sensor, and determine the left-right unbalanced load of the vehicle according to the wheel weight on one lateral side of the vehicle and the wheel weight on the other lateral side of the vehicle; The controller is also used to calculate the wheel weight at one vertical end of the vehicle based on the output signals of sensor No. 1, sensor No. 2, sensor No. 3, and sensor No. 4, calculate the wheel weight at the other vertical end of the vehicle based on the output signals of sensor No. 5, sensor No. 6, sensor No. 7, and sensor No. 8, and calculate the front and rear unbalanced loads of the vehicle based on the wheel weights at one vertical end of the vehicle and the wheel weights at the other vertical end of the vehicle.

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