JP2002202182A - Apparatus for measuring wheel weight of railroad vehicle and wheel weight measuring method using the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wheel weight measuring apparatus capable of measuring the wheel weights of all of the wheel shafts of one railroad vehicle at the same time by measurement on a ground side to detect fluctuations in the wheel weights of the vehicle. SOLUTION: Plural sets of strain measuring sensors each comprising a pair of strain gauges corresponding to all of the wheels of one vehicle are arranged on left and right rails, so as to leave the interval corresponding to the shaft distance between the front and rear wheel shafts of a truck and the distance between front and rear trucks, and the wheel weights of all of the wheels of one vehicle are measured at the same time. The measured data are processed in a measured data processing part comprising a dynamic strain gauge, an A/D converter, a computer and a printer to detect the wheel weight of the vehicle and the fluctuations thereof.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel load measuring apparatus and a measuring method capable of simultaneously measuring the wheel loads of all the axles of one railway vehicle by ground-side measurement, and detecting the wheel loads and the fluctuations thereof. About.

[0002]

2. Description of the Related Art At present, the most widely used method for measuring wheel loads of railway vehicles is a method based on shear strain. This method is based on the principle that the size of the wheel load is known by attaching a strain measurement sensor to the rail and measuring the dynamic shear strain of the rail when the wheel passes. (Refer to the manual "Explanation of Manuals for Improving the Speed of Conventional Railroads")

[0003] Wheel weight measurement is performed by bridge-connecting four orthogonal type strain measurement sensors (for a total of eight sensors) that are attached at two positions on the neutral shaft on the front and back of the rail web at an angle of 45 ° and passing through the wheels. When a distortion waveform is recorded, a protruding waveform is recorded. Since the height of this projection is proportional to the wheel load, if the relationship between wheel load and strain is determined by load calibration (loading the rail with a jack or the like with a load cell attached), the wheel load value when passing through the wheel will be Desired.

The purpose of the measurement based on the shear strain has been developed so that the wheel load can be measured without being affected by the adjacent wheel. In addition, since the so-called 4-gauge method is used, noise currents act so as to cancel each other, and a clear waveform can be obtained.

However, in the above-mentioned conventional method, the strain measuring sensor is attached to a rail between the sleepers, and the distance between a pair of sensors is about 200 mm. Only peak values are obtained.
That is, only the value at a certain moment can be grasped, and this momentary value is not always the minimum value or the maximum value. In addition, it has been considered that the wheel load cannot be measured in the portion where the sleeper exists because the influence cannot be avoided. Therefore, it has been difficult in principle to grasp the singular values (maximum value, minimum value) and the fluctuation of the wheel load of the train running in a certain section.

[0006] Further, in the conventional ground-side measurement method using shear strain, only the peak value of the wheel load when the wheel passes therethrough can be obtained.
Because the influence was unavoidable, the wheel load could not be measured. On the other hand, the on-vehicle measurement has a drawback that a measured value can be obtained only with a specific bogie of a specific train.

As described above, the conventional wheel load measuring method has many problems. In order to eliminate these problems, Japanese Patent Laid-Open Publication No. Hei 10-185666 discloses that the wheel load can be measured over the entire length of one wheel including the part where the sleeper is present, A method and an apparatus for measuring a wheel load for each wheelset of a railway vehicle by ground-side measurement capable of grasping a continuous variation of a wheel load of a minute length and a singular value (maximum value, minimum value) have been proposed. ing.

[0008]

However, the method and apparatus for measuring the wheel load of a railway vehicle described in the above-mentioned Japanese Patent Application Laid-Open No. 10-185666, which improves the conventional problems,
It is based on the technical idea of measuring the wheel load over one or more turns of the wheel, and can measure only the wheel load for each wheel axle. Therefore, if the wheel load of all the wheel sets for one vehicle is measured by this measuring device, it is necessary to sequentially move each wheel set to the position where the measuring device is installed, and the measurement requires a lot of time and labor. In short, it cannot be measured efficiently. Further, since each wheel set is individually measured, even if the wheel weights of all the wheels of one vehicle are measured, the fluctuation of the wheel weights of the vehicle cannot be accurately known in a short time.

The present invention relates to the above-mentioned Japanese Patent Application Laid-Open No. 10-185666.
The problem of the method and apparatus for measuring the wheel load of a railway vehicle described in Japanese Patent Application Publication No. H10-209, was eliminated, and the wheel load of one vehicle and its variation were reduced by simultaneously measuring the wheel loads of all the axles of one vehicle. It is an object of the present invention to provide a railway vehicle wheel load measuring device and a measuring method thereof that can be accurately detected at a time.

[0010]

In order to achieve the above object, the wheel load measuring device for a railway vehicle according to the present invention comprises a plurality of sets of strain measuring sensors corresponding to all wheels of one vehicle, which are provided on a front and rear wheel axle of a bogie. It is arranged on the left and right rails with an interval corresponding to the wheelbase and the distance between the front and rear bogies, so that the wheel loads of all the wheels of one vehicle can be measured simultaneously.

[0011] Further, another wheel load measuring device for a railway vehicle is configured such that two sets of strain measuring sensors, each comprising a pair of strain gauges, corresponding to the four wheels of one bogie of one vehicle are applied to the axle of the front and rear wheel axles of the bogie. A plurality of sets of the same configuration as the above-mentioned configuration, in which the center-to-center distance between the front and rear bogies is changed, as a strain-measuring sensor group arranged on the left and right rails with a corresponding interval and a strain measuring sensor group corresponding to the other bogie. By disposing the strain measurement sensor group on the left and right rails and simultaneously measuring the wheel weights of all wheels of one vehicle corresponding to a plurality of vehicles having different body lengths, the wheel loads of the bogie and the vehicle and the It is configured to detect the fluctuation.

[0012] The method for measuring the wheel load of a railway vehicle using the wheel load measuring device is such that all the wheels of one vehicle face each other within a measurement area of a strain measuring sensor on a rail on which the wheel load measuring device is installed. The vehicle is stopped, and the wheel weights of all the wheels of one vehicle are simultaneously measured to detect the wheel weight of the vehicle and its fluctuation.

[0013] In addition, another method for measuring the wheel weight of a railway vehicle by the above-mentioned wheel weight measuring device is a method in which the wheels of all the axles of one vehicle face the respective strain measuring sensors, and the measuring area of each strain measuring sensor is measured. While the vehicle is traveling, the simultaneous measurement of the wheel weights of all the wheels of one vehicle is continuously repeated a plurality of times to detect the wheel weights of all the vehicles and their fluctuations.

Further, in the third method for measuring the wheel load of a railway vehicle by the wheel load measuring device, the first axis of the traveling vehicle in the traveling direction is the first first strain measuring sensor of the wheel load measuring device. When the vehicle is approaching, the measurement of the wheel load is started, and while the vehicle continues to run, the second, third, and fourth strain measurement sensors sequentially repeat the measurement of the wheel load to determine the second direction in the traveling direction of the vehicle. When the axes, the third axis and the fourth axis respectively reach the first strain measuring sensor of the above-mentioned wheel load measuring device, the wheel load measurement is sequentially started in the same manner as the first axis, and the vehicle continues to run. The second, third, and fourth strain measurement sensors sequentially repeat the wheel load measurement,
The wheel load of each vehicle is detected by calculating the wheel load of each wheel using the average value of the measurement data obtained by the four strain measurement sensors installed corresponding to the wheel sets of the front and rear bogies of one vehicle.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION A plurality of sets of strain measuring sensors each consisting of a pair of strain gauges corresponding to all wheels of one vehicle are described.
With a wheel load measuring device arranged on the left and right rails at an interval corresponding to the axle distance of the front and rear wheel axles of the bogie and the distance between the front and rear bogies, 1
By configuring so that the wheel loads of all the wheels of the vehicle can be measured simultaneously, the vehicle placed in this measurement area can simultaneously measure a constant shear strain proportional to the wheel load for all the wheels, where the wheel By detecting the strain in proportion to the load, the wheel load of the vehicle and its fluctuation can be detected.

Further, on a rail on which the above-mentioned wheel load measuring device is installed, the vehicle is driven within the measurement area of each strain measuring sensor in a state where the wheels of all the axles of the vehicle face the strain measuring sensors. During traveling, the simultaneous measurement of the wheel weights of all the wheels of one vehicle is continuously repeated a plurality of times, so that the wheel weights of all the vehicles and the fluctuation thereof can be detected.

Further, on the rail on which the wheel load measuring device is installed, the first axis in the traveling direction of the traveling vehicle is the first first strain measuring sensor (FIG. 3) of the wheel load measuring device.
When the vehicle approaches the strain measurement sensor group 1, 1 '), the second, third, and fourth strain measurement sensors (FIG. 3) are started while the vehicle continues to run. Sensor groups 2, 2 'and 3, 3' and 4, 4 ')
Repeat the wheel load measurement sequentially in the second direction of the vehicle
Axis, the third axis, and the fourth axis are respectively the first axis of the wheel load measuring device.
When approaching the second strain measurement sensor (strain measurement sensor group 1, 1 'in FIG. 3), wheel load measurement is sequentially started in the same manner as the first axis, and while the vehicle continues traveling, the second The second, third, and fourth strain measuring sensors (the strain measuring sensor groups 2, 2 'and 3, 3' and 4, in FIG. 3)
In 4 '), the wheel load measurement is repeated in order, and the wheel load of each wheel is obtained from the average value of the measurement data obtained by the four strain measuring sensors installed corresponding to the wheel sets of the front and rear bogies of one vehicle. Thereby detecting the wheel weight of the vehicle. The wheel load of each vehicle is detected by calculating the wheel load of each wheel using the average value of the measurement data obtained here.

An example of the configuration of the wheel load measuring device of the present invention will be described with reference to the drawings. The strain measuring sensor has a pair of strain gauges mounted on a rail at intervals. As shown in FIG. 1, the neutral shaft 11 on one side of the rail web of the rail 5
The two sets A and B, C and D of the strain measuring sensors are arranged at points 7 and 8 at a fixed interval above, and the points 9 and 10 at the same position on the other surface are provided with the strain measuring sensors. Two sets E and F, G and H are provided. Then, as shown in FIG. 2, the sensors 13 are configured by bridge-joining the respective sensors A and B for strain measurement, C and D, E and F, and G and H.

The shear strain of one wheel is measured by the strain measuring sensor group 1. Therefore, in order to measure the left and right wheels of one wheel axle simultaneously, as shown in FIG.
A strain measurement sensor group 1 'having the same configuration as that described above is provided. Then, the strain measuring sensor groups 2 and 2 'having the same configuration as described above are installed at intervals S corresponding to the axle distance of the bogie with respect to the strain measuring sensor groups 1 and 1'. Further, the strain measurement sensor groups 1 and 1 'and 2 and 2' which are arranged on the left and right rails corresponding to the four wheels of the front and rear wheel axles of the one truck, respectively, 3 'and 4
And 4 'are installed on the left and right rails with a distance L corresponding to the distance between the centers of the center plates of the front and rear bogies of one vehicle.

The measuring system of the wheel load measuring device of the present invention will be described with reference to the portion corresponding to one truck of the wheel load measuring device of FIG. 4 and the drawing showing the whole wheel load measuring device of FIG.

In FIG. 4, each strain measuring sensor group 1
, 1 ', 2 and 2' are connected to a strain amplifier 15 via a connection box 14 as shown in FIG.

FIG. 5 is an explanatory diagram showing the entire measuring system of the wheel load measuring device. The strain measuring sensor groups 1 and 1 'and 2 and 2' corresponding to one bogie shown in FIG. 4, and similarly configured strain measuring sensor groups 3 and 3 'and 4 and 4' are It is arranged on the left and right rails so as to correspond to 21 and 22. The bridge circuits configured for each strain measurement sensor group are connected to the strain amplifier 15 via the connection box 14, respectively. The data output from the distortion amplifier 15 is subjected to A / D conversion and control by an A / D converter 16 to obtain digital data for waveform processing. Then, using the digital data, waveform processing is performed by the computer 17, and the measurement result is output from the printer 18. 19 is a power supply.

The gauge interval between the pair of strain gauges of the strain measuring sensor is selected from the range of 300 to 1000 mm. The reason is that if the distance is less than 300 mm, the measured distortion waveform becomes a waveform close to an acute angle or an acute angle waveform, so that the true value is difficult to read, so that it is desirable to avoid it. Also, 1000mm
Even if the interval is increased beyond the range, the accuracy of the measured value does not change, and if the interval is increased beyond 1000 mm, there is a possibility that an adjacent wheel set of the same bogie may have an influence. Also, there is no realism in terms of sleeper spacing.

In the above-mentioned wheel load measuring device for railway vehicles, the installation of the sensors for measuring the strain is carried out in accordance with the axle distance of the bogie (in the range of approximately 1000 to 3000 mm) in each of JR Shinkansen vehicles, conventional line vehicles and private railway vehicles. It is in)
And the distance between the front and rear bogies of the vehicle (the distance between the center of the center plate 5000
(In the range of up to 20,000 mm), so that it is installed in accordance with the vehicle size on the user side. Even if the installation position of the strain measurement sensor and the axle distance of the bogie of the vehicle to be measured and the distance between the front and rear bogies of the vehicle are slightly different from each other, if the difference is small in terms of distance, the vehicle may be slightly moved. It can be measured by moving. The movement amount in this case needs to be within the measurement area of the strain measurement sensor. For example, when the sensor width is 300 mm, the range is 50 mm from the center to the left and right, and when the sensor width is 500 mm, the range is 200 mm from the center to the left and right. Can be moved.

When a wheel load measuring device capable of measuring wheel loads of vehicles having different vehicle body lengths is installed on a rail, for example, a wheel load measuring device capable of coping with two systems of vehicles having different vehicle body lengths is installed. In such a case, as shown in FIGS. 6 and 7 in a disassembled manner, the other carts having different center-to-center distances between the center plates of the front and rear carts with reference to the strain measurement sensor group P corresponding to the one cart. Two corresponding sets of strain measurement sensors are installed. That is, FIG.
When the strain measurement sensor group Q1 is installed with
FIG. 7 shows a case in which the strain measurement sensor group Q2 is installed with a center distance L2 between the centers of the heart dishes shorter than L1.

The waveform of the shear strain measurement by the strain measurement sensor is shown in FIG. 8 when the wheel is stopped within the measurement area of the strain measurement sensor (the method described in claim 3).
As shown in (2), the waveform having the maximum value is stopped at the measurement point. When the measurement is performed while the wheel is moving at a very low speed of 5 to 10 km / h in the width direction of the strain measuring sensor (the method described in claims 4 and 5), the waveform shown in FIG. 9 is obtained. That is, when the length X between the points A and B is the sensor width, the strain amount is increasing in the range of about 100 mm on the point A side, and the strain amount is decreasing in the range of about 100 mm on the point B side. Since this is a section where the strain is being measured, the strain measurement is repeatedly performed at a sampling time of Δt with a range of about (X-200) mm in the central portion as a measurement area.

[0027]

EXAMPLE 1 An example in which a wheel load measuring device according to the present invention is installed on a non-business line (gauge 1067 mm, sleeper pitch 610 mm) will be described.

A rail web neutral shaft 1 to which a strain measuring sensor is attached on one rail 5 shown in FIG.
500m spacing between points 7 and 8, 9 and 10 on 1, 12
m and a pair of strain measuring sensors 1 and 1 'shown in FIGS.
Was formed. Then, an interval S corresponding to the axle distance: 2500
The strain measurement sensor groups 2, 2 'having the same configuration as above are provided at intervals of mm, and the wheel loads of all the wheels of one bogie of one vehicle are provided by the strain measurement sensor groups 1, 1' and 2, 2 '. The arrangement allows measurement.

The strain measurement sensor groups 3, 3 'and 4, 4' having the same configuration and corresponding to the other bogie are shown with a distance L: 20 m corresponding to the distance between the centers of the center plates of the front and rear bogies of the vehicle. As shown in FIG.

Then, using a test train, the wheel load of each vehicle was measured in a stationary state, and the wheel load was repeatedly measured continuously while moving at a very low speed. The data obtained by this measurement is input to the dynamic strain amplifier 15, and the data output from the strain amplifier 15 is subjected to A / D conversion in the A / D converter 16 to be used as data for waveform processing. Subsequently, waveform processing was performed by the computer 17 using the digital data. The measurement results were printed from the printer 18 as measurement data.

Example 2 The wheel load of a train was measured by the third method for measuring the wheel load of a railway vehicle using the above-mentioned wheel load measuring device. From the results, the wheels of the first axis are placed at the first and second positions, the wheels of the second axis are placed at the third and fourth positions, the wheels of the third axis are placed at the fifth and sixth positions, The wheel weight measurement method will be described with reference to FIG. 3 and FIG.

That is, on the rail shown in FIG. 3 in which the wheel load measuring device shown in the first embodiment is installed, the vehicle is moved from the left side of the figure to the right direction where the wheel load measuring device is installed, and
The description will be made assuming that the vehicle is driven at 10 km / h (FIG. 10).
Chart moving direction). The first of the first axis in the traveling direction of the vehicle
When the second and third wheels approach the strain measuring sensors 1, 1 'of the wheel load measuring device, the wheel load measurement is started. Subsequently, the wheel load measurement is sequentially repeated by the strain measurement sensor groups 2, 2 'and 3, 3' and 4, 4 ', and the second, third, and fourth axes in the traveling direction of the vehicle are respectively subjected to the wheel load measurement. When approaching the strain measurement sensor group 1, 1 'of the device,
The wheel load measurement is started in the same manner as in the first axis, and the wheel load measurement is successively repeated by the strain measurement sensor groups 2, 2 'and 3, 3' and 4, 4 '. On the other hand, four strain measurement sensor groups 1, 1 'and 2, 2'
, 3, 3 'and 4, 4', the wheel weight of each wheel was determined from the average value of the measured data.

The results of the above measurement are shown in the graph of FIG.
The figure shows the strain measurement results of each strain measurement sensor group with respect to the four wheel sets of the front and rear bogies of one vehicle according to the passage of time (chart movement) for each strain measurement sensor group. The first cross section in the figure is the strain measurement sensor group 1, 1 ', the second cross section is the strain measurement sensor group 2,
2 ′, third section is strain sensor group 3, 3 ′, fourth
The cross section is a group of sensors 4 and 4 'for strain measurement. The A waveform is the measurement waveform for the first, third, fifth, and seventh wheels of each axis, and the B waveform is the first waveform of each axis. 2nd, 4th, 6th
The measured waveforms for the second and eighth wheels are shown.

That is, when the first and second wheels of the first axis in the traveling direction of the vehicle are opposed to the strain measurement sensor groups 1 and 1 ', the first and second wheels are in the first position as shown in the first section in FIG. And the shear strain of the second wheel is measured. When the vehicle continues to travel and the third and fourth wheels of the second shaft face the strain measurement sensor groups 1 and 1 ', the third
The shear strain of the fourth and fourth wheels is measured. At this time, the first and second wheels of the first shaft are opposed to the strain measurement sensor groups 2 and 2 ', where the first and second wheels are located as shown in the second section in the figure. The shear strain of the second wheel is measured. Further, when the vehicle travels and the third and fourth wheels of the second shaft face the strain measurement sensor groups 2 and 2 ', the third and fourth wheels as shown in the second section. Is measured.

When the vehicle continues to travel and the fifth and sixth wheels of the third shaft face the strain measurement sensor groups 1 and 1 ', the fifth and sixth wheels as shown in the first section. The shear strain of the wheel is measured. At this time, the first position of the first axis and the second position
The second wheel is opposed to the strain measurement sensors 3, 3 ', where the shear strain of the first and second wheels is measured as shown in the third section in the figure. When the vehicle further travels and the seventh and eighth wheels of the fourth shaft face the strain measurement sensor groups 1 and 1 ', the seventh and eighth wheels as shown in the first section. Is measured. At this time,
The fifth and sixth wheels of the third shaft are opposed to the strain measurement sensor groups 2 and 2 ', and the fifth and sixth wheels are shown in the second section in the drawing. Is measured. At the same time, the third and fourth wheels of the second shaft are opposed to the strain measurement sensors 3 and 3 ', and the third and fourth wheels are shown in the third section in the figure. Is measured. The first and second wheels of the first shaft are opposed to the strain measurement sensor groups 4 and 4 '. Here, as shown in the fourth section in the drawing, the first and second wheels are located. The shear strain of the wheel is measured. Further, when the vehicle travels and the third and fourth wheels of the second shaft face the strain measurement sensor groups 4 and 4 ', as shown in the fourth section in FIG. The shear strain of the second wheel is measured.

When the vehicle continues to travel and the fifth and sixth wheels of the third shaft face the strain measuring sensor groups 3 and 3 ', the fifth and sixth wheels as shown in the third section. The shear strain of the second wheel is measured. Further, when the vehicle travels and the seventh and eighth wheels of the fourth shaft face the strain measurement sensor groups 3 and 3 ', the seventh and eighth wheels as shown in the third section. Is measured. At this time, the fifth and sixth wheels of the third shaft are opposed to the strain measurement sensor groups 4 and 4 ', and here, as shown in the fourth section in the figure, the fifth wheel
The shear strains of the second and sixth wheels are measured. When the vehicle further travels and the seventh and eighth wheels of the fourth shaft face the strain measurement sensor groups 4 and 4 ', the seventh and eighth wheels as shown in the fourth section. Is measured.

As described above, if the strain is measured while the vehicle is running, the measurement is repeated by the four strain measuring sensors for each wheel. These measurement data were processed in the data processing section shown in FIG. 5, and the average measurement value of each section was calculated.

Table 1 shows the measurement results. Note that the vehicle has a bogie weight of 180.000 having a first axis and a second axis.
4 kN, bogie weight having a third axis and a fourth axis is 169.1
In kN, the vehicle weight is 349.5 kN. Note that there is also a sub-function that can detect a flat generated on the wheel tread by repeating the strain measurement for each wheel a plurality of times while the vehicle travels in the strain measurement area.

[0039]

[Table 1]

In each of the sections from the first section to the fourth section in FIG. 10 where the measurement of the strains of the first to eighth wheels is performed, the measuring method described in claim 4 is applied. It corresponds to the case of doing.

[0041]

According to the wheel load measuring device for a railway vehicle of the present invention, the wheel load of all the wheel axles of one vehicle is simultaneously measured in a stopped state, thereby accurately detecting the wheel load fluctuation of one vehicle in a short time. can do. In addition, while traveling the installation location of the wheel load measuring device, a more accurate wheel load and its fluctuation can be detected by measuring an average value by measuring a plurality of times for each wheel. On top of that, flat wheel treads can also be found.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing a structural positional relationship of a strain measurement sensor group installed on front and back waves of a rail.

FIG. 2 is an explanatory diagram showing a configuration of a pair of strain measurement sensors.

FIG. 3 is an explanatory diagram showing an outline of a configuration of a wheel load measuring device for a railway vehicle constituted by a group of four strain measuring sensors according to an embodiment of the present invention.

FIG. 4 is an explanatory diagram showing a configuration of two sets of strain measurement sensors corresponding to two axes of one bogie in the railway vehicle wheel load measuring device of the present invention.

FIG. 5 is an explanatory diagram showing an overall configuration of a wheel load measuring device for a railway vehicle of the present invention and an example of a measurement data processing unit.

FIG. 6 is an explanatory diagram showing an arrangement of a strain measurement sensor group of a wheel load measuring device of a railway vehicle configured for a vehicle having a center plate center distance L1.

FIG. 7 is a diagram illustrating a relationship between the center distance L2 of the center of the heart dish shown in FIG. 6;
FIG. 8 is an explanatory view showing an arrangement of a strain measurement sensor group of a wheel load measuring device of a railway vehicle configured for a vehicle shorter than that of the vehicle 1; The strain measurement sensor groups P1 and Q2 corresponding to the other bogie sharing the strain measurement sensor group P and being separately disposed are shown separately in two drawings of FIG. 6 and FIG.

FIG. 8 is a diagram showing a waveform of shear strain measurement by the strain measurement sensor when the wheel is stopped within the measurement area of the strain measurement sensor.

FIG. 9 is a diagram showing a waveform of a shear strain measurement by the strain measurement sensor when the measurement is performed while the wheel moves at a very low speed in the width direction of the strain measurement sensor.

FIG. 10 is a diagram illustrating a method of measuring a wheel load of a railway vehicle according to claim 5, wherein each strain measurement sensor group (first section,
It is the graph which showed the waveform of the strain measurement result in the 2nd cross section, the 3rd cross section, and the 4th cross section for each wheel of each axis | shaft, and set the horizontal axis to a time passage axis.

[Explanation of symbols]

1, 1 'and 2, 2' Strain measuring sensor group corresponding to two axes of one bogie 3, 3 'and 4, 4' Strain measuring sensor group corresponding to two axes of the other bogie 5, 6 rail 7, 8, 9, 10 Points on rail web 11, 12 Neutral axis on rail web 13 Sensor 14 Connection box 15 Strain amplifier 16 A / D converter 17 Computer 18 Printer 19 Power supply 20 Body 21, 22 Dolly S Wheelbase L, L1, L2 Center-to-center distance P, Q1, Q2 Strain measurement sensor group X Sensor width (X-200) mm Measurement area

Continuation of the front page (72) Inventor Yasuhiro Sato 7-42-27 Jindaiji Higashicho, Chofu City, Tokyo Inside the National Institute for Road Safety and Environment (72) Inventor Masuhisa Tanimoto 5-1-1109 Shimaya, Konohana-ku, Osaka-shi, Osaka No. Sumitomo Metal Technology Co., Ltd. (72) Inventor Yasushi Riku 1-3-1, Otemachi, Chiyoda-ku, Tokyo Sumitomo Metal Technology Co., Ltd. (72) Inventor Eiji Miyauchi 5-chome, Shimaya, Konohana-ku, Osaka-shi, Osaka No. 1 109 Sumitomo Metal Technology Co., Ltd.

Claims (5)

[Claims] 1. A plurality of sets of strain measuring sensors each consisting of a pair of strain gauges, corresponding to all wheels of one vehicle, are provided on left and right rails at intervals corresponding to the distance between the front and rear wheel axles of the bogie and the distance between the front and rear bogies. A wheel load measuring device for a railway vehicle, which is arranged and configured to detect the wheel load of a vehicle and its fluctuation by simultaneously measuring the wheel loads of all wheels of one vehicle. 2. Two sets of strain measuring sensors each comprising a pair of strain gauges, corresponding to four wheels of one bogie of one vehicle, are arranged on the left and right rails at an interval corresponding to the wheelbase of the front and rear wheel axes of the bogie. As the strain measurement sensor group and the strain measurement sensor group corresponding to the other bogie, a plurality of sets of pre-measured sensor groups having the same configuration as above are arranged on the left and right rails by changing the center-to-center distance between the front and rear bogies. A railcar of a railway vehicle configured to detect the wheelload of a bogie and a vehicle and its fluctuation by simultaneously measuring the wheelload of all wheels of one vehicle corresponding to a plurality of vehicles having different vehicle lengths. measuring device. 3. On a rail on which the wheel load measuring device according to claim 1 or 2 is installed, wheels of all axles of one vehicle are:
A method for measuring the wheel load of a railway vehicle, in which the vehicle is stopped facing each other within the measurement area of the strain measurement sensor, the wheel loads of all wheels of one vehicle are simultaneously measured, and the wheel load of the vehicle and its fluctuation are detected. 4. On a rail on which the wheel load measuring device according to claim 1 or 2 is installed, wheels of all axles of one vehicle are:
While the vehicle travels in the measurement area of each strain measurement sensor while facing the strain measurement sensor,
A method for measuring the wheel load of a railway vehicle, in which the simultaneous measurement of the wheel loads of all wheels of one vehicle is continuously repeated a plurality of times to detect the wheel loads of all the vehicles. 5. On a rail on which the wheel load measuring device according to claim 1 or 2 is installed, the first axis in the traveling direction of the running vehicle is used as the first first strain measuring sensor of the wheel load measuring device. When the vehicle is approaching, the measurement of the wheel load is started, and while the vehicle continues to run, the second, third, and fourth strain measurement sensors sequentially repeat the measurement of the wheel load to determine the second direction in the traveling direction of the vehicle. When the axis, the third axis, and the fourth axis respectively reach the first strain measurement sensor of the wheel load measuring device, sequentially start the wheel load measurement in the same manner as the first axis,
While the vehicle continues to run, the second, third, fourth
The wheel load measurement is repeated by the second strain measurement sensor, and the wheel load of each wheel is determined by the average value of the measurement data obtained by the four strain measurement sensors installed corresponding to the wheel sets of the front and rear bogies of one vehicle. A method for measuring the wheel load of a railway vehicle by detecting the wheel load.