Recovery, storage and utilization system for braking energy of metro vehicle

Abstract

The utility model relates to the field of energy storage equipment, and aims to solve the problems that an existing recovery system for the braking energy of a subway vehicle has large potential safety hazards and is not environment-friendly enough when treating the braking energy. The utility model provides a recycling, storing and utilizing system for braking energy of a metro vehicle. The recycling, storing and utilizing system comprises a contact network and at least one pantograph, wherein the contact network can directly transmit electric energy to the metro vehicle; the pantograph is mounted on the roof of the metro vehicle and can receive current from the contact network; the overhead line system is electrically connected with a battery floating charge and voltage regulation device capable of carrying out frequency and voltage regulation on input energy, and the battery floating charge and voltage regulation device is electrically connected with an energy storage unit capable of storing the input energy; the energy storage unit is electrically connected with an inverter capable of converting input electric energy into alternating current from direct current; and the inverter is electrically connected with the vehicle base domestic electricity load. The system provided by the utility model has the beneficial effects that the brought potential safety hazard is small, and the system is energy-saving and environment-friendly.

Description

Technical Field

[0001] The utility model relates to the field of energy storage equipment, in particular to a system for recovering, storing and utilizing braking energy of a subway vehicle. Background Art

[0002] The subway has the characteristics of high operating speed and short station spacing, which means that subway vehicles need to brake frequently, and the braking of subway vehicles will generate a lot of energy. This energy needs to be handled reasonably. In addition to the need for frequent braking of subway vehicles when entering and exiting stations, when subway vehicles are in line conditions such as entering and exiting section lines, passing curves, etc., subway vehicles also need to brake frequently. Therefore, the energy generated by braking of subway vehicles is very large. How to deal with this part of energy has always been a hot topic of research.

[0003] At present, the braking method of subway vehicles is mainly electric braking. Therefore, part of the electric energy generated during braking is fed back to the contact network through regenerative braking, and part of the electric energy will flow back to the resistor room in the subway vehicle base through the contact network, and the energy will be consumed by the heating of the resistors in the resistor room. First, this method will bring great safety hazards. When consuming energy, the resistor will generate instantaneous high temperature, which can easily cause poor heat dissipation, thereby causing open flames in the resistor room; secondly, this method does not reuse the energy after recycling, resulting in energy waste, which is not energy-saving and environmentally friendly.

[0004] Therefore, the existing subway vehicle braking energy recovery system mainly has the following two problems: great safety hazards and insufficient energy conservation and environmental protection. Utility Model Content

[0005] The purpose of the utility model is to overcome the shortcomings of the above-mentioned prior art and provide a subway vehicle braking energy recovery, storage and utilization system which brings less potential safety hazards and is more energy-saving and environmentally friendly.

[0006] The technical solution of the utility model is as follows: a subway vehicle braking energy recovery, storage and utilization system provided by the utility model comprises a contact network capable of directly transmitting electric energy to the subway vehicle and at least one pantograph installed on the roof of the subway vehicle capable of receiving current from the contact network;

[0007] The contact network is electrically connected to a battery floating charge and voltage regulating device capable of frequency and voltage regulation of input energy, and the battery floating charge and voltage regulating device is electrically connected to an energy storage unit capable of storing input energy;

[0008] The energy storage unit is electrically connected to an inverter capable of converting input electrical energy from direct current to alternating current;

[0009] The inverter is electrically connected to the vehicle base life power load.

[0010] As a further improvement of the present invention, two pantographs are installed on the top of the subway vehicle.

[0011] As a further improvement of the present invention, the contact network is electrically connected to the voltage detection device, and the voltage detection device is electrically connected to the battery floating charge voltage regulating device.

[0012] As a further improvement of the present invention, the battery floating charge voltage regulating device is electrically connected to a plurality of distributed energy storage arrays.

[0013] As a further improvement of the present invention, the distributed energy storage array is a plurality of photovoltaic power generation devices.

[0014] As a further improvement of the present invention, the distributed energy storage array is a plurality of wind power generation devices.

[0015] As a further improvement of the present invention, the energy storage unit is a supercapacitor.

[0016] As a further improvement of the present invention, the energy storage unit is a battery.

[0017] As a further improvement of the present invention, the inverter is electrically connected to a double-cut switch, and the double-cut switch is electrically connected to a municipal power access device and a vehicle base life power load respectively.

[0018] As a further improvement of the present invention, the electrical connection is via a wire connection.

[0019] The beneficial effects of the utility model are as follows: the subway vehicle braking energy recovery, storage and utilization system provided by the utility model has less potential safety hazards and is more energy-saving and environmentally friendly. The system includes a contact network, a pantograph, a battery floating charge voltage regulating device, an energy storage unit electrical connection, an inverter and a vehicle base life power load that are electrically connected in sequence. After the subway vehicle generates braking energy, it is transferred to the energy storage unit for storage after voltage and frequency regulation by the battery floating charge voltage regulating device, and then the input electric energy is converted from DC to AC by the inverter, and the braking energy is directly used to supply power to the vehicle base life. This setting not only avoids the problem of instantaneous high temperature heating of the resistor in the resistor chamber in the existing subway vehicle braking energy recovery system, which is easy to cause fire, greatly reduces the danger, and brings less potential safety hazards. At the same time, the system also solves the problem that this part of energy is not reused and is directly lost, and the braking energy is used to supply power to the vehicle base life, which is very energy-saving and environmentally friendly. In addition, using this system, there is no need to set up a resistor chamber in the subway vehicle base, which will not increase the floor area of ​​the subway vehicle base, thereby making the construction cost of the subway vehicle base higher, and saving the construction cost of the subway vehicle base. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, drawings of other embodiments can be obtained based on these drawings without paying creative work.

[0021] Figure 1 This is a principle block diagram of the utility model;

[0022] Figure 2 It is a schematic diagram of the connection relationship of the utility model;

[0023] The names of the components corresponding to the marks in the above drawings are: 1-subway vehicle, 2-pantograph, 3-contact network, 4-voltage detection device, 5-distributed energy storage array, 6-battery floating charge voltage regulating device, 7-energy storage unit, 8-inverter, 9-double-cut switch, 10-municipal power access device, 11-vehicle base life power load, 12-wire. DETAILED DESCRIPTION

[0024] The present invention is further described in detail below by means of specific embodiments in combination with the accompanying drawings. The accompanying drawings show preferred embodiments of the present invention. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present invention more thoroughly and comprehensively understood.

[0025] Definitions of the terms used in this utility model:

[0026] (1) Braking: refers to the artificial stopping of the operation of subway vehicles, including slowing down, stopping, preventing the movement or accelerating the movement of subway vehicles.

[0027] (2) Regenerative braking: The energy generated by subway vehicle braking is converted into electrical energy and stored in capacitors or batteries for subsequent use. When the subway is running, the motor converts electrical energy into mechanical energy to drive the subway. When the subway needs to brake, the motor will reverse, convert mechanical energy into electrical energy, and send it back to the capacitor or battery.

[0028] (3) Electric braking: The huge kinetic energy contained in the braking of subway vehicles is converted into electrical energy through an electric motor.

[0029] (4) Distributed energy storage: refers to the storage of energy through green energy such as photovoltaics and wind power. The stored energy can be electricity, heat, cold, potential energy, etc.

[0030] (5) Distributed energy storage array: refers to a number of renewable energy power generation devices dispersedly arranged at different locations in the distribution network within the jurisdiction of a transformer. The distributed energy storage array adjusts the load, absorbs power peaks, and injects power when the power supply suddenly decreases. On-site energy storage can alleviate power fluctuations caused by renewable energy production output.

[0031] like Figure 1 , Figure 2 As shown, the utility model provides a system for recovering, storing and utilizing braking energy of a subway vehicle, including a contact network 3 capable of directly transmitting electric energy to a subway vehicle 1 and two pantographs 2 installed on the roof of the subway vehicle 1 capable of receiving current from the contact network 3. The two pantographs 2 are divided into a front pantograph and a rear pantograph according to different installation positions. Under normal circumstances, only the rear pantograph is raised during normal operation, and the front pantograph is in standby. The pantograph 2 is installed on the roof of the electric locomotive through an insulator. When the pantograph 2 is raised, it directly contacts the contact network 3, receives current from the contact network 3, and transmits it to the inside of the subway vehicle 1 for use by the subway vehicle 1. When it is raised, the pantograph 2 generally rises at a uniform speed, and there is a slow stop when it approaches the contact network 3, and then it quickly contacts the contact network 3; when the pantograph 2 is lowered, it disconnects the contact with the contact network 3, and when it is lowered, the pantograph 2 generally drops rapidly and is separated from the contact network 3. When the subway vehicle 1 brakes, the energy generated is transmitted from the pantograph 2 to the contact network 3.

[0032] The above-mentioned contact network 3 is electrically connected to the voltage detection device 4, and the above-mentioned voltage detection device 4 is electrically connected to the battery floating charge voltage regulating device 6 which can frequency-modulate and voltage-regulate the input energy. The energy generated by the braking of the subway vehicle 1 will be transmitted to the voltage detection device 4 through the contact network 3. When the voltage detection device 4 detects that the voltage of the braking energy is greater than 900V, it will automatically turn on the switch so that the utility model can subsequently recover, store and utilize the energy. If the voltage of the braking energy is less than 900V, the voltage detection device 4 will not turn on the switch. Through the setting of the voltage detection device 4, the startup of the entire system can be more targeted. For some energy with less collection value generated by the subway vehicle 1, it is not necessary to collect it, so as to avoid the situation where the energy consumed by the system startup is more than the braking energy generated by the subway vehicle 1, which is more controllable.

[0033] The battery floating charge and voltage regulating device 6 is electrically connected to an energy storage unit 7 capable of storing input energy and a plurality of distributed energy storage arrays 5, respectively. The distributed energy storage arrays 5 are a plurality of photovoltaic power generation devices or a plurality of wind power generation devices. The voltage floating charge and voltage regulating device 6 is capable of frequency-modulating and voltage-regulating the energy transmitted by the voltage detection device 4, and frequency-modulating and voltage-regulating the energy generated by the distributed energy storage array 5. The subway vehicle base occupies a large area and has good conditions for the layout of the distributed energy storage array 5. At the same time, the distributed energy storage array 5 also needs to be designed with an energy storage device to store the energy generated by the photovoltaic output. Therefore, the system sets up a distributed energy storage array 5 and stores the energy in the energy storage unit 7, which is a supercapacitor or a battery. The energy storage unit 7 can store the electric energy input through the voltage floating charging and voltage regulating device 6. The energy storage unit 7 is the main source of electric energy for the subsequent components. When the energy storage unit 7 cannot ensure stable power supply, the distributed energy storage array 5 can play a supplementary role in the distribution network. The electric energy provided by the distributed energy storage array 5 will be transmitted to the energy storage unit 7 after frequency and voltage modulation by the voltage floating charging and voltage regulating device 6. However, since renewable energy generation has the characteristics of volatility, intermittence and randomness, the energy storage unit 7 combined with the distributed energy storage array 5 can serve as the main force of energy supply.

[0034] The energy storage unit 7 is electrically connected to an inverter 8 capable of converting input electric energy from DC to AC; the inverter 8 is electrically connected to a double cut switch 9, which is electrically connected to a municipal power access device 10 and a vehicle base life power load 11, respectively. When the vehicle base life power load 11 is large and the energy storage unit 7 is insufficient, the double cut switch 9 automatically switches to the municipal power 10 for power supply, ensuring the normal operation of the life power in the vehicle base; when the vehicle base life power load 11 is normal and the energy storage unit 7 can provide sufficient electric energy, the double cut switch 9 automatically switches to the municipal power access device 10, and the municipal power supplies the vehicle base, ensuring the normal operation of the life power in the vehicle base. The setting of the double cut switch 9 can improve the stability of the entire system and reduce the probability of accidents in the normal life power consumption of the vehicle base.

[0035] The above electrical connections are all made through wires 12 .

[0036] The working principle of the utility model is as follows: when the subway vehicle 1 brakes, the braking energy generated is transmitted to the contact network 3 through the pantograph 2, and the contact network 3 transmits the energy to the voltage detection device 4. When the voltage is greater than 900V, the voltage detection device 4 automatically opens the switch to transmit the energy to the battery floating charge voltage regulating device 6. At the same time, the energy of the dispersed distributed energy storage array 5 set at various locations will also be transmitted to the battery floating charge voltage regulating device 6. The battery floating charge voltage regulating device 6 performs frequency modulation and voltage regulation on all the received energy, and then transmits it to the energy storage unit 7 for storage. At this point, the recovery and storage of the braking energy of the subway vehicle 1 are completed. When it is to be used later, the energy storage unit 7 will transmit the stored energy to the inverter 8. The inverter 8 converts the input electric energy from DC to AC and then transmits it to the double-cut switch 9. If the power consumption of the vehicle base is normal, the double-cut switch 9 connects to the vehicle base's living power load 11 to directly supply power to the vehicle base. If the vehicle base is at a peak power consumption, the energy storage unit 7 cannot meet the power consumption, then the double-cut switch 9 is connected to the municipal power access device 10, and the municipality supplies power to the vehicle base.

[0037] The above specific examples are used to illustrate the present invention, which are only used to help understand the present invention and are not intended to limit the present invention. For those skilled in the art of the present invention, some simple deductions, deformations or substitutions can be made based on the idea of ​​the present invention.

Claims

1. A system for recovering, storing and utilizing braking energy of subway vehicles, characterized in that: It comprises a contact network (3) capable of directly transmitting electric energy to a subway vehicle (1) and at least one pantograph (2) installed on the roof of the subway vehicle (1) capable of receiving electric current from the contact network (3); The contact network (3) is electrically connected to a battery floating charge voltage regulating device (6) capable of frequency and voltage regulation of input energy, and the battery floating charge voltage regulating device (6) is electrically connected to an energy storage unit (7) capable of storing input energy; The energy storage unit (7) is electrically connected to an inverter (8) capable of converting input electric energy from direct current to alternating current; The inverter (8) is electrically connected to the vehicle base life electricity load (11).

2. A system for recovering, storing and utilizing braking energy of subway vehicles according to claim 1, characterized in that: Two pantographs are installed on the top of the subway vehicle (1).

3. The system for recovering, storing and utilizing braking energy of subway vehicles according to claim 1, characterized in that: The contact network (3) is electrically connected to a voltage detection device (4), and the voltage detection device (4) is electrically connected to a battery floating charge voltage regulating device (6).

4. A system for recovering, storing and utilizing braking energy of a subway vehicle according to any one of claims 1 to 3, characterized in that: The battery floating charge voltage regulating device (6) is electrically connected to a plurality of distributed energy storage arrays (5).

5. A system for recovering, storing and utilizing braking energy of subway vehicles according to claim 4, characterized in that: The distributed energy storage array (5) is a plurality of photovoltaic power generation devices.

6. A system for recovering, storing and utilizing braking energy of subway vehicles according to claim 4, characterized in that: The distributed energy storage array (5) is a plurality of wind power generation devices.

7. A system for recovering, storing and utilizing braking energy of subway vehicles according to any one of claims 1 to 3, characterized in that: The energy storage unit (7) is a supercapacitor.

8. A system for recovering, storing and utilizing braking energy of a subway vehicle according to any one of claims 1 to 3, characterized in that: The energy storage unit (7) is a battery.

9. A system for recovering, storing and utilizing braking energy of a subway vehicle according to any one of claims 1 to 3, characterized in that: The inverter (8) is electrically connected to a double cut switch (9), and the double cut switch (9) is electrically connected to a municipal power access device (10) and a vehicle base life power load (11) respectively.

10. A system for recovering, storing and utilizing braking energy of a subway vehicle according to any one of claims 1 to 3, characterized in that: The electrical connection is via a wire (12).

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