WO2013180616A1 - Dispositif pour produire de l'électricité et freiner un train au moyen de l'énergie cinétique de translation du train, et procédé associé - Google Patents

Dispositif pour produire de l'électricité et freiner un train au moyen de l'énergie cinétique de translation du train, et procédé associé Download PDF

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Publication number
WO2013180616A1
WO2013180616A1 PCT/SE2013/000088 SE2013000088W WO2013180616A1 WO 2013180616 A1 WO2013180616 A1 WO 2013180616A1 SE 2013000088 W SE2013000088 W SE 2013000088W WO 2013180616 A1 WO2013180616 A1 WO 2013180616A1
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WO
WIPO (PCT)
Prior art keywords
train
electromagnets
kinetic energy
braking
translational kinetic
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Application number
PCT/SE2013/000088
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English (en)
Inventor
Lifeng Wang
Original Assignee
Lifeng Wang
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Lifeng Wang filed Critical Lifeng Wang
Publication of WO2013180616A1 publication Critical patent/WO2013180616A1/fr

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Classifications

    • 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
    • H02K7/1869—Linear generators; sectional generators

Definitions

  • the present invention ralates to a device for electricity generating and train braking, in particular to a device for electricity generating and train braking with train translational kinetic energy ,and the method thereof.
  • the Faraday experiment in 1831 indicated that die electric current is generated in the closed circuit when the magnetic flux therethrough changes. This is referred to as the electromagnetism induction phenomenon, and the generated current is referred to as the induced current.
  • the Faraday's law summarized as follows: the induced electromotive force in the closed circuit is proportional to the rate of change of the magnetic flux therethrough.
  • the French Hippolyte Pixii invented the manual DC generator the following year (1832).
  • the Siemens of Germany invented the eletric generating device for transformating energy of other forms into the rotational kinetic energy, they created a generator mode composed of a stator and a rotor, continuously in use until today.
  • the rotor is some kind of electromagnet (or permanent magnet), the stator equivalents to the conductor coil-closed circuit, and the magnetic field is generated around the rotor electromagnet after passing a certain amount of excitation current, then the rotor is mechanically driven by a water turbine, steam turbine, diesel engine or other motive machines to rotate.
  • the magnetic field around the rotor is a fluctuating magnetic field with respect to the stator coil, so the magnetic flux in the stator closed circuit is changing, and the stator coil cutting the magnetic induction line will produce induced electromotive force in the stator circuit, leading out though connection terminal and fed into a loop, then the current is generated.
  • the energy produced by a water stream, air stream, fuel combustion or atomic fission is transformed into rotational mechanical energy which is then transformed into the electric energy.
  • the hydroelectric and wind power station is usually far away from the cities, which increases the investment for the power grid construction and the consumption of the raw material of the high voltage cable; the heat power station can be closer to the cities, but causes the serious pollution to the city air environment; the electricity generation mode of the rotating rotor must firstly trasfer the energy of other forms into ratation, then the rotational mechanical energy is transformed into the electric energy, such two steps of transformation leads to twice energy loss and negtively influences the efficiency.
  • me Kiiieue energy ⁇ me irain is pruporuunai ⁇ ns weigni ana me square 01 us speea, ana mis is conflicted with the braking of the train.
  • the background technology related to the weight, speed and braking of the train will be described as followed:
  • the towing capacity of the overseas heavy haul train is usually 10,000 to 30,000 tons.
  • the heavy haul train marshalling in America is composed of 108 trucks, and the towing capacity thereof is 13,600 tons;
  • the unit heavy haul train marshalling in Canada is typically composed of 124 trucks , and the t towing capacity thereof is 16,000 tons;
  • the towing capacity of heavy haul train in South Africa is usually 18,500 to 20,000 tons;
  • the heavy haul train marshalling of the hamersley iron mine in Austrilia is usually composed of 226 trucks, and the towing capacity thereof is 28,000 tons;
  • the standard train marshalling of the Brazil Cambodia - Minas railroad is composed of 320 trucks, and the towing capacity thereof is 31,000 tons.
  • Magnetic suspension type China, 430km h, Shanghai line.
  • the braking mode in the art includes principally the block braking, disk braking, electromagnetic rail braking, rail turbine braking, rotating eddy braking, electric-resistance braking, regenerative braking, hydraulic braking, contra-steam braking etc.
  • the braking needs usually extra energy comsuption which is then transformed into thermal energy to dissipate, leading to potential safety hazard and increases the cost of repairing and replacing the assemblies.
  • the technical problem to be solved is to provide a device for generating electricity and braking with translational kinetic energy of the train and the method thereof, so that the translational kinetic energy of the train can be transformed into electric energy directly on the road sections or stations on which the train needs to be decelerated, stopped , or not to be accelerated on the down ramp road, to achieve electricity generating and train braking.
  • an aspect of the invention provides a device for electricity generating and train braking with the translational kinetic energy of the train, which includes an apparatus on train and an apparatus surrounding train track, wherein the apparatus on train includes a train and several groups of electromagnets, and the two poles of each electromagnet are arranged in the longitudinal direction parallel to the longitudinal direction of the train; the apparatus surrounding train track includes several sections of solenoid type closed traverses which are arranged to be surrounding the train track and configured to allow the train passing therethrough; the apparatus surrounding train track is disposed on the road section on which the train will be stopped or decelerated before entering a station and/or disposed on the down ramp road section on which the train shall not be passing at an acceleration.
  • the apparatus surrounding train track preferably also includes a pipe-like structure which is supported at the periphery of the several sections of solenoid type closed traverses.
  • the several groups of electromagnets are preferably front and back arranged in the longitudinal direction of the train, wherein two adjacent groups of the electromagnets are arranged with the same polarities in opposite directions.
  • l iic interval ueiweeii two iruni anu uauR aujauem groups 01 electromagnets is preieraoiy longer man the length of one section of solenoid type closed traverse along the longitudinal direction of the train.
  • Each group of electromagnets preferably includes several electromagnets, the several electromagnets of the same group are arranged with an interval along the transverse direction of the train below the chassis of the train and/or at the lower part of both sides of the train body.
  • An electromagnetic shielding apparatus to protect passengers is preferably arranged on all or a part of the carriages of the train, and the electromagnets are arranged outside the carriage having the electromagnetic shielding apparatus.
  • the apparatus on train preferably also includes a number of covers which are arranged above the outside of the electromagnets, and a cover controlling apparatus is provided on the train to control the open and close of the cover.
  • the several sections of solenoid type closed traverses are preferably arranged along the travelling direction of the train, the interval between two adjacent sections of solenoid type closed traverses is longer than the length of the electromagnet.
  • An electromagnet controlling system is preferably provided on the train, which controls the excitation source of the electromagnets, the magnitude and direction of the excitation current, and the number of the excited electromagnets.
  • the invention also provides a mothed which applies the device for electricity generating and train braking with translational kinetic energy of the train to generate electricity and brake the train, the method includes the following steps:
  • the excitation current of the electromagnets is turned on, when the train, on the road section on which the train will be stopped or passing at deceleration before entering a station and/or on the down ramp road section on which the train shall not be passing at acceleration, is to enter the apparatus surrounding train track;
  • the electromagnets on the train form a magnetic field, and pass though the solenoid type closed traverses in the apparatus surrounding train track with high speed;
  • the invention is to generate electricity by transforming the translational kinetic energy of the train, as the kinetic energy of an object is proportional to its weight and the square of its speed. Since in the development of the railroad modernization, the train has reached a certain level in both "heavy haul and "high speed". For example the towing capacity of the overseas heavy haul train is usually 10,000 to 30,000 tons, and the runnidng speed of the train of steel wheel type in China and abroad has reached more than 300km/h, and for the Magnetic suspension train, the speed has reached about 400km/h, which will be continuously raised.
  • the translational kinetic energy of one train is not very massive, yet a train passes though and stops at so many cities, and all of these cities have to receive and dispatch a huge quantity of trains.
  • the Zhengzhou railway station receives and dispatches one train each of less than 3 munutes at average, which becomes less than 1.67 minutes during the Spring Festival; the above mentioned statistics just comes from one of the three railway stations in Zhengzhou, not including the trains which pass through the other two stations(Zhengzhou North station and Zhengzhou East station), not including the truck trains which pass through or stop at Zhengzhou station.
  • all the high speed railroads arround the world are able to fulfil the requirement of a minimum running interval of 4 minutes (in Japan, the interval could be 3 minutes), the passenger trains available every day could be 280 pairs(560 trains) by considering the maintenace which costs 4 hours. The situation is varying depending on different cities.
  • the total translational kinetic energy of the trains in a big or medium-sized city with a relatively heavy traffic is sufficient to provide the electricity for several hundred thousand to several million of people. Therefore the electricity generation capacity that is produced by all trains stopping in the cities and electricity genearation capacity that is produced by the trains passing though the small towns at decelaration and through the great down ramp road sections in a country or an area are considerable.
  • the power sites locate in the city or in its periphery so that the energy loss of the long distance electricity transmission could be avoided and the construction cost of the long distance cables could be decreased, meanwhile there is no pollution to the atmosphere and the environment of the city so that the environmental protection and the energy conservation could be acftieved.
  • the present invention is to directly transform the translational kinetic energy of the train into electric energy to decrease the energy loss and the cost of the prime motor construction and maintenance, so that the energy consumption such as coal and fuel oil for steam turbine and diesel engine etc as the prime motor to generate electricity can be avoided.
  • the translational kinetic energy of the train that is used by the invention to generate electricity is produced in the process of the railroad transportation, and decreases to zero as decelerating and stopping of the train. Therefore, the present invention uses the energy usually wasted during conventional method to generate electricity, thus the energy cost can be regarded as zero.
  • the present invention can provide enough energy to brake the train which is exactly equal to the translational kinetic energy of the train.
  • the speed of the train returns to zero, and the train stops.
  • the braking mode makes the train on a relativly long down ramp road section not to accelerate, so that the train will not lose control under the influence of gravity to slide downwards, and the electricity is generated during the constant speed running of the train by using the kinetic energy converted from the gravitational potential energy relating to the height of the down ramp road section.
  • the invention can provide the electricity for the cities in which the train stops and for the small towns though which the train passes at deceleration.
  • the braking mode according to the invention is contactless and frictionless, so that the potential risk due to direct abrasion of the braking apparatus and the increase of the cost for repairing and replacing the braking apparatus therewith can be avoided; the braking apparatus does not consume extra energy but generates electricity, and the braking force is controllable (the induced electromotive force, the electromagnetic damping etc are controllable); therefore, the invention can provide technical support for the railroad modernization with "heavy load and high speed".
  • IXHI IUSIUII uic liivciiuuii increases ine Dcnciii oi mc raiiroaa anu eiccmciiy system, ana meanwnne decreases the cost.
  • Fig 1 shows the schematic diagram of the demonstrative experiment for electro-magnetic induction according to the theoretical basis of the invention
  • Fig 2 shows the cross-sectional schematic diagram of the device for electricity generating and train braking with translational kinetic energy of a train according to the invention
  • Fig 3 shows the longitudinal sectional schematic diagram of the device for electricity generating and train braking with translational kinetic energy of a train according to the invention
  • Fig 4 shows the flow diagram of the steps for electricity generating and train braking with translational kinetic energy of a train according to the invention
  • reference numeral 1 refers to a train
  • 2 refers to an electromagnet
  • 3 refers to a track
  • 4 refers to a solenoid type closed traverse
  • 5 refers to a pipe-like structure
  • 6 refers to a interval between the goups of the electromagnets
  • 7 refers to a interval between the sections of the solenoid type closed traverses
  • 8 refers to an apparatus on train
  • 9 is an apparatus surrounding train tracke
  • Embodiment 1 is a diagrammatic representation of Embodiment 1:
  • the experiment shows that when the magnetic flux through the closed circuit changes, electric current will be produced in the closed circuit, and the inaucea electromotive iorce aepenas on tne rate or cnange oi tne magnetic nux tnrougn me ciosea circuit.
  • n is the number of turns of the coil
  • ⁇ / ⁇ is the rate of change of the magnetic flux.
  • the Lenz's law states that an induced electric current flows in a direction such that the current opposes the change that induced it.
  • inserting a magnetic bar into the coil and extracting the magnetic bar out of the coil both need to perform a mechanical work to overcome the repulsive force or attractive force.
  • what is transformed into the energy relating to the induced current is just such mechanical work. This obeys the Law of conservation of energy obviously.
  • a preliminary idea may be made through the above mentioned Laws that, when a train with a kinetic energy passes through a large coil, an electric energy will be produced in the coil, meanwhile the kinetic energy of the train decreases accordingly and the train deacelerates as a result thereof; as theoretically analyzed, according to the solustion, the braking energy of the train is just the kinetic energy of the train, and when the kinetic energy runs out in the process of electricity generation, the speed of the train returns to zero and the train stops. If this is happened around a station in the city, the eletricity can be generated , but also the train decelerates and stops.
  • the embodiment uses the translational kinetic energy of the train to generate electricity and brake.
  • the invention illustrates a device for generating electricity and braking with translational kinetic energy of the train 1 including an apparatus 8 on train and an apparatus 9 surrounding tram iracK , wnerein tne apparatus » on train includes tne train l and sverai electromagnets 2 mounted on the train 1, wherein the two poles of each electromagnet 2 are arranged in the longitudinal direction parallel to the longitudinal direction of the train 1;
  • the apparatus 9 surrounding train track 3 includes several sections of solenoid type closed traverses 4 which are arranged to be surrounding the train track 3 and configured to allow the train 1 passing therethrough;
  • the apparatus 9 surrounding train track 3 is disposed on the road section on which the train 1 will be stopped or passing at deceleration before entering a station and/or disposed on the down ramp road section on which the train 1 shall not be passing through at acceleration.
  • the electromagnets 2 are fixedly mounted on the train body of the train 1 so that a braking effect is generated when the electromagnets 2 are subjected to a resistance which is opposite to the direction of movement of the train 1.
  • the apparatus 9 surrounding train track also includes a pipe-like structure 5 which is supported at the periphery of the several sections of solenoid type closed traverses 4.
  • the pipe-like structure 5 is applied to fix, support, protect and shield the combination of the solenoid type closed traverses 4; the pipe-like structure 5 is longer than the combination of the solenoid type closed traverses 4 slightly, therefore the pipe-like structure 5 also shields the sections of the train track 3 which are out of the two ends of the combination of the solenoid type closed traverses 4.
  • the train 1 includes one or more kind of the steel wheel train or the magnetic suspension train.
  • the train 1 includes one or more kind of the truck train or the passenger train.
  • the electromagnet 2 is formed by winding conductive coils outside a strip type iron core, and the characteristic of its magnetic induction line thereof is similar to that of the magnet bar, that is, the magnetic induction line getting curved outwards above both ends of the coil.
  • the several groups of electromagnets 2 are front and back arranged on the train 1 along the longitudinal direction of the train 1, wherein two adjacent fore groups of electromagnets 2 arranged with the same polarities in opposite directions, that means two adjacent fore electromagnets 2 are oppositely arranged in the following way: pole N to pole N, and pole S to pole S.
  • the interval 6 between two adjacent groups of electromagnets 2 is longer than the length of one section of solenoid type closed traverse 4 along the longitudinal direction of the train.
  • each group of electromagnets 2 includes several electromagnets 2 which are not suitable to be circlewise distributed on the train body of the train 1 too uniformly, and it is preferable that the several electromagnets 2 of the same group are arranged along the transverse direction of the train 1 below the chassis of the train 1 and/or at the lower part of both sides of the train body of the train 1.
  • an electromagnetic shielding annaratns tn nrntect nassftncrer* is arrancfvl nn all nr a pan oi me carnages oi tne train 1, ana tne electromagnets ⁇ are preieraDiy arranged outside tne carriage having the electromagnetic shielding apparatus.
  • the electromagnets 2 can be provided on all or a part of carriages of the truck train; when the truck train equipped with electromagnets 2 is transporting goods which are sensitive to the electromagnetic field, the goods can be stored in the compartments of the truck train which are shielded against the electromagnetic field well; As for the passenger trains which are not shielded against the electromagnetic field well, the electromagnets 2 can be only arranged on the baggage carriages behind the passenger carriages, and the electromagnets 2 are arranged more densely thereon.
  • the apparatus 8 on train also includes a number of covers arranged above the outside of the electromagnets 2 (not shown in fig 2 and fig 3), and a cover controlling apparatus is provided on the train 1 to control the opening and closing of the cover.
  • the electromagnets 2 are shielded by the cover against the rain and sun at ordinary times.
  • the electromagnets 2 can be exposed to the outside with the opening of the cover, and can be protected and shielded with the closing of the cover.
  • the several solenoid type closed traverses 4 are front and back arranged along the travelling direction of the train 1, wherein each section of solenoid type closed traverse 4 is composed of multi-turn of coils, and the interval 7 between the sections of the solenoid type closed traverses 4 is longer than the length of the electromagnet 2.
  • a train 1 equipped with the electromagnets 2 is passing through the solenoid type closed traverses 4, a induced electromotive force is generated because of the change of the magnetic flux in the solenoid type closed traverses 4 and leading out via the connection terminals.
  • an electromagnet controlling system is provided on the train 1 to control the excitation source of the electromagnets 2, the magnitude and direction of the excitation current and the number of the excited electromagnets 2.
  • the magnetism of the electromagnets 2 can be controlled via turning on and cutting off the excitation current, the intensity of the magnetism can be controlled by the intensity of the excitation current or by the number of turns of the coil, and the magnetic poles can be controlled by changing direction of the current.
  • the intensity of the induced electromotive force depends on the number of turns of coil of the electromagnets 2, the number of the electromagnets 2 which are fixedly mounted on the train body of the train 1, the number of groups of the electromagnets 2, the intensity of the excitation current of the electromagnets 2, the number of the excited electromagnets 2, and the number of turns of each section of solenoid type closed traverse 4 in the combination of the solenoid type closed traverses 4, the total length of the sections, and the number of sections of the solenoid type closed traverses 4 and so on; the direction ana rrequency oi tne proaucea inaucea electromotive iorce aepenas on tne positions at wnicn the electromagnets 2 are fixedly arranged on the train body of the train 1, the interval 6 between the goups of the electromagnets 2, the direction of the excitation current of the electromagnets 2, and the winding direction of each section of solenoid type closed traverse 4 in the combination
  • the apparatus 8 on train is matching with the apparatus 9 surrounding train track, that means the parameters such as the number of turns of coil of the electromagnets 2, the positions at which the electromagnets 2 are fixedly arranged on the train body of the train 1 and the number of the electromagnets 2 equipped, the number of groups of the electromagnets 2 and the interval 6 between the groups of the electromagnets 2, the intensity and the direction of the excitation current of the electromagnets 2 are matching with the paramters such as the winding direction and the number of turns of each section of solenoid type closed traverse 4 in the combination of the solenoid type closed traverses 4, the number of sections of the solenoid type closed traverses 4, the length of each section of solenoid type closed traverse 4 and the total length of the sections of solenoid type closed traverse 4, the interval 7 between the sections of solenoid type closed traverses 4, so that when the train 1 equipped with
  • the train 1 can also reserve some traditional braking modes which can be used together with the device for generating electricity and braking with translational kinetic energy of a train, if necessary, or can be used for emergency braking.
  • Embodiment 2 is a diagrammatic representation of Embodiment 1:
  • the embodiment illustrates a method of electricity generating and train braking for a train by using the above mentioned device for electricity generating and train braking with transitional kinetic energy of a train, the method comprises:
  • the cover controlling system controls the cover which is arranged above the outside of the electromagnets 2 to open once the train 1 enters the end of the pipe-like structure 5, so that the electromagnets 2 are exposed, meanwhile the electromagnet controlling system controls to turn on the excitation current of the electromagnets 2 , then the electromagnets 2 on the train 1 form a magnetic field and pass through the solenoid type closed traverses 4 with high speed; o ..

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un dispositif utilisant l'énergie cinétique de translation d'un train pour produire de l'électricité et freiner le train, ce dispositif comprenant un appareil se situant sur le train et un appareil entourant le rail. L'appareil se situant sur le train comprend le train et plusieurs groupes d'électroaimants montés sur le train, la direction des deux pôles des électroaimants étant parallèle à la direction longitudinale du train ; l'appareil entourant le rail comprend plusieurs sections de traverses fermées du type à solénoïde, qui sont installées de manière à entourer le rail et conçues pour permettre au train de passer à travers celles-ci ; l'appareil entourant le rail est prévu sur la section de voie ferrée sur laquelle le train s'arrêtera ou passera en ralentissant avant d'entrer dans une gare et/ou sur une section de voie en rampe descendante sur laquelle le train ne doit pas prendre de la vitesse. L'invention concerne aussi un procédé utilisant le dispositif mentionné pour produire de l'électricité et freiner un train. L'invention permet de transformer l'énergie cinétique du train directement en énergie électrique afin de produire de l'électricité et de freiner le train, lorsque le train roule sur ladite section ou dans la gare et qu'il doit ralentir, ne pas prendre de la vitesse ou s'arrêter.
PCT/SE2013/000088 2012-05-30 2013-05-30 Dispositif pour produire de l'électricité et freiner un train au moyen de l'énergie cinétique de translation du train, et procédé associé WO2013180616A1 (fr)

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CN2012101753589 2012-05-30
CN201210175358.9A CN103448750B (zh) 2012-05-30 2012-05-30 列车平动动能发电制动装置及方法

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CN108725518A (zh) * 2018-04-18 2018-11-02 中国神华能源股份有限公司 重载列车追踪间隔计算方法、装置和重载铁路系统

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CN106183836A (zh) * 2016-07-14 2016-12-07 江苏科技大学 一种列车电磁制动与节能装置及节能方法
CN108053738A (zh) * 2017-12-15 2018-05-18 深圳技术大学（筹） 在现行高铁轨道上加装反u型励磁罩的亚真空磁悬浮超音速列车模型实验平台
CN108482180A (zh) * 2018-03-08 2018-09-04 中国科学院电工研究所 一种环形轨道磁悬浮车辆储能系统
CN113644802B (zh) * 2021-08-06 2022-08-09 上海工程技术大学 一种基于列车动能转化的零碳发电装置

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CN101544194A (zh) * 2009-04-30 2009-09-30 浙江大学 一种汽车制动能量回收装置
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US4806805A (en) * 1987-07-20 1989-02-21 Barry Pinchefsky Electrical energy generating system utilizing a moving vehicle
US7164211B1 (en) * 2006-03-14 2007-01-16 Tafoya Craig A Vehicle assisted power generator
US20070289793A1 (en) * 2006-06-16 2007-12-20 Imad Mahawili Energy recovery system
US20090166142A1 (en) * 2007-12-31 2009-07-02 Min Suk Hyun Tunnel type power generating apparatus and method of generating power using the same

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Publication number Priority date Publication date Assignee Title
CN108725518A (zh) * 2018-04-18 2018-11-02 中国神华能源股份有限公司 重载列车追踪间隔计算方法、装置和重载铁路系统

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