Urban rail train energy storage braking and traction boosting system based on gravitational potential energy

Abstract

The invention discloses an urban rail train energy storage braking and traction boosting system based on gravitational potential energy, which comprises two symmetrically arranged transmission devices and two symmetrically arranged gravity energy storage devices, each gravity energy storage device comprises a cylinder body, a piston rod and a funnel type steel column tower, and the funnel type steel column tower is communicated with the cylinder body. The funnel type steel column tower and the cylinder body are filled with a plurality of steel balls, the piston rod is arranged in the end, away from the funnel type steel column tower, of the cylinder body in a matched mode, a side lug penetrating upwards is arranged on the middle portion of the piston rod, the two transmission devices are connected through a reversing gear pair, and the side lug is connected with the transmission devices. A brake traction connecting box is arranged on the transmission device close to the station entering side of the urban rail train, and a boosting traction connecting box is arranged on the transmission device close to the station exiting side of the urban rail train. According to the invention, energy at a low-speed stage in the pull-in process of the urban rail train can be recycled and stored, and the energy is converted into boosting force in the pull-out process of the urban rail train so as to be utilized.

Description

Technical Field

[0001] The invention relates to the technical field of energy storage braking and traction boosting of urban rail trains, and in particular to an energy storage braking and traction boosting system for urban rail trains based on gravitational potential energy. Background Art

[0002] Urban rail trains, in the process of operation, especially in the traffic with short distance between urban rail stations, in addition to frequent starting and braking, also require large acceleration and deceleration, so that the running time between stations is as short as possible and a high average operating speed is achieved. Therefore, a large amount of energy conversion will be generated during the frequent starting and braking process.

[0003] As far as braking is concerned, traditional basic braking is to use brake shoes to hold the wheels or brake pads to clamp the brake discs, and brake by friction. This part of energy causes friction, heat and wear between the brake shoes and wheels, brake pads and brake discs, and is dissipated in the form of heat energy, which not only causes energy waste, but also causes the ambient temperature to rise.

[0004] At present, subway trains generally use feedback braking combined with basic braking. The so-called feedback braking is to convert the driving motor into a generator, and convert the kinetic energy of the high-speed train into the electrical energy output of the generator to achieve the purpose of train braking. At present, the electrical energy output by this feedback braking is usually absorbed by energy absorption devices to ensure the "large load" required for braking and ensure the braking effect of the train.

[0005] At present, the energy absorption forms adopted by this energy absorption device are mainly the following:

[0006] 1. The energy absorption device of the resistor energy consumption type converts the braking energy into heat energy for consumption. This is a relatively common solution used at home and abroad. This solution is simple to control, reliable in operation, and mature in application. Its main disadvantage is that this solution can only convert electrical energy into heat energy for consumption, resulting in energy waste, and the heat dissipation of the resistor will cause the ambient temperature to rise. At the same time, corresponding ventilation devices are required, which increases the power consumption. Of course, the advantages are also obvious, that is, avoiding excessive wear and loss of brake shoes, wheels or brake discs, saving a lot of material costs, and avoiding the situation where the vehicle efficiency is reduced due to frequent repairs of the vehicle.

[0007] 2. Flywheel energy storage system, which stores energy by converting kinetic energy into rotational energy of the flywheel, and then feeds the energy back to the grid or uses it for other purposes when needed.

[0008] 3. Ground storage regenerative braking energy utilization device, which can absorb and utilize the energy generated when the train brakes, reducing energy waste. These devices usually include supercapacitors or other types of energy storage devices, which can efficiently store and release electrical energy. Among them, the first 1500-volt supercapacitor energy storage device for subway trains in China with independent intellectual property rights was put into operation at Xunfenggang Station on Guangzhou Metro Line 6. This shows that China has begun to apply advanced energy storage technology in the field of rail transit to improve energy utilization efficiency.

[0009] 4. Regenerative energy feedback type, which has significant energy-saving effects. For example, the Tangshan Power Supply Section of China Railway Beijing Bureau Group can utilize about 1.1 million kWh of electricity every year by using regenerative braking energy. This energy-saving effect has positive significance for reducing operating costs and environmental protection.

[0010] In summary, the series of technical research and development and application practices in China in the field of train entry braking energy storage are all carried out after the train's kinetic energy is converted into electrical energy, such as consumption, feedback to the power grid for immediate use, and electrical energy storage. These achievements are helpful to improve the energy efficiency and sustainable development of rail transit.

[0011] However, the premise of using power generation to convert energy is that the train must be in a high-speed operation stage (greater than 25-30 km / h). The kinetic energy of the train in the low-speed stage must currently be braked by basic braking, i.e., friction braking with brake shoes holding wheels or brake pads clamping discs. That is, the existing technology does not consider the energy recovery problem in the low-speed braking stage. The energy value in the low-speed stage is not small. Research on energy recovery and storage in the low-speed stage will have good economic and social benefits, which can be explained by the following data:

[0012] Assuming the total weight of the train is 300 tons (6 sections × 50 tons / section), the parking brake is applied at a speed of 25 km / h, the deceleration is decelerated at a deceleration of -1 m / s2, the stopping distance is about 24.08 meters, the braking time is about 6.94 seconds, and the train kinetic energy loss is about 8,675,448 joules, or about 2.4 kWh. If the train starts to reach a speed of 25 km / h, the system input power also needs 2.4 kWh in theory. If the energy stored in the brake is used, the train can save 2.4 kWh of electricity each time it enters and leaves the station.

[0013] For a busy urban rail station, the average number of trains entering and leaving the station is about 256 per day. The total mileage of Guangzhou Metro is 16 lines with a total length of 621 kilometers, and there are a total of 474 stations. Therefore, in Guangzhou alone, the energy consumed by the braking of subway trains entering and leaving the station is about 696,729.6 degrees per day. The energy consumed by the braking of subway trains entering the station in a year is about 254,025,144 degrees. It is equivalent to the annual living electricity consumption of a city with a population of 300,000; for the environment, it is equivalent to 127,012 tons of carbon dioxide emissions; for the economy, the total electricity bill is about 250 million yuan, and the repair costs caused by the wear of basic brake parts have not been considered.

[0014] In summary, the parking brake for subway trains entering stations adopts the method of recycling, which is very important for both environmental impact and economic benefits.

[0015] Therefore, the present invention provides an energy storage braking and traction boosting system for urban rail trains, which can recover, store and utilize the energy of urban rail trains in the low-speed stage. Summary of the invention

[0016] The purpose of the present invention is to provide a city rail train energy storage braking and traction boosting system based on gravitational potential energy, which can recover and store the energy in the low-speed stage during the city rail train entering the station, and convert it into boosting force during the city rail train leaving the station for utilization.

[0017] The purpose of the present invention is achieved through the following technical solutions:

[0018] A city rail train energy storage braking and traction boosting system based on gravitational potential energy, characterized in that it includes two symmetrically arranged transmission devices and two symmetrically arranged gravity energy storage devices, the gravity energy storage device includes a cylinder body, a piston rod and a funnel-shaped steel column tower, the lower port of the funnel-shaped steel column tower is connected to one end of the cylinder body, the funnel-shaped steel column tower and the cylinder body are filled with a plurality of steel balls, the piston rod is cooperatively arranged inside the end of the cylinder body away from the funnel-shaped steel column tower, the piston rod can push the steel balls in the cylinder body to the funnel-shaped steel column tower, a side ear extending upward is arranged on the middle part of the piston rod, the two transmission devices are connected by a reversing gear pair to realize reverse linkage, and the side ears of the piston rods of the two gravity energy storage devices are respectively connected to the corresponding transmission devices, A brake traction connection box for cooperating with the tail hook of the urban rail train is provided on the transmission device near the urban rail train's entrance side, and a boost traction connection box for cooperating with the head hook of the urban rail train is provided on the transmission device near the urban rail train's exit side; during the urban rail train's entrance process, the tail hook of the urban rail train will be connected to the brake traction connection box to push the brake traction connection box, and then drive the piston rod to move through the transmission device, so that the steel balls in the cylinder body are pushed to the funnel-type steel column tower to be converted into the gravitational potential energy of the steel balls for storage; during the urban rail train's exit process, the boost traction connection box will be connected to the head hook of the urban rail train, and the gravity energy storage device will release the stored gravity potential energy, and convert it into power to propel the urban rail train forward through the transmission device.

[0019] A further technical solution of the present invention is: a through groove is provided in the middle of the upper part of the cylinder body, and the side ears extend upward from the through groove; a row of hinge blocks are provided on both sides of the through groove on the upper part of the cylinder body; the hinge blocks can be flipped upward; a closing part is provided at one end of the hinge block close to the through groove; a locking block is provided on the upper part of the cylinder body corresponding to each hinge block, and an unlocking mechanism is provided on the side ears; when the hinge block is in a fallen state, the closing part closes the through groove, and the locking block locks the hinge block; when the side ears move, the locking blocks along the way will be unlocked by the unlocking mechanism, and the hinge block will be flipped upward by the side ears that have passed by, so that the side ears can pass smoothly.

[0020] A further technical solution of the present invention is: hinge mounting grooves and locking block mounting grooves are provided on both sides of the upper side of the cylinder body, the locking block mounting grooves are located on the outer sides of the hinge mounting grooves, the end of the hinge block away from the through groove is rotatably connected to the hinge mounting groove through a pin shaft, a locking notch is provided on the end of the hinge block away from the through groove, and the locking block is rotatably connected to the locking block mounting groove; when the hinge block is in a fallen state, the locking block also falls naturally, and the end of the locking block close to the through groove will just fall into the locking notch to lock the hinge block; when the unlocking mechanism passes by, the unlocking mechanism will flip the locking blocks along the way upwards, so that the locking blocks are disengaged from the locking notch, thereby unlocking the hinge block.

[0021] A further technical solution of the present invention is: the middle part of the locking block is rotatably connected in the locking block mounting groove, a guide groove is provided on the upper side of the end of the locking block away from the through groove, an avoidance groove is provided on the end of the locking block mounting groove away from the hinge mounting groove, and the unlocking mechanism is provided with an unlocking wheel; when the unlocking mechanism passes by, the unlocking wheel will press on the guide groove, causing the locking block to flip upward, and the end of the locking block away from the through groove will rotate into the avoidance groove.

[0022] A further technical solution of the present invention is: the unlocking mechanism includes a bracket and an unlocking wheel, the bracket is fixedly connected to the side ear, and the unlocking wheels are respectively provided on both sides of the front and rear ends of the bracket.

[0023] A further technical solution of the present invention is: the side ear includes an inclined wedge portion, a load-bearing step and a handle portion, the inclined wedge portion is fixedly connected to the middle part of the piston rod, the front and rear edges of the inclined wedge portion are both inclined edges, the load-bearing step is arranged on both side surfaces of the inclined wedge portion and close to the upper edge of the inclined wedge portion, and the handle portion is arranged on the upper side of the inclined wedge portion.

[0024] A further technical solution of the present invention is: the transmission device includes an outer end sprocket, an inner end sprocket and a transmission chain, the transmission chain is installed on the outer end sprocket and the inner end sprocket, the reversing gear pair includes two meshing gears respectively arranged on the inner end sprockets of the two transmission devices, the braking traction connecting box and the boosting traction connecting box are respectively arranged on the transmission chains of the corresponding transmission devices, and the side ears of the piston rod are connected to the transmission chains of the corresponding transmission devices.

[0025] A further technical solution of the present invention is as follows: a tail hook of the urban rail train is provided with a tail hook brake block, a head hook of the urban rail train is provided with a head hook boost block, a brake hanging ring that can be turned upside down is provided on the brake traction connection box, and a boost hanging ring that can be turned upside down is provided on the boost traction connection box; when the urban rail train enters the station, the brake hanging ring that is turned upside down and stands upright is blocked in front of the brake block of the tail hook, and when the urban rail train leaves the station, the boost hanging ring that is turned upside down and stands upright is pressed against the back of the boost blocking block of the head hook.

[0026] A further technical solution of the present invention is that the transmission device also includes a locking mechanism for locking itself.

[0027] A further technical solution of the present invention is that grease adheres to the surface of the steel ball.

[0028] Compared with the prior art, the present invention has the following beneficial effects:

[0029] 1. During the process of the urban rail train entering the station, the present invention can cooperate with the tail hook of the urban rail train through the brake traction connection box to brake the urban rail train and recover energy at the same time. The recovered energy will be transmitted to the gravity energy storage device through the transmission device, and the steel balls in the gravity energy storage device will be pushed into the funnel-type steel column tower to form gravitational potential energy for storage. During the process of the urban rail train leaving the station, the boost traction connection box will cooperate with the head hook of the urban rail train, and the energy released by the gravity energy storage device will be transmitted to the urban rail train through the transmission device and converted into power to propel the urban rail train forward. It can be seen that the present invention can not only recover and store the energy in the low-speed stage during the process of the urban rail train entering the station, but also convert the stored energy into a boost force during the process of the urban rail train leaving the station, so as to realize utilization, improve the economic benefits of train operation, and is a green and energy-saving train energy storage braking and traction boosting technology.

[0030] The present invention adopts steel balls as fluid, which ensures the fluidity of the fluid and prevents leakage, reduces the difficulty of manufacturing, installation and maintenance, and reduces the cost.

[0031] 2. The present invention further forms a zipper-like structure on the cylinder body through hinge blocks and lock blocks, and the piston rod is connected to the outside world through side ears, so that the piston rod can become short enough, and the cylinder body can be lengthened unlimitedly, so that the entire braking and stopping process of the train can accept the braking resistance of the piston rod. If a hydraulic cylinder structure is adopted, it is almost impossible to arrange an extra-long cylinder on the ground of the station. On the contrary, the cylinder body structure using steel ball fluid medium and an opening and closing (zipper type) basically has no leakage problem, and the steel ball has a large specific gravity. Compared with hydraulic pressure, the volume of the entire device is much smaller than that of the hydraulic system. Under the condition of equal resistance, the cylinder diameter of the cylinder body and the tower height of the funnel-shaped steel column tower are much smaller. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 2 is a front view structural diagram of an energy storage braking and traction boosting system for a city rail train according to an embodiment of the present invention;

[0033] Figure 2 2 is a schematic diagram of a top view of the structure of an energy storage braking and traction boosting system for a city rail train according to an embodiment of the present invention;

[0034] Figure 3 is a structural schematic diagram of a gravity energy storage device according to an embodiment of the present invention;

[0035] Figure 4 is a front view structural diagram of the matching position of the cylinder body and the piston rod of an embodiment of the present invention;

[0036] Figure 5 is a schematic diagram of the top view of the structure of the cylinder body and the piston rod matching part of an embodiment of the present invention;

[0037] Figure 6 yes Figure 4 Schematic diagram of the cross-sectional structure at AA in the middle;

[0038] Figure 7 yes Figure 4 Schematic diagram of the cross-sectional structure at BB in the middle;

[0039] Figure 8 is a schematic diagram of the top view of the cylinder body of an embodiment of the present invention;

[0040] Fig. 9 is a schematic cross-sectional structural diagram of a cylinder body according to an embodiment of the present invention;

[0041] Fig.10 is a front view structural schematic diagram of a hinge block according to an embodiment of the present invention;

[0042] Fig.11 is a schematic diagram of a top view of a hinge block according to an embodiment of the present invention;

[0043] Fig.12 is a schematic side structural diagram of a hinge block according to an embodiment of the present invention;

[0044] Fig.13 is a front view structural schematic diagram of a locking block according to an embodiment of the present invention;

[0045] Fig.14 is a schematic diagram of the top view of the locking block according to an embodiment of the present invention;

[0046] Fig.15 is a schematic side structural diagram of a locking block according to an embodiment of the present invention;

[0047] Fig.16 1 is a front view structural diagram of a piston rod according to an embodiment of the present invention;

[0048] Fig.17 is a schematic diagram of the top view of the piston rod of an embodiment of the present invention;

[0049] Fig.18 is a schematic side structural diagram of a piston rod according to an embodiment of the present invention;

[0050] Fig.19 is a schematic diagram of the top view of the unlocking mechanism of an embodiment of the present invention;

[0051] Fig. 20 is a front view structural schematic diagram of an unlocking mechanism according to an embodiment of the present invention;

[0052] Fig.21 is a side structural schematic diagram of an unlocking mechanism according to an embodiment of the present invention;

[0053] Fig. 22 is a front view structural schematic diagram of a moving device according to an embodiment of the present invention;

[0054] Fig.23 is a schematic diagram of a top view of the structure of a moving device according to an embodiment of the present invention;

[0055] Fig.24 is a schematic structural diagram of a brake traction connection box when power is supplied to an embodiment of the present invention;

[0056] Fig.25 It is a schematic structural diagram of the brake traction connection box when power is lost according to an embodiment of the present invention;

[0057] Fig.26 It is a structural schematic diagram of the brake traction connection box in the power-off relief state according to an embodiment of the present invention;

[0058] Fig. 27 Schematic diagram of the structure of the locking mechanism of the embodiment of the present invention.

[0059] Meaning of reference numerals in the figure:

[0060] 1-transmission device; 1.1-outer sprocket; 1.2-inner sprocket; 1.3-transmission chain; 1.4-locking mechanism; 1.4.1-brake disc; 1.4.2-second cylinder; 1.4.3-second pull rod; 1.4.4-brake caliper; 2-gravity energy storage device; 2.1-cylinder body; 2.1.1-through groove; 2.1.2-hinge installation groove; 2.1.3-locking block installation groove; 2.1.4-avoidance groove; 2.2-funnel steel column tower; 2.3-piston rod; 2.4-side ear; 2.4.1-bearing step; 2.4.2-oblique wedge; 2.4.3-handle; 2.4.4 -Fixed bayonet; 2.5-unlocking mechanism; 2.5.1-unlocking wheel; 2.5.2-bracket; 2.6-hinge block; 2.6.1-closing part; 2.6.2-hinge block connecting ear; 2.6.3-locking notch; 2.7-locking block; 2.7.1-guide groove; 2.7.2-locking block connecting ear; 3-tail hook brake block; 4-brake traction connection box; 4.1-brake hanging ring; 4.2-electromagnetic lock block; 4.3-electromagnet; 5-head hook boost block; 6-boost traction connection box; 6.1-boost hanging ring; 7-vehicle track; 8-track foundation; 9-reversing gear pair; 9.1-gear. DETAILED DESCRIPTION

[0061] The present invention is further described below in conjunction with embodiments.

[0062] In the description of the present invention, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., and orientations or positional relationships indicated are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0063] In the description of the present invention, "several" means one or more, "more" means more than two, "greater than", "less than", "exceed" etc. are understood as not including the number itself, and "above", "below", "within" etc. are understood as including the number itself. If there is a description of "first" or "second", it is only used for the purpose of distinguishing the technical features, and cannot be understood as indicating or implying the relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0064] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0065] Example:

[0066] like Figure 1 and Figure 2 The figure shows the urban rail train energy storage braking and traction boosting system based on gravity potential energy of this embodiment, which mainly includes two symmetrically arranged transmission devices 1 and two symmetrically arranged gravity energy storage devices 2, which are installed between two rails 7 of the station and arranged along the extension direction of the rails 7.

[0067] like Figures 3 to 9 As shown, the gravity energy storage device 2 of this embodiment includes a cylinder 2.1, a piston rod 2.3 and a funnel-shaped steel column tower 2.2. The cylinder 2.1 is located between two rails 7 of the station. The cylinder 2.1 is parallel to the rails 7. The cylinder 2.1 is cast together with the track foundation 8 to form an integral structure, which can better withstand the outward extrusion force of the steel ball. The funnel-shaped steel column tower 2.2 is in the shape of a funnel as a whole, and has sufficient storage capacity. When a certain storage volume changes, the pressure change at the funnel mouth of the funnel-shaped steel column tower 2.2 is not large, that is, the funnel of the funnel-shaped steel column tower 2.2 has a large volume, and the opening diameter of the funnel of the funnel-shaped steel column tower 2.2 is large enough. When the storage volume changes by 20 cubic meters, the height difference changes by about two meters. The lower port of the funnel-shaped steel column tower 2.2 is connected to one end of the cylinder body 2.1 near the middle of the system. The funnel-shaped steel column tower 2.2 and the cylinder body 2.1 are filled with a number of steel balls, which are used as fluid. Grease adheres to the surface of the steel balls, making the steel balls more fluid and more resistant to extrusion.

[0068] The piston rod 2.3 is arranged inside the end of the cylinder body 2.1 away from the funnel-shaped steel column tower 2.2. The piston rod 2.3 can slide in the cylinder body 2.1. When the piston rod 2.3 moves toward the other end of the cylinder body 2.1, it can push the steel balls in the cylinder body 2.1 to the funnel-shaped steel column tower 2.2. When more steel balls are stacked in the funnel-shaped steel column tower 2.2, more potential energy will be accumulated.

[0069] A through slot 2.1.1 is provided in the middle of the top of the cylinder body 2.1, and a side ear 2.4 is provided on the middle of the piston rod 2.3, and the side ear 2.4 extends upward from the through slot 2.1.1. A hinge installation slot 2.1.2 and a row of hinge blocks 2.6 are provided on both sides of the through slot on the top of the cylinder body 2.1, and one end of the hinge block 2.6 away from the through slot 2.1.1 is rotatably connected to the hinge installation slot 2.1.2, and the rotatable connection is specifically achieved by the matching connection of the pin shaft 2.8 and the hinge mounting seat, so that the hinge block 2.6 can flip upward. Figures 10 to 12 As shown, a locking notch 2.6.3 is provided on the upper side of the hinge block 2.6 away from the through slot 2.1.1, and a hinge block connecting ear 2.6.2 for rotational connection is provided on the lower side. A closing portion 2.6.1 is provided on the end of the hinge block 2.6 close to the through slot 2.1.1, and the closing portion 2.6.1 is a vertically downward protrusion.

[0070] On the upper side of the cylinder 2.1, on both sides of the through slot 2.1.1, there are respectively provided a lock block installation slot 2.1.3 and a row of lock blocks 2.7. The lock block installation slot 2.1.3 is located on the outer side of the hinge installation slot 2.1.2, and an avoidance groove 2.1.4 is provided at the end of the lock block installation slot 2.1.3 away from the hinge installation slot. The middle part of the lock block 2.7 is rotatably connected to the lock block installation seat in the lock block installation slot 2.1.3. The lock block 2.7 is installed one-to-one with the hinge block 2.6, and the lock block 2.7 is located on the outer side of the hinge block 2.6. Figures 13 to 15 As shown, one end of the locking block 2.7 close to the through slot 2.1.1 is used to fall into the locking notch 2.6.3 to lock the hinge block 2.6, and a guide groove 2.7.1 is provided on the upper side of the end of the locking block 2.7 away from the through slot 2.1.1, and a locking block connecting ear 2.7.2 for rotational connection is provided at the lower middle part of the locking block 2.7.

[0071] like Figure 7 As shown, when the hinge block 2.6 is in a naturally fallen state, the hinge block 2.6 is in a horizontal position, and the closing portion 2.6.1 just falls into the through groove 2.1.1. The closing portions 2.6.1 of the hinge blocks 2.6 on both sides close the through groove 2.1.1, and the end of the locking block 2.7 close to the through groove 2.1.1 falls into the locking notch 2.6.3, locking the hinge block 2.6, so that the hinge block 2.6 cannot be flipped upward, so that the cylinder body 2.1 is closed and can withstand the pressure of the steel balls inside the cylinder body 2.1, so that the squeezed steel balls will not escape from the through groove 2.1.1.

[0072] The side ears 2.4 are provided with an unlocking mechanism 2.5, which moves on the cylinder body 2.1. Figures 19 to 21As shown, the unlocking mechanism 2.5 of this embodiment includes a bracket 2.5.2 and an unlocking wheel 2.5.1. A fixed bayonet 2.4.4 is provided on the side ear 2.4. The middle cross bar of the bracket 2.5.2 is correspondingly inserted into the fixed bayonet 2.4.4 and fixedly connected by bolts. The bracket 2.5.2 needs to be able to withstand a certain bending moment. Unlocking wheels 2.5.1 are respectively provided on both sides of the front and rear ends of the bracket 2.5.2, that is, four unlocking wheels 2.5.1 are provided. The unlocking wheels 2.5.1 at the front and rear ends of the bracket 2.5.2 are respectively located in front and behind the side ear 2.4. The unlocking wheel 2.5.1 corresponds to the position of the guide groove 2.7.1 of the lock block 2.7. When the piston rod 2.3 drives the side ear 2.4 to move together, the unlocking mechanism 2.5 also moves together, and the unlocking wheel 2.5.1 will roll along the guide groove 2.7.1 of the lock block 2.7. The lock block 2.7 pressed by the unlocking wheel 2.5.1 will tilt upward, and the end of the lock block 2.7 away from the through groove 2.1.1 will rotate to the avoidance groove 2.1.4. The avoidance groove 2.1.4 limits the upward tilting angle of the lock block 2.7, and the end of the lock block 2.7 close to the through groove 2.1.1 will be separated from the locking notch 2.6.3, thereby unlocking the hinge block 2.6. The unlocking wheels 2.5.1 at the front and rear ends of the bracket 2.5.2 are arranged in front and behind the side ear 2.4, so that the hinge block 2.6 in the forward direction of the side ear 2.4 can be unlocked in advance.

[0073] like Figures 16 to 18 As shown, the side ear 2.4 of this embodiment includes an inclined wedge portion 2.4.2, a load-bearing step 2.4.1 and a handle portion 2.4.3. The inclined wedge portion 2.4.2 is fixedly connected to the middle portion of the piston rod 2.3. The front and rear edges of the inclined wedge portion 2.4.2 are both beveled edges, and the lower ends of the beveled edges are located below the hinge block 2.6. The load-bearing steps 2.4.1 are arranged on both side surfaces of the inclined wedge portion 2.4.2 and close to the upper edge of the inclined wedge portion 2.4.2. The handle portion 2.4.3 is arranged on the upper side of the inclined wedge portion 2.4.2. The upper end of the handle portion 2.4.3 is fixedly connected to the bracket 2.5.2 of the unlocking mechanism 2.5. The handle portion 2.4.3 is a connecting portion that transmits the power of the piston rod 2.3 to the outside, plays a connecting role, and must have sufficient strength. During the movement of the side ear 2.4, the inclined wedge portion 2.4.2 can lift the unlocked hinge block 2.6 in the forward direction upwards to make way for the handle 2.4.3. The lifted hinge block 2.6 will be supported on the bearing step 2.4.1 and slide along the bearing step 2.4.1. After the hinge block 2.6 is lifted, the through slot 2.1.1 will be opened and maintained in the open state by the bearing step 2.4.1, so that the side ear 2.4 can pass smoothly.

[0074] like Fig. 22 and Fig.23As shown, the transmission device 1 of this embodiment includes two outer end sprockets 1.1, two inner end sprockets 1.2 and a transmission chain 1.3. The two outer end sprockets 1.1 are installed one above and one below on the outside of the system, and the two inner end sprockets 1.2 are installed one above and one below in the middle of the system. The transmission chain 1.3 is installed on the outer end sprockets 1.1 and the inner end sprockets 1.2 in coordination, and the gravity energy storage device 2 is located on the inner side of the transmission chain 1.3. The inner end sprockets 1.2 of the two transmission devices 1 are connected by a reversing gear pair 9 to realize the reverse linkage of the two transmission devices 1. The reversing gear pair includes two meshing gears 9.1 respectively arranged on the inner end sprockets of the two transmission devices. The side ears 2.4 of the piston rods 2.3 of the two gravity energy storage devices 2 are respectively fixedly connected to the corresponding transmission chains 1.3 of the transmission devices 1, so that the piston rods 2.3 can be driven to move through the transmission device 1.

[0075] The distance between the outer sprocket wheels 1.1 of the two transmission devices 1 of this embodiment is approximately the length of the urban rail train plus 50 meters, and the braking distance of the system on the urban rail train is approximately 24 meters.

[0076] Among them, a brake traction connection box 4 is provided on the transmission chain 1.3 of the transmission device 1 near the entrance side of the urban rail train, and a brake hanging ring 4.1 that can be turned up and down is provided on the brake traction connection box 4. A boost traction connection box 6 is provided on the transmission chain 1.3 of the transmission device 1 near the exit side of the urban rail train, and a boost hanging ring 6.1 that can be turned up and down is provided on the boost traction connection box 6. The tail hook of the urban rail train (the tail hook refers to the hook at the tail of the train) is provided with a tail hook brake block 3, and the head hook of the urban rail train (the head hook refers to the hook at the head of the train) is provided with a head hook boost block 5. During operation, the connection between the brake traction connection box 4 and the tail hook of the urban rail train is realized by the cooperation between the brake hanging ring 4.1 and the tail hook brake block 3, and the connection between the boost traction connection box 6 and the head hook of the urban rail train is realized by the cooperation between the boost hanging ring 6.1 and the head hook boost block 5.

[0077] The head hook boost block 5 only receives the force in the forward direction of the train. When the train enters the station, the head hook boost block 5 passes the position of the brake traction connection box 4, whether it touches the brake hook 4.1 or not, it will not hinder the train from entering the station. Of course, when passing the position of the boost traction connection box 6, it will not be hindered, because the boost hook 6.1 of the boost traction connection box 6 is in a lying state at this time and does not receive the force in the forward direction of the train.

[0078] The tail hook brake block 3 only receives the force that hinders the train's forward direction. When the train enters the station, the tail hook brake block 3 will press against the brake hook 4.1 of the brake traction connection box 4 when passing the position of the brake traction connection box 4, pushing the transmission device 1, and then driving the gravity energy storage device 2 to store energy, while slowing down the train. Of course, when the tail hook brake block 3 passes the position of the boost traction connection box 6, since the boost hook 6.1 of the boost traction connection box 6 is in a prostrate state, it does not receive the force in the train's forward direction, so it will not hinder the train from leaving the station.

[0079] The brake ring 4.1 and the booster ring 6.1 are both automatically turned upside down by conventional electric mechanisms, and can be locked in one direction after being turned up and erected. The brake ring 4.1 and the booster ring 6.1 are electronically interlocked, that is, only one of the brake ring 4.1 and the booster ring 6.1 can be erected at a time, and they cannot be erected at the same time. The brake ring 4.1 and the booster ring 6.1 have the same structure, but they are installed symmetrically. One of the structures of the brake ring 4.1 is as follows Figures 24 to 26 As shown, the brake hanging ring 4.1 is rotatably mounted on the brake traction connection box 4, and an electromagnetic lock block 4.2 and an electromagnet 4.3 are provided at the lower side of the brake traction connection box 4, and the electromagnetic lock block 4.2 is rotatably connected at a position near the tail end. Fig.24 As shown, when the power is turned on, the brake ring 4.1 stands upright, the electromagnet 4.3 attracts one end of the electromagnetic lock block 4.2, and the other end of the electromagnetic lock block 4.2 presses against one side of the lower end of the brake ring 4.1, so that the brake ring 4.1 is locked in one direction. Fig.25 As shown, when the power is off, the brake ring 4.1 falls over. Fig.26 The figure shows the relief state when power is off, and the end of the electromagnetic lock block 4.2 away from the electromagnet 4.3 moves downward away from the lower end of the brake hanging ring 4.1.

[0080] The transmission device 1 of this embodiment also includes a locking mechanism 1.4 for locking itself. The locking mechanism 1.4 is a conventional mechanism that can lock the sprocket after the urban rail train enters the station and stops. The locking mechanism 1.4 can be a device such as a brake device that can lock the rotation of the sprocket. One structure of the locking mechanism 1.4 is as follows Fig. 27As shown, it includes a brake disc 1.4.1, a brake caliper 1.4.4, a second cylinder 1.4.2 and a second tie rod 1.4.3. The brake disc 1.4.1 is fixedly mounted on the shaft of the sprocket. The jaws of the brake caliper 1.4.4 are located at the edge of the brake disc 1.4.1. The second cylinder 1.4.2 and the second tie rod 1.4.3 are connected to the position of the brake caliper 1.4.4 away from the jaws. One end of the second tie rod 1.4.3 is rotatably connected, and the other end is connected to the second cylinder 1.4.2. During use, the second cylinder 1.4.2 tightens the second tie rod 1.4.3, which makes the brake caliper 1.4.4 clamp the brake disc 1.4.1, locks the rotation of the brake disc 1.4.1, and thus locks the rotation of the sprocket.

[0081] The use process of the urban rail train energy storage braking and traction boosting system of this embodiment is as follows:

[0082] When the urban rail train enters the station, the brake ring 4.1 of the brake traction connection box 4 is erected and locked. The brake ring 4.1 cannot flip forward, but can flip backward under the backward thrust. At this time, the brake ring 4.1 waits for the collision with the rear tail hook brake block 3.

[0083] The urban rail train continues to enter the station. When the tail hook brake block 3 hits the upright brake hanging ring 4.1, the urban rail train will push the brake traction connection box 4 forward, thereby driving the transmission chain 1.3 of the transmission device 1 close to the station entrance side to rotate. The transmission chain 1.3 of the transmission device 1 will drive the piston rod 2.3 to move in the cylinder body 2.1, and push the steel balls into the funnel-type steel column tower 2.2 through the piston rod 2.1. The steel balls in the funnel-type steel column tower 2.2 will pile up higher and higher, continuously storing gravitational potential energy. During the movement of the piston rod 2.3, the unlocking mechanism 2.5 will be driven to move together, and the unlocking wheel 2.5.1 of the unlocking mechanism 2.5 will turn up the lock block 2.7 in the forward direction in advance, so that the hinge block 2.6 is unlocked in advance, and then the unlocked hinge block 2.6 in the forward direction is lifted up by the inclined wedge 2.4.2, and the lifted hinge block 2.6 will be supported on the bearing step 2.4.1 and slide along the bearing step 2.4.1. After the hinge block 2.6 is lifted, the through slot 2.1.1 will be opened, so that the side ear 2.4 can pass smoothly. Since there is no squeezing force of the steel ball on the cylinder body 2.1 at the position where the piston rod 2.3 is located, when the side ear 2.4 passes, the rear hinge block 2.6 will fall back under the action of gravity, closing the through slot 2.1.1 at the corresponding position, and the lock block 2.7 will also fall back under the action of gravity, locking the hinge block 2.6 again. The transmission device 1 on the exit side will rotate in the opposite direction under the action of the reversing gear pair 9, and the booster traction connection box 6 on it will move backward, and at the same time drive the gravity energy storage device 2 on the exit side to store gravity potential energy. While storing energy through the gravity energy storage device 2, the urban rail train will also be decelerated.

[0084] When the urban rail train enters the station and stops, the locking mechanism locks the rotation of the sprocket of the transmission device 1, thereby locking the transmission device 1, locking the gravity potential energy stored in the gravity energy storage device 2, and controlling the brake hook 4.1 of the brake traction connection box 4 to flip down and fall down, ensuring the safety of passengers getting on and off. At this time, the head hook boost block 5 is located in front of the boost traction connection box 6.

[0085] When the urban rail train leaves the station, the system will first receive the train exit signal. At this time, the system will control the booster ring 6.1 of the booster traction connection box 6 to stand up and lock. The booster ring 6.1 cannot flip backwards, but can flip forward under the forward thrust. At this time, the booster ring 6.1 waits for the collision with the head hook booster block 5 in front. Then, the locking mechanism is unlocked, the gravitational potential energy stored in the gravity energy storage device 2 will be released, and the steel balls in the funnel-type steel column tower 2.2 will push the piston rod 2.3 back. The piston rod 2.3 moving back will drive the transmission chain 1.3 of the transmission device 1 to rotate in the opposite direction, driving the booster ring 6.1 to move forward in the exit direction. Finally, the booster ring 6.1 will hit the back of the head hook booster block 5, and the thrust will be applied to the head hook booster block 6.1, thereby pushing the urban rail train forward and providing assistance for the urban rail train.

[0086] The above embodiments of the present invention are not intended to limit the protection scope of the present invention, and the implementation modes of the present invention are not limited thereto. All other modifications, replacements or changes made to the above structures of the present invention based on the above contents of the present invention, in accordance with common technical knowledge and customary means in the art, without departing from the above basic technical ideas of the present invention, should fall within the protection scope of the present invention.

Claims

1. An urban rail train energy storage braking and traction boosting system based on gravitational potential energy, characterized in that: The invention comprises two symmetrically arranged transmission devices and two symmetrically arranged gravity energy storage devices, wherein the gravity energy storage device comprises a cylinder body, a piston rod and a funnel-shaped steel column tower, wherein the lower port of the funnel-shaped steel column tower is connected with one end of the cylinder body, the funnel-shaped steel column tower and the cylinder body are filled with a plurality of steel balls, the piston rod is cooperatively arranged inside the end of the cylinder body away from the funnel-shaped steel column tower, the piston rod can push the steel balls in the cylinder body to the funnel-shaped steel column tower, and a side ear extending upward is arranged on the middle part of the piston rod, the two transmission devices are connected by a reversing gear pair to realize reverse linkage, and the side ears of the piston rods of the two gravity energy storage devices are respectively connected with the corresponding transmission devices, close to the urban rail train. The transmission device on the train entry side is provided with a brake traction connection box for cooperating with the tail hook of the urban rail train, and the transmission device close to the urban rail train exit side is provided with a boost traction connection box for cooperating with the head hook of the urban rail train; during the urban rail train entry process, the tail hook of the urban rail train will be connected with the brake traction connection box to push the brake traction connection box, and then drive the piston rod to move through the transmission device, so that the steel balls in the cylinder body are pushed to the funnel-type steel column tower to be converted into the gravitational potential energy of the steel balls for storage; during the urban rail train exiting the station, the boost traction connection box will be connected with the head hook of the urban rail train, and the gravity energy storage device will release the stored gravity potential energy, and convert it into power to propel the urban rail train forward through the transmission device.

2. The urban rail train energy storage braking and traction boosting system based on gravitational potential energy according to claim 1 is characterized in that: A through slot is provided in the middle of the upper surface of the cylinder body, and the side ears extend upward from the through slot. A row of hinge blocks are provided on both sides of the through slot on the upper surface of the cylinder body, and the hinge blocks can be flipped upward. A closing portion is provided at one end of the hinge block close to the through slot. A locking block is provided on the upper surface of the cylinder body corresponding to each hinge block, and an unlocking mechanism is provided on the side ears. When the hinge block is in a fallen state, the closing portion closes the through slot, and the locking block locks the hinge block. When the side ears move, the locking blocks along the way will be unlocked by the unlocking mechanism, and the hinge block will be flipped upward by the side ears that have passed by, so that the side ears can pass smoothly.

3. The urban rail train energy storage braking and traction boosting system based on gravitational potential energy according to claim 2 is characterized in that: A hinge mounting groove and a locking block mounting groove are provided on both sides of the upper side of the cylinder body, and the locking block mounting groove is located at the outer side of the hinge mounting groove, and one end of the hinge block away from the through groove is rotatably connected to the hinge mounting groove by a pin shaft, and a locking notch is provided on the upper side of the end of the hinge block away from the through groove, and the locking block is rotatably connected to the locking block mounting groove; when the hinge block is in a fallen state, the locking block also falls naturally, and the end of the locking block close to the through groove will just fall into the locking notch to lock the hinge block; when the unlocking mechanism passes by, the unlocking mechanism will flip the locking block along the way upwards, so that the locking block is disengaged from the locking notch, thereby unlocking the hinge block.

4. The urban rail train energy storage braking and traction boosting system based on gravitational potential energy according to claim 3 is characterized in that: The middle part of the locking block is rotatably connected in the locking block mounting groove, a guide groove is provided on the upper side of the end of the locking block away from the through groove, an avoidance groove is provided on the end of the locking block mounting groove away from the hinge mounting groove, and the unlocking mechanism is provided with an unlocking wheel; when the unlocking mechanism passes by, the unlocking wheel will press on the guide groove, causing the locking block to flip upward, and the end of the locking block away from the through groove will rotate into the avoidance groove.

5. The urban rail train energy storage braking and traction boosting system based on gravitational potential energy according to claim 4 is characterized in that: The unlocking mechanism comprises a bracket and the unlocking wheel. The bracket is fixedly connected to the side ear, and the unlocking wheel is respectively arranged on both sides of the front and rear ends of the bracket.

6. The urban rail train energy storage braking and traction boosting system based on gravitational potential energy according to claim 2 is characterized in that: The side ear includes an inclined wedge portion, a load-bearing step and a handle portion. The inclined wedge portion is fixedly connected to the middle portion of the piston rod. The front and rear edges of the inclined wedge portion are both inclined edges. The load-bearing step is arranged on both side surfaces of the inclined wedge portion and close to the upper edge of the inclined wedge portion. The handle portion is arranged on the upper side of the inclined wedge portion.

7. The urban rail train energy storage braking and traction boosting system based on gravitational potential energy according to claim 1 is characterized in that: The transmission device includes an outer end sprocket, an inner end sprocket and a transmission chain, and the transmission chain is mounted on the outer end sprocket and the inner end sprocket. The reversing gear pair includes two meshing gears respectively arranged on the two inner end sprockets of the transmission devices. The brake traction connecting box and the boost traction connecting box are respectively arranged on the transmission chains of the corresponding transmission devices, and the side ears of the piston rod are connected to the transmission chains of the corresponding transmission devices.

8. The urban rail train energy storage braking and traction boosting system based on gravitational potential energy according to claim 1 is characterized in that: The tail hook of the urban rail train is provided with a tail hook brake block, the head hook of the urban rail train is provided with a head hook boost block, the brake traction connection box is provided with a brake hanging ring that can be turned upside down, and the boost traction connection box is provided with a boost hanging ring that can be turned upside down; during the urban rail train entering the station, the brake hanging ring that is turned upside down and erected is blocked in front of the brake block of the tail hook, and during the urban rail train leaving the station, the boost hanging ring that is turned upside down and erected is pressed against the back of the boost blocking block of the head hook.

9. The urban rail train energy storage braking and traction boosting system based on gravitational potential energy according to claim 1 is characterized in that: The transmission device further comprises a locking mechanism for locking itself.

10. The urban rail train energy storage braking and traction boosting system based on gravitational potential energy according to claim 1 is characterized in that: Grease adheres to the surface of the steel ball.

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