SUBSTITUTION ENERGY GENERATION SYSTEM USE

BRAKINGPOWER OF TRAIN Technical Field [1] The present invention relates to a substitution energy generation system using the braking power of a train, and more particularly to a substitution energy generation system using the braking power of a train, which may stop the train by storing kinetic energy of the train in an energy storage means such as a spring and also generate power by use of the energy stored in the energy storage means. Background Art [2] Generally, a train is stopped using a brake device, and this brake device generally generates a braking power by means of frictional force so that the train may stop at a desired position. However, the brake device used for braking the train has a problem that kinetic energy of the train is consumed as frictional energy. [3] In addition, the brake device causes abrasion of components and significant iron dust caused by the abrasion so as to generate the frictional energy. The abrasion of components shortens life of the components, which requires much cost and time in repair and maintenance. In addition, the minute iron dust is harmful for passengers. [4] Thus, more interests are recently taken for techniques that may utilize the kinetic energy consumed as frictional energy when braking the train. [5] As an example, Korean Utility Model Registration No. 234259, entitled "Sub¬ stitution Energy Generation System" discloses a structure in which a bar for transferring power of a train to a generator is installed to the train itself and a DC generator is installed to a braking region so that kinetic energy of the train may be converted into electric energy due to the DC generator to make the train stopped slowly. [6] However, the structure of Korean Utility Model Registration No. 234259 has the following problems. [7] First, if a rotational speed is decreased far below a preset criterion speed, the generator cannot generate satisfactory power. If the speed of the train is decreased below a certain speed due to braking, the rotational speed of the generator having relation with the speed of the train is accordingly decreased below the preset criterion speed. Thus, the generated power of the generator is significantly deteriorated, so only a very small amount of the kinetic energy of the train is utilized. [8] Second, the power generation capability of the generator is sufficiently realized only when the rotational speed of the generator is kept in a suitable range. However, since bars are discontinuous between stocks of the train, the rotational speed of the generator is abruptly deteriorated at such positions, and in a worse case the rotation is completely stopped, which seriously deteriorates the power generation capability of the generator. In addition, noise generated when a front end of the bar is connected to the generator may spoil agreeable environments in passenger stocks. [9] Third, power is generated only when a train is moving, while power is not generated if a train is not moving. Thus, a separate electric condenser is needed to give continuous electric power. Such an electric condenser complicates the train equipments. In addition, the condenser deteriorates the entire efficiency of the generator, since efficiency of the condenser cannot be 100%. Disclosure of Invention Technical Problem [10] The present invention is designed to solve the above problems of the prior art, and therefore an object of the invention is to provide a substitution energy generation system using the braking power of a train, which may effectively utilize kinetic energy of the train by storing the kinetic energy of the train in an energy storage means such as a spring. Technical Solution [11] In order to accomplish the above object, the present invention provides a sub¬ stitution energy generation system using the braking power of a train, which includes a hooking loop installed to a bottom of the train; a power transmission unit for converting a linear motive energy of a moving loop moving with being hooked to the hooking loop into a rotational energy; a first energy storage means for storing the rotational force transferred through the power transmission unit into a spring; a gear unit provided with a flywheel for stably supplying the rotational force by means of elastic force of the spring stored in the first energy storage means; and a generator receiving the rotational force through the gear unit to generate electricity. Brief Description of the Drawings [12] Fig. 1 is a front view showing a train providing energy to an energy generation system according to the present invention; [13] Fig. 2 is a side view showing the train providing energy to the energy generation system according to the present invention; [14] Fig. 3 is a front view showing a power transmission unit of the energy generation system according to the present invention; [15] Fig. 4 is a front view showing a first energy storage means of the energy generation system according to the present invention; [16] Fig. 5 is a front view showing a second energy storage means of the energy generation system according to the present invention; and [17] Fig. 6 is a front view showing a fixing unit of the energy storage means of the present invention. Best Mode for Carrying Out the Invention [18] he present invention will be described in detail referring to the drawings. [19] Figs. 1 and 2 conceptually show a substitution energy generation system using the braking power of a train according to the present invention. The energy generation system of the present invention is installed to a braking region where a train 1 de¬ celerates and stops with moving along a moving path such as rails 2. The energy generation system may be installed in a space between the rails 2 or under the ground beneath the space. [20] The energy generation system of the present invention has a hooking loop 3 installed to a predetermined position of the train 1, and the hooking loop 3 is protruded a predetermined distance downward from the train 1. The installation position of the hooking loop 3 is preferably set to a rear portion of the train 1 based on its movement. If the train is long, the hooking loop 3 should be installed to a rear portion of the train since the train does not get derailed when a braking power is applied by the hooking loop 3 at the rear portion. [21] The hooking loop 3 may have a 'V or 'U' shape, seen in a movement direction of the train 1, but the hooking loop 3 may have other shapes if it may be hooked and coupled to a charger of an energy storage means, described later. [22] In addition, the hooking loop 3 may be fixed to the train 1 so that it may be kept at a predetermined fixed position, or it may also be moved to a selected position, namely initial and use positions, by means of manipulation of a driver or the like. [23] Meanwhile, the hooking loop 3 is connected to a moving loop 12 provided to a power transmission unit 10. The moving loop 12 is installed at a center of the rails 2 in a length direction, and an end of a guide groove 11 guiding the moving loop 12 is oriented downward. The end of the guide groove 11 is installed downward so that the moving loop 12 may be separated from the hooking loop 3 after being moved a pre¬ determined distance. [24] The power transmission unit 10 has a driving pulley 14 around which a rope 13 having the moving loop 12 is wound as shown in Fig. 3. A first clutch 15 operated by a first cylinder 15a is installed to one side of the driving pulley 14 so as to transfer a rotational force to a first energy storage means 20, while a second clutch 16 operated by a second cylinder 16a is installed to the other side of the driving pulley 14 so as to transfer a rotational force to a second energy storage means 30. [25] In addition, a third clutch 17 operated by a third cylinder 17a is installed to the other side of the first clutch 15 so as to transfer the energy stored in the second energy storage means 30 to the first energy storage means 20. [26] Thus, if the train 1 moves with the hooking loop 3 being contacted with the moving loop 12, the lope 13 is pulled to operate a first switch 11a and rotate the driving pulley 14. If the moving loop 12 operates a second switch lib, the first clutch 15 and the second clutch 16 are separated from each other. [27] Meanwhile, as a re winder for rewinding the driving pulley 14, a light weight 100 is provided to one side of the rope 101. Thus, when energy is generated, the weight 100 ascends, while, if energy generation is completed and the hooking loop 3 is separated from the moving loop 12, the weight 100 descends to rotate a drum 102 reversely so that the rope 13 is rewound. [28] If one end of any of first and second springs 28, 29 is released when the first switch 11a is in operation, the first clutch 15 is connected, while, if the first and second springs 28, 29 are all wound, the first clutch 15 is separated. [29] In addition, when the weight 32 is to be descended, the second clutch 16 is separated, while, the weight 32 is to be ascended, the second clutch 16 keeps its connection state. [30] Thus, the rotational force of the driving pulley 14 is stored in the first and second energy storage means 20, 30. [31] The first energy storage means 20 has a safety clutch 21 operated by a fourth cylinder 21a so as to selectively supply or isolate excessive power transferred through the first clutch 15 as shown in Fig. 4. When a limit switch 21b is operated, the fourth cylinder 21a is operated and thus the safety clutch 21 is operated, thereby isolating excessive power transmission. [32] Fifth and sixth clutches 22, 23 are respectively installed to an output of the safety clutch 21 so as to selectively supply or isolate rotational power toward the first and second springs 28, 29. The fifth and sixth clutches 22, 23 are installed to supply or isolate rotational force by means of a first operation bar 24a operated by a fifth cylinder 24. A reverse rotation prevention unit 23b for preventing reverse rotation is installed to one side of the safety clutch 21. [33] When a spring storing energy discharges energy, the speed is reduced below a criterion level, and if sensors 28a, 29a detect it, the reverse rotation prevention unit operates a shift switch 24 to transfer energy. At this time, the energy storage means losing a speed below a criterion level discharges unnecessary energy, so much energy is required for supplementing the consumed energy. The reverse rotation prevention unit 23b prevents generation of unnecessary energy so as to improve energy efficiency. [34] Meanwhile, first and second spring detection sensors 28a, 29a are respectively installed to the first and second springs 28, 29 so as to detect a winded or unwound state of the springs. [35] In addition, if a rotation force is transferred while the first and second springs 28, 29 are completely wound, first and second spring winding detection sensors 28b, 29b detect it so that a brake 10a is operated by a control signal of a computer to brake rotation of the driving pulley 14. [36] In addition, a seventh clutch 25 is installed to an output of the first spring 28, and a eighth clutch 26 is installed to an output of the second spring 29. The seventh and eighth clutches 25, 26 are installed to supply or isolate rotation force by means of a second operation bar 27a operated by a seventh cylinder 27. [37] In addition, a gear unit 40 for transferring a rotational force is installed to outputs of the seventh and eighth clutches 25, 26. A flywheel 41 is installed to the gear unit 40 so as to stabilize the rotational force. At an output of the gear unit 40, a generator 50 for generating electricity by using the rotational force is installed. [38] Thus, when energy is stored in the first energy storage means 20, one of the seventh and eighth clutches 25, 26 keeps its connection state, and one of the fifth and sixth clutches 22, 23 keeps its connection state. [39] If the first spring 28 connected to the fifth clutch 22 and the second spring 29 connected to the sixth clutch 23 are all wound, the fifth and sixth clutches 22, 23 are partially separated as the first operation bar 24a is operated by the fifth cylinder 24. The fifth cylinder 24 is operated according to a signal of the first and second spring detection sensors 28a, 29a. [40] As described above, when the energy stored in the first energy storage means 20 is transferred to the generator 50, the fifth and sixth clutches 22, 23 are partially separated, the seventh clutch 25 is connected and the eighth clutch 26 is separated. Then, the first spring 28 is unwound to generate a rotational force, and this rotational force is transferred to the generator 50 through the seventh clutch 25 and the gear unit 40 to generate electricity. [41] In addition, if the first spring 28 is completely unwound, the seventh clutch 25 is separated and the eighth clutch 26 is connected. Then, the second spring 29 is unwound to generate a rotational force, and this rotational force is transferred to the generator 50 through the eighth clutch 26 and the gear unit 40, thereby generating electricity. [42] At this time, since the gear unit 40 stably rotates by means of the flywheel 41, the generator 50 is rotated constantly. [43] Meanwhile, the second energy storage means 30 receiving a rotational force through the second clutch 16 has the weight 32 connected to the end of the wire 33 wound around a plurality of idle rolls 31 as shown in Fig. 5. Above and below the moving range of the weight 32, limit switches 34 are respectively installed to limit a moving distance of the weight 32. [44] Thus, if the driving pulley 14 is rotated with the second clutch 16 being connected thereto, the wire 33 is pulled by means of its rotational force. Thus, the weight 32 connected to the end of the wire 33 is moved upward. If the weight 32 is moved to operate the limit switch 34 installed above it, the second cylinder 16a is operated for isolation of the second clutch 16. [45] At this time, in order to prevent the weight 32 from descending, a fixing unit 37 is coupled around the outer circumference of the drum 35 around which the wire 33 is wound. [46] The fixing unit 37 has a stopper 37c selectively coupled to a protrusion 36 formed on the outer circumference of the drum 35 as shown in Fig. 6. The stopper 37c is elastically installed by means of a spring 37b, and the stopper 37c is operated by means of a solenoid 37a. [47] Thus, after the spring of the first energy storage means 20 is partially released, if the solenoid 37a is operated with the first and second clutches 15, 16 being separated with the third clutch 17 being connected, the stopper 37c is pulled to move the weight 32 downward and rotate the drum 35. [48] The rotational force generated by rotation of the drum 35 is transferred to the clutch 17 through a rotary shaft 38 and then to the safety clutch 21 installed to the first energy storage means 20. [49] The rotational force transferred to the safety clutch 21 as mentioned above is stored in the first or second spring 28, 29 of the first energy storage means 20, and then operates the generator 50 as mentioned above, thereby generating electricity. [50] Meanwhile, it is preferred that the system of the present invention generates energy and charges it in a separate condenser at a busy time when many trains run (at dawn, daytime or evening), and the electricity charged in the condenser is used at a free time when less trains run (at night). As mentioned above, use and charging of electricity may be controlled according to the amount of generated energy. Industrial Applicability [51] The system of the present invention has unique effects that energy generated when braking a train is stored and the stored energy is used to generate and charge electricity so as to reduce costs caused by use of electricity. [52] The system of the present invention may protect health of passengers not to inhaling iron dust and also prevent environmental pollution caused by ion dust since iron dust is not generated during braking. [53] Since the present invention generates electricity using the braking power of a train, it may prevent environments from being broken due to nuclear wastes from any nuclear plants for generating electricity. In addition, the present invention may reduce construction of dams for generating electricity, thereby capable of saving costs for con¬ struction of dams and protecting environments. [54] Meanwhile, the present invention may prevent keen noises or air pollution caused by iron dust, thereby allowing agreeable train tour.