CN212785056U

CN212785056U - Rail transit energy recovery system

Info

Publication number: CN212785056U
Application number: CN202021042752.1U
Authority: CN
Inventors: 苏乾坤; 卢野; 姚力; 庞玲; 江万红; 刘大园; 杨荣山; 杜华杨; 巫江; 王育恒; 邓希
Original assignee: China Railway Eryuan Engineering Group Co Ltd CREEC
Current assignee: China Railway Eryuan Engineering Group Co Ltd CREEC
Priority date: 2020-06-09
Filing date: 2020-06-09
Publication date: 2021-03-23
Anticipated expiration: 2030-06-09

Abstract

A rail transit energy recovery system is used for effectively and passively recovering train running energy through a rail and supplying power to equipment along a railway, such as railway lighting equipment, monitoring equipment and the like, so that energy is saved. The magnetic induction device comprises a track structure and train vehicles running on the track structure, wherein a first magnet group is fixedly arranged at the bottom of a train vehicle body, second magnet groups are longitudinally arranged in the track structure at intervals along a line, and the magnetic poles of opposite surfaces of the first magnet group and the second magnet group are opposite to each other to form a magnetic induction line; a conductor component is arranged between the first magnet group and the second magnet group, and two ends of the conductor component are connected with the energy storage equipment through leads to form a closed loop; the length directions of the first magnet group and the second magnet group and the axis of the conductor component are parallel to the width direction of the track structure.

Description

Rail transit energy recovery system

Technical Field

The utility model belongs to the track traffic system, concretely relates to track traffic energy recovery system.

Background

With the promotion of policies and measures for novel environmental protection and energy conservation, the energy recovery or conversion of railway tracks is increasingly emphasized. Under the precondition of not interfering the running of the train, the recovery, the conversion and the reutilization of energy in the track are realized, which is always a technical problem.

The current energy recovery measures of the track mainly include that vibration of a track slab or a track bed slab of the ballastless track is utilized to drive a coil to cut a magnetic field fixed in the track, so that current is formed in a closed loop and then collected into energy storage equipment, and the measures belong to active energy recovery of the track. Based on Faraday's law of electromagnetic induction, when a part of conductors of a closed circuit do motion of cutting magnetic induction lines in a magnetic field, current can be generated in the conductors, and the measure application of actively recycling energy of a track is mainly embodied in that the track vibration is utilized to drive a coil conductor to cut the magnetic induction lines, so that the current is collected again.

The existing railway network is more and more perfect, the train running density tends to be saturated on main trunk lines and urban rail traffic lines, and if the energy is passively recovered through the rails based on the Faraday's law of electromagnetic induction, the method is a great technical innovation.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the technical problem that a track traffic energy recuperation system is provided to effectively retrieve the energy of train operation passively through the track, for the power supply of equipment such as railway illumination, control along the railway, thereby the energy can be saved.

The utility model provides a technical scheme as follows that above-mentioned technical problem took:

the utility model discloses a track traffic energy recuperation system, including track structure and the train vehicle that moves on it, characterized by: the bottom of the train body is fixedly provided with a first magnet group, second magnet groups are longitudinally arranged in the track structure at intervals along the line, and the magnetic poles of the opposite surfaces of the first magnet group and the second magnet group are opposite to each other to form a magnetic induction line; a conductor component is arranged between the first magnet group and the second magnet group, and two ends of the conductor component are connected with the energy storage equipment through leads to form a closed loop; the length directions of the first magnet group and the second magnet group and the axis of the conductor component are parallel to the width direction of the track structure.

The second magnet group and the conductor component are fixedly arranged in the insulating protective cover, and the insulating protective cover is fixedly arranged in the track structure. Or the first magnet group and the conductor component are fixedly arranged in an insulating protective cover, and the insulating protective cover is fixedly arranged at the bottom of the train body.

The beneficial effects of the utility model are that, set up the first magnet group, the second magnet group that the magnetic pole is opposite on the train vehicle automobile body, in the track structure respectively, and set up the conductor component between the two, based on Faraday's law of electromagnetic induction, the train vehicle produces the electric current in the conductor component when moving, and collect to energy storage equipment through the wire, can effectively retrieve the train running energy passively through the track, for the power supply of equipment such as railway lighting, control along the line of train vehicle or circuit, thereby the energy can be saved; the magnetic field is particularly suitable for the two ends of a station or the sections of a long ramp and the like where the train needs to decelerate, and the magnetic field forms a reaction force for the train vehicle, thereby being beneficial to the deceleration of the train; the system is simple and convenient, green and environment-friendly, has strong implementability and has wide application prospect.

Drawings

The specification includes the following eight drawings:

fig. 1 is a schematic elevation view of an embodiment 1 of the rail transit energy recovery system of the present invention;

fig. 2 is a schematic plan view of an embodiment 1 of the rail transit energy recovery system of the present invention;

FIG. 3 is a cross-sectional view of the insulating protective cover of the embodiment 1 in the rail transit energy recovery system;

fig. 4 is a schematic elevation view of an embodiment 2 of the rail transit energy recovery system of the present invention;

fig. 5 is a schematic plan view of an embodiment 2 of the rail transit energy recovery system of the present invention;

FIG. 6 is a cross-sectional view of the insulating protective cover of embodiment 2 in the rail transit energy recovery system;

fig. 7 is a schematic elevation view of an embodiment 3 of the rail transit energy recovery system of the present invention;

fig. 8 is a schematic diagram of the rail transit energy recovery system of the present invention.

Structures and corresponding references in the drawings: the bogie comprises a bogie 10, a suspension system 11, wheels 12, a first magnet group 13, a steel rail 20, a sleeper 21, a railway ballast 22, an insulating protective cover 30, a second magnet group 31, a steel bar 32, a lead 33, an insulating clamping groove 34, a limiting clamp 35, an end cover 36, a second insulating protective cover 37, energy storage equipment 40, a sleeper block 50 and a track plate 51.

Detailed Description

Referring to fig. 1, fig. 4 and fig. 6, the first magnet group 13 of train vehicle bottom of body fixed mounting sets up second magnet group 31 along the vertical interval of line in track structure, and the magnetic pole of first magnet group 13, second magnet group 31 opposite face is opposite, forms the magnetic induction line. A conductor member is arranged between the first magnet group 13 and the second magnet group 31, and two ends of the conductor member are connected with the energy storage device 40 through a lead 33 to form a closed loop. The longitudinal direction of the first magnet group 13 and the second magnet group 31 and the axis of the conductor member are parallel to the width direction of the track structure, that is, the axis of the conductor member is perpendicular to the magnetic induction lines of the first magnet group 13 and the second magnet group 31. The conductor member is a steel bar 32 or a special-shaped coil, and the special-shaped coil is made of copper or materials which are easy to conduct electricity and have small resistance.

Referring to fig. 8, when the wheel 12 moves forward along the rail 20, the first magnet group 13 under the bogie 10 moves relative to the track structure, the first magnet group 13 and the second magnet group 31 arranged in the track structure at intervals form a magnetic field, a conductor member fixed in the magnetic field passively cuts a magnetic induction line in the magnetic field, and the generated current is collected to the energy storage device 40 through the lead 33, so that the train running energy can be effectively and passively recovered through the track, and the power can be supplied to devices along the track, such as railway lighting and monitoring devices, so as to save energy.

The second magnet group 31 and the conductor member are preferably arranged at the two ends of a station or at a section of a long slope or other sections where the train needs to be decelerated, and when the train passes through the sections, the attractive force between the first magnet group 13 and the second magnet group 31 acts on the train, so that the deceleration of the train is facilitated.

Example 1: is suitable for ballast tracks

Referring to fig. 1 to 3, the track structure is a ballast track composed of rails 20, sleepers 21 and ballast 22, the sleepers 21 are arranged at intervals along a line direction, and the rails 20 are fixedly installed on rail bearing grooves on the top surfaces of the sleepers 21. The insulating protective cover 30 is fixedly buried in the ballast 22 between two adjacent sleepers 21. In order to avoid large displacement or deflection of the position of the insulating protection cover 30, an insulating clamping groove 34 is fixedly arranged on one transverse side of the insulating protection cover 30, the insulating clamping groove 34 extends to the position below the sleeper 21, and the bottom of the sleeper 21 is clamped into the clamping groove. The conductor members are steel bars 32, and the steel bars 32 are connected in series.

Example 2: is suitable for ballastless track

Referring to fig. 4 to 6, the track structure is a ballastless track composed of a rail 20, tie blocks 50, and a track plate 51, the pair of tie blocks 50 are arranged at intervals in a line direction, and the rail 20 is fixedly installed on a rail bearing groove on the top surface of the tie block 50. The insulating protection cover 30 is fixedly arranged between the longitudinal end surfaces of the two adjacent track plates 51. The second magnet group 31 is packaged in a second insulating protection cover 37 and is buried between two adjacent sleepers 21 of the ballast track structure, or is fixedly installed between longitudinal end faces of two adjacent track plates 51 of the ballastless track structure.

The conductor component adopts the steel bar 32, the steel bar 32 on the same side forms series connection, and the two sides form parallel connection.

Example 3: is suitable for ballasted tracks and ballastless tracks

Referring to fig. 7, the first magnet group 13 and the conductor member are fixedly disposed in an insulating protection cover 30, and the insulating protection cover 30 is fixedly mounted on the bottom of the train car body. Preferably, the insulating protection cover 30 is fixedly mounted on the bottom surface of the train bogie 10. The conductor members are steel bars 32, and the steel bars 32 are connected in series.

In the above embodiments, the two horizontal inner walls of the insulating protection cover 30 are vertically provided with the limiting clamps 35 at intervals, and the steel bar 32 is fixedly installed in the limiting clamps 35. For maintenance, the top or bottom of the insulating protection cover 30 is provided with an end cap 36, and the end cap 36 is clamped with the body of the insulating protection cover 30.

The above description is only used for illustrating some principles of the rail transit energy recovery system of the present invention, and it is not intended to limit the present invention to the specific structure and application range shown and described, so all the corresponding modifications and equivalents that may be utilized all belong to the claims of the present invention.

Claims

1. A rail transit energy recovery system comprises a rail structure and train vehicles running on the rail structure, and is characterized in that: the bottom of the train body is fixedly provided with a first magnet group (13), second magnet groups (31) are longitudinally arranged at intervals along a line in the track structure, and the magnetic poles of the opposite surfaces of the first magnet group (13) and the second magnet group (31) are opposite to each other to form a magnetic induction line; a conductor component is arranged between the first magnet group (13) and the second magnet group (31), and two ends of the conductor component are connected with the energy storage equipment (40) through a lead (33) to form a closed loop; the length directions of the first magnet group (13) and the second magnet group (31) and the axis of the conductor component are parallel to the width direction of the track structure.

2. The rail transit energy recovery system of claim 1, wherein: the second magnet group (31) and the conductor component are fixedly arranged in the insulating protection cover (30), and the insulating protection cover (30) is fixedly arranged in the track structure.

3. The rail transit energy recovery system of claim 2, wherein: the track structure is a ballast track consisting of steel rails (20), sleepers (21) and ballast (22) of a track bed, the sleepers (21) are arranged at intervals along the line direction, and the steel rails (20) are fixedly arranged on rail bearing grooves on the top surfaces of the sleepers (21); the insulating protective cover (30) is fixedly buried in the ballast (22) of the track bed between two adjacent sleepers (21).

4. A rail transit energy recovery system as claimed in claim 3, wherein: insulating draw-in groove (34) are fixed to set up on horizontal one side of insulating protection cover (30), and insulating draw-in groove (34) extend to sleeper (21) down, and the bottom card of sleeper (21) is gone into in its draw-in groove.

5. The rail transit energy recovery system of claim 2, wherein: the track structure is a ballastless track consisting of steel rails (20), sleeper blocks (50) and track plates (51), the paired sleeper blocks (50) are arranged at intervals along the line direction, and the steel rails (20) are fixedly arranged on rail bearing grooves on the top surfaces of the sleeper blocks (50); the insulating protective cover (30) is fixedly arranged between the longitudinal end surfaces of the two adjacent track plates (51).

6. The rail transit energy recovery system of claim 1, wherein: the first magnet group (13) and the conductor component are fixedly arranged in an insulating protective cover (30), and the insulating protective cover (30) is fixedly arranged at the bottom of the train body; the second magnet group (31) is packaged in a second insulating protection cover (37) and buried between two adjacent sleepers (21) of a ballast track structure or fixedly installed between the longitudinal end faces of two adjacent track plates (51) of a ballastless track structure.

7. The rail transit energy recovery system of claim 6, wherein: the insulating protection cover (30) is fixedly arranged on the bottom surface of the train bogie (10).

8. A rail transit energy recovery system as claimed in claim 1, 2 or 6, wherein: the conductor component is a steel bar (32) or a special-shaped coil.

9. The rail transit energy recovery system of claim 2, wherein: the insulation protection cover is characterized in that limiting clamps (35) are vertically arranged on two transverse inner walls of the insulation protection cover (30) at intervals, steel bars (32) are fixedly installed in the limiting clamps (35), and the steel bars (32) are connected in series.

10. The rail transit energy recovery system of claim 9, wherein: an end cover (36) is arranged at the top end or the bottom end of the insulating protection cover (30), and the end cover (36) is clamped with the body of the insulating protection cover (30).