Train braking energy inversion recovery device

Abstract

The utility model provides a train braking energy inversion recovery device which comprises a braking motor, a direct-current power grid, a high-voltage auxiliary switch, a low-voltage detection module, a low-voltage contactor, a low-voltage inverter, a high-voltage detection module, a high-voltage contactor, a high-voltage inverter, an alternating-current switch and an alternating-current power grid. According to the utility model, different voltages generated by the brake motor during braking at different speed stages are sent to the direct current power grid, then low-voltage direct current generated by the brake motor during low-speed braking of a train is connected to the low-voltage inverter for inversion through the low-voltage detection module, and then low-voltage direct current generated by the brake motor during low-speed braking of the train is converted into high-voltage direct current through the high-voltage detection module. High-voltage direct current generated by the brake motor during high-speed brake of a train is connected to the high-voltage inverter for inversion, and finally the high-voltage direct current is inverted into alternating current with the same voltage for recycling, so that the problem that electric energy generated by the brake motor at a low rotating speed cannot be recycled is effectively solved.

Description

Technical Field

[0001] The utility model relates to the technical field of braking energy recovery of urban rail transit trains, in particular to a train braking energy inverter recovery device. Background Art

[0002] Trains often need to brake during driving. Traditional braking systems convert kinetic energy into heat energy through friction and dissipate it, resulting in energy waste. Braking energy recovery technology can convert the kinetic energy generated during braking into electrical energy storage, thereby improving energy utilization efficiency. At this stage, the DC power converted by the DC generator is converted into AC power for recovery through an inverter.

[0003] Announcement No. CN204349817U provides a kinetic energy recovery inverter cabinet, including a cabinet, an inverter and an AC contactor are arranged in the cabinet, the AC contactor is connected to the power grid through wires, the power grid is connected to the train, the inverter is connected to a DC contactor and an AC contactor, the inverter includes an IGBI module, a driver, a current sensor and a filter capacitor, and an air cooling device is arranged inside the cabinet, and the air cooling device is connected to an air pump. This kinetic energy recovery inverter cabinet uses the air cooling device inside the cabinet to cool the cabinet when in use, and the filter reactor and filter capacitor installed inside the kinetic energy recovery inverter cabinet effectively improve the stability of the inverter operation, and the use effect is good.

[0004] However, the speed of the train is not fixed during braking. Therefore, braking at different speeds will bring different speeds to the generator. In the low-speed stage, the starting voltage of the DC generator is usually low, which may lead to low energy recovery efficiency because the voltage is not enough to effectively drive the load or charge. Therefore, this device cannot solve the problem of low energy recovery efficiency or inability to recover energy caused by the deviation of the power generation voltage in the low-speed stage.

[0005] Based on the above problems, there is an urgent need in the art for a train braking energy inverter recovery device that can solve the problem of energy failure or low recovery efficiency caused by too low power generation voltage during low-speed braking of the train. Utility Model Content

[0006] The purpose of the utility model is to provide a train braking energy inversion recovery device to solve the problems raised in the above background technology.

[0007] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0008] A train braking energy inversion recovery device, comprising:

[0009] A brake motor, wherein the brake motor is a DC motor, and the power line is electrically connected to the DC power grid when the train is braked, and is used to rotate by utilizing the inertia of the train during the braking process of the train, convert the kinetic energy of the train into DC power, and send it to the DC power grid;

[0010] A DC grid, the DC grid being electrically connected to the high voltage auxiliary switch, the high voltage detection module, the low voltage contactor and the high voltage contactor, and being used for merging the DC power converted by the brake motor into the DC grid;

[0011] A high voltage auxiliary switch, the high voltage auxiliary switch is electrically connected to the low voltage detection module and is used to switch on and off the circuit loop between the DC power grid and the low voltage detection module;

[0012] A low voltage detection module, wherein the input end of the low voltage detection module is electrically connected to the low voltage contactor and the DC power grid respectively, and the output end is connected to the low voltage contactor and the AC power grid respectively, and is used to issue a control instruction to the low voltage contactor under the action of the DC power in the low voltage stage;

[0013] A low voltage contactor, which is connected in series to a connection loop between a DC power grid and an input terminal of a low voltage inverter, and is used to control the on and off of the DC power input to the low voltage inverter;

[0014] A low voltage inverter, which is electrically connected to the AC switch and is used to invert the DC power in the DC grid at a low voltage stage into AC power;

[0015] A high voltage detection module, wherein the input end of the high voltage detection module is electrically connected to the DC power grid, and the output end is respectively connected to the high voltage contactor and the AC power grid, and is used to issue a control instruction to the high voltage contactor under the action of the DC power in the high voltage stage;

[0016] A high voltage contactor, which is connected in series to a connection loop between a DC grid and an input terminal of a high voltage inverter, and is used to control the on and off of the DC power input to the high voltage inverter;

[0017] A high voltage inverter, the high voltage inverter is electrically connected to the AC switch and is used to invert the DC power in the DC grid at a high voltage stage into AC power;

[0018] An AC switch, the AC switch is electrically connected to the AC grid and is used to open and close the electrical connection between the AC grid and the low voltage inverter and the high voltage inverter;

[0019] The AC power grid is used to combine the power recovered by the equipment during the low-voltage phase of direct current inversion with the power recovered by the equipment during the high-voltage phase of direct current inversion.

[0020] Furthermore, the high voltage auxiliary switch is mounted on the high voltage contactor and is mechanically linked to the high voltage contactor.

[0021] Furthermore, the high voltage auxiliary switch is a set of normally closed contacts.

[0022] Furthermore, the AC voltage after inversion by the low voltage inverter is the same as that by the high voltage inverter.

[0023] Furthermore, the AC switch is an air circuit breaker.

[0024] Compared with the prior art, the beneficial effects of the utility model are:

[0025] The utility model sends the different high and low voltages generated by the brake motor when braking at different vehicle speed stages to the DC power grid, and then connects the low voltage DC generated by the brake motor when the train brakes at low speed to the low voltage inverter for inversion through a low voltage detection module, and then connects the high voltage DC generated by the brake motor when the train brakes at high speed to the high voltage inverter for inversion through a high voltage detection module, and finally inverts it into AC power of the same voltage for recycling, thereby effectively solving the problem that the electric energy generated by the brake motor at low speed cannot be recycled. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is a schematic diagram of the system structure of the utility model;

[0027] Figure 2 This is a schematic diagram of the circuit structure of the utility model.

[0028] In the figure; 10 brake motor, 20 DC grid, 30 high voltage auxiliary switch, 40 low voltage detection module, 50 low voltage contactor, 60 low voltage inverter, 70 high voltage detection module, 80 high voltage contactor, 90 high voltage inverter, 100 AC switch, 110 AC grid. DETAILED DESCRIPTION

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

[0030] Example:

[0031] See also Figure 1-2 , the utility model provides a technical solution:

[0032] A train braking energy inverter recovery device includes a brake motor 10, a DC power grid 20, a high voltage auxiliary switch 30, a low voltage detection module 40, a low voltage contactor 50, a low voltage inverter 60, a high voltage detection module 70, a high voltage contactor 80, a high voltage inverter 90, an AC switch 100 and an AC power grid 110, wherein:

[0033] The brake motor 10 is a DC motor of model 110BL168S150-430TK5. Multiple brake motors 10 are electrically connected to the DC power grid 20, and the power line is electrically connected to the DC power grid 20 when the train brakes. During the braking process of the train, the train's inertia is used to rotate, convert the train's kinetic energy into DC power, and send it to the DC power grid 20.

[0034] The DC grid 20 is a copper busbar, which is electrically connected to the high voltage auxiliary switch 30 , the high voltage detection module 70 , the low voltage contactor 50 and the high voltage contactor 80 , and is used to converge the DC power converted by the brake motor 10 to the DC grid 20 .

[0035] The high voltage auxiliary switch 30 is an auxiliary contact of model CJX2F4-11, which is electrically connected to the low voltage detection module 40 and is used to switch on and off the circuit loop between the DC grid 20 and the low voltage detection module 40 .

[0036] In this embodiment, the high voltage auxiliary switch 30 is mounted on the high voltage contactor 80 and is mechanically linked to the high voltage contactor 80 .

[0037] In this embodiment, the high voltage auxiliary switch 30 is a set of normally closed contacts.

[0038] The model of the low voltage detection module 40 is YYV-1DC1 2V DC voltage detection module. The low voltage detection module 40 includes a voltage detection input terminal and a control output terminal. The control output terminal is a passive normally open contact. When a low voltage is detected, the passive contact is converted from an open state to a closed state. A voltage detection input terminal of the low voltage detection module 40 is connected to the DC power grid 20, and the other input terminal is connected to one end of the high voltage auxiliary switch 30. The other end of the high voltage auxiliary switch 30 is connected to the DC power grid 20. The output terminal is respectively connected to the low voltage contactor and the AC power grid, and is used to issue a control instruction to the low voltage contactor 50 under the action of DC power in the low voltage stage.

[0039] The model of the low-voltage contactor 50 is CJX2-1810-DC24V DC contactor. The low-voltage contactor 50 includes a main contact part and a coil part. The coil part has two input ends, one input end is connected to the AC power grid 110, and the other input end is connected to one end of the passive normally open contact of the low-voltage detection module 40. The other end of the passive normally open contact of the low-voltage detection module 40 is connected to the AC power grid 110. The main contact part of the low-voltage contactor 50 is connected in series in the connection loop between the DC power grid 20 and the input end of the low-voltage inverter 60, and is used to control the on and off of the DC power input to the low-voltage inverter 60.

[0040] The low voltage inverter 60 is a sine wave inverter of model LAIBRE-LBL-48. The low voltage inverter 60 includes an input end and an output end. The output end is electrically connected to the AC switch 100 and is used to invert the DC power in the DC grid 20 at a low voltage stage into AC power and output it to the AC switch 100.

[0041] Because the rotation speed of the motor is directly related to the electromotive force generated by electromagnetic induction, the generating voltage of the brake motor 10 is usually proportional to the motor speed. At low speeds, the lower the speed, the lower the generating voltage, and the higher the speed, the higher the generating voltage. However, as the speed increases, the generating voltage of the motor does not increase linearly, but a saturation effect occurs. Within a certain speed range, the generating capacity of the motor reaches its maximum value and cannot be further increased. At this time, even if the train continues to brake at a higher speed, the generating voltage of the motor will no longer continue to increase, but will remain at a stable level. Therefore, at high speeds, the generating voltage tends to be stable and can be recovered through an inverter with normal voltage. However, at low speeds, the normal voltage cannot be inverted to the corresponding output voltage. Therefore, if you want to recover the electric energy generated by braking at low speeds, you need to use an inverter with a higher inversion multiple.

[0042] When the brake motor 10 brakes at a low speed, the generated voltage is low, and the generated DC power enters the DC grid 20. One voltage detection terminal of the low voltage detection module 40 is directly connected to the DC grid 20, and the other voltage detection terminal is connected to the DC grid 20 through the high voltage auxiliary switch 30. Since the high voltage auxiliary switch 30 is a group of normally closed contacts, when the low voltage detection module 40 detects a stage in which the generated voltage is low, it sends a control instruction to the coil part of the low voltage contactor 50. After receiving the control instruction, the coil part of the low voltage contactor 50 controls the contact part to be attracted, and connects the connection loop between the DC grid 20 and the input end of the low voltage inverter 60, so that the DC power of the low voltage stage of the DC grid 20 enters the low voltage inverter 60 and is inverted into AC power.

[0043] The model of the high voltage detection module 70 is YYV-1DC24V DC voltage detection module. The high voltage detection module 70 includes a voltage detection input terminal and a control output terminal. The control output terminal is a passive normally open contact. When a low voltage is detected, the passive contact is converted from an open state to a closed state. The voltage detection input terminal of the high voltage detection module 70 is electrically connected to the DC power grid 20, and the control output terminal is respectively connected to the high voltage contactor 80 and the AC power grid 110, so as to issue a control instruction to the high voltage contactor 80 under the action of the DC power in the high voltage stage.

[0044] The model of the high-voltage contactor 80 is CJX2-1810-DC24V DC contactor. The high-voltage contactor 80 includes a main contact part and a coil part. The coil part has two input ends, one input end is connected to the AC power grid 110, and the other input end is connected to one end of the passive normally open contact of the high voltage detection module 70. The other end of the passive normally open contact of the high voltage detection module 70 is connected to the AC power grid 110. The high-voltage contactor 80 is connected in series in the connection loop between the DC power grid 20 and the input end of the high voltage inverter 90, and is used to control the on and off of the DC power input to the high voltage inverter 90.

[0045] The high voltage inverter 90 is a sine wave inverter of model LAI BRE-LBL-60. The high voltage inverter 90 includes an input end and an output end. The output end is electrically connected to the AC switch 100 and is used to invert the DC power in the high voltage stage in the DC grid 20 into AC power and output it to the AC switch 100.

[0046] In this embodiment, the AC voltage after inversion by the low voltage inverter 60 and the high voltage inverter 90 is the same.

[0047] When the brake motor 10 brakes at high speed, the generated voltage increases, and the generated DC power enters the DC grid 20. When the high voltage detection module 70 detects that the generated voltage is at a higher stage, the passive contacts of the high voltage detection module 70 are converted from an open state to a closed state, and the circuit loop of the coil of the high voltage contactor 80 is connected. After the coil part of the high voltage contactor 80 receives the voltage, the contact part is controlled to be attracted, and the connection loop between the DC grid 20 and the input end of the high voltage inverter 90 is connected, so that the DC power of the high voltage stage of the DC grid 20 enters the high voltage inverter 90 and is inverted into AC power. At the same time, the high voltage auxiliary switch 30 moves together with the contacts of the high voltage contactor 80, and the high voltage auxiliary switch 30 is disconnected from the closed state, disconnecting the connection between the low voltage detection module 40 and the DC grid, thereby controlling the contacts of the low voltage contactor 50 to be disconnected, and then disconnecting the connection loop between the DC grid 20 and the input end of the low voltage inverter 60.

[0048] The AC switch 100 is an air circuit breaker of model DZ47LE-32, which is electrically connected to the AC grid 110 and is used to open and close the electrical connection between the AC grid 110 and the low voltage inverter 60 and the high voltage inverter 90 .

[0049] In this embodiment, the AC switch 100 is an air circuit breaker.

[0050] The low voltage inverter 60 and the high voltage inverter 90 respectively transmit the inverted AC power to the AC grid 110 through the AC switch 100 for recycling. Meanwhile, the AC switch 100 automatically disconnects when the current is too large to protect the circuit from being damaged.

[0051] The AC power grid 110 is used to combine the power recovered by the equipment during the low-voltage phase of direct current inversion with the power recovered by the equipment during the high-voltage phase of direct current inversion.

[0052] The working principle of the utility model;

[0053] When in use, the different voltages generated by the brake motor when braking at different speed stages are sent to the DC power grid, and then the low-voltage DC generated by the brake motor when the train brakes at low speed is connected to the low-voltage inverter for inversion through the low-voltage detection module. Then, the high-voltage DC generated by the brake motor when the train brakes at high speed is connected to the high-voltage inverter for inversion through the high-voltage detection module, and finally inverted into AC power of the same voltage for recycling, which effectively solves the problem that the electric energy generated by the brake motor at low speed cannot be recovered.

[0054] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A train braking energy inversion recovery device, characterized in that: include: A brake motor (10), wherein the brake motor (10) is a DC motor, and a power line is electrically connected to a DC power grid (20) when the train is braked, and is used to utilize the inertia of the train to rotate during the braking process of the train, convert the kinetic energy of the train into DC power, and transmit the power to the DC power grid (20); A direct current grid (20), the direct current grid (20) being electrically connected to a high voltage auxiliary switch (30), a high voltage detection module (70), a low voltage contactor (50) and a high voltage contactor (80), and being used for converging direct current converted by a brake motor (10) to the direct current grid (20); A high voltage auxiliary switch (30), the high voltage auxiliary switch (30) being electrically connected to the low voltage detection module (40) and used for switching on and off a circuit loop between the DC power grid (20) and the low voltage detection module (40); A low voltage detection module (40), wherein the input end of the low voltage detection module (40) is electrically connected to the low voltage contactor (50) and the DC power grid (20), and the output end is connected to the low voltage contactor (50) and the AC power grid (110), and is used to send a control instruction to the low voltage contactor (50) under the action of the DC power in the low voltage stage; A low voltage contactor (50), the low voltage contactor (50) being connected in series to a connection loop between a DC power grid (20) and an input end of a low voltage inverter (60), and being used to control the on and off of DC power input to the low voltage inverter (60); A low voltage inverter (60), the low voltage inverter (60) being electrically connected to the AC switch (100) and used for inverting direct current power in a low voltage stage in the direct current grid (20) into alternating current power; A high voltage detection module (70), wherein the input end of the high voltage detection module (70) is electrically connected to the DC power grid (20), and the output end is respectively connected to the high voltage contactor (80) and the AC power grid (110), and is used to send a control instruction to the high voltage contactor (80) under the action of the DC power in the high voltage stage; A high voltage contactor (80), the high voltage contactor (80) being connected in series to a connection loop between a DC power grid (20) and an input end of a high voltage inverter (90), and being used to control the on and off of DC power input to the high voltage inverter (90); A high voltage inverter (90), the high voltage inverter (90) being electrically connected to the AC switch (100) and used for inverting direct current power in a high voltage stage in the direct current grid (20) into alternating current power; An AC switch (100), the AC switch (100) being electrically connected to the AC power grid (110) and used for switching on and off the electrical connection between the AC power grid (110) and the low voltage inverter (60) and the high voltage inverter (90); An alternating current power grid (110) is used to combine the power recovered by the device during the low-voltage phase of direct current inversion with the power recovered by the device during the high-voltage phase of direct current inversion.

2. The train braking energy inversion recovery device according to claim 1 is characterized in that: The high voltage auxiliary switch (30) is mounted on the high voltage contactor (80) and is mechanically linked to the high voltage contactor (80).

3. The train braking energy inversion recovery device according to claim 2 is characterized in that: The high voltage auxiliary switch (30) is a group of normally closed contacts.

4. The train braking energy inversion recovery device according to claim 1 is characterized in that: The alternating current voltage after inversion by the low voltage inverter (60) and the high voltage inverter (90) is the same.

5. The train braking energy inversion recovery device according to claim 4 is characterized in that: The AC switch (100) is an air circuit breaker.

Images