CN114132354B - Rail transit energy feedback device - Google Patents
Rail transit energy feedback device Download PDFInfo
- Publication number
- CN114132354B CN114132354B CN202111437043.2A CN202111437043A CN114132354B CN 114132354 B CN114132354 B CN 114132354B CN 202111437043 A CN202111437043 A CN 202111437043A CN 114132354 B CN114132354 B CN 114132354B
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- CN
- China
- Prior art keywords
- piston
- generator
- rail transit
- sliding
- feedback device
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D43/00—Devices for using the energy of the movements of the vehicles
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
- H02K7/1807—Rotary generators
- H02K7/1861—Rotary generators driven by animals or vehicles
-
- 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
Abstract
The invention discloses a rail transit energy feedback device, and belongs to the technical field of rail transit braking energy recovery equipment. The rail transit energy feedback device comprises: the frame is provided with a first chute along the radial direction of the axle; the side wall of the first sliding plate is fixedly connected with a mounting plate; the hydraulic cylinder comprises a first cylinder body and a first piston, the first piston is connected with the mounting plate, and the first cylinder body is communicated with the hydraulic control loop; the two friction power generation mechanisms are connected with the first sliding plate and comprise a support, a transmission shaft, friction wheels and a generator, the friction wheels are in tight contact with an axle, the generator is connected to the other end of the support, and the transmission shaft is connected with the input end of the generator. The rail transit energy feedback device not only can recover a part of energy when a rail train is braked, and assist the rail train to brake, but also can prevent the rail train axle from being damaged by fatigue caused by alternating stress.
Description
Technical Field
The invention relates to the technical field of rail transit braking energy recovery equipment, in particular to a rail transit energy feedback device.
Background
Rail transit is becoming more and more popular because of its advantages of high efficiency and convenience. When the rail train is in operation, frequent braking is required, a part of energy is lost when the rail train is in braking, and if the part of energy can be converted into electric energy to be stored, the utilization rate of the energy can be greatly improved. Most braking energy recovery devices utilize friction force generated during braking of a train axle to drive a power generation device to generate induction current, and the induction current is rectified and then stored in a charging power supply for later use.
When the power generation device is driven to rotate by utilizing the friction force of the train axle, the power generation device can generate positive pressure on the train axle, and the rotating train axle can generate alternating stress by the positive pressure, so that fatigue damage is easily caused to the train axle.
Disclosure of Invention
The invention aims to overcome the problems in the prior art, and provides a rail transit energy feedback device which not only can recover a part of energy when a rail train is braked, assist the rail train to brake, but also can prevent the rail train axle from being fatigued and damaged due to alternating stress.
The invention provides a rail transit energy feedback device, which comprises:
the frame is fixedly connected to the vehicle body and is provided with a first chute along the radial direction of the vehicle axle;
the first sliding plate is in sliding connection with the first sliding groove, and the side wall of the first sliding plate is fixedly connected with a mounting plate;
the hydraulic cylinder comprises a first cylinder body and a first piston, the first cylinder body is fixedly connected with the frame, the first piston is connected with the mounting plate, the first cylinder body is communicated with a hydraulic control loop, and the hydraulic control loop is connected with a liquid supply device;
the two friction power generation mechanisms are symmetrically arranged on two sides of an axle, the two friction power generation mechanisms are connected with the first sliding plate and comprise a support, a transmission shaft, friction wheels and a generator, the support is connected with the first sliding plate, a bearing of the transmission shaft is connected with one end of the support, the friction wheels are fixedly connected to the transmission shaft, the friction wheels are in tight contact with the axle, the generator is connected with the other end of the support, the transmission shaft is connected with the input end of the generator, the generator is electrically connected with a controller, and the controller is electrically connected with a charging power supply.
Preferably, the hydraulic cylinder further comprises a pressing mechanism, the pressing mechanism comprises two mounting seats and a piston cylinder, a second sliding groove perpendicular to the first sliding groove is formed in the first sliding plate, a first sliding block is arranged on each of the two mounting seats, the first sliding block is in sliding connection with the second sliding groove, one of the mounting seats is connected with one of the brackets, the other mounting seat is connected with the other bracket, the piston cylinder is arranged between the two mounting seats, the piston cylinder comprises a second cylinder body, a second piston and a third piston, the second piston is opposite to the third piston, one end of the second piston is in sealing sliding connection with one end of the second cylinder body, the other end of the second piston is fixedly connected with one mounting seat, one end of the third piston is in sealing sliding connection with the other end of the second cylinder body, and the other end of the third piston is fixedly connected with the other mounting seat.
Preferably, the second cylinder body is fixedly connected with the mounting plate, the side wall of the second cylinder body is provided with a vent hole, the vent hole is arranged between the second piston and the third piston, and the vent hole is communicated with a vacuumizing device.
Preferably, the vent hole is further communicated with an air pressure detection device, and the air pressure detection device is electrically connected with the controller.
Preferably, a third sliding groove parallel to the first sliding groove is formed in the frame, and the third sliding groove is connected with a second sliding plate in a sliding manner.
Preferably, a fourth sliding groove parallel to the second sliding groove is arranged on the second sliding plate, the fourth sliding groove is connected with two second sliding blocks in a sliding mode, one second sliding block is connected with an input shaft bearing of one generator, and the other second sliding block is connected with an input shaft bearing of the other generator.
Preferably, the transmission shaft is connected with the input end of the generator through a synchronous belt.
Compared with the prior art, the invention has the beneficial effects that: the rail transit energy feedback device not only can recover a part of energy when a rail train is braked, and assist the rail train to brake, but also can prevent the rail train axle from being damaged by fatigue caused by alternating stress. The friction wheels of the device can clamp the axle of the rail train, and ensure that the resultant force of radial pressure applied by the two friction wheels to the axle is always zero when the axle of the train vibrates. Through setting up the air vent, utilize evacuating device control second cylinder body in the second piston and the vacuum degree between the third piston, and then adjust the biggest static friction of two friction wheels and axletree to prevent to take place to skid between two friction wheels and the axletree. Through setting up air pressure detection device to know the vacuum degree between second piston and the third piston in real time, thereby the regulation to friction wheel and axletree's maximum static friction force is convenient. By providing the second slide plate, the strength and rigidity of the frame can be improved, thereby preventing the frame from being deformed and broken by impact. Through setting up the second slider, the second slider slides in the fourth spout to effectively reduce the vibrations of engine input. Synchronous belt transmission can be carried out in a larger distance.
Drawings
FIG. 1 is a schematic diagram of the structure of the present invention;
FIG. 2 is a schematic view of the structure of the A-A surface of the present invention.
Reference numerals illustrate:
101. the engine comprises a frame, 102, an axle, 103, a first sliding groove, 104, a first sliding plate, 105, a mounting plate, 106, a first cylinder, 107, a first piston, 108, a bracket, 109, a transmission shaft, 110, a friction wheel, 111, a generator, 201, a mounting seat, 202, a second sliding groove, 203, a first sliding block, 204, a second cylinder, 205, a second piston, 206, a third piston, 3, a ventilation hole, 4, a gas pressure detection device, 5, a second sliding plate, 601, a fourth sliding block, 602, a second sliding block and 7, a synchronous belt.
Detailed Description
Specific embodiments of the present invention will be described in detail below with reference to fig. 1-2, but it should be understood that the scope of the present invention is not limited by the specific embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Example 1:
as shown in fig. 1 and 2, the track traffic energy feedback device provided by the present invention includes: the vehicle comprises a frame 101, a first sliding plate 104, a hydraulic cylinder and two friction power generation mechanisms, wherein the frame 101 is fixedly connected to a vehicle body, and a first sliding groove 103 along the radial direction of an axle 102 is formed in the frame 101; the first sliding plate 104 is in sliding connection with the first sliding groove 103, and a mounting plate 105 is fixedly connected to the side wall of the first sliding plate 104; the hydraulic cylinder comprises a first cylinder body 106 and a first piston 107, the first cylinder body 106 is fixedly connected with the frame 101, the first piston 107 is connected with the mounting plate 105, the first cylinder body 106 is communicated with a hydraulic control loop, and the hydraulic control loop is connected with a liquid supply device; two friction power generation mechanisms are symmetrically arranged on two sides of the axle 102, the two friction power generation mechanisms are connected with the first sliding plate 104, each friction power generation mechanism comprises a support 108, a transmission shaft 109, a friction wheel 110 and a generator 111, the supports 108 are connected with the first sliding plate 104, the transmission shafts 109 are connected with one ends of the supports 108 in a bearing mode, the friction wheels 110 are fixedly connected to the transmission shafts 109, the friction wheels 110 are in tight contact with the axle 102, the generators 111 are connected with the other ends of the supports 108, the transmission shafts 109 are connected with the input ends of the generators 111, and the generators 111 are electrically connected with a controller which is electrically connected with a charging power supply.
The working principle of example 1 will now be briefly described:
when the rail train brakes, hydraulic oil is communicated into the hydraulic cylinder through the hydraulic control loop, after the hydraulic cylinder receives the oil, the first piston 107 of the hydraulic cylinder pushes the mounting plate 105 and the first sliding plate 104 fixedly connected with the mounting plate 105 to slide along the first sliding groove 103, the first sliding plate 104 approaches the axle 102, the first sliding plate 104 pushes two friction power generation mechanisms arranged on two sides of the axle 102 to approach the axle 102, the bracket 108 of the friction power generation mechanism approaches the axle 102, the transmission shaft 109 and the friction wheel 110 are pushed to approach the axle 102, and when the friction wheel 110 is in close contact with the axle 102, the hydraulic control loop controls the liquid supply device to stop supplying the hydraulic oil into the hydraulic cylinder. At this time, the axial center connection line of the two friction wheels 110 on the friction power generation mechanisms respectively arranged at two sides of the axle 102 passes through the axle center of the axle 102, and radial pressing forces applied by the two friction wheels 110 to the axle 102 are mutually offset, so that the axle 102 is effectively prevented from bearing alternating stress due to single-side pressure, the axle 102 is prevented from generating fatigue damage under the alternating stress, the two friction wheels 110 rotate under the action of friction force of the axle 102, the rotating friction wheels 110 drive the transmission shaft 109 to rotate, the rotating transmission shaft 109 drives the generator 111 connected with the transmission shaft to generate power, the generated power of the generator 111 is rectified by the controller and then stored in the charging power supply, and electromagnetic force of the generator 111 can indirectly act on the axle 102 to facilitate braking of the rail train. When the rail train normally runs, the hydraulic control loop controls hydraulic oil in the hydraulic cylinder to flow back into the liquid supply device, so that the two friction wheels 110 are indirectly driven to be far away from the axle 102, and normal running of the rail train is ensured.
The rail transit energy feedback device not only can recover a part of energy when a rail train is braked, and assist the rail train to brake, but also can prevent the rail train axle 102 from being damaged by fatigue caused by alternating stress.
Example 2:
on the basis of embodiment 1, in order to enable the friction wheels 110 to clamp the rail train axle 102 and ensure that the resultant force of the radial pressure exerted by the two friction wheels 110 on the axle 102 is always zero when the train axle 102 vibrates.
As shown in fig. 1 and 2, the pressing mechanism further includes two mounting seats 201 and a piston cylinder, the first sliding plate 104 is provided with a second sliding groove 202 perpendicular to the first sliding groove 103, the two mounting seats 201 are respectively provided with a first sliding block 203, the first sliding block 203 is slidably connected with the second sliding groove 202, one mounting seat 201 is connected with one bracket 108, the other mounting seat 201 is connected with the other bracket 108, the piston cylinder is disposed between the two mounting seats 201, the piston cylinder includes a second cylinder body 204, a second piston 205 and a third piston 206, the second piston 205 is opposite to the third piston 206, one end of the second piston 205 is slidably connected with one end of the second cylinder body 204 in a sealing manner, the other end of the second piston 205 is fixedly connected with one mounting seat 201, one end of the third piston 206 is slidably connected with the other end of the second cylinder body 204 in a sealing manner, and the other end of the third piston 206 is fixedly connected with the other mounting seat 201.
In the initial state, the second piston 205 and the third piston 206 in the second cylinder 204 are in contact. When the rail train brakes, the two friction wheels 110 are indirectly pushed to move towards the axle 102 through the hydraulic cylinder, when the axle 102 is contacted with the friction wheels 110, the pressure applied by the axle 102 to the two friction wheels 110 is that the two friction wheels 110 are far away from each other, the two transmission shafts 109 connected with the two friction wheels 110, the two brackets 108 and the two mounting seats 201 are also far away from each other, and the two mounting seats 201 are far away from each other along the length direction of the second sliding groove 202, so that the second piston 205 and the third piston 206 are driven to be far away from each other, and as the second piston 205 and the second cylinder 204 and the third piston 206 are in sealing sliding connection with the second cylinder 204, negative pressure is formed between the second piston 205 and the third piston 206 in the second cylinder 204, and therefore the two friction wheels 110 are tightly pressed on the axle 102 under the action of the negative pressure. The air pressure receiving area of the second piston 205 is set to be the same as the air pressure receiving area of the third piston 206, so that the air pressure received by the second piston 205 and the air pressure received by the third piston 206 are always the same, when the axle 102 vibrates, the second piston 205 and the third piston 206 vibrate in the same direction, and further, when the axle 102 of the train vibrates, the resultant force of radial pressure applied by the two friction wheels 110 to the axle 102 is always zero.
Example 3:
on the basis of embodiment 2, in order to be able to adjust the maximum static friction force of the two friction wheels 110 and the axle 102, slip between the two friction wheels 110 and the axle 102 is prevented.
As shown in fig. 1, the second cylinder 204 is fixedly connected with the mounting plate 105, a vent hole 3 is provided on the side wall of the second cylinder 204, the vent hole 3 is provided between the second piston 205 and the third piston 206, and the vent hole 3 is communicated with a vacuumizing device.
By providing the vent hole 3, the vacuum degree between the second piston 205 and the third piston 206 in the second cylinder 204 is controlled by the vacuumizing device, so that the positive pressure between the two friction wheels 110 and the axle 102 is regulated, and the maximum static friction force between the two friction wheels 110 and the axle 102 is regulated, so that the slipping between the two friction wheels 110 and the axle 102 is prevented.
As a preferred solution, as shown in fig. 1, the air vent 3 is further connected to an air pressure detecting device 4, and the air pressure detecting device 4 is electrically connected to the controller. By arranging the air pressure detection device 4, the vacuum degree between the second piston 205 and the third piston 206 is known in real time, so that the adjustment of the maximum static friction force between the friction wheel 110 and the axle 102 is facilitated.
As a preferred solution, as shown in fig. 1, a third chute parallel to the first chute 103 is provided on the frame 101, and the third chute is slidably connected with the second slide plate 5. By providing the second slider 5, the strength and rigidity of the frame 101 can be improved, thereby preventing the frame 101 from being deformed and broken by impact.
As a preferred solution, as shown in fig. 1 and 2, a fourth sliding groove 601 parallel to the second sliding groove 202 is provided on the second sliding plate 5, and two second sliding blocks 602 are slidably connected to the fourth sliding groove 601, one second sliding block 602 is connected to an input shaft bearing of one generator 111, and the other second sliding block 602 is connected to an input shaft bearing of the other generator 111. By arranging the second slide block 602, the second slide block 602 slides in the fourth slide groove 601, so that vibration of the input end of the engine is effectively reduced.
As a preferred embodiment, as shown in fig. 1 and 2, the drive shaft 109 is connected to the input of the generator 111 via a timing belt 7. The synchronous belt 7 transmission can be transmitted within a larger distance.
Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (7)
1. A rail transit energy feedback device, comprising:
the frame (101) is fixedly connected to the vehicle body, and a first chute (103) along the radial direction of the vehicle axle (102) is arranged on the frame (101);
the first sliding plate (104) is in sliding connection with the first sliding groove (103), and the side wall of the first sliding plate (104) is fixedly connected with a mounting plate (105);
the hydraulic cylinder comprises a first cylinder body (106) and a first piston (107), the first cylinder body (106) is fixedly connected with the frame (101), the first piston (107) is connected with the mounting plate (105), the first cylinder body (106) is communicated with a hydraulic control loop, and the hydraulic control loop is connected with a liquid supply device;
two friction power generation mechanism, symmetry set up in axletree (102) both sides, two friction power generation mechanism all with first slide (104) are connected, and two friction power generation mechanism all include support (108), transmission shaft (109), friction wheel (110) and generator (111), support (108) with first slide (104) are connected, transmission shaft (109) bearing connection with support (108) one end, friction wheel (110) link firmly on transmission shaft (109), friction wheel (110) with axletree (102) in close contact with, generator (111) connect in support (108) other end, transmission shaft (109) are connected with the input of generator (111), and generator (111) electricity is connected with the controller, the controller electricity is connected with charging source.
2. The rail transit energy feedback device according to claim 1, further comprising a pressing mechanism, wherein the pressing mechanism comprises two mounting seats (201) and a piston cylinder, a second sliding groove (202) perpendicular to the first sliding groove (103) is formed in the first sliding plate (104), a first sliding block (203) is arranged on each of the two mounting seats (201), the first sliding block (203) is slidably connected with the second sliding groove (202), one mounting seat (201) is connected with one bracket (108), the other mounting seat (201) is connected with the other bracket (108), the piston cylinder is arranged between the two mounting seats (201), the piston cylinder comprises a second cylinder body (204), a second piston (205) and a third piston (206), the second piston (205) is opposite to the third piston (206), one end of the second piston (205) is slidably connected with one end of the second cylinder body (204), the other end of the second piston (205) is fixedly connected with one mounting seat (201), the other end of the third piston (204) is fixedly connected with the other end of the third piston (206), and the other end of the second piston (206) is fixedly connected with the other end of the second piston (201).
3. The rail transit energy feedback device according to claim 2, wherein the second cylinder body (204) is fixedly connected with the mounting plate (105), a vent hole (3) is formed in the side wall of the second cylinder body (204), the vent hole (3) is formed between the second piston (205) and the third piston (206), and the vent hole (3) is communicated with a vacuumizing device.
4. A rail transit energy feedback device as claimed in claim 3, wherein the vent (3) is further connected to a pneumatic pressure detection device (4), the pneumatic pressure detection device (4) being electrically connected to the controller.
5. A rail transit energy feedback device as claimed in claim 2, characterized in that the frame (101) is provided with a third runner parallel to the first runner (103), which third runner is slidingly connected with the second runner (5).
6. The rail transit energy feedback device according to claim 5, characterized in that the second sliding plate (5) is provided with a fourth sliding groove (601) parallel to the second sliding groove (202), the fourth sliding groove (601) is slidably connected with two second sliding blocks (602), one second sliding block (602) is connected with an input shaft bearing of one generator (111), and the other second sliding block (602) is connected with an input shaft bearing of the other generator (111).
7. A rail transit energy feedback device as claimed in claim 1, characterized in that the drive shaft (109) is connected to the input of the generator (111) via a timing belt (7).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111437043.2A CN114132354B (en) | 2021-11-29 | 2021-11-29 | Rail transit energy feedback device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111437043.2A CN114132354B (en) | 2021-11-29 | 2021-11-29 | Rail transit energy feedback device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114132354A CN114132354A (en) | 2022-03-04 |
| CN114132354B true CN114132354B (en) | 2023-07-28 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111437043.2A Active CN114132354B (en) | 2021-11-29 | 2021-11-29 | Rail transit energy feedback device |
Country Status (1)
| Country | Link |
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| CN (1) | CN114132354B (en) |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2003087623A2 (en) * | 2002-04-10 | 2003-10-23 | Charge-O-Matic Energy Recovery Devices, Llc | Vehicle drive system with energy recovery system |
| CN101294551A (en) * | 2007-04-27 | 2008-10-29 | 上海市杨浦高级中学 | Power generation method using vehicle speed reduction slope frictional force |
| CN203739861U (en) * | 2013-12-31 | 2014-07-30 | 长安大学 | Disc-brake-type vehicle brake energy recovery device |
| US11046178B1 (en) * | 2020-11-27 | 2021-06-29 | K-Technology Usa, Inc. | Vehicle safety and power generating system |
| CN112319454A (en) * | 2020-12-02 | 2021-02-05 | 海宁市映通汽车用品有限公司 | Auxiliary brake device driven by power generation through rapid rotation of axle |
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2021
- 2021-11-29 CN CN202111437043.2A patent/CN114132354B/en active Active
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| CN114132354A (en) | 2022-03-04 |
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