Energy storage braking and traction boosting system for urban rail train based on elastic energy storage

Abstract

The invention discloses an urban rail train energy storage braking and traction boosting system based on elastic energy storage, which comprises two symmetrically arranged transmission devices and two symmetrically arranged energy storage row devices, and each energy storage row device comprises at least one elastic energy storage unit and a linkage piece, the energy transmission ends of all the elastic energy storage units are connected with the linkage pieces, the two transmission devices are connected through a reversing gear pair, the linkage pieces of the two energy storage row devices are connected with the corresponding transmission devices respectively, and the transmission device on the station entering side of the urban rail train is provided with a brake traction connecting box. A boosting traction connecting box is arranged on the transmission device on the outbound side of the urban rail train; a tail hook of the urban rail train is matched with the braking traction connecting box in the station entering process, and the boosting traction connecting box is matched with a head hook of the urban rail train in the station exiting process. 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 present 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 of urban rail trains based on elastic energy storage. 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 an urban rail train energy storage braking and traction boosting system based on elastic energy storage, which can recover and store the energy in the low-speed stage during the urban rail train entering the station, and convert it into boosting force during the urban 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 elastic energy storage, characterized in that it comprises two symmetrically arranged transmission devices and two symmetrically arranged energy storage row devices, the energy storage row device comprises at least one elastic energy storage unit and a linkage member, the energy transfer ends of all elastic energy storage units are connected to the linkage member, the two transmission devices are connected by a reversing gear pair to achieve reverse linkage, the linkage members of the two energy storage row devices are respectively connected to the corresponding transmission devices, a braking traction connection box for matching and connecting with the tail hook of the city rail train is provided on the transmission device close to the city rail train entry side, and a boosting traction connection box for matching and connecting with the head hook of the city rail train is provided on the transmission device close to the city rail train exit side; during the process of the city rail train entering the station, the tail hook of the city rail train will be connected to the braking traction connection box to push the braking traction connection box, and then the energy will be transferred to the energy storage row device through the transmission device for storage; during the process of the city rail train leaving the station, the boosting traction connection box will be connected to the head hook of the city rail train, the energy storage row device will release the stored energy, and convert it into power for propelling the city rail train forward through the transmission device.

[0019] A further technical solution of the present invention is: the elastic energy storage unit includes a fixed support, a torsion spring, a supporting core shaft, a drum and a winding cable, the supporting core shaft is fixedly arranged on the fixed support, the drum is rotatably installed on the supporting core shaft, the torsion spring is sleeved on the supporting core shaft, one end of the torsion spring is fixedly connected to the fixed support, and the other end is fixedly connected to the drum, the winding cable is wound on the drum, one end of the winding cable is fixedly connected to the drum, and the other end is an energy transfer end connected to the linkage.

[0020] A further technical solution of the present invention is: the linkage part includes a transversely arranged transmission rod, the transmission rod can slide transversely, and one end of the wound cable connected to the linkage part is provided with an elastic energy storage unit connection box, the elastic energy storage unit connection box is connected to the transmission rod, the elastic energy storage unit connection box can be locked on the transmission rod and move transversely with the transmission rod, and the elastic energy storage unit connection box can also loosen the transmission rod.

[0021] A further technical solution of the present invention is: the elastic energy storage unit comprises two torsion springs symmetrically sleeved on the supporting core shaft, and the roller is rotatably mounted on the middle part of the supporting core shaft through a roller bearing.

[0022] 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 linkage is connected to the transmission chain of the corresponding transmission device.

[0023] A further technical solution of the present invention is: the urban rail train energy storage braking and traction boosting system also includes a weighing sensor, a position sensor and a speed sensor. The weighing sensor is arranged on the exit side of the urban rail train to obtain the weight of the exiting urban rail train. The position sensor and the speed sensor are arranged together on the entrance side of the urban rail train to obtain the position and speed of the entering train.

[0024] A further technical solution of the present invention is that the transmission device and the energy storage coupling device are arranged between the train rails.

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

[0028] The present invention can cooperate with the tail hook of the urban rail train through the brake traction connection box during the process of the urban rail train entering the station, brake the urban rail train and recover energy at the same time, and the recovered energy will be transmitted to the energy storage coupling device through the transmission device, and stored by the elastic energy storage unit of the energy storage coupling device. 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 energy storage coupling 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 boosting 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. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is a schematic diagram of a top view of the structure of an urban rail train energy storage braking and traction boosting system based on elastic energy storage according to an embodiment of the present invention;

[0030] Figure 2 It is a front view structural schematic diagram of an urban rail train energy storage braking and traction boosting system based on elastic energy storage according to an embodiment of the present invention;

[0031] Figure 3 It is a cross-sectional structural schematic diagram of an urban rail train energy storage braking and traction boosting system based on elastic energy storage according to an embodiment of the present invention;

[0032] Figure 4 is a front view structural schematic diagram of a transmission device according to an embodiment of the present invention;

[0033] Figure 5 is a schematic diagram of a top view of the transmission device according to an embodiment of the present invention;

[0034] Figure 6 is a schematic diagram of the top view of the structure of the energy storage interconnecting device according to an embodiment of the present invention;

[0035] Figure 7 is a front view structural schematic diagram of an energy storage interconnecting device according to an embodiment of the present invention;

[0036] Figure 8 is a schematic cross-sectional structural diagram of an elastic energy storage unit according to an embodiment of the present invention;

[0037] Fig. 9 is a schematic side view of the structure of an elastic energy storage unit according to an embodiment of the present invention;

[0038] Fig.10is a schematic structural diagram of a brake traction connection box when power is supplied to an embodiment of the present invention;

[0039] Fig.11 It is a schematic structural diagram of the brake traction connection box when power is lost according to an embodiment of the present invention;

[0040] Fig.12 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;

[0041] Fig.13 is a schematic structural diagram of an elastic energy storage unit connection box according to an embodiment of the present invention;

[0042] Fig.14 Schematic diagram of the structure of the locking mechanism of the embodiment of the present invention.

[0043] Meaning of reference numerals in the figure:

[0044] 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-energy storage coupling device; 2.1-elastic energy storage unit; 2.1.1-elastic energy storage unit connection box; 2.1.1.1-semicircular clamp; 2.1.12.-connecting pin; 2.1.1.3-first cylinder; 2.1.1.4-first pull rod; 2.1.2-fixed support; 2.1.3- Torsion spring; 2.1.4-supporting mandrel; 2.1.5-drum; 2.1.6-winding cable; 2.1.7-drum bearing; 2.2-energy storage row connection box; 2.3-transmission rod; 3-position sensor; 4-speed sensor; 5-track; 6-tail hook brake block; 7-head hook boost block; 8-brake traction connection box; 8.1-brake hanging ring; 8.2-electromagnetic lock block; 8.3-electromagnet; 9-boost traction connection box; 9.1-boost hanging ring; 10-reversing gear pair; 10.1-gear; 11-weighing sensor. DETAILED DESCRIPTION

[0045] The present invention is further described below in conjunction with embodiments.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] Example:

[0050] like Figures 1 to 3 The figure shows the energy storage braking and traction boosting system of the urban rail train based on elastic energy storage of this embodiment, which is installed between two rails 5 of the station and arranged along the extension direction of the rails 5. It mainly includes two symmetrically arranged transmission devices 1 and two symmetrically arranged energy storage coupling devices 2. The energy storage coupling devices 2 are correspondingly installed on the inner side of the transmission device 1.

[0051] like Figure 6 and Figure 7 As shown, the energy storage row device 2 includes a plurality of elastic energy storage units 2.1 and linkage parts, and the linkage parts include a transmission rod 2.3. The elastic energy storage units 2.1 are arranged horizontally in a row, and the arrangement direction is parallel to the extension direction of the vehicle track 5. Figure 8 and Fig. 9As shown, the elastic energy storage unit 2.1 of this embodiment includes an elastic energy storage unit connection box 2.1.1, a fixed support 2.1.2, a torsion spring 2.1.3, a support mandrel 2.1.4, a roller 2.1.5 and a winding cable 2.1.6, with fixed supports 2.1.2 provided at both ends, the support mandrel 2.1.4 is fixed between the fixed supports 2.1.2 at both ends, the roller 2.1.5 is sleeved in the middle of the support mandrel 2.1.4, and is connected to the middle of the support mandrel 2.1.4 through a roller bearing 2.1.7, so that the roller 2.1.5 can rotate around the support mandrel 2.1.4. Torsion springs 2.1.3 are provided on both sides of the roller 2.1.5, the torsion spring 2.1.3 is sleeved on the support mandrel 2.1.4, one end of the torsion spring 2.1.3 is fixedly connected to the fixed support 2.1.2, and the other end is fixedly connected to the roller 2.1.5. During operation, rotating the drum 2.1.5 in one direction will twist the torsion springs 2.1.3 on both sides at the same time, so that the torsion springs 2.1.3 store elastic potential energy, and the elastic potential energy stored in the torsion springs 2.1.3 will drive the drum 2.1.5 to rotate in another circumferential direction when released. The winding cable 2.1.6 is wound around the drum 2.1.5, one end of the winding cable 2.1.6 is fixedly connected to the drum 2.1.5, and the other end is the energy transmission end connected to the linkage, and the end of the winding cable connected to the linkage is provided with an elastic energy storage unit connection box 2.1.1.

[0052] The transmission rod 2.3 is arranged horizontally, and can slide and translate horizontally. The extension direction of the transmission rod 2.3 is parallel to the extension direction of the rail 5. The elastic energy storage unit connection boxes 2.1.1 of all elastic energy storage units 2.1 are connected to the transmission rod 2.3. The elastic energy storage unit connection boxes 2.1.1 can be locked on the transmission rod 2.3 and translate horizontally with the transmission rod 2.3. The elastic energy storage unit connection boxes 2.1.1 can also release the transmission rod 2.3 and not translate horizontally with the transmission rod 2.3. In another embodiment, the elastic energy storage unit connection boxes 2.1.1 can also be directly fixedly connected to the transmission rod 2.3.

[0053] The elastic energy storage unit connection box 2.1.1 adopts a conventional electric clamping mechanism. The elastic energy storage unit connection box 2.1.1 is sleeved on the transmission rod 2.3. When the elastic energy storage unit connection box 2.1.1 receives a connection signal, it will clamp on the transmission rod 2.3. When the elastic energy storage unit connection box 2.1.1 receives a disconnection signal, it will release the transmission rod 2.3. One structure of the elastic energy storage unit connection box 2.1.1 is as follows Fig.13As shown, it includes two semicircular hoops 2.1.1.1, a first cylinder 2.1.1.3 and a first pull rod 2.1.1.4. One end of the two semicircular hoops 2.1.1.1 is rotatably connected by a connecting pin 2.1.1.2, and the other end is provided with a connecting ear. One end of the first pull rod 2.1.1.4 is rotatably connected to one of the connecting ears. The other end of the first pull rod 2.1.1.4 passes through a hole on the other connecting ear and is connected to the first cylinder 2.1.1.3. The winding cable 2.1.6 is connected to the connecting ear, and the transmission rod 2.3 passes between the two semicircular hoops 2.1.1.1. During use, when the first pull rod 2.1.1.4 is tightened by the first cylinder 2.1.1.3, the two semicircular hoops 2.1.1.1 will hold the transmission rod 2.3.

[0054] During use, different numbers of elastic energy storage units 2.1 can be selected to be connected to the transmission rod 2.3 through the elastic energy storage unit connecting box 2.1.1. When the transmission device 1 drives the transmission rod 2.3 to move, it will drive the elastic energy storage unit connecting box 2.1.1 connected to it to move together, and at the same time, the drum 2.1.5 will be pulled to rotate by the winding cable 2.1.6, thereby driving the torsion spring 2.1.3 to rotate for energy storage, and the energy is stored as elastic potential energy through the torsion spring 2.1.3.

[0055] like Figure 4 and Figure 5 As shown, the transmission device 1 of this embodiment includes an outer sprocket 1.1, an inner sprocket 1.2 and a transmission chain 1.3. The outer sprocket 1.1 is located on the outside of the system, the inner sprocket 1.2 is located in the middle of the system, the transmission chain 1.3 is mounted on the outer sprocket 1.1 and the inner sprocket 1.2, and the energy storage row device 2 is located on the inner side of the transmission chain 1.3. The inner sprockets 1.2 of the two transmission devices 1 are connected by a reversing gear pair 10 to achieve reverse linkage of the two transmission devices 1. The reversing gear pair 10 includes two meshing gears 10.1 respectively arranged on the inner sprockets 1.2 of the two transmission devices 1.

[0056] 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.

[0057] Among them, a brake traction connection box 8 is provided on the transmission chain 1.1 of the transmission device 1 near the entrance side of the urban rail train, and a brake hanging ring 8.1 that can be turned up and down is provided on the brake traction connection box 8. A boost traction connection box 9 is provided on the transmission chain 1.1 of the transmission device 1 near the exit side of the urban rail train, and a boost hanging ring 9.1 that can be turned up and down is provided on the boost traction connection box 9. 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 6, 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 7. During operation, the connection between the brake traction connection box 8 and the tail hook of the urban rail train is realized by the cooperation between the brake hanging ring 8.1 and the tail hook brake block 6, and the connection between the boost traction connection box 9 and the head hook of the urban rail train is realized by the cooperation between the boost hanging ring 9.1 and the head hook boost block 7.

[0058] The head hook boost block 7 only receives the force in the forward direction of the train. When the train enters the station, the head hook boost block 7 passes the position of the brake traction connection box 8, whether it touches the brake hook 8.1 or not, it will not hinder the train from entering the station. Of course, when passing the position of the boost traction connection box 9, it will not be hindered, because the boost hook 9.1 of the boost traction connection box 9 is in a lying state at this time and does not receive the force in the forward direction of the train.

[0059] The tail hook brake block 6 only receives the force that hinders the train's forward direction. When the train enters the station, the tail hook brake block 6 will press against the brake hook 8.1 of the brake traction connection box 8 when passing the position of the brake traction connection box 8, pushing the transmission device 1, and then driving the elastic energy storage unit 2.1 to store energy, while slowing down the train. Of course, when the tail hook brake block 6 passes the position of the boost traction connection box 9, since the boost hook 9.1 of the boost traction connection box 9 is in a prostrate state and does not receive the force in the train's forward direction, it will not hinder the train from leaving the station.

[0060] The brake ring 8.1 and the booster ring 9.1 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 and the booster ring are also electronically interlocked, that is, only one of the brake ring and the booster ring can be erected at a time, and they cannot be erected at the same time. The brake ring 8.1 and the booster ring 9.1 have the same structure, but they are installed symmetrically. One of the structures of the brake ring 8.1 is as follows Figures 10 to 12 As shown, the brake hanging ring 8.1 is rotatably mounted on the brake traction connection box 8, and an electromagnetic lock block 8.2 and an electromagnet 8.3 are provided at the lower side of the brake traction connection box 8, and the electromagnetic lock block 8.2 is rotatably connected at a position near the tail end. Fig.10As shown, when the power is turned on, the brake ring 8.1 stands upright, the electromagnet 8.3 attracts one end of the electromagnetic lock block 8.2, and the other end of the electromagnetic lock block 8.2 presses against one side of the lower end of the brake ring 8.1, so that the brake ring 8.1 is locked in one direction. Fig.11 As shown, when the power is off, the brake ring 8.1 falls over. Fig.12 The figure shows the relief state when power is off, and the end of the electromagnetic lock block 8.2 away from the electromagnet 8.3 moves downward away from the lower end of the brake hanging ring 8.1.

[0061] The transmission rod 2.3 is provided with an energy storage row connection box 2.2, which is fixedly connected to the transmission chain 1.3 of the corresponding transmission device 1, thereby connecting the energy storage row device 2 with the corresponding transmission device 1. When the transmission chain 1.3 of the transmission device 1 rotates, the transmission rod 2.3 will be driven to move together, thereby driving the energy storage row device 2 to store energy.

[0062] The urban rail train energy storage braking and traction boosting system of this embodiment also includes a weighing sensor 11, a position sensor 3 and a speed sensor 4. The weighing sensor 11 is arranged on the exit side of the urban rail train to obtain the weight of the urban rail train leaving the station. The position sensor 3 and the speed sensor 4 are arranged together on the entrance side of the urban rail train to obtain the position and speed of the incoming train. During operation, the kinetic energy of the urban rail train can be calculated by the weight of the urban rail train when leaving the previous station obtained by the weighing sensor 11 of the previous station and the speed of the urban rail train when entering the station obtained by the speed sensor 4 of this station, so that the number of elastic energy storage units 2.1 connected to the transmission rod 2.3 can be selected according to the kinetic energy.

[0063] 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 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.14 As 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.

[0064] The use process of the urban rail train energy storage braking and traction boosting system of this embodiment is as follows:

[0065] When the urban rail train enters the station, the position sensor 3 and the speed sensor 4 will first obtain the position and speed of the urban rail train. When the urban rail train leaves the previous station, the weight of the urban rail train will be obtained by the weighing sensor 11 of the previous station. The kinetic energy of the urban rail train entering the station can be calculated by weight and speed. Afterwards, the number of elastic energy storage units 2.1 required to be connected to the energy storage row device 2 is obtained according to the size of the kinetic energy, and a connection signal is sent to the corresponding elastic energy storage unit connection box 2.1.1, and the corresponding elastic energy storage unit connection box 2.1.1 will automatically lock on the transmission rod 2.3. At the same time, the brake hanging ring 8.1 of the brake traction connection box 8 is erected and locked, and the brake hanging ring 8.1 cannot flip forward, but can flip backward under the backward thrust. At this time, the brake hanging ring 8.1 waits for the collision with the rear tail hook brake block 6.

[0066] The urban rail train continues to enter the station. When the tail hook brake block 6 hits the upright brake hanging ring 8.1, the brake traction connection box 8 will be pushed forward by the urban rail train, thereby driving the transmission chain 1.3 of the transmission device 1 near the station side to rotate. The transmission chain 1.3 of the transmission device 1 will drive the transmission rod 2.3 to translate. The translation of the transmission rod 2.3 will pull the winding cable 2.1.6 of the corresponding elastic energy storage unit 2.1 through the elastic energy storage unit connection box 2.1.1 connected thereto, so that the drum 2.1.5 rotates, and finally drives the torsion spring 2.1.3 to twist, thereby converting the kinetic energy of the urban rail train into elastic potential energy for storage. The transmission device 1 on the exit side will rotate in the opposite direction under the action of the reversing gear pair 10, and the boost traction connection box 9 on it will move backward, and at the same time drive the energy storage row device 2 on the exit side to store elastic potential energy. While storing energy through the energy storage row device 2, the urban rail train is also decelerated.

[0067] 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, and at the same time controls the brake hook 8.1 of the brake traction connection box 8 to flip down to ensure the safety of passengers getting on and off. At this time, the head hook boost block 7 is located in front of the boost traction connection box 9.

[0068] When the urban rail train leaves the station, the system will first receive the train departure signal. At this time, the system will control the booster ring 9.1 of the booster traction connection box 9 to stand up and lock. The booster ring 9.1 cannot flip backwards, but can flip forward under the forward thrust. At this time, the booster ring 9.1 waits for the collision with the head hook booster block 7 in front. Then, the locking mechanism is unlocked, the elastic potential energy stored in the energy storage coupling device 2 will be released, the torsion spring 2.1.3 will drive the roller 2.1.5 to rotate, the rotation of the roller 2.1.5 will roll up the winding cable 2.1.6, and pull the transmission rod 2.3 in the opposite direction. The movement of the transmission rod 2.3 will drive the transmission chain 1.3 of the transmission device 1 to rotate, and drive the booster ring 9 to move forward in the direction of leaving the station. Finally, the booster ring 9.1 will hit the back of the head hook booster block 7, and the thrust will be applied to the head hook booster block 7, thereby pushing the urban rail train forward and providing assistance for the urban rail train.

[0069] 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 elastic energy storage, characterized in that: The invention comprises two symmetrically arranged transmission devices and two symmetrically arranged energy storage coupling devices, wherein the energy storage coupling devices comprise at least one elastic energy storage unit and a linkage member, wherein the energy transfer ends of all the elastic energy storage units are connected to the linkage member, and the two transmission devices are connected via a reversing gear pair to realize reverse linkage, and the linkage members of the two energy storage coupling devices are respectively connected to the corresponding transmission devices, and the transmission device close to the entrance side of the urban rail train is provided with a brake traction connection box for matching and connecting with the tail hook of the urban rail train, and the transmission device close to the exit side of the urban rail train is provided with a boost traction connection box for matching and connecting with the head hook of the urban rail train; during the entrance process of the urban rail train, 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 the energy will be transferred to the energy storage coupling device through the transmission device for storage; during the exit process of the urban rail train, the boost traction connection box will be connected with the head hook of the urban rail train, and the energy storage coupling device will release the stored energy and convert it into power for propelling the urban rail train forward through the transmission device.

2. The urban rail train energy storage braking and traction boosting system based on elastic energy storage according to claim 1 is characterized in that: The elastic energy storage unit includes a fixed support, a torsion spring, a supporting core shaft, a drum and a winding cable, wherein the supporting core shaft is fixedly arranged on the fixed support, the drum is rotatably mounted on the supporting core shaft, the torsion spring is sleeved on the supporting core shaft, one end of the torsion spring is fixedly connected to the fixed support, and the other end is fixedly connected to the drum, the winding cable is wound on the drum, one end of the winding cable is fixedly connected to the drum, and the other end is the energy transfer end connected to the linkage.

3. The urban rail train energy storage braking and traction boosting system based on elastic energy storage according to claim 2 is characterized in that: The linkage member includes a transversely arranged transmission rod, which can slide transversely. One end of the winding cable connected to the linkage member is provided with an elastic energy storage unit connection box, and the elastic energy storage unit connection box is connected to the transmission rod. The elastic energy storage unit connection box can be locked on the transmission rod and move transversely with the transmission rod. The elastic energy storage unit connection box can also release the transmission rod.

4. The urban rail train energy storage braking and traction boosting system based on elastic energy storage according to claim 2 is characterized in that: The elastic energy storage unit comprises two torsion springs symmetrically sleeved on the supporting core shaft, and the roller is rotatably mounted on the middle part of the supporting core shaft through a roller bearing.

5. The urban rail train energy storage braking and traction boosting system based on elastic energy storage 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 linkage is connected to the transmission chain of the corresponding transmission device.

6. The urban rail train energy storage braking and traction boosting system based on elastic energy storage according to claim 1 is characterized in that: The urban rail train energy storage braking and traction boosting system also includes a weighing sensor, a position sensor and a speed sensor. The weighing sensor is arranged on the exit side of the urban rail train to obtain the weight of the exiting urban rail train. The position sensor and the speed sensor are arranged together on the entrance side of the urban rail train to obtain the position and speed of the entering train.

7. The urban rail train energy storage braking and traction boosting system based on elastic energy storage according to claim 1 is characterized in that: The transmission device and the energy storage coupling device are arranged between the train rails.

8. The urban rail train energy storage braking and traction boosting system based on elastic energy storage 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 elastic energy storage according to claim 1 is characterized in that: The transmission device also includes a locking mechanism for locking itself.

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