• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A system for measuring the load of a railway wagon is provided with a system for detecting the weight of a railway wagon. the system includes at least one transducer positioned on a rocker or side frame of the railway car. signals from the transducer are transmitted to a receiver.
    公开号:BR102015001727B1
    申请号:R102015001727-8
    申请日:2015-01-26
    公开日:2021-04-27
    发明作者:Dan Maraini
    申请人:Amsted Rail Company, Inc.；
    IPC主号:
    专利说明:

    BACKGROUND OF THE INVENTION
    [001] The present invention relates to railway wagon weighing systems and, more particularly, to internal railway wagon weighing systems.
    [002] It is desirable to be able to obtain the load weight in a freight car or rail tank car. It is especially desirable to be able to obtain the loading weight in a freight car or rail tank car in real time, without the need for the rail car to be in a specific location, such as a scale.
    [003] It is also desirable to be able to transmit a signal indicative of the weight of the load in the railway wagon or tank car to a rocker, in which such signal can be stored.
    [004] Thus, it is an objective of the present invention to provide a method and apparatus for measuring the loading weight in a freight car or rail tank car and transmitting a signal indicative of such weight to a receiver. SUMMARY OF THE INVENTION
    [005] This invention covers several modalities of a system to measure the static or dynamic load of a railway wagon. In one embodiment, displacement / deformation type transducers are symmetrically mounted on the rocker arms of the bogies that support the body of the railway wagon. In this modality, lateral and longitudinal load imbalances are measured, in addition to the weight of the railway wagon body. Wireless sensors are used to read and transmit the output from the transducers. Readings are transmitted to both a local receiver and a remote location. BRIEF DESCRIPTION OF THE DRAWINGS
    [006] FIG. 1 is an illustration of a typical three-piece bogie set consisting of a rocker, side frames, wheel axles, spring groups and side bearings.
    [007] FIG. 2 is an illustration of an embodiment of the invention with the sensors / transducers symmetrically mounted on the rail wagon rocker.
    [008] FIG. 3 is an illustration of a detail of the embodiment in FIG. 2 showing the transducer and detection element.
    [009] FIG. 4 is an illustration of another embodiment of the invention with the sensors / transducers symmetrically mounted on the side frame of the railway wagon bogie.
    [0010] FIG. 5 is an illustration of a detail of the embodiment in FIG. 3 showing the transducer and the sensor.
    [0011] FIG. 6 is an illustration of an embodiment of the portion of the elastic member of the transducer.
    [0012] FIG. 7 is a schematic of the data flow from transducers to a remote receiver. DETAILED DESCRIPTION OF THE INVENTION
    [0013] A general three-piece trick system is shown in FIG. 1. This includes a rocker 1 that extends between the openings of two laterally spaced side frames 2a and 2b. Rocker 1 is supported at its ends with load spring groups 3a and 3b. Rocker arm 1 includes a central plate 4 and laterally spaced side bearings 5a and 5b to support the weight of the railway wagon body. Wheel axle assemblies 6a and 6b extend laterally between side frames 2a and 2b.
    [0014] The first embodiment of the invention is shown in figure 2, including a three-piece trick rocker 1 and wireless strain / displacement sensors 7a - 7c. Sensors 7a-7c are mounted on rocker 1 at selected locations using analytical / numerical stress analysis techniques. Additionally, areas identified using computational techniques are verified using experimental stress analysis, which may include the use of resistive strain gauges and / or displacement transducers. Locations are also chosen so that hot welding work or similar techniques remain within acceptable zones specified by the Association for American Railroads (AAR). In the preferred arrangement, two sensors 7 are mounted on the diagonal tension element of rocker arm 1, as shown in FIG. 1, although a variety of other mounting configurations are possible.
    [0015] Each wireless strain / displacement sensor 7 includes a strain / displacement transducer 8 and wireless detection unit 9, as shown in FIG. 3. In the preferred embodiment, strain / displacement transducers 8 are rigidly attached to rocker 1 using manual arc welding with coated electrode (SMAW), although other techniques can be used, including adhesives, fasteners or similar methods. The use of a welded joint provides the most direct transfer of deformation / displacement from the casting to the transducer 8 and minimizes errors associated with non-linearity, hysteresis and zero balance displacement. Transducers 8 produce an electrical output that is proportional to the displacement / deformation of the mounting surface of the rocker 1. This principle applies to all other embodiments of the invention, and is used as an example in this case.
    [0016] The wireless detection unit 9 interfaces directly with the transducer 8 with the primary function of reading and digitizing the output signal from the transducer 8. In the preferred embodiment, the wireless detection unit 9 contains a microprocessor unit with associated analog-digital converters (A / D) and signal conditioning, a power source and a communication unit in the form of a wireless transmitter / receiver. The wireless detection unit 9 may also contain additional detection elements including inertial, temperature or pressure sensors. These additional sensors can be used for logic and decision making regarding the integrity of transducer data 8. For example, signals from transducer 8 collected outside the operating temperature limits of the transducer can be discarded using logic in the wireless detection unit 9 Wireless detection units 9 communicate with a local communication manager 15 which will be described below.
    [0017] A second embodiment of the invention is shown in FIGS. 4 and 5, including a three-piece side bogie frame 6, and laterally spaced wireless transducer sets 7d - 7c, each consisting of a strain / displacement transducer 8 and wireless detection unit 9. This mode operates on same principles described for the first modality in fig. 2, with the basic difference of wireless sensor locations 7. There are preferred embodiments of the invention, but the location and number of wireless sensors 7 are not limited to those discussed here and are used as examples only. In the most general sense, sensors 7 can be located anywhere on the railway vehicle that presents changes in tension / deformation / displacement in response to an applied load.
    [0018] FIG. 6 illustrates an overview of the displacement / deformation transducer structure, by way of example only. The transducer 8 includes an elastic element 10 (preferably stainless steel) for the primary purpose of transmitting displacement / deformation of the flaps 11a - 11b to a portion of the elastic element on which resistive strain gauges 12a - 12b are mounted. Next, the elastic element 10 is designed in such a way that the displacement / deformation of the entry in the flaps 11a - 11b is mechanically amplified at the location of the resistive extensometers 12a -12b. In this embodiment, the elastic element 10 is designed for folding with the application of deformation / displacement of traction or compression on the flaps 11a - 11b. This example uses four active resistive strain gauges in a Wheatstone bridge arrangement, although other elastic element geometries may include more active strain gauges. Transducer 8 provides an electrical output signal that is proportional to both the applied input voltage and the deformation / displacement input on the flaps 11a - 11b. In addition, transducer 8 includes a temperature detector 13, used to measure the temperature of the elastic element 10 at the location of the resistive extensometers 12a - 12b. In the preferred embodiment, temperature detector 13 is in the form of a surface mounted resistance temperature detector (RTD), although similar detectors can be used instead.
    [0019] The preferred embodiment illustrated in fig. 6 was discussed, although other transducers can be used, as long as they provide an electrical output that is proportional to the deformation / displacement of the mounting surface. Examples include linear variable differential transformers (LVDT), vibrating wire transducers (VWT) and Bragg grid strain sensors. The discussed principles of operation apply to any of the types of transducers mentioned above.
    [0020] FIG. 7 illustrates the preferred embodiment of the components of the present invention and their interaction. In this mode, two wireless strain / displacement sensors 7 are mounted on the rockers 1 on the diagonal tension elements, as shown in fig. 2. The output of laterally spaced transducers 8 on a single rocker 1 is sampled and conditioned by the wireless detection unit 9. Conditioning includes amplification of the raw signal from transducer 7, filtering the signal to remove noise and averaging data points to minimize sampling error. The analog-to-digital converter (A; D) converts the conditioned signal into digital form, with a resolution at least 1/5 of the precision of the system. The digitized output is then transmitted wirelessly 14 to a local communication manager 15 (preferably mounted on the railcar body). Manager 15 adds the signals from each pair of sensors 7 and applies a calibration for each trick, using sealed parameters stored in memory in manager 15. The calibrated output of each trick is added and transmitted wirelessly 16 to both a digital weight indicator local 17 as well as remotely to a dedicated computer or workstation 18. Wireless transmission 16 from manager 15 to remote receiver 17 - 18 can be achieved using various methods, and will be discussed in more detail below. In the preferred embodiment, data is transferred wirelessly 16 via Bluetooth to a dedicated digital weight indicator 17.
    [0021] As noted previously, the preferred mode uses calibration parameters sealed in the communication manager 15 to convert data from the digital sensor into weight readings. In the present invention, sensors 7 are mounted in structurally supportive areas of the railway wagon that have been shown to react analytically and experimentally with a high degree of reproducibility to an applied load. However, it is noticed that there is an intrinsic variation in the relationship between applied load and tension / displacement that guarantees exclusive calibration of each component. In the preferred embodiment, this requires calibration of individual trick sets. Calibration of an individual bogie set can be achieved using a dedicated hydraulic load frame to apply loads to the center plate 4 and side bearings 5a - 5b of rocker arm 1, while the bogie is supported on rails through wheel axle sets 6a - 6b. The preferred method is to adopt industry-accepted calibration routines, such as ASTM E74 - Standrd Practice of Calibration of Force-Mesuring Insruments for Verifying the Force Indication of Testing Machines. In this preferred method, at least 5 ascending and descending calibration points are used and repeated at least 3 times. The use of such calibration practices guarantees the highest possible degree of accuracy in the weight readings for a given set of bogies. By calibrating the bogie systems prior to the assembly of the railway wagon, the system will thus measure the weight of the railway wagon body, as opposed to the coarse rail load (GRL). Alternative methods, including field calibration with 1 or 2 calibration points will have significantly less statistical certainty. However, simplified field calibrations can be used in cases where the highest degree of accuracy is not required. In commercial weighing applications used for custody transfer, assessment according to the National Type Evaluation Program (NTEP) may be required, which requires both laboratory and field verification testing.
    [0022] The most basic form of transducer data processing has been described with reference to fig. 7. It is generally considered that the methods described are used in static or quasi-static conditions, both of which assume that the inertial effects of the railway vehicle are negligible. The preferred method for weighing a railway wagon requires an uncoupled condition, on a level track, with the wagon completely at rest, according to the AAR Scales handbook. However, there are cases where weight readings may be required when the car is out of level, or moving. In such cases, the degree of movement of the wagon or out-of-level condition can be assessed using the aforementioned inertial sensors within the wireless detection unit 9, or similar sensors in the communication manager 15. Logic can thus be applied to make decisions regarding accuracy of sensor data based on inertial measurements. For example, an inertial sensor can be used to indicate a rail grade of 5% and subsequently inhibit the output of sensor readings because they are considered to be inaccurate under the given conditions. Alternatively, correction algorithms could be used to adjust the weight readings based on the degree of unevenness or movement. Both examples provide a robust weighing solution that is relatively insensitive to conditions.
    [0023] As static conditions are generally considered in relation to the movement of the railway wagon, static environmental conditions are also generally considered and preferred. However, it is commonly accepted that transducers based on resistive extensometers have a certain degree of zero displacement with temperature change. In the preferred embodiment, a temperature detector 13 on the transducer 8 is sampled with each reading of the transducer in order to apply correction algorithms to the wireless detection unit 9. In the simplest form, correction algorithms use first order linear relationships between the transducer output 8 and temperature, although higher order adjustment may be necessary in some cases. Similar approaches could be used for correction by elevation, or correction of thermal output for different types of transducers previously described. The highest degree of correction is achieved by calibrating the entire bogie set (with sensors) in a thermal camera or similar adapter. In the preferred mode, temperature correction provides the desired system accuracy (say 1% of the full scale) from -10 to 40 oC, according to NCWV Publication 14 and NIST Handbook 44.
    [0024] Weight measurements of both static and moving weight have been described in previous sections. In addition, transient forces that occur at the wheel-rail interface are transferred from the wheel axle assemblies 6a - 6b to the side frames 2a - 2b, through the spring group 3 a - 3 b, and to the rocker 1 during service. Both modalities of the invention (FIGS. 2 and 3) incorporate deformation / displacement sensors 7 in side frames 2a - 2b and / or rocker 1. Each modality, therefore, has a certain level of indirect force measurement at the wheel-rail interface . For example, a wheel with a superficial defect in the bearing face in the form of a flat sliding surface can induce periodic transient forces in the bogie assembly, which can be measured with said sensors 7. Such measurements are comparable as Wheel Impact Load Detectors (WILD), with the extra benefit of being incorporated into the railway wagon. Additionally, forces induced in the bogie set due to curve, instability or similar conditions could be measured with the sensors 7.
    [0025] As noted here, wireless detection units 9 transmit and receive data with a communications manager 15 mounted locally on the body of the rail vehicle. This short range allows the use of low power radios in compliance with standards such as IEEE802.15.4, for operation in the 2.4 GHz free license band. In the preferred mode, detection units 9 can be wireless routers, communicating with all other detection units 9 for a redundant communication path with manager 15. Manager 15 also continuously monitors and optimizes the network, dynamically changing data paths, and adjusting when detection units 9 speak, hear or hibernate. In addition, the preferred embodiment provides end-to-end data security with 128-bit AES encryption, or similar methods common in the art. Similar low-power wireless networks can be employed, and data transmission is not limited to the methods discussed here.
    [0026] In the preferred embodiment, the communications manager 15 includes a computing element such as a microcontroller, memory, an independent power supply, and sensors. Sensors can include ambient temperature, barometric pressure, proximity and inertial sensors. Additionally, manager 15 incorporates several communication methods including wireless sensor network, cellular (GSM / GPRS), satellite and Bluetooth or WiFi mentioned above for local communications. Manager 15 may also incorporate a wireless detection unit 9 to create a network of managers 15 along the train. With an additional manager 15 in the locomotive or in the network of managers or similar, data from all the sensors mentioned above can be monitored in the locomotive. Various methods can be used for communications along the train.
    [0027] Manager 15 may also include a location measurement device such as a global positioning system (GPS). The positioning system can be used to determine the speed and location of the railway car. Both speed and location can be used in algorithms to adjust the sample rates of the wireless detection unit 9, or completely inhibit data output. For example, the weight of the railway car may not be of interest when it is stored in a shed, so that position information could be used to inhibit the sampling and output of weight readings, thereby saving energy in both the communications manager 15 and on wireless detection units 9. Alternatively, weight readings may be required every minute while the railcar is being loaded, so that manager 15 must be able to adjust the sampling rates of sensor 9 based on a combination of parameters and user inputs. In the preferred mode, the end user can adjust the sampling rate of a local digital weight indicator 17 as desired, although other autonomous methods may be required in different environments.
    [0028] It has previously been noted that wireless strain / displacement sensors 7 can be used to measure dynamic forces at the rail / wheel interface. When combined with the aforementioned inertial sensor in manager 15 or wireless detection unit 9, an extra level of confidence is achieved with respect to the reported status of the bogus system. For example, periodic lateral forces on rocker 1 can be detected by sensors 7, and the associated car body response measured with an inertial sensor can be used to corroborate the event. The relationship between wheel inputs / wheel axle and wagon body response can be easily determined with both computational and empirical techniques. This information can be used to create transfer functions in manager 15 or wireless detection unit 9 for precisely predicted inputs.
    权利要求:
    Claims (14)
    [0001]
    1. System for measuring the load of a railway wagon, characterized by the fact that it comprises: a body of the railway wagon supported on railroad wheels, wheel axles and a plurality of tricks; each trick comprised of a rocker (1) and two side frames (2a, 2b); a plurality of transducers (8) mounted on the rocker or on the side frames to measure the weight supported by the body of the railway wagon; one or more sensors (9) associated with the transducers (8) for the acquisition, processing and transmission of processed data from the transducers; a receiver for communicating with the sensors (9) and transmitting the processed data indicative of the weight supported by the body of the railway wagon, in which each transducer (8) is a strain-type transducer, and includes an elastic element (10) that is mechanically joined in one or more of the rocker (1) or side frames (2a, 2b), in which the elastic element mechanically multiplies an input displacement detected in the resistive strain gauges (12a, 12b), in which the elastic element (10) is designed for folding with the application of traction or compression displacement on the flaps (11a, 11b) of the same and is arranged to transmit deformation of the flaps (11a, 11b) to a portion of the elastic element in which the resistive extensometers (12a, 12b) are assembled, the elastic element (10) being designed such that the displacement of entry in the flaps (11a, 11b) is mechanically amplified at the location of the resistive extensometers (12a, 12b).
    [0002]
    2. System according to claim 1, characterized by the fact that the transducer (8) includes a plurality of resistive extensometers, in which the resistive extensometers are arranged in one or more Wheatstone bridge circuits.
    [0003]
    3. System according to any one of the preceding claims, characterized by the fact that the transducers (8) are mounted symmetrically along the lateral or longitudinal direction of the railway car to determine static load imbalances between the wheels, wheel axles or bogies .
    [0004]
    4. System, according to any of the previous claims, characterized by the fact that each sensor (9) is comprised of: a computational element to collect readings from the transducer; a memory storage element; and a wireless transceiver for transmitting and receiving data.
    [0005]
    5. System, according to claim 4, characterized by the fact that each sensor (9) also comprises: a temperature detector to measure the temperature at the location of the transducers assembly; a motion detector to indicate movement of the railway car; an inertial sensor for detecting static and dynamic translational and rotational movement of the rocker and side frames; where the computational element is used to control the sampling of the transducers and to perform analysis on the transducer readings; and the memory storage element is used to store readings from the transducer, inertial sensor or motion detector.
    [0006]
    6. System according to claim 5, characterized by the fact that the wireless transceiver communicates with one or more of the temperature detector, motion detector and inertial sensor, all of which communicate with the receiver, so that multiple paths communication channels are open for data transmission.
    [0007]
    7. System according to claim 5 or 6, characterized by the fact that the motion detector is used to determine whether the rail vehicle is in motion and to change the analysis of the transducer readings to static or dynamic conditions.
    [0008]
    8. System according to any one of claims 5 to 7, characterized by the fact that the computational element is used to compute the rate of the readings made by the temperature detector.
    [0009]
    9. System according to any one of claims 5 to 8, characterized by the fact that the computational element is used to adjust the readings of the transducer based on rates and temperature readings.
    [0010]
    10. System according to any one of the preceding claims, characterized by the fact that the receiver comprises: a data control unit for receiving readings from one or more of the sensors; a communication element for transmitting data to a remote location; a computational element to analyze the data received from one or more of the sensors; a detector to determine the speed of the railway car; and a positioning element to determine the location of the railway wagon.
    [0011]
    11. System, according to claim 10, characterized by the fact that the data control unit programs the computational element in the sensors to control the sampling of the transducers and the rate at which the readings must be transmitted to the receiver.
    [0012]
    12. System according to any one of the preceding claims, characterized by the fact that the transducers are used to measure transient forces that occur at a rail and wheel interface.
    [0013]
    13. System according to any one of the preceding claims, characterized by the fact that the transducers (8) are rigidly attached to the rocker (1) by means of a welded joint.
    [0014]
    14. System for measuring the load of a railway wagon, characterized by the fact that it comprises: a body of the railway wagon supported on railway wheels, wheel axles and a plurality of tricks, each trick comprised of a rocker (1) and two side frames (2a, 2b); a plurality of transducers (8) mounted on the rocker (1) to measure the weight supported by the body of the railway wagon; one or more sensors (9) associated with the transducers (8) for the acquisition, processing and transmission of processed data from the transducers; a receiver for communicating with the sensors (9) and transmitting the processed data indicative of the weight supported by the body of the railway wagon; wherein each transducer (8) is a strain-type transducer, and includes an elastic element (10) which is mechanically joined to the rocker (1) by means of a welded joint; wherein the elastic element mechanically multiplies an input displacement detected in the resistive strain gauges (12a, 12b).
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    法律状态:
    2016-03-15| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-10-30| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
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    优先权:
    申请号 | 申请日 | 专利标题
    US14/169,784|US20150219487A1|2014-01-31|2014-01-31|Railway freight car on-board weighing system|
    US14/169,784|2014-01-31|
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