Railway vehicle unbalance loading detection device

Abstract

A railway vehicle unbalance loading detection device comprises a sensor mounting plate and a pressure sensor. The end part of the sensor mounting plate is provided with a clamping mechanism which is used for clamping the rail bottom of a steel rail and keeping the sensor mounting plate between adjacent sleepers; the pressure sensor is detachably connected to the sensor mounting plate, the pressure sensor is provided with triggering pieces extending to the two sides of the steel rail, and the triggering pieces can make extrusion contact with wheels on the steel rail so as to detect the unbalance loading pressure of the wheels on the side to the steel rail. The railway vehicle unbalance loading detection device can ensure the precision and stability of vehicle unbalance loading detection, and is convenient to mount and dismount.

Description

Technical Field

[0001] The utility model relates to the technical field of track detection, in particular to a railway vehicle eccentric load detection device. Background Art

[0002] Railways are primarily used for long-distance transportation and have developed rapidly due to their high speed and low cost. Overloading of railway vehicles refers to the situation where, after loading, the projection of the cargo's total center of gravity is not located at the intersection of the longitudinal and transverse centerlines of the freight car. Specifically, if the lateral deviation of the cargo's center of gravity exceeds 100 mm, or if, despite the longitudinal deviation, the cargo weight borne by each vehicle bogie exceeds half of the freight car's allowable load, and the difference in weight borne by the two bogies is greater than 10 tons, this situation is considered overloading. Overloading can cause a series of safety hazards and problems, such as increasing the risk of rollover when the train is traveling uphill, and causing tire wear, chassis plate fractures, and deformation and damage to the carriages. To avoid these accidents, when overloading is discovered in railway freight cars, vehicle personnel usually notify the station to reload (reverse the cargo) the cargo to ensure that the load is evenly distributed and meets the requirements of safe transportation.

[0003] When using the existing overload detection device, the sleepers on the railway need to be removed and the detection device needs to be installed in the position of the original sleepers. This not only increases the complexity of installation, but also fixes the device to the rail only by welding. Under the action of long-term pressure, the device is easily misaligned, thereby reducing the accuracy of the detection. Utility Model Content

[0004] The purpose of the utility model is to provide a railway vehicle eccentric load detection device, which can ensure the accuracy and stability of vehicle eccentric load detection and is convenient for installation and disassembly.

[0005] The technical solution adopted by the utility model is: a railway vehicle eccentric load detection device, comprising a sensor mounting plate and a pressure sensor;

[0006] The end of the sensor mounting plate is provided with a clamping mechanism for clamping the rail bottom and holding the sensor mounting plate between adjacent sleepers;

[0007] The pressure sensor is detachably connected to the sensor mounting plate and has triggering members extending to both sides of the rail. The triggering members can be squeezed into contact with the wheels on the rail to detect the eccentric load pressure of the wheels on the rail.

[0008] As a preferred solution, the sensor mounting plate includes a base and a slide groove provided on the base, and the slide groove is slidably matched with the pressure sensor, so that the pressure sensor can slide along the length direction of the sleeper to achieve disassembly.

[0009] As a preferred solution, a limiting member is provided at the edge of the base to limit the pressure sensor from leaving the sliding groove.

[0010] As a preferred solution, the limiting member is a flexible protrusion.

[0011] As a preferred solution, the pressure sensor includes a sensor substrate and a resistance strain gauge arranged in the sensor substrate, and a triggering member having one end connected to the resistance strain gauge and the other end extending upward to the outside of the sensor substrate.

[0012] As a preferred solution, there are no less than two triggering members on the same side of the rail, and the line connecting adjacent triggering members is along the travel path of the wheel.

[0013] As a preferred solution, each clamping mechanism includes two opposing clamping members, one of which is fixedly connected to the sensor mounting plate; the opposite sides of the upper ends of the two clamping members are provided with slots that fit the cross-section of the rail, and the lower ends of the two clamping members are detachably connected by fasteners.

[0014] As a preferred solution, in the same clamping mechanism, a lower end of one clamping member is provided with a positioning portion that engages with another clamping member.

[0015] As a preferred solution, an anti-slip layer is provided in the card slot.

[0016] As a preferred solution, the edge of the pressure sensor is provided with a protrusion that matches the sliding groove.

[0017] Compared with the prior art, the beneficial effects of the present invention are:

[0018] 1. The clamping mechanism allows for direct installation under the rails without affecting the layout of existing sleepers, thus avoiding the risk of damage to the track structure caused by welding the fixtures to the rails in traditional methods. This protects railway infrastructure, extends the service life of the rails and detection devices, simplifies the installation process, and reduces interference and interruption time to railway operations.

[0019] 2. The clamping mechanism can be firmly fixed to the bottom of the rail, forming a reliable connection with the rail, reducing the deviation problem caused by long-term pressure, thereby improving the long-term stability and durability of the device.

[0020] 3. By installing pressure sensors directly on the wheel's path, the load can be directly measured as the wheel passes by, and the pressure difference between each wheel and the rail can be monitored in real time. This direct measurement method significantly improves the accuracy and sensitivity of overload detection, helping to promptly identify and correct overload problems and reduce safety hazards.

[0021] 4. The detachable design of the sensor mounting plate and the clamping mechanism makes it more convenient to maintain or adjust the pressure sensor, reducing maintenance costs and difficulty. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0023] Figure 1 This is a schematic diagram of the installation of the utility model on the rail;

[0024] Figure 2 is a schematic cross-sectional view of a rail;

[0025] Figure 3 This is a schematic diagram of the overall axial side of the utility model;

[0026] Figure 4 This is a schematic diagram of the sensor mounting plate in the present invention;

[0027] Figure 5 Schematic diagram of the pressure sensor in the present utility model;

[0028] Figure 6 It is a schematic diagram of the clamping mechanism in the present invention.

[0029] Reference numerals:

[0030] 1. Sensor mounting plate, 101. Base, 102. Slide, 103. Limiting piece;

[0031] 2. Pressure sensor, 201. Trigger, 202. Sensor substrate, 203. Resistance strain gauge;

[0032] 3. Clamping mechanism, 301. Clamping member, 302. Slot, 303. Positioning portion;

[0033] 4. Bump. DETAILED DESCRIPTION

[0034] The present invention is described in detail below by way of exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may also be beneficially combined in other embodiments.

[0035] It should be noted that: unless otherwise defined, the technical or scientific terms used herein shall have the usual meanings understood by persons of ordinary skill in the field to which the present invention belongs. The words "one", "an" or "the" and the like used in the specification and claims of the present utility model patent application do not express quantity restrictions, but rather indicate the presence of at least one; the words "first", "second" and "third" used herein shall not be regarded as restrictions on the order of components, but merely serve to distinguish different components; words such as "include" or "comprise" indicate that the elements or objects appearing before "include" or "comprise" include the elements or objects listed after "include" or "comprise" and their equivalents, but do not exclude other elements or objects with the same function.

[0036] In order to more clearly describe the specific structure of the railway vehicle eccentric load detection device, Figure 1-6 Describe this embodiment:

[0037] like Figure 1-3 As shown, a railway vehicle eccentric load detection device includes a sensor mounting plate 1 and a pressure sensor 2. A clamping mechanism 3 is provided at the end of the sensor mounting plate 1 for clamping the bottom of a rail 5 and holding the sensor mounting plate 1 between adjacent sleepers 6. The pressure sensor 2 is detachably connected to the sensor mounting plate 1 and includes trigger members 201 extending to both sides of the rail 5. These trigger members 201 can press against a wheel on the rail 5 to detect the eccentric load pressure exerted by the wheel on that side on the rail. The clamping mechanism 3 secures the sensor to the bottom of the rail 5 and between adjacent sleepers 6, forming a reliable connection with the rail 5. This reduces misalignment caused by long-term pressure, thereby improving the long-term stability and durability of the device.

[0038] See Figure 5 Specifically, the pressure sensor 2 includes a sensor substrate 202 and a resistance strain gauge 203 arranged in the sensor substrate 202, and a trigger member 201 with one end connected to the resistance strain gauge 203 and the other end extending upward to the outside of the sensor substrate 202. The resistance strain gauges 203 are electrically connected to form a working bridge, and the working bridge and the sensor substrate are connected to the monitoring system of the railway inspection department.

[0039] When a railway vehicle travels on the rail 5, the wheel passes the pressure sensor 2, exerting pressure on the force triggering member 201. The resistance strain gauge 203 is thereby compressed and slightly deformed, causing the output voltage of the bridge to change. The change signal is converted into an electrical signal and transmitted to the monitoring system in real time. After receiving the electrical signal, the monitoring system uses an algorithm to analyze whether the wheel pressure distribution is uniform, that is, whether there is a load imbalance. The specific detection method can refer to the existing technology. Once it is detected that the load imbalance exceeds the safety threshold, the system will automatically issue an alarm to prompt the operator to take measures, such as adjusting the cargo loading or suspending operation to redistribute the cargo, to avoid potential safety risks.

[0040] There are no less than two triggering members 201 on the same side of the rail, and the line connecting adjacent triggering members 201 is along the length direction of the rail and is located on the same travel path of the wheel.

[0041] By directly installing the pressure sensor 2 on the wheel's path, the load can be directly measured as the wheel passes by, and the pressure difference between each wheel and the rail 5 can be monitored in real time. This direct measurement method significantly improves the accuracy and sensitivity of eccentric load detection, helps to promptly detect and correct eccentric load problems, and reduce safety hazards. Figure 4 The sensor mounting plate 1 specifically includes a base 101 and a slide groove 102 provided on the base 101. The slide groove 102 slides with the pressure sensor 2, so that the pressure sensor 2 can slide along the length of the sleeper to achieve removal. The entire pressure sensor can be replaced without disassembling the clamping mechanism 3. Figure 5 A protrusion 4 that matches the slide groove 102 can be provided on the edge of the pressure sensor 2 to facilitate assembly.

[0042] In order to prevent the pressure sensor 2 from sliding freely between the slide grooves 102, a limit member 103 is provided on the edge of the base 101 to limit the pressure sensor 2 from leaving the slide groove 102. The limit member 103 limits the movement range of the pressure sensor 2 in the slide groove 102, ensuring that the pressure sensor 2 is accurately positioned at the preset optimal detection position, avoiding detection errors caused by movement, and improving the accuracy of overload detection; the limit member 103 can specifically be a flexible protrusion or other detachable limiting mechanism, which does not affect the installation of the pressure sensor.

[0043] See Figure 1 and Figure 6The clamping mechanism 3 can be directly installed under the rail 5 without affecting the layout of the existing sleepers 6, avoiding the risk of track structure damage caused by the traditional method of welding the fixing device on the rail, protecting the railway infrastructure, extending the service life of the track and detection device, simplifying the installation process, and reducing interference and interruption time to railway operations. Specifically, each clamping mechanism 3 includes two opposing clamping members 301, one of which is fixedly connected to the sensor mounting plate 1; a slot 302 that matches the cross-section of the rail is provided on opposite sides of the upper ends of the two clamping members 301. The rail is roughly divided into three parts: the rail head, the rail waist, and the rail bottom. The slot 302 can be clamped in the rail bottom without affecting the movement of the wheel on the rail head; the lower ends of the two clamping members 301 are detachably connected by a fastener 305, which can be a bolt and a nut. That is, a bolt hole 304 is provided at the lower end of each of the two clamping members 301, and bolts are inserted into the opposing bolt holes 304. After the two clamping members 301 are closed, the nuts are screwed on the ends of the bolts.

[0044] The slot 302 is designed to correspond to the cross-sectional profile of the rail 5, ensuring that the clamping mechanism 3 can fit tightly against the rail 5, ensuring good stability and contact reliability; the clamping mechanism 3 can be quickly and accurately positioned and fixed on the rail 5 by means of the snap connection, thereby improving installation efficiency and reducing the possibility of installation errors; when maintenance or inspection is required, the snap connection also facilitates quick disassembly and reinstallation, reducing maintenance costs and time consumption.

[0045] The detachable design of the sensor mounting plate 1 and the clamping mechanism 3 makes it more convenient to maintain or adjust the pressure sensor 2, thereby reducing maintenance costs and difficulty.

[0046] To enhance the stability of the two clamping members, within the same clamping mechanism 3, a positioning portion 303 is provided at the lower end of one clamping member 301, which engages with the other clamping member 301. When the two clamping members are closed, the two positioning portions 303 engage, limiting the movement of the clamping members 301. The combination of the fastener and the positioning portion 303 secures the entire detection device to the rail 5, maintaining exceptional stability even when the train is running at high speed or under heavy load, preventing the device from shifting and enhancing railway transportation safety.

[0047] An anti-slip layer is provided in the clamping slot 302 to increase the friction between the contact surface of the clamping slot 302 and the rail 5. Even in the case of strong vibration caused by high-speed train travel or emergency braking, the relative sliding between the clamping mechanism 3 and the rail 5 can be effectively prevented, thereby ensuring the stability of the detection device and the accuracy of the measurement data. The anti-slip layer design can reduce direct metal friction between the clamping part and the rail 5, avoid wear caused by long-term contact, protect the surface of the rail 5 from damage, and extend the service life of railway infrastructure.

[0048] Parts not described in detail in the above embodiments are prior art.

[0049] It should be noted that although the present invention has been described through the above embodiments, the present invention may also have other various embodiments. Without departing from the spirit and scope of the present invention, it is obvious that those skilled in the art may make various corresponding changes and modifications to the present invention, and such changes and modifications shall fall within the scope of protection of the appended claims and their equivalents.

Claims

1. A railway vehicle eccentric load detection device, characterized by: It includes a sensor mounting plate (1) and a pressure sensor (2); The end of the sensor mounting plate (1) is provided with a clamping mechanism (3) for clamping the bottom of the rail and holding the sensor mounting plate (1) between adjacent sleepers; The pressure sensor (2) is detachably connected to the sensor mounting plate (1), and has a triggering member (201) extending to both sides of the rail. The triggering member (201) can be in press contact with the wheel on the rail to detect the eccentric load pressure of the wheel on the rail.

2. The railway vehicle eccentric load detection device according to claim 1, characterized in that: The sensor mounting plate (1) comprises a base (101) and a slide groove (102) provided on the base (101); the slide groove (102) and the pressure sensor (2) are slidably matched, so that the pressure sensor (2) can slide along the length direction of the sleeper to achieve disassembly.

3. The railway vehicle eccentric load detection device according to claim 2, characterized in that: A limiting member (103) is provided on the edge of the base (101) to limit the pressure sensor (2) from being separated from the sliding groove (102).

4. The railway vehicle eccentric load detection device according to claim 3, characterized in that: The limiting member (103) is a flexible protrusion.

5. The railway vehicle eccentric load detection device according to claim 1, characterized in that: The pressure sensor (2) comprises a sensor substrate (202), a resistance strain gauge (203) arranged in the sensor substrate (202), and a triggering member (201) having one end connected to the resistance strain gauge (203) and the other end extending upward to the outside of the sensor substrate (202).

6. The railway vehicle eccentric load detection device according to claim 1, characterized in that: There are no less than two triggering members (201) on the same side of the rail, and the connecting line of adjacent triggering members (201) is along the travel path of the wheel.

7. The railway vehicle eccentric load detection device according to claim 1, characterized in that: Each clamping mechanism (3) comprises two opposing clamping members (301), one of which is fixedly connected to the sensor mounting plate (1); opposite sides of the upper ends of the two clamping members (301) are provided with a slot (302) that matches the cross section of the rail, and the lower ends of the two clamping members (301) are detachably connected via a fastener.

8. The railway vehicle eccentric load detection device according to claim 7, characterized in that: In the same clamping mechanism (3), a lower end of a clamping member (301) is provided with a positioning portion (303) that engages with another clamping member (301).

9. The railway vehicle eccentric load detection device according to claim 7, characterized in that: An anti-slip layer is provided in the card slot (302).

10. The railway vehicle eccentric load detection device according to claim 2, characterized in that: The edge of the pressure sensor (2) is provided with a protrusion (4) that matches the slide groove (102).

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