Auxiliary braking and energy collecting integrated device for railway line

Abstract

The utility model discloses an auxiliary braking and energy collecting integrated device for a railway line, which belongs to the technical field of rail transit and comprises an input device, a transmission device, a power generation device and an energy storage device which are sequentially connected. The transmission device and the power generation device are installed in the shell, and the shell is connected with the steel rail through a support. The auxiliary braking and energy collecting integrated device is researched on the basis of an existing retarder system, the designed auxiliary braking and energy collecting integrated device is installed between retarder bodies, driving safety is not affected, and part of kinetic energy generated when a train runs is converted into electric energy to be stored and applied while auxiliary braking and speed reduction are achieved. The device can rectify linear reciprocating motion into one-way rotating motion, obtains higher power output, efficiency and stability, not only can recycle part of energy of a train, but also can achieve the purpose of auxiliary braking, and solves the problem that when an existing train is braked, the braking efficiency is low. And large energy loss can be generated when auxiliary braking and speed reduction equipment along the railway works.

Description

Technical Field

[0001] This utility model belongs to the field of rail transit technology, specifically relating to an integrated auxiliary braking and energy harvesting device for railway lines. Background Technology

[0002] The safe and stable operation of both heavy-haul and high-speed railway systems relies heavily on the monitoring of Wireless Network Sensor Nodes (WSNs). Various sensors are needed on both the railway and vehicle sides to monitor the system's status in real time. Traditionally, WSN nodes are powered in two ways: lithium-ion batteries and grid power. Lithium-ion batteries suffer from drawbacks such as cumbersome manual battery replacement and electrochemical pollution. In remote areas, grid power inevitably suffers from energy loss and high costs due to long-distance power transmission. The power consumption of typical sensors ranges from microwatts to milliwatts, while numerous studies indicate that most energy harvesters have power outputs ranging from milliwatts to watts. To address these issues, many researchers have explored self-powered systems. Self-powered systems can recover available energy from the environment to power sensors, effectively promoting the green, intelligent, and safe development of rail transit.

[0003] Vehicle braking energy recovery during train braking, railway track vibration energy recovery, vehicle vibration energy recovery, and the application of various new energy technologies along railway lines are currently key research areas and hot topics for scholars both domestically and internationally. For auxiliary braking and deceleration equipment along railway lines (such as lightning auxiliary decelerators, deceleration jacks, and parking jacks), these devices experience considerable energy loss during operation, and how to collect and recover this lost energy is an urgent problem to be solved.

[0004] In response to the technical problem that the auxiliary braking and deceleration equipment along the railway line generates significant energy loss during the braking of existing trains, there is an urgent need to find a new integrated auxiliary braking and energy harvesting device for railway lines to recover the lost energy. Utility Model Content

[0005] In order to overcome the shortcomings of the prior art, the purpose of this utility model is to provide an integrated auxiliary braking and energy harvesting device for railway lines, so as to solve the technical problem that the auxiliary braking and deceleration equipment along the railway line will generate large energy loss when the existing train brakes.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] This utility model discloses an integrated auxiliary braking and energy harvesting device for railway lines, comprising an input device, a transmission device, a power generation device, and an energy storage device connected in sequence; the transmission device and the power generation device are installed inside a housing, and the housing is connected to the rail via a support.

[0008] Preferably, the input device includes a positioning plate, a flange mounted on the positioning plate and several spring assemblies, a guide rod passing through the flange and positioning plate and connected to the transmission device, and a top cover fixedly mounted on the other end of the guide rod.

[0009] More preferably, the flange is fixedly mounted on the positioning plate;

[0010] The spring assembly includes a main spring and several auxiliary springs. The main spring is located at the center of the positioning plate, and the auxiliary springs are symmetrically arranged on the positioning plate. One end of the spring assembly is connected to the top cover, and the other end is connected to the positioning plate.

[0011] More preferably, the positioning plate includes a main board and a plurality of balls mounted on the side of the main board. The side of the main board is provided with a plurality of ball holes, and the balls are placed in the ball holes; the lower side of the main board is connected to the outer shell.

[0012] The inner side of the top cover has several ball grooves that mate with the ball bearings, and the other side of the ball bearings mates with the grooves in the top cover; the bottom of the top cover has an anti-detachment baffle.

[0013] More preferably, 14 balls are symmetrically arranged on both sides of the motherboard, and correspondingly, 14 ball grooves are provided on the inner side of the top cover. The top cover achieves linear sliding through the cooperation of the balls and the ball grooves.

[0014] More preferably, the transmission device includes a fixed plate, a bearing seat mounted on the fixed plate, a first transmission rod mounted on the bearing seat, a one-way bearing, a bearing and a bevel gear set fixedly sleeved on the first transmission rod, a crank that cooperates with the one-way bearing, a cam that is movably connected to the crank, a connecting rod that is movably connected to the cam, a connecting seat that is hinged to the connecting rod, and the connecting seat is fixedly connected to the guide rod.

[0015] More preferably, the connecting seat, connecting rod, cam, crank, one-way bearing, bearing housing and bearing are all provided in pairs, and are distributed in a mirror image with the longitudinal section at the center of the first transmission rod axis as the plane of symmetry;

[0016] The crank has a keyway, and the one-way bearing engages with the crank via a flat key.

[0017] More preferably, the bevel gear set includes a first bevel gear fixedly sleeved on the first transmission rod and a second bevel gear connected to the power generation device; the axes of the first bevel gear and the second bevel gear are perpendicular to each other, and the first bevel gear and the second bevel gear mesh with each other.

[0018] More preferably, the power generation device includes a generator, a flywheel fixedly mounted on the main shaft of the generator, and a second transmission rod fixedly connected to the main shaft of the generator via a coupling, the second transmission rod being fixedly mounted on a second bevel gear.

[0019] More preferably, the second transmission rod is coaxial with the main shaft of the generator; the axis of the second transmission rod is coplanar with and perpendicular to the axis of the first transmission rod.

[0020] More preferably, the flywheel is a solid disc; the generator is a brushless DC generator; and the energy storage device is a supercapacitor used to store the electrical energy generated by the generator.

[0021] The fixed plate of the transmission device is fixedly connected to the outer casing; the positioning plate of the input device is fixedly connected to the outer casing; the bottom of the generator of the power generation device is fixedly connected to the bottom plate of the outer casing.

[0022] Compared with the prior art, the present invention has the following beneficial effects:

[0023] This utility model discloses an integrated auxiliary braking and energy harvesting device for railway lines. This device is an innovative research based on existing deceleration systems. The designed integrated auxiliary braking and energy harvesting device is installed between each deceleration top, without affecting train operation safety. While performing auxiliary braking and deceleration, it can convert part of the train's kinetic energy into electrical energy for storage and application. This utility model uses a guide rod to transfer part of the train's kinetic energy to a power generation device through a transmission device, achieving the energy harvesting function. Furthermore, when the train passes, the compressed spring assembly applies a reaction force to the wheels, thus achieving the auxiliary braking function. This prototype design is easy to install and can replace traditional deceleration equipment on existing lines. When the guide rod performs reciprocating linear motion, the connecting rod drives the crank to rotate through a bolt. The crank transmits the rotational motion to the first transmission rod through a one-way bearing. The first transmission rod converts the lateral rotation into longitudinal rotation through a bevel gear set, thereby transmitting energy to the power generation module. During this process, regardless of whether the guide rod's stroke is upward or downward, the transmission device can rectify the motion into unidirectional rotational motion. Compared with other transmission mechanisms, this solution improves energy harvesting efficiency and extends the service life of the structure. The transmission device drives the second transmission rod to rotate, which in turn drives the motor main shaft to rotate via a coupling. When the rotational speed of the second transmission rod exceeds the rotational speed of the motor main shaft, the flywheel disengages from the motor main shaft. When the rotational speed of the second transmission rod is less than the rotational speed of the motor main shaft, the motor shaft engages with the second transmission rod. Using a flywheel mechanical voltage regulator instead of a circuit voltage regulator improves the device's adaptability to complex environments, increases power generation efficiency, and extends motor life. Attached Figure Description

[0024] Figure 1 This is a three-dimensional structural diagram of the integrated auxiliary braking and energy harvesting device and track for railway lines disclosed in this utility model.

[0025] Figure 2 This is a schematic diagram of the structure of the integrated auxiliary braking and energy harvesting device for railway lines disclosed in this utility model;

[0026] Figure 3 This is a schematic diagram of the integrated auxiliary braking and energy harvesting device for railway lines disclosed in this utility model, with the top cover and outer shell removed.

[0027] Figure 4 This is a schematic diagram of the structure of the connecting seat, connecting rod, cam, crank and one-way bearing in the transmission device of this utility model;

[0028] Figure 5 This is a schematic diagram of the power generation device of this utility model;

[0029] Figure 6 This is a schematic diagram of the structure of the top cover after cutting.

[0030] Figure 7 This is a schematic diagram of the positioning plate structure of this utility model;

[0031] Figure 8 This is a schematic diagram showing the motion state of various parts of the transmission device when the guide rod moves downward.

[0032] Figure 9 This is a schematic diagram showing the motion state of various parts of the transmission device when the guide rod moves upward.

[0033] Figure 10 This is a schematic diagram of the working process of the integrated auxiliary braking and energy harvesting device for railway lines disclosed in this utility model.

[0034] Among them, 1-top cover, 2-outer shell, 3-guide rod, 4-main spring, 5-secondary spring, 6-flange, 7-positioning plate, 71-main plate, 72-ball bearing, 8-connecting seat, 9-connecting rod, 10-cam, 11-first transmission rod, 12-crank, 13-one-way bearing, 14-bearing seat, 15-bearing, 16-first bevel gear, 17-second bevel gear, 18-fixed plate, 19-second transmission rod, 20-coupling, 21-flywheel, 22-generator, 23-supercapacitor, 24-support. Detailed Implementation

[0035] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0036] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0037] The present invention will now be described in further detail with reference to the accompanying drawings:

[0038] This utility model discloses an integrated auxiliary braking and energy harvesting device for railway lines, comprising an input device, a transmission device, a power generation device, a housing 2, a support 24, and an energy storage device. The input device is connected to the transmission device, the transmission device is connected to the power generation device, and the power generation device is connected to the energy storage device.

[0039] Preferably, the input device includes a top cover 1, a guide rod 3, a spring assembly, a flange 6, and a positioning plate 7. One end of the guide rod 3 is fixedly connected to the top cover 1, and the other end of the guide rod 3 passes through the flange 6 and the positioning plate 7 and is connected to the transmission device. The flange 6 is fixed to the positioning plate 7 by bolts. The spring assembly includes a main spring 4 and four auxiliary springs 5. One end of the spring assembly is connected to the top cover 1, and the other end of the spring assembly is connected to the positioning plate 7. The positioning plate 7 includes a main plate 71 and a ball bearing 72. The lower side of the main plate 71 is connected to the outer shell 2. The side of the main plate 71 is provided with a ball bearing hole, and the ball bearing 72 is placed in the ball bearing hole. The inner side of the top cover 1 is provided with a ball bearing groove that mates with the ball bearing 72, and the other side of the ball bearing 72 mates with the groove in the top cover.

[0040] When this technical solution is adopted, when the train passes the device, the wheels press down on the top cover 1, the top cover 1 drives the spring assembly to compress, and the spring assembly applies a reaction force to the wheels through the top cover 1, thereby realizing the auxiliary braking function.

[0041] Preferably, the main spring 4 is located at the center of the positioning plate 7, and the four auxiliary springs 5 ​​are symmetrically arranged on the positioning plate 7.

[0042] Preferably, the main board 71 has 14 ball bearings 72 symmetrically arranged on both sides, and correspondingly, the top cover 1 has 14 ball bearing grooves on the inner side, so that the top cover 1 can achieve linear sliding through the cooperation of the ball bearings 72.

[0043] Preferably, the bottom end of the top cover 1 is provided with an anti-detachment baffle to prevent the top cover 1 from detaching.

[0044] After adopting this technical solution, the top cover 1 and the guide rod 3 can move up and down through the cooperation of the ball bearing 72 and the ball bearing groove, and the stroke is more stable, the installation gap is smaller, and the transmission efficiency is higher.

[0045] Preferably, the transmission device includes a connecting seat 8, a connecting rod 9, a cam 10, a first transmission rod 11, a crank 12, a one-way bearing 13, a bearing seat 14, a bearing 15, a bevel gear set, and a fixing plate 18. One end of each connecting seat 8 is fixedly connected to the guide rod 3, and the other end of each connecting seat 8 is hinged to the connecting rod 9. The connecting rod 9 is movably connected to the cam 10. The cam 10 is movably connected to the crank 12 via a bolt. The one-way bearing 13 mates with the bearing groove of the crank 12. The bearing seat 14 is fixedly connected to the fixing plate 18. The bearing 15 mates with the bearing seat 14. The one-way bearing 13 and the bearing 15 are fixedly sleeved on the first transmission rod 11. The bevel gear set includes a first bevel gear 16 and a second bevel gear 17. The first bevel gear 16 is fixedly sleeved on the first transmission rod 11, and the second bevel gear 17 is connected to the power generation device.

[0046] Preferably, there are two of each of the connecting seat 8, connecting rod 9, cam 10, crank 12, one-way bearing 13, bearing seat 14, and bearing 15, and they are distributed in a mirror image with the longitudinal section at the center of the axis of the first transmission rod 11 as the plane of symmetry.

[0047] Preferably, the crank 12 is provided with a keyway, and the one-way bearing 13 is engaged with the crank 12 via a flat key.

[0048] Preferably, the axes of the first bevel gear 16 and the second bevel gear 17 are perpendicular to each other, and the first bevel gear 16 and the second bevel gear 17 mesh with each other.

[0049] After adopting this technical solution, when the guide rods 3 on both sides move downward, the left guide rod 3 drives the left connecting rod 9 and the left cam 10 to rotate counterclockwise. Figure 3(Observing the device's movement from left to right), the left cam 10 drives the left crank 12 to rotate counterclockwise via a bolt. The left crank 12 meshes with the left one-way bearing 13, thereby driving the first transmission rod 11 to rotate counterclockwise. The corresponding symmetrical component on the right rotates clockwise, but the right one-way bearing 13 is idle and cannot drive the transmission shaft. At this time, the first transmission rod 11 drives the first bevel gear 16 to rotate counterclockwise, and the second bevel gear 17 meshes with the first bevel gear 16, thus transmitting the counterclockwise rotational motion to the power generation module. Similarly, when the guide rods 3 on both sides move upward, the right connecting rod 9 drives the right crank 12 to rotate via a bolt. The right crank 12 drives the first transmission rod 11 to rotate counterclockwise via the right one-way bearing 13, while the left one-way bearing 13 idles. The first transmission rod 11 transmits the counterclockwise rotational motion to the power generation module via the bevel gear set. In summary, regardless of whether the guide rod 3 travels upward or downward, the transmission device can rectify the up-and-down motion into unidirectional rotational motion. Compared with other transmission mechanisms, this solution improves energy harvesting efficiency and extends the service life of the structure.

[0050] Preferably, the power generation device includes a second transmission rod 19, a coupling 20, a flywheel 21, and a generator 22. The second bevel gear 17 of the transmission device is fixedly sleeved on the second transmission rod 19. The axis of the second transmission rod 19 is coplanar and perpendicular to the axis of the first transmission rod 11. The second transmission rod 19 is fixedly connected to the main shaft of the generator 22 through the coupling 20. The second transmission rod 19 and the main shaft of the generator 22 are coaxial. The flywheel 21 is fixedly sleeved on the main shaft of the generator 22.

[0051] Preferably, the flywheel 21 is a solid disc.

[0052] Preferably, generator 22 is a brushless DC motor.

[0053] With this technical solution, the transmission device drives the second transmission rod 19 to rotate counterclockwise. The second transmission rod 19 drives the motor main shaft to rotate via the coupling 20. When the rotational speed of the second transmission rod 19 is greater than the rotational speed of the motor main shaft, the flywheel 21 will disengage the motor main shaft. When the rotational speed of the second transmission rod 19 is less than the rotational speed of the motor main shaft, the motor shaft engages with the second transmission rod 19. In the above process, this solution uses mechanical voltage stabilization with the flywheel 21 instead of circuit voltage stabilization, which improves the adaptability of the device in complex environments, increases power generation efficiency, and extends the motor life.

[0054] Preferably, the energy storage device is a supercapacitor 23, which stores the electrical energy generated by the generator 22 in the power generation device through an energy recovery circuit.

[0055] With this technical solution, the supercapacitor 23 has a longer storage time than traditional energy storage devices and can be charged and discharged quickly, achieving both charging and power supply at the same time, making it more suitable for powering monitoring sensors.

[0056] Preferably, both the transmission device and the power generation device are installed inside the housing 2. The fixing plate 18 of the transmission device is fixedly connected to the housing 2, the positioning plate 7 of the input device is fixedly connected to the housing 2, and the bottom of the motor of the power generation device is fixedly connected to the bottom plate of the housing 2.

[0057] Preferably, one end of the support 24 is fixedly connected to the outer shell 2, and the other end of the support 24 is connected to the rail by bolts.

[0058] Preferably, the device is installed between two adjacent sleepers, the support 24 is fixed to the rail web by bolts, and the top cover 1 of the device is tightly attached to the inner side of the rail.

[0059] Example 1

[0060] An integrated auxiliary braking and energy harvesting device for railway lines includes: an input device, a transmission device, a power generation device, and an energy storage device connected in sequence. The transmission device and the power generation device are installed inside a housing 2, which is connected to the rail via a support 24. The input device effectively transfers a portion of the train's kinetic energy to the transmission device, which in turn drives the power generation device, realizing the conversion of the train's kinetic energy into electrical energy. This design not only improves energy harvesting efficiency but also enables the train to partially recover kinetic energy during operation, converting it into usable electrical energy, thus contributing to energy conservation and emission reduction in the railway system. The input device is compressed when the train passes, subsequently applying a reaction force to the wheels, thereby achieving auxiliary braking and helping to reduce train speed, especially in situations requiring deceleration or stopping, providing additional assurance for driving safety. The transmission device achieves rectification of the motion direction and efficient energy transfer. Regardless of the travel direction, the transmission device can convert reciprocating linear motion into unidirectional rotary motion, thereby improving the system's stability and service life. It is easy to install and can replace traditional deceleration equipment on existing lines without requiring large-scale modifications to the railway line. Furthermore, the device's compact structure and simple maintenance reduce long-term maintenance costs. By recovering the kinetic energy of a train during its journey and converting it into electricity, this device helps reduce energy consumption and carbon emissions, meeting current requirements for environmental protection and sustainable development.

[0061] Example 2

[0062] An integrated auxiliary braking and energy harvesting device for railway lines includes: an input device, a transmission device, a power generation device, and an energy storage device connected in sequence; the transmission device and the power generation device are installed inside a housing 2, which is connected to the rail via a support 24. The input device includes a positioning plate 7, a flange 6 mounted on the positioning plate 7, and several spring assemblies; a guide rod 3 passing through the flange 6 and the positioning plate 7 and connected to the transmission device; and a top cover 1 fixedly mounted on the other end of the guide rod 3. The transmission device includes a fixing plate 18, a bearing seat 14 mounted on the fixing plate 18, a first transmission rod 11 mounted on the bearing seat 14, a one-way bearing 13, a bearing 15, and a bevel gear assembly fixedly sleeved on the first transmission rod 11, a crank 12 cooperating with the one-way bearing 13, a cam 10 movably connected to the crank 12, a connecting rod 9 movably connected to the cam 10, and a connecting seat 8 hinged to the connecting rod 9; the connecting seat 8 is fixedly connected to the guide rod 3. The power generation device includes a generator 22, a flywheel 21 fixedly mounted on the main shaft of the generator 22, and a second transmission rod 19 fixedly connected to the main shaft of the generator 22 via a coupling 20. The second transmission rod 19 is fixedly mounted on a second bevel gear 17. The energy storage device is a supercapacitor 23, used to store the electrical energy generated by the generator 22. Through the guide rod 3 and spring assembly of the input device, the device can capture part of the kinetic energy during train operation. The guide rod 3 transmits the kinetic energy to the transmission device, which in turn drives the power generation device to generate electrical energy, realizing the recovery and reuse of kinetic energy and improving the energy utilization efficiency of the railway system. The transmission device uses mechanical components such as connecting rod 9, crank 12, cam 10, and bevel gear set to form a highly efficient and stable transmission system. Regardless of the travel direction of the guide rod 3, the transmission device can convert reciprocating linear motion into unidirectional rotational motion, ensuring the continuity and stability of energy transmission. This transmission mechanism improves energy harvesting efficiency and extends the service life of the device. When the train passes the device, the spring assembly is compressed and stores energy. Subsequently, the spring assembly releases energy, applying a reaction force to the wheel via guide rod 3 to achieve auxiliary braking. This function helps reduce train speed and improves driving safety, especially in situations requiring emergency deceleration or stopping. The power generation unit employs flywheel 21 mechanical voltage stabilization technology. When the rotational speed of the second transmission rod 19 exceeds the rotational speed of the generator 22 main shaft, flywheel 21 disengages the generator 22 main shaft to prevent overspeeding; when the rotational speed of the second transmission rod 19 is less than the rotational speed of the generator 22 main shaft, the motor shaft engages with the second transmission rod 19 to ensure stable power generation. This mechanical voltage stabilization method improves the device's adaptability to complex environments and reduces system instability and energy loss caused by speed fluctuations. The prototype device is easy to install and can replace traditional deceleration equipment on existing lines without requiring large-scale modifications to the railway line. Simultaneously, the device has a compact structure and is easy to maintain, reducing long-term maintenance costs. By recovering the kinetic energy generated during train operation and converting it into electrical energy, this device helps reduce energy consumption and carbon emissions.The energy storage device utilizes a supercapacitor 23, which is highly efficient and environmentally friendly, further promoting the green and sustainable development of the railway system. The use of a flywheel 21 mechanical voltage regulator instead of circuit voltage regulation reduces energy loss and motor wear that may result from circuit regulation. Simultaneously, a stable power generation process helps improve power generation efficiency and extend motor life.

[0063] Example 3

[0064] An integrated auxiliary braking and energy harvesting device for railway lines includes: an input device, a transmission device connected to the input device, a power generation device connected to the transmission device, and a supercapacitor 23 connected to the power generation device.

[0065] Figure 1 This is a three-dimensional structural diagram of the integrated auxiliary braking and energy harvesting device and track for railway lines disclosed in this utility model. Figure 2 This is a schematic diagram of the structure of the integrated auxiliary braking and energy harvesting device for railway lines disclosed in this utility model; Figure 3 This is a schematic diagram of the integrated auxiliary braking and energy harvesting device for railway lines disclosed in this utility model, without the top cover and outer shell. As can be seen, in this embodiment, the input device includes a top cover 1, guide rods 3, a spring assembly, a flange 6, and a positioning plate 7. One end of each guide rod 3 is fixedly connected to the top cover 1, and the other end of each guide rod 3 passes through the flange 6 and the positioning plate 7 to connect with the transmission device. The two flanges 6 are fixed to the positioning plate 7 with bolts. The spring assembly includes one main spring 4 and four auxiliary springs 5. One end of the spring assembly is connected to the top cover 1, and the other end is connected to the positioning plate 7. The positioning plate 7 includes a main plate 71 and ball bearings 72. The lower side of the main plate 71 is connected to the outer shell 2. The side of the main plate 71 has ball bearing holes, and the ball bearings 72 are placed in the ball bearing holes. The inner side of the top cover 1 has a ball bearing groove that mates with the ball bearings 72, and the other side of the ball bearings 72 contacts the groove in the top cover.

[0066] In this embodiment, the main spring 4 is located at the center of the positioning plate 7, and four auxiliary springs 5 ​​are symmetrically arranged on the positioning plate 7.

[0067] Figure 7 This is a schematic diagram of the positioning plate structure of this utility model; as shown Figure 7 As shown, in this embodiment, 14 balls 72 are symmetrically arranged on both sides of the positioning plate 7, and correspondingly, 14 ball grooves are provided on the inner side of the top cover 1, so that the top cover 1 can achieve linear sliding through the balls 72.

[0068] Figure 6 This is a schematic diagram of the structure of the top cover after cutting; as shown. Figure 6 As shown in this embodiment, the bottom end of the top cover 1 is provided with an anti-detachment baffle to prevent the top cover 1 from detaching.

[0069] In this embodiment, the transmission device includes a connecting seat 8, a connecting rod 9, a cam 10, a first transmission rod 11, a crank 12, a one-way bearing 13, a bearing seat 14, a bearing 15, a bevel gear set, and a fixing plate 18. One end of each of the two connecting seats 8 is fixedly connected to the guide rod 3, and the other end of each of the two connecting seats 8 is hinged to the connecting rod 9. The connecting rod 9 is movably connected to the cam 10. The cam 10 is movably connected to the crank 12 through a bolt. The one-way bearing 13 mates with the bearing groove of the crank 12. The bearing seat 14 is fixedly connected to the fixing plate 18. The bearing 15 mates with the bearing seat 14. The one-way bearing 13 and the bearing 15 are fixedly sleeved on the first transmission rod 11. There are two one-way bearings 13, which are respectively installed in the bearing grooves of the cranks 12 on both sides. There are two bearings 15, which are respectively installed in the bearing seats 14 on both sides. The bevel gear set includes a first bevel gear 16 and a second bevel gear 17. The first bevel gear 16 is fixedly sleeved on the first transmission shaft 11, and the second bevel gear 17 is connected to the power generation device.

[0070] Figure 4 This is a schematic diagram of the structure of the connecting seat, connecting rod, cam, crank and one-way bearing in the transmission device of this utility model; it can be seen that in this embodiment, there are two of each of the connecting seat 8, connecting rod 9, cam 10, crank 12, one-way bearing 13, bearing seat 14 and bearing 15, and they are distributed in a mirror image with the longitudinal section at the center of the axis of the first transmission rod 11 as the plane of symmetry.

[0071] In this embodiment, the crank 12 is provided with a keyway, and the one-way bearing 13 is engaged with the crank 12 via a flat key.

[0072] In this embodiment, the axes of the first bevel gear 16 and the second bevel gear 17 are perpendicular to each other, and the first bevel gear 16 and the second bevel gear 17 mesh with each other.

[0073] Figure 5 This is a schematic diagram of the power generation device of this utility model. As can be seen, in this embodiment, the power generation device includes a second transmission rod 19, a coupling 20, a flywheel 21, and a generator 22. The second bevel gear 17 of the transmission device is fixedly sleeved on the second transmission rod 19. The axis of the second transmission rod 19 is coplanar and perpendicular to the axis of the first transmission rod 11. The second transmission rod 19 is fixedly connected to the main shaft of the generator 22 through the coupling 20. The second transmission rod 19 and the main shaft of the generator 22 are coaxial. The flywheel 21 is fixedly sleeved on the main shaft of the generator 22.

[0074] In this embodiment, the flywheel 21 is a solid disc.

[0075] In this embodiment, generator 22 is a brushless DC motor.

[0076] In this embodiment, the supercapacitor 23 stores the electrical energy generated by the motor 22 in the power generation device through an energy recovery circuit.

[0077] In this embodiment, both the transmission device and the power generation device are installed inside the outer casing 2. The fixing plate 18 of the transmission device is fixedly connected to the outer casing 2, the positioning plate 7 of the input device is fixedly connected to the outer casing 2, and the bottom of the motor 22 of the power generation device is fixedly connected to the bottom plate of the outer casing 2.

[0078] In this embodiment, the support 24 is fixedly connected to the outer shell 2, the support 24 is fixed to the rail web position by bolts, and the device top cover 1 is tightly attached to the inner side of the rail head.

[0079] Figure 8 This is a schematic diagram showing the motion state of various parts of the transmission device when the guide rod moves downward. Figure 9 This is a schematic diagram showing the motion state of various parts of the transmission device when the guide rod moves upward. Figure 10 This is a schematic diagram illustrating the working process of the integrated auxiliary braking and energy harvesting device for railway lines disclosed in this utility model; it can be seen that the method of using this utility model is as follows:

[0080] The entire device is installed between two adjacent sleepers, with the support 24 bolted to the rail web and the top cover 1 tightly attached to the inside of the rail. The device operates in two phases as a train passes.

[0081] like Figure 8 As shown, the first stage of the operation of this utility model is the compression process. In this stage, the train wheelset presses down on the top cover 1, and the top cover 1 drives the spring assembly to compress. The spring assembly provides a reaction force, i.e., resistance, to the wheel through the top cover 1 to assist in deceleration. At the same time, the top cover 1 drives the guide rods 3 on both sides to move downwards. Then, the left guide rod 3 drives the left connecting rod 9 and the left cam 10 to rotate counterclockwise (observing the movement of the device from left to right). The left cam 10 drives the left crank 12 to rotate counterclockwise through the plug bolt. The left crank 12 meshes with the left one-way bearing 13, thereby driving the first transmission rod 11 to rotate counterclockwise. The corresponding symmetrical parts on the right rotate clockwise, but the right one-way bearing 13 is in an idle state and cannot drive the transmission shaft. At this time, the first transmission rod 11 drives the first bevel gear 16 to rotate counterclockwise. The second bevel gear 17 meshes with the first bevel gear 16, and then the second bevel gear 17 drives the second transmission rod 19 to rotate counterclockwise. After being stabilized by the flywheel 21, it drives the main shaft of the motor 22 to rotate counterclockwise to generate electricity.

[0082] like Figure 9As shown, the second stage of operation of this utility model is the extension process. In this stage, the wheelset leaves the top cover 1, the spring assembly rebounds, and the spring assembly drives the top cover 1 to move upward. The top cover 1 drives the guide rods 3 on both sides to move upward. The right guide rod 3 drives the right connecting rod 9 and the right cam 10 to rotate counterclockwise (observing the movement of the device from left to right). The right cam 10 drives the right crank 12 to rotate counterclockwise through the stop bolt. The right crank 12 meshes with the right one-way bearing 13, thereby driving the first transmission rod 11 to rotate counterclockwise. The corresponding symmetrical parts on the left rotate clockwise, but the left one-way bearing 13 is in an idle state and cannot drive the transmission shaft. At this time, the first transmission rod 11 drives the first bevel gear 16 to rotate counterclockwise. The second bevel gear 17 meshes with the first bevel gear 16, thereby driving the second transmission rod 19 to rotate counterclockwise. After being stabilized by the flywheel 21, it drives the main shaft of the motor 22 to rotate counterclockwise to generate electricity.

[0083] In summary, regardless of whether the guide rod 3 travels upward or downward, the transmission device can rectify the motion into counterclockwise rotational motion, and finally store the energy generated by the motor 22 through the supercapacitor 23.

[0084] The above content is only for illustrating the technical concept of this utility model and should not be construed as limiting the scope of protection of this utility model. Any modifications made to the technical solution based on the technical concept proposed in this utility model shall fall within the scope of protection of the claims of this utility model.

Claims

1. An integrated auxiliary braking and energy harvesting device for railway lines, characterized in that, It includes an input device, a transmission device, a power generation device and an energy storage device connected in sequence; the transmission device and the power generation device are installed inside the housing (2), and the housing (2) is connected to the rail through a support (24); The input device includes a positioning plate (7), a flange (6) mounted on the positioning plate (7) and several spring groups, a guide rod (3) passing through the flange (6) and the positioning plate (7) and connected to the transmission device, and a top cover (1) fixedly mounted on the other end of the guide rod (3). The transmission device includes a fixed plate (18), a bearing seat (14) mounted on the fixed plate (18), a first transmission rod (11) mounted on the bearing seat (14), a one-way bearing (13), a bearing (15) and a bevel gear set fixedly sleeved on the first transmission rod (11), a crank (12) installed in cooperation with the one-way bearing (13), a cam (10) movably connected to the crank (12), a connecting rod (9) movably connected to the cam (10), a connecting seat (8) hinged to the connecting rod (9), and the connecting seat (8) fixedly connected to the guide rod (3). The power generation device includes a generator (22), a flywheel (21) fixedly sleeved on the main shaft of the generator (22), and a second transmission rod (19) fixedly connected to the main shaft of the generator (22) via a coupling (20). The second transmission rod (19) is fixedly sleeved on the second bevel gear (17). The flywheel (21) is a solid disc; the generator (22) is a brushless DC generator; the energy storage device is a supercapacitor (23) used to store the electrical energy generated by the generator (22); The fixed plate (18) of the transmission device is fixedly connected to the outer shell (2); the positioning plate (7) of the input device is fixedly connected to the outer shell (2); the bottom of the generator (22) of the power generation device is fixedly connected to the bottom plate of the outer shell (2).

2. The integrated auxiliary braking and energy harvesting device for railway lines according to claim 1, characterized in that, The flange (6) is fixedly installed on the positioning plate (7); The spring assembly includes a main spring (4) and several auxiliary springs (5). The main spring (4) is located at the center of the positioning plate (7), and the auxiliary springs (5) are symmetrically arranged on the positioning plate (7). One end of the spring assembly is connected to the top cover (1), and the other end is connected to the positioning plate (7).

3. The integrated auxiliary braking and energy harvesting device for railway lines according to claim 1, characterized in that, The positioning plate (7) includes a main board (71) and a number of ball bearings (72) mounted on the side of the main board (71). The side of the main board (71) is provided with a number of ball bearing holes, and the ball bearings (72) are placed in the ball bearing holes. The lower side of the main board (71) is connected to the outer shell (2). The top cover (1) has several ball grooves on its inner side that cooperate with the ball (72), and the other side of the ball (72) cooperates with the top cover groove; the bottom of the top cover (1) is provided with an anti-detachment baffle.

4. The integrated auxiliary braking and energy harvesting device for railway lines according to claim 1, characterized in that, The connecting seat (8), connecting rod (9), cam (10), crank (12), one-way bearing (13), bearing seat (14) and bearing (15) are all provided in two, and are distributed in a mirror image with the longitudinal section at the center of the first transmission rod (11) axis as the plane of symmetry; The crank (12) is provided with a keyway, and the one-way bearing (13) is engaged with the crank (12) by a flat key.

5. The integrated auxiliary braking and energy harvesting device for railway lines according to claim 1, characterized in that, The bevel gear set includes a first bevel gear (16) fixedly sleeved on the first transmission rod (11) and a second bevel gear (17) connected to the power generation device; the axes of the first bevel gear (16) and the second bevel gear (17) are perpendicular to each other, and the first bevel gear (16) and the second bevel gear (17) mesh with each other.

6. The integrated auxiliary braking and energy harvesting device for railway lines according to claim 1, characterized in that, The second transmission rod (19) is coaxial with the main shaft of the generator (22); the axis of the second transmission rod (19) is coplanar with and perpendicular to the axis of the first transmission rod (11).

Images