Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
  • F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
  • F03G7/00—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for
  • F03G7/08—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for recovering energy derived from swinging, rolling, pitching or like movements, e.g. from the vibrations of a machine

Definitions

• This invention relates to a device with dynamic impulses from vehicular traffic and relative kit.
• this invention relates to a device with dynamic impulses generated by vehicular traffic configured for the conversion of the mechanical energy associated with these impulses to another type of energy.
• this invention provides a device configured to convert the energy generated by dynamic impulses caused both by road and rail vehicles.
• this invention relates to a kit of a device with dynamic impulses from vehicular traffic which can be installed on a railway vehicle such as, for example, a freight wagon or a passenger carriage.
• the invention makes it possible to use the work associated with the weight and the forward speed of a vehicle whilst it is travelling along a stretch of road or railway, and convert it into energy of another type, preferably converting it into electricity.
• the prior art solutions suffer from various limitations, such as, for example, the low sensitivity and/or efficiency of the system to recover the energy limiting, in fact, the use in the case of extended phenomena and the high energy potential.
• the systems for the recovery of energy from the movement of vehicles require that the latter are heavy, are not too fast and that they dissipate a large quantity of energy in the form of friction, heat, sound waves and the like in a constant manner and for a predetermined period of time.
• the prior art systems configured for recovering the energy dissipated by vehicles have sometimes proved to ineffective especially if the vehicles examined by the device are too small and/or light or are traveling too slowly.
• the technical purpose which forms the basis of this invention is to provide a device with dynamic impulses from vehicular traffic and relative kit which overcome the above-mentioned drawbacks and limitations of the prior art.
• the aim of this invention to provide a device with dynamic impulses from vehicular traffic and a relative kit which allow recovery of the energy dissipated by each type of terrestrial vehicle in transit at the device or which is adapted with the kit according to in inventive concept of this invention.
• a further aim of this invention to provide a device with dynamic impulses from vehicular traffic and a relative kit which allow recovery of the energy dissipated by each type of terrestrial vehicle under any condition and combination of speed and weight of the vehicle.
• this invention relates to a device with dynamic impulses from vehicular traffic and relative kit which allow recovery of the energy dissipated by any type of vehicle such as, for example, a coach, a single/two-seater car for urban car-sharing or a busy passenger train.
• the device with dynamic impulses from traffic transfer will be calibrated in accordance with a corresponding predetermined minimum weight of generating the impulse.
• FIG. 1 schematically illustrates a device in use in accordance with an embodiment of this invention
• Figure 2 schematically illustrates the device of Figure 1 with some parts hidden to make visible other parts which would otherwise be hidden;
• Figure 3 illustrates a detailed schematic view of the device of Figure 1 ;
• Figure 4 illustrates a further detailed schematic view of the device of Figure 1 ;
• Figure 5 illustrates a further detailed schematic view of the device of Figure 1 ;
• Figure 6 illustrates a further detailed schematic view of the device of Figure 1 ;
• Figure 7 illustrates a further detailed schematic view of the device of Figure 1 ;
• Figure 8 illustrates a further schematic view of the device of Figure 1 ;
• FIG. 9 schematically illustrates a kit of the device installed on a vehicle in accordance with the inventive concept of this invention.
• FIG. 10 schematically illustrates a further view of kit of the device of Figure 9 in accordance with the inventive concept of this invention. Detailed description of preferred embodiments of the invention
• Figure 1 shows a device with dynamic impulses from vehicular traffic transfer labelled 1.
• the device 1 is configured to be integrated in a roadbed 100 or in a seat of a railway line 200 (illustrated in Figure 10 and described in more detail below) in a transversal direction relative to the direction of transit "T" of a road or rail vehicle 300.
• the device 1 is configured to be integrated in a roadbed 100 and to receive dynamic impulses imparted by the vehicles 300 in transit at least along one carriageway of the roadbed 100.
• the device 1 is configured to receive dynamic impulses imparted by the vehicles 300 in transit along both carriageways of the roadbed 100 or in both directions of travel along the railway line 200.
• the device 1 comprises at least one movable platform 10 reversibly switchable between a rest position and an operating position by means of the transit of a vehicle 300 on the movable platform 10.
• the rest position of the device 1 is the position in which at least the movable platform 10 is inclined and raised relative to the road bed "P" or the railway tracks 200.
• the working position of the device 1 is the position in which at least the movable platform 10 is aligned and substantially coinciding with the roadbed "P" or is parallel with the plane "P" of the railway tracks 200.
• the device 1 also comprises energy transmission means 20 operatively associated with the movable platform 10.
• the device 1 also comprises energy conversion means 30 operatively associated with the energy transmission means 20 to transform mechanical energy dissipated by the vehicles 300 in transit on the device 1 into electricity.
• the conversion means 30 and the transmission means 20 are positioned below the plane “P "of the roadbed 100 or the plane “P” of the railway line 200 and are connected and fixed to a load-bearing structure 40 of the device 1.
• a dynamic impulse imparted from a vehicle 300 in transit on the movable platform 10 inclined relative to the plane "P" of the roadbed 100 makes it possible for the vehicle to perform a work having a vertical component such as to switch the platform 10 from a rest position (inclined position) to a working position (position coinciding with or at least parallel to the plane "P").
• the intention is to use the weight of the vehicle 300, which travelling normally on the road 100, will be forced to pass on at least one movable platform 10 connected on a load- bearing axis 11 which, at the moment of transit of the vehicle 300, is pushed perpendicularly and instantaneously downwards by a value equal to approximately 10/12 cm.
• the dynamic action described above even though relative to a short stroke of a movable element such as the platform 10, but with a strong thrust, allows the device 1 to recover the energy dissipated even by a small car.
• the weight of the vehicle 300 should be considered to be the weight and the speed of travel of the vehicle 300.
• the device 1 is such that the movable platform 10 switches its position with alternating movements generated by the dynamic impulses imparted by the vehicle 300 in transit on it.
• the alternating movements of the device 1 are of the translational type.
• the energy transmission means 20 comprise a mechanical transmission for transmitting alternative translating movements from the movable platform 10 to the energy conversion means 30.
• the energy transmission means 20 and/or the energy conversion means 30 are configured to convert the mechanical energy associated with the translational movements of the movable platform 10 both during the switching into the rest position and during the switching into the operating position of the platform 10 and vice versa.
• the work performed by a vehicle 300 in transit on the movable platform 10 in the rest position that is to say inclined relative to the plane "P"
• the energy transmission means 20 and then to the energy conversion means 30 is recovered as mechanical energy (less the friction) by the energy transmission means 20 and then to the energy conversion means 30.
• the device 1 in accordance with the inventive concept of this invention, comprises a first movable platform 12 and a second movable platform 13 operatively associated with each other and configured as to face one to another, in an operating configuration of the device 1.
• the first movable platform 12 and the second movable platform 3 are being side by side to each other at a respective end edge 14 and are positioned angularly relative to the end edge 14 in such a way as to define an apical edge 15 which corresponds to the highest point projecting from a roadbed 100 or railway seat 200 in a rest position of the device 1.
• the movable platform 10 is configured to project by a predetermined height "H" from the roadbed 100 or from a seat of a railway line 200 to adopt the rest position.
• Figure 1 graphically illustrates the reference of the predetermined height ⁇ ".
• the movable platform 10 of the device 1 is configured to be lowered by rotating and/or translating to a same level as the roadbed 100 and/or the seat of a railway line 200 for switching to the operating position (configuration not illustrated in the accompanying drawings).
• each movable platform 12, 13 of the device 1 is configured to be lowered by rotating and/or translating to a same level as the roadbed 100 and/or the seat of a railway line 200 for switching to the operating position (configuration not illustrated in the accompanying drawings).
• the movable platform 10 during transit of a vehicle 300 is lowered by its weight from the rest position to the working position, the lowering of the movable platform 10 occurring preferably by a roto- translation.
• the switching between the rest position (raised) to the working position (lowered) occurs by a translation of the apical edge 15 substantially along the vertical starting from the predetermined height "H" until reaching the level of the roadbed 100 or railway line 200.
• the energy transmission means 20 comprise at least one vertical arm 21 associated with a respective movable platform 12, 13 and at least one gear 22 such as to mesh with a respective toothed portion 21a of the vertical arm 21.
• the alternative translation movements of the movable platforms 12 and 13 during switching make a translational movement, substantially vertical, of the respective vertical arm 21 and a rotation of the respective gear 22.
• the transmission system between the vertical arm 21 and the gear 22 works like a rack transmission with a gear wheel.
• the energy transmission means 20 comprise a first snap- on free gear 22a and a second snap-on free gear 22b designed to mesh with a toothed portion 21a of the vertical arm 21 , respectively.
• the first snap-on free gear 22a rotates by a forward (downwards) translation of the vertical arm 21 corresponding to a translation of the respective movable platform 12, 13 from the rest position to the working position.
• the second snap-on free gear 22b rotates by a return (upwards) translation of the vertical arm 21 corresponding to a translation of the movable platform 12, 13 from the working position to the rest position.
• the apical edge 15 substantially translates firstly downwards and then upwards, as mentioned above.
• the energy conversion means 30 comprise at least one electricity generator 31 operatively associated with the energy transmission means 20.
• the electricity generator 31 is of the permanent magnets type.
• the first snap-on free gear 22a and the second snap-on free gear 22b are connected mechanically to a shaft 31a of the electricity generator 31.
• the first snap-on free gear 22a and the second snap-on free gear 22b are coaxial and rotate about a same axis "X".
• the shaft 31a of the electricity generator 31 rotates relative to the axis "Y” parallel and separate to the axis "X”.
• the first snap-on free gear 22a transmits the forward movement of the vertical arm 21 and therefore has a direction of rotation relative to the axis "X" which is opposite to the direction of rotation of the second snap-on free gear 22b.
• the first snap-on free gear 22a and the second snap-on free gear 22b are coaxial on the axis "X", they are mechanically separate and can therefore also rotate with different directions of rotation, as actually occurs in the device 1 in use.
• the first snap-on free gear 22a or the second snap-on free gear 22b is connected mechanically to a shaft 31a of the electricity generator 31 by means of a mechanical transmission 23 configured to convert a discordant rotation between the first snap-on free gear 22a and the second snap-on free gear 22b into a rotation which concords with the rotation of the shaft 31a of the electricity generator 31.
• the mechanical transmission 23 comprises toothed belts or chains with links or other mechanical power transmission means of the flexible type.
• the device 1 comprises guiding and balancing means 50 of the movable platforms 12 and 13.
• Non-limiting example of the guiding and balancing means 50 are schematically illustrated in Figures 1 , 2, 5, 6 and 8.
• the guiding and balancing means 50 are configured to accompany the movable platforms 12, 13 and the respective vertical arm 21 along a predetermined trajectory, substantially vertical.
• the guiding and balancing means 50 are configured to accompany the movable platforms 12, 13 and the respective vertical arm 21 along a predetermined trajectory, substantially vertical.
• the guiding and balancing means 50 comprise sliding rollers 51 and balancing bands 52 which connect a lateral end 1a with the opposite one 1b of the device 1 in the case of dynamic impulses imparted in a nonsymmetrical manner along the device 1 during use (this case occurs, for example, when a car and a truck transit simultaneously on the carriageways).
• the device 1 comprises elastic elements 60 configured for allowing the translation of the movable platforms 12, 13 and switching the working position to the rest position.
• the elastic elements 60 are illustrated schematically in Figures 2, 4, 5, 6 and 8.
• the elastic elements 60 comprise helical springs and/or hydraulic cylinders and/or gas cylinders or other energy dissipating systems.
• the elastic elements 60 comprise at least four pistons (preferably of the pneumatic type) the vertical thrust of which is exerted on the movable platforms 12, 13, in a working position, which allows them to recover the starting position, that is, the rest position.
• the above-mentioned pistons comprise compression springs and are inserted in a predetermined frame.
• the action of the pneumatic pistons also allows the passage and the change of air in the hole in which the device 1 is installed, which facilitates the control of the temperature of the electricity generator 31.
• the device 1 according to this invention installed on a roadbed 100 with a dual carriageway with a width of approximately 7 metres allows the installation on board the device 1 of at least three electricity generators of 20 kW each (with a steady state working operation of 150 revs/min to 300 revs/min), thus developing an electrical power of approximately 60 kW or even more.
• the device 1 can be installed in the roadbed 100 for a length equal to its useful carriageway length, both in the case of a single or double direction of travel since the movable platforms 12, 13 are configured for both directions of travel.
• the preferable dimensions of the hole to house and install the device 1 according to this invention may adopt the maximum value in a depth of approximately 80 cm, whilst the width is between approximately 140 and 160 cm.
• the depth of the hole in urban areas is 65 cm so as not to interfere with probable pipes buried beneath the roadbed.
• the device 1 can be deactivated by excluding the operation quickly and easily.
• the device 1 may be modified in terms of dimensions, forces and work which may be controlled in such a way that it can be adapted to all installation cases.
• the device 1 also comprises elements for storing electricity (not illustrated in the accompanying drawings) such as, for example, capacitors and/or rechargeable batteries in such a way as to dispense a quantity of electrical power if required.
• the energy stored by the device 1 may be dispensed using a suitable recharging station, for recharging batteries of hybrid and/or fully electric vehicles.
• This invention defines a system for the energy conversion of dynamic impulses from railway traffic into electricity, comprising a device 1 for the energy conversion of dynamic impulses from vehicular traffic, as described above, configured to be integrated in a roadbed 100 and/or in a seat of a railway line 200 in a transversal direction relative to the direction of transit "T" of a road or rail vehicle 300.
• the above-mentioned system comprises conversion means 30 and transmission means 20 which are configured for being positioned below a level of the roadbed 100 or of the railway line 200 and are connected to a load-bearing structure 40 of the device 1.
• the inventive concept of this invention describes a kit for the energy conversion of dynamic impulses from railway traffic into electricity, comprising a device 1 with dynamic impulses defined and described above and at least one carriage 70 comprising a frame 71 attachable to a bottom portion of a railway wagon 300, preferably to the centre of a carriage, and at least sliding elements 72 which can be positioned at a predetermined height relative to an apical edge 15 of a movable platform, preferably of the first movable platform 12 and of the second movable platform 13.
• Figures 9-10 illustrate some embodiments in accordance with the inventive concept of this invention.
• the ideal application for the device 1 for rail traffic consists in positioning it close to stations, with regard to trains, or before and after the stations of metropolitan networks and on the surface for tram networks which use the tracks for both directions of travel and therefore where the transit frequency is high.
• the rail vehicle in order to have a number of valid impulses to transfer to the device 1 for a high energy production, the rail vehicle must transit over the device 1 at a speed which is not greater than approximately 80 km/h.
• the carriage 70 positioned at the centre of the individual wagons to have a variable distance from the kits applied to the wagons of from 8 m to approximately 10 m along the entire train, in such a way as to have a number of dynamic impulses transferred to the movable platforms 12, 13 with a frequency of between approximately 0.5 and 1 Hz (that is, an impulse every one/two seconds).
• the arrangement of the carriage 70 for travel in both directions is such that the point where it will be installed, for example at the centre of a railway carriage, will avoid it having to be removed every time to restore the original conditions of the railway train.
• the wagons which fit the above-mentioned kits can form part of different trains, without carrying out any intervention on the carriage 70. These may be attached to the locomotive according to the needs each time and form a new, previously unused, railway train.
• the wagons of very high speed trains can mount the kit according to this invention, providing they actuate the device 1 only at the points where the speed limit is 100 km/h or less.
• the device 1 could be equipped with a telematic system, which, by means of sensors, where a speed of the vehicle close to the device 1 is measured, both on the road and on rails, which is greater than the speed limits, could change the position of movable platform 10 automatically from the rest position to the working position, blocking it. It will return, always automatically, to the original position after the passage to the height of the device 1 of the above-mentioned vehicle.
• the electricity recovered be the device 1 applied to railway, metropolitan and tram lines.
• the energy produced by these vehicles on rails could be immediately reintroduced, with a system applied ad hoc, into the electricity supply networks of the above-mentioned rail transport systems.
• the invention achieves the set aims.
• the device according to this invention makes it possible to transform and store energy thanks to the rail or road traffic which transits on it (such as, precisely, the movable platforms).
• the device according to this invention makes it possible to partly recover the energy dispersed by vehicular traffic and to store and/or return it directly to the network or make it available for recharging hybrid vehicles.
• the device according to this invention can be effectively used also in an industrial context where, by means of the transit of vehicles such as AGV robots or vehicles designed for transporting products from one department to another, a considerable quantity of energy is recovered and transformed to be reintroduced directly into the power supply system of the production facility.
• vehicles such as AGV robots or vehicles designed for transporting products from one department to another
• this invention provides a device with dynamic impulses from vehicular traffic and relative kit which is easily installed, not very invasive along the traffic routes (road, railway) and can be installed at any time and with minimal modifications even to the vehicles (with respect to those for railways for which the adaptation kit described above is necessary).

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Current-Collector Devices For Electrically Propelled Vehicles (AREA)
• Traffic Control Systems (AREA)

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Citations (5)

• 2015
  • 2015-10-27 IT ITUB2015A004829A patent/ITUB20154829A1/it unknown
• 2016
  • 2016-10-21 WO PCT/IT2016/000248 patent/WO2017072803A1/en unknown

Patent Citations (5)

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