EP1337816A1

EP1337816A1 - Weighing device for rail vehicles

Info

Publication number: EP1337816A1
Application number: EP01947404A
Authority: EP
Inventors: Peter Groll
Original assignee: Schenck Process GmbH
Current assignee: Schenck Process Europe GmbH
Priority date: 2000-06-30
Filing date: 2001-06-26
Publication date: 2003-08-27
Also published as: DE10031092A1; AU2001269094A1; WO2002003040A1

Abstract

The invention relates to a weighing device for rail vehicles which is substantially fastened to conventional standardized concrete sleepers (2, 8). To this end, the conventional concrete sleepers (2, 8) are provided with fastening plates (22) below the rail bridges, on which the dynamometers (3, 10) or weighing cells are fastened. The dynamometers (3, 10) are of the type that are fitted with feedback elements that are connected to the sleeper (2, 8) and to the rails (7). The concrete sleepers (2, 8) that are provided with the dynamometers (3, 10) are glued into a ballast (6) that is stabilized by ballast bonding technology. The weighing devices comprise one or up to forty concrete sleepers (2, 8) that are fitted with weighing cells (3, 10) and that allow both static and dynamic determination of the weight of rail vehicles or parts thereof.

Description

Weighing device for rail vehicles

The invention relates to a weighing device for rail vehicles according to the preamble of patent claim 1.

Years ago, rail vehicles were mostly weighed with the aid of weighbridges, in which the total weight of a single railway wagon was determined statically. With these weighbridges, the rails on the weighing platform were separated from the rails on the track by gaps in front of and behind the weighing platform. The weighing platform was supported on at least four load cells and supported against a foundation. For this, weighing platforms in wagon length were necessary, which required a very complex bridge substructure made of concrete or steel components.

However, EP 0 500 971 A1 also discloses dynamic weighing methods for rail vehicles which do not require a complex track substructure. For this purpose, the shear stress in the neutral phase of the rail is recorded and evaluated. For this purpose, a weighing rail, which is applied with strain gauges, is welded into the rail network, in which case between the

Thresholds are arranged at least two strain gauges. The wagon weight is determined by adding the weight signals by axis. However, since the wheel load causes the rail and the rail support to deflect, the train normally moves in a plane below the plane defined by the unloaded rail, while at the same time the rail deflection generates vibrations in the vertical plane between the sleepers. When weighing a train in motion, this leads to changes in the vertical forces and thus to measurement inaccuracies, which can only be avoided by a larger number of measuring points. Moreover, such a weighing device is difficult to calibrate, since static weighing devices must be available for this purpose, which today are usually only available at a great spatial distance.

From DE 44 44 337 AI a weighing device for rail vehicles for static and dynamic weight determination is known, in which force measuring cells are arranged between the rails and a cross member, by means of which the axle load of an overriding railway wagon can be determined. The rails are each provided with three recesses arranged one behind the other in the rail foot and web, so that the rails are supported in an articulated manner on the load cells. Due to this articulated support of the two sections of each rail, an elaborate foundation or frame construction is required in any case, which absorbs the axle load relative to the ground. In addition, the cross members obviously consist of double-T-shaped steel girders, which cannot be installed in the rail network without major renovation work.

A measuring section for rail vehicles is known from EP 0 468 397 B1, in which the measuring devices for determining the vertical forces acting on the rails are embedded in the rail sleepers, without a frame or a special foundation being provided. The measuring devices consist of pressure transducers which are inserted into a hole in the sleepers below the rails. Due to the indefinable elastic behavior of ballast and subsoil, a clear load distribution to individual pressure transducers and sleepers is not possible while driving, so that dynamic weight determination is likely to be associated with not inconsiderable errors that affect the accuracy requirements. not meet the requirements, especially for a calibratable weight measurement.

The invention is therefore based on the object of creating a weighing device for rail vehicles which requires only minor structural changes in the rail network and with which high accuracy can nevertheless be achieved.

This object is achieved by the invention specified in claim 1. Further developments and advantageous exemplary embodiments of the invention are specified in the subclaims.

From DE 40 14 529 AI it is already known to use ballast gluing technology in track construction, in which the ballast bed is stabilized with an epoxy resin. The epoxy resin is sprayed onto the ballast bed with a hardener, which penetrates into it due to its viscosity and sticks together the contact surfaces of the ballast stones. This ballast bonding technology is used in track construction to increase the lateral resistance of railway sleepers in order to enable higher train speeds in the curves. In any case, it is not known to provide this ballast bonding for supporting a weighing platform.

The invention has the advantage that both a static and a dynamic weight measurement of rail vehicles is made possible by the force transducers on an almost standardized concrete sleeper below the continuous rails. In particular, such a weighing device can be calibrated in a simple manner even for dynamic weight determinations, without the need to use a weighbridge that is far away. The invention also has the advantage that the weighing device is basically built on a standardized concrete sleeper, which can be mass-produced inexpensively and can be easily installed in the rail network. When using such a standardized concrete sleeper, it is particularly advantageous that the prestressed reinforcement in the concrete sleeper can be kept largely undamaged, so that the sleepers form a torsion-resistant underlay that is necessary for accurate weight measurement. At the same time, such standard concrete sleepers advantageously also have a relatively high dead weight, so that natural swinging on the weighing line is largely damped when the vehicle is moving rapidly, thereby advantageously permitting highly precise dynamic weighing at a relatively high speed. With a special design of the weighing device, the use of the larger and heavier standardized turnout sleepers has proven to be advantageous, since they have a particularly torsion-resistant and vibration-damping effect and thus enable a very accurate legal-for-trade weighing. By arranging the

Force transducers on the top of the concrete sleeper is also advantageously a side exchange of the force transducers possible for repair and maintenance work. It is particularly advantageous in the invention that the entire weighing device consists of only one or more sleepers with force transducers arranged thereon, which are installed in the normal ballast track bed like other sleepers. This eliminates the necessary transport problems of long track sections or of concrete or steel components, as are otherwise necessary for static weighbridges.

Furthermore, the invention has the advantage that the entire measuring technology can be fastened prefabricated on largely standardized concrete sleepers without great effort. Such pre-made sleepers can then be used in a simple manner Variable bridge lengths can be put together with, for example, a sleeper for a single-axle weighing or with eight sleeper for a three-axle bogie or forty sleeper for a complete, highly accurate wagon weighing.

Another advantage of the invention is that the sleeper is glued into a stabilized ballast bed, with no bridge construction being necessary, as is otherwise the case with concrete or steel bridges. In particular, with such a stabilization of the subsoil, jumps in stiffness, such as with concrete or steel bridges, can be avoided, since in a defined approach and departure area there is a continuous increase or decrease in stiffening, so that the excitation of wagon interference caused by the track position is minimized during the weighing process.

In a special embodiment of the invention with shear strain sensors and / or recesses in the rail foot, the force shunt effect can be corrected or reduced by the uninterrupted rail track. This also eliminates the need for rail switches that are otherwise necessary to determine the type of wagon in a weighing vehicle.

In a further special embodiment of the invention with force measuring devices with a force feedback as in so-called S or double S load cells, it is particularly advantageous that the weight force can still be determined very precisely by this measuring device even if the center of force introduction shifts horizontally and / or additional interference forces and interference torques - as is usual with track systems - must be transmitted.

In a further special embodiment of the invention, when passing over the weighing path, it is advantageous to a special evaluation of the time course of the measurement signal also detects the out-of-roundness of rail vehicle wheels. In particular, this design advantageously allows tire tire breaks and flat spots on the wheels to be determined even at a very fast crossing speed.

The invention is explained in more detail using an exemplary embodiment which is illustrated in the drawing. Show it:

Fig. 1: a schematic weighing device with two

Load cells arranged in concrete sleepers, and

2: a section of a concrete sleeper with a force transducer arranged thereon.

In Fig. 1 of the drawing, a weighing device for rail vehicles with two glued-in standardized concrete sleepers 2 is shown as a cross member in a bonded ballast bed 6, with a measuring eye as a shear stress sensor 1, 11 for force shunt correction in the area at the beginning and end of the measuring section in each rail 7 the threshold compartment is provided.

The two concrete sleepers 2, 8 shown are arranged in a ballast bed 6, as is customary as a rail track in railway construction. In this ballast bed 6, the two concrete sleepers 2, 8, like other sleepers, are arranged parallel to one another transversely to the direction of travel, these being surrounded by the stones representing the ballast bed 6. For consolidation, the ballast stones are sprayed with a two-component epoxy resin-based adhesive with hardener, so that ballast bonding occurs due to the liquid adhesive penetrating into the ballast bed 6. The concrete sleepers 2, 8 are also glued to the ballast stones. This ballast bonding has so far been used to protect track construction work before gravel flight on high-speed routes and for stabilization at transition areas between gravel roads and permanent roads. In many cases, such ballast bonding is already provided for stabilization in curves, on switches and on the edges of roads in train stations.

In the area of the weighing device, ballast bonding has proven to be advantageous, which is carried out approx. One wagon length before and one wagon length after the one or more concrete sleepers 2, 8 and, depending on the load, is to be carried out to a depth of 0.5 m. The ballast stones stick together at their points of contact or edges so that a firm, stabilized ballast bed 6 is formed. The stabilization of the ballast bed 6 is dependent on the amount and penetration depth of the two-component adhesive and the grain size of the ballast stones, a grain size of small ballast stones in particular increasing the stabilization. Different degrees of stabilization of the ballast bed 6 can thus be produced, so that in particular a steady increase in stiffening or strengthening at the beginning and / or a steady decrease in the end of the weighing device is advantageous. In this stabilized ballast bed 6, the concrete sleepers 2, 8 are glued to them, so that a non-positive connection between the concrete sleepers 2, 8 and the ballast bed 6 is also produced.

The concrete sleepers 2, 8 are essentially designed like standardized concrete sleepers, preferably like switch sleepers, only with the difference that fastening plates 22 are cast on their support side, on which the force transducers 3, 10 or the load cells are fastened under the rails 7. This is shown in more detail in Fig. 2 of the drawing. In Fig. 2, the same reference numerals as in Fig. 1 are used for the same parts. The fastening plates 22 are made of a torsionally rigid steel sheet provided that contains reinforcing elements 28 on the underside, which are firmly integrated into the concrete body. In these fastening plates 22, threaded bores 27 are provided at the provided locations, through which the load cells 3, 10 are non-positively connected to the concrete sleeper 2, 8. The concrete sleepers 2, 8 are preferably made of reinforced concrete and are manufactured in a concrete casting process under tensile loading of the steel reinforcement. However, the sleepers can also be made from other materials suitable for producing sleepers. At the same time, the concrete sleepers 2, 8 are surrounded above the mounting plate 22 up to the rail base with a cover 4, 9 made of sheet steel, under which the force transducers 3, 10 are protected and the cabling is carried out between the transducers. Under this cover 4, 9 there is a switch box 24 approximately in the middle of the threshold, in which the connection is made. In this switch box 24, electronic circuits for measured value development and power supply can also be accommodated at the same time. Each switch box 24 of a threshold 2 is connected to the other thresholds 8 via a connection channel 5 which leads these devices to a central evaluation device 12.

The force measuring devices or load cells 3, 10 provided on the fastening plate 22 are provided on their upper side with connecting elements which establish a firm connection with the rail 7 lying above. For this purpose, an adapter plate 15 with clamping connections 14 is preferably provided, the clamping connection being designed in the same way as is also common for connecting the rails 7 to the other sleepers. The adapter plate 15 represents a connecting element, which is fixed or detachable (screw connection) to the force measuring device or load cell 3, 10 and permits adaptation of different rails or rail foot designs. However, other connections tion elements are provided if this is necessary or advantageous due to the design of the force measuring devices.

The rails 7 are designed without interruption in the area of the weighing device and represent conventional travel rails. The entire weighing device is preferably formed from six to eight sleepers with weighing devices located thereon, which are suitable for weighing railway wagons or other rail vehicles with up to three-axis bogies and a measuring section of four to five meters. For reasons of clarity, however, only two sleepers 2, 8 provided with weighing devices 3, 10 are shown in the exemplary embodiment described. To determine the weight of rail vehicles with only two axles, however, weighing devices on only one threshold 2 would also be sufficient. For special accuracy requirements and for the static weighing of complete railway wagons, weighing devices can also be provided on forty sleepers with a measuring distance of 25 m.

To correct the force shunt effect, a so-called measuring eye is at the beginning and / or at the end of the measuring section in the middle between the first or last threshold 2, 8 provided with weighing devices and the neighboring threshold

Shear stress sensor 1, 11 provided in the neutral fiber of each rail 7. With such a measuring eye 1, 11, the shear stress that occurs when a vehicle axle rolls over in the neutral fiber of each rail 7 can be measured in a simple manner. Such measuring eyes 1, 11 have proven to be advantageous since they are designed as a circular pickup unit with strain gauges. These measuring eyes 1, 11 can advantageously be fastened in a bore in the neutral fiber of each rail 7 in a simple manner. Such shear stress transducers can also be be designed, for example, they can also be applied directly to the rail web.

These shear stress sensors 1, 11 detect a force when crossing the axis of a rail vehicle in accordance with the force shunt effect, which falsifies the weighing result that is measured by the force measuring device on the sleepers 2, 8. This falsification by the force shunt effect is greater, the stronger this coupling to the force measuring device 3, 10 is. If only one weighing device 3 is provided on only one threshold 2, a relatively large force bypass error arises. In a weighing device with weighing devices 3 on several sleepers 2, 8, this force shunt error is reduced accordingly.

By the aforementioned determination of the shear stress, this error can be corrected by an appropriate calibration. For this purpose, both the signals of the shear stress sensors 1, 11 and the force measuring devices 3, 10 of each threshold are fed to a central evaluation device 12. With the help of one or more known reference masses or reference force effects (eg using a test device), the weighing device 3, 10 can first be statically calibrated. The location-dependent secondary force effect is also detected by means of the shear stress sensors 1, 11. For this purpose, a reference mass or the test device is placed at different positions on the measuring section. Alternatively, this process can also be carried out automatically with a moving reference mass. The correction functions derived from the shear stress measurements of the calibration process are stored in the central evaluation device 12. The static weights can then be determined for unknown masses. The weighing device 3, 10 can in turn be dynamically calibrated using these weights. The thus determined dynamic correction functions are also stored in the central evaluation device 1 _10th So it is Evaluation device 12 stored. It is therefore possible to calibrate such a weighing device statically and dynamically in a simple manner using known reference masses or a test device, as well as other unknown masses. The weighing signal calibrated in this way in the central evaluation device 12 can be queried or displayed at its output 13 for further processing or for display by another device.

However, the force shunt effect is also due to a

Recess in the rail foot and web can be reduced so far that their influence on the measurement result is only insignificant. For this purpose, a recess is made in the rail foot and web in front of the first threshold 2 provided with weighing devices, but this does not interrupt the drive-over part, so that an articulated coupling is produced. The force shunt effect is less, the further this joint is removed from the first measuring device 3 without bearings and the less bending stress is transmitted through the joint. However, since a certain shear stress must not be exceeded in this joint in order not to be damaged when driving over a permissible load, a certain force bypass effect cannot be prevented. It has therefore proven to be particularly advantageous to provide a recess in each rail 7 in addition to the detection of the shear stress, so that an accurate travel weighing can be achieved with the smallest possible bridge length, in particular with small drive-over loads. The measurement result can in particular be improved in that a recess and a shear stress measurement are carried out both at the beginning and at the end of the measuring section.

The shear stress sensors 1, 11 are also used as rail switches. For this purpose, with the help of predetermined center distances of known rail vehicles by the central evaluation device 12, the beginning and the end of each driving vehicle determined. The vehicle weight can then be determined in the evaluation device 12 from the known and measured center distances.

In addition to the vehicle weight or the axle load, it is also possible in the evaluation device 12 to determine non-roundness and flat spots on the wheels of the rail vehicles traveling over. For this purpose, the weighing signals are separated from known interference components such as, for example, wagon vibrations or the sinusoidal movement in filter device 12 in filter device 12, and the wagons are added up. The force shunt error determined by the shear stress transducers 1.11 is advantageously taken into account so that this sum of the signal components corresponds to the weight of the wagon or vehicle and can be displayed as such.

By summing up the detected wheel contact force signals when crossing the measuring section, the evaluation device 12 forms an average value which would correspond to the signal curve of an exactly round wheel on the rail. On the other hand, since an out-of-round wheel or a flat wheel causes periodic vertical force fluctuations when driving over a measuring section, the vertical force fluctuations are related to the determined mean value in the evaluation device 12. Insofar as regular deviations such as wagon vibrations, sinus movement and comparable disturbance components have already been taken into account in the mean value, the deviation represents a measure of the out-of-roundness of the wheel being assessed. This out-of-roundness can then be displayed or signaled as an out-of-round defect if a predetermined limit value is exceeded.

The evaluation device 12 can also be designed so that a reference signal curve is determined from the detected and stored vertical force signals. Such a reference signal curve could be implemented by applying the rules of nonlinear dynamics with the help of arithmetic circuits. By comparing the reference signal curve with the actual signal curve of a wheel, the evaluation device 12 can then determine and display an out-of-roundness or a flat spot. In this case, the evaluation device 12 can also compare and evaluate the wheels rolling in parallel over the two rails 7 in order to increase the detection accuracy of the out-of-roundness. For example, there is a shift in the center of gravity on an axle if a wheel is out of round. Such criteria could also be used to assess the out-of-roundness.

Depending on the accuracy requirements, the length of the measuring section or the overrun speed must be specified. At high speeds, out-of-roundness or flat spots on wheels can already be determined from measuring sections with only one sensor. Such a device for determining out-of-roundness and flat spots could be combined with a weighing device in such a way that it is used for non-roundness at normal driving speeds and for weighing at slow driving speeds.

If, on the other hand, longer measuring sections are provided, which can measure at least one wheel revolution length or one bogie length, the out-of-roundness or the flat point can be recognized even at low speeds, and at the same time a weighing can be carried out. With such a device, an overload control and a focus control could also be carried out simultaneously. In this case, the evaluation device would have to be given 12 limit load ranges for certain wagon types, which would be compared to the measured weight after its identification and a determined overload would be signalable or displayable. When checking the center of gravity, the evaluation device 12 could be calculate the center of gravity of the measured axle loads and, after identifying the type of wagon, using the specified center distances and, if the center of gravity deviates from a specified range, also signal or display this.

2 of the drawing shows a force measuring device as a sectional view of a section of a threshold 2 with a load cell 3 arranged thereon below a rail 7. The threshold 2, on which the load cell 3 is arranged, represents an almost standardized concrete sleeper, as is usually installed as a base for the rails 7 in a ballast bed 6. Because of the larger contact surface and the higher dead weight, a standardized turnout sleeper is advantageously used, the width of which is somewhat larger and the weight of which is somewhat higher than that of conventional rail sleepers. These sleepers 2 are equipped with tension reinforcement elements, as are usually also arranged in turnout sleepers. This results in a particularly torsionally rigid design.

Compared to a conventional turnout threshold, the threshold 2 used only differs in that it has a fastening plate 22 which is provided in the region of the rail fastening. This fastening plate 22 contains reinforcement elements 28 on its underside, which are cast in on the top of the concrete sleeper 2. This mounting plate 22 generally represents a flat steel plate, which represents a particularly flat and precise mounting platform under the rail 7 and contains the fastening elements with which the rail 7 or load cells 3 arranged below the rail 7 can be fastened to the sleeper 2. In the simplest form, these fastening elements can represent threaded bores 27 with which the load cell 3 is firmly attached to the fastening plate 22. The surface closes before the mounting plate 22 approximately with the upper edge of the upper contact surface of the threshold 2. This mounting plate 22 can also be slightly embedded in the surface of the threshold 3 in order to gain additional mounting space under the rail 7. However, this lowering of the mounting plate 22 is only possible to the extent that the tensioning reinforcement within the concrete sleeper 2 is not weakened, so that the torsional rigidity of the sleeper 2 is maintained.

A mounting plate 29 is screwed onto this mounting plate 22, to which the force measuring device is attached as a load cell 3. The load cell 3 is provided transversely under the rail 7, so that the rail 7 is supported on the load cell 3. This load cell 3 contains a force introduction part 18, a deformation body 17, to which strain gauges 20 are applied, and a force discharge part 21, which is firmly connected to the assembly platform 29. The load cell 3 is double S-shaped, so that the force introduction parts 18 and the force discharge parts 21 are simultaneously provided as force feedback elements. The force introduction element 18 and the force discharge element 21 are separated from the deformation part by two horizontal slots 16, 26. The deformation part 17 contains a mirror image of a center line four opposite horizontal blind bores 19, so that between the four bores 19 two separate vertical ones

Deformation surfaces remain on which the strain gauges 20 are applied. These generate a signal proportional to the weight on the rail 7. The load cell 3 could also be designed as a simple S-shaped load cell, provided that lower accuracy requirements are sufficient or a larger number of load cells is provided.

On the force introduction part 18 webs with clamping connections 14 are provided, between which the rail 7 extends transversely to the load cell 3. The clamp connection 14 is part of a connection element, which is designed as a separate adapter plate. The adapter plate 15 is provided for a particular type of rail and is non-positively connected to the force introduction part 18 of the load cell 3 via a screw connection. Load cells 3 with force feedback elements are advantageously provided, since in these the measured force is largely independent of the force introduction location, so that shifts in the center of gravity on the rail 7 have no influence on the measurement result. It is therefore advantageously also possible to use weighing beams with force feedback elements, the rail 7 being fastened to an upper force feedback element, while a lower force feedback element would have to be firmly connected to the surface of the fastening plate 22.

To protect the weighing device, a sheet steel housing is provided as a protective cover 4, 9 above the sleepers 2 and at the level of the force measuring device 3, which surrounds the load cells 3, 10 and the associated evaluation devices on the surface of the upper side of the sleepers. This protective housing 4, 9 runs in any case below the lower edge of the rail and can be removed for repair and service tasks. In the middle of the threshold 2 there is an additional switch housing 24, into which the connecting cables of the force transducers 3, 10 and the measuring eyes 1, 11 are guided so as to prevent damage. In this switch box 24 there are also additional electrical circuits which are used for feeding and distance-independent signal conversion (A / D converter).

In this switch box 24, a tubular connection channel 5 is provided above the ballast bed 6 in the rail direction, through which the individual sleepers 2, 8 provided with load cells 3, 10 are electrically connected to one another and to the central evaluation device 12.

Claims

claims

1. Weighing device for rail vehicles with at least one cross member, which serves as a base for a pair of rails

(7) and with at least one force measuring device (3, 10) for each rail (7), the force measuring device being arranged between the rail in question and the cross member, characterized in that the cross member is designed as a concrete sleeper (2, 8) on which the force measuring devices (3, 10) are arranged and the concrete sleeper (2, 8) is mounted directly in a gravel roadway (6) for travel rails, the gravel roadway (6) passing through at least in the area of the concrete sleeper (2, 8) ballast bonding is stabilized.

2. Weighing device according to claim 1, characterized in that the weighing device consists of at least one concrete sleeper (2, 8) with force measuring devices (3, 10) arranged thereon or a plurality of concrete sleepers (2, 8) with force measuring devices (3, 10).

3. Weighing device according to claim 1 or 2, characterized in that the concrete sleeper (2, 8) consists of reinforced concrete or other materials provided for the production of concrete sleepers.

4. Weighing device according to one of the preceding claims, characterized in that each concrete sleeper (2, 8) on its top in the region of the rail support points. contains two fastening plates (22) which are firmly cast into the concrete sleepers (2, 8) below the rail mounting.

5. Weighing device according to one of the preceding claims, characterized in that below the rails (7) force measuring devices (3, 10) are arranged, the force introduction part (18) with the rail (7) and the force transmission part (21) non-positively and torque-locking is connected to the mounting plate (22) of the threshold (2, 8).

6. Weighing device according to one of the preceding claims, characterized in that the fastening plate (22) is designed as a flat rectangular or round sheet metal part which, on its side facing the rail (7), contains fastening elements (27) with the aid of which the force transducers (3 , 10) are to be fastened to the concrete sleeper (2, 8) by a detachable connection.

7. Weighing device according to one of the preceding claims, characterized in that the force measuring device (3, 10) is designed as a load cell with force feedback elements.

8. Weighing device according to one of the preceding claims, characterized in that the weighing signals of the force measuring devices (3, 10) of each threshold (2, 8) are linked to one another such that the weight of the rails or parts thereof can be determined from the measuring signals ,

9. Weighing device according to one of the preceding claims, characterized in that at least one shear stress sensor (1, 11) is arranged in at least one rail (7) in front of the first concrete sleeper (2, 8) provided with force transducers (3, 10), whose measurement signals serve to correct the force shunt coupling and / or as a rail switch.

10. Weighing device according to one of the preceding claims, characterized in that a shear stress sensor (1, 11) is provided at least before the first or before the first and after the last with load cells (3, 10) provided concrete threshold (2, 8), wherein the shear stress sensor is arranged in the neutral phase of the rail (7).

11. Weighing device according to one of the preceding claims, characterized in that a location-dependent correction function is formed and stored in a central evaluation device (12) on the basis of the shear stress measurement and a static calibration, which serves to take into account the force shunt coupling during dynamic weighing.

12. Weighing device according to one of the preceding claims, characterized in that a wagon start and end or a bogie start or end is determined on the basis of the shear stress signal in the central evaluation device (12) and with the aid of predetermined center distances.

13. Weighing device according to one of claims 9 to 12, characterized in that the shear stress sensor (1,

11) is designed as a measuring eye, which is arranged in a bore in the rail (7) or is formed by directly applied strain gauges.

14.Weighing device according to one of the preceding claims, characterized in that at least in front of the first concrete sleeper (2, 8) provided with load cells (3, 10) a vertical or obliquely downwardly open recess is provided in the rail foot, said recess providing the travel rail (7) gelen- kig with the one or more with load cells (3, 10) provided sleepers (2, 8).

15. sawing device according to claim 14, characterized in that at least before the first and / or the last

Load cell (3, 10) provided threshold (2, 8) is provided a vertical or obliquely open recess in the rail foot, which articulates the travel rail (7) with the one or more sleepers (2, 8) provided with load cells (3, 10) ) connects.

16. Weighing device according to one of claims 1 to 15, characterized in that the ballast bonding in the direction of travel at a certain distance before and after after the first or before the first and until after the last

Load cells (3, 10) provided concrete sleeper (2, 8) is provided.

17. Weighing device according to claim 16, characterized in that the concrete sleepers (3, 10) provided with concrete sleepers (2, 8) are glued to the ballast bed (6).

18. Weighing device according to one of the preceding claims, characterized in that the stabilization by the ballast bonding depending on the nominal load of the load cells (3,

10) and / or the permissible overrun speed is provided.

19. Weighing device according to one of the preceding claims, characterized in that the ballast bonding in the start-up area in front of the first concrete threshold (2, 8) provided with load cells (3, 10) with steadily increasing stiffening and / or in the exit area after the last with load cells (3, 10) provided concrete sleeper (2, 8) with steadily decreasing stiffening is provided.

0. Weighing device according to one of the preceding claims, characterized in that the evaluation device (12) forms a mean weight load when the measured distance from the vertical force signals of the load cells (3, 10) is passed and compares this with the temporal signal curve and when If a specified deviation is exceeded, this is signaled or indicated as out-of-roundness or flat spot.