201236319 六、發明說明： 【發明所屬之技術領域】 本發明概指-種產生清潔能源的裝置，尤指有關—種在 電力列車上的發電機，肋降低長途有軌電相車的用電費^ 小體積可發出大電流的超導發電機誕生後，有軌長途電力列車: 用本案之發電方式，將來有可能僅在鐵路兩端_點站設置 供啟動用的電能於列車上的_，供列車起動使㈣加電站，則 目前長途架設之電力系統供電至解上之設施或許可完全改觀。 然，目前本案所產生之電力’至少可供列車照明和空調使用。 【先前技術】 目前電力公司供電給有轨電力列車的範圍包含電動機、空調 和照明，請參照第1圖電力飼供電系統_第2圖單一供電區 間内饋電織圖，如該兩_示，分別供應兩側責任區間内的列 車負載，每-侧之上行、下行車之饋電線採⑽聯方式連接至同 -組單相電源，每組單相電源供電給接觸線與回流線，再藉由集 電弓榻取接觸線細鱗間之賴供解錢，其架構如第2圖 所示。第3圖所示為BT饋電方式，這些供電設備包含沿途密集的 門型高壓電線架，是建設高鐵投資金額巨大的原因。 根據下表所示，是目前世界各·要高速鐵路系統的重要規 格。本發顿發電方式’在超導發電機未誕生前，係由列車内部 獨立的輸配電系統饋電至列車内的空調和照明設備。 201236319 S3HSAS ΛΟΙ(丨<)实触途^诠鲧？F砸盹州画^岭书 TGV Thalys 1997-8 300 kph 8 Ind. Motors 8800 kW(25 kV) AC 25 kV 15kV(16.6 Hz) DC 1.5kV,3kV OO m TGV Duplex | 1996 300 kph 8 Ind. Motors 8800 kW(25 kV) > >， (N — u u C Q OO TGV Eurostar 1994 300 kph 12 Ind. Motors 12200 kW(25 kV) > o S <N U U < Q C, OO 794 1 TGV Reseau | 1993 300 kph 8 Sync. Motors 8800 kW(25 kV) AC 25 kV DCl_5kV，3kV OO 377 1 AVE (Spanlish) | 1992 300 kph 8 Sync. Motors 8800 kW(25 kV) in (N cn u u < Q OO 329 1 TGV Atlantique | 1989 300 kph 8 Sync. Motors o g OO > ^ <N 一 u u < Q o 485 TGV PSE | 1981 270 kph ! 12 DC Motors 6450 kW(25kV) 3100kW(1.5kV) 2800kW(15kV) AC 25 kV(50 Hz) 15 kV( 16.6Hz) DC 1.5 kV OO OO vr> CO 起始營運年 最高時速 牵引馬達 最大功率 供電電壓 附掛車廂數 座位數 sswlOJAS 3UI SSH1SAS (S3S) NWSNV^NIHS ICE 3 ' 1998 , 330 kph 513 kW Ind. Motors 8000 kW (EMU type) AC 15kV, 16.7Hz 25kV，50Hz DC 1.5kV，3kV 00 425 ICE 2 1996 1 280 kph 1250 kW Ind. Motors 4800 kW (Single Unit) 15 kV，16.7Hz VO 395/Per Single unit ICE1 ! 1991 ! 280 kph 1250 kW Ind. Motors 2x4800 kW 15 kV, 16.7Hz 669 SKS 500 1997 320 kph 300 kWAC Motor/Axle 18240 kW 25 kV，60Hz 16(16 Motor Car) 1324 SKS 300 Series 1990 270 kph 300 kW AC Ind. Motor 12000 kW 25 kV, 60Hz 16(10 Motor Car) 1323 SKS 100 Series 1985 丨 230 kph 230 kW DC Motor/Axle 11040 kW N X S (N 1321 1 SKS 0 Series 1964 220 kph 185 kW DC Motor/Axle 11850 kW 25 kV (N OO v〇 起始營運年 最高時速 牽引馬達 最大功率 供電電壓 附掛車廂數 1 座位數 4 201236319 【發明内容】 本發月的目的在於鐵路上行駛的長i^電力列車上，固裝—組 =組以上專為發電而設的怪靜轴和轉動輪，利用該轉動輪在值 靜軸上轉動職生_觸量之機觀，結合鎌外射央位置 ^固接發電組件的永磁雜增加輪重所加強的舰扭矩，環繞著 靜止的繞輯如永磁雜之磁關切電減組之導線而發電。 當列車變向行駛’對可左、右轉的錢發t機沒有影響，靜止電 樞所產生的電流可從軸心孔輸出，不需電刷。 本發明為達成上述目的’其具體實施方案包括：—設在長途 電力列車上專為發電所設的轉軸；—設在雜靜軸兩端專為發 電而增叹可在鐵轨上轉動的車輪；_設在該悝靜軸兩端上具有繞 組的電樞；一設在該恆靜轴兩端的車輪外側且隨該車輪轉動而旋 轉的發電機輛鐵，一設在該耗鐵内周壁的磁極組件，且該磁極組 件的内周與該電贿周相對應，隨車輪轉動錢著電樞外周旋 轉，使該磁極組件之磁場切割該電樞繞組之導線而產生電流者。 其中，該車輪係以非導磁性材質之不銹鋼金屬製成。 其中，靜止的電樞產生的電流，係由該車輪恆靜軸之軸中心 孔引出的電線輸出。 其中，該磁極組件以螺釘鎖固在該扼鐵内周壁上。 其中，s亥怪靜軸做成可分離密接鎖固成一體的中間段大直徑 部與兩端小直徑部的三段插接式構造。 其中’該怪靜轴小直徑部進一步包括軸徑相同的第一及第三 201236319 段軸以及軸徑略大之第二段轴和轴徑略小的第四段轴。 其中，该含有電樞為發電機主體的結構與該恆靜軸間構成絕 緣結合關係。 其中，該含有磁極組件的發電機軛鐵的發電機主體結構與該 車輪軸間構成絕緣結合關係。 其中’該絕緣結合關係包括-設於該恆靜軸外周與該電樞軸 孔間之硬質絕緣筒。 其中，該絕緣結合關係包括-設於該車輪外側與該輛鐵凸緣 間之接合面之硬質絕緣圈墊及該螺釘之硬質絕緣套筒。 【實施方式】 簡言之，如第4-6圖所示，本發明發電機2係安裝在恆靜軸9 上的車輪1的外側，該發電機2包括一輛鐵2〇、一永磁磁極4及 -電樞3，該永磁磁極4以螺釘41 gj裝在該輪外側中央位置的發 電機耗鐵20，各永磁雜4間留有_，而該永磁磁極4則圍繞 著固裝在·畴轴9之兩端中央位置的 3迴轉，因而使永磁磁 極4的旋轉磁場割切靜止電樞3繞組的導線而發電。車輪】依靠 鋼珠軸承6A、6B之支撐在恒靜軸9之兩端迴轉。車輪i經平衡 測試後，使車輪之重量平衡。 詳言之’本發明發f機係設在有執電力列車上，職數組專 供發電的轉動車輪丨她靜轴卜雛靜軸9與其_的車輪！ 共同組合為一組發電機組。車輪1追隨列車在鐵軌5上轉動而產 6 201236319 ^穩定、強大的扭矩，是_無噪音的發電機械能。_此機械 月b在該車輪！之外侧中央位置，固裝發電機之輛鐵2〇，輪鐵加 内周壁再以斷41目定缝永磁雜4(磁錄乡料依實際需要 調整）’該永磁雜4與車輪1同步環繞紐靜轴9 _所固裝的 電挺3的外周轉動，使永磁雜4之轉磁場切割雜繞組之導 線而產生電流，該電樞3產生之電流，由電樞3之電樞繞組3〇的 輪出端31經恒靜軸9之中心孔90引至輸出線出口 ％於軸外，即 輸出端31從靜止的電棍3外端往内經轉軸9的中心孔9〇輸出 電流。 ^ 現有發電機的電樞標準轉數為L800RPM，欲達到此迴轉數， 僅依據列車規定的速度，選用適宜直徑的車輪1就可達到目的。 例如·車速280KM/hr.，車輪1的直徑〇·8ν[，計算其轉速如 下： 、 280KM/hr= =4,667M/min.........⑴ 車輪圓周長=〇.8mx π =2.51328M............(2) (1 )+(2)=4.667M+2.51328M=1857RPM(接近標準轉數) 該發電專用車輪之迴轉為1800RPM...............(3) 如果該列車速度為150KM/hr.=2500M/min............( 祟+冗=輪徑 (4) 公式如下： 列車速海分鐘之涑酌,_*认士广 要求之輪速(m/) 了冗一 車輪1之構造如第4圖所示’該車輪1結合其外侧中央位置 201236319 固裝的永磁磁極4之重量，符合物體的質量愈大，慣性就愈大之 定律。其所產生的轉動慣量(moment of inertia)機械能，是驅動發電 機的理想清潔能源。 永磁磁極4固裝在輛鐵20之内周壁，輛鐵20之扼鐵凸緣21 並以數牧螺釘7固裝在車輪1之外侧。此間應予說明者，乃本發 明為防止電車電路之鐵軌回流電流，影響本發明發電機之輸出電 能品質，如第4-5圖所示’（1)在發電機2之軛鐵20與車輪1之外 侧面間之結合介面最好以硬質絕緣圈墊72予以隔離；(2)螺釘7與 軛鐵20之輛‘鐵凸緣21間加設具凸緣之硬質絕緣套筒71，使螺釘 7與軛鐵20絕緣不導電；（3)在電樞3之中心與恆靜軸9間固套一 硬質絕緣筒93(例如塑鋼之類的硬質絕緣材質），以將電樞3之本 體與恆靜轴9完全絕緣。 固裝在列車底盤上.雜9為實^靜止触。然為完全將 本發明發賴之永磁雜4之韻林外界娜辟，於必H 恆靜軸9與車輪1均使用不導磁之不銹鋼材質。 鐵執5為高速鐵路使用的標準軌。 再者，為方便日後軸承όΑ、6B之維修拆卸更換組餅業 將值靜軸9做成如第4圖所示之第一段轴9A、第二段轴兜、、 二段軸9C、第四段轴9D及第五段轴9E (中間段 2 9A及第三段軸9C之轴徑相同，而第二段軸9B之轴 f之轴㈣小，而與第五段輛兜内 = 螺釘95鎖固成實質上的一體的值細。又，由第四圖 201236319 知’恆靜轴9之第一段轴9a外端設有c型扣環 3與·]·互靜触9 >势 mu 1:¾ 、 第—段軸9A外徑間套固硬質絕緣筒93後， 固結在第-域9A上，而電樞3之外端又為c型扣環％所撐止， 而7、内端則為第一段轴9B之轴徑所擔止而鎖 ^ 是由中_大1㈣料射|襲的三段邮糾m9 軸9E較粗為母軸，母轴左、右端的子軸較細，與發電組件相接合。 子軸刀成帛&軸9A、第二段軸9B、第三段軸9C、第四段軸9d 等四段：其中’第一段軸9A及第三段軸9C之軸經相同，第一段 轴9A與電柩固接，第三段軸9C與軸承6A、6B固接，第二段轴 9B軸徑較粗’是電樞3與轴承6A、6B的定位段第四段轴奶 轴徑較細，與較粗之第五段軸9E相固接成-體。 兹為使電樞3之工作性能保持怪定不變，上 内孔與怪靜轴9第—段軸9A外徑間-旦套固硬質絕緣筒93後不 再拆卸。此外，軸承6A安置在轴穴13内，其内端内環為第二段 轴兕之内端所擋止’而在車輪軸筒1〇内之軸承Μ與犯間復以 套筒6C予以限位固定’軸承6B安置在軸穴14内，其外端内環為 套筒6C所擋止’其内侧復以端板n所擋止，端板u 固定之。 ’ 維修時’先取下發電機之輛鐵2〇(即鬆開螺釘乃，再以吊車將 第五段軸9E(中間段)吊起，使車輪i離開鐵開螺釘％ , 使第五段轴9E(即中間段)與第四段軸9〇分開，再取下端板u， 然後，將第四段轴9D套上較長鋼管(圖中未示），其外徑小於轴承 201236319 6A、6B之内徑，可向外端擠壓’使恒靜轴9與車輪ι脫離取出轴 承6A、6B以達成更換軸承6A、6B之作業目的。 第7圖所示，為本發曝電機設立於電相車車訂，利用 車輪！迴轉的理想機械能發電的示_。恆雜9與列車底盤之 固接結構與該列車已有的恆靜軸相同。 、一 【圖式簡單說明】 第1圖為習知電力公司供電給有軌電力列車的系統圖； ^ 2圖為•電力公司供電給單—供電區_饋電系統圖； 第1 2 3 4 5圖為習知高鐵變電站對高鐵列車的bt饋電圖. 第4圖為本發明電力列車上發電機的側剖面示意圖 第5圖為第4圖的正剖面示意圖； 第6圖為本發明發電機的立體示意圖； 第7圖為本發贿賴設立於電力解車訂的示意圖。 11端板； 2發電機； 3電框， 4永磁磁極； 6Α、6Β抽承； 71硬質絕緣套筒； 9Α第一段軸,· 【主要元件符號說明】 】〇車輪軸筒； 13、14軸穴； 21軛鐵凸緣； 31輸出端； 5鐵執； 7螺釘； 9恆靜軸； 1 車輪； 12螺釘； 2 〇軛鐵； 3 〇電樞繞組； 4 41螺釘； 5 6C套筒； 6 72硬質絕緣圈墊； 201236319 9B第二段軸； 9E第五段軸； 93硬質絕緣筒； 9C第三段軸； 90中心孔； 94輸出線出口； 9D第四段軸； 92 C型扣環； 95螺釘。201236319 VI. Description of the invention: [Technical field to which the invention pertains] The present invention generally refers to a device for generating clean energy, in particular, a generator for a power train, and a rib for reducing the electricity cost of a long-distance tram phase electric vehicle ^ After the birth of a superconducting generator with a small volume that can generate a large current, a long-distance electric train with rails: With the power generation method of this case, it is possible to set the electric energy for starting on the train only at the two ends of the railway. If the train starts to make (4) the power station, the power system that is currently erected for long-distance installation will be completely improved. However, the electricity generated in this case is currently at least available for train lighting and air conditioning. [Prior Art] At present, the range of power supply to the railroad electric train includes electric motor, air conditioner and lighting. Please refer to Figure 1 for the power feeding system of the electric power feeding system _ Figure 2, the feeding pattern in the single power supply interval, as shown in the two The train loads in the two sides of the responsibility interval are respectively supplied, and the feeders of the uplink and the descending vehicles of each side are connected to the same-group single-phase power supply, and each group of single-phase power supplies are supplied to the contact line and the return line, and then borrowed. From the collector bow, the contact line is used to solve the problem. The structure is shown in Figure 2. Figure 3 shows the BT feed mode. These power supply equipments contain dense high-voltage wire racks along the way, which is the reason for the huge investment in high-speed rail construction. According to the table below, it is an important specification for the world's high-speed railway systems. The Benton Power Generation Method 'Before the superconducting generator was not born, it was fed by the train's independent transmission and distribution system to the air conditioning and lighting equipment inside the train. 201236319 S3HSAS ΛΟΙ (丨 <) Real touch ^ 鲧? F砸盹州画^岭书TGV Thalys 1997-8 300 kph 8 Ind. Motors 8800 kW (25 kV) AC 25 kV 15kV (16.6 Hz) DC 1.5kV, 3kV OO m TGV Duplex | 1996 300 kph 8 Ind. Motors 8800 kW (25 kV) >>, (N — uu CQ OO TGV Eurostar 1994 300 kph 12 Ind. Motors 12200 kW (25 kV) > o S <NUU < QC, OO 794 1 TGV Reseau | 1993 300 kph 8 Sync. Motors 8800 kW (25 kV) AC 25 kV DCl_5kV, 3kV OO 377 1 AVE (Spanlish) | 1992 300 kph 8 Sync. Motors 8800 kW (25 kV) in (N cn uu < Q OO 329 1 TGV Atlantique | 1989 300 kph 8 Sync. Motors og OO > ^ <N a uu < Q o 485 TGV PSE | 1981 270 kph ! 12 DC Motors 6450 kW (25kV) 3100kW (1.5kV) 2800kW (15kV) AC 25 kV (50 Hz) 15 kV ( 16.6 Hz) DC 1.5 kV OO OO vr> CO Start operation year maximum speed traction motor maximum power supply voltage attached number of seats number of seats sswlOJAS 3UI SSH1SAS (S3S) NWSNV^NIHS ICE 3 ' 1998 , 330 kph 513 kW Ind. Motors 8000 kW (EMU type) AC 15kV, 16.7Hz 25kV, 50Hz DC 1.5kV, 3kV 00 425 ICE 2 1996 1 280 kph 1250 kW Ind. Motors 4800 kW (Single Unit) 15 kV, 16.7Hz VO 395/Per Single unit ICE1 ! 1991 ! 280 kph 1250 kW Ind. Motors 2x4800 kW 15 kV, 16.7Hz 669 SKS 500 1997 320 kph 300 kWAC Motor/Axle 18240 kW 25 kV, 60Hz 16(16 Motor Car) 1324 SKS 300 Series 1990 270 kph 300 kW AC Ind. Motor 12000 kW 25 kV, 60Hz 16(10 Motor Car) 1323 SKS 100 Series 1985 丨230 kph 230 kW DC Motor/Axle 11040 kW NXS (N 1321 1 SKS 0 Series 1964 220 kph 185 kW DC Motor/Axle 11850 kW 25 kV (N OO v〇 starting operation year maximum speed traction motor maximum power supply voltage number of attached cars 1 seat number 4 201236319 [Invention content] The purpose of the month is on the long i^ electric train running on the railway. The fixed-group=group above is the strange static shaft and the rotating wheel specially designed for power generation. The rotating wheel is used to rotate the occupational _-touch on the static axis. The concept of the machine, combined with the external position of the external beam, the permanent magnet of the power generation component is increased, and the ship's torque is increased by the wheel weight. The power is generated around the static winding such as the magnetic wire of the permanent magnet. When the train turns to the direction, the current generated by the stationary armature can be output from the shaft hole without the need for a brush. The present invention has the following objectives: The specific embodiments thereof include: - a rotating shaft provided for generating electricity on a long-distance electric train; - a wheel provided at both ends of the hybrid shaft for power generation to sigh on the rail An armature having windings disposed at both ends of the static shaft; a generator iron disposed outside the wheel at both ends of the constant cooling shaft and rotating with the rotation of the wheel, one disposed on the inner peripheral wall of the iron The magnetic pole assembly, and the inner circumference of the magnetic pole assembly corresponds to the electric brim circumference, and the outer circumference of the armature rotates as the wheel rotates, so that the magnetic field of the magnetic pole assembly cuts the wire of the armature winding to generate a current. Among them, the wheel is made of stainless steel metal of non-magnetic material. Among them, the current generated by the stationary armature is output by the electric wire drawn from the center hole of the shaft of the wheel constant static shaft. Wherein, the magnetic pole assembly is screwed on the inner peripheral wall of the neodymium iron. Among them, the shovel static shaft is formed into a three-stage plug-in structure in which the large-diameter portion of the intermediate portion and the small-diameter portion at both ends are separably bonded and integrated. The small diameter portion of the strange shaft further includes first and third 201236319 segments having the same shaft diameter, and a second shaft having a slightly larger shaft diameter and a fourth shaft having a slightly smaller shaft diameter. Wherein, the structure including the armature as the generator main body and the constant static axis form an insulative coupling relationship. Wherein, the generator main body structure of the generator yoke including the magnetic pole assembly and the wheel axle form an insulating coupling relationship. Wherein the insulating bonding relationship comprises a rigid insulating cylinder disposed between the outer periphery of the constant cooling shaft and the armature shaft hole. Wherein, the insulating bonding relationship comprises a hard insulating ring pad disposed on a joint surface between the outer side of the wheel and the iron flange and a hard insulating sleeve of the screw. [Embodiment] In short, as shown in Figures 4-6, the generator 2 of the present invention is mounted on the outer side of the wheel 1 on the constant static shaft 9, which includes an iron 2 〇 and a permanent magnet. a magnetic pole 4 and an armature 3, the permanent magnet magnetic pole 4 is mounted on the outer side of the wheel by a screw 41 gj, and the permanent magnet magnetic pole 4 is surrounded by _, and the permanent magnetic pole 4 is surrounded by The three rotations at the center of both ends of the domain axis 9 are fixed, so that the rotating magnetic field of the permanent magnetic pole 4 cuts the wire of the armature of the stationary armature 3 to generate electricity. The wheel is rotated by the support of the steel ball bearings 6A, 6B at both ends of the constant static shaft 9. After the wheel i is balanced, the weight of the wheel is balanced. In detail, the invention is based on a power train, and the rotating array of the special array for power generation 丨 her static axis and the wheel of the static shaft 9 and its _! Together they are combined into a group of generator sets. The wheel 1 follows the train rotating on the rail 5 and produces 6 201236319 ^ Stable, powerful torque, is the noise-free power generation machinery. _ This machine Month b is on the wheel! The outer central position, the iron of the generator is fixed 2〇, the wheel iron is added to the inner peripheral wall, and the permanent magnet miscellaneous 4 is fixed by the broken 41 mesh (the magnetic recording material is adjusted according to actual needs) 'the permanent magnet miscellaneous 4 and the wheel 1 Synchronously surrounding the neostatic shaft 9 _ the outer circumference of the fixed motor 3 is rotated, so that the magnetic field of the permanent magnet 4 cuts the wire of the hybrid winding to generate a current, and the current generated by the armature 3 is generated by the armature of the armature 3 The wheel end 31 of the winding 3 turns to the output line outlet through the center hole 90 of the constant static shaft 9 to the outside of the shaft, that is, the output end 31 is outputted from the outer end of the stationary electric rod 3 through the center hole 9 of the rotating shaft 9 Current. ^ The standard number of revolutions of the existing generator's armature is L800RPM. To achieve this number of revolutions, only the wheel 1 of the appropriate diameter can be used according to the speed specified by the train. For example, the speed of the car is 280KM/hr., the diameter of the wheel 1 is 〇·8ν[, and the rotation speed is calculated as follows: 280KM/hr==4,667M/min... (1) Wheel circumference length = 〇.8mx π =2.51328M............(2) (1)+(2)=4.667M+2.51328M=1857RPM (close to standard number of revolutions) The rotation of this special power wheel is 1800RPM... ............(3) If the train speed is 150KM/hr.=2500M/min............(祟+ redundancy=wheel diameter (4) The formula is as follows: The speed of the train is limited by the minute, _* The speed of the wheel required by the 士士(m/) The structure of the wheel 1 is as shown in Fig. 4 'The wheel 1 is combined with its outer central position 201236319 The weight of the permanent magnet pole 4 conforms to the mass of the object, and the larger the inertia is. The moment of inertia generated by the mechanical energy is the ideal clean energy for driving the generator. In the inner wall of the iron 20, the iron flange 21 of the iron 20 is fixed to the outer side of the wheel 1 by the number of grazing screws 7. Here, it should be noted that the present invention prevents the rail current from flowing back to the tram circuit. The output power quality of the generator of the present invention is as shown in Fig. 4-5 '(1) The joint interface between the yoke 20 of the motor 2 and the outer side of the wheel 1 is preferably isolated by a rigid insulating ring 72; (2) the screw 7 is flanged between the 'iron flange 21' of the yoke 20 The rigid insulating sleeve 71 is such that the screw 7 is insulated from the yoke 20 from being electrically conductive; (3) a rigid insulating cylinder 93 (such as a hard insulating material such as plastic steel) is fixed between the center of the armature 3 and the constant static shaft 9, The body of the armature 3 is completely insulated from the constant static shaft 9. It is fixed on the train chassis. The miscellaneous 9 is a static ^ static touch. However, the rhyme of the permanent magnet miscellaneous 4 that is completely blamed by the present invention is Yubi H Hengjing shaft 9 and wheel 1 are made of non-magnetic stainless steel. Iron is 5 is the standard rail used in high-speed railway. In addition, in order to facilitate the future bearing όΑ, 6B maintenance and replacement of the cake industry will be quiet The shaft 9 is formed as a first-stage shaft 9A, a second-stage shaft pocket, a two-stage shaft 9C, a fourth-stage shaft 9D, and a fifth-stage shaft 9E as shown in Fig. 4 (middle section 2 9A and third section shaft) The shaft diameter of the 9C is the same, and the axis (four) of the shaft f of the second shaft 9B is small, and is thinner than the value of the screw in the fifth section of the pocket = the screw 95. Further, by the fourth diagram 201236319 Knowing that the first end of the shaft 9a of the constant static shaft 9 is provided with a c-shaped buckle 3 and a] static contact 9 > potential mu 1:3⁄4, the outer diameter of the first shaft 9A is rigidly insulated After the cylinder 93 is fixed on the first domain 9A, the outer end of the armature 3 is supported by the c-shaped buckle, and the inner end is the axial diameter of the first shaft 9B. The lock ^ is made up of a medium-large 1 (four) shot. The three-stage post-correction m9 shaft 9E is thicker than the parent shaft, and the left and right ends of the mother shaft are thinner and joined to the power generation component. The sub-shaft is divided into four sections: 帛 & shaft 9A, second section shaft 9B, third section shaft 9C, and fourth section shaft 9d: wherein the axes of the first section shaft 9A and the third section shaft 9C are the same, A section of the shaft 9A is fixedly connected to the electric cymbal, the third section shaft 9C is fixed to the bearings 6A, 6B, and the second section shaft 9B has a relatively large shaft diameter 'is the fourth section of the armature 3 and the positioning section of the bearings 6A, 6B. The shaft diameter is fine, and is fixed to the body of the thicker fifth shaft 9E. In order to keep the working performance of the armature 3 constant, the upper inner hole and the outer diameter of the first shaft 9A of the strange shaft 9 are not disassembled after the rigid insulating cylinder 93 is set. In addition, the bearing 6A is disposed in the shaft hole 13, and the inner end inner ring is blocked by the inner end of the second stage shaft ', and the bearing Μ in the wheel shaft barrel 1〇 is limited by the sleeve 6C. The fixed position 'bearing 6B is placed in the shaft hole 14 and the outer end inner ring is blocked by the sleeve 6C'. The inner side is blocked by the end plate n, and the end plate u is fixed. 'When repairing' first remove the generator's iron 2〇 (ie loosen the screw, then lift the fifth section shaft 9E (middle section) with the crane, so that the wheel i leaves the iron opening screw %, so that the fifth section shaft 9E (ie, the middle section) is separated from the fourth section shaft 9〇, and then the lower end plate u is removed. Then, the fourth section shaft 9D is sleeved with a long steel pipe (not shown), and its outer diameter is smaller than the bearing 201236319 6A, 6B. The inner diameter can be squeezed to the outer end to separate the constant static shaft 9 from the wheel ι to take out the bearings 6A, 6B to achieve the purpose of replacing the bearings 6A, 6B. As shown in Fig. 7, the present invention is set up in the electric motor. Cars are ordered, using the wheels! The ideal mechanical energy for power generation is shown _. The fixed structure of the constant miscellaneous 9 and the train chassis is the same as the existing constant static axis of the train. 1 [Simple description of the drawing] Figure 1 A system diagram for the power supply of a conventional electric power company to a railroad electric train; ^ 2 is a diagram of the power supply to the power supply to the power supply area _ feeder system diagram; the 1 2 3 4 5 diagram is the high-speed rail train of the high-speed railway substation Bt feed map. Fig. 4 is a side cross-sectional view of the generator on the electric train of the present invention. Fig. 5 is a schematic cross-sectional view of Fig. 4 Figure 6 is a perspective view of the generator of the present invention; Figure 7 is a schematic diagram of the bribe set up in the electric vehicle. 11 end plates; 2 generators; 3 electric frame, 4 permanent magnet poles; 6Β pumping; 71 rigid insulation sleeve; 9Α first section shaft, · [Main component symbol description] 〇 wheel axle cylinder; 13, 14 shaft hole; 21 yoke flange; 31 output; 5 iron; 7 Screw; 9 constant static shaft; 1 wheel; 12 screw; 2 yoke yoke; 3 〇 armature winding; 4 41 screw; 5 6C sleeve; 6 72 hard insulating ring pad; 201236319 9B second section shaft; Segment shaft; 93 rigid insulation cylinder; 9C third section shaft; 90 center hole; 94 output line outlet; 9D fourth section shaft; 92 C type buckle; 95 screw.