Freight train shaft end multi-mode clutch control type energy recovery device and using method

Abstract

The invention discloses a freight train shaft end multi-mode clutch control type energy recovery device and a using method, and belongs to the technical field of freight train energy recovery and operation safety. The freight train shaft end multi-mode clutch control type energy recovery device comprises an energy recovery unit, a vehicle-mounted independent power source, a power supply circuit, a locomotive auxiliary power source and a sensor; the vehicle-mounted independent power supply is connected with the energy recovery unit through a power supply line, and the vehicle-mounted independent power supply is also connected with the locomotive auxiliary power supply through the power supply line. By the adoption of the freight train shaft end multi-mode clutch control type energy recovery device and the using method, energy is effectively recovered and used for supplying power to the sensor.

Description

Technical Field

[0001] This invention relates to the field of energy recovery and operational safety technology for freight trains, and in particular to a multi-mode clutch control energy recovery device and its usage method at the axle end of a freight train. Background Technology

[0002] In the railway transportation sector, the safe and stable operation of locomotives and rolling stock is of paramount importance. To ensure the stability and safety of train operation, various sensors for detecting train operation status need to be installed in key parts such as the train running gear. Train sensors play a crucial role and are widely used to monitor various operating parameters of trains, such as speed, temperature, pressure, and vibration, in order to ensure the safe and efficient operation of trains.

[0003] However, the power supply for sensors has always been a key technical challenge. Traditional power supply methods mainly rely on the train's onboard power system, providing power to each sensor through wiring. But this method has many limitations. On the one hand, the extensive sensor wiring increases the complexity and weight of the train, not only raising construction costs, but also, during long-term operation, problems such as aging and wear of the wiring can lead to electrical faults, affecting the normal operation of the sensors and thus threatening the train's operational safety. On the other hand, in overhead contactless lines, the traction locomotive is a diesel locomotive. In the event of a sudden accident or power system failure, the sensors may lose power and fail to function properly, unable to provide timely critical information to the train control system.

[0004] Meanwhile, trains generate a significant amount of usable energy during operation. How to effectively utilize this energy and power sensors has become a research hotspot. Suitable energy conversion devices can provide sensors with a reliable power supply independent of traditional power sources. This not only reduces the train's dependence on the power supply system but also improves the energy efficiency and operational reliability of the entire train system. Summary of the Invention

[0005] The purpose of this invention is to provide a multi-mode clutch control energy recovery device and its usage method for freight train axle ends, which can effectively recover energy and use it for sensor power supply.

[0006] To achieve the above objectives, the present invention provides a multi-mode clutch control energy recovery device for axle end of a freight train, comprising an energy recovery unit, an on-board independent power supply, a power supply line, a locomotive auxiliary power supply, and a sensor. The sensor is connected to the on-board independent power supply via the power supply line, the on-board independent power supply is connected to the energy recovery unit via the power supply line, and the on-board independent power supply is also connected to the locomotive auxiliary power supply via the power supply line.

[0007] Preferably, the energy recovery unit includes a housing, an inertial pendulum, a main generator, an emergency generator, a reduction gear mechanism, a first clutch, and a second clutch. The main generator, emergency generator, inertial pendulum, gear reduction mechanism, first clutch, and second clutch are all installed inside the housing. The reduction gear mechanism includes a central shaft, a reduction gear set, and an emergency generator drive shaft. The main generator is connected to an axle sleeve via the first clutch, and the other end of the main generator is connected to the inertial pendulum via the central shaft. An axle is connected to the other end of the axle sleeve. The emergency generator drive shaft is connected to the central shaft via the reduction gear set. A first gear is connected to the rear edge of the inertial pendulum. The first gear is an internal gear and meshes with a second gear. The second gear is connected to the axle sleeve via a second clutch. Both the main generator and the emergency generator are fixed to the housing.

[0008] Furthermore, the housing is internally partitioned, with the main generator and emergency generator secured by bolts. The partition also supports the first and second clutches. There is a bearing on each side of the axle sleeve for axially fixing it to the housing. The first sliding sleeve is connected to the first drive shaft via a spline. The central shaft is vertically partitioned and rotatably connected to the housing. An inertial pendulum is mounted on the central shaft via a hole-shaft fit. The inertial pendulum connects the central shaft to the first gear, causing the central shaft to rotate when the first gear rotates. The central shaft is located at the center of the first gear.

[0009] Preferably, the first clutch includes a first sliding sleeve, a first drive shaft, a first friction plate, a second friction plate, and a clutch control mechanism. The first sliding sleeve is connected to the axle sleeve. The first friction plate is embedded in the right end of the axle sleeve along its axial direction. The second friction plate is embedded in the side of the first sliding sleeve connected to the axle sleeve. The other end of the first sliding sleeve connected to the axle sleeve is connected to the first drive shaft. The clutch control mechanism is connected to the first sliding sleeve.

[0010] Preferably, the second clutch includes a second sliding sleeve, a third friction plate, a fixed sleeve, a fourth friction plate, a second drive shaft, a third drive shaft, and a clutch control mechanism. The second drive shaft is mounted on the second gear, and the second gear and the second drive shaft are connected through a hole shaft fit. The second sliding sleeve is mounted on the other end of the second drive shaft, and the clutch control mechanism is mounted on the second sliding sleeve. The third friction plate is embedded in the other end of the second sliding sleeve and connected to the fixed sleeve. The fourth friction plate is embedded on the side of the fixed sleeve connected to the second drive shaft, and the third drive shaft is mounted on the other end of the fixed sleeve.

[0011] Preferably, the clutch control mechanism includes a stepper motor, a gear, a rack and pinion slider, and a shift fork. The stepper motor is mounted on the housing, and the gear is mounted on the output shaft of the stepper motor. The smooth side of the rack and pinion slider is movably connected to the housing, and the toothed side of the rack and pinion slider is meshed with the gear. A connecting member is provided on the side of the rack and pinion slider, and the shift fork is mounted on the connecting member. The top of the shift fork has a fork-shaped structure and contacts the first sliding sleeve and the second sliding sleeve respectively.

[0012] Furthermore, taking the control mechanism of the second clutch as an example, the motor is fixed to the housing by bolts, the gear is fixed to the output shaft of the motor and rotates together with the motor, the rack slider has a connecting piece on one side compared to a general rack, the rack slider is placed in the groove reserved in the housing to ensure that its rack part meshes with the gear, and the gap between it and the housing is filled with grease for lubrication, the lower part of the shift fork is fixedly installed on the connecting piece of the rack slider, and the upper fork-shaped part is inserted into the groove reserved in the axial direction of the second sliding sleeve, so that the rotation of the motor can control the sliding sleeve to move axially along the second transmission shaft.

[0013] Preferably, the inertial pendulum has a fan-shaped structure, and an inertial pendulum pressure plate is provided below the edge of the inertial pendulum, the inertial pendulum pressure plate being connected to the inertial pendulum by bolts.

[0014] Preferably, the inertial pendulum can be set with different arcs, namely 30°, 45°, 60°, 90°, 120°, 180°, and 360°.

[0015] Furthermore, the inertial pendulum is an irregular plate-like structure combining a fan shape and an arc shape, with a large arc edge on one side and a small arc edge on the other side. The large and small arc edges share a common center, and a hole for shaft-hole mating is opened at the center. The angle of the inertial pendulum is defined as the central angle corresponding to the large arc. A hole is opened at the part of the inertial pendulum near the large arc edge, thereby connecting it to the first gear through a connector.

[0016] Preferably, the sensor includes a pressure sensor, a microelectromechanical triaxial accelerometer, a displacement sensor, a laser rangefinder, an shaft temperature monitoring sensor, a temperature monitoring sensor, and a speed sensor.

[0017] Furthermore, the speed sensor is connected to a built-in bearing locker via a sensing circuit to lock the bearing.

[0018] This invention also provides a method for using a multi-mode clutch-controlled energy recovery device at the axle end of a freight train, comprising the following steps: Step 1: Select the energy recovery unit based on different operating environments; Step 2: When the train is running, the energy recovery unit in the system drives the internal power generation device to generate electricity; Step 3: The onboard independent power supply receives and stores electricity and supplies power to the vehicle sensors; Step 4: The sensor is powered on and works normally, displaying various train operation data in real time; Step 5: In case of an emergency, the vehicle's auxiliary power supply will start supplying power.

[0019] Preferably, step two includes the following steps: S1. The train is running, and the energy recovery unit begins to obtain energy from the rotation of the train axle. The main generator generates electricity, and the inertial pendulum drives the emergency generator to generate electricity. S2. The vehicle's independent power supply charges the sensor and powers it. S3. The sensor is working, and the running speed is fed back through the speed sensor in the sensor. S4. Control the rotation of the inertial pendulum by controlling the opening and closing of the clutch in the running speed control device; S5 controls the power generation mode of the power generation device to ensure that the system maintains sufficient power generation to provide stable power to the sensors.

[0020] Therefore, the present invention employs the above-mentioned multi-mode clutch control energy recovery device and method for freight train axle ends, and the technical effects are as follows: (1) This invention can be installed on the axle end of the bogie of a freight train to realize efficient recovery and utilization of the energy released during train operation, provide a new power supply method for heavy-haul railways, optimize the power supply system to improve the energy efficiency of trains, extend the working life of the power system, and provide power to the sensors to realize real-time monitoring and damage detection of the power supply system.

[0021] (2) The energy recovery unit provided by the present invention includes two sets of energy recovery structures. Different energy recovery structures can be selected according to different operating environments, traction conditions and traction locomotive performance, and the energy conversion power can be changed as needed.

[0022] (3) The present invention uses the energy generated by the train during operation to generate electricity through the energy recovery unit, which reduces the consumption of electricity, realizes energy recovery and utilization, and can also promote intelligent management.

[0023] (4) The present invention is a separate power supply system for the vehicle. The power supply line is simpler than that of the locomotive on-board power supply, which greatly reduces the failure rate.

[0024] (5) The present invention has an independent on-board power supply, which can be connected to the locomotive auxiliary power supply system to provide emergency protection for other electrical equipment in case of emergency during train operation.

[0025] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the multi-mode clutch control energy recovery device for freight train axle ends of the present invention; Figure 2 This is a right-side internal structural schematic diagram of an embodiment of the multi-mode clutch control energy recovery device for freight train axle ends of the present invention; Figure 3 This is a rear-view internal structure schematic diagram of an embodiment of the multi-mode clutch control energy recovery device for freight train axle ends of the present invention; Figure 4 This is a top view of the internal structure of an embodiment of the multi-mode clutch control energy recovery device for freight train axle ends according to the present invention; Figure 5 This is a slanted three-dimensional structural schematic diagram of an embodiment of the multi-mode clutch control energy recovery device for freight train axle ends of the present invention; Figure 6 This is a schematic diagram of the reduction gear mechanism structure of an embodiment of the multi-mode clutch control energy recovery device for freight train axle ends of the present invention; Figure 7 This is a left view of the first clutch disengaged in an embodiment of the multi-mode clutch control energy recovery device for freight train axle ends of the present invention. Figure 8 This is a left view of the second clutch disengaged in an embodiment of the multi-mode clutch control energy recovery device for freight train axle ends of the present invention. Figure 9 This is a cross-sectional structural diagram of the first clutch and main generator in conjunction with the housing in an embodiment of the multi-mode clutch control energy recovery device for freight train axle ends of the present invention. Figure 10 This is a schematic diagram of the structure of the second clutch and the housing in an embodiment of the multi-mode clutch control energy recovery device for freight train axle ends of the present invention; Figure 11 This is a schematic diagram of the friction plate structure of an embodiment of the multi-mode clutch control energy recovery device for freight train axle ends of the present invention; Figure 12 This is a flowchart illustrating an embodiment of the multi-mode clutch control energy recovery device and its usage method for freight train axle ends according to the present invention. Figure 13 This is a schematic diagram illustrating the workflow of an embodiment of the multi-mode clutch control energy recovery device and its usage method for freight train axles according to the present invention.

[0027] Figure Labels 1. Housing; 2. First clutch; 21. Axle sleeve; 22. First sliding sleeve; 23. First drive shaft; 24. First friction plate; 25. Second friction plate; 3. Second clutch; 31. Second sliding sleeve; 32. Third friction plate; 33. Fixed sleeve; 34. Fourth friction plate; 35. Second drive shaft; 36. Third drive shaft; 4. Main generator; 5. First gear; 6. Second gear; 7. Inertial pendulum; 8. Emergency generator; 9. Reduction gear mechanism; 91. Central shaft; 92. Reduction gear set; 93. Emergency generator drive shaft; 10. Clutch control mechanism; 101. Stepper motor; 102. Gear; 103. Rack and pinion slider; 104. Shift fork. Detailed Implementation

[0028] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0029] Unless otherwise defined, the technical or scientific terms used in this invention shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0030] Example 1 This invention provides a multi-mode clutch-controlled energy recovery device for freight train axle ends, comprising an energy recovery unit, an onboard independent power supply, power supply lines, a locomotive auxiliary power supply, and various sensors. In the entire device, the energy recovery unit is connected to the onboard independent power supply via power supply lines, the onboard independent power supply is connected to the sensors via power supply lines, and the onboard independent power supply has a main power supply line connecting to the locomotive auxiliary power supply. The energy recovery unit is the core structure of this invention, used to recover and generate electricity from the large amount of energy consumed during train operation.

[0031] The sensors include: a speed sensor, used in conjunction with a high-definition color linear scan unit, for real-time monitoring of moving freight trains; a microelectromechanical system (MEMS) triaxial accelerometer for monitoring the smoothness and serpentine instability of freight cars; a displacement sensor for monitoring overloading and off-center loading of freight cars; a laser rangefinder for monitoring spring deflection, utilizing high dynamic response to measure spring extension and contraction; an axle temperature monitoring sensor for monitoring bearing condition; a temperature monitoring sensor for monitoring brake shoe condition and determining the temperature rise of wheels and brake shoes when there is poor brake release; and a pressure sensor for monitoring the event recorder on the railway train, providing crucial information in the event of an accident, particularly monitoring the pressure of the pneumatic braking system. The speed sensor is connected to an internal bearing lock via sensing lines to lock the bearing.

[0032] In this embodiment, the onboard independent power supply is an onboard battery installed in the train bogie. The onboard battery is connected to an energy recovery device, storing the electricity generated by the device, and is connected to various sensors, providing a stable power source for their normal operation. All vehicle sensors are powered and function normally, displaying various train operating data in real time. The onboard independent power supply can be selected by the operators based on the operating route and environmental conditions.

[0033] like Figures 1-3 , Figure 11As shown, the energy recovery unit is suitable for energy recovery in heavy-haul railways and includes a housing 1, a first clutch 2, a second clutch 3, a main generator 4, a first gear 5, a second gear 6, an inertial pendulum 7, an emergency generator 8, and a reduction gear mechanism 9. In this example, the former is defined as the side where the concave cavity of the axle sleeve 21 connects to the train wheel axle is located, and the latter is defined as the side opposite to the concave cavity side, that is, the direction in which the groove for installing the first friction plate 24 faces. The housing 1 has an internal partition that secures the main generator 4 and the emergency generator 8 with bolts. The partition in housing 1 also supports the first clutch 2 and the second clutch 3. Each axle sleeve 21 has a bearing on its left and right sides for axially fixing it to housing 1. The rear end of the axle sleeve 21 is connected to the first sliding sleeve 22 and has a groove structure that fits with the first friction plate 24 for mounting the first friction plate 24. The first sliding sleeve 22 is cylindrical and has a groove structure on its front end that fits with the second friction plate 25 for mounting the second friction plate 25. The rear end of the first sliding sleeve 22 has a spline that mates with the front end of the first drive shaft 23. The spline allows for limited axial sliding at the shaft end of the first drive shaft 23. The rotor of the main generator 4 is connected to the first drive shaft 23 at the same rotational speed via a flat key. The front end of the central shaft 91 is perpendicular to the partition in housing 1 and is rotatably connected to housing 1. The inertial pendulum 7 is mounted on the central shaft 91 through a hole-shaft fit. The front end face of the inertial pendulum 7 is connected to the first gear 5. The inertial pendulum 7 is used to connect the central shaft 91 and the first gear 5. When the first gear 5 rotates, it causes the central shaft 91 to rotate. The central shaft 91 is located at the center of the first gear 5.

[0034] like Figures 3-5 As shown, the second gear 6 is connected to the rear end of the second transmission shaft 35 through a hole-shaft fit, and the second gear 6 meshes with the first gear 5 for transmission; the inertial pendulum 7 is an irregular plate-shaped structure combining a fan shape and an arc shape, with a large arc edge on one side and a small arc edge on the other side. The large arc edge and the small arc edge have a common center, and a hole for shaft-hole fit is opened at the center. The angle of the inertial pendulum 7 is defined as the central angle corresponding to the large arc. A through hole is opened at the part of the inertial pendulum 7 near the large arc edge, and the connecting piece passes through the through hole to connect the inertial pendulum 7 to the first gear 5.

[0035] like Figure 4 , Figure 11 As shown, the third drive shaft 36 of the second clutch 3 is connected to the axle sleeve 21 via gear meshing. A fixing sleeve 33 is fixedly mounted on the other end of the third drive shaft 36. The other side of the fixing sleeve 33 has a structure that engages with the fourth friction plate 34 to mount the fourth friction plate 34. One end of the second drive shaft 35 of the second clutch 3 is connected to the second gear 6, and the other end has a spline structure, which connects to the second sliding sleeve 31. The other side of the second sliding sleeve 31 has a structure that engages with the third friction plate 32 to mount the third friction plate 32. The shafts of the second drive shaft 35 and the third drive shaft 36 are concentrically arranged.

[0036] like Figure 2 , Figure 5 As shown, the clutch control mechanism 10 in the first clutch 2 is similar to the clutch control mechanism 10 in the second clutch 3. Taking the clutch control mechanism 10 of the first clutch 2 as an example, the stepper motor 101 is fixed to the housing 1 by bolts, and the gear 102 is fixed to the output shaft of the stepper motor 101 and rotates with the stepper motor 101 when it starts. The rack slider 103 has a connecting part on one side compared to a general rack. In this embodiment, the connecting part is a cylindrical protrusion. The rack slider 103 is installed in the groove reserved in the housing 1 to ensure that its rack part meshes with the gear 102. Lubricating grease can be filled into the gap in the housing 1 for lubrication. The lower part of the shift fork 104 has a hole, which is fitted into the cylindrical protrusion of the rack slider 103 and axially fixed. The upper fork-shaped part is inserted into the groove reserved in the circumference of the first sliding sleeve 22, so that when the stepper motor 101 starts, it can control the first sliding sleeve 22 to move axially along the first transmission shaft 23.

[0037] The energy recovery device unit of this invention is relatively simple and easy to operate. Different energy recovery modes can be selected according to different operating environments, traction conditions, and locomotive performance. In practical applications, due to variations in speed and cargo load in railway transportation, a smaller angle inertial pendulum 7 can save materials and fully utilize resources. A larger angle inertial pendulum 7 can collect more energy on high-speed, heavy-haul railways. However, in extremely slow transportation processes, the larger angle inertial pendulum 7, due to its large size and weight, will rotate slower, thus reducing energy recovery to some extent. Therefore, the angle of the inertial pendulum 7 can be selected according to actual conditions; 30°, 60°, 90°, 180°, and 360° are all acceptable. For the main power generation structure, the electromagnetic power generation device, the actual power generation power can be changed by altering the force of the friction plates as the electricity consumption increases.

[0038] like Figure 12 , Figure 13 As shown, the workflow of the multi-mode clutch-controlled energy recovery device at the axle end of a freight train includes the following steps: Step 1: Select the energy recovery unit based on different operating environments; Based on the speed and cargo volume in railway transportation, select the matching energy recovery unit from the multi-mode clutch control energy recovery device at the axle end of the freight train.

[0039] Step 2: When the train is running, the energy recovery unit in the system drives the internal power generation device to generate electricity; S1: The train is running, and the energy recovery unit begins to obtain energy from the rotation of the train axle. The main generator 4 generates electricity, and the inertial pendulum 7 drives the emergency generator 8 to generate electricity. S2: The vehicle's independent power supply charges the sensor and powers it. S3: The sensor is working, and the running speed is fed back through the speed sensor in the sensor. S4: Control the rotation of the inertial pendulum 7 according to the opening and closing of the clutch in the running speed control device; Different generator power combinations can be freely selected based on the different power of the load sensor, as well as the different train loads and conditions. Since the energy recovery unit has a built-in main generator 4 and an emergency generator 8 connected to a speed sensor, the opening and closing of the first clutch and the second clutch can be controlled according to the speed. Specifically, the following situations apply: Scenario 1, such as Figure 7 , Figure 8 As shown, when the train speed is slow, the onboard independent power supply has sufficient energy, or the train is in a powerless stage such as maintenance, the locomotive driver or station staff can remotely control the stepper motor 101 of the clutch control mechanism 10 in the second clutch 3 to rotate a specific angle, and push the second sliding sleeve 31 to move rearward in the embodiment through the shift fork 104, so that the third friction plate 32 and the fourth friction plate 34 embedded in the second sliding sleeve 31 are separated. Alternatively, the stepper motor 101 of the clutch control mechanism 10 in the first clutch 2 can be remotely controlled to rotate a specific angle, and push the first sliding sleeve 22 to move closer to the main generator 4 through the shift fork 104, so that the second friction plate 25 embedded in the first sliding sleeve 22 is separated from the first friction plate 24 of the axle sleeve 21, thereby making the main generator 4 and the emergency generator 8 not work.

[0040] Scenario 2, such as Figure 9 As shown, when the train is running normally and the sensors are working properly, it is necessary to replenish the power supply on the vehicle to make the sensor system work properly. The speed sensor continuously feeds back speed signals to the control module. When the set threshold is reached, the stepper motor 101 of the clutch control mechanism 10 in the first clutch 2 rotates in the opposite direction of the first situation. The shift fork 104 pushes the first sliding sleeve 22 to move away from the main generator 4, so that the second friction plate 25 embedded in the first sliding sleeve 22 is tightly fitted with the first friction plate 24 of the axle sleeve 21. When the wheel rotates, the torque is transmitted to the main generator 4 through the axle sleeve 21 and the first drive shaft 23, so that the main generator 4 works.

[0041] Scenario 3, such as Figure 5 , Figure 6 , Figure 10As shown, when the train is going downhill, urgently needs to replenish power to the onboard independent power supply, or when the main generator 4 fails, the emergency generator 8 needs to work. The specific process is as follows: when the data transmitted by the speed sensor, fault detection related sensor, or locomotive is analyzed by the control module, the stepper motor 101 of the clutch control mechanism 10 in the second clutch 3 rotates in the opposite direction of the first situation. Through the shift fork 104, the second sliding sleeve 31 is pushed to move away from the first gear 5, so that the third friction plate 32 embedded in the second sliding sleeve 31 and the fourth friction plate 34 embedded in the fixed sleeve 33 are tightly fitted. When the wheel rotates, the torque is transmitted from the axle sleeve 21 to the third drive shaft 36, then from the second drive shaft 35 through the second gear 6 to the first gear 5, then from the first gear 5 to the central shaft 91, and then through the reduction gear set 92 to the emergency generator drive shaft 93. Finally, it is transmitted through the emergency generator drive shaft 93 to the emergency generator 8, thereby making the emergency generator 8 work.

[0042] S5: Controls the power generation mode of the power generation device to ensure the system maintains sufficient power generation and provides stable power to the sensors.

[0043] Step 3: The onboard independent power supply receives and stores electricity and supplies power to the vehicle sensors; The energy recovery unit generates electricity and supplies the generated current to the vehicle's independent power supply.

[0044] Step 4: The sensor is powered on and works normally, displaying various train operation data in real time.

[0045] The vehicle's various sensors detect the train's movement, stability, overload, off-center load, bearing status, and other conditions, and display these conditions in real time on the monitoring console.

[0046] Step 5: In case of an emergency, the vehicle's auxiliary power supply will start supplying power.

[0047] When a train encounters a sudden accident or a power supply system failure that prevents it from providing power, the onboard auxiliary power supply is connected to the onboard independent power supply, providing power to various sensors as well as emergency power equipment.

[0048] At this point, the entire invention system has completed its operation, and all sensors have begun to work normally to detect various data related to train operation.

[0049] Meanwhile, the onboard independent power supply in the system of this invention has a main line interface with the locomotive auxiliary power supply. When the train encounters a sudden accident or the power supply system fails and cannot provide power supply, especially when the traction locomotive is a diesel locomotive, when an emergency occurs and the train engine stops and cannot supply power to the train, the onboard auxiliary power supply is connected to the onboard independent power supply. This can not only supply power to various sensors, but also supply power to emergency power equipment.

[0050] Therefore, the present invention adopts the above-mentioned multi-mode clutch control energy recovery device and method for freight train axle end to effectively recover energy and use it for sensor power supply.

[0051] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solutions of the present invention, and these modifications or equivalent substitutions cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A multi-mode clutch-controlled energy recovery device for the axle end of a freight train, characterized by: The energy recovery unit, the on-board independent power supply, the power supply circuit, the locomotive auxiliary power supply and the sensor are connected through the power supply circuit.

2. The freight train axle end multi-mode clutching controlled energy recovery device according to claim 1, characterized in that: The energy recovery unit includes a box, an inertial pendulum, a main generator, an emergency generator, a reduction gear mechanism, a first clutch and a second clutch, and the main generator, the emergency generator, the inertial pendulum, the reduction gear mechanism, the first clutch and the second clutch are all installed inside the box; the reduction gear mechanism includes a central shaft, a reduction gear set and an emergency generator transmission shaft; the main generator is connected with a shaft sleeve through the first clutch, and the other end of the main generator is connected with the inertial pendulum through the central shaft; the other end of the shaft sleeve is connected with a shaft; the emergency generator transmission shaft of the emergency generator is connected with the central shaft through the reduction gear set; the inertial pendulum rear end edge is connected with a first gear, the first gear is an internal gear and is engaged with a second gear, the second gear is connected with the shaft sleeve through the second clutch, and the main generator and the emergency generator are fixed on the box.

3. The freight train axle end multi-mode clutching controlled energy regenerative device according to claim 2, characterized in that: The first clutch includes a first sliding sleeve, a first transmission shaft, a first friction plate, a second friction plate and a clutch control mechanism, the first sliding sleeve is connected with the shaft sleeve, the first friction plate is embedded on the right end of the shaft sleeve in the axial direction, and the second friction plate is embedded on the side of the first sliding sleeve connected with the shaft sleeve; the other end of the first sliding sleeve connected with the shaft sleeve is connected with the first transmission shaft, and the clutch control mechanism is connected with the first sliding sleeve.

4. The freight train axle end multi-mode clutching controlled energy regenerative device according to claim 3, characterized in that: The second clutch includes a second sliding sleeve, a third friction plate, a fixed sleeve, a fourth friction plate, a second transmission shaft, a third transmission shaft and a clutch control mechanism, the second transmission shaft is installed on the second gear, the other end of the second transmission shaft is installed with the second sliding sleeve, the clutch control mechanism is installed on the second sliding sleeve, the other end of the second sliding sleeve is embedded with the third friction plate and connected with the fixed sleeve, the fixed sleeve is embedded with the fourth friction plate on the side connected with the second transmission shaft, and the other end of the fixed sleeve is installed with the third transmission shaft.

5. The freight train axle end multi-mode clutching controlled energy recovery device of claim 4, wherein: The clutch control mechanism includes a stepper motor, a gear, a rack slider and a fork, the stepper motor is installed on the box, and the output shaft of the stepper motor is installed with the gear; the smooth side of the rack slider is movably connected with the box, the side with teeth of the gear slider is meshingly connected with the gear, the side surface of the rack slider is provided with a connecting piece, the fork is installed on the connecting piece, and the top of the fork is fork-shaped and respectively in contact with the first sliding sleeve and the second sliding sleeve.

6. The freight train axle end multi-mode clutching controlled energy recovery device of claim 5, wherein: The inertial pendulum is in a fan shape, and an inertial pendulum pressing piece is arranged below the edge of the inertial pendulum and connected with the inertial pendulum through bolts.

7. The freight train axle end multi-mode clutching controlled energy recovery device of claim 6, wherein: The inertial pendulum can be provided with different radian, respectively 30°, 45°, 60°, 90°, 120°, 180°, 360°.

8. The freight train axle end multi-mode clutching controlled energy recovery device of claim 7, wherein: The sensor includes a pressure sensor, a micro-electromechanical three-axis acceleration sensor, a displacement sensor, a laser ranging sensor, an axle temperature monitoring sensor, a temperature monitoring sensor and a speed sensor.

9. A method of using the multi-mode clutch-controlled energy recovery device at the axle end of a freight train according to any one of claims 1-8, characterized in that, The method comprises the following steps: Step one, based on different operating environments, select energy recovery unit; Step two, when the train is running, the energy recovery unit in the system drives the built-in power generation device to generate electricity; Step three, the on-board independent power supply stores the power and supplies power to the vehicle sensor; Step four, the sensor works normally and displays the train operation data in real time; Step five, when an emergency occurs, the on-board auxiliary power supply starts to supply power.

10. The method of using a freight train axle-end multi-mode clutch-controlled energy recovery device of claim 9, wherein: Step two comprises the following steps: S1, when the train is running, the energy recovery unit starts to obtain energy from the rotation of the train axle, the main generator generates electricity, and the inertial pendulum drives the emergency generator to generate electricity; S2, the on-board independent power supply charges and supplies power to the sensor; S3, the sensor works, and the running speed is fed back through the speed sensor in the sensor; S4, according to the running speed, the opening and closing of the clutch in the control device is controlled to control the rotation of the inertial pendulum; S5, the power generation mode of the power generation device is controlled to keep the system with sufficient power generation capacity to stably supply power to the sensor.

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