Axle end power generation device of railway vehicle

Abstract

The utility model provides a shaft end power generation device for a railway vehicle, which is used for generating power for the railway vehicle and comprises a gear pair commutator, a connecting structure, a power generation structure and a power storage structure, one end of the gear pair reverser is connected with the wheel axle end of the railway vehicle, and the other end is connected with the power generation structure through the connecting structure; the power generation structure is arranged below a vehicle compartment of the railway vehicle; the power storage structure is connected with the power generation structure and used for storing power in the power generation process of the power generation structure and providing power for a vehicle load. The gear pair reverser is arranged to be connected with the wheel axle end of the railway vehicle and reverse rotation power and torque generated by the wheel axle end in the running process of the vehicle. Rotation power and torque generated by the wheel axle end in the running process of the vehicle are transmitted to the power generation structure through the transmission shaft, so that power generation is achieved. The device has the characteristics of compact structure, high transmission efficiency and wide rotating speed application range.

Description

Technical Field

[0001] The utility model belongs to the technical field of rail vehicles and relates to a rail vehicle shaft end power generation device. Background Art

[0002] With the development of railway technology, various intelligent and digital sensors, instruments and electromechanical components are applied to railway vehicles to realize intelligent operation and maintenance. Railway freight vehicles and mining rail vehicles are simple in structure and consist of mechanical components, and are not equipped with various power supplies. A safe, reliable, convenient and stable self-generated power solution has become an important demand at present. Therefore, this scheme proposes a rail vehicle axle-end flexible shaft transmission power generation method to effectively solve the power source dilemma of railway freight vehicles and mining rail vehicles, and can also be applied to railway locomotives, passenger vehicles and subway vehicles. It can effectively solve the problem of continuous power supply of 30W to 800W of power required for equipment and facilities in the construction of vehicle intelligence, digitization and informatization.

[0003] Take railway freight vehicles as an example. The development of railway freight vehicle health management technology proposes the construction of an intelligent and digital operation and maintenance system with "condition maintenance" as the core. Develop a new operation and maintenance system with real-time on-board electronic monitoring, data transmission, and AI algorithms. All of this is affected by the current lack of 100W to 400W self-generated power sources, making it difficult to apply new technologies.

[0004] At present, there are three types of power supply for railway vehicles: locomotive power supply, energy storage power supply and self-generation plus energy storage hybrid power supply; among them:

[0005] 1. Centralized power supply for locomotives

[0006] The locomotive centralized power supply supplies power to the vehicle load through the cable between the locomotive and the vehicle. The power supply comes from the locomotive, and one cable runs through the entire train vehicle. It is suitable for vehicles that are not frequently marshaled. For railway freight vehicles with flexible marshaling, frequent marshaling, frequent separation and connection of cable connectors between vehicles are easy to damage the cable connectors, and also greatly increase the workload of marshaling operations.

[0007] 2. Energy storage power supply

[0008] Energy storage power supply is to install a large-capacity on-board battery on the vehicle to supply power to the vehicle load after it is fully charged on the ground. Due to the large number of railway freight vehicles, more than 1 million, each carriage will move randomly to all parts of the country with the flow of freight materials. It is difficult to manage vehicles that flow across provinces, railway bureaus, and units. In addition, the construction of charging facilities and testing equipment across the country, regular capacity testing, regular charging, and replacement of on-board batteries are too costly to manage and cannot be achieved. At the same time, the battery is greatly affected by high and low temperatures, which affects its use.

[0009] 3. Self-generation plus energy storage battery hybrid power supply

[0010] Self-generation plus energy storage battery hybrid power supply is to install a power generation device on the vehicle to generate electricity, and match it with a suitable energy storage battery and charge and discharge control module to power the vehicle load. The core is self-generation technology. Currently, there are wind power generation, shaft end generator power generation, shaft end belt drive power generation, etc.

[0011] 3.1 Wind power generation

[0012] The wind energy generated by the vehicle is used to rotate the wind wheel to generate electricity. The wind power generation device is large in size and mass. To obtain sufficient electricity, a certain wind wheel volume and mass are required, which requires high installation space and installation cost of the vehicle. Therefore, the power generation, volume, installation space and procurement cost of the wind power generation device restrict its application in vehicles.

[0013] 3.2. Shaft-end generator power generation

[0014] A custom-developed generator is installed at the end of the axle. When the vehicle is running, the axle rotates, driving the generator rotor to operate and output electrical energy. The shaft-end generator can provide 50 to 200W of electrical energy to the vehicle load, meeting the basic electricity needs of railway freight vehicles. However, the shaft-end generator is installed at the end of the bearing, close to the bearing, and there is a potential risk of causing electrocorrosion of the internal parts of the bearing, thereby affecting the service life of the bearing. At the same time, it protrudes and hangs at the end of the bearing, and the volume cannot be any smaller. It weighs 10 to 25kg, and there are certain safety hazards during operation. These two factors restrict its application in vehicles.

[0015] 3.3. Shaft end belt drive power generation

[0016] In railway passenger cars, shaft-end belt drive power generation is common, that is, a driving wheel is added to the end of the wheel axle, and the generator near the shaft end is driven by the belt drive to output electrical energy. The shaft-end belt drive power generation has a large installation space, is unprotected, and is easily damaged, making it difficult to maintain when applied to railway freight vehicles. Utility Model Content

[0017] In order to solve the problems existing in the prior art, the utility model provides an axle end power generation device for a rail vehicle, which transmits the rotational power and torque of the wheel axle end of a running rail vehicle to a power generation structure through a transmission flexible shaft for power generation.

[0018] The utility model provides a rail vehicle shaft end power generation device, comprising a gear pair commutator, a connection structure, a power generation structure and a power storage structure;

[0019] One end of the gear pair commutator is connected to the wheel shaft end of the rail vehicle, and the other end of the gear pair commutator is connected to the power generation structure through a connecting structure to transmit the rotational power and torque of the wheel shaft end of the rail vehicle during travel to the power generation structure;

[0020] The power generation structure is arranged under the vehicle body of the rail vehicle and generates electricity based on the rotational power and torque of the wheel axle end;

[0021] The power storage structure is connected to the power generation structure and is used to store electricity during the power generation process of the power generation structure and to provide power for the vehicle load.

[0022] Optionally, the gear pair commutator includes a support, a housing assembly, an input shaft, an output shaft, a first spiral bevel gear and a second spiral bevel gear;

[0023] The support is fixedly connected to the wheel axle end;

[0024] The housing assembly comprises a housing and a first gland and a second gland arranged on the housing, wherein the housing is arranged as a hollow L-shaped structure, wherein the first gland is arranged at one of the opening ends of the housing, and the second gland is arranged at the other opening end of the housing;

[0025] The input shaft is installed in the hollow structure of the housing, and one end of the input shaft is fixedly connected to the support, and the other end of the input shaft is rotatably connected to the housing; and a first spiral bevel gear is also installed on the input shaft, and the first spiral bevel gear is fixedly connected to the input shaft through a first flat key;

[0026] The output shaft is installed in the hollow structure of the housing and is rotatably connected to the housing, and the angle between the central axis of the output shaft and the central axis of the input shaft is set to 0°-180°; and a second spiral bevel gear is installed on the output shaft;

[0027] The second spiral bevel gear is fixedly connected to the output shaft via a second flat key, and the second spiral bevel gear is meshed with the first spiral bevel gear.

[0028] Optionally, a first oil seal structure is further provided on the first gland, and a second oil seal structure is further provided on the second gland.

[0029] Optionally, the first oil seal structure and the second oil seal structure are both configured as K-type skeleton oil seal structures.

[0030] Optionally, the K-type skeleton oil seal is configured as a fluororubber structural member.

[0031] Optionally, the connection structure includes a flexible shaft core and a flexible shaft sleeve sleeved on the flexible shaft core;

[0032] A first sleeve joint for being fixedly connected to the second gland is installed at one end of the flexible shaft sleeve, and a second sleeve joint for being fixedly connected to the power generation structure is installed at the other end of the flexible shaft sleeve;

[0033] A first flexible shaft core joint for connecting with the output shaft is arranged at one end of the flexible shaft core, and a second flexible shaft core joint for connecting with the power generation structure is arranged at the other end of the flexible shaft core.

[0034] Optionally, the first flexible shaft core joint is connected to the output shaft, and the second flexible shaft core joint is connected to the main shaft of the generator in the power generation structure through a coupling.

[0035] Compared with the prior art, the utility model has the following beneficial effects:

[0036] The utility model sets a gear pair commutator to connect with the wheel shaft end of the rail vehicle and commutate the rotational power and torque generated by the wheel shaft end of the vehicle during travel; the rotational power and torque generated by the wheel shaft end of the vehicle during travel are transmitted to the power generation structure through the transmission shaft to achieve power generation. It has a compact structure (adopting a gear pair to commutate and transmit power, the device installed at the shaft end of the rail vehicle is small in size and compact in structure, saving installation space and not interfering with other structures), high transmission efficiency (adopting gear transmission, the transmission is smooth and efficient, and can meet the transmission requirements of speed adjustment, large torque and high precision), a wide speed adaptation range (the transmission ratio can be adjusted according to different needs, and can adapt to the transmission requirements of different speeds, so that it has a wide range of applications), and the wheel shaft end installation object is light in weight (adopting a gear pair commutator to be fixed to the shaft end, the weight is <1kg, and the 200W power is adopted). The shaft-end generator with a high rate is installed at the shaft end and weighs 10 to 25 kg. ), the generator has large power (using the utility model, the torque value transmitted, the configurable generator power can reach 800W. While using the shaft-end generator, the current maximum power is 200W) and there is no risk of magnetic line leakage and current leakage (the rotor base of the shaft-end generator is directly installed on the shaft-end end cover, which is close to the shaft-end bearing, and there is a risk of magnetic line leakage to the shaft-end bearing. At the same time, there will be occasional current in the generator rotor, and there is also a risk of transmission to the shaft-end bearing. These two risks will cause electro-corrosion failure of the internal components of the bearing, thereby reducing the service life of the bearing).

[0037] In addition to the above-described purposes, features and advantages, the present invention has other purposes, features and advantages. The present invention will be further described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The drawings constituting a part of this application are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the drawings:

[0039] Figure 1 It is a schematic diagram of the overall structure of a rail vehicle shaft end power generation device in an embodiment of the utility model;

[0040] Figure 2 yes Figure 1 The structural diagram of the commutator of the middle gear pair;

[0041] Figure 3 yes Figure 1 Schematic diagram of the structure of the middle transmission shaft;

[0042] in:

[0043] 01. Wheel shaft end, 1. Gear pair commutator, 1.1. Support, 1.2. Housing, 1.3. First pressure cover, 1.4. Second pressure cover, 1.5. Input shaft, 1.6. Output shaft, 1.7. First spiral bevel gear, 1.8. Second spiral bevel gear, 1.9. First oil seal structure, 1.10. Second oil seal structure, 2. Transmission shaft, 2.1. Flexible shaft sleeve, 2.2. Flexible shaft core, 2.3. First sleeve joint, 2.4. Second sleeve joint, 2.5. First flexible shaft core joint, 2.6. Second flexible shaft core joint, 3. Power generation structure. DETAILED DESCRIPTION

[0044] In order to make the above-mentioned purposes, features and advantages of the utility model clearer and easier to understand, the specific implementation methods of the utility model are described in detail below in conjunction with the accompanying drawings. It should be noted that the drawings of the utility model are all simplified and use non-precise proportions, which are only used to conveniently and clearly assist in explaining the implementation of the utility model; the "number" mentioned in the utility model is not limited to the specific number in the examples in the accompanying drawings; the directions or positional relationships indicated by "front", "middle", "back", "left", "right", "up", "down", "top", "bottom", "middle", etc. mentioned in the utility model are based on the directions or positional relationships shown in the drawings of the utility model, and do not indicate or imply that the device or component referred to must have a specific direction, nor can it be understood as a limitation on the utility model.

[0045] Embodiment 1:

[0046] See also Figure 1 As shown, a rail vehicle shaft end power generation device provided by the utility model includes a gear pair commutator 1, a connection structure, a power generation structure 3 and a power storage structure (not shown);

[0047] One end of the gear pair commutator 1 is connected to the wheel shaft end 01 of the rail vehicle, and the other end of the gear pair commutator 1 is connected to the power generation structure 3 through a connecting structure to transmit the rotational power and torque of the wheel shaft end 01 of the rail vehicle during travel to the power generation structure 3;

[0048] The power generation structure 3 is arranged under the vehicle body of the rail vehicle and generates electricity based on the rotational power and torque of the wheel axle end 01;

[0049] The power storage structure is connected to the power generation structure 3 and is used to store electricity during the power generation process of the power generation structure 3 and to provide power for the vehicle load.

[0050] Preferably, the power generation structure 3 and the power storage structure refer to the prior art.

[0051] Furthermore, the gear pair commutator 1 is preferably configured as a small gear pair reversing mechanism with small size, light weight, forward and reverse operation and staggered 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.

[0052] See also Figure 2 As shown, the gear pair commutator 1 includes a support 1.1, a housing assembly, an input shaft 1.5, an output shaft 1.6, a first spiral bevel gear 1.7 and a second spiral bevel gear 1.8;

[0053] The support 1.1 is fixedly connected to the wheel axle end 01;

[0054] The housing assembly comprises a housing 1.2 and a first gland 1.3 and a second gland 1.4 arranged on the housing 1.2. The housing 1.2 is preferably arranged as a hollow L-shaped structure, wherein the first gland 1.3 is arranged at one open end of the housing 1.2, and the second gland 1.4 is arranged at the other open end of the housing 1.2;

[0055] The input shaft 1.5 is installed in the hollow structure of the housing 1.2, and one end of the input shaft 1.5 is fixedly connected to the support 1.1, and the other end of the input shaft 1.5 is rotatably connected to the housing 1.2 through a first bearing; further, a first spiral bevel gear 1.7 is also installed on the input shaft 1.5, and the first spiral bevel gear 1.7 is fixedly connected to the input shaft 1.5 through a first flat key;

[0056] The output shaft 1.6 is installed in the hollow structure of the housing 1.2 and is rotatably connected to the housing 1.2 through a second bearing, and the angle between the central axis of the output shaft 1.6 and the central axis of the input shaft 1.5 is set to 0°-180°, preferably, the angle between the central axis of the output shaft 1.6 and the central axis of the input shaft 1.5 is set to 90°; further, a second spiral bevel gear 1.8 is installed on the output shaft 1.6, the second spiral bevel gear 1.8 is fixedly connected to the output shaft 1.6 through a second flat key, and the second spiral bevel gear 1.8 is meshed with the first spiral bevel gear 1.7;

[0057] Preferably, in order to achieve effective sealing between the first gland 1.3 and the housing 1.2 and between the second gland 1.4 and the housing 1.2, a first oil seal structure 1.9 is further provided on the first gland 1.3, and a second oil seal structure 1.10 is further provided on the second gland 1.4. Further preferably, the first oil seal structure 1.9 and the second oil seal structure 1.10 are both preferably configured as K-type skeleton oil seal structures. Further preferably, the K-type skeleton oil seal is preferably configured as a fluororubber structural member.

[0058] Furthermore, the connection structure is preferably configured as a transmission flexible shaft structure, and the transmission flexible shaft structure is configured as one of a common transmission flexible shaft, a gear pair mechanism, and a universal joint transmission shaft, or a combination of any two or more thereof. This is to solve the technical problem that a spring damping structure is usually provided between the bogie and the wheel shaft end 01, which results in the gear pair commutator 1 and the power generation structure 3 being unable to be connected by a rigid structure due to bumps, tilts, vibrations, shakes, rotations, etc. of the wheelset of the rail vehicle during driving.

[0059] See also Figure 3 As shown, the connection structure includes a flexible shaft core 2.2 and a flexible shaft sleeve 2.1 sleeved on the flexible shaft core 2.2;

[0060] A first sleeve joint 2.3 for being fixedly connected to the second gland 1.4 is installed at one end of the flexible shaft sleeve 2.1, and a second sleeve joint 2.4 for being fixedly connected to the power generation structure 3 is installed at the other end of the flexible shaft sleeve 2.1;

[0061] A first flexible shaft core joint 2.5 for connecting to the output shaft 1.6 is provided at one end of the flexible shaft core 2.2, and a second flexible shaft core joint 2.6 for connecting to the power generation structure 3 is provided at the other end of the flexible shaft core 2.2.

[0062] Preferably, the first flexible shaft core joint 2.5 is connected to the output shaft 1.6, and the second flexible shaft core joint 2.6 is connected to the main shaft of the generator in the power generation structure 3 through a coupling.

[0063] The above description is only the preferred embodiment of the utility model, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. A rail vehicle shaft end power generation device, characterized in that: It comprises a gear pair commutator (1), a connection structure, a power generation structure (3) and a power storage structure; One end of the gear pair commutator (1) is connected to the wheel shaft end (01) of the rail vehicle, and the other end of the gear pair commutator (1) is connected to the power generation structure (3) through a connecting structure, so as to transmit the rotational power and torque of the wheel shaft end (01) of the rail vehicle during travel to the power generation structure (3); The power generation structure (3) is arranged below the vehicle body of the rail vehicle and generates electricity based on the rotational power and torque of the wheel axle end (01); The power storage structure is connected to the power generation structure (3) and is used to store electricity during the power generation process of the power generation structure (3) and to provide power for the vehicle load.

2. The rail vehicle shaft end power generation device according to claim 1, characterized in that: The gear pair commutator (1) comprises a support (1.1), a housing assembly, an input shaft (1.5), an output shaft (1.6), a first spiral bevel gear (1.7) and a second spiral bevel gear (1.8); The support (1.1) is fixedly connected to the wheel axle end (01); The shell assembly comprises a shell (1.2) and a first gland (1.3) and a second gland (1.4) arranged on the shell (1.2); the shell (1.2) is arranged as a hollow L-shaped structure; the first gland (1.3) is arranged at one open end of the shell (1.2), and the second gland (1.4) is arranged at the other open end of the shell (1.2); The input shaft (1.5) is installed in the hollow structure of the housing (1.2), and one end of the input shaft (1.5) is fixedly connected to the support (1.1), and the other end of the input shaft (1.5) is rotatably connected to the housing (1.2); a first spiral bevel gear (1.7) is also installed on the input shaft (1.5), and the first spiral bevel gear (1.7) is fixedly connected to the input shaft (1.5) via a first flat key; The output shaft (1.6) is installed in the hollow structure of the housing (1.2) and is rotatably connected to the housing (1.2), and the angle between the central axis of the output shaft (1.6) and the central axis of the input shaft (1.5) is set to 0°-180°; and a second spiral bevel gear (1.8) is installed on the output shaft (1.6); The second spiral bevel gear (1.8) is fixedly connected to the output shaft (1.6) via a second flat key, and the second spiral bevel gear (1.8) is meshed with the first spiral bevel gear (1.7).

3. The rail vehicle shaft end power generation device according to claim 2, characterized in that: A first oil seal structure (1.9) is also provided on the first pressure cover (1.3), and a second oil seal structure (1.10) is also provided on the second pressure cover (1.4).

4. The rail vehicle shaft end power generation device according to claim 3, characterized in that: The first oil seal structure (1.9) and the second oil seal structure (1.10) are both configured as K-type skeleton oil seal structures.

5. The rail vehicle shaft end power generation device according to claim 4, characterized in that: The K-type skeleton oil seal structure is configured as a fluororubber structural member.

6. The rail vehicle shaft end power generation device according to any one of claims 1 to 5, characterized in that: The connection structure comprises a flexible shaft core (2.2) and a flexible shaft sleeve (2.1) sleeved on the flexible shaft core (2.2); A first sleeve joint (2.3) for being fixedly connected to a second gland (1.4) is installed at one end of the flexible shaft sleeve (2.1), and a second sleeve joint (2.4) for being fixedly connected to a power generation structure (3) is provided at the other end of the flexible shaft sleeve (2.1); A first soft shaft core joint (2.5) for connecting to an output shaft (1.6) is provided at one end of the soft shaft core (2.2), and a second soft shaft core joint (2.6) for connecting to a power generation structure (3) is provided at the other end of the soft shaft core (2.2).

7. The rail vehicle shaft end power generation device according to claim 6, characterized in that: The first flexible shaft core joint (2.5) is connected to the output shaft (1.6), and the second flexible shaft core joint (2.6) is connected to the main shaft of the generator in the power generation structure (3) via a coupling.

Images