Multi-detection-area novel rail vehicle overload and unbalanced load detection equipment

Abstract

The utility model provides a novel rail vehicle overload and unbalanced load detection device with multiple detection areas, and relates to the technical field of vehicle overload and unbalanced load detection. Comprising a plurality of measuring areas arranged along a steel rail and a terminal, and sleepers are arranged at the bottom of the steel rail at intervals in the extending direction of the steel rail; connecting main beams are pre-buried in ballast beds on two sides of a steel rail in each secondary measurement area respectively, and the connecting main beams on two sides are fixedly connected with two ends of a first number of sleepers respectively; a first shearing force sensor and a second shearing force sensor are arranged at the position, corresponding to the upper portion of each connecting main beam, of the steel rail at intervals so as to detect shearing force data; the terminal is electrically connected with the first shearing force sensor and the second shearing force sensor so as to receive shearing force data, and whether the vehicle is overloaded or not is judged according to the shearing force data. The stability of the structure in the corresponding measuring area is improved, installation is convenient, and compared with the prior art, cost is lower.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle overload and unbalanced load detection, and particularly relates to a multi-measuring-zone novel rail vehicle overload and unbalanced load detection device. BACKGROUND

[0002] For a long time, due to objective conditions and economic interests, the phenomenon of railway freight vehicle overload and unbalanced load is serious, causing damage to vehicle equipment, greatly reducing the service life of the vehicle, and even endangering the safety of train operation. Because the problems of overload and unbalanced load cannot be found in time at the loading site, the cost of railway transportation is increased. The damage caused by the overload and unbalanced load of the vehicle during the process of vehicle freight transportation is serious. Not only the vehicle, the line and the turnout are damaged seriously, but also the vehicle axle burning, axle cutting and vehicle overturning and other major accidents are easily caused.

[0003] In recent years, CPZ-100 type overload and unbalanced load detection devices are installed in each railway bureau. They are mainly used in stations. When the freight of each enterprise arrives at the station, the overload and unbalanced load are detected. When the vehicle does not meet the standard, the vehicle needs to be pulled back to the enterprise for re-loading. This process is very cumbersome. The CPZ-100 device cannot detect the overload and unbalanced load of the vehicle from the source when the vehicle is leaving the factory. Although the CPZ-100 device is a device specially used for overload and unbalanced load detection, the cost of the device and civil construction is very high. If it is used as a source detection device, it will be a big burden for each freight station and private line. In order to ensure the installation of the gravity sensor, a specially designed concrete sleeper needs to be used as an installation platform. Therefore, the original sleepers of the line need to be replaced during the on-site construction. Therefore, the installation and construction of the CPZ-100 type overload and unbalanced load detection device need to excavate the line foundation and replace the sleepers. The construction amount is large, the engineering period is long, and the cost is high due to the large number of required devices.

[0004] Therefore, how to develop an overload and unbalanced load detection device with low cost, stable structure and simple installation is one of the problems to be solved. CONTENT OF THE UTILITY MODEL

[0005] The present application provides a multi-measuring-zone novel rail vehicle overload and unbalanced load detection device to at least solve the above technical problems in the prior art.

[0006] According to a first aspect of the present application, a multi-measuring area new-type rail vehicle overload detection device is provided, comprising a plurality of measuring areas arranged along a steel rail and a terminal, wherein the bottom of the steel rail is provided with sleepers at intervals along the extension direction of the steel rail; a connecting main beam is embedded in the track bed on both sides of the steel rail in each measuring area, and the connecting main beams on both sides are fixedly connected with the two ends of a first number of sleepers; a first shear sensor and a second shear sensor are arranged at intervals above each connecting main beam of the steel rail to detect shear force data; and the terminal is electrically connected with the first shear sensor and the second shear sensor to receive the shear force data and determine whether the vehicle is overloaded according to the shear force data.

[0007] In some embodiments of the first aspect of the present application, the connecting main beams on both sides are fixedly connected with the two ends of three adjacent sleepers, which are a first sleeper, a second sleeper and a third sleeper in sequence along the extension direction of the steel rail.

[0008] In some embodiments of the first aspect of the present application, the first shear sensor is arranged at a position corresponding to the first sleeper and the second sleeper of the steel rail; and the second shear sensor is arranged at a position corresponding to the second sleeper and the third sleeper of the steel rail.

[0009] In some embodiments of the first aspect of the present application, the connecting main beam and the sleeper are fixedly connected through a fastening bolt.

[0010] In some embodiments of the first aspect of the present application, the terminal further performs signal amplification, filtering and analog-to-digital conversion on the shear force data.

[0011] In some embodiments of the first aspect of the present application, the number of measuring areas is four.

[0012] In some embodiments of the first aspect of the present application, the shear sensor is of CL-YB-61 type.

[0013] Compared with the prior art, the present application has the following beneficial effects:

[0014] The present application embeds a connecting main beam in the measuring area to be fixedly connected with a first number of sleepers, thereby improving the stability of the structure in the corresponding measuring area and facilitating installation, and the cost is lower than that of the prior art.

[0015] It should be understood that the content described in this part is not intended to identify key or important features of the embodiments of the present application, nor is it used to limit the scope of the present application. Other features of the present application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0016] The above and other objects, features and advantages of the present application will become more apparent from the following detailed description read in conjunction with the accompanying drawings, in which:

[0017] In the drawings, identical or corresponding components are denoted by identical or corresponding reference numerals.

[0018] Figure 1 A multi-measuring area new-type rail vehicle super-axle load detection device according to an embodiment of the present application is shown.

[0019] Figure 2 A measuring area local side view according to an embodiment of the present application is shown.

[0020] Figure 3 A detection principle diagram of a single measuring area according to an embodiment of the present application is shown.

[0021] Figure 4 A shear stress and output waveform diagram of a sensor a according to the present application is shown.

[0022] Figure 5 A shear stress and output waveform diagram of a sensor b according to the present application is shown.

[0023] Figure 6 A combined shear stress and output waveform diagram of a sensor a and a sensor b according to the present application is shown.

[0024] Explanation of reference numerals:

[0025] 1, rail; 2, sleeper; 20, track bed; 21, first sleeper; 22, second sleeper; 23, third sleeper; 3, measuring area; 4, connecting girder; 41, fastening bolt; 51, first shear sensor; 52, second shear sensor. DETAILED DESCRIPTION

[0026] In order to make the purposes, features and advantages of the present application more obvious and easy to understand, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0027] Reference should be made to Figure 1 and Figure 2The embodiment provides a novel multi-measuring-zone track vehicle super-load detection device, which comprises a plurality of measuring zones 3 and a terminal arranged along a steel rail 1, the steel rail 1 is arranged in parallel in two pieces, the bottom of the steel rail 1 is provided with sleepers 2 in the extension direction of the steel rail 1 at intervals, so as to support the steel rail 1 and transmit the huge pressure from the steel rail 1 to the track bed 20. It is worth mentioning that the number of measuring zones is preferably 4, and a redundant design is adopted, so that the device can still work normally even if one of the measuring zones fails; meanwhile, the multi-measuring-zone design scheme further reduces the error and improves the detection accuracy.

[0028] In each measuring zone 3, referring to Figure 2 The track bed 20 on both sides of the steel rail 1 is respectively pre-buried with a connecting girder 4, the connecting girders 4 on both sides are respectively fixedly connected with the two ends of the sleepers 2 in the first number, as an optimization, the connecting girders 4 on both sides are respectively fixedly connected with the two ends of the adjacent three sleepers 2, which are sequentially the first sleeper 21, the second sleeper 22 and the third sleeper 23 along the extension direction of the steel rail.

[0029] It is worth mentioning that the connecting girders 4 and the sleepers 2 are fixedly connected through fastening bolts 41, which are convenient to install and easy to disassemble.

[0030] The steel rail 1 is provided with a first shear sensor 51 and a second shear sensor 52 above each connecting girder 4 at intervals, so as to detect the shear data. As an optimization, the first shear sensor 51 is arranged at a position corresponding to the first sleeper 21 and the second sleeper 22 of the steel rail 1; and the second shear sensor 52 is arranged at a position corresponding to the second sleeper 22 and the third sleeper 23 of the steel rail 1.

[0031] The shear sensor is CL-YB-61 type, and the specific parameters are as follows:

[0032] 1. Model: CL-YB-61; 20t

[0033] 2. Accuracy: better than D0.1 level;

[0034] 3. Protection level: IP68;

[0035] 4. Ambient temperature: -20℃~+70℃.

[0036] The shear sensor can be directly installed on the steel rail 1 by using the gap time of the train, and the installation is convenient and simple. When the wheel stops at any position of the measuring zone, the signal output is consistent. The stability is high, and the anti-vibration and anti-interference ability is strong.

[0037] The terminal is electrically connected with the first shear sensor 51 and the second shear sensor 52 to receive shear data, and judges whether the vehicle is overloaded or not according to the shear data. It should be noted that the method of processing the shear data by the terminal to judge the overload is known in the art, and is not the content to be protected by the present application.

[0038] In order to better process the shear data, the terminal also amplifies, filters and converts the shear data from analog to digital.

[0039] In order to better understand the present scheme for those skilled in the art, the processing principle and method of the shear data are introduced as follows.

[0040] As Figure 3 The detection principle diagram of a single measurement area is shown in the figure, a and b are two plug-in shear sensors installed on the web of the rail 1, i.e. the first shear sensor 51 and the second shear sensor 52. C and d are the rail support points on both sides of the measurement area, i.e. the first sleeper 21 and the third sleeper 23, L is the distance between the support points; P is the vertical wheel load of the wheel, i.e. P=F, the load on the rail.

[0041] According to the stress analysis, it is obtained that:

[0042] V=V1+V2

[0043] V is the shear force generated by the wheel load P on the rail.

[0044] V1=P×L1, V2=P×L2;

[0045] According to the shear stress calculation formula: τ=V / A; V is the shear force, and A is the cross-sectional area of the stress point of the rail

[0046] It is obtained that: τ1=V1 / A, τ2=V2 / A;

[0047] That is: τ1=P×L1 / A, τ2=P×L2 / A;

[0048] In the figure, the rail 1 can be regarded as a uniform material, i.e. A is a fixed value, and P is also a fixed value, so the change of the shear force V and the shear stress τ of the points a and b is L1 and L2, i.e. the position of the wheel between the points a and b. It is worth mentioning that the sleeper in the middle, i.e. the second sleeper 22, is suspended from the rail 1, i.e. does not contact the rail 1.

[0049] As Figures 4-6As shown, when the wheel passes through points a and b, the rail is subjected to shear force, and the combination of the shear forces at the two sensor sections is equal to the load P, regardless of the distance between the two sections. The combination of the signals of the two sensors installed at the rail waist produces a constant output signal proportional to the wheel load. Thus, a set of wheel load data can be obtained in each measurement zone.

[0050] Then, according to the wheel load data of all measurement zones, the overload and unbalanced load conditions can be simply analyzed.

[0051] With this design, the plate sensor required by the traditional large overload and unbalanced load is omitted, and the greatest gain is that the special foundation required for the installation of the plate sensor is omitted, the construction amount and capital investment for equipment installation are greatly reduced, and the simple and new overload and unbalanced load is truly realized.

[0052] It should be understood that various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present application can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solutions of the present application can be achieved, and the present application does not limit this.

[0053] In addition, the terms "first", "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0054] The above is only a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A novel multi-area rail vehicle overload and off-center load detection device, characterized in that, The system includes several testing zones and terminals set along the rails. Sleepers are spaced at intervals along the bottom of the rails in the direction of their extension. Within each testing zone, connecting main beams are pre-embedded in the track bed on both sides of the rail, and these connecting main beams are fixedly connected to the ends of a first number of sleepers. A first shear sensor and a second shear sensor are spaced at intervals above each connecting main beam on the rails to detect shear force data. The terminals are electrically connected to the first and second shear sensors to receive shear force data and determine whether the vehicle is overloaded based on the shear force data.

2. The multi-area novel rail vehicle overload detection device according to claim 1, characterized in that, The connecting main beams on both sides are fixedly connected to the two ends of three adjacent sleepers, which are the first sleeper, the second sleeper and the third sleeper in sequence along the extension direction of the rail.

3. The novel multi-area rail vehicle overload detection device according to claim 2, characterized in that, The first shear force sensor is positioned on the rail between the first sleeper and the second sleeper; the second shear force sensor is positioned on the rail between the second sleeper and the third sleeper.

4. The novel multi-area rail vehicle overload detection device according to claim 1, characterized in that, The main beam and the sleeper are fixedly connected by fastening bolts.

5. The multi-area novel rail vehicle overload detection device according to claim 1, characterized in that, The terminal also amplifies, filters, and performs analog-to-digital conversion on the shear force data.

6. The novel multi-area rail vehicle overload detection device according to claim 1, characterized in that, The number of survey areas is 4.

7. A novel multi-area rail vehicle overload detection device according to claim 1, characterized in that, The shear force sensor is a CL-YB-61 type.

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