CN106379369B - Brake energy recovery system of train carriage - Google Patents
Brake energy recovery system of train carriage Download PDFInfo
- Publication number
- CN106379369B CN106379369B CN201611072005.0A CN201611072005A CN106379369B CN 106379369 B CN106379369 B CN 106379369B CN 201611072005 A CN201611072005 A CN 201611072005A CN 106379369 B CN106379369 B CN 106379369B
- Authority
- CN
- China
- Prior art keywords
- shaft
- transmission
- ring
- air
- sliding
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H9/00—Brakes characterised by or modified for their application to special railway systems or purposes
- B61H9/06—Brakes characterised by or modified for their application to special railway systems or purposes for storing energy during braking action
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/28—Transmission systems in or for locomotives or motor railcars with rotary prime movers, e.g. turbines
- B61C9/30—Transmission systems in or for locomotives or motor railcars with rotary prime movers, e.g. turbines mechanical
- B61C9/32—Transmission systems in or for locomotives or motor railcars with rotary prime movers, e.g. turbines mechanical with change-speed gearing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D27/00—Heating, cooling, ventilating, or air-conditioning
- B61D27/0018—Air-conditioning means, i.e. combining at least two of the following ways of treating or supplying air, namely heating, cooling or ventilating
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D27/00—Heating, cooling, ventilating, or air-conditioning
- B61D27/009—Means for ventilating only
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Transmission Devices (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention belongs to the technical field of train energy conservation, and particularly relates to a brake energy recovery system of a train carriage, which comprises an air inlet channel, a cold air channel, an air fan, a heat exchanger, a power generation mechanism, a gearbox and a compression refrigeration module, wherein the air fan rotates to absorb air through the air inlet channel, part of heat energy of the air in the air inlet channel is converted into kinetic energy, and the air temperature is reduced; the compression refrigeration module is provided with a refrigerant, the refrigerant transfers cold energy to air through the heat exchanger, and the air flows into the carriage through the cold air channel. The air conditioning room is provided with a gearbox, when a train is braked, the gearbox of each carriage is controlled through a control port, kinetic energy of the train is input into the gearbox and then converted into electric energy through a power generation mechanism, the electric energy can be used for supplying electricity to the air conditioner when the train is temporarily stopped, if the energy recovered by the brake is insufficient, the electric energy required by the air conditioner can only drive an air fan to convey external air to the carriages, so that fresh air is supplied and the temperature is reduced, and the air conditioning room has high use value.
Description
Technical Field
The invention belongs to the technical field of train energy conservation, and particularly relates to a brake energy recovery system for a train carriage.
Background
At present, an air conditioner is opened in the running process of a train in summer, passengers feel comfortable, but when the train stops temporarily in a railway station, the air conditioner is usually closed temporarily due to power reasons, when the temporary stopping time is long, the air environment in the whole train carriage is abnormal and hot, and even heatstroke occurs, how the power of the air conditioner for temporary stopping is provided and transmitted from a locomotive can consume a lot of energy additionally, a railway department can not do the way generally, and the research on how to obtain the energy to supply the power to the air conditioner in the temporary stopping is very important.
As the weight of a train is very large, the running train has very large kinetic energy, in order to ensure smooth braking during braking, the train brakes through an air control air brake mechanism to perform air braking on the train, the whole running kinetic energy is completely wasted, the technology commonly adopted at present for recovering the train kinetic energy during braking is to recover electric energy through a generator, however, the kinetic energy of the train is large, the input rotating speed of the generator needs to be greatly improved through the gearbox in order to fully recover the kinetic energy, it may be necessary to increase the speed of the train shaft by 10-20 times or more, however, the transmission ratio of the gearbox is very large, which requires a very large overall mechanism, which in addition to the lubrication of the overall structure would be very complex, the cost is high, and if the transmission is installed on each carriage, the cost is not low, so that the invention of a small-size transmission with a large transmission ratio is necessary.
The invention designs a brake energy recovery system of a train carriage, which solves the problems.
Disclosure of Invention
In order to solve the defects in the prior art, the invention discloses a brake energy recovery system of a train carriage, which is realized by adopting the following technical scheme.
The utility model provides a brake energy recovery system of railway carriage which characterized in that: the air-conditioning device comprises a carriage, seats, wheels, an air inlet channel, an air cooling outlet, an air conditioning chamber, an air cooling pipe, a hot air pipe, an air fan, a heat exchanger, a refrigerant pipe, a power generation mechanism, a gearbox, a control port, a compression refrigeration module, a wheel transmission shaft and a bevel gear set, wherein two groups of wheels are arranged at the bottom of the carriage; the air in the air inlet channel flows into the heat exchanger through the hot air pipe and the air fan, flows into the cold air channel from the other end through the cold air pipe, and then flows into the compartment through the cold air outlet at the bottom of the cold air channel; the gearbox is arranged in the air conditioning chamber, the wheel rotating shaft is connected with the gearbox through a wheel transmission shaft through a bevel gear set, a control port is also arranged on the gearbox, and the power generation mechanism is arranged at the upper end of the gearbox; the cross-sectional area of the air inlet passage is gradually reduced from the inlet to the hot air pipe, and the cross-sectional area of the cold air passage is gradually reduced from the cold air pipe to the tail end of the cold air passage.
The gearbox comprises an input shaft, an input shaft sleeve support, a fixed rod, a pressure spring end cover, a pressure spring, a fixed head, a power circular plate, a transmission unit, a sliding shaft, a control spring, an output shaft, an input shaft telescopic shell, first guide blocks, a first guide groove, a sliding shaft guide rail, an output shaft sleeve and an output shaft sleeve support, wherein the input shaft sleeve is supported and installed on the fixed rod through the input shaft sleeve; the input shaft telescopic shell is internally symmetrically provided with two first guide grooves, the two first guide grooves and the first guide blocks are matched and arranged on the input shaft, the power circular plate is arranged at one end of the input shaft telescopic shell, the pressure spring is arranged on the input shaft and the input shaft telescopic shell, and the two ends of the pressure spring are respectively connected with the pressure spring end cover and the power circular plate; two sliding shaft guide rails are symmetrically arranged on the sliding shaft, two ends of the sliding shaft are respectively arranged at two ends of the fixed rod through a fixed head, four transmission units are sequentially and equidistantly arranged on the sliding shaft, and a control spring is respectively arranged between the four transmission units on the sliding shaft; the output shaft sleeve is supported and installed on the fixed rod through the output shaft sleeve, and the output shaft is installed in the output shaft sleeve; the power circular plate drives the output shaft to rotate through four transmission units.
The transmission unit comprises a switching sliding ring, an inner ring tooth rotating ring, an inner ring tooth end face, inner ring teeth, sliding teeth, a first clamping ring, a second clamping ring, a reciprocating spring, a second guide block, a transmission shaft, a second guide groove, a transmission shaft telescopic shell, a transmission circular plate, an inner ring tooth support ring, middle teeth, a middle tooth rotating ring, a middle tooth support, a middle tooth rotating shaft, a switching support, a switching clamping ring and a sliding ring guide groove, wherein the inner ring tooth support ring is arranged on the inner ring tooth side face and is concentric with the inner ring teeth; the first snap ring and the second snap ring are sequentially arranged on the transmission shaft, the two second guide blocks are symmetrically arranged at one end of the transmission shaft, the sliding teeth are arranged on the transmission shaft, a switching snap ring is arranged between a first snap ring and a second snap ring of the transmission shaft, the switching snap ring is provided with a switching slip ring through a switching support, two slip ring guide grooves are symmetrically formed in the switching slip ring, the switching slip ring is arranged on a slip shaft through the matching of the two slip ring guide grooves and two slip shaft guide rails, the transmission shaft also penetrates through an inner hole of an inner ring tooth support ring, a slip tooth is positioned in the inner ring tooth, two second guide grooves are symmetrically formed in a telescopic shell of the transmission shaft, the two second guide grooves are matched with the second guide blocks and arranged on the transmission shaft, the transmission circular plate is arranged at one end of the telescopic shell of the transmission shaft, the reciprocating spring is arranged on the transmission shaft and the telescopic shell of the transmission shaft, and the two ends of the reciprocating spring are respectively connected with the second clamping ring and the transmission circular plate; the middle gear rotating shaft is arranged in the middle gear rotating ring, the middle gear rotating ring is arranged on the fixed rod through a middle gear support, the middle gear is arranged on the middle gear rotating shaft, and the middle gear is meshed with the inner gear and the sliding gear of the inner ring gear.
The power circular plate is in contact friction with one end of a transmission shaft of the nearest transmission unit, between the two transmission units, the transmission circular plate of the previous transmission unit is in contact friction with one end of the transmission shaft of the next transmission unit, the transmission circular plate of the last transmission unit is in contact friction with one end of an output shaft, and the control spring is arranged between the switching sliding rings of the adjacent transmission units.
As a further improvement of the present technology, the pressure spring is a compression spring.
As a further improvement of the present technology, the control spring is a compression spring.
As a further improvement of the present technique, a shift block is also mounted on the shift slip ring in the transmission unit closest to the input shaft.
As a further improvement of the technology, the telescopic shell of the input shaft and the telescopic shell of the transmission shaft are both provided with limiting rings.
Compared with the traditional train energy-saving technology, the air fan rotates to absorb fresh air through the air inlet channel, and in the flowing process of the fresh air in the air inlet channel, because the air inlet channel contracts, a part of heat energy is converted into kinetic energy, and the temperature of the air passing through the air inlet channel is slightly reduced; the compression refrigeration module is internally provided with a refrigerant, the refrigerant transmits cold energy to air through the heat exchanger, the cooled air flows into the carriage through the cold air channel, and similarly, in the flowing process, the cold air channel is also contracted, so that the air can be further cooled to a small extent. The air conditioning room is provided with the gearbox, when a train is braked, kinetic energy of the train is input into the gearbox through the wheel rotating shaft and the wheel transmission shaft and then converted into electric energy through the power generation mechanism, the electric energy can be used for supplying electricity to the air conditioner when the train is temporarily stopped, if the energy recovered by the brake is not enough for the air conditioner to move, only the air fan can be driven to convey external air to a carriage, fresh air can be supplied and the temperature can be reduced through an air flowing mode, and the air conditioning room has high use value.
Compared with the traditional speed change mechanism, the input shaft of the speed change box is arranged on the fixed rod through the input shaft sleeve, the input shaft serves as a driving shaft to transmit energy to the input shaft telescopic shell, on one hand, the input shaft telescopic shell rotates along with the input shaft through the matching of the first guide block and the first guide groove, on the other hand, the input shaft telescopic shell can move on the input shaft along the axis of the input shaft, the pressure spring plays a role in maintaining the relative position of the input shaft telescopic shell relative to the input shaft, and in addition, plays a role in maintaining the required pre-tightening force between the circular plate and the rear transmission shaft. An inner ring tooth in the transmission unit is meshed with a sliding tooth through a middle tooth, a switching sliding ring, a switching support and a switching clamping ring can move along a sliding shaft, meanwhile, a transmission shaft is driven to move along the sliding shaft through a first clamping ring and a second clamping ring, when one end of the transmission shaft extends out of the inner ring tooth support ring, a front circular plate drives the transmission shaft to rotate through friction, at the moment, the rotation speed of the transmission shaft is the same as that of the front circular plate, and a telescopic shell of the transmission shaft is also pressed on the transmission shaft by a reciprocating spring so that certain pressure is kept between the transmission shaft and the; the transmission shaft can not extend out of the inner ring tooth support ring by controlling the movement of the switching slip ring, at the moment, the front circular plate can be in contact friction with the end face of the inner ring tooth support ring so as to drive the inner ring teeth, the inner ring teeth drive the sliding teeth to rotate through the middle teeth, the sliding teeth drive the transmission shaft to rotate, but at the moment, the rotating speeds of the transmission shaft and the front circular plate are changed, the speed of the transmission shaft is increased, and the purpose of speed change is achieved; the lengths of the transmission shafts extending out of the inner ring tooth support rings in the initial states of the other four transmission units are different, so that the purpose of ensuring that the transmission change of each transmission unit is changed in sequence is achieved. The four transmission units are designed in the invention, and the transmission units are in series connection, so that a higher transmission ratio can be obtained. The transmission rotating speed between two adjacent transmission units can be controlled by controlling the switching slip ring between each transmission unit, so that the aims of accumulating speed change and obtaining higher transmission ratio are fulfilled. The control spring is used for controlling the mutual positions of the switching slip rings of the four transmission units, when the first switching slip ring moves to a certain extent, the rest switching slip rings can make corresponding movement extents which are set originally, and the control spring can control the speed change of the whole speed changer by controlling the movement of one switching slip ring, so that the switching block is arranged on one switching slip ring, and the speed changer is controlled by controlling the switching block.
Drawings
Fig. 1 is a schematic view of the overall component distribution.
Fig. 2 is a front view of the overall part distribution.
Fig. 3 is a partial view of the input shaft-related structure.
Fig. 4 is a schematic diagram of a relevant structural subsection of the output shaft.
Figure 5 is a side view of an entire structural subsection.
Fig. 6 is a structural sectional view of the transmission unit.
Fig. 7 is a schematic view of a slide shaft installation.
Fig. 8 is a schematic view of the intermediate gear swivel mounting.
Fig. 9 is a schematic view of the control spring installation.
Fig. 10 is a schematic view of a slip ring guide groove structure.
Fig. 11 is a schematic view of a slide rail installation.
Fig. 12 is a schematic view of the input shaft structure.
FIG. 13 is a schematic view of the input shaft telescoping housing construction.
Fig. 14 is a schematic view of a propeller shaft structure.
FIG. 15 is a schematic view of a stop collar.
Fig. 16 is a schematic view of an inner ring tooth structure.
FIG. 17 is a schematic diagram of the recovery and utilization of train brake energy.
Number designation in the figures: 1. an input shaft, 2, an input shaft sleeve, 3, an input shaft sleeve support, 4, a fixing rod, 5, a pressure spring end cover, 6, a pressure spring, 7, a fixing head, 8, a power circular plate, 9, a transmission unit, 10, a sliding shaft, 11, a control spring, 12, an output shaft, 14, a limiting ring, 15, an input shaft telescopic shell, 17, a switching support, 18, inner ring teeth, 19, an inner ring teeth support, 20, an inner ring teeth end face, 21, a switching block, 22, a switching sliding ring, 23, an inner ring teeth rotating ring, 24, a second clamping ring, 25, middle teeth, 26, a middle teeth rotating ring, 27, a middle teeth support, 28, a middle teeth rotating shaft, 29, a sliding tooth, 30, a first clamping ring, 31, a switching clamping ring, 32, a reciprocating spring, 33, a transmission circular plate, 34, a first guide block, 35, a first guide groove, 36, a second guide block, 37, a transmission shaft, 38, a second guide groove, 39 and a transmission shaft telescopic shell, 40. a slip ring guide groove, 41, a slip shaft guide rail, 42, an inner ring gear support ring, 43, an output bushing, 44, an output bushing support, 50, a compartment, 51, a passenger, 52, a seat, 53, a wheel, 54, an air inlet, 55, a cold air channel, 56, a cold air outlet, 57, an air conditioning chamber, 58, a cold air duct, 59, a hot air duct, 60, an air fan, 61, a heat exchanger, 62, a refrigerant duct, 63, a power generation mechanism, 64, a gear box, 65, a control port, 66, a compression refrigeration module, 67, a wheel drive shaft, 68, and a bevel gear set.
Detailed Description
As shown in fig. 17, wherein a in fig. 17 is a side view of a train carriage, and b is a top view of the train carriage, which comprises a carriage 50, a seat 52, wheels 53, an air inlet channel 54, a cold air channel 55, a cold air outlet 56, an air conditioning chamber 57, a cold air pipe 58, a hot air pipe 59, an air fan 60, a heat exchanger 61, a refrigerant pipe 62, a power generation mechanism 63, a gear box 64, a control port 65, a compression refrigeration module 66, a wheel transmission shaft 67, and a bevel gear set 68, wherein two sets of wheels 53 are installed at the bottom of the carriage 50, the seat 52 is installed in the carriage 50, the air conditioning chamber 57 is installed at one end of the carriage 50, the air inlet channel 54 is arranged at the top of the carriage 50, the cold air channel 55 is installed at the lower end of the air inlet channel 54, the compression refrigeration module 66 is installed in the air conditioning chamber 57, the heat exchanger 61 is installed at the upper end of the compression refrigeration Back to the compression refrigeration module 66; the air in the air inlet 54 flows into the heat exchanger 61 through the hot air pipe 59 and the air fan 60 and flows into the cold air channel 55 from the other end through the cold air pipe 58, and then flows into the cabin 50 through the cold air outlet 56 at the bottom of the cold air channel 55; the gearbox 64 is arranged in the air conditioning chamber 57, the rotating shaft of the wheel 53 is connected with the gearbox 64 through a bevel gear set 68 and a wheel transmission shaft 67, the gearbox 64 is also provided with a control port 65, and the power generation mechanism 63 is arranged at the upper end of the gearbox 64; the cross-sectional area of the inlet duct 54 decreases from the inlet to the hot air duct 59, and the cross-sectional area of the cold air duct 55 decreases from the cold air duct 58 to the end of the cold air duct 55.
As shown in fig. 1, 2 and 5, the above gearbox includes an input shaft 1, an input shaft sleeve 2, an input shaft sleeve support 3, a fixing rod 4, a pressure spring end cover 5, a pressure spring 6, a fixing head 7, a power circular plate 8, a transmission unit 9, a sliding shaft 10, a control spring 11, an output shaft 12, an input shaft telescopic shell 15, a first guide block 34, a first guide groove 35, a sliding shaft guide rail 41, an output shaft sleeve 43 and an output shaft sleeve support 44, wherein as shown in fig. 3, the input shaft sleeve 2 is mounted on the fixing rod 4 through the input shaft sleeve support 3, the input shaft 1 is mounted in the input shaft sleeve 2, the pressure spring end cover 5 is mounted on the input shaft 1, and as shown in fig. 12, two first guide blocks 34 are symmetrically mounted on an outer edge surface of one end of the input shaft 1; as shown in fig. 14, two first guide grooves 35 are symmetrically formed in the input shaft telescopic housing 15, as shown in fig. 6, the two first guide grooves 35 are mounted on the input shaft 1 in cooperation with the first guide blocks 34, the power circular plate 8 is mounted at one end of the input shaft telescopic housing 15, the pressure applying spring 6 is mounted on the input shaft 1 and the input shaft telescopic housing 15, and two ends of the pressure applying spring are respectively connected with the pressure applying spring end cover 5 and the power circular plate 8; as shown in fig. 11, two sliding shaft guide rails 41 are symmetrically installed on the sliding shaft 10, as shown in fig. 7, two ends of the sliding shaft 10 are respectively installed at two ends of the fixing rod 4 through a fixing head 7, as shown in fig. 2, four transmission units 9 are sequentially and equidistantly installed on the sliding shaft 10, and a control spring 11 is installed between each of the four transmission units 9 on the sliding shaft 10; as shown in fig. 4, the output boss 43 is mounted on the fixing lever 4 through the output boss support 44, and the output shaft 12 is mounted in the output boss 43; the power circular plate 8 drives the output shaft 12 to rotate through four transmission units 9.
As shown in fig. 6, the transmission unit 9 includes a switching slip ring 22, an inner ring gear rotating ring 23, an inner ring gear end surface 20, inner ring teeth 18, sliding teeth 29, a first snap ring 30, a second snap ring 24, a reciprocating spring 32, a second guide block 36, a transmission shaft 37, a second guide groove 38, a transmission shaft telescopic housing 39, a transmission circular plate 33, an inner ring gear support 19, an inner ring gear support ring 42, intermediate teeth 25, an intermediate tooth rotating ring 26, an intermediate tooth support 27, an intermediate tooth rotating shaft 28, a switching support 17, a switching snap ring 31, and a slip ring guide groove 40, wherein as shown in fig. 16, the inner ring gear support ring 42 is installed on the side surface of the inner ring teeth 18, the inner ring gear support ring 42 is installed in the inner ring gear rotating ring 23, and as shown in fig. 8 and 9, the inner ring gear rotating ring 23 is installed on the fixing rod 4 through the inner ring gear; as shown in fig. 14, the first snap ring 30 and the second snap ring 24 are sequentially mounted on the transmission shaft 37, the two second guide blocks 36 are symmetrically mounted at one end of the transmission shaft 37, as shown in fig. 6 and 4, the sliding teeth 29 are mounted on the transmission shaft 37, as shown in fig. 6, the switching snap ring 31 is mounted between the first snap ring 30 and the second snap ring 24 of the transmission shaft 37, the switching snap ring 31 is mounted with the switching slide ring 22 through the switching support 17, as shown in fig. 10, two slide ring guide grooves 40 are symmetrically formed inside the switching slide ring 22, the switching slide ring 22 is mounted on the slide shaft 10 through the matching of the two slide ring guide grooves 40 and two slide shaft guide rails 41, the transmission shaft 37 further passes through an inner hole of the inner ring tooth support ring 42, the sliding teeth 29 are located inside the inner ring teeth 18, two second guide grooves 38 are symmetrically formed inside the transmission shaft telescopic housing 39, and are mounted on the transmission shaft 37 through the, the transmission circular plate 33 is arranged at one end of the transmission shaft telescopic shell 39, the reciprocating spring 32 is arranged on the transmission shaft 37 and the transmission shaft telescopic shell 39, and the two ends of the reciprocating spring are respectively connected with the second clamping ring 24 and the transmission circular plate 33; as shown in fig. 4 and 6, the intermediate gear rotating shaft 28 is installed in the intermediate gear rotating ring 26, the intermediate gear rotating ring 26 is installed on the fixed rod 4 through the intermediate gear support 27, the intermediate gear 25 is installed on the intermediate gear rotating shaft 28, and the intermediate gear 25 is engaged with both the inner gear of the inner ring gear 18 and the sliding gear 29.
As shown in fig. 2, the power circular plate 8 is in contact friction with one end of the transmission shaft 37 of the nearest transmission unit 9, between two transmission units 9, the transmission circular plate 33 of the previous transmission unit 9 is in contact friction with one end of the transmission shaft 37 of the next transmission unit 9, the transmission circular plate 33 of the last transmission unit 9 is in contact friction with one end of the output shaft 12, and the control spring 11 is installed between the switching slip rings 22 of the adjacent transmission units 9.
The pressure spring 6 is a compression spring.
The control spring 11 is a compression spring.
A shift block 21 is also mounted on a shift slip ring 22 in the transmission unit 9 closest to the input shaft 1.
As shown in fig. 6 and 15, the input shaft telescopic housing 15 and the transmission shaft telescopic housing 39 are both provided with a retainer ring 14.
In summary, in the present invention, the air fan 60 rotates to absorb the fresh air through the air inlet 54, and during the flow of the fresh air in the air inlet 54, because the air inlet 54 contracts, a part of the heat energy is converted into kinetic energy, and the temperature of the air passing through the air inlet 54 decreases slightly; the compression refrigeration module 66 has a refrigerant therein, the refrigerant transfers cooling energy to air through the heat exchanger 61, the cooled air flows into the cabin 50 through the cold air channel 55, and similarly, in the flowing process, the cold air channel 55 is also contracted, so that the air can be further cooled to a certain extent by a small amount. The air conditioning room 57 is provided with a gearbox 64, when the train brakes, the kinetic energy of the train is input into the gearbox 64 through the rotating shaft of the wheels 53 and the wheel transmission shaft 67, and then is converted into electric energy through the power generation mechanism 63, the electric energy can be used for the air conditioning when the train temporarily stops, if the energy recovered by the brake is not enough for the air conditioning movement, only the air fan 60 can be driven to convey the outside air to the carriage 50, and fresh air and cooling can be provided in an air flowing mode, so that the use value is high.
In the present invention, the input shaft 1 is mounted on the fixing lever 4 via the input sleeve 2, the input shaft 1 serves as a driving shaft for transmitting energy to the input shaft telescopic housing 15, the input shaft telescopic housing 15 rotates along with the input shaft 1 via the engagement of the first guide block 34 and the first guide groove 35, the input shaft telescopic housing 15 is movable on the input shaft 1 along the axis of the input shaft 1, and the biasing spring 6 serves to maintain the relative position of the input shaft telescopic housing 15 with respect to the input shaft 1 and also serves to maintain a required biasing force between the circular plate and the rear drive shaft 37. An inner ring tooth 18 in the transmission unit 9 is meshed with a sliding tooth 29 through an intermediate tooth 25, a switching sliding ring 22, a switching support 17 and a switching clamping ring 31 can move along a sliding shaft 10, and simultaneously, a transmission shaft 37 is driven to move along the sliding shaft 10 through a first clamping ring 30 and a second clamping ring 24, when one end of the transmission shaft 37 extends out of an inner ring tooth support ring 42, a front circular plate drives the transmission shaft 37 to rotate through friction, at the moment, the rotation speed of the transmission shaft 37 is the same as that of the front circular plate, and a transmission shaft telescopic shell 39 is also pressed on the transmission shaft 37 through a reciprocating spring 32, so that certain pressure is kept between the transmission shaft 37 and; the transmission shaft 37 can not extend out of the inner ring tooth support ring 42 by controlling the movement of the switching slip ring 22, at this time, a front circular plate can be in contact friction with the end surface of the inner ring tooth support ring 42, so that the inner ring teeth 18 are driven, the inner ring teeth 18 drive the sliding teeth 29 to rotate through the middle teeth 25, the sliding teeth 29 drive the transmission shaft 37 to rotate, but at this time, the rotating speeds of the transmission shaft 37 and the front circular plate are changed, the speed of the transmission shaft 37 is increased, and the purpose of speed change is achieved; the lengths of the drive shafts 37 extending from the inner ring-tooth support rings 42 in the initial state of the other four drive units 9 are different in order to ensure that the change of the drive of each drive unit 9 is changed in turn. In the invention, four transmission units 9 are designed, and the transmission units 9 are in a series relation, so that a higher transmission ratio can be obtained. The transmission rotating speed between two adjacent transmission units 9 can be controlled by controlling the switching slip ring 22 between each transmission unit 9, so that the aims of accumulating speed change and obtaining higher transmission ratio are achieved. The control spring 11 is used for controlling the mutual positions of the switching slip rings 22 of the four transmission units 9, when the first switching slip ring 22 moves for a certain amplitude, the rest switching slip rings 22 can make corresponding movement amplitudes which are set originally, and the control spring 11 can control the speed change of the whole transmission by controlling the movement of only one switching slip ring 22, so that the switching block 21 is arranged on one switching slip ring 22, and the transmission is controlled by controlling the switching block 21.
The specific implementation of the gearbox is as follows: firstly, the four transmission shafts 37 extend out of the inner ring gear support ring 42 and are respectively contacted with a front circular plate, at this time, the input shaft 1 drives the output shaft 12 to rotate after being transmitted by the four transmission shafts 37, and the rotating speed of the output shaft 12 is the same as that of the input shaft 1; the switching block 21 is adjusted, firstly, the transmission shaft 37 in the first transmission unit 9 is completely pulled into the inner ring teeth 18, the input shaft 1 is in contact friction with the inner ring teeth support ring 42, the inner ring teeth 18 drive the sliding teeth 29 to rotate through the intermediate teeth 25, and then the transmission shaft 37 is driven to rotate, so that first-stage speed increasing is realized, then the switching block 21 is continuously adjusted, the transmission shaft 37 in the second transmission unit 9 is completely pulled into the inner ring teeth 18, the input shaft 1 is in contact friction with the inner ring teeth support ring 42, second-stage speed increasing is realized, the width of the sliding teeth 29 is very wide in the moving process, so that the sliding teeth cannot be separated from the intermediate teeth 25, and then the switching block 21 is continuously moved to realize third-stage and. The speed increasing is obtained by connecting four transmission units 9 in series, so that the transmission ratio range is high, and the use value is high.
Claims (5)
1. The utility model provides a brake energy recovery system of railway carriage which characterized in that: the air-conditioning device comprises a carriage, seats, wheels, an air inlet channel, an air cooling outlet, an air conditioning chamber, an air cooling pipe, a hot air pipe, an air fan, a heat exchanger, a refrigerant pipe, a power generation mechanism, a gearbox, a control port, a compression refrigeration module, a wheel transmission shaft and a bevel gear set, wherein two groups of wheels are arranged at the bottom of the carriage; the air in the air inlet channel flows into the heat exchanger through the hot air pipe and the air fan, flows into the cold air channel from the other end through the cold air pipe, and then flows into the compartment through the cold air outlet at the bottom of the cold air channel; the gearbox is arranged in the air conditioning chamber, the wheel rotating shaft is connected with the gearbox through a wheel transmission shaft through a bevel gear set, a control port is also arranged on the gearbox, and the power generation mechanism is arranged at the upper end of the gearbox; the cross section area of the air inlet channel is gradually reduced from the inlet to the hot air pipe, and the cross section area of the cold air channel is gradually reduced from the cold air pipe to the tail end of the cold air channel;
the gearbox comprises an input shaft, an input shaft sleeve support, a fixed rod, a pressure spring end cover, a pressure spring, a fixed head, a power circular plate, a transmission unit, a sliding shaft, a control spring, an output shaft, an input shaft telescopic shell, first guide blocks, a first guide groove, a sliding shaft guide rail, an output shaft sleeve and an output shaft sleeve support, wherein the input shaft sleeve is supported and installed on the fixed rod through the input shaft sleeve; the input shaft telescopic shell is internally symmetrically provided with two first guide grooves, the two first guide grooves and the first guide blocks are matched and arranged on the input shaft, the power circular plate is arranged at one end of the input shaft telescopic shell, the pressure spring is arranged on the input shaft and the input shaft telescopic shell, and the two ends of the pressure spring are respectively connected with the pressure spring end cover and the power circular plate; two sliding shaft guide rails are symmetrically arranged on the sliding shaft, two ends of the sliding shaft are respectively arranged at two ends of the fixed rod through a fixed head, four transmission units are sequentially and equidistantly arranged on the sliding shaft, and a control spring is respectively arranged between the four transmission units on the sliding shaft; the output shaft sleeve is supported and installed on the fixed rod through the output shaft sleeve, and the output shaft is installed in the output shaft sleeve; the power circular plate drives the output shaft to rotate through the four transmission units;
the transmission unit comprises a switching sliding ring, an inner ring tooth rotating ring, an inner ring tooth end face, inner ring teeth, sliding teeth, a first clamping ring, a second clamping ring, a reciprocating spring, a second guide block, a transmission shaft, a second guide groove, a transmission shaft telescopic shell, a transmission circular plate, an inner ring tooth support ring, middle teeth, a middle tooth rotating ring, a middle tooth support, a middle tooth rotating shaft, a switching support, a switching clamping ring and a sliding ring guide groove, wherein the inner ring tooth support ring is arranged on the inner ring tooth side face and is concentric with the inner ring teeth; the first snap ring and the second snap ring are sequentially arranged on the transmission shaft, the two second guide blocks are symmetrically arranged at one end of the transmission shaft, the sliding teeth are arranged on the transmission shaft, a switching snap ring is arranged between a first snap ring and a second snap ring of the transmission shaft, the switching snap ring is provided with a switching slip ring through a switching support, two slip ring guide grooves are symmetrically formed in the switching slip ring, the switching slip ring is arranged on a slip shaft through the matching of the two slip ring guide grooves and two slip shaft guide rails, the transmission shaft also penetrates through an inner hole of an inner ring tooth support ring, a slip tooth is positioned in the inner ring tooth, two second guide grooves are symmetrically formed in a telescopic shell of the transmission shaft, the two second guide grooves are matched with the second guide blocks and arranged on the transmission shaft, the transmission circular plate is arranged at one end of the telescopic shell of the transmission shaft, the reciprocating spring is arranged on the transmission shaft and the telescopic shell of the transmission shaft, and the two ends of the reciprocating spring are respectively connected with the second clamping ring and the transmission circular plate; the middle gear rotating shaft is arranged in the middle gear rotating ring, the middle gear rotating ring is arranged on the fixed rod through a middle gear support, the middle gear is arranged on the middle gear rotating shaft, and the middle gear is meshed with the inner gear and the sliding gear of the inner ring gear;
the power circular plate is in contact friction with one end of a transmission shaft of the nearest transmission unit, between the two transmission units, the transmission circular plate of the previous transmission unit is in contact friction with one end of the transmission shaft of the next transmission unit, the transmission circular plate of the last transmission unit is in contact friction with one end of an output shaft, and the control spring is arranged between the switching sliding rings of the adjacent transmission units;
the wheel transmission shaft is connected with an input shaft in the gearbox, and an output shaft in the gearbox is connected with an input shaft of a generator in the generating mechanism.
2. The brake energy recovery system for a railway car of claim 1, wherein: the pressure spring is a compression spring.
3. The brake energy recovery system for a railway car of claim 1, wherein: the control spring is a compression spring.
4. The brake energy recovery system for a railway car of claim 1, wherein: the shifting slip ring in the transmission unit closest to the input shaft is also provided with a shifting block.
5. The brake energy recovery system for a railway car of claim 1, wherein: and the telescopic shell of the input shaft and the telescopic shell of the transmission shaft are both provided with a limiting ring.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201611072005.0A CN106379369B (en) | 2016-11-29 | 2016-11-29 | Brake energy recovery system of train carriage |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201611072005.0A CN106379369B (en) | 2016-11-29 | 2016-11-29 | Brake energy recovery system of train carriage |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106379369A CN106379369A (en) | 2017-02-08 |
| CN106379369B true CN106379369B (en) | 2020-07-03 |
Family
ID=57959718
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201611072005.0A Expired - Fee Related CN106379369B (en) | 2016-11-29 | 2016-11-29 | Brake energy recovery system of train carriage |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN106379369B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111003014B (en) * | 2019-12-20 | 2020-11-06 | 玉环川进环保科技有限公司 | Railway brake capable of recycling friction heat energy |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2366351Y (en) * | 1998-05-17 | 2000-03-01 | 余义伦 | Mechanism for automatic speed gearing shock absorbing and power saving |
| DE50100143D1 (en) * | 2000-02-23 | 2003-05-15 | Behr Industrietech Gmbh & Co | Air conditioning device and method for operating this |
| CN104648135A (en) * | 2015-01-09 | 2015-05-27 | 欧阳亮 | Vehicle kinetic energy recycling and re-releasing device and control method thereof |
| CN104896027A (en) * | 2015-05-22 | 2015-09-09 | 张洲 | Planetary transmission |
| CN204732058U (en) * | 2015-05-15 | 2015-10-28 | 广州科技职业技术学院 | Planetary gear gear teaching aid |
| CN105972166A (en) * | 2016-06-20 | 2016-09-28 | 裕克施乐塑料制品（太仓）有限公司 | Planetary-gear-type speed variator capable of automatic gear shifting |
| CN106121941A (en) * | 2016-07-20 | 2016-11-16 | 李全瑞 | The method that the potential energy of subway train is become electric energy |
-
2016
- 2016-11-29 CN CN201611072005.0A patent/CN106379369B/en not_active Expired - Fee Related
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2366351Y (en) * | 1998-05-17 | 2000-03-01 | 余义伦 | Mechanism for automatic speed gearing shock absorbing and power saving |
| DE50100143D1 (en) * | 2000-02-23 | 2003-05-15 | Behr Industrietech Gmbh & Co | Air conditioning device and method for operating this |
| CN104648135A (en) * | 2015-01-09 | 2015-05-27 | 欧阳亮 | Vehicle kinetic energy recycling and re-releasing device and control method thereof |
| CN204732058U (en) * | 2015-05-15 | 2015-10-28 | 广州科技职业技术学院 | Planetary gear gear teaching aid |
| CN104896027A (en) * | 2015-05-22 | 2015-09-09 | 张洲 | Planetary transmission |
| CN105972166A (en) * | 2016-06-20 | 2016-09-28 | 裕克施乐塑料制品（太仓）有限公司 | Planetary-gear-type speed variator capable of automatic gear shifting |
| CN106121941A (en) * | 2016-07-20 | 2016-11-16 | 李全瑞 | The method that the potential energy of subway train is become electric energy |
Also Published As
| Publication number | Publication date |
|---|---|
| CN106379369A (en) | 2017-02-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN208232814U (en) | A kind of vehicle dual power source double drive assembly | |
| CN202679218U (en) | Permanent magnetic coupling transmission, braking or load apparatus with cooling and lubricating devices | |
| CN102624198A (en) | Permanent magnetic coupling transmission, braking or load device with cooling and lubricating device | |
| CN106379369B (en) | Brake energy recovery system of train carriage | |
| CN106882026B (en) | Dual-motor asynchronous multi-gear power coupling device and control method thereof | |
| CN103407435A (en) | Hydraulic control type device for eliminating air loss energy consumption and improving low-speed performance of hydraulic retarder | |
| CN102923161A (en) | Wind resistance braking devices and motor car body using same | |
| CN108438015A (en) | A kind of windage brake apparatus of bidirectional open | |
| CN104773143A (en) | Wind-resistance braking device and train body | |
| CN204055776U (en) | A kind of rolling stock modular power system | |
| CN203024364U (en) | Automobile air conditioner mode ventilation door control mechanism | |
| CN112224030B (en) | Driving device for energy-saving new energy automobile | |
| CN204915640U (en) | Windage arresting gear and train automobile body | |
| CN102923146A (en) | System for cooling auxiliary filtering cabinet of locomotive | |
| CN204488522U (en) | A kind of brake power recovering device for automobile brake disc | |
| CN207433246U (en) | Pure electric automobile dual-motor drive system | |
| CN103183018A (en) | Hydrodynamic retarder | |
| CN104180498A (en) | Automatic airflow distributing device of railway vehicle air channel | |
| CN202413794U (en) | Dynamical system and traction power vehicle | |
| CN106438950B (en) | Multi-unit collinear transmission speed changer | |
| CN201045404Y (en) | Energy-saving type automatic decelerator | |
| CN201954721U (en) | Independent control device for coach air conditioner | |
| CN111216751A (en) | Railway vehicle utilizing moving air to cool and reduce air resistance | |
| CN202574237U (en) | Cold and hot air distribution adjustment device of air supply system in railway vehicle air conditioner | |
| CN203222023U (en) | Steering column adjusting pneumatic unlocking type motor steering transmission linkage |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200703 Termination date: 20201129 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |