CN210157039U - Vehicle self-generating device - Google Patents
Vehicle self-generating device Download PDFInfo
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- CN210157039U CN210157039U CN201921433402.5U CN201921433402U CN210157039U CN 210157039 U CN210157039 U CN 210157039U CN 201921433402 U CN201921433402 U CN 201921433402U CN 210157039 U CN210157039 U CN 210157039U
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Abstract
The utility model relates to a vehicle self-generating device, which comprises a synchronizing wheel, a displacement wheel, a central shaft, a torsion shaft and an auxiliary wheel; the synchronous wheel is used for being fixedly connected with a rotating part of the vehicle; the displacement wheel is in transmission connection with the synchronous wheel through a transmission piece; the central shaft is used for being connected with a fixed part of a vehicle in a rotating mode, the first end of the central shaft is used for being connected with a generator, the displacement wheel is movably sleeved on the central shaft and the torsion shaft, and the auxiliary wheel is fixedly connected with the central shaft and the torsion shaft respectively. When the rotating part of the vehicle drives the synchronous wheel to shift in the rotating process, the displacement wheel correspondingly shifts, so that the transmission part is prevented from falling off from the displacement wheel, the abrasion of the transmission part and the displacement wheel is reduced, and the torque between the displacement wheel and the central shaft is reduced.
Description
Technical Field
The utility model relates to a power generation facility especially relates to a vehicle is from power generation facility.
Background
The railway transportation has the advantages of large transportation capacity, high operation speed, low transportation cost, good transportation regularity, low energy consumption, good universality, small occupied area, small influence of natural environment, good continuity and the like. Thus, rail transportation is becoming the primary mode of transportation. With the rapid development of economy, the demand for railway freight is increasing, and railway freight is mainly developed to two aspects of high speed and heavy load. At this time, the freight car needs to be detected in real time in the running process of the freight car, and electric energy is needed in the aspects of signal transmission and the like.
At present, magnetic suspension vibration self-generation or friction type power generation and the like are mostly adopted in the truck power generation mode in China, the power generation forms are complex in structure, and the manufacturing cost is high. Generally, a wheel or an axle is used for generating power, kinetic energy of the wheel or the axle is transmitted to a generator through a transmission part such as a belt and a belt pulley, the problem that the belt is separated from the belt pulley is prone to occurring, and the transmission part is seriously worn.
SUMMERY OF THE UTILITY MODEL
Based on this, this application provides a vehicle is from power generation facility, can effectively reduce the loss of driving medium, improves the life of device
A vehicle self-generating device comprising:
the synchronous wheel is used for being fixedly connected with a rotating part of a vehicle;
the displacement wheel is in transmission connection with the synchronous wheel through a transmission piece;
the central shaft is used for being rotatably connected with a fixed part of a vehicle, the first end of the central shaft is used for being connected with a generator, the displacement wheel is movably sleeved on the central shaft and the torsion shaft, and the torsion shaft is positioned on the periphery of the central shaft;
and the auxiliary wheel is arranged on the side edge of the displacement wheel, and the auxiliary wheel is fixedly connected with the central shaft and the torsion shaft respectively.
According to the vehicle self-power-generation device, the displacement wheel is in transmission connection with the synchronizing wheel through the transmission part, when the rotating part of the vehicle rotates, the rotation of the vehicle is transmitted to the displacement wheel through the synchronizing wheel, the displacement wheel is sleeved on the central shaft and the torsion shaft at the same time, and the torsion shaft and the central shaft are fixedly connected with the auxiliary wheel, so that the central shaft is driven to rotate, a generator connected with the central shaft can be driven to generate power, and the kinetic energy of the vehicle is converted into electric energy. The displacement wheel is movably sleeved on the central shaft and the torsion shaft, so that the displacement wheel can axially shift relative to the central shaft and the torsion shaft, when a rotating part of a vehicle drives the synchronizing wheel to shift in the rotating process, the transmission part shifts relatively, the displacement wheel correspondingly shifts, the transmission part is prevented from falling off from the displacement wheel, the abrasion of the transmission part and the displacement wheel is reduced, meanwhile, an auxiliary wheel is arranged in a matching mode and fixedly connected to the central shaft and the torsion shaft, the torque between the displacement wheel and the central shaft is reduced, the service lives of the displacement wheel, the central shaft and the transmission part are prolonged, and the vehicle self-power-generating device has better durability.
In one embodiment, the vehicle self-power-generation device further includes a first bearing, the displacement wheel is slidably connected to the central shaft through one of the first bearings, and the displacement wheel is slidably connected to the torsion shaft through the other of the first bearings.
In one embodiment, the vehicle self-power-generation device further comprises second bearings and bearing frames, the two second bearings are sleeved on the central shaft and are arranged close to the end portion of the central shaft, the two second bearings are respectively arranged on the two bearing frames, and the bearing frames are used for being connected with a fixed part of a vehicle.
In one embodiment, the transmission member is a toothed belt, the synchronizing wheel and the displacement wheel are both gears, and the synchronizing wheel and the displacement wheel are driven by the toothed belt.
In one embodiment, the vehicle self-power-generation device further includes a tension pulley, and the tension pulley is located between the synchronizing wheel and the displacement wheel and is disposed against an outer surface of the toothed belt.
In one embodiment, the synchronizing wheel and the displacement wheel are both provided with two flanges, and the toothed belt is positioned between the two flanges.
In one embodiment, the number of the auxiliary wheels is two, and the two auxiliary wheels are respectively positioned on two sides of the displacement wheel.
In one embodiment, the number of the torsion shafts is two, the two torsion shafts are both arranged in parallel with the central shaft, and the two torsion shafts are uniformly distributed along the circumferential direction of the central shaft.
In one embodiment, the vehicle self-power-generation device further comprises an encoder disposed at the second end of the central shaft.
In one embodiment, the auxiliary wheel is fixedly connected with the central shaft through a shaft key; the synchronous wheel is fixedly connected with a wheel shaft of the vehicle; the central shaft is used for being rotationally connected with a vehicle body longitudinal beam of a vehicle; and the first end of the central shaft is fixedly connected with the input shaft of the generator through a second coupler.
Drawings
FIG. 1 is a schematic top view of a vehicular self-generating device in accordance with an embodiment of the present application;
FIG. 2 is a schematic side view of a vehicle self-generating device according to an embodiment of the present application;
FIG. 3 is a schematic diagram of the vehicle self-power-generation device without the displacement wheel shifting according to an embodiment of the present application;
FIG. 4 is a first schematic view of a displacement wheel offset of a vehicular self-generating device in accordance with an embodiment of the present application;
fig. 5 is a second schematic diagram of the displacement wheel offset of the vehicular self-power-generation device according to an embodiment of the present application.
10. Synchronizing wheel, 12, displacement wheel, 14, generator, 16, center shaft, 18, torsion shaft, 20, auxiliary wheel, 221, wheel shaft, 24, transmission, 26, first bearing, 28, shaft key, 30, tension wheel, 32, encoder, 34, first coupling, 36, second coupling, 38, bearing bracket.
Detailed Description
It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. In contrast, when an element is referred to as being "directly on" another element, there are no intervening elements present.
Referring to fig. 1 and 2, an embodiment of the present application provides a vehicle self-power-generation device, including: a synchronizing wheel 10, a displacement wheel 12, a central shaft 16, a torsion shaft 18, and an auxiliary wheel 20. The synchronizing wheel 10 is intended to be fixedly connected to a rotating part of a vehicle. The displacement wheel 12 is in driving connection with the synchronizing wheel 10 via a transmission 24. The central shaft 16 is used for being rotatably connected with a fixed part of a vehicle, a first end of the central shaft 16 is used for being connected with the generator 14, the displacement wheel 12 is movably sleeved on the central shaft 16 and the torsion shaft 18, and the torsion shaft 18 is arranged on the periphery of the central shaft 16. The auxiliary wheel 20 is disposed at a side of the displacement wheel 12, and the auxiliary wheel 20 is fixedly connected to the central shaft 16 and the torsion shaft 18, respectively.
In the vehicle self-generating device, the displacement wheel 12 is in transmission connection with the synchronizing wheel 10 through the transmission part 24, when a rotating part of the vehicle rotates, the rotation of the vehicle is transmitted to the displacement wheel 12 through the synchronizing wheel 10, the displacement wheel 12 is sleeved on the central shaft 16 and the torsion shaft 18 at the same time, and the torsion shaft 18 and the central shaft 16 are both fixedly connected with the auxiliary wheel 20, so that the central shaft 16 is driven to rotate, the generator 14 connected with the central shaft 16 can be driven to generate electricity, and the kinetic energy of the vehicle is converted into electric energy. The displacement wheel 12 is movably sleeved on the central shaft 16 and the torsion shaft 18, so that the displacement wheel 12 can axially shift relative to the central shaft 16 and the torsion shaft 18, when a rotating part of a vehicle drives the synchronous wheel 10 to shift in the rotating process, the transmission part 24 shifts relatively, the displacement wheel 12 shifts correspondingly, the transmission part 24 is prevented from falling off the displacement wheel 12, the abrasion of the transmission part 24 and the displacement wheel 12 is reduced, meanwhile, the auxiliary wheel 20 is arranged in a matched mode and fixedly connected to the central shaft 16 and the torsion shaft 18, the torque between the displacement wheel 12 and the central shaft 16 is reduced, the service lives of the displacement wheel 12, the central shaft 16 and the transmission part 24 are prolonged, and the vehicle self-generating device has better durability.
Optionally, the connection mode of the synchronizing wheel 10 and the vehicle is not limited, and only the synchronizing wheel 10 and the rotating part of the vehicle are ensured to be linked. The synchronizing wheel 10 may be fixedly connected to a transmission shaft, or directly sleeved on a wheel axle 221 of the vehicle for fixed connection. In one embodiment, the synchronizer wheel 10 is fitted over a wheel axle 221 of the vehicle. The synchronizing wheel 10 is sleeved in the middle of a wheel shaft 221 at the bottom of the vehicle. By connecting the synchronizing wheel 10 with the wheel axle 221, the axle end of the vehicle does not need to be modified compared with the conventional way, and the operation safety of the vehicle bearing is not affected.
Alternatively, referring to fig. 2 to 5, the connection manner of the central shaft 16 and the auxiliary wheel 20 is not limited, and only needs to be fixed. In one embodiment, the auxiliary wheel 20 is fixedly connected to the central shaft 16 by a shaft key 28. The bearing capacity is large, the strength of the central shaft 16 is weak, the guidance quality is good, the contact surface with the central shaft 16 is large, and the stress is dispersed. Specifically, the central shaft 16 and the auxiliary wheel 20 may be connected by a spline or a flat key.
Optionally, the synchronizing wheel 10 is in transmission connection with the displacement wheel 12 through a transmission member 24, so that the rotation of the synchronizing wheel 10 is transmitted to the displacement wheel 12. The transmission connection mode of the synchronizing wheel 10 and the displacement wheel 12 is not limited, and only the synchronizing wheel 10 can transmit the rotation of the vehicle to the displacement wheel 12. Specifically, the synchronizing wheel 10 and the displacement wheel 12 may be connected by a belt transmission, a chain transmission, a friction wheel transmission, a gear transmission, or the like, and the transmission member 24 may be a belt, a chain, a friction wheel, a gear, or the like.
Specifically, referring to fig. 1 and 2, the synchronizing wheel 10 is connected with the displacement wheel 12 through a belt transmission. In one embodiment, the transmission member 24 is a belt, and the synchronizing wheel 10 and the displacement wheel 12 are connected by the belt. The belt transmission can ensure stable transmission, buffer and absorb vibration, and has simple structure, low cost, convenient use and maintenance, and good flexibility and elasticity. The specification of the belt is not limited, and only the belt can realize the transmission connection of the synchronizing wheel 10 and the displacement wheel 12. Alternatively, the belt may be in the form of a V-belt, toothed belt, narrow V-belt, multi-V-belt, or the like. Optionally, the belt is made of a rubber, nylon, or nylon braid reinforcement layer.
Referring to fig. 2, in one embodiment, the synchronizing wheel 10 and the displacement wheel 12 are both gears, the belt is a toothed belt, and the synchronizing wheel 10 and the displacement wheel 12 are driven by the toothed belt. Will synchronizing wheel 10 with displacement wheel 12 establishes to the gear, uses toothed belt to carry out the transmission, synchronizing wheel 10 with displacement wheel 12 passes through toothed belt connects and can not skid, improves transmission efficiency, toothed belt is difficult to rust than the chain, is convenient for maintain the maintenance, and manufacturing cost is lower.
Referring to fig. 2, in one embodiment, the synchronizing wheel 10 and the shifting wheel 12 are provided with two flanges, and the belt is located between the two flanges. The synchronizing wheel 10 and the displacement wheel 12 are both provided with flanges to prevent the belt from slipping off the synchronizing wheel 10 and the displacement wheel 12. Specifically, the synchronizing wheel 10 and the displacement wheel 12 are both double-flange gears. The width of the synchronizing wheel 10 is the same as the width of the displacement wheel 12.
Referring to fig. 2-5, in one embodiment, the vehicle self-power-generating device further includes a first bearing 26, the displacement wheel 12 is slidably connected to the central shaft 16 through one of the first bearings 26, and the displacement wheel 12 is slidably connected to the torsion shaft 18 through the other first bearing 26. The central shaft 16 and the torsion shaft 18 are supported by different first bearings 26, respectively, to reduce friction between the central shaft 16, the torsion shaft 18, and the displacement wheel 12. In particular, the first bearing 26 is fixed inside the displacement wheel 12.
In one embodiment, there are two torsion shafts 18, two torsion shafts 18 are disposed parallel to the central shaft 16, and two torsion shafts 18 are disposed uniformly along the circumference of the central shaft 16. The torsion shafts 18 parallel to the central shaft 16 balance the forces in the circumferential direction of the central shaft 16 and reduce the torque between the traverse wheels and the central shaft 16. The number of the torsion shafts 18 can be adjusted according to actual requirements, such as three, four, etc., and a plurality of torsion shafts 18 are uniformly distributed along the circumferential direction of the central shaft 16. Specifically, in the present embodiment, two torsion shafts 18 are provided, and correspondingly, three through holes are provided in the displacement wheel 12, and three first bearings 26 are respectively mounted correspondingly, and the three first bearings 26 are used for mounting the two torsion shafts 18 and one central shaft 16. In the present embodiment, the first bearing 26 is a linear bearing.
In one embodiment, there are two auxiliary wheels 20, and the two auxiliary wheels 20 are respectively located at two sides of the displacement wheel 12. The auxiliary wheels 20 are respectively arranged at the left side and the right side of the displacement wheel 12, and the two auxiliary wheels 20 are fixedly connected with the torsion shaft 18 and the central shaft 16, so that the two ends of the torsion shaft 18 and the central shaft 16 are stressed in balance, and the service lives of the displacement wheel 12, the torsion shaft 18 and the central shaft 16 are prolonged.
Referring to fig. 1-2, in one embodiment, the vehicle self-generating device further includes a tension pulley 30, and the tension pulley 30 is located between the synchronizing wheel 10 and the displacement wheel 12 and is disposed against an outer surface of the toothed belt. The tension pulley 30 is rotatably mounted at the bottom of the vehicle, the tension pulley 30 abuts against the outer surface of the toothed belt, friction exists between the tension pulley 30 and the toothed belt, and the tension pulley 30 has the function of tensioning the toothed belt and can reduce deviation of the toothed belt in the running process.
Referring to fig. 2-5, in one embodiment, the vehicle self-generating device further includes an encoder 32, and the encoder 32 is disposed at the second end of the central shaft 16. Specifically, the encoder 32 is suspended from the bottom of the vehicle and is used to determine the travel of the vehicle and determine when to service the vehicle and the vehicle's self-generating device based on the travel. Specifically, a first end of the central shaft 16 is fixedly connected to an input shaft of the generator 14 using a second coupling 36. The second end of the central shaft 16 is fixedly connected to the input shaft of the encoder 32 by a first coupling 34.
Referring to fig. 3-5, the vehicle self-power-generating device further includes a second bearing and a bearing frame 38, the two second bearings are sleeved on the central shaft 16 and are disposed near the end of the central shaft 16, the two second bearings are respectively disposed on the two bearing frames 38, and the bearing frame 38 is used for connecting with a fixed component of a vehicle. Specifically, the fixed component of the vehicle is a vehicle body longitudinal beam, and the central shaft 16 is rotatable relative to the vehicle body longitudinal beam through a second bearing and a bearing bracket 38.
When the vehicle self-generating device is used, the generator 14 is installed at the bottom of a vehicle, the wheel shaft 221 drives the synchronous wheel 10 to rotate, the wheel shaft 221 can deviate relative to a vehicle body to drive the synchronous wheel 10 to deviate, the deviation can reach 2cm at most, a belt can deviate relatively, and the belt can drive the displacement wheel 12 to deviate relatively. In fig. 3 the displacement wheel 12 is not displaced on the central shaft 16; the displacement wheel 12 is offset to the right in fig. 4 with respect to the central axis 16; the displacement wheel 12 is offset to the left in fig. 5 with respect to the central axis 16. When the synchronous wheel 10 deviates, the belt is relatively deviated, and the displacement wheel 12 is slidably arranged on the central shaft 16 and the torsion shaft 18 and correspondingly deviated, so that the acting force of the belt and the rib of the displacement wheel 12 can be reduced, the service life of the belt can be prolonged, the belt is prevented from being separated from the displacement wheel 12, and the maintenance cost of the vehicle is reduced.
The vehicle self-generating device in any embodiment can be applied to motor vehicles such as railway wagons, road trains and the like. The vehicle self-generating device is simple in structural design, parts can be found on the market easily, and the vehicle self-generating device has the advantages of being low in manufacturing cost and convenient to market application.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.
Claims (10)
1. A vehicular self-power-generation device, characterized by comprising:
the synchronous wheel is used for being fixedly connected with a rotating part of a vehicle;
the displacement wheel is in transmission connection with the synchronous wheel through a transmission piece;
the central shaft is used for being rotatably connected with a fixed part of a vehicle, the first end of the central shaft is used for being connected with a generator, the displacement wheel is movably sleeved on the central shaft and the torsion shaft, and the torsion shaft is positioned on the periphery of the central shaft;
and the auxiliary wheel is arranged on the side edge of the displacement wheel, and the auxiliary wheel is fixedly connected with the central shaft and the torsion shaft respectively.
2. The vehicle self-power-generation device according to claim 1, further comprising a first bearing, wherein the displacement wheel is slidably connected to the central shaft via one of the first bearings, and wherein the displacement wheel is slidably connected to the torsion shaft via another one of the first bearings.
3. The vehicle self-power-generation device according to claim 1, further comprising two second bearings and a bearing frame, wherein the two second bearings are sleeved on the central shaft and are arranged close to the end portion of the central shaft, the two second bearings are respectively arranged on the two bearing frames, and the bearing frames are used for being connected with a fixed component of a vehicle.
4. The vehicular self-power-generation device according to claim 1, wherein the transmission member is a toothed belt, the synchronizing wheel and the displacement wheel are both gears, and the synchronizing wheel and the displacement wheel are driven by the toothed belt.
5. The vehicular self-power-generation device according to claim 4, further comprising a tension pulley that is located between the synchronizing wheel and the displacement wheel and that is disposed against an outer surface of the toothed belt.
6. The vehicle self-power-generation device according to claim 4, wherein two ribs are provided on the synchronizing wheel and the displacement wheel, and the toothed belt is located between the two ribs.
7. The vehicular self-power-generation apparatus according to claim 1, wherein the number of the auxiliary wheels is two, and the two auxiliary wheels are respectively located on both sides of the displacement wheel.
8. The vehicle self-power-generation device according to claim 1, wherein the number of the torsion shafts is two, both of the torsion shafts are arranged in parallel with the central shaft, and both of the torsion shafts are arranged uniformly in a circumferential direction of the central shaft.
9. The vehicle self-power-generation device according to claim 1, further comprising an encoder disposed at the second end of the center shaft.
10. The vehicular self-power-generation apparatus according to any one of claims 1 to 9, wherein the auxiliary wheel is fixedly connected to the central shaft by an axle key; the synchronous wheel is fixedly connected with a wheel shaft of the vehicle; the central shaft is used for being rotationally connected with a vehicle body longitudinal beam of a vehicle; and the first end of the central shaft is fixedly connected with the input shaft of the generator through a second coupler.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921433402.5U CN210157039U (en) | 2019-08-30 | 2019-08-30 | Vehicle self-generating device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921433402.5U CN210157039U (en) | 2019-08-30 | 2019-08-30 | Vehicle self-generating device |
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| CN210157039U true CN210157039U (en) | 2020-03-17 |
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| CN201921433402.5U Active CN210157039U (en) | 2019-08-30 | 2019-08-30 | Vehicle self-generating device |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110474480A (en) * | 2019-08-30 | 2019-11-19 | 朔黄铁路发展有限责任公司 | Vehicle self-generating device |
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2019
- 2019-08-30 CN CN201921433402.5U patent/CN210157039U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110474480A (en) * | 2019-08-30 | 2019-11-19 | 朔黄铁路发展有限责任公司 | Vehicle self-generating device |
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