Road photovoltaic power generation system

Abstract

The invention provides a road photovoltaic power generation system, and relates to the technical field of solar power generation, the road photovoltaic power generation system is formed by arranging and paving a plurality of prefabricated members, each prefabricated member is formed by sequentially splicing an insulating substrate layer, a photovoltaic panel, an insulating isolation layer, a heating layer, a transparent protection layer, a first anti-skid wear-resistant layer and a second anti-skid wear-resistant layer, the problems that an existing highway pavement photovoltaic power generation panel is high in assembly difficulty, low in convenience, small in friction resistance and low in rut resistance are solved. The road photovoltaic power generation system is provided with the first groove and the second groove through the L-shaped structure, the road photovoltaic power generation system can be used in cooperation with a forklift arm for paving, and the paving efficiency is improved; meanwhile, the function of an accumulated water discharging groove is achieved, rapid discharging of rainwater can be achieved on rainy days, and the situation that the rainwater is accumulated to damage the frame is avoided.

Description

Technical Field

[0001] The invention relates to the technical field of solar power generation, and in particular to a highway photovoltaic power generation system. Background Art

[0002] Road photovoltaic utilization refers to laying photovoltaic power generation components directly on the road surface to use solar energy to generate electricity and realize the use of green energy. This technology can not only reuse idle road resources, but also give the road surface photovoltaic power generation and information collection functions.

[0003] In recent years, with the continuous investment and development of photovoltaic highways in my country, the country's investment in transportation infrastructure has continued to increase, and the role of road transportation in national economic activities has become increasingly important; photovoltaic pavement technology uses solar energy to generate electricity by laying photovoltaic power generation components directly on the road surface, which puts higher requirements on the safety of road transportation, especially the driving safety on rainy and snowy roads. Snow and ice on roads are the biggest hidden danger to road driving safety in winter. In extremely severe weather conditions such as heavy snowstorms, most highways often limit speeds or even have to be closed for several days for safety reasons, which seriously restricts the development of the national economy. Therefore, winter road ice and snow removal has become a research focus of road maintenance departments in various countries.

[0004] The existing pavement photovoltaic power generation system has low friction resistance and low anti-rutting strength. Although it can be used to clear ice and snow, it is easy to accumulate rainwater on rainy days. Under the influence of rainwater, it is easy to cause serious rust on parts, reducing the service life of parts. It is also inconvenient to move the position during paving, affecting the paving efficiency. Summary of the invention

[0005] In view of this, the present invention provides a highway photovoltaic power generation system, which solves the problems of high difficulty in assembling photovoltaic power generation panels on existing highway pavements, low convenience, low friction resistance and low anti-rutting strength. Although the existing pavement photovoltaic power generation system can remove ice and snow, it is easy to accumulate rainwater on rainy days. Under the influence of rainwater, it is easy to cause serious rust on parts, reducing the service life of the parts. In addition, it is inconvenient to move the position during paving, affecting the paving efficiency.

[0006] The present application provides a highway photovoltaic power generation system, comprising: a frame 1; two frames 1 are provided, both of which are L-shaped structures; an insulating substrate layer 2 is fixed between the two frames 1; a photovoltaic panel 3 is fixed between the two frames 1, and the bottom end surface of the photovoltaic panel 3 is in contact with the top end surface of the insulating substrate layer 2; an insulating isolation layer 4 is fixed between the two frames 1, and the bottom end surface of the insulating isolation layer 4 is in contact with the top end surface of the photovoltaic panel 3; a first anti-skid and wear-resistant layer 7 is fixed between the two frames 1, and the bottom end surface of the first anti-skid and wear-resistant layer 7 is in contact with the top end surface of the insulating isolation layer 4; a second anti-skid and wear-resistant layer 8 is fixed between the two frames 1, and the bottom end surface of the second anti-skid and wear-resistant layer 8 is in contact with the top end surface of the first anti-skid and wear-resistant layer 7; a microprocessor 13 and an energy storage module 14 are installed in one of the frames 1, the microprocessor 13 and the energy storage module 14 are electrically connected, the microprocessor 13 is also electrically connected to the municipal power supply module 15, and the microprocessor 13 is also electrically connected to the photovoltaic panel 3; the above two frames 1 constitute a group of photovoltaic power generation prefabricated parts, and the highway photovoltaic power generation system is formed by arranging and paving a plurality of the above prefabricated parts.

[0007] Furthermore, each of the frames 1 has two first grooves 101 symmetrically formed at the bottom, and the four first grooves 101 are all rectangular groove structures; the bottom end surface of the insulating substrate layer 2 is flush with the bottom end surface of the frame 1, and the bottom end surface of the insulating substrate layer 2 has two second grooves 201 symmetrically formed, and the second grooves 201 are rectangular groove structures. The second grooves 201 are the same size as the first grooves 101 and are aligned in position. The second grooves 201 and the first grooves 101 together constitute the roadbed drainage flow structure at the bottom of the frame 1. On the other hand, they also constitute the bottom slot of the photovoltaic power generation prefabricated component used for paving in cooperation with the forklift arm.

[0008] Furthermore, a support portion 9 is fixed on the first groove 101, and the support portion 9 is composed of a connecting block 901, a threaded rod 902 and a contact block 903. Two connecting blocks 901 are provided, and the two connecting blocks 901 are respectively fixed on the front end surface and the rear end surface of the inner wall of the first groove 101. The two connecting blocks 901 are both rectangular block structures, and each connecting block 901 is threadedly connected to a threaded rod 902. A contact block 903 is rotatably connected to the lower end of each threaded rod 902. The contact block 903 is a circular plate structure, and the bottom end surface of the contact block 903 is in contact with the ground. The connecting block 901, the threaded rod 902 and the contact block 903 together constitute a horizontal adjustment structure of the frame 1.

[0009] Furthermore, the present application provides a preferred replacement scheme for a highway photovoltaic power generation system, that is, a heating layer 5 and a transparent protective layer 6 are fixed between the two frames 1 from bottom to top, and the heating layer 5 and the transparent protective layer 6 are between the insulating isolation layer 4 and the first anti-skid and wear-resistant layer 7; wherein the microprocessor 13 is also electrically connected to the heating layer 5, and this scheme can realize the automatic deicing and snow removal function of the highway photovoltaic power generation system in snowy days. Among them, the heating layer 5 can be preferably a graphene transparent material or other heat-conducting material, and the transparent protective layer 6 can be selected from any one of polycarbonate, acrylic, epoxy resin, acrylic resin, and tempered glass.

[0010] Furthermore, the left and right end faces of the insulating substrate layer 2, photovoltaic panel 3, insulating isolation layer 4, heating layer 5, transparent protective layer 6, first anti-slip and wear-resistant layer 7 and second anti-slip and wear-resistant layer 8 are provided with two snap-in grooves 16, and the snap-in grooves 16 are rectangular groove-shaped structures. Two first protrusions 102 are arranged on the inner side of each frame 1, and the first protrusions 102 are rectangular block-shaped structures. The first protrusions 102 are snap-fitted with the snap-in grooves 16. The first protrusions 102 and the snap-in grooves 16 together constitute a fixed structure between the frame 1 and the insulating substrate layer 2, photovoltaic panel 3, insulating isolation layer 4, heating layer 5, transparent protective layer 6, first anti-slip and wear-resistant layer 7 and second anti-slip and wear-resistant layer 8.

[0011] Furthermore, an auxiliary rod 12 is fixed between the two frames 1 in a linear array. The auxiliary rod 12 is a semi-cylindrical transparent structure made of tempered glass. The bottom end surface of the auxiliary rod 12 contacts the top end surface of the second anti-slip and wear-resistant layer 8 .

[0012] Furthermore, the first anti-skid wear-resistant layer 7 and the second anti-skid wear-resistant layer 8 are both made of transparent materials, and the first anti-skid wear-resistant layer 7 includes the following raw materials by weight: 80-100 parts of glass aggregate, 10-15 parts of bisphenol A epoxy resin, 5-10 parts of polydimethylsilicone oil, 3-5 parts of alkyl glycidyl ether, and 2-3 parts of hexadecyl dimethyl tertiary amine; the glass aggregate is tempered glass, and the particle size is selected within the range of 50-200 mesh, and the grading pass rate is: 30 mesh 100%, 50 mesh 90-99%, 100 mesh 65-89%, 200 mesh 30-64%. During preparation, the commonly used wet modification technology is adopted, and the epoxy resin and the modified curing material (polydimethylsilicone oil, hexadecyl dimethyl tertiary amine, alkyl glycidyl ether) are mixed at a high temperature of 95-100°C to prepare epoxy asphalt, and then mixed and cured with the glass aggregate to form an epoxy asphalt mixture, which is extruded into layers for standby use.

[0013] Furthermore, the second anti-skid and wear-resistant layer 8 comprises the following raw materials by weight: 20-30 parts of bisphenol A epoxy resin, 5-10 parts of polydimethylsilicone oil, 3-5 parts of alkyl glycidyl ether, 10-20 parts of transparent silica gel particles, and 30-50 parts of tempered glass particles. The preparation adopts the commonly used wet modification technology, and the epoxy resin and the modified curing material (polydimethylsilicone oil, alkyl glycidyl ether) are mixed at a high temperature of 95-100°C to prepare epoxy asphalt, and then mixed with transparent silica gel particles and tempered glass particles to form an anti-skid and wear-resistant mixture, which is extruded into layers for standby use.

[0014] Furthermore, the insulating isolation layer 4 is selected from any one of silicone resin, PVC film, PVB film, and polyurethane hot melt adhesive mesh; the insulating substrate layer 2 is selected from any one of carbon fiber board, bakelite board, epoxy board, oxidized insulating aluminum board, and glass fiber board.

[0015] Furthermore, a slot 10 is provided on the top surface of the photovoltaic panel, insulating isolation layer, heating layer, transparent protective layer and the first anti-slip and wear-resistant layer, and the slot is a cross-shaped slot structure; a snap-in protrusion 11 is provided on the bottom surface of the photovoltaic panel, insulating isolation layer, heating layer, transparent protective layer, the first anti-slip and wear-resistant layer, and the second anti-slip and wear-resistant layer, and the snap-in protrusion is a cross-shaped protrusion structure. The snap-in protrusion is snapped into the slot, and the snap-in protrusion and the slot together constitute a fixed structure of the photovoltaic panel, insulating isolation layer, heating layer, transparent protective layer, the first anti-slip and wear-resistant layer and the second anti-slip and wear-resistant layer; it is further explained that the above-mentioned insulating isolation layer and heating layer may be made into thin products due to material selection. If it is a thin product, it can be taken as a whole with the transparent protective layer to make a product with an overall structure that can be snapped in for installation.

[0016] Beneficial effects of this application: 1. A first groove and a second groove are provided. Through the provision of the first groove and the second groove, on the one hand, a discharge groove for accumulated water can be formed through the first groove and the second groove, so that rainwater can be quickly discharged on rainy days, thereby avoiding accumulation of rainwater and damaging the frame; on the other hand, the forklift arm can be inserted into the first groove and the second groove during paving, so that the device can be easily moved and paving can be facilitated.

[0017] 2. A supporting part is provided. Through the setting of the supporting part, on the one hand, during paving, the horizontal adjustment of the device can be achieved by rotating the threaded rod, and the flatness of the paving can be guaranteed; on the other hand, through the setting of the contact block, the settlement can be reduced, and the durability after adjustment is guaranteed, without repeated adjustment and leveling.

[0018] 3. A first protrusion and a snap-in groove are provided. Through the provision of the first protrusion and the snap-in groove, the insulating substrate layer, the photovoltaic panel, the insulating isolation layer, the heating layer, the transparent protective layer, the first anti-slip and wear-resistant layer and the second anti-slip and wear-resistant layer can be snap-connected with the frame, thereby ensuring the overall stability.

[0019] 4. A card slot and a card protrusion are provided. Through the setting of the card slot and the card protrusion, the card connection between the insulating substrate layer, the photovoltaic panel, the insulating isolation layer, the heating layer, the transparent protective layer, the first anti-slip and wear-resistant layer and the second anti-slip and wear-resistant layer can be achieved, thereby ensuring the overall stability.

[0020] 5. It solves the problem of high difficulty and low convenience in assembling photovoltaic panels on existing highway pavements. The highway photovoltaic power generation system is provided with a first groove and a second groove through an L-shaped structure, which can be used in conjunction with a forklift arm for paving, and can be assembled directly at the construction site to improve paving efficiency.

[0021] 6. In order to explore the optimal performance of the pavement of the pavement photovoltaic power generation system, we have conducted further optimization experiments on the pavement materials, and further solved the problem of low friction resistance and low anti-rutting strength of the existing pavement photovoltaic power generation system. The study found that the curing reaction of bisphenol A epoxy resin is mainly caused by the coordinated movement between the groups on the molecular chain. When the epoxy resin and the curing agent undergo esterification, the epoxy group reacts with the hydroxyl group to form ether. The present invention can coordinate the curing reaction by mixing different proportions of modifiers, gradually generating a cross-linked three-dimensional network structure, so that the intermolecular stability is very good. Through the proportion of epoxy resin, we have obtained the weight ratio of the first anti-skid and wear-resistant layer with better anti-rutting performance and thermal stability: 100 parts of glass aggregate, 15 parts of bisphenol A epoxy resin, 10 parts of polydimethylsilicone oil, 2 parts of hexadecyl dimethyl tertiary amine, and 3 parts of alkyl glycidyl ether; glass aggregate grading pass rate: 30 mesh 100%, 50 mesh 90%, 100 mesh 65%, 200 mesh 30%, thickness 20cm 7. The modifier polydimethyl silicone oil and the curing agent alkyl glycidyl ether of the present application are used together to significantly enhance the anti-rutting ability of the second anti-skid wear-resistant layer. By mixing with epoxy resin, we have obtained the weight ratio of the second anti-skid wear-resistant layer with better anti-rutting performance and thermal stability: the following raw materials in parts by weight: 20 parts of bisphenol A epoxy resin, 5 parts of polydimethyl silicone oil, 3 parts of alkyl glycidyl ether, 20 parts of transparent silica gel particles with a particle size of 5mm, and 50 parts of tempered glass particles with a particle size of 5mm.

[0022] 8. By artificially simulating the impact of vehicle driving on the mechanical properties and strength of photovoltaic pavement, we adjusted the pavement mechanical strength when photovoltaic power generation systems of different specifications were used on the pavement, and concluded that the paving method of Example 1 had the best yield strength effect. The yield strength values ​​of Examples 2-3 after adding the snow removal functional layer (heating layer and transparent protective layer) were slightly higher than that of Example 1. The increase in the yield strength value for vehicles indicates that the material's anti-brittle fracture strength is decreasing.

[0023] 9. The addition of the auxiliary rod of Example 3 of the present application, the semi-cylindrical protrusion can reduce the yield strength of the road surface, and the use of the line matrix layout can further enhance the road surface's anti-brittle fracture strength, increase the road surface friction resistance, and improve the road surface stability. The higher the maximum bending and tensile strain value, the stronger the road surface stability. The test shows that the maximum bending and tensile strain values ​​of the highway photovoltaic pavement of Example 1 and Test Example 1 of the present application are the largest, indicating that it has achieved the enhancement of the stability of the road surface performance without affecting photovoltaic power generation.

[0024] 10. The insulating isolation layer of Example 1 of the present application is made of polyurethane hot melt adhesive film (TPU hot melt adhesive film), which has good insulating properties. The main component of the polyurethane hot melt adhesive film is polyurethane, which is an elastomeric environmentally friendly polymer material. It has been tested to have excellent light transmittance, insulation and heat resistance. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solution of the embodiment of the present invention, the drawings of the embodiment are briefly introduced below.

[0026] The drawings described below are only related to some embodiments of the present invention, but are not intended to limit the present invention.

[0027] In the attached picture: Figure 1 It is an axial structural schematic diagram of the highway photovoltaic power generation device of the present invention.

[0028] Figure 2 It is a left-side structural schematic diagram of the highway photovoltaic power generation device of the present invention.

[0029] Figure 3 The present invention Figure 1 Schematic diagram of the axial structure after rotation.

[0030] Figure 4 The present invention Figure 1 Schematic diagram of the axial structure after rotation.

[0031] Figure 5 The present invention Figure 4 Schematic diagram of the structure after further decomposition.

[0032] Figure 6The present invention Figure 5 Schematic diagram of the axial structure after rotation.

[0033] Figure 7 The present invention Figure 5 Schematic diagram of the axial structure after further decomposition.

[0034] Figure 8 It is a schematic diagram of the system structure of the present invention.

[0035] Reference numerals list 1. Frame; 101. First groove; 102. First protrusion; 2. Insulating substrate layer; 201. Second groove; 3. Photovoltaic panel; 4. Insulating isolation layer; 5. Heating layer; 6. Transparent protective layer; 7. First anti-skid and wear-resistant layer; 8. Second anti-skid and wear-resistant layer; 9. Support part; 901. Connecting block; 902. Threaded rod; 903. Contact block; 10. Card slot; 11. Card-connecting protrusion; 12. Auxiliary rod; 13. Microprocessor; 14. Energy storage module; 15. Municipal power supply module; 16. Card slot. DETAILED DESCRIPTION

[0036] In order to make the purpose, scheme and advantages of the technical solution of the present invention clearer, the technical solution of the embodiment of the present invention will be clearly and completely described in conjunction with the drawings of the specific embodiments of the present invention. Unless otherwise specified, the terms used herein have the usual meanings in the art. The same reference numerals in the drawings represent the same components.

[0037] Please refer to Figures 1 to 8 : Example 1

[0038] A highway photovoltaic power generation system comprises: a frame 1; two frames 1 are provided, both of which are L-shaped structures; an insulating substrate layer 2 is fixed between the two frames 1; a photovoltaic panel 3 is fixed between the two frames 1, and the bottom end surface of the photovoltaic panel 3 contacts the top end surface of the insulating substrate layer 2; an insulating isolation layer 4 is fixed between the two frames 1, and the bottom end surface of the insulating isolation layer 4 contacts the top end surface of the photovoltaic panel 3; a first anti-skid and wear-resistant layer 7 is fixed between the two frames 1, and the bottom end surface of the first anti-skid and wear-resistant layer 7 contacts the top end surface of the insulating isolation layer 4; a second anti-skid and wear-resistant layer 8 is fixed between the two frames 1, and the bottom end surface of the second anti-skid and wear-resistant layer 8 contacts the top end surface of the first anti-skid and wear-resistant layer 7; a microprocessor 13 and an energy storage module 14 are installed in one of the frames 1, the microprocessor 13 and the energy storage module 14 are electrically connected, the microprocessor 13 is also electrically connected to a municipal power supply module 15, and the microprocessor 13 is also electrically connected to the photovoltaic panel 3; the above two frames 1 constitute a group of photovoltaic power generation prefabricated parts, and the highway photovoltaic power generation system is formed by arranging and paving a plurality of the above prefabricated parts.

[0039] Among them, two first grooves 101 are symmetrically opened on each frame 1, and the four first grooves 101 are all rectangular groove structures; the bottom end surface of the insulating substrate layer 2 is flush with the bottom end surface of the frame 1, and two second grooves 201 are symmetrically opened on the bottom end surface of the insulating substrate layer 2, and the second grooves 201 are rectangular groove structures. The second grooves 201 are the same size as the first grooves 101 and are aligned in position. The second grooves 201 and the first grooves 101 together constitute the roadbed drainage circulation structure at the bottom of the frame 1.

[0040] Among them, a supporting part 9 is fixed on the first groove 101, and the supporting part 9 is composed of a connecting block 901, a threaded rod 902 and a contact block 903. There are two connecting blocks 901, and the two connecting blocks 901 are respectively fixed on the front end surface and the rear end surface of the inner wall of the first groove 101. The two connecting blocks 901 are both rectangular block structures. A threaded rod 902 is threadedly connected to each connecting block 901, and a contact block 903 is rotatably connected to the lower end of each threaded rod 902. The contact block 903 is a circular plate-shaped structure, and the bottom end surface of the contact block 903 contacts the ground. The connecting block 901, the threaded rod 902 and the contact block 903 together constitute a horizontal adjustment structure of the frame 1. When the ground is not flat enough, the level of the frame 1 needs to be adjusted. When adjusting, the threaded rod 902 can be directly rotated. During the support process, because the contact block 903 is a cylindrical plate-shaped structure, the settlement of the threaded rod 902 can be reduced at this time.

[0041] The first anti-skid wear-resistant layer 7 and the second anti-skid wear-resistant layer 8 are both made of transparent materials. The first anti-skid wear-resistant layer 7 includes the following raw materials by weight: 100 parts of glass aggregate, 15 parts of bisphenol A epoxy resin, 10 parts of polydimethylsilicone oil, 3 parts of alkyl glycidyl ether, and 2 parts of hexadecyl dimethyl tertiary amine; the glass aggregate is tempered glass, the particle size is selected within the range of 50-200 mesh, and the grading pass rate is: 30 mesh 100%, 50 mesh 90%, 100 mesh 65%, 200 mesh 30%. The common wet modification technology is used in the preparation, and epoxy asphalt is prepared by mixing epoxy resin and modified curing materials (polydimethylsilicone oil, hexadecyl dimethyl tertiary amine, alkyl glycidyl ether) at a high temperature of 100°C, and then mixed and cured with glass aggregate to form epoxy asphalt mixture, which is extruded into layers for use, with a thickness of 20cm. The second anti-skid and wear-resistant layer 8 includes the following raw materials by weight: 20 parts of bisphenol A epoxy resin, 5 parts of polydimethylsilicone oil, 3 parts of alkyl glycidyl ether, 20 parts of transparent silica gel particles with a particle size of 5mm, and 50 parts of tempered glass particles with a particle size of 5mm. The commonly used wet modification technology is adopted during preparation. The epoxy resin and the modified curing material (polydimethylsilicone oil, alkyl glycidyl ether) are mixed at a high temperature of 100°C to prepare epoxy asphalt, and then mixed and cured with transparent silica gel particles and tempered glass particles to form an anti-skid and wear-resistant mixture, which is extruded into a layer for standby use, with a thickness of 5cm. The insulating isolation layer 4 uses a polyurethane hot melt adhesive mesh (TPU hot melt adhesive mesh) with a thickness of 1mm. The photovoltaic panel 3 is 5mm thick, and the insulating substrate layer 2 uses an epoxy board with high temperature resistance and a thickness of 3mm. Example 2

[0042] On the basis of Example 1, Figure 7 and Figure 8 As shown, a preferred alternative scheme for the highway photovoltaic power generation system is also included, that is, a heating layer 5 and a transparent protective layer 6 are fixed between the two frames 1 from bottom to top, and the heating layer 5 and the transparent protective layer 6 are between the insulating isolation layer 4 and the first anti-skid and wear-resistant layer 7; wherein the microprocessor 13 is also electrically connected to the heating layer 5, and this scheme can realize the automatic deicing function of the highway photovoltaic power generation system in snowy days. Among them, the heating layer 5 is preferably a graphene transparent material with a thickness of 1mm, and the transparent protective layer 6 is a tempered glass with a thickness of 10mm.

[0043] A microprocessor 13 and an energy storage module 14 are installed in a frame 1 on the left side. The microprocessor 13 and the energy storage module 14 are electrically connected. The microprocessor 13 is also electrically connected to the municipal power supply module 15. The microprocessor 13 is also electrically connected to the photovoltaic panel 3 and the heating layer 5. When generating electricity, the photovoltaic panel 3 can convert light energy into electrical energy, and then transmit it to the energy storage module 14. When municipal power supply is needed, the microprocessor 13 controls the energy storage module 14 to transmit electricity to the municipal power supply module 15. When it is necessary to melt snow, the microprocessor 13 controls the energy storage module 14 to transmit electricity to the heating layer 5. At this time, the heating layer 5 transfers heat upward to melt the snow. Example 3

[0044] On the basis of Example 2, Figure 7 As shown, it also includes: an auxiliary rod 12, an auxiliary rod 12 is fixed between the two frames 1 in a linear array, the auxiliary rod 12 is a semi-cylindrical transparent structure, the auxiliary rod 12 is 50 cm apart, and the semi-cylindrical diameter is 8 cm; the bottom end surface of the auxiliary rod 12 is in contact with the top end surface of the second anti-skid and wear-resistant layer 8, the auxiliary rod 12 is an insulating substrate layer 2, a photovoltaic panel 3, an insulating isolation layer 4, a heating layer 5, a transparent protective layer 6, a first anti-skid and wear-resistant layer 7 and a second anti-skid and wear-resistant layer 8 The fixing structure and the anti-skid structure of the vehicle, when the vehicle is driving, the auxiliary rod 12 can play an anti-skid role. Example 4

[0045] On the basis of Example 3, the left end faces and right end faces of the insulating substrate layer 2, the photovoltaic panel 3, the insulating isolation layer 4, the heating layer 5, the transparent protective layer 6, the first anti-skid and wear-resistant layer 7 and the second anti-skid and wear-resistant layer 8 are provided with two snap-in grooves 16, and the snap-in grooves 16 are rectangular groove-shaped structures. Two first protrusions 102 are arranged on the inner side of each frame 1, and the first protrusions 102 are rectangular block-shaped structures. The first protrusions 102 are snap-fitted with the snap-in grooves 16, and the first protrusions 102 and the snap-in grooves 16 together constitute the frame 1 and the insulating substrate layer 2, the photovoltaic panel 3. The fixed structure between the insulating isolation layer 4, the heating layer 5, the transparent protective layer 6, the first anti-skid and wear-resistant layer 7 and the second anti-skid and wear-resistant layer 8. When assembling, first place the insulating substrate layer 2, the photovoltaic panel 3, the insulating isolation layer 4, the heating layer 5, the transparent protective layer 6, the first anti-skid and wear-resistant layer 7 and the second anti-skid and wear-resistant layer 8 in sequence between the two frames 1. When stacking between the layers, the clamping protrusions 11 and the clamping grooves 10 are used to complete the clamping between the layers. When stacking between the layers, the clamping grooves 16 need to be clamped with the first protrusions 102. Example 5

[0046] On the basis of Example 3 or 4, a slot 10 is provided on the top surface of the photovoltaic panel 3, the insulating isolation layer 4, the heating layer 5, the transparent protective layer 6 and the first anti-slip and wear-resistant layer 7, and the slot 10 is a cross-shaped slot structure. A snap-on protrusion 11 is provided on the bottom surface of the photovoltaic panel 3, the insulating isolation layer 4, the heating layer 5, the transparent protective layer 6, the first anti-slip and wear-resistant layer 7 and the second anti-slip and wear-resistant layer 8, and the snap-on protrusion 11 is a cross-shaped protrusion structure. The snap-on protrusion 11 is snapped with the slot 10, and the snap-on protrusion 11 and the slot 10 together constitute a fixed structure of the photovoltaic panel 3, the insulating isolation layer 4, the heating layer 5, the transparent protective layer 6, the first anti-slip and wear-resistant layer 7 and the second anti-slip and wear-resistant layer 8.

[0047] The specific usage and function of this embodiment are as follows: The device needs to be laid on the road when in use to ensure that the top surface of the device is flush with the road surface. It needs to be assembled before laying. During assembly, the insulating substrate layer 2, the photovoltaic panel 3, the insulating isolation layer 4, the heating layer 5, the transparent protective layer 6, the first anti-skid wear-resistant layer 7 and the second anti-skid wear-resistant layer 8 are placed in sequence between the two frames 1. When stacking between the layers, the clamping between the layers is completed by the clamping protrusion 11 and the clamping groove 10. When stacking between the layers, the clamping groove 16 needs to be clamped with the first protrusion 102; when paving, directly insert the forklift arm into the first groove 101 and the second groove 201 to lift the device That's it; when the ground is not flat enough, it is necessary to adjust the level of the frame 1. When adjusting, just rotate the threaded rod 902 directly. During the support process, because the contact block 903 is a cylindrical plate structure, the settlement of the threaded rod 902 can be reduced at this time; when generating electricity, the photovoltaic panel 3 can convert light energy into electrical energy, and then transmit it to the energy storage module 14. When municipal power supply is needed, the microprocessor 13 controls the energy storage module 14 to transmit electricity to the municipal power supply module 15. When it is necessary to melt snow, the microprocessor 13 controls the energy storage module 14 to transmit electricity to the heating layer 5. At this time, the heating layer 5 transfers heat upward to melt the snow.

[0048] Experiment 1: Performance test of transparent asphalt in the first anti-skid and wear-resistant layer This experiment mainly studies the selection and performance optimization of transparent and light-transmitting asphalt materials used for paving the surface of photovoltaic panels in the field of highway photovoltaic power generation systems, and the selection of curing agent materials for epoxy curing materials. By trying to optimize the combination of modifiers, the better performance test of transparent asphalt for the first anti-skid and wear-resistant layer is obtained, that is, the Marshall stability, high temperature stability, and water immersion residual stability are all better.

[0049] Comparative Example 1: Other raw materials are the same as those in Example 1, and the modifiers are only 10 parts of polydimethylsilicone oil and 2 parts of hexadecyl dimethyl tertiary amine.

[0050] Comparative Example 2: Other raw materials are the same as those in Example 1, and the modifiers are only 10 parts of polydimethylsilicone oil and 3 parts of alkyl glycidyl ether.

[0051] Comparative Example 3: Other raw materials are the same as those in Example 1, and the modifiers are only 2 parts of hexadecyl dimethyl tertiary amine and 3 parts of alkyl glycidyl ether.

[0052] Comparative Example 4: Other raw materials are the same as in Example 1, and the modifier is replaced by 5 parts of polyurethane and 2 parts of hexadecyl dimethyl tertiary amine.

[0053] Comparative Example 5: Other raw materials are the same as in Example 1, and the modifier is replaced by 5 parts of polyurethane, 10 parts of polydimethylsilicone oil and 2 parts of alkyl glycidyl ether.

[0054] Comparative Example 6: Other raw materials are the same as those in Example 1, and the curing agent bisphenol A epoxy resin is replaced by butylene epoxy resin.

[0055] Comparative Example 7: Other raw materials are the same as in Example 1, except that the glass aggregate grading is changed to: 30 mesh 90%, 50 mesh 80%, 100 mesh 60%, 200 mesh 30%.

[0056] Comparative Example 8: The other raw materials are the same as those in Example 1, except that the raw material ratio is changed to: 80 parts of glass aggregate, 10 parts of bisphenol A epoxy resin, 5 parts of polydimethylsilicone oil, 3 parts of alkyl glycidyl ether, and 2 parts of hexadecyl dimethyl tertiary amine.

[0057] Comparative Example 9: The other raw materials are the same as those in Example 1, except that the raw material ratio is changed to: 100 parts of glass aggregate, 20 parts of bisphenol A epoxy resin, 10 parts of polydimethylsilicone oil, 8 parts of alkyl glycidyl ether, and 5 parts of hexadecyl dimethyl tertiary amine.

[0058] Comparative Example 10: Other raw materials are the same as in Example 1, except that the laying thickness is changed to 15 cm.

[0059] Table 1 Transparent asphalt performance test Marshall stability, kN 70℃ rutting dynamic stability, times / mm Water immersion residual stability ratio, % Stability after water immersion cycle, kN Example 1 61.23 24200 98.31 49.95 Comparative Example 1 53.34 21800 79.54 38.09 Comparative Example 2 52.12 21000 78.01 38.21 Comparative Example 3 50.51 19500 75.55 37.66 Comparative Example 4 48.09 19000 70.56 38.00 Comparative Example 5 56.11 21200 70.21 43.15 Comparative Example 6 60.89 23000 88.56 47.65 Comparative Example 7 54.13 22300 79.08 40.02 Comparative Example 8 60.99 23300 98.06 48.27 Comparative Example 9 59.64 22700 89.57 47.59 Comparative Example 10 56.90 23500 87.59 47.72 Experimental results: For the epoxy curing material, we choose bisphenol A epoxy resin with good transmittance, and match it with modifiers: polydimethylsilicone oil, hexadecyl dimethyl tertiary amine, and alkyl glycidyl ether. After mixing, they are added to the glass assembly to make a transparent asphalt material, which has high Marshall stability, high temperature stability, and water immersion residual stability. The study found that the curing reaction of bisphenol A epoxy resin is mainly caused by the coordinated movement between the groups on the molecular chain. When the epoxy resin and the curing agent undergo esterification, the epoxy group reacts with the hydroxyl group to form ether. The present invention can coordinate the curing reaction by formulating modifiers in different proportions, and gradually form a cross-linked three-dimensional network structure, which makes the molecular stability very good. The experiment shows that the combination of the three modifiers of Example 1 and Comparative Example 8 of the present invention, polydimethylsilicone oil, hexadecyl dimethyl tertiary amine, and alkyl glycidyl ether, has a synergistic and better stabilizing effect. In the transparent asphalt performance test in Table 1, the Marshall stability, 70°C rutting dynamic stability, water immersion residual stability ratio, stability after water immersion cycle and other indicators are all superior to other comparative examples, and better than using two of them alone, or replacing them with other modifiers. Through the proportion of epoxy resin, we have obtained the weight ratio of the first anti-skid and wear-resistant layer with better anti-rutting performance and thermal stability: 100 parts of glass aggregate, 15 parts of bisphenol A epoxy resin, 10 parts of polydimethylsilicone oil, 2 parts of hexadecyl dimethyl tertiary amine, and 3 parts of alkyl glycidyl ether; glass aggregate grading pass rate: 30 mesh 100%, 50 mesh 90%, 100 mesh 65%, 200 mesh 30%, thickness 20cm Experiment 2: Anti-rutting ability of the second anti-skid and wear-resistant layer This experiment mainly studies the selection and performance optimization of the anti-skid and wear-resistant layer on the transparent and light-transmitting asphalt material paved on the surface of photovoltaic panels in the field of highway photovoltaic power generation systems, the selection of epoxy curing materials and curing agents and modifier materials, and obtains the better performance test of the second anti-skid and wear-resistant layer by trying to optimize the combination of curing agents and modifiers, that is, a ratio with good anti-rutting ability and anti-deformation rate.

[0060] Comparative Example 11: The other raw materials are the same as those in Example 1, except that the raw material ratio is changed to: 30 parts of bisphenol A epoxy resin, 10 parts of polydimethylsilicone oil, 5 parts of alkyl glycidyl ether, 20 parts of transparent silica gel particles with a particle size of 5 mm, and 50 parts of tempered glass particles with a particle size of 5 mm; Comparative Example 12: Other raw materials are the same as in Example 1, except that the raw material ratio is changed to: 30 parts of bisphenol A epoxy resin, 10 parts of polydimethylsilicone oil, 50 parts of transparent silica gel particles with a particle size of 5 mm, and 20 parts of tempered glass particles with a particle size of 5 mm; Comparative Example 13: Other raw materials are the same as in Example 1, except that the laying thickness is changed to 3 cm.

[0061] Comparative Example 14: Other raw materials are the same as those in Example 1, except that the particle sizes of the transparent silica gel particles and the tempered glass particles are changed to 3 mm.

[0062] Comparative Example 15: Other raw materials were the same as those in Example 1, except that 10 parts of polydimethylsilicone oil was omitted.

[0063] Table 2 Anti-rutting ability of the second anti-skid wear-resistant layer Average value of width variation / mm Width deformation rate / % Average thickness change / mm Rutting depth rate / % Example 1 1.31±0.02 2.1 0.7±0.03 8 Comparative Example 11 1.30±0.04 2.3 0.7±0.04 8 Comparative Example 12 1.54±0.02 2.9 0.9±0.04 9 Comparative Example 13 1.79±0.03 3.1 1.2±0.08 12 Comparative Example 14 2.31±0.11 4.4 1.7±0.11 19 Comparative Example 15 2.12±0.09 4.2 1.6±0.07 16 Experimental results: From the wheel rutting deformation test in Table 2, it can be seen that the main indicators are the width deformation rate and the rutting depth rate. The larger the width deformation rate and the rutting depth rate, the worse the anti-rutting performance. From Table 2, it can be seen that the use of the modifier polydimethyl silicone oil and the curing agent alkyl glycidyl ether of the present application can significantly enhance the anti-rutting ability of the second anti-skid wear-resistant layer. We found that polydimethyl silicone oil can increase the elasticity and rutting resistance of the wear-resistant layer. By omitting polydimethyl silicone oil, the anti-rutting and deformation rates achieved by comparative example 15 are higher than those of the experimental group with polydimethyl silicone oil, indicating that polydimethyl silicone oil and curing agent alkyl glycidyl ether achieve a synergistic effect. By proportioning with epoxy resin, we obtained the weight ratio of the second anti-skid wear-resistant layer with better anti-rutting performance and thermal stability: the following raw materials in parts by weight: 20 parts of bisphenol A epoxy resin, 5 parts of polydimethyl silicone oil, 20 parts of transparent silica gel particles with a particle size of 5mm, 50 parts of 5mm particle size, and a thickness of 5cm.

[0064] Experiment 3: The influence of laying photovoltaic power generation systems on different pavement surfaces on the mechanical properties and strength of the pavement This experiment compares the effects of laying different pavement photovoltaic power generation systems on the mechanical properties and strength of the pavement in Example 1-3 and Experimental Example 1-2, and obtains a better combination of pavement mechanical properties by matching different pavement photovoltaic facilities and specifications of each layer.

[0065] Test Example 1 In the structure of Example 1, auxiliary rods 12 are added, and auxiliary rods 12 are fixed between the two frames 1 in a linear array. The auxiliary rods 12 are semi-cylindrical transparent structures, and the bottom end surface of the auxiliary rods 12 contacts the top surface of the second anti-slip and wear-resistant layer 8. The auxiliary rods 12 are spaced 50 cm apart, and the semi-cylindrical diameter is 8 cm.

[0066] Test Example 2 In the structure of the test example 1, only the auxiliary rod 12 is replaced with a spacing of 30 cm and a semi-cylindrical diameter of 5 cm.

[0067] Test Example 3 In the structure of Example 1, only the insulating isolation layer 4 is replaced with a PVC film with a thickness of 1 mm.

[0068] Table 3 Effects of laying photovoltaic power generation systems on pavement mechanical properties and strength By artificially simulating the impact of vehicle driving on the mechanical properties and strength of photovoltaic pavement, we adjusted the mechanical strength of the pavement when different specifications of photovoltaic power generation systems were used on the pavement, and concluded that the paving method of Example 1 had the best yield strength effect. The yield strength values ​​of Examples 2-3 after adding snow removal functional layers (heating layer and transparent protective layer) were slightly higher than that of Example 1. The increase in the yield strength value for vehicles indicates that the material's anti-brittle fracture strength is decreasing.

[0069] The addition of the auxiliary rod of Example 3 of the present application, the semi-cylindrical protrusion can reduce the yield strength of the road surface, and the use of the line matrix layout can further enhance the road surface's anti-brittle fracture strength, increase the road surface friction resistance, and improve the road surface stability. The experiment shows that the auxiliary rod of Example 1 is added to Example 3, the auxiliary rod 12 is 50cm apart, and the yield strength of the semi-cylindrical diameter is 8cm, and due to the specifications of the auxiliary rod of Example 2.

[0070] The higher the maximum bending-tensile strain value, the stronger the road stability. The test shows that the maximum bending-tensile strain values ​​of the highway photovoltaic pavement in Example 1 and Test Example 1 of the present application are the largest, indicating that the stability of the road performance is enhanced without affecting photovoltaic power generation.

[0071] By comparing with other insulation layer materials, we found that the insulation isolation layer of Example 1 of the present application uses polyurethane hot melt adhesive film (TPU hot melt adhesive film), which has good insulation performance. The main component of the polyurethane hot melt adhesive film is polyurethane, which is an elastomeric environmentally friendly polymer material. After testing, it has excellent light transmittance, insulation and heat resistance.

[0072] The above are only specific embodiments of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present disclosure, which should be included in the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be based on the protection scope of the claims.

Claims

1. A highway photovoltaic power generation system, characterized in that: include: Frame (1); two frames (1) are provided, both of which are L-shaped structures; an insulating substrate layer (2) is fixed between the two frames (1); a photovoltaic panel (3) is fixed between the two frames (1), and the bottom end surface of the photovoltaic panel (3) is in contact with the top end surface of the insulating substrate layer (2); an insulating isolation layer (4) is fixed between the two frames (1), and the bottom end surface of the insulating isolation layer (4) is in contact with the top end surface of the photovoltaic panel (3); a first anti-skid and wear-resistant layer (7) is fixed between the two frames (1), and the bottom end surface of the first anti-skid and wear-resistant layer (7) is in contact with the top end surface of the insulating isolation layer (4); the two frames A second anti-skid and wear-resistant layer (8) is fixed between the two frames (1), and the bottom end surface of the second anti-skid and wear-resistant layer (8) contacts the top end surface of the first anti-skid and wear-resistant layer (7); a microprocessor (13) and an energy storage module (14) are installed in one of the frames (1), the microprocessor (13) and the energy storage module (14) are electrically connected, the microprocessor (13) is also electrically connected to the municipal power supply module (15), and the microprocessor (13) is also electrically connected to the photovoltaic panel (3); the above two frames (1) constitute a group of photovoltaic power generation prefabricated parts, and the highway photovoltaic power generation system is formed by arranging and paving a plurality of the above prefabricated parts.

2. A highway photovoltaic power generation system as claimed in claim 1, characterized in that: Two first grooves (101) are symmetrically formed at the bottom of each frame (1), and the four first grooves (101) are all rectangular groove structures; the bottom end surface of the insulating substrate layer (2) is flush with the bottom end surface of the frame (1), and the bottom end surface of the insulating substrate layer (2) is symmetrically formed with two second grooves (201), which are rectangular groove structures; the second grooves (201) are the same size as the first grooves (101) and are aligned in position; the second grooves (201) and the first grooves (101) together form a roadbed drainage flow structure at the bottom of the frame (1); on the other hand, they also form a bottom slot of a photovoltaic power generation prefabricated component used in conjunction with a forklift arm for paving.

3. A highway photovoltaic power generation system as claimed in claim 2, characterized in that: A support portion (9) is fixed on the first groove (101), and the support portion (9) is composed of a connecting block (901), a threaded rod (902) and a contact block (903). Two connecting blocks (901) are provided, and the two connecting blocks (901) are respectively fixed to the front end surface and the rear end surface of the inner wall of the first groove (101). The two connecting blocks (901) are both rectangular block structures, and each connecting block (901) is threadedly connected to a threaded rod (902). A contact block (903) is rotatably connected to the lower end of each threaded rod (902), and the contact block (903) is a circular plate structure. The bottom end surface of the contact block (903) contacts the ground. The connecting block (901), the threaded rod (902) and the contact block (903) together constitute a horizontal adjustment structure of the frame (1).

4. A highway photovoltaic power generation system as claimed in claim 1, characterized in that: A heating layer (5) and a transparent protective layer (6) are fixed between the two frames (1) from bottom to top, and the heating layer (5) and the transparent protective layer (6) are between the insulating isolation layer (4) and the first anti-slip and wear-resistant layer (7); wherein the microprocessor (13) is also electrically connected to the heating layer (5).

5. A highway photovoltaic power generation system as claimed in claim 4, characterized in that: The left end faces and right end faces of the insulating substrate layer (2), the photovoltaic panel (3), the insulating isolation layer (4), the heating layer (5), the transparent protective layer (6), the first anti-skid wear-resistant layer (7) and the second anti-skid wear-resistant layer (8) are each provided with two snap-fitting grooves (16), the snap-fitting grooves (16) being rectangular groove-shaped structures. Two first protrusions (102) are provided on the inner side of each frame (1), the first protrusions (102) being rectangular block-shaped structures, the first protrusions (102) being snap-fitted with the snap-fitting grooves (16), and the first protrusions (102) and the snap-fitting grooves (16) together form a fixing structure between the frame (1) and the insulating substrate layer (2), the photovoltaic panel (3), the insulating isolation layer (4), the heating layer (5), the transparent protective layer (6), the first anti-skid wear-resistant layer (7) and the second anti-skid wear-resistant layer (8).

6. A highway photovoltaic power generation system as claimed in claim 1 or 4, characterized in that: An auxiliary rod (12) is fixed between the two frames (1) in a linear array. The auxiliary rod (12) is a semi-cylindrical transparent structure. The material of the auxiliary rod (12) is tempered glass. The bottom end surface of the auxiliary rod (12) contacts the top end surface of the second anti-slip and wear-resistant layer (8).

7. A highway photovoltaic power generation system as claimed in claim 1, characterized in that: The first anti-skid and wear-resistant layer (7) and the second anti-skid and wear-resistant layer (8) are both made of transparent materials. The first anti-skid and wear-resistant layer (7) comprises the following raw materials in parts by weight: 80-100 parts of glass aggregate, 10-15 parts of bisphenol A epoxy resin, 5-10 parts of polydimethylsilicone oil, 3-5 parts of alkyl glycidyl ether, and 2-3 parts of hexadecyl dimethyl tertiary amine; the glass aggregate is tempered glass, and the particle size is selected within the range of 50-200 meshes, and the grading pass rate is: 100% for 30 meshes, 90-99% for 50 meshes, 65-89% for 100 meshes, and 30-64% for 200 meshes.

8. A highway photovoltaic power generation system as claimed in claim 7, characterized in that: The second anti-skid and wear-resistant layer (8) comprises the following raw materials in parts by weight: 20-30 parts of bisphenol A epoxy resin, 5-10 parts of polydimethylsilicone oil, 3-5 parts of alkyl glycidyl ether, 10-20 parts of transparent silica gel particles, and 30-50 parts of tempered glass particles.

9. A highway photovoltaic power generation system as claimed in claim 1, characterized in that: The insulating isolation layer (4) is selected from any one of silicone resin, PVC film, PVB film, and polyurethane hot melt adhesive film; the insulating substrate layer (2) is selected from any one of carbon fiber board, bakelite board, epoxy board, oxidized insulating aluminum board, and glass fiber board.

10. A highway photovoltaic power generation system as claimed in claim 4, characterized in that: The transparent protective layer (6) is made of any one of polycarbonate, acrylic, epoxy resin, acrylic resin, and tempered glass.

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