Railway vehicle axle source power generation device

Abstract

The present application belongs to the field of axle source power generation of rail vehicles, and specifically provides a rail vehicle axle source power generation device, which comprises a connecting structure, a gear pair commutator, a transmission support and a three-phase generator; the connecting structure connects the wheel shaft end of the rail vehicle and the gear pair commutator; the gear pair commutator is connected with the three-phase generator through the transmission support, so as to transmit the power of the wheel shaft of the rail vehicle to the three-phase generator through the gear pair commutator, and provide power source for the three-phase generator. The present application sets the gear pair commutator to commutate the rotating power and torque generated by the wheel shaft end during the running of the vehicle; the rotating power and torque generated by the wheel shaft end during the running of the vehicle are transmitted to the three-phase generator through the connecting structure and the transmission support, so as to realize power generation; and the gear pair commutator and the three-phase generator are rigidly connected through the transmission support, so as to improve the transmission efficiency, service life and reliability.

Description

Technical Field

[0001] This invention belongs to the field of axle power generation technology for rail vehicles, and relates to a rail vehicle axle power generation device. Background Technology

[0002] With the development of railway technology, various intelligent and digital sensors, instruments, and electromechanical components are being applied to railway vehicles to achieve intelligent operation and maintenance. Railway freight vehicles and mining rail vehicles, due to their simple structure and composition of mechanical components, are not equipped with various power sources. Therefore, safe, reliable, convenient, and stable self-generated power solutions have become an important requirement.

[0003] Although existing technologies include axle-end generators for powering railway vehicles, these generators are mounted close to the bearing ends, posing a potential risk of electrolytic corrosion to internal bearing components and thus affecting bearing lifespan. Furthermore, their protruding and suspended position at the bearing end limits their compact size, resulting in a weight of 10-25 kg and certain safety hazards during operation. These two factors restrict their application in railway vehicles. Summary of the Invention

[0004] To address the problems existing in the prior art, the present invention provides a rail vehicle axle power generation device that transmits the rotational power and torque of the wheel axle end of a moving rail vehicle to a power generation structure for power generation via a drive shaft.

[0005] This invention provides a rail vehicle axle power generation device, including a connection structure, a gear pair commutator, a transmission support, and a three-phase generator; One end of the connecting structure is connected to the wheel axle end of the rail vehicle, and the other end of the connecting structure is connected to one end of the gear pair commutator. The other end of the gear pair commutator is connected to the three-phase generator through a transmission bracket, so as to transmit the power of the wheel axle of the rail vehicle to the three-phase generator through the gear pair commutator, and provide a power source for the three-phase generator.

[0006] Furthermore, the connection structure includes a first transmission plate and a second transmission plate; The first transmission plate is configured as a disc structure, and the first transmission plate is provided with a first threaded hole for connecting to the wheel axle end of the rail vehicle and a second threaded hole for connecting to the second transmission plate. The first threaded hole is connected to the wheel axle end of the rail vehicle by a first bolt. The second transmission plate is configured as a three-jaw disc structure, and at least one second threaded hole is provided on each of the three corners of the second transmission plate. The second transmission plate is connected to the second threaded hole on the first transmission plate by a second bolt. A pin connection hole for connecting to the gear pair commutator is also provided in the center of the second transmission plate.

[0007] Furthermore, the second transmission plate is connected to the input shaft of the gear pair commutator, and the pin connection hole provided on the second transmission plate is interference-fitted with the input shaft of the gear pair commutator.

[0008] Furthermore, a limit plate is also provided on the end of the first bolt away from the second transmission plate; The limiting plate is configured as a triangular structure, which is used to hold and limit the three first bolts by setting it as an irregular shape.

[0009] Furthermore, one end of the second bolt is embedded and mounted on the first transmission plate.

[0010] Furthermore, the input end of the transmission bracket is connected to the gear pair commutator via a connecting flange, and the output end of the transmission bracket is set as a motor mounting base, on which the three-phase generator is fixedly mounted.

[0011] Furthermore, a suspended shock absorption component is also installed on the transmission bracket.

[0012] Furthermore, the gear pair commutator includes a housing, an input transmission component, an output transmission component, and a gear pair; The outer shell is made of aluminum alloy; The input transmission component connects the gear pair and the second transmission plate; The output transmission component connects the gear pair and the transmission bracket; The gear pair is configured as a bevel gear structure, and the gear ratio of the gear pair is set to 3:1.

[0013] Furthermore, the shock absorption assembly includes a three-link linkage, a shock-absorbing elastic element, and a mounting plate; One end of the three-link rod is connected to the middle section of the transmission bracket via a hinge seat, and the other end of the three-link rod is hinged to the mounting plate. One end of the shock-absorbing elastic element is hinged to the three-bar linkage, and the other end of the shock-absorbing elastic element is hinged to the mounting plate. The mounting plate is connected to the axle beam of the rail vehicle.

[0014] Furthermore, the hinge seat located between the three-link linkage and the transmission support is configured as a spherical bearing hinge structure.

[0015] Compared with the prior art, the present invention has the following beneficial effects: (1) This invention uses a gear pair commutator to connect with the wheel axle of a rail vehicle and reverse the rotational power and torque generated by the wheel axle during vehicle operation. The rotational power and torque generated by the wheel axle during vehicle operation are transmitted to a three-phase generator via a connecting structure and a transmission bracket to generate electricity. Specifically, the first transmission plate transmits the rotational power generated by the rail vehicle during operation to the input end of the gear pair commutator, and then through the output end of the gear pair commutator and the transmission bracket to the power transmission chain of the three-phase generator, thereby transferring the rotational kinetic energy of the rail vehicle's wheel axle to the three-phase generator to generate electricity. This invention improves transmission efficiency, service life, and reliability by using a transmission bracket to rigidly connect the gear pair commutator and the three-phase generator; and by isolating the wheel bearings from the generator motor, it avoids magnetic line leakage leading to bearing erosion.

[0016] (2) By setting up a suspension damping component, the present invention effectively solves the vibration conditions of the vehicle wheelset during driving and the centrifugal force rotation fatigue caused by misalignment during axle assembly, and realizes the micro-eccentric torque of the axle source rotation through the elastic suspension transmission to achieve adaptive balance, thus avoiding the risk of the motor falling off.

[0017] (3) The suspension damping component in this invention has its mounting plate installed at the tail end of the bogie side beam by bolts, which does not affect the existing bogie maintenance process and is simple and reliable to install.

[0018] (4) The present invention has the characteristics of small size, light weight, simple structure, high reliability, high transmission efficiency, and can be quickly adapted to different vehicle models without affecting the use of 5T equipment.

[0019] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description

[0020] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings: Figure 1 This is a schematic diagram of the overall structure of a rail vehicle axle power generation device according to an embodiment of the present invention; Figure 2 yes Figure 1 A first isometric view of the first transmission plate, the second transmission plate, and the gear pair commutator after they are interconnected. Figure 3 yes Figure 1 A second isometric view of the interconnected first transmission plate, second transmission plate, and gear pair commutator. Figure 4This is a schematic diagram of the ASD spectrum of three types of axle installations after random vibration simulation and analysis of a rail vehicle axle power generation device in an embodiment of the present invention. Figure 5 This is a first-order modal calculation cloud diagram of a random vibration simulation and analysis of a rail vehicle axle power generation device in an embodiment of the present invention. Figure 6 This is a schematic diagram of the vertical excitation PSD obtained by performing vertical random vibration analysis on a rail vehicle axle power generation device according to an embodiment of the present invention. Figure 7 The results were obtained by vertical random vibration analysis of a rail vehicle axle power generation device in an embodiment of the present invention. Overall stress cloud diagram; Figure 8 The results were obtained by vertical random vibration analysis of a rail vehicle axle power generation device in an embodiment of the present invention. Schematic diagram of the location of the point of maximum stress; Figure 9 The results were obtained by vertical random vibration analysis of a rail vehicle axle power generation device in an embodiment of the present invention. Displacement contour map; Figure 10 This is a schematic diagram of the vertical excitation PSD obtained by performing lateral random vibration analysis on a rail vehicle axle power generation device according to an embodiment of the present invention. Figure 11 The results were obtained by performing a lateral random vibration analysis on a rail vehicle axle power generation device according to an embodiment of the present invention. Overall stress cloud diagram; Figure 12 The results were obtained by performing a lateral random vibration analysis on a rail vehicle axle power generation device according to an embodiment of the present invention. Schematic diagram of the location of the point of maximum stress; Figure 13 The results were obtained by performing a lateral random vibration analysis on a rail vehicle axle power generation device according to an embodiment of the present invention. Displacement contour map; Figure 14 This is a schematic diagram of the vertical excitation PSD obtained by longitudinal random vibration analysis of a rail vehicle axle power generation device in an embodiment of the present invention. Figure 15 The longitudinal random vibration analysis of a rail vehicle axle power generation device in an embodiment of the present invention was obtained. Overall stress cloud diagram; Figure 16 The longitudinal random vibration analysis of a rail vehicle axle power generation device in an embodiment of the present invention was obtained. Schematic diagram of the location of the point of maximum stress; Figure 17 The longitudinal random vibration analysis of a rail vehicle axle power generation device in an embodiment of the present invention was obtained. Displacement contour map; Figure 18 This is a schematic diagram of the impact waveform obtained from an impact test of a rail vehicle axle power generation device in an embodiment of the present invention. Figure 19 The results were obtained by conducting a vertical impact test on a rail vehicle axle power generation device according to an embodiment of the present invention. Overall stress cloud diagram; Figure 20 The results were obtained by conducting a vertical impact test on a rail vehicle axle power generation device according to an embodiment of the present invention. Schematic diagram of the location of the point of maximum stress; Figure 21 The results were obtained by conducting a lateral impact test on a rail vehicle axle power generation device according to an embodiment of the present invention. Overall stress cloud diagram; Figure 22 The results were obtained by conducting a lateral impact test on a rail vehicle axle power generation device according to an embodiment of the present invention. Schematic diagram of the location of the point of maximum stress; Figure 23 The longitudinal impact test was conducted on a rail vehicle axle power generation device according to an embodiment of the present invention. Overall stress cloud diagram; Figure 24 The longitudinal impact test was conducted on a rail vehicle axle power generation device according to an embodiment of the present invention. Schematic diagram of the location of the point of maximum stress.

[0021] in: 1. First transmission plate; 1.1. First bolt; 1.2. Limiting plate; 2. Second transmission plate; 2.1. Second bolt; 2.2. Pin shaft connecting hole; 3. Gear pair commutator; 4. Transmission bracket; 5. Three-phase generator; 6. Three-link; 7. Shock-absorbing elastic element; 8. Mounting plate. Detailed Implementation

[0022] To make the above-mentioned objectives, features, and advantages of the present invention clearer and easier to understand, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the accompanying drawings of the present invention are all in a simplified form and use non-precise proportions, and are only used to facilitate and clearly assist in illustrating the implementation of the present invention; the "several" mentioned in the present invention are not limited to the specific number shown in the examples in the accompanying drawings; the orientations or positional relationships indicated by terms such as "front," "middle," "rear," "left," "right," "up," "down," "top," "bottom," and "center" mentioned in the present invention are all based on the orientations or positional relationships shown in the accompanying drawings of the present invention, and do not indicate or imply that the device or component referred to must have a specific orientation, nor should they be construed as limitations on the present invention.

[0023] Example: See Figures 1 to 3 As shown, the present invention provides a rail vehicle axle power generation device, which includes a connecting structure, a gear pair commutator 3, a transmission support 4, and a three-phase generator 5. One end of the connecting structure is connected to the outer side of the end device at the wheel axle end of the rail vehicle, and the other end of the connecting structure is connected to one end of the gear pair commutator 3. The other end of the gear pair commutator 3 is connected to the three-phase generator 5 through the transmission bracket 4, so as to transmit the power of the wheel axle of the rail vehicle to the three-phase generator 5 through the gear pair commutator 3, and provide a power source for the three-phase generator 5.

[0024] As a further embodiment of this invention, the connection structure includes a first transmission plate 1 and a second transmission plate 2. The first transmission plate 1 is preferably configured as a disc structure, and the first transmission plate 1 is provided with a first threaded hole for connecting to the wheel axle end of the rail vehicle and a second threaded hole for connecting to the second transmission plate 2. The first threaded hole is connected to the wheel axle end of the rail vehicle by a first bolt 1.1. The second transmission plate 2 is preferably configured as a three-jaw disc structure, and at least one second threaded hole is provided on each of the three corner ends of the second transmission plate 2. The second transmission plate 2 is connected to the second threaded hole on the first transmission plate 1 by a second bolt 2.1. A pin connection hole 2.2 for connecting with the gear pair commutator 3 is also provided in the center of the second transmission plate 2. Specifically, in this embodiment, a shaft-end power transmission structure with hard shaft drive is adopted for the connection between the first transmission plate 1, the second transmission plate 2, the wheel axle end of the rail vehicle, and the gear pair commutator 3, so as to improve the reliability and safety of the generator operation and reduce the load impact on the shaft-end connecting bolts and the impact on the production and installation process.

[0025] Preferably, in this embodiment, the first threaded hole and the second threaded hole on the first transmission plate 1 are both preferably set in three groups, with each group of first threaded holes disposed between two adjacent groups of second threaded holes, forming a structure in which the three groups of first threaded holes and the three groups of second threaded holes are arranged in a crisscrossing and spaced manner.

[0026] In a further preferred embodiment, the first bolt 1.1 is preferably set as an M24 bolt, and the first transmission plate 1 is connected to the wheel axle end of the rail vehicle through the first bolt 1.1 so as to rotate synchronously with the wheel axle end of the rail vehicle.

[0027] Preferably, the second transmission plate 2 is connected to the input shaft of the gear pair commutator 3, and the pin connection hole 2.2 provided on the second transmission plate 2 is interference-fitted with the input shaft of the gear pair commutator 3.

[0028] In a further preferred embodiment, the second transmission plate 2 and the gear pair commutator 3 are mutually limited by a shaft retaining ring, based on the transmission via a flat key.

[0029] Preferably, in order to achieve relative locking and limiting between the first transmission plate 1 and the wheel axle end of the rail vehicle, a limiting plate 1.2 is also provided on the end of the first bolt 1.1 away from the second transmission plate 2; The limiting plate 1.2 is preferably configured as a triangular structure, which is used to hold and limit the three first bolts 1.1 by setting it as an irregular shape.

[0030] Preferably, in order to achieve relative locking and limiting between the first transmission plate 1 and the second transmission plate 2, one end of the second bolt 2.1 is embedded in the first transmission plate 1.

[0031] As a further embodiment, in this embodiment, the gear pair commutator 3 is preferably configured as a small gear pair commutator mechanism that is small in size, light in weight, can operate in both directions, and can realize interleaved transmission, so that it has the characteristics of simple installation, compact size, convenient operation and maintenance, and will not interfere with the existing track structure and rail vehicle structure.

[0032] Preferably, the gear pair commutator 3 includes a housing, an input transmission component, an output transmission component, and a gear pair; The housing is made of aluminum alloy and its protection level is set to IP55, vibration and shock meet the Class 3 requirements of GB / T21563 standard, and salt spray meets the ST4 level (96h) specified in 12.2.11 of GB / T 25119. The input transmission component is rotatably mounted on one end of the housing and is used to connect the gear pair and the second transmission plate 2. The output transmission component is rotatably mounted on the other end of the housing and is used to connect the gear pair and the transmission bracket 4. The parameters of the gear pair are set as follows: transmission ratio 3:1, rated output torque 12 N·m, maximum acceleration torque twice the rated torque, rated input speed 2000 rpm, allowable radial force 1100 N, allowable axial force 650 N, backlash ≤12 arcmin, service life >20000 h, operating temperature -40℃ to 80℃, input and output materials 40Cr quenched and tempered, and gear material 20CrMoTi carburized.

[0033] More preferably, the gear pair is configured as a bevel gear structure to allow for forward and reverse rotation.

[0034] As a further embodiment, in this embodiment, the input end of the transmission bracket 4 is connected to the gear pair commutator 3 through a connecting flange, and the output end of the transmission bracket 4 is set as a motor mounting base, on which the three-phase generator 5 is fixedly mounted.

[0035] As a further embodiment, in this embodiment, a transmission shaft is used to transmit power between the output end of the gear pair commutator 3 and the input shaft of the three-phase generator 5, thereby enabling the three-phase generator 5 to generate electricity stably.

[0036] As a further embodiment, in order to reduce the vibration of the axle power generation device of the rail vehicle, a suspended vibration damping component is also provided on the transmission bracket 4.

[0037] Preferably, in this embodiment, the shock absorption assembly includes a three-link 6, a shock absorption elastic element 7, and a mounting plate 8; One end of the three-link 6 is connected to the middle section of the transmission bracket 4 via a hinge seat, and the other end of the three-link 6 is hinged to the mounting plate 8. One end of the shock-absorbing elastic element 7 is hinged to the three-link 6, and the other end of the shock-absorbing elastic element 7 is hinged to the mounting plate 8. The mounting plate 8 is connected to the axle beam of the rail vehicle; The three-phase generator 5 is fixed above the shock-absorbing assembly, so that the center of gravity of the three-phase generator 5 falls near the elastic fulcrum (i.e. the point where the shock-absorbing assembly is connected to the transmission bracket 4), and is transmitted to the shaft beam, while the shaft end cover bears very little weight.

[0038] In a further preferred embodiment, the shock-absorbing elastic element 7 is preferably configured as a spring structure.

[0039] More preferably, the hinge seat located between the three-link 6 and the transmission bracket 4 is configured as a spherical bearing hinge structure.

[0040] As a further aspect of this embodiment, random vibration simulation and analysis were performed on the axle-source power generation device for rail vehicles provided by this invention. The results are shown in Table 1 and... Figure 4 As shown, the present invention has multi-dimensional shock absorption effects in the vertical, lateral and longitudinal directions.

[0041] Table 1: Results of Simulated Long-Life Tests Preferably, based on the actual installation of the generator module structure, the location where the axle power generator of the rail vehicle is fixed to the wheel axle end is taken as the excitation position, and six degrees of freedom full constraints are applied (this location is only one of the fixed constraint points, and the remaining constraint points are set according to the actual installation conditions), resulting in the following: Figure 5 The modal first-order computational contour plot is shown below; Based on the modal analysis results, vertical, lateral, and longitudinal excitation spectra were applied to the model sequentially, and the calculation results are as follows: ① Vertical random vibration analysis; See Figures 6 to 9 As shown, after loading and calculation The stress is 79.56 MPa. The stress is 159.12 MPa. The stress is 238.68 MPa. The displacement is 0.32 mm; ② Lateral random vibration analysis; See Figures 10 to 13 As shown, after loading and calculation The stress is 8.56 MPa. The stress is 17.12 MPa. The stress is 25.69 MPa. The displacement is 0.02 mm; ③ Longitudinal random vibration analysis; See Figures 14 to 17 As shown, after loading and calculation The stress is 25.09 MPa. The stress is 50.18 MPa. The stress is 75.27 MPa. The displacement is 0.10 mm; A comprehensive comparative analysis of the random vibration simulation results in three directions reveals that the stress is mainly concentrated at the connection between the shaft and the mounting base. Specifically, the vertical stress... The maximum stress value is 238.68 MPa, meaning that the stress level of the structure is ≤238.68 MPa with a 99.73% probability (the tensile strength of 40Cr alloy steel is not less than 980 MPa, and the yield strength is not less than 785 MPa). Therefore, this stress value is within the safe range for this material.

[0042] As a further embodiment, an impact simulation and analysis were conducted on the axle-source power generation device for rail vehicles provided by this invention. The sinusoidal impact excitation conditions are shown in Table 2. The peak impact acceleration and duration are consistent in the vertical, lateral, and longitudinal directions, and the impact waveform is a half-sine wave, as shown in Table 2. Figures 18 to 24 As shown.

[0043] Table 2: Impact Test Conditions A comprehensive comparative analysis of the half-sine impact simulation results in three directions reveals that the stress is mainly concentrated at the connection between the shaft and the mounting base. The vertical stress value is the highest, at 162.39 MPa (the tensile strength of 40Cr alloy steel is not less than 980 MPa, and the yield strength is not less than 785 MPa). Therefore, this stress value is within a safe range for this material.

[0044] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A rail vehicle axle-source power generation device, characterized in that, It includes a connecting structure, a gear pair commutator (3), a transmission bracket (4), and a three-phase generator (5); One end of the connecting structure is connected to the wheel axle end of the rail vehicle, and the other end of the connecting structure is connected to one end of the gear pair commutator (3). The other end of the gear pair commutator (3) is connected to the three-phase generator (5) through the transmission bracket (4) so ​​as to transmit the power of the wheel axle of the rail vehicle to the three-phase generator (5) through the gear pair commutator (3) and provide a power source for the three-phase generator (5).

2. The rail vehicle axle power generation device according to claim 1, characterized in that, The connection structure includes a first transmission plate (1) and a second transmission plate (2); The first transmission plate (1) is configured as a disc structure, and the first transmission plate (1) is provided with a first threaded hole for connecting to the wheel axle end of the rail vehicle and a second threaded hole for connecting to the second transmission plate (2). The first threaded hole is connected to the wheel axle end of the rail vehicle by a first bolt (1.1). The second transmission plate (2) is configured as a three-jaw disk structure, and at least one second threaded hole is provided on each of the three corners of the second transmission plate (2). The second transmission plate (2) is connected to the second threaded hole on the first transmission plate (1) by a second bolt (2.1). A pin connection hole for connecting with the gear pair commutator (3) is also provided in the center of the second transmission plate (2).

3. The axle-source power generation device for rail vehicles according to claim 2, characterized in that, The second transmission plate (2) is connected to the input shaft of the gear pair commutator (3), and the pin connection hole provided on the second transmission plate (2) is interference-fitted with the input shaft of the gear pair commutator (3).

4. The rail vehicle axle power generation device according to claim 2 or 3, characterized in that, A limit plate (1.2) is also provided on the end of the first bolt (1.1) away from the second transmission plate (2). The limiting plate (1.2) is configured as a triangular structure, which is configured as an irregular structure to hold and limit the three first bolts (1.1).

5. The axle-source power generation device for rail vehicles according to claim 4, characterized in that, One end of the second bolt (2.1) is embedded in the first transmission plate (1).

6. The axle-source power generation device for rail vehicles according to claim 5, characterized in that, The input end of the transmission bracket (4) is connected to the gear pair commutator (3) through a connecting flange, and the output end of the transmission bracket (4) is set as a motor mounting base. The three-phase generator (5) is fixedly installed on the motor mounting base.

7. The axle-source power generation device for rail vehicles according to claim 6, characterized in that, A suspension damping component is also provided on the transmission bracket (4).

8. The rail vehicle axle power generation device according to claim 5 or 6, characterized in that, The gear pair commutator (3) includes a housing, an input transmission component, an output transmission component, and a gear pair; The outer shell is made of aluminum alloy; The input transmission component connects the gear pair and the second transmission plate (2). The output transmission component connects the gear pair and the transmission bracket (4). The gear pair is configured as a bevel gear structure, and the gear ratio of the gear pair is set to 3:

1.

9. The axle-source power generation device for rail vehicles according to claim 8, characterized in that, The shock absorption assembly includes a three-link (6), a shock absorption elastic element (7), and a mounting plate (8); One end of the three-link (6) is connected to the middle section of the transmission bracket (4) through a hinge seat, and the other end of the three-link (6) is hinged to the mounting plate (8); One end of the shock-absorbing elastic element (7) is hinged to the three-link rod (6), and the other end of the shock-absorbing elastic element (7) is hinged to the mounting plate (8); The mounting plate (8) is connected to the axle beam of the rail vehicle.

10. The axle-source power generation device for rail vehicles according to claim 9, characterized in that, The hinge seat located between the three-link (6) and the transmission bracket (4) is configured as a spherical bearing hinge structure.

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