Anti-icing and de-icing device for bundled conductors of overhead lines, spacer dampers for sub-conductors and system

Abstract

The present invention relates to the technical field of anti-icing and de-icing for overhead transmission lines, and provides an anti-icing and de-icing device for fixedly installing on split conductors of overhead transmission lines. The device includes a base, an electric drive assembly, a moving member, and an energy storage device. Among them, the electric drive assembly includes a motor and a clutch mechanism having a set separation state duration. The electric drive assembly drives the moving member to generate a displacement relative to the base through the clutch mechanism, and the energy storage device is arranged between the base and the moving member to accumulate and release potential energy. When the clutch mechanism is engaged, the acting force output by the motor drives the moving member to generate a displacement relative to the base through the clutch mechanism and accumulates potential energy in the energy storage device; when the clutch mechanism is separated, the clutch mechanism cuts off the driving force of the motor on the moving member, and the potential energy accumulated in the energy storage device is quickly released. The released potential energy acts on the sub-conductors of the split conductor through the corresponding connecting components, causing them to accelerate and shake off the ice covering the overhead transmission line.

Description

Technical Field

[0001] The present invention relates to the technical field of anti-icing and de-icing of bundled conductors of overhead lines, and particularly to an anti-icing or de-icing device for bundled conductors of overhead lines based on a clutch mechanism and an energy storage device, which is used for distributed fixed installation on the bundled conductors of overhead lines. Background Art

[0002] The problem of icing on overhead lines has always been one of the serious natural disasters in power systems at home and abroad. Severe icing on the lines will cause serious problems such as tower collapse and wire breakage, which affect the safe operation of the power grid. The shedding of ice will also cause the wire to jump off the ice, resulting in wire burns, fault tripping, etc. Affected by climatic conditions, micro-topography, micro-meteorology, and large-scale construction of the power grid, icing disasters have occurred frequently in recent years. In many areas, the load of transmission lines has increased due to rain, snow, and icing, resulting in events such as tower collapse, wire breakage, and fault tripping, as well as huge economic losses.

[0003] Generally speaking, the icing phenomenon of overhead line conductors is formed due to some specific meteorological reasons, which mainly include: factors such as temperature, humidity, cold and warm air convection, circulation, and wind speed. Supercooled water droplets in the atmosphere exist in a liquid form extremely unstably without crystallization nuclei. When they fall onto the conductors, the conductors will serve as crystallization nuclei. At the same time, with the action of heat exchange, the supercooled water droplets quickly condense and adhere to the conductors, forming ice. From the formation mechanism, icing can be divided into the following types: ① When the water vapor in the atmosphere is supersaturated and adheres to the conductors, it sublimes and condenses to form radial crystals, which are rime. During the formation process, the water droplets freeze before tightly combining with each other, and there are many voids or bubbles inside. The density of rime is small, relatively loose, and the adhesion to the conductors is relatively weak. ② Supercooled water droplets in the atmosphere form clear, smooth, and transparent ice on the windward side of the conductors, which is glaze. During the formation process, the water droplets freeze after tightly combining with each other, and the formed ice is smooth and tight, with a large density and strong adhesion to the conductors. ③ Supercooled water droplets form an ice layer with alternating transparent and opaque or similar frosted glass on the windward side, which is mixed glaze. The density of this type of icing is relatively large, and the adhesion to the conductors is relatively strong. Summary of the Invention

[0004] The hazards of icing on overhead lines mainly include two aspects: one is that the ice thickness far exceeds the design standard, which will lead to serious overload of the overhead line and cause tower collapse and wire breakage; on the other hand, during the de-icing process, the line is forced to stop due to the ice-jumping of the line, or the equipment such as wire fittings is damaged due to unbalanced de-icing of the conductor. The hazards of icing are obvious to all, and people are also striving to find methods for preventing and controlling icing that are economical, environmentally friendly, operable and practical. At present, the main methods for de-icing overhead lines are: thermal de-icing, manual or mechanical de-icing, hydrophobic coating, blasting de-icing and natural passive de-icing, etc. In addition, methods such as electric pulse de-icing, pulley scraping method, electromagnetic force impact de-icing, robot de-icing and laser de-icing have also developed rapidly. Although these methods have their own characteristics, there is currently a lack of an economical, practical, safe and effective de-icing method, and the research on this issue has always been one of the hot topics in the field of overhead transmission lines.

[0005] Two conditions are required for icing on overhead lines: one type belongs to conditions that are unchangeable or difficult to change, such as meteorological conditions like temperature, humidity, and wind speed. Obviously, once the line path is determined, the meteorological conditions are almost impossible to change, unless the line path is reselected, but this will require a high cost. The other type is that after meeting the corresponding meteorological conditions, the thickness of the ice layer needs to continuously grow and accumulate, that is, a development process over a certain time span under the combined action of various factors. The icing caused by such factors can be used to a certain extent for anti-icing and de-icing, mainly including two aspects: ① the necessary heat exchange process for supercooled water droplets or solid-liquid mixtures in the atmosphere to adhere to the wire. Without this process, the supercooled water droplets or solid-liquid mixtures in the atmosphere cannot form an accumulation effect by freezing on the wire; ② the necessary adhesion or adhesive force between the ice layers on the wire. According to the above analysis of the conditions for icing, the anti-icing and de-icing work can consider two aspects: ① destroying the heat exchange process required for supercooled water droplets or solid-liquid mixtures in the atmosphere to adhere to the wire. Common methods include thermal anti-icing methods such as the critical current method, photo-thermal, and electro-thermal coatings. ② changing the necessary adhesion or adhesive force between the ice layers on the wire. Common methods include various hydrophobic and water-repellent coatings, various thermal ice melting methods, and various mechanical de-icing methods. Based on condition ② for icing generation above, it is an obvious conventional idea to develop a device that directly applies a force to the ice on the wire to break the ice, and inventing a mechanical de-icing device (or robotic de-icing device) that works in the equipotential field (or ground potential field) of the wire (or overhead ground wire) is a conventional practice of this idea. The invention in this aspect has always been a hot and difficult point of research. The mechanical anti-icing and de-icing devices can be divided into mobile de-icing devices and fixed installation position (fixed type) de-icing devices according to whether the installation position relative to the wire (or overhead ground wire) changes during operation. The mobile de-icing device applies a force to the ice on the wire using mechanical components to break the ice layer during the reciprocating movement of the de-icing device on the wire, achieving the de-icing function. Because its working method is simple and obvious, most of the currently disclosed mechanical de-icing inventions focus on mobile de-icing devices. However, the difficulties in implementing this device are also obvious, mainly including two aspects: ① the difficulty of energy supply, whether it is by taking energy locally or by replacing the battery, is very difficult; ② the difficulty of the device crossing the inherent obstacles of the overhead line and the resulting reliability problems. The research on fixed de-icing devices is relatively less. The fixed de-icing device mainly makes the wire vibrate through mechanical vibration to shake off the ice on the wire.However, once ice forms on the conductor, especially glaze ice or mixed glaze ice, since it adheres very tightly, if the ice is simply broken by vibrating the conductor, the amplitude of vibration required for the conductor (or the force acting on the conductor) will be extremely difficult to achieve. In addition, the de-icing range is very limited. If distributed installations are adopted along the overhead line, the number of required devices will be extremely large, resulting in high economic costs. Therefore, the number of relevant literatures on ice prevention and removal devices with mechanically fixed installation positions is very limited. In fact, during the process of ice accumulation, there is a detail overlooked by existing literatures, that is: during the process of ice formation, although the ice formed by supercooled water condensing on the conductor (or overhead ground wire) adheres tightly, when the supercooled water dripping on the conductor (or overhead ground wire) has not yet solidified from the liquid state, a relatively small vibration amplitude can achieve a large range of ice prevention and removal, and ice prevention and removal or reduction of the severity of icing can be achieved with a relatively acceptable energy consumption level and the number of devices. Many inventions of ice removal devices with fixed installation positions, such as "An Ice Removal Device for Overhead Lines" (CA2444216 A1 / CA2444216C / US7310948B2), etc., have overlooked this detail. By making full use of the time process necessary for the gradual growth and accumulation of the ice layer on the conductor, interfering with or destroying the conditions or processes of ice accumulation, ice prevention and removal or reduction of the severity of icing can be achieved. Through the above further analysis of the ice formation mechanism and process of the conductor, it can be seen that mobile de-icing devices focus more on de-icing, which is a post-event measure, while fixed installations can be used for ice prevention, which can be a mid-event and pre-event measure. This provides a feasible idea for the ice prevention and removal method with a fixed installation position.

[0006] Based on the above analysis, the distributed installation of mechanical anti-icing and de-icing devices in fixed installation positions on overhead lines is similar to the principle of traditional manual de-icing, and is feasible. Moreover, compared with manual de-icing, it can also improve the degree of automation and work efficiency of anti-icing and de-icing to a certain extent. The difficulty mainly focuses on how to invent an anti-icing and de-icing device with low energy consumption, high efficiency, high reliability, high intelligence, and full compatibility with the existing tower line system under the actual situation of extremely harsh objective conditions. Generally speaking, whether the mechanical de-icing device is mobile or fixed, it must have a certain energy supply to complete its anti-icing and de-icing function. However, because the mechanical de-icing device and the conductor (or overhead ground wire) are in the same equipotential field (or ground potential field), it is not only very difficult to obtain energy, but also extremely limited. The invention of an anti-icing and de-icing device that meets the actual mechanical fixed installation position on site must be based on the objective constraint that the actual energy acquisition is extremely limited. It is necessary not only to deeply analyze the mechanism and process of ice formation, but also to comprehensively consider various objective factors that affect the anti-icing and de-icing effect. Only in this way can the working efficiency of the device under various working conditions be fully exerted. Comprehensively considering various factors, the work of the present invention mainly includes the following 6 aspects: ① Make full use of the time gap from supercooled water droplets to condensation into ice, focus on taking measures before and during the process, avoid the ice layer from being tightly adhered and frozen before removing the ice, and improve energy utilization efficiency; ② Improve the efficiency of energy use, use less energy supply, and maximize the force of each vibration acting on the conductor, that is: slowly accumulate potential energy, quickly release potential energy, and increase the energy released by the device at one time; ③ Reasonably control the frequency of the anti-icing and de-icing device action according to different ice types to save energy consumption; ④ Reduce the mass of the device itself, improve the energy density and power density of the device, minimize the impact of the device on the existing tower line system, and fully compatible with the existing tower line system to avoid solving old problems but also bringing new problems. ⑤ The device is used in harsh outdoor environments for a long time, and it is extremely difficult to install and remove. Therefore, the average trouble-free working time is extremely demanding, which requires the use of high-reliability devices as much as possible while minimizing the number of components. ⑥ Reduce the cost of the device and improve the economy of the device. In summary, in addition to requiring a stable and reliable source of energy supply, the mechanical fixed-mounted anti-icing and de-icing device also needs to solve the problem of rationally using the limited energy obtained, improving the efficiency of energy accumulation and energy release of the entire anti-icing and de-icing device, and improving the energy density and power density of the device. Some existing inventions and literature have made useful explorations in this area.

[0007] The invention "Device and Method for Removing Foreign Substances such as Snow and Ice from Overhead Lines" (CN1486525A) proposes a mechanical anti-icing and de-icing device with a fixed installation position. This invention selects an operable and controllable electromagnetic vibrator, which is semi-fixedly installed on the overhead line. The ice covering the wire is shaken off through the vibration of the electromagnetic vibrator. Among them, the selected vibrator is a mature existing product, such as the Wacker 400w ER type of the American company WACKER. Obviously, this invention does not fully consider the actual difficulties faced in energy extraction, but directly adopts existing mature products, which directly leads to the invention being almost unable to meet the actual needs and more is just putting forward an idea and concept. There are mainly two problems with using existing mature products for electromagnetic vibrators: ① The existing mature products do not consider the energy storage link, and the required energy consumption is much greater than the actually available energy; ② The vibration frequency of the existing electromagnetic vibrators is relatively high. Such a high vibration frequency not only causes excessive energy consumption but also causes too rapid attenuation of the vibration effect conduction. The de-icing range is very limited, especially between phases and between phase and ground. After passing through insulators or poles and towers, this high-frequency vibration will be almost completely attenuated and unable to achieve the required de-icing effect.

[0008] The inventions "Mechanical Vibration De-icing Device" (CN201417921Y), "Overhead Cable Air Explosion Vibration De-icing Device" (CN201549858U), and "An Overhead Ground Wire Mechanical Vibration Type De-icing Device" (CN201247941Y) are all mechanical anti-icing and de-icing devices installed manually, and their working principles are all to achieve the purpose of de-icing by driving the wire to vibrate through the device. The remarkable feature of this invention is that the energy supply is sufficient, the vibration amplitude of the wire is very large, and the de-icing effect is good. However, this invention also has some insurmountable disadvantages, such as: ① Chemical energy is used for energy supply (or energy storage), that is, explosives are pre-loaded. After the device is in place, the explosives are remotely detonated. Obviously, this method can generally only be used once or a few times. After exceeding the corresponding number of times, the explosives need to be reloaded, resulting in low efficiency; ② When de-icing, the device needs to manually launch a traction rope to hang the device on the wire that needs to be de-iced, which also leads to low working efficiency.

[0009] The invention "A Method and Device for Preventing High-Voltage Lines from Freezing and Hanging Snow" (CN101286628A) proposes a de-icing device that makes the wire vibrate through the vibration of a vibrator. The de-icing principle of this invention is also to shake off the ice covering the wire through vibration. Because the vibrator of this invention needs to conduct the vibration force to the overhead line through an insulating link that meets the insulation distance, the principle of this invention is simple but extremely difficult to implement. Especially for ultra-high voltage overhead lines, the insulating link may hardly be able to be hung on the overhead line tens of meters high from the ground. In actual operation, this device can be regarded as an upgraded version of manual de-icing.

[0010] The invention "A Power Line Gravity Impact Ice Removal Device and Its Application" (CN102638021A) proposes a line ice removal device that realizes gravity impact mainly through circuit devices. This invention uses an electromagnetic driver to upwardly tow or downwardly release a heavy object indirectly hung on the wire, thereby generating an impact force on the overhead line to shake off the ice covering the wire. This invention first obtains electrical energy from the wire carrying current using the principle of electromagnetic induction, and then stores the obtained electrical energy through a capacitor. After the capacitor is fully charged, by controlling the closing and opening of the circuit switch, the electromagnetic driver is driven to lift the heavy object upward and then release the heavy object downward, realizing the conversion of the gravitational potential energy of the heavy object into an impact force on the wire, so as to achieve the purpose of removing ice from the wire. The advantages of this invention are very prominent. ① The use of capacitor energy storage is convenient for quickly releasing the stored energy when the energy supply is insufficient, improving the power density of the device and the impact force on the line. ② It is very convenient to implement the control logic using active devices such as circuit switches, facilitating various operations such as lifting and releasing the heavy object. However, the deficiencies of this invention are also relatively obvious. ① The energy density of the capacitor is relatively small, requiring a large volume and weight, which affects the energy density and economy of the entire device. ② Circuit devices such as capacitors have relatively high requirements for the use environment. The outdoor operating environment of overhead transmission lines is likely to cause premature aging of the capacitors and loss of function. ③ Once the current increases, the cost of the circuit switch increases sharply, the weight of the device increases significantly, and at the same time, the economy and reliability become worse. ④ This invention realizes the transmission and cut-off of the acting force through the circuit, while the present invention adopts a mechanical mechanism, that is, a clutch mechanism, with relatively high reliability and greater practicality. ⑤ This invention uses the sudden change of the gravity of an additional object to generate a vibration effect, while the present invention uses an energy storage device to release energy to cause relative movement and acceleration between two sub-wires for ice prevention and ice removal, improving the energy density and power density of the device.

[0011] Inventions "Intelligent De-icing Device for Quad-Split Conductors" / "Intelligent De-icing Device for Six-Split Transmission Lines" (CN101414739B / CN 102983537B) utilize the property that the length of shape memory alloy changes with temperature to drive the cam to rotate, thereby causing a sudden change in the spacing between split conductors to achieve the effect of de-icing. However, Invention CN 101414739B does not explain how the ratchet and rack can be disengaged when the elastic forces of the shape memory alloy and the spring are in balance, which will directly affect the device's rapid return to the initial state. On the other hand, the inherent properties of shape memory alloy are restricted by the ambient temperature. When the temperature does not reach the threshold, the device cannot return to the initial state. Generally, during an icing process of overhead lines caused by weather changes, the device can only act once, and the low action frequency will greatly limit its application range. In addition, Invention CN102983537B does not explain how the entire device returns to the initial state, which means that the device can only act once after installation, which also greatly limits the use of the device.

[0012] The invention "An Overhead Line Deicing Device" (CA2444216A1 / CA2444216C / US7310948B2) discloses a deicing device fixedly installed on an overhead line. The device applies a force perpendicular to the conductor in the direction perpendicular to the axis of the overhead line conductor, causing the conductor to produce a lateral displacement and then suddenly release, thereby causing the overhead line conductor to vibrate laterally, thereby achieving the purpose of removing ice from the overhead line conductor. The device includes: an energy collection module, an energy storage module, a trigger mechanism, and an energy release module. Among them, the energy collection module is used to collect energy and convert the collected energy into mechanical energy or electrical energy for easy use. The energy storage module is used to store energy such as mechanical energy or electrical energy collected and converted by the energy collection module. The trigger module triggers the device to operate according to meteorological conditions and line conditions. The energy transmission module converts the energy obtained by the energy collection module or the energy stored in the energy storage module into mechanical energy or kinetic energy, and then transmits it to the overhead line to make it vibrate, thereby achieving anti-icing and deicing of the overhead line. Although the present invention is basically consistent with the starting point of the invention, whether from the claims or the specific implementation method, the device of the present invention has higher energy density and power density, more controllable working state, higher anti-icing and de-icing efficiency, and can meet more practical application scenarios. ① The problem solved by the invention is still de-icing, which is a post-measure and basically has no anti-icing function. It is difficult to apply to ice covered by sleet or mixed rime. Even if the ice is rime, if the action cycle of the device cannot be set or is set unreasonably, the corresponding ice thickness may be thicker, which may easily cause the line to shed ice and jump during the de-icing process, resulting in forced shutdown. Correspondingly, the working process of the device supporting the invention is also unreasonable. The triggering action conditions rely on meteorological conditions, ambient temperature and humidity or line conditions, making it difficult to achieve repeated triggering, with a low degree of controllability and difficult to control the action frequency of the device. ② The invention does not fully consider how to achieve the transmission / cutoff of force, energy accumulation / release and the switching between these states. The corresponding state conversion depends on meteorological conditions, conductor state, natural cooling of memory alloy, and vibration effect after the device is activated. The controllability is very low, and it loses its function in some cases, affecting the overall deicing efficiency and effect. ③ The device protected by the claims of the invention is more of a functional and conceptual explanation. The content is too broad, the disclosure is insufficient, and the implementation is not specific. It is difficult to be truly applied to the actual deicing of overhead lines. A lot of work is needed in the future to implement its concept and function to the device level. This is also confirmed to a certain extent by the current status of deicing of overhead lines. ④ Although the invention lists many examples of application, each of its designs has obvious defects. Some examples cannot work in some cases, and each example is difficult to implement in actual engineering.⑤Most of the examples do not adopt energy storage devices, nor are the connections and uses of energy storage devices reasonably designed. Although the requirements for energy supply are reduced to a certain extent, the energy density of the device is greatly reduced, resulting in extremely limited anti-icing and de-icing effects. In some other examples, although energy storage devices are adopted, the system structure design is redundant, the connections and uses of energy storage devices are not fully disclosed, the clutch mechanism returns to the engaged state and is prone to jamming, and the actual application scenarios are not fully considered, so the practicability is limited. ⑥The device of the invention has low reliability. Without considering the mechanical impact between the active component, the driven component and the motor after the stored energy is released, the device is prone to damage.

[0013] In order to solve the above technical problems or at least partially solve the above technical problems, the present invention discloses an anti-icing and de-icing device for fixedly installing on the bundled conductors of overhead transmission lines. The present invention takes the idea of using a mechanical contact clutch mechanism to switch between two states of storing potential energy and releasing potential energy of an energy storage device, and designs an anti-icing and de-icing device for fixedly installing on the bundled conductors of overhead transmission lines. By using the clutch mechanism, the output of force, torque or motion can be efficiently and controllably transmitted or cut off; by reasonably setting the duration of the separated state of the clutch mechanism, the controllability, reliability and application range of the device are improved; by adding an energy storage device between the base and the moving component, the energy density per unit mass of the device is increased. Using the engaged state of the clutch mechanism, potential energy is stored in the energy storage device arranged between the base and the moving component. Using the separated state of the clutch mechanism, the potential energy stored in the energy storage device is released to the sub-conductors of the bundled conductors, and the ice covering the overhead transmission line is shaken off. By repeating and cycling the above two states of engagement and separation, the purpose of anti-icing and de-icing of the overhead transmission line is achieved.

[0014] An anti-icing and de-icing device for bundled conductors of overhead lines provided by the present disclosure is used for fixedly installing on the bundled conductors of overhead transmission lines, and includes a base, an electric drive assembly, a moving component and an energy storage device;

[0015] The electric drive assembly is arranged on the base, and the electric drive assembly includes a motor and a clutch mechanism;

[0016] The clutch mechanism includes an input end, an output end, an active component and a driven component; the input end is connected to the active component, and the driven component is connected to the output end; there are only two mutually exclusive and controllable working states of engagement and separation between the active component and the driven component;

[0017] When the active component and the driven component are in the engaged state, the active component transmits force, torque or motion to the driven component; when the active component and the driven component are in the separated state, the transmission of force, torque or motion from the active component to the driven component is cut off;

[0018] The active component and the driven component have a set separation state duration;

[0019] The output of the motor is connected to the input end, and the output end is connected to the moving component;

[0020] The moving component is movably matched with the base, and the electric drive assembly drives the moving component to generate a displacement relative to the base through the clutch mechanism;

[0021] The energy storage device is arranged between the base and the moving component, and the base and the moving component are respectively connected to different sub-conductors of the split conductor through connecting components;

[0022] When the active component and the driven component are in the engaged state, the motor drives the moving component to generate a displacement relative to the base through the clutch mechanism, so that the energy storage device arranged between the base and the moving component accumulates potential energy;

[0023] When the active component and the driven component are in the separated state, the clutch mechanism cuts off the drive of the motor to the moving component. The moving component without drive moves relative to the base under the action of the restoring force of the energy storage device, and the potential energy accumulated in the energy storage device is released accordingly. The released potential energy acts on the sub-conductors of the split conductor through the connecting components, causing them to move and accelerate, and then shaking off the ice on the overhead line.

[0024] Optionally, a stop portion is provided on the base. The stop portion is arranged on the path of the relative movement of the moving component with respect to the base, and is used to form a stop or limit for the movement of the moving component when the energy storage device releases potential energy. The stop or limit causes the movement of the moving component relative to the base to suddenly stop, and then causes the sub-conductors of the split conductor to generate an acceleration.

[0025] Optionally, the base has a cavity, and the clutch mechanism, the energy storage device and the moving component are arranged in the cavity.

[0026] Optionally, it further includes a motor controller. The motor controller is electrically connected to the motor and is used to control the operation of the motor. The operations include rotation, stop and speed regulation.

[0027] Optionally, the separation state duration of the active component and the driven component is set by the motor controller.

[0028] Optionally, there are multiple energy storage devices.

[0029] Optionally, the energy storage device is a spring.

[0030] Optionally, the spring is an air spring, a column spring, a leaf spring or a disc spring.

[0031] Optionally, the potential energy stored or released between the base and the moving part further includes the tension potential energy between different sub-conductors and / or the gravitational potential energy of the sub-conductors themselves.

[0032] Optionally, the energy storage device is arranged between the base and the connecting part arranged on the moving part, or between different sub-conductors.

[0033] Optionally, the clutch mechanism adopts a manual clutch mechanism, and further includes a clutch control unit and a position switch. The clutch control unit is used to control the engagement and separation of the driving part and the driven part. The position switch is arranged on the base and used to obtain the position of the moving part. The clutch control unit manipulates the driving part and the driven part to enter the engaged or separated state according to the output of the position switch.

[0034] Optionally, the clutch mechanism adopts an automatic clutch mechanism;

[0035] The automatic clutch mechanism automatically enters the engaged or separated state by using the motion state of the driving part or the driven part and / or the change of its own structure;

[0036] A first engaging portion and a separating portion are provided on the driving part, and a second engaging portion is provided on the driven part. When the first engaging portion cooperates with the second engaging portion, the driving part and the driven part enter the engaged state. When the separating portion cooperates with the second engaging portion, the driving part and the driven part enter the separated state.

[0037] Optionally, the driving part is an incomplete gear, which is sequentially provided with a tooth section and a smooth section in the circumferential direction. The first engaging portion is the tooth section, and the separating portion is the smooth section; the driven part is a rack, and the second engaging portion is the tooth section on the rack.

[0038] Optionally, the driving part is an incomplete gear, which is sequentially provided with a tooth section and a smooth section in the circumferential direction. The first engaging portion is the tooth section, and the separating portion is the smooth section;

[0039] The driven part is a gear, and the second engaging portion is the tooth portion on the gear; or, the driven part is a gear set, and the second engaging portion is the tooth portion of the input gear of the gear set.

[0040] Optionally, the separation duration between the driving part and the driven part is set by the arc size of the smooth section of the incomplete gear.

[0041] Optionally, the clutch mechanism is a first clutch mechanism including a first incomplete gear and a first rack; the active component is the first incomplete gear, and the driven component is the first rack; the first engaging portion on the active component is the tooth segment of the first incomplete gear, and the separating portion on the active component is the smooth segment of the first incomplete gear; the second engaging portion on the driven component is the tooth portion on the first rack; the input shaft of the first incomplete gear is the input end, and the first rack is the output end;

[0042] The moving component is arranged on the first rack; the input shaft of the first incomplete gear is in transmission connection with the output shaft of the motor. The first incomplete gear has a tooth segment and a smooth segment. When the tooth segment of the first incomplete gear cooperates with the first rack, the active component is engaged with the driven component. When the smooth segment of the first incomplete gear cooperates with the first rack, the active component is separated from the driven component;

[0043] The separation state duration of the active component and the driven component of the first clutch mechanism is set by the radian size of the smooth segment of the first incomplete gear.

[0044] Optionally, the first clutch mechanism further includes a first complete gear set. The first incomplete gear is in transmission connection with the input gear of the first complete gear set, and the output gear of the first complete gear set is in transmission connection with the first rack.

[0045] Optionally, the clutch mechanism is a second clutch mechanism. The second clutch mechanism includes a first operating clutch mechanism, a first complete gear, and a second rack;

[0046] The output shaft of the motor is in transmission connection with the input end of the first operating clutch mechanism. The output end of the second clutch mechanism is arranged on the second rack; by using the cooperation between the first complete gear and the second rack, the rotational motion output by the first operating clutch mechanism is converted into the linear motion of the second rack; the moving component is arranged on the second rack;

[0047] The separation state duration of the active component and the driven component is set by the clutch control unit of the first operating clutch mechanism.

[0048] Optionally, the clutch mechanism is a third clutch mechanism including a second incomplete gear and a winding portion; the active component is the second incomplete gear, and the driven component is a winding portion with a complete gear at one end; the first engaging portion on the active component is a tooth segment of the second incomplete gear, and the separating portion on the active component is a smooth segment of the second incomplete gear; the second engaging portion of the driven component is a tooth segment of the complete gear at one end of the winding portion; the input shaft of the second incomplete gear is the input end, and one end of the winding portion is the output end;

[0049] The output of the motor is in driving connection with the input shaft of the second incomplete gear, a complete gear is provided at one end of the winding portion and cooperates with the second incomplete gear, and the winding portion is driven by the second incomplete gear to wind the flexible traction rope to pull the moving component to generate movement; the second incomplete gear has a tooth segment and a smooth segment, when the tooth segment of the second incomplete gear cooperates with the winding portion, the active component is engaged with the driven component, and when the smooth segment of the second incomplete gear cooperates with the winding portion, the active component is separated from the driven component;

[0050] The duration of the separation state between the active component and the driven component is set by the arc of the smooth section of the second incomplete gear.

[0051] Optionally, the third clutch mechanism includes a second complete gear set, and the second complete gear set is transmission-connected between the second incomplete gear and the winding portion.

[0052] Optionally, the clutch mechanism is a fourth clutch mechanism including a cam and a rocker rod cooperating with the cam; the active component is the cam, and the driven component is the rocker rod; according to the different rotation directions of the cam, the first engaging portion on the active component is the side where the cam profile protruding along the surface contacts the rocker rod, and the separating portion on the active component is the other part of the cam profile along the surface; the second engaging portion on the driven component is the surface portion where the rocker rod contacts the protruding part of the cam; the input shaft of the cam is the input end, and the end of the rocker rod connected to the moving component is the output end;

[0053] The input shaft of the cam is in driving connection with the output shaft of the motor. The swing rod is rotationally matched with the base through a rotating shaft, and the moving part is arranged on the swing rod. When the cam rotates under the drive of the motor and its protruding part rotates to contact the swing rod, the active part and the driven part enter the engaged state, and the moving part starts to rotate around the rotating shaft under the action of the driving force. The energy storage device, the leaf spring, between the base and the moving part accumulates potential energy. When the protruding part of the cam rotates away from contact with the swing rod, the active part and the driven part enter the separated state, and the moving part returns around the rotating shaft under the action of the restoring force of the leaf spring of the energy storage device.

[0054] Optionally, there are multiple swing rods, and the multiple swing rods are arranged on the base at a set interval.

[0055] Optionally, the action frequency of the anti-icing and de-icing device for bundled conductors of overhead lines is set by using the duration of the separated state of the active part and the driven part.

[0056] Optionally, the connecting part includes a first frame body and a second frame body. At least one wire clamp for connecting sub-conductors is provided on each of the first frame body and the second frame body. The first frame body is connected to the base, and the moving part is connected to the second frame body.

[0057] Optionally, both the first frame body and the second frame body have two ends. The first end of the first frame body is rotationally connected to the first end of the second frame body through a first rotating shaft. The second end of the first frame body is rotationally connected to the base through a second rotating shaft. The moving part and the second end of the second frame body are rotationally connected through a third rotating shaft.

[0058] Optionally, both the first frame body and the second frame body have two ends. The first end of the first frame body is rotationally connected to the first end of the second frame body through a first connecting plate by using a fourth rotating shaft and a fifth rotating shaft. The second end of the first frame body is rotationally connected to the second end of the second frame body through a second connecting plate by using a sixth rotating shaft and a seventh rotating shaft. The first end of the first frame body is rotationally connected to the base through the fourth rotating shaft, and the second end of the second frame body is rotationally connected to the moving part through the seventh rotating shaft.

[0059] Optionally, the first frame and the second frame both have two ends; the first end of the first frame is rotatably connected to the first end of the second frame via a first rotating shaft, and the second end of the first frame is rotatably connected to the second end of the second frame via a third connecting plate and a fourth connecting plate, using an eighth rotating shaft, a ninth rotating shaft, and a tenth rotating shaft; the base is rotatably connected to the first rotating shaft connecting the first frame and the second frame, and the moving component is rotatably connected to the ninth rotating shaft connecting the third connecting plate and the fourth connecting plate.

[0060] Optionally, the first frame and the second frame both have two ends; the first end of the first frame is slidably connected to the first end of the second frame, and the second end of the first frame is slidably connected to the second end of the second frame; the base is connected to the first frame, the moving part is connected to the second frame, and the energy storage device is connected between the first frame and the second frame.

[0061] Optionally, the connecting component includes three or more frames, two of which are respectively connected to different sub-wires, one of the two frames is connected to the base, and the other is connected to the moving component.

[0062] Optionally, there are multiple electric drive components, and the corresponding multiple bases and multiple moving parts are respectively connected to multiple different frames.

[0063] Optionally, a control module is also included, and the control module is used to control the multiple electric drive components to operate at a set timing and / or frequency.

[0064] Optionally, an energy acquisition module is further included, the energy acquisition module comprising one or more inductive power acquisition units installed on the conductor at the same potential, the inductive power acquisition unit is used to collect magnetic field energy around the conductor and convert it into electrical energy, and then provide the electrical energy to the electric drive component;

[0065] Alternatively, the energy acquisition module includes a photovoltaic panel and an energy storage capacitor or an energy storage battery connected to the photovoltaic panel.

[0066] Optionally, a plurality of the inductive power extraction units are connected in series and / or in parallel.

[0067] Optionally, the wire clamp is a swivel wire clamp.

[0068] Optionally, the inductive power extraction unit is arranged in a rotary clamp used for connecting sub-conductors.

[0069] Optionally, the electric drive assembly includes a speed change mechanism, and the speed change mechanism is transmission-connected between the motor and the clutch mechanism, or transmission-connected between the clutch mechanism and the moving part.

[0070] Optionally, the speed change mechanism has a reverse stop structure.

[0071] Optionally, the speed change mechanism is a mechanical speed change mechanism.

[0072] Optionally, the mechanical speed change mechanism adopts a gear speed change mechanism, a worm speed change mechanism or a planetary gear speed change mechanism.

[0073] Optionally, a communication module is further included, which is used to receive a master station or manual command, or communicate or relay communication between different devices.

[0074] Optionally, an acceleration sensor is further included, and the acceleration sensor is used to detect the acceleration of the base or the moving part, and compare the detected acceleration with a set acceleration threshold value to form status information.

[0075] The present disclosure also provides a spacer for anti-icing and de-icing of bundled conductors of overhead lines, which is used for fixedly installing on the bundled conductors of overhead lines, and includes a spacer body for bundled conductors of overhead lines and at least one anti-icing and de-icing device for bundled conductors of overhead lines as described above installed on the spacer body for bundled conductors of overhead lines.

[0076] The present disclosure also provides an anti-icing and de-icing system for bundled conductors of overhead lines, which is used for fixedly installing on the bundled conductors of overhead lines, and is characterized in that it includes a plurality of anti-icing and de-icing devices for bundled conductors of overhead lines as described above or a plurality of spacers for anti-icing and de-icing of bundled conductors of overhead lines as described above, and the plurality of anti-icing and de-icing devices for bundled conductors of overhead lines or the plurality of spacers for anti-icing and de-icing of bundled conductors of overhead lines are distributed and installed on the bundled conductors of overhead lines.

[0077] Optionally, a control system is further included, and the control system is used to control the plurality of anti-icing and de-icing devices for bundled conductors of overhead lines or the plurality of spacers for anti-icing and de-icing of bundled conductors of overhead lines to act according to a set time sequence and / or frequency.

[0078] An anti-icing and de-icing device for fixedly installing on a bundled conductor of an overhead transmission line provided by the present disclosure. The device includes a base, an electric drive assembly, a moving member, and an energy storage device. Among them, the electric drive assembly includes a motor and a clutch mechanism with a set separation state duration. The electric drive assembly drives the moving member to generate a displacement relative to the base through the clutch mechanism, and the energy storage device is arranged between the base and the moving member to store and release potential energy. When the clutch mechanism is engaged, the acting force output by the motor drives the moving member to generate a displacement relative to the base and stores potential energy in the energy storage device; when the clutch mechanism is separated, the clutch mechanism cuts off the driving force of the motor on the moving member, and the potential energy stored in the energy storage device is quickly released. The released potential energy acts on the sub-conductors of the bundled conductor through corresponding connecting members, causing them to accelerate and shake off the ice covering the overhead transmission line. Description of the Drawings

[0079] The drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with the present invention and used together with the specification to explain the principles of the present invention.

[0080] To more clearly illustrate the technical solutions in the embodiments of the present invention or in the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0081] Figure 1 An anti-icing and de-icing device between two sub-conductors based on the first clutch mechanism;

[0082] Figure 2 Schematic diagram of the structure of the first clutch mechanism;

[0083] Figure 3 Schematic diagram of the structure of the second clutch mechanism;

[0084] Figure 4 A second example of an anti-icing and de-icing device between two sub-conductors based on the first clutch mechanism;

[0085] Figure 5 An anti-icing and de-icing device between two sub-conductors based on the third clutch mechanism;

[0086] Figure 6 Schematic diagram of the third clutch mechanism and its moving member;

[0087] Figure 7 Front view of the third clutch mechanism;

[0088] Figure 8 Transmission schematic diagram of the third clutch mechanism;

[0089] Figure 9 An anti-icing and de-icing device between two sub-conductors based on a fourth clutch mechanism;

[0090] Figure 10 An anti-icing and de-icing spacer for four-conductor bundled conductors based on a fourth clutch mechanism;

[0091] Figure 11 A working schematic diagram of an inductive power-taking unit;

[0092] Figure 12 A circuit schematic diagram of an inductive power-taking unit;

[0093] Figure 13 A swivel clamp with an internal inductive power-taking unit;

[0094] Figure 14 An anti-icing and de-icing spacer for four-conductor bundled conductors that uses relative rotation of the frame;

[0095] Figure 15 An anti-icing and de-icing spacer for four-conductor bundled conductors that uses relative torsion of the frame;

[0096] Figure 16 An anti-icing and de-icing spacer for four-conductor bundled conductors that uses the cooperation of four rotating shafts and the rotation of the frame;

[0097] Figure 17 An anti-icing and de-icing spacer for four-conductor bundled conductors that uses relative telescoping of the frame;

[0098] Figure 18 An anti-icing and de-icing spacer for three-conductor bundled conductors that uses relative rotation of the frame;

[0099] Figure 19 A cross-shaped anti-icing and de-icing spacer for four-conductor bundled conductors with relative movement between frames;

[0100] Figure 20 An anti-icing and de-icing spacer for four-conductor bundled conductors that uses multi-link plates and multi-rotating shafts to achieve anti-icing and de-icing;

[0101] Figure 21 An anti-icing and de-icing device between two sub-conductors implemented using multi-link plates;

[0102] Figure 22 A working flow chart of a split-conductor anti-icing and de-icing device based on a clutch mechanism and an energy storage device.

[0103] Reference signs:

[0104] 1. Base; 2. Electric drive assembly; 3. Moving part; 4. Energy storage device; 5. Motor; 8. Flexible traction rope; 10. First clutch mechanism; 11. Second clutch mechanism; 12. Third clutch mechanism; 13. Fourth clutch mechanism; 15. First operating clutch mechanism; 101. First incomplete gear; 1011. Input shaft of the first incomplete gear 101; 102. First rack; 103. Second incomplete gear; 104. Second complete gear set; 105. Winding shaft; 106. Cam; 107. Swing rod; 51. Output shaft of the motor 5; 501. First complete gear; 5011. Input shaft of the first complete gear 501; 502. Second rack; 701. First frame (connected to the base 1); 702. Second frame (connected to the moving part 3); 703. Line clamp (connected to the sub-conductor); 704. Third frame; 705. Fourth frame; 706. Fifth frame; 707. Sixth frame; 708. Seventh frame; 709. Eighth frame; 70. Inductive power taking unit; 71. Iron core of the inductive power taking unit; 72. Secondary coil of the inductive power taking unit; 73. Primary coil of the inductive power taking unit (i.e., the sub-conductor); 74. Rotary line clamp with built-in inductive power taking unit; 801. First rotating shaft; 802. Second rotating shaft; 803. Third rotating shaft; 804. Fourth rotating shaft; 805. Fifth rotating shaft; 806. Sixth rotating shaft; 807. Seventh rotating shaft; 808. Eighth rotating shaft; 809. Ninth rotating shaft; 810. Tenth rotating shaft; 811. Eleventh rotating shaft; 812. Twelfth rotating shaft; 813. Thirteenth rotating shaft; 814. Fourteenth rotating shaft; 815. Fifteenth rotating shaft; 816. Sixteenth rotating shaft; 817. Seventeenth rotating shaft; 818. Eighteenth rotating shaft; 819. Nineteenth rotating shaft; 820. Twentieth rotating shaft; 821. Twenty-first rotating shaft; 822. Twenty-second rotating shaft; 823. Twenty-third rotating shaft; 824. Twenty-fourth rotating shaft; 825. Twenty-fifth rotating shaft; 826. Twenty-sixth rotating shaft; 827. Twenty-seventh rotating shaft; 828. Twenty-eighth rotating shaft; 901. First connecting plate; 902. Second connecting plate; 903. Third connecting plate; 904. Fourth connecting plate; 905. Fifth connecting plate; 906. Sixth connecting plate; 907. Seventh connecting plate; 908. Eighth connecting plate; 909. Ninth connecting plate; 910. Tenth connecting plate; 911. Eleventh connecting plate; 912. Twelfth connecting plate. Detailed implementation manners

[0105] In order to more clearly understand the above objects, features and advantages of the present invention, the solutions of the present invention will be further described below. It should be noted that, without conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0106] In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. However, the present invention may be practiced in other ways different from those described herein. Obviously, the embodiments in the specification are only a part of the embodiments of the present invention, rather than all of the embodiments.

[0107] As Figure 1 、 4 、5, 9, 10, 14, 15, 16, 17, 18, 19, 20, 21 show, an anti-icing and de-icing device for bundled conductors of overhead lines based on a clutch mechanism and an energy storage device provided by an embodiment of the present invention is used for fixedly installing on the bundled conductors of an overhead transmission line, and includes a base 1, an electric drive assembly 2, a moving member 3, and an energy storage device 4. The electric drive assembly 2 is arranged on the base 1, and the electric drive assembly 2 includes a motor 5 and a clutch mechanism. The clutch mechanism includes an input end, an output end, a driving member, and a driven member; the input end is connected to the driving member, and the driven member is connected to the output end. There are only two mutually exclusive and controllable working states between the driving member and the driven member, namely engagement and separation. When the driving member and the driven member are in the engaged state, the driving member transmits force, torque, or motion to the driven member; when the driving member and the driven member are in the separated state, the transmission of force, torque, or motion from the driving member to the driven member is cut off. The driving member and the driven member have a set separation state duration.

[0108] The motor 5 is connected to the input end, and the output end is connected to the moving member 3. The moving member 3 is movably matched with the base 1, and the electric drive assembly 2 drives the moving member 3 to generate a displacement relative to the base 1 through the clutch mechanism. The energy storage device 4 is arranged between two components that generate relative motion, namely the base 1 and the moving member 3. Connecting components are arranged on the base 1 and also on the moving member 3. The connecting components are used for connecting the sub-conductors of the bundled conductors, and the connecting components can transmit the force generated by the relative motion between the base 1 and the moving member 3 to the bundled conductors. When the driving member and the driven member are in the engaged state, the force output by the motor 5 drives the moving member 3 to generate a displacement relative to the base 1 through the clutch mechanism, so that the energy storage device 4 arranged between the base 1 and the moving member 3 accumulates potential energy. When the driving member and the driven member are in the separated state, the clutch mechanism cuts off the drive of the motor 5 to the moving member 3. The moving member 3 that loses the drive moves rapidly relative to the base 1 under the action of the restoring force of the energy storage device 4, and the potential energy accumulated in the energy storage device 4 is rapidly released. The released potential energy acts on the sub-conductors of the bundled conductors through the connecting components, causing them to move and accelerate, and further shaking off the ice covering the overhead line.

[0109] In some instances, a stop portion is provided on the base 1. The stop portion is arranged on the path along which the moving member 3 moves relative to the base 1 and is used to stop or limit the movement of the moving member 3 when the energy storage device 4 releases potential energy. The stop or limit causes the movement of the moving member 3 relative to the base 1 to suddenly stop, thereby causing the sub-conductors of the bundled conductor to generate acceleration. The base 1 preferably has a cavity structure, and the clutch mechanism, the energy storage device 4 and the moving member 3 are arranged in the cavity to improve the reliability of the lifting device when working in the harsh outdoor environment for a long time. In some instances, by adding a motor controller electrically connected to the motor 5, the operation of the motor 5 can be conveniently controlled, that is: forward rotation, reverse rotation, stop, and the adjustment of the motor speed. Further, the duration of the separation state between the active component and the driven component can also be set through the motor controller. In some instances, using the duration of the separation state between the active component and the driven component, the action frequency of the bundled conductor anti-icing and de-icing device for overhead lines can be set. If the number of the electric drive assemblies 2 is multiple, the control module can also be used to control the multiple electric drive assemblies 2 to act in a set timing and / or frequency to be applicable to different usage scenarios. The energy storage device 4 generally selects a spring, which can be one or more. The spring preferably selects one or more of an air spring, a column spring, a leaf spring, a disc spring or a torsion spring. In addition to the elastic potential energy of the energy storage device 4, the potential energy accumulated or released between the base 1 and the moving member 3 also includes the tension potential energy between the sub-conductors and / or the gravitational potential energy of the sub-conductors themselves. Correspondingly, the energy storage device 4 can also be arranged between the connection members provided on the base 1 and the moving member 3, or arranged between different sub-conductors.

[0110] The electric drive assembly 2 includes a motor 5 and a clutch mechanism. Among them, the clutch mechanism is a key component of the present invention. In the present invention, the clutch mechanism is a transmission mechanism for controllable force, torque or motion. The clutch mechanism includes an input end, an output end, a driving component and a driven component. The input end is connected to the driving component, and the driven component is connected to the output end. There are only two mutually exclusive and controllable working states between the driving component and the driven component, namely engagement and separation. When the driving component and the driven component are in the engaged state, the driving component and the driven component are mechanically connected for the driving component to transmit force, torque or motion to the driven component. When the driving component and the driven component are in the separated state, the mechanical connection between the driving component and the driven component is cut off, that is, the transmission of force, torque or motion from the driving component to the driven component is cut off. It should be noted that: ① Since a clutch mechanism may include multiple driving components and driven components, and the driving components and driven components can be one-to-many or many-to-one, the above-mentioned engaged or separated state refers specifically to a pair of driving components and driven components. However, when a clutch mechanism has only one pair of driving components and driven components, then the engaged or separated state of the driving component and the driven component is the state of the clutch mechanism. Without causing confusion, the state of the clutch mechanism is equivalent to the state between a pair of driving components and driven components. ② The above-mentioned "controllable" is relative to "random" or "occurring with a certain probability", that is, when the determined conditions are met, the state between the driving component and the driven component is also determined. ③ Under normal working conditions, when the driving component and the driven component are engaged, the transmission direction of force, torque or motion is unidirectional. However, when the resistance of the driven component is greater than the driving force of the driving component, the transmission direction will reverse, which may damage the device. Therefore, sufficient margin needs to be reserved in the design stage to ensure the unidirectional transmission from the driving component to the driven component in various situations.

[0111] According to different control methods, the clutch mechanism is divided into a manually-operated clutch mechanism and an automatic clutch mechanism. The manually-operated clutch mechanism makes the clutch mechanism enter the engaged or disengaged state by operating the engaging element. Among them, the engaged and disengaged states can generally be switched at any time according to needs. According to different control mechanisms of the manually-operated clutch, it can be divided into a mechanical clutch, an electromagnetic clutch, a hydraulic clutch, and a pneumatic clutch. According to the state of the clutch mechanism after removing the operating force, it can be divided into a normally-open clutch and a normally-closed clutch. According to whether there is damping during the process of the driving part and the driven part transmitting force or motion, it can be divided into a clutch with damping effect and a clutch without damping effect, that is, an elastic clutch and a rigid clutch. In the manually-operated clutch mechanism, the clutch control unit is a control module that controls the engagement or disengagement of the clutch mechanism. The engagement or disengagement actions of the driving part and the driven part are completed by the clutch control unit and its related control mechanisms. Different types of control mechanisms of the manually-operated clutch mechanism correspond to different clutch control units. For example, the clutch control unit of an electromagnetic clutch is the general term for the electromagnetic coil that controls the engagement and disengagement of the clutch and its control circuit. Corresponding to the clutch control unit is the clutch mechanical unit, that is, the mechanical components in the clutch mechanism that transmit force, torque, or motion, including the driving part, the driven part, the input end, the output end, etc. Obviously, the control of the manually-operated clutch mechanism is highly flexible and has a wide range of applications. However, the control cost is also very high. For the control of its engaged and disengaged states, active control is generally required, and passive control is almost impossible to achieve. In the field of automotive engineering, common electromagnetic clutches, friction clutches, and hydraulic clutches all adopt active control solutions. Such clutch mechanisms mainly drive or cut off the transmission of torque or motion from the driving part to the driven part on the same axis by operating the engaged or disengaged states. In the field of electrical engineering, common mechanisms that use active control to achieve the clutch function include: the solenoid valve and hydraulic pump in the hydraulic operating mechanism of a circuit breaker control the energy storage and energy release of high and low-pressure oil flows, and the electromagnetic mechanism in the spring operating mechanism of a circuit breaker controls the unlocking and energy storage and energy release of the latch. In the former, the driving part and the driven part are fluidly connected, and in the latter, the driving part and the driven part are mechanically connected. In the present invention, by introducing a clutch mechanism and using the engaged or disengaged states of the clutch mechanism, the transmission of the force from the driving part to the driven part is driven or cut off, so as to achieve the moving cooperation between the moving part 3 and the base 1. Figure 3The second clutch mechanism 11 shown is a mechanism that realizes the clutch function by using active control (position switch in cooperation with the clutch control unit). Compared with the manual clutch mechanism, the self-controlled clutch mechanism is a clutch mechanism in which the engaging element has the function of self-engagement or separation when certain performance parameters, state structures, and motion states of the driving component or the driven component change. Common self-controlled clutches include overrunning clutches, centrifugal clutches, safety clutches, etc. These clutches realize the function of self-engagement or separation by utilizing the speed change or rotation direction change of the driving component or the driven component, or by utilizing the centrifugal force of the centrifugal body, or by restricting the transmitted torque or rotational speed not to exceed the limit value. Obviously, the state control of the self-controlled clutch is determined by its own operating state or structural parameters, and the relative control devices are also relatively simple.

[0112] Under the condition of meeting the actual working requirements of the ice prevention and removal device of the present invention, the function of the above-mentioned clutch mechanism can be further simplified to improve economy and reliability. First, simplify the clutch mechanism control scheme. For operating the clutch, a position switch can be set on the base 1 to obtain the position of the moving part 3, and the clutch control unit operates the active part and the driven part to enter the engaged or separated state according to the output of the position switch. In some instances, the clutch mechanism adopts a self-controlled clutch mechanism; such a clutch mechanism enters the engaged or separated state by itself using the motion state of the active part or the driven part and / or the change in its own structure; a first engaging part and a separating part are provided on the active part, and a second engaging part is provided on the driven part. When the first engaging part cooperates with the second engaging part, the active part and the driven part enter the engaged state. When the separating part cooperates with the second engaging part, the active part and the driven part enter the separated state. In some self-controlled clutch mechanisms, the active part is an incomplete gear, which is sequentially provided with a tooth section and a smooth section in the circumferential direction. The first engaging part is the tooth section, and the separating part is the smooth section; the driven part is a rack, and the second engaging part is the tooth section on the rack. In some self-controlled clutch mechanisms, the active part is an incomplete gear, which is sequentially provided with a tooth section and a smooth section in the circumferential direction. The first engaging part is the tooth section, and the separating part is the smooth section; the driven part is a gear, and the second engaging part is the tooth part on the gear; or, the driven part is a gear set, and the second engaging part is the tooth part of the input gear of the gear set. In some self-controlled clutch mechanisms, the rotation direction and the position of the protrusion of the cam of the active part are used to cooperate with the engaging part of the swing rod of the driven part to enter the engaged or separated state. Second, in the general clutch mechanism, relative movement may exist during the transmission process, and the relative movement may also have an accumulative effect. Therefore, when the active part and the driven part enter the engaged state, a buffering process for engagement is required, and a rigid connection generally cannot be adopted between the two. If, when the clutch mechanism enters the engaged state from the separated state, the speed difference between the active part and the driven part is small, and in the engaged state, the relative movement between the active part and the driven part is very small, in such a case, a rigid connection can be adopted between the corresponding active part and the driven part. When the rigid connection is satisfied, the rigid connection has high energy transfer efficiency, good economy, few components, and high reliability. Third, adopt a periodic switching strategy for the switching control of the engaged and separated states. The device stores and releases energy cyclically. This state switching strategy also meets the working requirements of the device for ice prevention and removal, but the entire clutch mechanism and its control are more simplified. Moreover, the setting or adjustment of the device action cycle can also be achieved by using the changes in the state and structural parameters of the self-controlled clutch mechanism. After the function of the self-controlled clutch mechanism is simplified in this way, it can be realized by using passive components. Correspondingly, the mechanism can adopt an incomplete gear cooperating with a rack mechanism ( Figure 2 ), an incomplete gear cooperating with a gear mechanism ( Figure 6 , 7, 8) or cam with rocker mechanism ( Figure 9 , 10 The clutch mechanism of the present invention preferably adopts a self-controlled clutch scheme implemented by passive devices, which reduces the number of equipment components used to implement the clutch mechanism, reduces the complexity of control, and improves the reliability and economy of system operation.

[0113] In actual use environment, when the clutch mechanism switches from the engaged state to the disengaged state, the clutch mechanism must be kept in the disengaged state for a sufficiently long time before it can enter the engaged state again. This is mainly because after the clutch mechanism switches from the engaged state to the disengaged state, the spring immediately releases the elastic potential energy accumulated in the engaged state quickly. If the spring is in the process of releasing the elastic potential energy, the clutch mechanism enters the engaged state. At this time, the clutch mechanism and the motor 5 connected thereto will be subjected to the impact force of the reverse movement of the moving part 3 during the release of the elastic potential energy, causing the clutch mechanism and the motor 5 to be overloaded and damaged. Similarly, in the process of the spring releasing the elastic potential energy, after the moving part hits the stopper, there will also be a process of oscillation attenuation and final stop. For this reason, the clutch mechanism also needs to be kept in the disengaged state for a certain length of time before it can enter the engaged state again, so as to avoid overload damage to the clutch mechanism and the motor 5. In the corresponding implementation mode, if a clutch mechanism of a clutch control unit is used, it is necessary to control the clutch to be kept in the disengaged state for a sufficiently long time, or the clutch mechanism needs to conveniently set the disengaged state duration. If an incomplete gear clutch mechanism is used, the smooth part of the incomplete gear needs to maintain a sufficient angle. According to the test results of the example in the present invention, it is recommended that the separation state duration should be greater than 1 second. If the inherent minimum duration of the clutch mechanism separation state is T C , the separation state duration set by the clutch mechanism is T1, then it should also meet the following conditions: T1>T Cand T1 > 1 s. Obviously, the duration of the separation state can be set, which means that the separation state is a stable state that can be maintained, changed, and extended, rather than a transitional, instantaneous, and non-maintainable state. By setting the duration of the separation state of the clutch mechanism, not only can the reliability of the clutch mechanism be effectively improved, but also the operation frequency of the anti-icing and de-icing device can be conveniently adjusted, increasing the types of anti-icing and de-icing it is applicable to, or coordinating the actions between different devices according to the set time sequence to enhance the anti-icing and de-icing effect. In fact, by setting the duration of the engagement state, the operation frequency of the device can also be adjusted, but there are difficulties to varying degrees in the following three implementation methods of this idea. ① If there is no reverse mechanism between the motor 5 and the transmission connection of the active component, in this case, when they remain stationary in the engagement state, it will lead to the possibility of motor 5 being blocked and damaged, reducing the reliability of the device. ② If there is a reverse mechanism between the motor 5 and the transmission connection of the active component, although it will not cause the possibility of motor 5 being blocked and damaged, the restart of the motor 5 will require a large starting torque and large starting current, which is also likely to cause damage to the motor 5 and reduce the reliability of the device. ③ Using the method of reducing the rotation speed of the motor 5 in the engagement state to change the duration of the engagement state also requires considering relatively complex motor control caused by torque matching, etc.

[0114] From the moment when the clutch mechanism starts to enter the engagement state, to switching to the separation state, and then to switching back to the engagement state, the anti-icing and de-icing device of the present invention has completed a process from slow energy accumulation to rapid energy release. Correspondingly, the moving component 3 has completed a process of slowly moving from the initial position to the termination position and then quickly returning to the initial position relative to the base 1. Among them, the active component and the driven component can also have a set separation state duration, and by using the separation state duration of the active component and the driven component, the operation frequency of the anti-icing and de-icing device can be set. Repeating the above process cyclically generates a vibration effect with a certain frequency on the split conductors of the overhead line, thereby effectively suppressing or interfering with the process of ice formation and achieving the purpose of anti-icing and de-icing. Obviously, as long as the moving component 3 moves non-uniformly linearly relative to the base 1, an acceleration can be generated on the sub-conductor through the corresponding connecting component, and then the anti-icing and de-icing effect can be achieved. Correspondingly, there are many mechanisms that can drive the moving component 3 to move non-uniformly linearly relative to the base 1, and common mechanical mechanisms include crank-link mechanisms, crank-slider mechanisms, cam mechanisms, etc. In the present invention, by using the cooperation between the engagement and separation states of the clutch mechanism and the energy storage and energy release states of the energy storage device 4, the energy density and power density of the device are significantly improved, and the anti-icing and de-icing effect is greatly enhanced. In the present invention, a total of 4 implementation examples of the clutch mechanism are provided.

[0115] ① The clutch mechanism selects the first clutch mechanism 10( Figure 2) The first clutch mechanism 10 is an automatic control clutch mechanism, with a rigid connection between the driving component and the driven component, which is realized by using an incomplete gear and rack structure. Among them, the input shaft of the first incomplete gear 101 is the input end of the clutch mechanism, and the first rack 102 is the output end of the clutch mechanism. The driving component is the first incomplete gear 101, and the driven component is the first rack 102. The first engaging portion on the driving component is the tooth section of the first incomplete gear 101, and the separating portion on the driving component is the smooth section of the first incomplete gear 101. The second engaging portion on the driven component is the tooth portion on the first rack 102.

[0116] The moving component 3 is arranged on the first rack 102. The first incomplete gear 101 is in transmission connection with the output shaft of the motor 5. When the tooth section of the first incomplete gear 101 cooperates with the first rack 102, the first clutch mechanism 10 is engaged; when the smooth section of the first incomplete gear 101 cooperates with the first rack 102, the first clutch mechanism 10 is disengaged.

[0117] The duration of the disengaged state of the first clutch mechanism 10 is set by changing the angle of the smooth section of the first incomplete gear 101, or by using a motor controller that controls the motor 5 to change the delay of the disengaged state, so as to set or adjust its action cycle.

[0118] The first clutch mechanism 10 further includes a first complete gear set. The first incomplete gear 101 is in transmission connection with the input end of the first complete gear set, and the output end of the first complete gear set is in transmission connection with the first rack 102. The added first complete gear set will replace the first rack 102, and it cooperates with the first incomplete gear 101 to achieve the clutch function. Accordingly, the corresponding driven component and the second engaging portion have also changed, but the implementation method and mechanism of the clutch mechanism have not changed. Compared with increasing the moving distance of the moving component 3 by increasing the radius of the incomplete gear, by adding the first complete gear set, not only the moving distance of the moving component 3 is increased, but also the integration degree and energy density of the device can be relatively improved.

[0119] Figure 1 and Figure 4 Both adopt the above-mentioned clutch mechanism 10. Among them, Figure 1 The moving component 3 is driven by the motor 5 to slowly extend to accumulate potential energy and quickly retract to release potential energy. Figure 4 The moving component 3 is driven by the motor 5 to slowly retract to accumulate potential energy, and then quickly extend to release potential energy.

[0120] ② The clutch mechanism is the second clutch mechanism 11( Figure 3) The second clutch mechanism 11 is a control clutch mechanism, including a first control clutch mechanism 15, a clutch control unit, a position switch, a first complete gear 501 and a second rack 502. The clutch control unit is used to control the first control clutch mechanism 15 to enter the engaged or disengaged state. The moving part 3 is arranged on the second rack 502. The first control clutch mechanism 15 is drivingly connected between the output shaft 51 of the motor 5 and the input shaft 5011 of the first complete gear 501. By using the cooperation of the first complete gear 501 and the second rack 502, the rotational motion output by the second clutch mechanism 11 is converted into the linear motion of the second rack 502. Two position switches corresponding to the starting position and the ending position of the stroke of the moving part 3 are arranged on the base 1 (the time controller cooperating with the motor speed can also achieve the same effect as the position switch). Both position switches are electrically connected to the clutch control unit. The position signals output by the two position switches are used as the input of the clutch control unit to realize the control of the engaged and disengaged states of the second clutch mechanism 11. The duration of the disengaged state of the first control clutch mechanism 15 is set by controlling the delay length of its disengaged state.

[0121] ③ The clutch mechanism is the third clutch mechanism 12( Figure 6 、 7 、8). The third clutch mechanism 12 is a self-control clutch mechanism, with a rigid connection between the driving part and the driven part, realized by using an incomplete gear cooperating with a complete gear mechanism. The input shaft of the second incomplete gear 103 is the input end of the clutch mechanism, and the winding end of the winding part 105 is the output end of the clutch mechanism. The driving part is the second incomplete gear 103, and the driven part is the winding part 105 with a complete gear at one end. The first engaging part on the driving part is the tooth segment of the second incomplete gear 103, and the disengaging part on the driving part is the smooth segment of the second incomplete gear 103. The second engaging part of the driven part is the tooth part of the complete gear at one end of the winding part 105.

[0122] The third clutch mechanism 12 includes a second incomplete gear 103 and a winding portion 105. The second incomplete gear 103 is drivingly connected to the output shaft of the motor 5. One end of the winding portion 105 is provided with a complete gear and is engaged with the second incomplete gear 103. The second incomplete gear 103 drives the winding portion 105 to wind the flexible traction rope 8 to drive the moving member 3 to move. The second incomplete gear 103 has a tooth section and a smooth section. When the tooth section of the second incomplete gear 103 is engaged with the winding portion 105, the third clutch mechanism 12 is engaged. When the smooth section of the second incomplete gear 103 is engaged with the winding portion 105, the third clutch mechanism 12 is disengaged. The duration of the disengaged state of the third clutch mechanism 12 is set by changing the angle of the smooth section of the second incomplete gear 103, or by using a motor controller that controls the motor 5 to change the delay of the disengaged state. In some examples, the third clutch mechanism 12 further includes a second complete gear set 104, and the second complete gear set 104 is drivingly connected between the second incomplete gear 103 and the winding portion 105. By adding the second gear set 104, the stroke of the moving member 3 is increased, and the corresponding driven member and the second engaging portion are also changed, but the implementation method and mechanism of the clutch mechanism are not changed.

[0123] ④ The clutch mechanism is a fourth clutch mechanism 13( Figure 9 、 10 ), and the fourth clutch mechanism 13 is a self-controlled clutch mechanism, which is realized by a cam cooperating with a swing rod mechanism. The input shaft of the cam 106 is the input end of the clutch mechanism, and one end of the swing rod 107 connected to the moving member 3 is the output end of the clutch mechanism. The active member is the cam 106, and the driven member is the swing rod 107. According to the different rotation directions of the cam 106, the first engaging portion on the active member is the part of the convex portion along the contour surface of the cam 106 in contact with the swing rod, and the separating portion on the active member is the other part of the contour surface of the cam 106. The second engaging portion on the driven member is the part of the swing rod 107 in contact with the convex portion of the cam 106. The input shaft of the cam 106 is drivingly connected to the output shaft of the motor 5. The swing rod 107 is rotatably fitted with the base 1 through a rotating shaft, and the moving member 3 is arranged on the swing rod 107. When the convex portion of the cam 106 rotates to start contacting the swing rod 107 under the drive of the motor 5, the fourth clutch mechanism 13 enters the engaged state, and the moving member 3 starts to rotate around the rotating shaft under the action of the driving force, and the leaf spring 4 connected between the base 1 and the moving member 3 accumulates potential energy; when the convex portion of the cam 106 rotates to disengage from the swing rod 107, the fourth clutch mechanism 13 disengages from the engaged state and enters the disengaged state, and the moving member 3 quickly returns around the rotating shaft under the action of the restoring force of the leaf spring. The duration of the disengaged state of the fourth clutch mechanism 13 is set by using a motor controller that controls the motor 5 to change the delay of the disengaged state. Generally, there are multiple swing rods 107, and the multiple swing rods 107 are arranged on the base 1 at a set interval.

[0124] In some instances, the clutch mechanism not only has the function of transmitting / cutting off force, torque or motion, but also has a motion conversion function. For example, Figure 1 as described, the first clutch mechanism 10 uses the first incomplete gear 101 and the first rack 102 to cooperate. In addition to realizing the function of the clutch mechanism, it also converts the rotational motion of the active component into the linear motion required by the moving component 3. For example, Figure 3 as described, the second clutch mechanism 11 uses the first complete gear 501 and the second rack 502 to cooperate to convert the rotational motion output by the first operating clutch mechanism 15 into the linear motion required by the moving component 3. For example, Figure 7 as described, the third clutch mechanism 12 uses the second incomplete gear 103 and the second complete gear set 104 to cooperate to drive the winding part 105 to wind the flexible traction rope 8 to obtain the linear motion required by the moving component 3. In some instances, in addition to including the motor 5 and the clutch mechanism, the electric drive assembly 2 also requires the cooperation of corresponding position switches (or limit switches). Position switches (or limit switches) are set at the starting position and the ending position of the movement of the moving component 3, and the clutch control unit is triggered by the position switch to operate the clutch mechanism to switch to the required state, or trigger the motor to rotate in the required direction.

[0125] In the invention "An Overhead Line De-icing Device" (CA2444216A1 / CA2444216C / US 7310948B2), Figure 10 a de-icing process of the invention is given. From this figure, it can be seen that one de-icing operation includes a total of 6 sequentially executed working steps, namely: energy input, energy collection, energy storage, triggering mechanism energy release, and the execution mechanism acting on the wire with energy to complete vibration de-icing, where energy storage is not an essential working step. Obviously, the work of this device is more of an idea for de-icing, which is a post-event solution and less considers anti-icing. Correspondingly, it is a sequential and one-time working process, successively collecting the input energy, storing the collected energy, triggering the release of the collected energy, and then using the execution system to output energy to the overhead line. The problems existing in such a de-icing working process are obvious. Because once the wire is covered with ice, the ice layers are closely adhered to each other, and the de-icing effect by simply vibrating the wire is extremely limited. At the same time, considering that the energy obtained in the equipotential field of the wire is extremely limited, in the case where sufficient energy cannot be supplied, it further restricts the de-icing means. In addition, the meteorological conditions, environmental states, and line states that cause icing change relatively slowly, and the corresponding triggering conditions cannot be changed or adjusted in time. The device cannot generate different vibration frequencies according to different types of icing. All of the above reasons will greatly limit the de-icing effect of this invention.

[0126] Different from this invention, the device of this application adopts the working steps of anti-icing and de-icing that are periodically repeated and cycled at a certain frequency. Figure 22 The anti-icing and de-icing work flow of this invention is shown as follows. When the device runs, the energy acquisition module provides power supply for the whole device, and the device decides whether to enter the anti-icing and de-icing state according to the on-site meteorological conditions, the type and state of line icing, or manual instructions. Once the device enters the anti-icing and de-icing state, the energized motor 5 continuously outputs mechanical energy. When the clutch mechanism enters the engaged state, the motor 5 will drive the moving part 3 to slowly leave the initial point position relative to the base 1 through the clutch mechanism. Along with the displacement of the moving part 3, the energy storage device 4 begins to slowly accumulate the elastic potential energy, tension potential energy and gravitational potential energy of the spring. When the moving part 3 moves to the critical position of the end point, the energy accumulated by the device reaches the extreme value. When the moving part 3 crosses the critical position of the end point, the clutch mechanism then enters the separated state, and the electric drive component 2 cuts off the driving force for the moving part 3. The device instantly releases the accumulated potential energy to different sub-conductors through the relative movement of the moving part 3 and the base 1, causing at least one of the sub-conductors to move rapidly and generate an acceleration. Along with the energy release, the moving part 3 returns to the initial point position again, completing a cycle of energy accumulation to release, and repeating the above action process periodically, so that the overhead line generates a vibration effect at a certain frequency according to different icing types, realizing the anti-icing and de-icing of the overhead transmission line.

[0127] In order to better meet the on-site reality, this invention has been optimized, balanced and compromised in aspects such as the reliability of the device, energy density and power density, energy use efficiency, and anti-icing and de-icing effect. By using the clutch mechanism and the energy storage device (4), the energy density and power density of the device are improved in the case of insufficient energy supply. By adopting a simple and reliable self-controlled clutch mechanism, not only the reliability of the passive components themselves is relatively high, but also the number of components used is reduced, so the overall reliability of the device is greatly improved. In addition, the state parameters such as the parameters of the motor, the reliability of the motor, the gear ratio of the speed change mechanism, the parameters of the incomplete gear, the parameters of the energy storage device, and the moving distance of the moving part can be comprehensively optimized to improve the overall performance of the device.

[0128] In this invention, connection components are arranged on both the base 1 and the moving part 3, and the connection components are respectively connected to different sub-conductors of the bundled conductor. The connection components can transfer the acting force generated by the relative movement between the base 1 and the moving part 3 to the bundled conductor. The energy storage device 4 is arranged between the two components with relative displacement, namely the base 1 and the moving part 3, and is used for accumulating or releasing potential energy. The movement between the base 1 and the moving part 3 is relative. If the moving part 3 is used as a reference object and the electric drive component 2 is arranged on the moving part 3, it can realize driving the base 1 to move relative to the moving part 3. Generally speaking, for instances with multiple moving parts 3 (Figure 9 , 10 ), for a part of the moving part 3, the other part of the moving part 3 and its connecting parts can be used as the connecting parts of the base 1. That is to say, for two relatively moving parts 3, one of them can be used as a reference object and considered relatively stationary, and it and the corresponding connecting parts are regarded as the connecting parts between the base 1 and the sub-conductor.

[0129] In the present invention, the following various implementation examples of the connecting parts are provided.

[0130] ① Figure 1 , 4 As shown in 5, connecting parts are provided on both the base 1 and the moving part 3, and the connecting parts adopt wire clamps or swivel wire clamps and are respectively connected to different sub-conductors of the bundled conductor.

[0131] ② Figure 9 , 10 In the case shown, there are two or more moving parts 3, and the base 1 is indirectly connected to the sub-conductor through one or a part of the moving parts 3, that is: one (or a part of) the moving parts 3 is selected as the reference object for the other moving parts 3 and is regarded as the connecting part between the base 1 and the sub-conductor.

[0132] ③ Figure 14 , 15 As shown in 16 and 17, the connecting part includes a first frame body and a second frame body. At least one wire clamp 703 for connecting the sub-conductor is provided on each of the first frame body 701 and the second frame body 702. The first frame body 701 is connected to the base 1, and the moving part 3 is connected to the second frame body 702.

[0133] ④ Figure 14 As shown, both the first frame body 701 and the second frame body 702 have two ends; the first end of the first frame body 701 is rotationally connected to the first end of the second frame body 702 through a first rotating shaft 801, the second end of the first frame body 701 is rotationally connected to the base 1 through a second rotating shaft 802, and the second end of the second frame body 702 is rotationally connected through a third rotating shaft 803.

[0134] ⑤ As Figure 15 shown, both the first frame body 701 and the second frame body 702 have two ends; the first end of the first frame body 701 and the first end of the second frame body 702 are rotationally connected by using a first connecting plate 901 through a fourth rotating shaft 804 and a fifth rotating shaft 805; the second end of the first frame body 701 and the second end of the second frame body 702 are rotationally connected by using a second connecting plate 902 through a sixth rotating shaft 806 and a seventh rotating shaft 807; the first end of the first frame body 701 is rotationally connected to the base 1 through the fourth rotating shaft 804, and the second end of the second frame body 702 is rotationally connected to the moving part 3 through the seventh rotating shaft 807.

[0135] ⑥ Figure 16 As shown in the figure, both the first frame body 701 and the second frame body 702 have two ends; the first end of the first frame body 701 is rotatably connected to the first end of the second frame body 702 through a first rotating shaft 801, and the second end of the first frame body 701 and the second end of the second frame body 702 are rotatably connected through an eighth rotating shaft 808, a ninth rotating shaft 809, and a tenth rotating shaft 810 by using a third connecting plate 903 and a fourth connecting plate 904; the base 1 is rotatably connected to the first rotating shaft 801 connecting the first frame body 701 and the second frame body 702, and the moving part 3 is rotatably connected to the ninth rotating shaft 809 connecting the third connecting plate 903 and the fourth connecting plate 904.

[0136] ⑦ Figure 17 As shown in the figure, both the first frame body 701 and the second frame body 702 have two ends; the first end of the first frame body 701 is slidably connected to the first end of the second frame body 702, and the second end of the first frame body 701 is slidably connected to the second end of the second frame body 702; the base 1 is connected to the first frame body 701, the moving part 3 is connected to the second frame body 702, and the energy storage device 4 is connected between the first frame body 701 and the second frame body 702.

[0137] ⑧ Figure 18 As shown in the figure, for a three - split overhead line, the spacer frame body of the three - split sub - conductors is divided into three parts, namely: the third frame body 704, the fourth frame body 705, and the fifth frame body 706. Four rotating shafts (the eleventh rotating shaft 811, the twelfth rotating shaft 812, the thirteenth rotating shaft 813, and the fourteenth rotating shaft 814) are used to connect the three frame bodies to the base 1 and the moving part 3. After relative movement occurs between the base 1 and the moving part 3, the acting force is transmitted to the sub - conductors through the above - mentioned three frame bodies and four rotating shafts.

[0138] ⑨ Figure 19 As shown in the figure, for a cross - shaped spacer of four - split conductors, the spacer is divided into three frame bodies (the sixth frame body 707, the seventh frame body 708, and the eighth frame body 709). Through four rotating shafts (the fifteenth rotating shaft 815, the sixteenth rotating shaft 816, the seventeenth rotating shaft 817, and the eighteenth rotating shaft 818), the acting force generated between the base 1 and the moving part 3 is transmitted to the sub - conductors.

[0139] ⑩ Figure 20As shown, the first frame body 701 and the second frame body 702 are respectively connected by the fifth connecting plate 905 and the sixth connecting plate 906, the seventh connecting plate 907 and the eighth connecting plate 908, and six rotating shafts (the nineteenth rotating shaft 819, the twentieth rotating shaft 820, the twenty-first rotating shaft 821, the twenty-second rotating shaft 822, the twenty-third rotating shaft 823, the twenty-fourth rotating shaft 824). Among them, the base 1 is rotationally connected to the twentieth rotating shaft 820, and the moving part 3 is rotationally connected to the rotating shaft 823. After relative movement occurs between the base 1 and the moving part 3, the acting force is transmitted to the sub-conductor through the above two frame bodies, four connecting plates, and six rotating shafts.

[0140] Figure 21 As shown, a structure is adopted in which connecting plates and rotating shafts are used as connecting components to connect the base 1 and the moving part 3. Among them, the first frame body 701 and the second frame body 702 are connected by four connecting plates (the ninth connecting plate 909, the tenth connecting plate 910, the eleventh connecting plate 911, the twelfth connecting plate 912) and four rotating shafts (the twenty-fifth rotating shaft 825, the twenty-sixth rotating shaft 826, the twenty-seventh rotating shaft 827, the twenty-eighth rotating shaft 828). The moving part 3 is connected to the rotating shaft 826, and the base 1 is connected to the rotating shaft 828. Its movement effect is similar to that of Figure 1 and Figure 4 Similar, because the connecting rod and rotating shaft structure is adopted, the telescopic effect can be amplified to a certain extent, or the torque that the motor 5 needs to output during movement can be reduced, achieving an effect similar to that of a lever or a speed change mechanism.

[0141] In more examples, the connecting components include three or more frame bodies. Two of the frame bodies are respectively connected to different sub-conductors. One of the two frame bodies is connected to the base 1, and the other is connected to the moving part 3. The number of corresponding electric drive components 2 can also be multiple, and the multiple bases 1 and multiple moving parts 3 corresponding to them are respectively connected to multiple different frame bodies. Correspondingly, by adding a control module, multiple electric drive components 2 can be controlled to act in a set timing and / or frequency.

[0142] The connecting components with different connection methods to the base 1 and the moving part 3 above all decompose the corresponding sub-conductor spacer into two or more frame bodies, and use the electric drive component 2 to drive / cut off the relative movement between the frame bodies to store or release potential energy, so as to transmit the acting force to the sub-conductor for anti-icing and de-icing. Making full use of the sub-conductor spacers in the existing tower-line system is beneficial to improving the compatibility of the newly added anti-icing and de-icing device with the existing tower-line system.

[0143] The energy acquisition module is used to supply energy to the anti-icing and de-icing device and the motor 5. The energy acquisition module can be wind energy, solar energy, magnetic field energy, etc. In this embodiment, the energy acquisition module includes one or more induction power acquisition units 70 (equipotentially installed on the overhead power line conductor) Figure 11 , 12 ), the induction power unit 70 includes a primary coil (i.e., a sub-conductor) 73, an iron core 71 sleeved outside the sub-primary coil 73, and a secondary coil 72 wound on the iron core 71. Exemplarily, the primary current I1 flows through the primary coil 73, generating an induced current I2 on the secondary coil, and then generating an output voltage U through an AC / DC circuit or an AC / AC circuit. o and output current I o , the power supply is output to the electric drive component 2 or is output to the electric drive component 2 through an energy storage battery or capacitor. The inductive power supply unit 70 is used to convert the magnetic field energy around the wire into electrical energy, and provide the electrical energy to the electric drive component 2 and other devices. Among them, multiple inductive power supply units 70 can be connected in series and / or in parallel. In some examples, the wire clamp (703) connecting the sub-wires adopts a rotary wire clamp (74), and the inductive power supply unit (70) is arranged in the rotary wire clamp (74) to improve the integration of the device.

[0144] The electric drive assembly 2 in the device of the present invention also includes a speed change mechanism, which is connected between the motor 5 and the clutch mechanism, or between the clutch mechanism and the moving part 3, and is responsible for the conversion and transmission of the force. The speed change mechanism can also be integrated or fused with the motor 5, or can be fused with the clutch mechanism. The speed change mechanism preferably has a check structure. In addition to selecting a mechanical speed change mechanism, the speed change mechanism can also select a common speed change mechanism in the circuit breaker opening and closing operating mechanism, such as: a hydraulic operating mechanism based on a solenoid valve and a hydraulic pump, an air compressor and a pneumatic motor or a hydraulic pump and a hydraulic motor. These mechanisms can also complete the conversion, transmission and accumulation of potential energy of the force. In this case, active devices such as electromagnetic pressure relief valves, high-pressure gas solenoid valves, etc. are required to cooperate with them to realize the clutch function. In the present invention, the mechanical speed change mechanism preferably realized by passive devices can adopt a gear speed change mechanism, a worm speed change mechanism, or a planetary gear speed change mechanism, which is used to improve the reliability and economy of the operation of the device, and the clutch mechanism used in conjunction with it adopts passive control, which is simple and reliable in structure and economical and practical in operation.

[0145] The anti-icing and de-icing device of the present invention further includes a communication module for receiving a master station or manual command, or for communicating or relaying communication between different devices. In some examples, an acceleration sensor is further included, which is used to detect the acceleration of the base 1 or the moving part 3, and compare the detected acceleration with a set acceleration threshold to form status information.

[0146] The present invention also provides a spacer for bundled conductors of overhead lines for anti-icing and de-icing, which is used for the bundled conductors of overhead lines. The spacer includes a spacer body for bundled conductors and at least one anti-icing and de-icing device for bundled conductors of overhead lines as described above, which is installed on the spacer body for bundled conductors. Multiple anti-icing and de-icing devices for bundled conductors of overhead lines as described above or multiple spacers for bundled conductors of overhead lines for anti-icing and de-icing are distributed and installed at a certain spacing in the icing-prone sections of the bundled conductors of overhead lines, forming an anti-icing and de-icing system for bundled conductors of overhead lines, which is used for the anti-icing and de-icing work of the bundled conductors of overhead lines.

[0147] By adding an intelligent communication control system to the overhead line bundled conductor anti-icing and de-icing device, or the anti-icing and de-icing sub-conductor spacer, or the overhead line bundled conductor anti-icing and de-icing system as described above, the anti-icing and de-icing methods are coordinately controlled by a remote master station, or manual commands, or autonomous control. Combining with the icing condition of the line and the operating environment, it intelligently controls the timely action, reasonably selects the action strategy of the device and the anti-icing and de-icing method of the line, and acts at a set time sequence and / or frequency, which will reduce the impact of unbalanced de-icing on the overhead line. The intelligent communication control system includes: a communication module, a motor controller, a clutch control unit, a control module, a control system, and an intelligent management unit. The communication module communicates with the master station, manual operators, and other devices through a wireless network, has the functions of routing, relaying, and forwarding the information of other communication modules, and forms a self-organizing network with the communication units of other devices. Different control modules interact with each other through the communication unit to form a control system, which can control multiple overhead line bundled conductor anti-icing and de-icing devices or multiple anti-icing and de-icing sub-conductor spacers to act at a set time sequence and / or frequency. The communication module of the intelligent communication control system can also communicate with other anti-icing and de-icing methods or devices of other inventions and other principles, cooperate with each other, and jointly achieve a better anti-icing and de-icing effect. The intelligent management unit has a self-checking function, is responsible for collecting the state information of the environment and the device itself and reporting it to the master station or operator through the communication unit as needed, and is responsible for comprehensively judging whether to turn on or off the anti-icing and de-icing function, or select the required anti-icing and de-icing strategy. Among them, a typical self-checking function includes detecting the acceleration of the movement of the base 1 or the moving part 3 by adding an acceleration sensor in the intelligent communication control system, and comparing the detected acceleration with the set acceleration threshold to judge whether the vibration anti-icing and de-icing effect generated by the device itself meets the requirements. Typical anti-icing and de-icing strategies include: within a strain section or a straight tower section, the device action sequence gradually transitions from both sides to the middle, or vice versa; for heavily iced areas, in addition to increasing the distribution and installation quantity of anti-icing and de-icing devices, the action intensity and frequency of the device can also be increased. The state information collected by the intelligent communication control system includes: operating environment information, meteorological conditions, icing conditions, acceleration, vibration, audio and video, geographical location, time, and conductor current state information. By adding intelligent coordinated control, it effectively intervenes in the de-icing and ice removal process of the already iced overhead line, and with the goal of ensuring the safety of the overhead line, coordinates the coordinated action of devices in different positions to de-ice orderly, thereby improving the problem of line de-icing jump caused by simultaneous de-icing and ice removal in a large area, and reducing the severity of the impact of "full-span de-icing", "concentrated de-icing", and "unbalanced de-icing" on the overhead transmission line and the power grid.

[0148] It should be noted that in this text, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements not only includes those elements but also other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the above elements.

[0149] The above are only specific embodiments of the present invention to enable those skilled in the art to understand or implement the present invention. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments herein, but rather to the broadest scope consistent with the principles and novel features disclosed herein.

Claims

1. An anti-icing and de-icing device for bundled conductors of overhead lines, which is fixedly installed on the bundled conductors of overhead transmission lines, and is characterized in that, It includes a base (1), an electric drive assembly (2), a moving component (3), and an energy storage device (4); The electric drive assembly (2) is arranged on the base (1), and the electric drive assembly (2) includes a motor (5) and a clutch mechanism; The clutch mechanism includes an input end, an output end, a driving component, and a driven component; the input end is connected to the driving component, and the driven component is connected to the output end; there are only two mutually exclusive and controllable working states between the driving component and the driven component, namely engagement and separation; When the driving component and the driven component are in the engaged state, the driving component transmits force, torque, or motion to the driven component; when the driving component and the driven component are in the separated state, the transmission of force, torque, or motion from the driving component to the driven component is cut off; The driving component and the driven component have a set separation state duration; The output of the motor (5) is connected to the input end, and the output end is connected to the moving component (3); The moving component (3) is movably matched with the base (1), and the electric drive assembly (2) drives the moving component (3) to generate a displacement relative to the base (1) through the clutch mechanism; The energy storage device (4) is arranged between the base (1) and the moving component (3), and the base (1) and the moving component (3) are respectively connected to different sub-conductors of the split conductor through connecting components; When the driving component and the driven component are in the engaged state, the motor (5) drives the moving component (3) to generate a displacement relative to the base (1) through the clutch mechanism, so that the energy storage device (4) arranged between the base (1) and the moving component (3) accumulates potential energy; When the driving component and the driven component are in the separated state, the clutch mechanism cuts off the drive of the motor (5) to the moving component (3). The moving component (3) without drive moves relative to the base (1) under the action of the restoring force of the energy storage device (4), and the potential energy stored in the energy storage device (4) is released accordingly. The released potential energy acts on the sub-conductors of the split conductor through the connecting components, causing them to move and accelerate, thereby shaking off the ice on the overhead line.

2. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, wherein A stop portion is provided on the base (1), and the stop portion is arranged on the path of the relative movement of the moving component (3) with respect to the base (1) for stopping or limiting the movement of the moving component (3) when the energy storage device (4) releases potential energy. The stop or limit causes the movement of the moving component (3) relative to the base (1) to suddenly stop, thereby causing an acceleration of the sub-conductors of the split conductor.

3. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, The base (1) has a cavity, and the clutch mechanism, the energy storage device (4), and the moving component (3) are arranged in the cavity.

4. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that It further includes a motor controller, which is electrically connected to the motor (5) and is used to control the operation of the motor (5), and the operations include rotation, stop, and speed regulation.

5. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 4, wherein, The duration of the separation state between the active component and the driven component is set by the motor controller.

6. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, There are multiple energy storage devices (4).

7. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, The energy storage device (4) is selected as a spring.

8. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 7, characterized in that, The spring is an air spring, a column spring, a leaf spring or a disc spring.

9. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, The potential energy stored or released between the base (1) and the moving component (3) also includes the tension potential energy between different sub-conductors and / or the gravitational potential energy of the sub-conductors themselves.

10. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, wherein The energy storage device (4) is arranged between the connection component arranged on the base (1) and the moving component (3), or between different sub-conductors.

11. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, The clutch mechanism adopts a manual clutch mechanism, and further includes a clutch control unit and a position switch. The clutch control unit is used to control the engagement and separation of the active component and the driven component. The position switch is arranged on the base (1) and is used to obtain the position of the moving component (3). The clutch control unit manipulates the active component and the driven component to enter the engaged or separated state according to the output of the position switch.

12. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, The clutch mechanism adopts an automatic clutch mechanism; The automatic clutch mechanism enters the engaged or separated state by itself by utilizing the motion state of the active component or the driven component and / or the change of its own structure; A first engagement part and a separation part are arranged on the active component, and a second engagement part is arranged on the driven component. When the first engagement part cooperates with the second engagement part, the active component and the driven component enter the engaged state. When the separation part cooperates with the second engagement part, the active component and the driven component enter the separated state.

13. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 12, characterized in that, The active component is an incomplete gear, which is sequentially provided with a tooth segment and a smooth segment in the circumferential direction. The first engagement part is the tooth segment, and the separation part is the smooth segment; the driven component is a rack, and the second engagement part is the tooth segment on the rack.

14. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 12, characterized in that, The active component is an incomplete gear, which is sequentially provided with a tooth segment and a smooth segment in the circumferential direction. The first engagement part is the tooth segment, and the separation part is the smooth segment; The driven component is a gear, and the second engagement part is the tooth part on the gear; or, the driven component is a gear set, and the second engagement part is the tooth part of the input gear of the gear set.

15. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 13 or 14, characterized in that, The duration of the separation state between the active component and the driven component is set by the radian size of the smooth segment of the incomplete gear.

16. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, The clutch mechanism is a first clutch mechanism (10), which includes a first incomplete gear (101) and a first rack (102); the active component is the first incomplete gear (101), and the driven component is the first rack (102); the first engagement part on the active component is the tooth segment of the first incomplete gear (101), and the separation part on the active component is the smooth segment of the first incomplete gear (101); the second engagement part on the driven component is the tooth part on the first rack (102); the input shaft of the first incomplete gear (101) is the input end, and the first rack (102) is the output end; The moving part (3) is arranged on the first rack (102); the input shaft of the first incomplete gear (101) is in transmission connection with the output shaft of the motor (5), and the first incomplete gear (101) has a toothed section and a smooth section. When the toothed section of the first incomplete gear (101) cooperates with the first rack (102), the active part and the driven part are engaged. When the smooth section of the first incomplete gear (101) cooperates with the first rack (102), the active part and the driven part are separated; The separation state duration of the active part and the driven part of the first clutch mechanism (10) is set by the radian size of the smooth section of the first incomplete gear (101).

17. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 16, characterized in that, The first clutch mechanism (10) further includes a first complete gear set. The first incomplete gear (101) is in transmission connection with the input gear of the first complete gear set, and the output gear of the first complete gear set is in transmission connection with the first rack (102).

18. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 11, wherein, The clutch mechanism is a second clutch mechanism (11), and the second clutch mechanism (11) includes a first operating clutch mechanism (15), as well as a first complete gear (501) and a second rack (502); The output shaft (51) of the motor (5) is in transmission connection with the input end of the first operating clutch mechanism (15), and the output end of the second clutch mechanism (11) is arranged on the second rack (502); by using the cooperation between the first complete gear (501) and the second rack (502), the rotational motion output by the first operating clutch mechanism (15) is converted into the linear motion of the second rack (502); the moving part (3) is arranged on the second rack (502); The separation state duration of the active part and the driven part is set by the clutch control unit of the first operating clutch mechanism (15).

19. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, The clutch mechanism is a third clutch mechanism (12) which includes a second incomplete gear (103) and a winding part (105); the active part is the second incomplete gear (103), and the driven part is a winding part (105) with a complete gear at one end; the first engaging part on the active part is the toothed section of the second incomplete gear (103), and the separating part on the active part is the smooth section of the second incomplete gear (103); the second engaging part of the driven part is the toothed part of the complete gear at one end of the winding part (105); the input shaft of the second incomplete gear (103) is the input end, and the winding end of the winding part (105) is the output end; The output of the motor (5) is drivingly connected to the input shaft of the second incomplete gear (103). One end of the winding part (105) is provided with a complete gear and is engaged with the second incomplete gear (103). The second incomplete gear (103) drives the winding part (105) to wind the flexible traction rope (8) to drive the moving part (3) to move; the second incomplete gear (103) has a tooth section and a smooth section. When the tooth section of the second incomplete gear (103) cooperates with the winding part (105), the active part is engaged with the driven part. When the smooth section of the second incomplete gear (103) cooperates with the winding part (105), the active part is separated from the driven part; The duration of the separation state between the active part and the driven part is set by the radian of the smooth section of the second incomplete gear (103).

20. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 19, wherein, The third clutch mechanism (12) includes a second complete gear set (104), and the second complete gear set (104) is drivingly connected between the second incomplete gear (103) and the winding part (105).

21. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, The clutch mechanism is a fourth clutch mechanism (13) including a cam (106) and a swing rod (107) cooperating with the cam (106); the active part is the cam (106), and the driven part is the swing rod (107); according to the different rotation directions of the cam (106), the first engagement part on the active part is the side where the convex part of the cam (106) contour contacts the swing rod, and the separation part on the active part is other parts of the cam (106) contour; the second engagement part on the driven part is the part of the surface of the swing rod (107) that contacts the convex part of the cam (106); the input shaft of the cam (106) is the input end, and the end of the swing rod (107) connected to the moving part (3) is the output end; The input shaft of the cam (106) is drivingly connected to the output shaft of the motor (5). The swing rod (107) is rotationally matched with the base (1) through a rotating shaft, and the moving part (3) is arranged on the swing rod (107); when the cam (106) is driven by the motor (5) and its convex part rotates to start contacting the swing rod (107), the active part and the driven part enter the engagement state, and the moving part (3) starts to rotate around the rotating shaft under the action of the driving force, and the leaf spring of the energy storage device (4) between the base (1) and the moving part (3) accumulates potential energy; when the convex part of the cam (106) rotates away from contacting the swing rod (107), the active part and the driven part enter the separation state, and the moving part (3) returns around the rotating shaft under the action of the restoring force of the leaf spring of the energy storage device (4).

22. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 21, wherein, There are multiple swing rods (107), and the multiple swing rods (107) are arranged on the base (1) at a set interval.

23. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, wherein, Set the operation frequency of the anti-icing and de-icing device for bundled conductors of overhead lines by using the duration of the separated state between the active component and the driven component.

24. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, wherein, The connecting component includes a first frame body and a second frame body. Each of the first frame body (701) and the second frame body (702) is provided with at least one wire clamp (703) for connecting sub-conductors. The first frame body (701) is connected to the base (1), and the moving component (3) is connected to the second frame body (702).

25. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 24, characterized in that, Both the first frame body (701) and the second frame body (702) have two ends. The first end of the first frame body (701) is rotatably connected to the first end of the second frame body (702) through a first rotating shaft (801). The second end of the first frame body (701) is rotatably connected to the base (1) through a second rotating shaft (802). The moving component (3) and the second end of the second frame body (702) are rotatably connected through a third rotating shaft (803).

26. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 24, wherein Both the first frame body (701) and the second frame body (702) have two ends. The first end of the first frame body (701) is rotatably connected to the first end of the second frame body (702) through a first connecting plate (901) by using a fourth rotating shaft (804) and a fifth rotating shaft (805). The second end of the first frame body (701) is rotatably connected to the second end of the second frame body (702) through a second connecting plate (902) by using a sixth rotating shaft (806) and a seventh rotating shaft (807). The first end of the first frame body (701) is rotatably connected to the base (1) through the fourth rotating shaft (804). The second end of the second frame body (702) is rotatably connected to the moving component (3) through the seventh rotating shaft (807).

27. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 24, wherein, Both the first frame body (701) and the second frame body (702) have two ends. The first end of the first frame body (701) is rotatably connected to the first end of the second frame body (702) through a first rotating shaft (801). The second end of the first frame body (701) is rotatably connected to the second end of the second frame body (702) through a third connecting plate (903) and a fourth connecting plate (904) by using an eighth rotating shaft (808), a ninth rotating shaft (809), and a tenth rotating shaft (810). The base (1) is rotatably connected to the first rotating shaft (801) connecting the first frame body (701) and the second frame body (702). The moving component (3) is rotatably connected to the ninth rotating shaft (809) connecting the third connecting plate (903) and the fourth connecting plate (904).

28. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 24, wherein The first frame (701) and the second frame (702) both have two ends; the first end of the first frame (701) is slidably connected to the first end of the second frame (702), and the second end of the first frame (701) is slidably connected to the second end of the second frame (702); the base (1) is connected to the first frame (701), the moving component (3) is connected to the second frame (702), and the energy storage device (4) is connected between the first frame (701) and the second frame (702).

29. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, The connecting component comprises three or more frames, two of which are respectively connected to different sub-conductors, one of the two frames is connected to the base (1), and the other is connected to the moving component (3).

30. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 29, wherein, There are a plurality of the electric drive components (2), and the corresponding plurality of bases (1) and the plurality of moving parts (3) are respectively connected to a plurality of different frames.

31. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 30, characterized in that, It also comprises a control module, wherein the control module is used to control the plurality of electric drive components (2) to operate at a set timing and / or frequency.

32. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, wherein It also includes an energy acquisition module, the energy acquisition module including one or more inductive power acquisition units (70) installed on the conductor at the same potential, the inductive power acquisition unit (70) is used to collect magnetic field energy around the conductor and convert it into electrical energy, and then provide the electrical energy to the electric drive component (2); Alternatively, the energy acquisition module includes a photovoltaic panel and an energy storage capacitor or an energy storage battery connected to the photovoltaic panel.

33. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 32, characterized in that, The plurality of inductive power extraction units (70) are connected in series and / or in parallel.

34. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 24, wherein, The wire clamp (703) is a rotary wire clamp (74).

35. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 32, wherein, The inductive power extraction unit (70) is arranged in a rotary wire clamp used for connecting sub-conductors.

36. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, The electric drive assembly (2) comprises a speed change mechanism, which is transmission-connected between the motor (5) and the clutch mechanism, or transmission-connected between the clutch mechanism and the moving component (3).

37. The overhead line bundled conductor anti-icing and de-icing device according to claim 36, characterized in that, The speed change mechanism has a non-return structure.

38. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 36, characterized in that, The speed change mechanism is a mechanical speed change mechanism.

39. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 38, characterized in that, The mechanical speed change mechanism adopts a gear speed change mechanism, a worm speed change mechanism or a planetary gear speed change mechanism.

40. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, It also includes a communication module for receiving a master station or manual commands, or for communicating or relaying communications between different devices.

41. The anti-icing and de-icing device for bundled conductors of overhead lines according to claim 1, characterized in that, It also comprises an acceleration sensor, which is used to detect the acceleration of the base (1) or the moving part (3), and compare the detected acceleration with a set acceleration threshold to form status information.

42. An anti-icing and de-icing spacer for bundled conductors of overhead lines, which is used for fixedly installing on the bundled conductors of overhead lines, and is characterized in that, It comprises a sub-conductor spacer body and at least one overhead line split conductor anti-icing and de-icing device as claimed in any one of claims 1 to 41 installed on the sub-conductor spacer body.

43. An anti-icing and de-icing system for bundled conductors of overhead lines, which is fixedly installed on the bundled conductors of overhead lines, is characterized in that, It comprises a plurality of overhead line split conductor anti-icing and deicing devices as described in any one of claims 1 to 41 or a plurality of overhead line split conductor anti-icing and deicing sub-conductor spacers as described in claim 42, and the plurality of said overhead line split conductor anti-icing and deicing devices or the plurality of said overhead line split conductor anti-icing and deicing sub-conductor spacers are distributedly installed on the overhead line split conductors.

44. The overhead line bundled conductor anti-icing and de-icing system according to claim 43, wherein, It further includes a control system, which is used to control multiple overhead line bundled conductors anti-icing and de-icing devices or multiple overhead line bundled conductors anti-icing and de-icing sub-conductor spacers to act in a set time sequence and / or frequency.

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