Railway vehicle axle safety protection mechanism

Abstract

The invention relates to the technical field of axle protection, and discloses a railway vehicle axle safety protection mechanism which comprises an axle body, cast steel wheels are fixedly connected to the two sides of the outer wall of the axle body, a protection shell is fixedly connected to one side of the outer wall of each cast steel wheel and used for protecting the axle body, and a clearing mechanism is fixedly connected to one side of the outer wall of the axle body and used for clearing the axle body. The cleaning mechanism is used for cleaning the outer wall of the cast steel wheel, and a lubricating assembly is arranged on one side of the outer wall of the cleaning mechanism and used for lubricating the joint of the axle and the cast steel wheel. By cleaning residual dirt on the outer wall of the cast steel wheel, uniform weight distribution of the cast steel wheel is guaranteed, and then balance of the two ends of the shaft body is maintained. The problems of vibration, stress increase and the like caused by unbalance of the shaft body are avoided, and the running stability of a train is remarkably improved. In the long-term operation process, part abrasion and fatigue damage caused by unbalance of the axle body are reduced, and the service life of the axle and related parts is prolonged.

Description

Technical Field

[0001] The invention relates to the technical field of axle protection, and in particular to a railway vehicle axle safety protection mechanism. Background Art

[0002] As an efficient, safe, environmentally friendly and large-capacity mode of transportation, railway transportation occupies a vital position in the modern transportation system.

[0003] The axle is one of the key components of railway vehicles. It undertakes important tasks such as supporting the weight of the vehicle, transmitting traction and braking force, and guiding the direction of the vehicle. During the operation of the train, the axle must bear various complex loads from the wheels, tracks and the vehicle itself. There will inevitably be some debris on the railway track, such as stones, sand, metal debris, etc. When the train is running, these debris may be drawn between the wheels and the axle, or rub against the axle surface during the rolling of the wheels, resulting in wear on the axle surface. Over a long period of time, this wear will reduce the surface accuracy and strength of the axle and affect its normal service life. When the train is running on the track, it will be affected by factors such as uneven tracks and out-of-round wheels, causing vibration. As an important load-bearing component of the vehicle, the axle will also be affected by vibration. This vibration will not only increase the load on the axle, but also make the stress distribution inside the axle more complicated. Long-term vibration will accelerate the fatigue damage process of the axle and reduce its fatigue life. Summary of the invention

[0004] In view of the deficiencies of the prior art, the present invention provides a railway vehicle axle safety protection mechanism, which solves the problem that debris is caught in the outer wall of the wheel, causing imbalance at both ends of the axle and reducing its service life.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solutions: a railway vehicle axle safety protection mechanism, including an axle body, cast steel wheels are fixedly connected to both sides of the outer wall of the axle body, a protective shell is fixedly connected to one side of the outer wall of the cast steel wheel, which is used to protect the axle body, a cleaning mechanism is fixedly connected to one side of the outer wall of the axle body, which is used to clean the outer wall of the cast steel wheel, and a lubrication assembly is provided on one side of the outer wall of the cleaning mechanism to lubricate the connection between the axle and the cast steel wheel.

[0006] Preferably, the cleaning mechanism includes a transverse axis, which is fixedly connected to one side of the outer wall of an adjacent axle, one side of the outer wall of the transverse axis is fixedly connected to a wind collecting cylinder, the interior of the wind collecting cylinder is fixedly connected to a support frame, the interior of the support frame is rotatably connected to a rotating shaft, the outer wall of the rotating shaft is fixedly connected to one end of an active blade, the other end of the active blade is fixedly connected to a point of a clockwork spring, the other end of the clockwork spring is fixedly connected to the inner wall of the support frame, one end of the rotating shaft passes through the support frame and is fixedly connected to one end of an extension rod, the other end of the extension rod is fixedly connected to an active bevel gear, one side of the outer wall of the transverse axis is fixedly connected to an L-shaped rod, the outer wall of the L-shaped rod is rotatably connected to an end face cam, the interior of the end face cam is slidably connected to a cleaning rod, the interior of the cleaning rod is fixedly connected to a telescopic assembly, one side of the outer wall of the transverse axis is fixedly connected to a limiting frame, and one end of the cleaning rod passes through the limiting frame.

[0007] Preferably, one end of a short rod is fixedly connected to one side of the outer wall of the end face cam, and the other end of the short rod is fixedly connected to a driven bevel gear, and the driven bevel gear is meshed with the driving bevel gear.

[0008] Preferably, one end of the cleaning rod is fixedly connected to a roller, and the roller is slidably connected to the inner outer wall of the end face cam, the other end of the cleaning rod is fixedly connected to a cleaning plate, and one side of the outer wall of the cross bar is fixedly connected to a C-shaped frame, and the C-shaped frame passes through the cleaning rod.

[0009] Preferably, the interior of the protective shell is sequentially provided with an outer layer, a middle layer and an inner layer, the outer layer is made of high-strength wear-resistant material, the middle layer is provided with energy-absorbing material, and the inner layer is made of heat-conducting material.

[0010] Preferably, the outer layer is made of tungsten carbide coating material, the middle layer is made of honeycomb aluminum material, and the inner layer is made of aluminum alloy material.

[0011] Preferably, the lubrication assembly includes a reservoir, which is arranged on one side of the outer wall of the horizontal axis, and an oil pump is fixedly connected to one side of the outer wall of the reservoir, the input end of the oil pump is connected to the reservoir, the output end of the oil pump is connected to one end of an oil pipe, and the other end of the oil pipe is connected to a nozzle.

[0012] Preferably, an optical fiber strain sensor is fixedly connected to one side of the outer wall of the shaft body, and a plurality of the strain sensors constitute a strain force monitoring system, and the strain force monitoring system includes a data collection module and a data calculation module.

[0013] Preferably, the data collection module monitors and collects data including stress, temperature and vibration of the shaft.

[0014] Preferably, the data calculation module performs preprocessing, stress calculation and feature extraction on the data collected by the data collection module.

[0015] Working principle: When the train is running, the air collecting tube of the cleaning mechanism uses the airflow generated by the vehicle. The airflow drives the active blade to rotate, and the spring stores energy at this time. The active blade drives the active bevel gear to rotate through the rotating shaft and the extension rod. The active bevel gear meshes with the driven bevel gear, causing the driven bevel gear to rotate, and then drives the end face cam to rotate. Under the restriction of the limit frame, the rotation of the end face cam causes the cleaning rod to reciprocate. The telescopic component in the cleaning rod can adapt to different working environments and cleaning needs, and the cleaning plate at one end can effectively clean the residual dirt on the outer wall of the cast steel wheel. This can ensure that the weight of the cast steel wheel is evenly distributed, maintain the balance of both ends of the shaft body, provide protection for the shaft body, avoid vibration and stress increase caused by unbalanced shaft body, reduce the risk of damage to the track and other parts of the vehicle, and improve the safety and stability of train operation. It can also make the cast steel wheel work better with the protective shell to enhance the overall protection effect. The outer layer of the protective shell is made of tungsten carbide coating material. As the part directly in contact with the outside world, it can effectively resist the scratches, collisions and wear of various hard objects on the track with its high hardness and excellent wear resistance, ensuring that the axle is not damaged by the harsh environment of the outside world. The honeycomb aluminum material in the middle layer can absorb the impact and vibration energy of the axle when the train passes through the turnout or uneven track, and reduce the energy transferred to the inside of the shaft body through the deformation and collapse of the honeycomb wall, reducing the stress on the shaft body. The aluminum alloy material in the inner layer uses good thermal conductivity to transfer the heat generated by the operation of the shaft body to the surface of the protective shell, and then dissipate it through natural convection or heat exchange with the surrounding air, so that the shaft body can work within a suitable temperature range. The light weight, good processing performance and corrosion resistance of aluminum alloy make it well combined with the outer and middle layer materials, forming a complete and efficient protection system, providing all-round safety protection for the axle. The oil pump of the lubrication component extracts the lubricant in the reservoir, and the lubricant is transported from the reservoir to the nozzle through the oil pipe, and finally evenly sprayed on the connection between the axle and the cast steel wheel. In this way, the friction coefficient is effectively reduced, and the generation of wear and heat is reduced. This not only extends the service life of the axle and cast steel wheel, but also improves the safety and stability of train operation. At the same time, reasonable lubrication reduces operating noise, improves the operating efficiency of the train, reduces energy consumption, and provides an important guarantee for the normal operation of railway vehicles. The optical fiber strain sensor uses the photoelastic effect of the optical fiber to sense the tiny deformation of the shaft body, and has the advantages of high precision, strong anti-interference ability and adaptability to harsh environments. Multiple optical fiber strain sensors cooperate with each other to form a strain force monitoring system to comprehensively monitor the operating status of the shaft body in real time.

[0016] The present invention provides a railway vehicle axle safety protection mechanism, which has the following beneficial effects:

[0017] 1. The present invention ensures that the weight of the cast steel wheel is evenly distributed by cleaning the residual dirt on the outer wall of the cast steel wheel, thereby maintaining the balance of both ends of the axle body. It avoids problems such as vibration and stress increase caused by the imbalance of the axle body, and significantly improves the stability of train operation. In the long-term operation process, it reduces the wear and fatigue damage of components caused by the imbalance of the axle body, and prolongs the service life of the axle and related components.

[0018] 2. The present invention adopts tungsten carbide coating material, which can effectively resist the scratches, collisions and wear of various hard objects on the track by virtue of its high hardness and excellent wear resistance. It ensures that the axle is not directly damaged by the harsh external environment, greatly reducing the chance of damage to the axle surface. In the long-term operation process, even in the face of complex track environment and frequent train operation, the axle can maintain a good surface condition.

[0019] 3. The present invention uses an oil pump to transport the lubricant from the reservoir to the nozzle, and evenly sprays it on the connection between the axle and the cast steel wheel, effectively reducing the friction coefficient, reducing the wear between the axle and the cast steel wheel, and extending the service life of the axle and the cast steel wheel. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a three-dimensional diagram of the safety protection mechanism in the present invention;

[0021] Figure 2 is a schematic diagram of the safety protection mechanism in the present invention;

[0022] Figure 3 for Figure 2 The enlarged view of point B in the figure;

[0023] Figure 4 is a schematic diagram of the cleaning mechanism in the present invention;

[0024] Figure 5 for Figure 4 A in the enlarged view;

[0025] Figure 6 It is a display diagram of the cleaning mechanism in the present invention;

[0026] Figure 7 is a schematic diagram of a telescopic assembly in the present invention;

[0027] Figure 8 Schematic diagram of the strain monitoring system of the present invention.

[0028] Among them, 1. shaft; 2. cast steel wheel; 3. protective shell; 4. cleaning mechanism; 401. horizontal axis; 402. air collecting tube; 403. support frame; 404. rotating shaft; 405. active blade; 406. spring; 407. extension rod; 408. active bevel gear; 409. L-shaped rod; 410. end cam; 411. cleaning rod; 412. telescopic assembly; 413. limit frame; 414. C-shaped frame; 5. lubrication assembly; 501. storage; 502. oil pump; 503. oil pipe; 504. nozzle; 6. optical fiber strain sensor; 7. strain force monitoring system; 8. short rod; 9. driven bevel gear; 10. cleaning plate; 11. roller. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0030] Please refer to the attached Figure 1 -Attached Figure 8 An embodiment of the present invention provides a railway vehicle axle safety protection mechanism, including an axle body 1, cast steel wheels 2 are fixedly connected to both sides of the outer wall of the axle body 1, a protective shell 3 is fixedly connected to one side of the outer wall of the cast steel wheel 2, which is used to protect the axle body 1, a cleaning mechanism 4 is fixedly connected to one side of the outer wall of the axle body 1, which is used to clean the outer wall of the cast steel wheel 2, and a lubrication component 5 is provided on one side of the outer wall of the cleaning mechanism 4, which lubricates the connection between the axle and the cast steel wheel 2.

[0031] The cleaning mechanism 4 includes a horizontal axis 401, which is fixedly connected to one side of the outer wall of the adjacent axle, and a wind collecting tube 402 is fixedly connected to one side of the outer wall of the horizontal axis 401, and the interior of the wind collecting tube 402 is fixedly connected to a support frame 403, and the interior of the support frame 403 is rotatably connected to a rotating shaft 404, and the outer wall of the rotating shaft 404 is fixedly connected to one end of an active blade 405, and the other end of the active blade 405 is fixedly connected to one end of a clockwork 406, and the other end of the clockwork 406 is fixedly connected to the inner wall of the support frame 403, and one end of the rotating shaft 404 is fixedly connected to the inner wall of the support frame 403. One end of an extension rod 407 is fixedly connected to the support frame 403, and the other end of the extension rod 407 is fixedly connected to an active bevel gear 408. An L-shaped rod 409 is fixedly connected to one side of the outer wall of the horizontal axis 401. An end cam 410 is rotatably connected to the outer wall of the L-shaped rod 409. A cleaning rod 411 is slidably connected to the inside of the end cam 410. A telescopic component 412 is fixedly connected to the inside of the cleaning rod 411. A limiting frame 413 is fixedly connected to one side of the outer wall of the horizontal axis 401, and one end of the cleaning rod 411 passes through the limiting frame 413.

[0032] One end of a short rod 8 is fixedly connected to one side of the outer wall of the end face cam 410, and the other end of the short rod 8 is fixedly connected to a driven bevel gear 9, and the driven bevel gear 9 is meshed with the driving bevel gear 408;

[0033] One end of the cleaning rod 411 is fixedly connected to a roller 11, and the roller 11 is slidably connected to the inner outer wall of the end face cam 410. The other end of the cleaning rod 411 is fixedly connected to a cleaning plate 10. One side of the outer wall of the horizontal axis 401 is fixedly connected to a C-shaped frame 414, and the C-shaped frame 414 passes through the cleaning rod 411.

[0034] Specifically, when the train is running, the air collecting tube 402 can utilize the airflow generated during the driving process of the vehicle. When the airflow drives the active blade 405 to rotate, the clockwork 406 will store energy, and the rotation of the end cam 410 can drive the cleaning rod 411 to reciprocate. The interior of the cleaning rod 411 is fixedly connected with a telescopic component 412, and the telescopic component 412 can make the cleaning rod 411 adapt to different working environments and cleaning needs. The driven bevel gear 9 is meshed with the active bevel gear 408, so that the rotation of the active bevel gear 408 can drive the driven bevel gear 9 to rotate, and then the end cam 410 rotates. During the operation of the train, the outer wall of the cast steel wheel 2 is prone to some residual dirt. If these dirt are not cleaned in time, they may cause uneven weight distribution of the cast steel wheel 2 and affect the balance of the two ends of the shaft body 1. When the two ends of the shaft body 1 are unbalanced, during the high-speed rotation of the axle, additional vibration and stress will be generated, which will not only reduce the service life of the axle, but also may cause safety hazards. An unbalanced axle body may cause the train to shake more during travel, and may even cause damage to the track and other parts of the vehicle. Therefore, the role of the cleaning mechanism 4 is crucial. The airflow energy is collected by the air collecting tube 402 to drive the active blade 405 to rotate. The rotation of the active bevel gear 408 can drive the driven bevel gear 9 to rotate, and then the end face cam 410 can rotate. Under the limit of the cleaning rod 411 by the limit frame 413, the end face cam 410 and the cleaning plate 10 can effectively clean the outer wall of the cast steel wheel 2, remove residual dirt, and ensure that the weight of the cast steel wheel 2 is evenly distributed, thereby maintaining the balance at both ends of the axle body 1, providing reliable protection for the axle body 1, and ensuring the safe operation of the train. At the same time, the cleaned cast steel wheel 2 can also work better with the protective shell 3, further improving the protection effect of the axle body 1, reducing the damage to the axle body 1 caused by external factors, extending the overall service life of the axle, reducing maintenance costs, and improving the efficiency and safety of railway transportation.

[0035] The protective shell 3 is provided with an outer layer, a middle layer and an inner layer in sequence, the outer layer is made of high-strength wear-resistant material, the middle layer is provided with energy-absorbing material, and the inner layer is made of heat-conducting material;

[0036] The outer layer is made of tungsten carbide coating material, the middle layer is made of honeycomb aluminum material, and the inner layer is made of aluminum alloy material;

[0037] Specifically, the outer layer, as the part directly in contact with the external environment, adopts high-strength wear-resistant materials. Specifically, the outer layer is made of tungsten carbide coating material. Tungsten carbide has extremely high hardness and excellent wear resistance. Its hardness is second only to diamond. It can effectively resist scratches, collisions and wear from various hard objects on the track, while ensuring that the axle is always in a good protective state and is not directly damaged by the harsh external environment. The middle layer is provided with energy-absorbing materials, and a honeycomb structure is made of multiple layers of aluminum foil by gluing or brazing. When the train passes through the turnout or the uneven track, the axle will be subjected to different degrees of impact and vibration. The honeycomb aluminum material in the middle layer can absorb this energy through the deformation and collapse of the honeycomb wall, thereby reducing the energy transferred to the inside of the axle and reducing the stress on the axle. The inner layer adopts heat-conducting materials, and aluminum alloy materials are selected. Aluminum alloy has good thermal conductivity. The aluminum alloy material in the inner layer can effectively transfer heat to the surface of the protective shell, and then dissipate the heat to the surrounding environment through natural convection or heat exchange with the surrounding air, so as to keep the axle working within a suitable temperature range. In addition, aluminum alloy materials have light weight, good processing performance and corrosion resistance, and can be well combined with the outer and middle layer materials to form a complete and efficient protective shell system, providing all-round safety protection for railway vehicle axles.

[0038] The lubrication assembly 5 includes a reservoir 501, which is arranged on one side of the outer wall of the horizontal axis 401, and an oil pump 502 is fixedly connected to one side of the outer wall of the reservoir 501, the input end of the oil pump 502 is connected to the reservoir 501, the output end of the oil pump 502 is connected to one end of an oil pipe 503, and the other end of the oil pipe 503 is connected to a nozzle 504;

[0039] Specifically, through the power transmission of the oil pump 502, the lubricant is transported from the reservoir 501 through the oil pipe 503 to the nozzle 504, and then evenly sprayed on the lubrication points, effectively reducing the friction coefficient, reducing the generation of wear and heat, extending the service life of the axle and the cast steel wheel 2, and improving the safety and stability of the train operation. At the same time, reasonable lubrication can also reduce operating noise, improve the operating efficiency of the train, reduce energy consumption, and provide important guarantees for the normal operation of railway vehicles.

[0040] An optical fiber strain sensor 6 is fixedly connected to one side of the outer wall of the shaft body 1 . A plurality of strain sensors constitute a strain force monitoring system 7 . The strain force monitoring system 7 includes a data collection module and a data calculation module.

[0041] The data collection module monitors and collects data including stress, temperature and vibration of the shaft body 1;

[0042] The data calculation module performs preprocessing, stress calculation and feature extraction on the data collected by the data collection module;

[0043] Specifically, a fiber optic strain sensor 6 is fixedly connected to one side of the outer wall of the shaft body 1. This sensor plays an important monitoring role in the safety protection of the axle. The fiber optic strain sensor 6 uses the photoelastic effect of the optical fiber to sense the slight deformation of the shaft body 1. It has the advantages of high precision, strong anti-interference ability and adaptability to harsh environments. A plurality of such fiber optic strain sensors 6 cooperate with each other to form a strain force monitoring system 7, which provides strong support for comprehensive and real-time monitoring of the operating status of the shaft body 1.

[0044] The strain monitoring system 7 includes a data collection module and a data calculation module, and these two modules work together to ensure accurate evaluation and analysis of the state of the shaft body 1.

[0045] The data collection module is responsible for monitoring and collecting data including stress, temperature and vibration of the shaft body 1. In terms of stress monitoring, the optical fiber strain sensor 6 can accurately measure the stress changes of the shaft body 1 when it is subjected to various loads. When the train is running, the shaft body 1 is subjected to various forces such as wheels, tracks and the weight of the vehicle itself. The data collection module obtains the strain information of the surface of the shaft body 1 in real time through the optical fiber strain sensor 6, and converts it into stress data according to the mechanical properties of the material. For example, when the train accelerates, decelerates or passes through a curve, the stress distribution of the shaft body 1 will change, and the data collection module can capture these changes in time and provide basic data for subsequent analysis.

[0046] The data collection module also plays a key role in temperature monitoring. During the operation of the shaft 1, heat will be generated due to friction with the bearing and other energy losses. The temperature change will affect the material properties and mechanical properties of the shaft 1. The data collection module monitors the temperature of the shaft 1 in real time through the temperature sensor installed at the appropriate position of the shaft 1. Whether it is running at normal temperature or in extreme environments, such as high temperature weather or long-term high-speed operation causing the temperature of the shaft 1 to rise, the data collection module can accurately record the temperature data so as to detect potential problems in time.

[0047] Vibration monitoring is also one of the important functions of the data collection module. When the train is running on the track, it will inevitably vibrate, and the vibration of the shaft 1 reflects its running stability and health. The data collection module uses vibration sensors such as accelerometers to collect information such as the vibration frequency, amplitude and phase of the shaft 1. These vibration data are very important for analyzing whether the shaft 1 is unbalanced, loose or other abnormal conditions. For example, when a component on the shaft 1 becomes loose, the vibration characteristics will change significantly, and the data collection module can detect this change in time and record it.

[0048] The data calculation module performs preprocessing, stress calculation, and feature extraction on the data collected by the data collection module. In the preprocessing stage, the data calculation module will filter and reduce noise on the collected data to remove noise caused by environmental interference or sensor errors, thereby improving the quality and reliability of the data. For example, by using a digital filtering algorithm to remove high-frequency noise and low-frequency drift, the data can more accurately reflect the true state of the shaft body 1.

[0049] Stress calculation is one of the core functions of the data calculation module. Based on the strain data provided by the data collection module and the material parameters of the shaft 1, it uses relevant mechanical formulas to accurately calculate the stress size and distribution of the shaft 1. Through stress calculation, it is possible to evaluate whether the shaft 1 is operating within the designed safe stress range and to promptly detect problems such as overload or stress concentration. For example, when a train passes through a heavy load or special road conditions, the data calculation module can quickly calculate the stress changes of the shaft 1, providing a basis for judging the safety of the shaft 1.

[0050] Feature extraction is another important function of the data calculation module. It extracts characteristic parameters that can reflect the operating status of the shaft body 1 from the preprocessed data, such as peak stress, main vibration frequency, temperature change rate, etc. These characteristic parameters can more intuitively reflect the health status and potential risks of the shaft body 1. By comparing and analyzing the characteristic parameters of different time periods, the changing trend of the performance of the shaft body 1 can be found, and possible faults can be predicted in advance. For example, if the main vibration frequency of the shaft body 1 gradually deviates from the normal range, or the temperature change rate increases abnormally, the data calculation module can detect these anomalies through feature extraction, and issue early warning signals in time to remind relevant personnel to conduct inspections and maintenance, thereby ensuring the safe operation of the axle of railway vehicles and improving the reliability and safety of the entire railway transportation system. Starting from the role and advantages of optical fiber strain sensors, the two module functions of the strain force monitoring system composed of multiple sensors are elaborated in detail. Examples are given to illustrate the importance of stress, temperature, and vibration monitoring, and examples are given to illustrate the role and significance of the preprocessing, stress calculation, and feature extraction functions of the data calculation module, so as to fully demonstrate the composition and function of the shaft body strain force monitoring system.

[0051] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A railway vehicle axle safety protection mechanism, comprising an axle body (1), characterized in that: Cast steel wheels (2) are fixedly connected to both sides of the outer wall of the shaft body (1); a protective shell (3) is fixedly connected to one side of the outer wall of the cast steel wheel (2) for protecting the shaft body (1); a cleaning mechanism (4) is fixedly connected to one side of the outer wall of the shaft body (1) for cleaning the outer wall of the cast steel wheel (2); a lubrication component (5) is provided on one side of the outer wall of the cleaning mechanism (4) for lubricating the connection between the axle and the cast steel wheel (2).

2. A railway vehicle axle safety protection mechanism according to claim 1, characterized in that: The cleaning mechanism (4) comprises a transverse axis (401), wherein the transverse axis (401) is fixedly connected to one side of an outer wall of an adjacent axle, wherein one side of the outer wall of the transverse axis (401) is fixedly connected to a wind collecting tube (402), wherein the interior of the wind collecting tube (402) is fixedly connected to a support frame (403), wherein the interior of the support frame (403) is rotatably connected to a rotating shaft (404), wherein the outer wall of the rotating shaft (404) is fixedly connected to one end of an active blade (405), wherein the other end of the active blade (405) is fixedly connected to one end of a clockwork spring (406), wherein the other end of the clockwork spring (406) is fixedly connected to the inner wall of the support frame (403), wherein ... the inner wall of the support frame (403), wherein the rotating shaft (404) is fixedly connected to one end of an active blade (405), wherein the rotating shaft (404) is fixedly connected to one end of a clockwork spring (406), wherein the rotating shaft (404) is fixedly connected to the inner wall of the support frame (403), wherein the rotating shaft (404) is fixedly connected to one end of an active blade (405), wherein the rotating shaft (404) is fixedly connected to one end of a clockwork spring (406), wherein the rotating shaft (404) is fixedly connected to the inner wall of the support frame (403), wherein the rotating shaft (404) is fixedly connected to one end of an active blade (405), wherein the One end passes through the support frame (403) and is fixedly connected to one end of an extension rod (407); the other end of the extension rod (407) is fixedly connected to an active bevel gear (408); one side of the outer wall of the transverse axis (401) is fixedly connected to an L-shaped rod (409); the outer wall of the L-shaped rod (409) is rotatably connected to an end face cam (410); the interior of the end face cam (410) is slidably connected to a cleaning rod (411); the interior of the cleaning rod (411) is fixedly connected to a telescopic assembly (412); one side of the outer wall of the transverse axis (401) is fixedly connected to a limiting frame (413); one end of the cleaning rod (411) passes through the limiting frame (413).

3. A railway vehicle axle safety protection mechanism according to claim 2, characterized in that: One end of a short rod (8) is fixedly connected to one side of the outer wall of the end face cam (410), and the other end of the short rod (8) is fixedly connected to a driven bevel gear (9), and the driven bevel gear (9) is meshed with the driving bevel gear (408).

4. A railway vehicle axle safety protection mechanism according to claim 2, characterized in that: One end of the cleaning rod (411) is fixedly connected to a roller (11), and the roller (11) is slidably connected to the inner side of the outer wall of the end face cam (410). The other end of the cleaning rod (411) is fixedly connected to a cleaning plate (10). One side of the outer wall of the transverse axis (401) is fixedly connected to a C-shaped frame (414), and the C-shaped frame (414) passes through the cleaning rod (411).

5. The railway vehicle axle safety protection mechanism according to claim 1, characterized in that: The interior of the protective shell (3) is sequentially provided with an outer layer, a middle layer and an inner layer, the outer layer is made of high-strength wear-resistant material, the middle layer is provided with energy-absorbing material, and the inner layer is made of heat-conducting material.

6. A railway vehicle axle safety protection mechanism according to claim 5, characterized in that: The outer layer is made of tungsten carbide coating material, the middle layer is provided with honeycomb aluminum material, and the inner layer is made of aluminum alloy material.

7. A railway vehicle axle safety protection mechanism according to claim 2, characterized in that: The lubrication assembly (5) comprises a reservoir (501), the reservoir (501) being arranged on one side of the outer wall of the transverse axis (401), an oil pump (502) being fixedly connected to one side of the outer wall of the reservoir (501), an input end of the oil pump (502) being connected to the reservoir (501), an output end of the oil pump (502) being connected to one end of an oil pipe (503), and the other end of the oil pipe (503) being connected to a nozzle (504).

8. The railway vehicle axle safety protection mechanism according to claim 1, characterized in that: An optical fiber strain sensor (6) is fixedly connected to one side of the outer wall of the shaft body (1); a plurality of the strain sensors constitute a strain force monitoring system (7); and the strain force monitoring system (7) comprises a data collection module and a data calculation module.

9. A railway vehicle axle safety protection mechanism according to claim 8, characterized in that: The data collection module monitors and collects data on the shaft body (1), including stress, temperature and vibration.

10. A railway vehicle axle safety protection mechanism according to claim 8, characterized in that: The data calculation module performs preprocessing, stress calculation and feature extraction on the data collected by the data collection module.

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