An energy-saving tunnel ventilation system

Abstract

This invention discloses an energy-saving tunnel ventilation system, comprising a drive module, a first duct installed along the tunnel's length at the tunnel ceiling, and a second duct installed along the tunnel's length on the tunnel sidewall. The first duct is connected to the second duct via multiple third ducts, the ends of which extend beyond the tunnel's end. The third ducts are evenly spaced along the length of the first duct, and each third duct houses a fan assembly. The drive module is connected to the fan assembly to drive its operation. The drive module draws air from the tunnel ceiling into the first duct, then through the third ducts into the second duct, and finally exhausts the air from the end of the second duct into the tunnel. This invention utilizes the mechanical energy generated by vehicles traveling within the tunnel to drive the rotation of fans, thereby drawing air into the tunnel ceiling duct and expelling it outside, resulting in virtually no energy consumption.

Description

Technical Field

[0001] This invention relates to the field of tunnel ventilation technology, and specifically to an energy-saving tunnel ventilation system. Background Technology

[0002] The main purpose of tunnel ventilation is to absorb and expel gases from the tunnel, or to introduce air into the tunnel, thereby promoting airflow and ventilation. The primary means of forcing this airflow is through fans, or by utilizing the temperature difference between the air inside the tunnel and the outside temperature to force airflow through vents. These two methods of airflow are mainly achieved by using electrically powered fans or by using electricity and solar energy to create a temperature difference between the tunnel ends and the interior, thus forcing airflow within the tunnel.

[0003] In cases of long tunnels, creating a temperature difference between the tunnel ends and the interior to force airflow for ventilation is obviously difficult. While using new energy technologies to power fans appears to be an energy-saving method, it still requires energy storage and electronic control. Furthermore, both of these methods have limitations in tunnel ventilation functionality when winter temperatures are low, requiring active energy supply to create a temperature difference, or when continuous rainy weather prevents solar energy from providing a sustained power supply.

[0004] In conclusion, existing tunnel ventilation systems still consume energy and are greatly affected by the external environment. Summary of the Invention

[0005] The purpose of this invention is to provide an energy-saving tunnel ventilation system to solve the technical problem that existing energy-saving ventilation equipment consumes a lot of energy due to the long tunnels.

[0006] To solve the above-mentioned technical problems, the present invention specifically provides the following technical solution:

[0007] An energy-saving tunnel ventilation system includes a drive module, a first pipe disposed at the top of the tunnel along the tunnel length, and a second pipe disposed on the sidewall of the tunnel along the tunnel length direction. The first pipe is connected to the second pipe through a plurality of third pipes. The end of the second pipe extends out of the end of the tunnel. The plurality of third pipes are distributed at equal intervals along the length direction of the first pipe. A fan assembly is disposed inside the third pipe. The drive module is connected to the fan assembly to drive the fan assembly to work.

[0008] The drive module operates to allow air from the top of the tunnel to enter the first pipe, then through the third pipe into the second pipe, and finally the air entering the second pipe is discharged from the end of the second pipe into the tunnel.

[0009] The drive module is mounted on the surface of the road inside the tunnel and generates mechanical energy through contact with the tires of a moving vehicle to drive the fan assembly.

[0010] In a preferred embodiment of the present invention, the fan assembly includes a ducted fan body installed in the third duct. The drive shaft of the ducted fan body is arranged along the axial direction of the third duct. The end of the drive shaft away from the ducted fan body and passing through the side wall of the third duct is connected to the drive module. The drive module drives the drive shaft to rotate, thereby causing the ducted fan body to rotate and generating airflow along the axial direction of the third duct, so that air in the first duct enters the second duct.

[0011] In a preferred embodiment of the present invention, the drive module includes a transmission assembly and a plurality of drive assemblies connected to the transmission assembly, wherein the end of the transmission assembly is connected to the transmission shaft.

[0012] Multiple drive components are equally spaced on the tunnel floor, and the drive components are used to generate mechanical energy when subjected to force. The main transmission component is used to transmit the mechanical energy generated by the drive components and drive the transmission shaft to rotate.

[0013] In a preferred embodiment of the present invention, the transmission assembly includes a transmission shaft body, on which a plurality of first transmission gears are evenly distributed along the axial direction of the transmission shaft body, and a second transmission gear is provided at the end of the transmission shaft body, the second transmission gear meshing with the transmission shaft.

[0014] Each of the drive components corresponds to and meshes with one of the first transmission gears.

[0015] In a preferred embodiment of the present invention, the drive assembly includes a crankshaft body and a speed bump plate. The speed bump plate is connected to the connecting rod journal of the crankshaft body through a plurality of connecting rods. The other end of the connecting rod away from the connecting rod journal is rotatably connected to the speed bump plate.

[0016] One side of the speed bump plate is rotatably connected to the ground. A spring assembly is connected to the bottom of the speed bump plate near the connecting rod. The other end of the spring assembly is fixedly connected to the ground. The spring assembly is used to support the speed bump plate and make an angle between the speed bump plate and the horizontal plane.

[0017] The surface of the speed bump plate is compressed by the spring assembly and the force is transmitted to the crankshaft body through the connecting rod, forcing the crankshaft body to rotate circumferentially, and then the transmission shaft body is driven to rotate circumferentially through the first transmission gear;

[0018] The spring assembly is used to restore the angle between the speed bump plate and the horizontal plane when the speed bump plate loses external force.

[0019] As a preferred embodiment of the present invention, a quadrant coordinate system is constructed with the longitudinal section of the crankshaft body and the rotation center of the crankshaft body as the origin;

[0020] Specifically, in the initial state where there is no actual external force on the speed bump plate, the connection between the connecting rod and the connecting rod journal of the crankshaft body is located in the second quadrant, and when the speed bump plate is subjected to the limit of compressing the spring assembly, the connection between the connecting rod and the connecting rod journal is located in the fourth quadrant.

[0021] As a preferred embodiment of the present invention, a guide seat is provided in the third quadrant of a quadrant coordinate system constructed with the longitudinal section of the crankshaft body and the rotation center of the crankshaft body as the origin, and the guide seat is provided with a guide arc surface with a longitudinal section of 1 / 4 circular arc.

[0022] Specifically, when the connecting rod enters the third quadrant at the connection between the connecting rod and the connecting rod journal, it comes into contact with the guide arc surface.

[0023] As a preferred embodiment of the present invention, the first pipe is provided with flat air inlets at equal intervals, the flat air inlets are at an angle to the first pipe, and the openings of the flat air inlets face the direction of vehicle travel in the tunnel.

[0024] The third pipe is connected to the body of the first pipe between two adjacent flat air inlets.

[0025] As a preferred embodiment of the present invention, a deceleration protrusion is provided on the tunnel ground near the end of the speed bump plate, and the height of the deceleration protrusion is the same as the height of the end of the speed bump plate near the connecting rod from the ground.

[0026] Compared with the prior art, the present invention has the following advantages:

[0027] This invention utilizes the mechanical energy generated by vehicles traveling inside the tunnel to drive a fan, which in turn draws in air through a pipe installed at the top of the tunnel and discharges it outside. By taking advantage of the tunnel's inherent traffic characteristics and using a purely mechanical transmission method to drive the fan, there is virtually no energy consumption. Attached Figure Description

[0028] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the distribution structure of the first pipe, the second pipe, the third pipe, and the drive module in a tunnel according to an embodiment of the present invention.

[0030] Figure 2 This is a partial structural diagram of the driving component according to an embodiment of the present invention.

[0031] The labels in the diagram represent the following:

[0032] 1-Drive module; 2-First pipe; 3-Second pipe; 4-Third pipe; 5-Fan assembly; 6-Flat air inlet; 7-Reduction protrusion;

[0033] 10 - Transmission assembly; 20 - Drive assembly;

[0034] 101 - Drive shaft body; 102 - First drive gear; 103 - Second drive gear;

[0035] 201-Crankshaft body; 202-Speed ​​belt plate; 203-Connecting rod journal; 204-Connecting rod; 205-Spring assembly; 206-Guide seat; 207-Guide arc surface; 208-Third transmission gear; 209-Guide rod; 210-Compression spring; 211-Guide column groove;

[0036] 51-Ducted fan body; 52-Drive shaft. Detailed Implementation

[0037] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0038] like Figure 1As shown, the present invention provides an energy-saving tunnel ventilation system, including a drive module 1, a first pipe 2 disposed at the top of the tunnel along the tunnel length, and a second pipe 3 disposed on the sidewall of the tunnel along the tunnel length. The first pipe 2 is connected to the second pipe 3 through a plurality of third pipes 4. The end of the second pipe 3 extends out of the end of the tunnel. The plurality of third pipes 4 are evenly distributed along the length of the first pipe 2. A fan assembly 5 is disposed inside the third pipe 4. The drive module 1 is connected to the fan assembly 5 for driving the fan assembly 5 to work.

[0039] The drive module 1 operates to allow air from the top of the tunnel to enter the first pipe 2, and then through the third pipe 4 into the second pipe 3. The air entering the second pipe 3 is then discharged from the end of the second pipe 3 into the tunnel.

[0040] The drive module 1 is installed on the surface of the road inside the tunnel and generates mechanical energy by contacting the tires of a moving car to drive the fan assembly 5.

[0041] The fan assembly 5 includes a ducted fan body 51 installed in the third duct 4. The drive shaft 52 of the ducted fan body 51 is arranged along the axial direction of the third duct 4. The end of the drive shaft 52 that is away from the ducted fan body 51 and passes through the side wall of the third duct 4 is connected to the drive module 1. The drive module 1 drives the drive shaft 52 to rotate, thereby causing the ducted fan body 51 to rotate and generating airflow along the axial direction of the third duct 4, so that the air in the first duct 2 enters the second duct 3.

[0042] The drive module 1 includes a transmission assembly 10 and a plurality of drive assemblies 20 connected to the transmission assembly 10. The end of the transmission assembly 10 is connected to a transmission shaft 52.

[0043] More preferably, in this invention, multiple drive components 20 are equally spaced on the ground of the tunnel, and the drive components 20 are used to generate mechanical energy when subjected to force, and the main transmission component 10 is used to transmit the mechanical energy generated by the drive components 20 to drive the transmission shaft 52 to rotate.

[0044] like Figure 2 As shown, the transmission assembly 10 of the present invention includes a transmission shaft body 101, a plurality of first transmission gears 102 are evenly distributed along the axial direction of the transmission shaft body 101, and a second transmission gear 103 is provided at the end of the transmission shaft body 101, the second transmission gear 103 meshing with the transmission shaft 52.

[0045] Multiple drive components 20 correspond one-to-one with multiple first transmission gears 102 and mesh with each other for transmission.

[0046] Furthermore, the purpose of this invention is to construct an energy-saving ventilation system. If an electric motor is used to drive the system, then there is no need to generate electricity. The drive assembly 20 includes a crankshaft body 201 and a speed bump plate 202. The speed bump plate 202 is connected to the connecting rod journal 203 of the crankshaft body 201 via multiple connecting rods 204. The other end of the connecting rod 204 away from the connecting rod journal 203 is rotatably connected to the speed bump plate 202.

[0047] In order to achieve the contact force between the speed bump plate 202 and the wheels of a moving car, the crankshaft body 201 is rotated. One side of the speed bump plate 202 is rotatably connected to the ground. A spring assembly 205 is connected to the bottom of the speed bump plate 202 near the connecting rod 204. The other end of the spring assembly 205 is fixedly connected to the ground. The spring assembly 205 is used to support the speed bump plate 202 and make an angle between the speed bump plate 202 and the horizontal plane.

[0048] The surface of the speed bump plate 202 is subjected to the force of the compression spring assembly 205 and the force is transmitted to the crankshaft body 201 through the connecting rod 204, forcing the crankshaft body 201 to rotate circumferentially, and then driving the transmission shaft body 101 to rotate circumferentially through the first transmission gear 102.

[0049] The spring assembly 205 is used to restore the angle between the speed bump plate 202 and the horizontal plane when the external force on the speed bump plate 202 is lost. Specifically, the spring assembly 205 may be a plurality of torsion springs.

[0050] In this invention, in order to obtain the speed bump plate 202 driving the connecting rod 204 and driving the crankshaft body 201 to rotate through the connecting rod, it is obviously necessary to make the crankshaft body 201 complete one cycle of rotation within the reciprocating rotation cycle of the speed bump plate 202 around the angle of rotation with respect to the ground. In order to optimize the transmission between the connecting rod 204 and the crankshaft body 201, and when the speed bump plate 202 loses its force, it is entirely driven by the spring assembly 205. Therefore, the connection between the connecting rod 204 and the connecting rod journal 203 must pass through the vertical line. If it does not pass through the vertical line, the crankshaft body 201 cannot complete a circumferential motion, but will reciprocate. This obviously cannot make the ducted turbofan body 51 perform a complete circumferential rotation.

[0051] Therefore, a quadrant coordinate system is constructed with the longitudinal section of the crankshaft body 201 and the rotation center of the crankshaft body 201 as the origin. In the initial state where there is no actual external force on the speed bump plate 202, the connection between the connecting rod 204 and the connecting rod journal 203 of the crankshaft body 201 is located in the second quadrant, and when the speed bump plate 202 is subjected to the limit of compressing the spring assembly 205, the connection between the connecting rod 204 and the connecting rod journal 203 is located in the fourth quadrant.

[0052] The purpose is to minimize the force exerted by the speed bump plate 202 on the connecting rod 204 along the length of the connecting rod 204 when the speed bump plate 202 is subjected to force (whether by the crushing of the car wheel or the driving of the spring assembly 205), and to convert the force exerted by the speed bump plate 202 on the connecting rod 204 into a circumferential rotational force that drives the crankshaft body 201 as much as possible. The crankshaft body 201 is provided with a third transmission gear 208 at its end, and the crankshaft body 201 meshes with the second transmission gear 207 through the third transmission gear 208.

[0053] A guide seat 206 is provided in the third quadrant of a quadrant coordinate system constructed with the longitudinal section of the crankshaft body 201 and the rotation center of the crankshaft body 201 as the origin. A guide arc surface 207 is provided on the guide seat 206. The longitudinal section of the guide arc surface 207 is a 1 / 4 circular arc or larger. The two ends of the guide arc surface 207 extend to the second quadrant and the fourth quadrant, respectively.

[0054] When the connecting rod 204 enters the third quadrant at the connection point between the connecting rod 204 and the connecting rod journal 203, it comes into contact with the guide arc surface 207. Since the contact time between the car and the speed bump 202 is short, the instantaneous impact generated by the speed bump 202 when it is subjected to force has a large force on the connecting rod 204. In order to reduce the instantaneous impact of the connecting rod 204 on the connecting rod journal 203 and to make the crankshaft body 201 rotate in a stable circumferential direction, the connecting rod 204 can be guided after entering the third quadrant at the connection point between the connecting rod 204 and the connecting rod journal 203 of the crankshaft body 201, or the guide arc surface 207 can be set at the connection point between the second and third quadrants to guide the crankshaft body 201 during rotation, thus ensuring the stability of the crankshaft body 201 during rotation.

[0055] This invention addresses the airflow changes experienced by vehicles passing through tunnels (primarily one-way tunnels). It is understood that upon entering a tunnel, a vehicle compresses the airflow on its windward side to the circumference of the vehicle and moves it in the opposite direction of its speed. The airflow is mainly concentrated on the upper part of the vehicle, forming an upper airflow. Therefore, this invention employs a method of ventilating by drawing air out of the tunnel. Thus, the first pipe 2 is positioned at the top of the tunnel, and its air inlet is perpendicular to the direction of the upper airflow, effectively capturing it. While this upper airflow is less noticeable in small cars, it becomes very pronounced when large vehicles pass through the tunnel.

[0056] Therefore, in this invention, the first pipe 2 is provided with flat air inlets 6 at equal intervals. There is an angle between the flat air inlets 6 and the first pipe 2, and the opening of the flat air inlets 6 faces the direction of vehicle travel in the tunnel, so as to intercept the airflow above.

[0057] The third pipe 4 is connected to the body of the first pipe 2 between two adjacent flat air inlets 6.

[0058] The mechanical energy of this invention comes from the contact and crushing of the speed bump plate 202 with the tires of a moving vehicle. However, if the vehicle directly crushes the spring assembly 205, meaning the vehicle's weight is primarily concentrated on the spring assembly 205, it is prone to damage, reducing its lifespan. Therefore, this invention combines the speed bump plate 202 with a real speed bump, thus ensuring the function of the speed bump while reducing the overall damage to the drive module 1. The drive mechanism in this invention is designed to integrate with the speed bump. A speed-reducing protrusion 7 is provided on the tunnel surface near the end of the speed bump plate 202. The height of the speed-reducing protrusion 7 is the same as the ground height of the end of the speed bump plate 202 near the connecting rod 204.

[0059] In this process, the longitudinal section of the speed bump 7 and the speed bump 202 as a whole (in the initial state where the speed bump 202 is not under force) is trapezoidal. The length of the trapezoidal inclined surface formed by the speed bump 202 is less than the length of the inclined surface of the speed bump 7. The car drives from the speed bump 202 to the speed bump 7.

[0060] In the actual design process, to ensure the overall structural stability of the speed bump plate 202, the end of the speed bump plate 202 near the connecting rod 204 extends into the interior of the speed reduction protrusion 7. That is, the side of the speed reduction protrusion 7 near the speed bump plate 202 has a cavity for the side of the speed bump plate 202 to accommodate and rotate. This requires that the car wheel begins to contact the speed reduction protrusion 7 before the spring assembly 205 is compressed to its spring limit by the car wheel running over the speed bump plate 202, thus ceasing to exert pressure on the speed bump plate 202.

[0061] To further explain, the spring assembly 205 in this invention is used to provide the speed bump plate 202 with the ability to return to its initial position at a set included angle. Its function is to convert elastic potential energy. Therefore, it can also be implemented using hydraulic rods, pneumatic rods, etc. However, since the movement of the speed bump plate 202 is instantaneous, hydraulic rods or pneumatic rods cannot better achieve the rotational movement of the speed bump plate 202 described above. Therefore, this invention provides a specific implementation method:

[0062] The spring assembly 205 includes multiple spring units, each including a guide rod 209 on which a compression spring 210 is fitted. One end of the guide rod 209 is ball-jointed to the bottom surface of the speed bump plate 202, and the other end of the guide rod 209 is inserted into a guide groove 211 set inside the ground or on a fixed seat structure connected to a guide seat. Thus, during the rotation of the speed bump plate 202, the guide rod 209 moves axially back and forth in the guide groove 211. The bottom of the compression spring is supported on the surface of the fixed seat structure, and the top of the compression spring is connected to the speed bump plate 202.

[0063] This invention utilizes the contact between vehicles traveling inside the tunnel and their wheels to drive the duct fan body within the duct using a purely mechanical method, avoiding the use of electricity and other energy conversion methods, thus achieving the overall energy-saving goal of the tunnel ventilation system.

[0064] The above embodiments are merely exemplary embodiments of this application and are not intended to limit this application. The scope of protection of this application is defined by the claims. Those skilled in the art can make various modifications or equivalent substitutions to this application within its substance and scope of protection, and such modifications or equivalent substitutions should also be considered to fall within the scope of protection of this application.

Claims

1. An energy-saving tunnel ventilation system, characterized in that, The system includes a drive module (1), a first pipe (2) installed at the top of the tunnel along the tunnel length, and a second pipe (3) installed on the sidewall of the tunnel along the tunnel length. The first pipe (2) is connected to the second pipe (3) through a plurality of third pipes (4). The end of the second pipe (3) extends out of the end of the tunnel. The plurality of third pipes (4) are evenly distributed along the length of the first pipe (2). A fan assembly (5) is installed inside the third pipe (4). The drive module (1) is connected to the fan assembly (5) to drive the fan assembly (5) to work. The drive module (1) operates to allow air from the top of the tunnel to enter the first pipe (2), and then through the third pipe (4) into the second pipe (3). The air entering the second pipe (3) is then discharged from the end of the second pipe (3) into the tunnel. The drive module (1) is set on the surface of the road inside the tunnel and generates mechanical energy by contacting the tires of a moving car to drive the fan assembly (5) to work. The fan assembly (5) includes a ducted fan body (51) installed in the third pipe (4). The drive shaft (52) of the ducted fan body (51) is arranged along the axial direction of the third pipe (4). The end of the drive shaft (52) away from the ducted fan body (51) and passing through the side wall of the third pipe (4) is connected to the drive module (1). The drive module (1) drives the ducted fan body (51) to rotate by driving the drive shaft (52) to generate airflow along the axial direction of the third pipe (4), so that the air in the first pipe (2) enters the second pipe (3). The drive module (1) includes a transmission assembly (10) and a plurality of drive assemblies (20) connected to the transmission assembly (10), the end of the transmission assembly (10) being connected to the transmission shaft (52). Multiple drive components (20) are equally spaced on the ground of the tunnel, and the drive components (20) are used to generate mechanical energy when subjected to force, and the transmission component (10) is used to transmit the mechanical energy generated by the drive components (20) to drive the transmission shaft (52) to rotate. The drive assembly (20) includes a crankshaft body (201) and a speed bump plate (202). The speed bump plate (202) is connected to the connecting rod journal (203) of the crankshaft body (201) through a plurality of connecting rods (204). The other end of the connecting rod (204) away from the connecting rod journal (203) is rotatably connected to the speed bump plate (202). One side of the speed bump plate (202) is rotatably connected to the ground. A spring assembly (205) is connected to the bottom of the speed bump plate (202) near the connecting rod (204). The other end of the spring assembly (205) is fixedly connected to the ground. The spring assembly (205) is used to support the speed bump plate (202) and make the speed bump plate (202) have an angle with the horizontal plane.

2. The energy-saving tunnel ventilation system according to claim 1, characterized in that, The transmission assembly (10) includes a transmission shaft body (101), on which a plurality of first transmission gears (102) are evenly distributed along the axial direction of the transmission shaft body (101), and a second transmission gear (103) is provided at the end of the transmission shaft body (101), the second transmission gear (103) meshing with the transmission shaft (52). The plurality of drive components (20) correspond one-to-one with the plurality of first transmission gears (102) and engage in transmission.

3. The energy-saving tunnel ventilation system according to claim 2, characterized in that, The surface of the speed bump plate (202) is compressed by the spring assembly (205) and the force is transmitted to the crankshaft body (201) through the connecting rod (204), forcing the crankshaft body (201) to rotate circumferentially, and then driving the transmission shaft body (101) to rotate circumferentially through the first transmission gear (102); The spring assembly (205) is used to restore the angle between the speed bump plate (202) and the horizontal plane when the speed bump plate (202) loses external force.

4. The energy-saving tunnel ventilation system according to claim 3, characterized in that, A quadrant coordinate system is constructed with the longitudinal section of the crankshaft body (201) and the rotation center of the crankshaft body (201) as the origin; In the initial state where there is no actual external force on the speed bump plate (202), the connection between the connecting rod (204) and the connecting rod journal (203) of the crankshaft body (201) is located in the second quadrant, and when the speed bump plate (202) is subjected to the limit of compressing the spring assembly (205), the connection between the connecting rod (204) and the connecting rod journal (203) is located in the fourth quadrant.

5. The energy-saving tunnel ventilation system according to claim 4, characterized in that, A guide seat (206) is provided in the third quadrant of a quadrant coordinate system constructed with the longitudinal section of the crankshaft body (201) and the rotation center of the crankshaft body (201) as the origin. The guide seat (206) is provided with a guide arc surface (207) with a longitudinal section of 1 / 4 circle arc. When the connecting rod (204) enters the third quadrant at the connection between the connecting rod (204) and the connecting rod journal (203), it comes into contact with the guide arc surface (207).

6. The energy-saving tunnel ventilation system according to claim 1, characterized in that, Flat air inlets (6) are provided at equal intervals on the upper part of the first pipe (2). There is an angle between the flat air inlets (6) and the first pipe (2), and the opening of the flat air inlets (6) faces the direction of vehicle travel in the tunnel. The third pipe (4) is connected to the pipe body of the first pipe (2) between two adjacent flat air inlets (6).

7. The energy-saving tunnel ventilation system according to claim 4, characterized in that, A deceleration protrusion (7) is provided on the tunnel floor near the end of the speed bump (202). The height of the deceleration protrusion (7) is the same as the height of the end of the speed bump (202) near the connecting rod (204) from the ground.

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