Disclosed is an optimized energy interconnection system for an urban railway train in the technical field of urban railway transportation power supply, for addressing the technical problem that distribution of regenerative braking energy flows cannot be accurately determined. The system includes a DC intermediate bus and a multi-port flow controllable energy router. The multi-port flow controllable energy router can comprehensively control a source and a load connected in parallel on the DC intermediate bus and thus can accurately determine the distribution of regenerative braking energy flows, thereby forming a well-developed system for evaluating usage of the braking energy.

Disclosed is an optimized energy interconnection system for an urban railway train in the technical field of urban railway transportation power supply, for addressing the technical problem that distribution of regenerative braking energy flows cannot be accurately determined. The system includes a DC intermediate bus and a multi-port flow controllable energy router. The multi-port flow controllable energy router can comprehensively control a source and a load connected in parallel on the DC intermediate bus and thus can accurately determine the distribution of regenerative braking energy flows, thereby forming a well-developed system for evaluating usage of the braking energy.

A station building power supply device includes a circuit breaker to disconnect a connection with a train side, a circuit breaker to disconnect a connection with the station load side, a power converter disposed between the circuit breaker and the circuit breaker to convert the regenerative power into the AC power, a housing that houses the circuit breaker, the power converter, and the circuit breaker, a voltage sensor that detects a charged state of the housing, and a control unit that controls operations of the circuit breaker, of the power converter, and of the circuit breaker based on a detection result from the voltage sensor.

A station building power supply device includes a circuit breaker to disconnect a connection with a train side, a circuit breaker to disconnect a connection with the station load side, a power converter disposed between the circuit breaker and the circuit breaker to convert the regenerative power into the AC power, a housing that houses the circuit breaker, the power converter, and the circuit breaker, a voltage sensor that detects a charged state of the housing, and a control unit that controls operations of the circuit breaker, of the power converter, and of the circuit breaker based on a detection result from the voltage sensor.

A method and system for configuring regenerative braking energy recovery devices in urban rail transit provided by the present application, successively including the following steps: calculating a preliminarily configured capacity P.sub.n of a regenerative braking energy recovery device predetermined for the traction substation n, then obtaining an optimally configured capacity Q.sub.n of the regenerative braking energy recovery devices; further, configuring the total number of the regenerative braking energy recovery devices; finally, configuring the type of the regenerative braking energy recovery devices. By reasonably configure the capacity and number of regenerative braking energy recovery devices in traction substations, the configuring method of the present application allows the regenerative braking energy generated by a train during braking to be completely absorbed, thus reduce the energy consumption of braking resistors. Meanwhile, the waste of idle regenerative braking energy recovery devices is avoided, and the acquisition cost of devices is reduced. By reasonably configuring the type of regenerative braking energy recovery devices, the deficiencies of a single regenerative braking energy recovery device can be avoided.

A method and system for configuring regenerative braking energy recovery devices in urban rail transit provided by the present application, successively including the following steps: calculating a preliminarily configured capacity P.sub.n of a regenerative braking energy recovery device predetermined for the traction substation n, then obtaining an optimally configured capacity Q.sub.n of the regenerative braking energy recovery devices; further, configuring the total number of the regenerative braking energy recovery devices; finally, configuring the type of the regenerative braking energy recovery devices. By reasonably configure the capacity and number of regenerative braking energy recovery devices in traction substations, the configuring method of the present application allows the regenerative braking energy generated by a train during braking to be completely absorbed, thus reduce the energy consumption of braking resistors. Meanwhile, the waste of idle regenerative braking energy recovery devices is avoided, and the acquisition cost of devices is reduced. By reasonably configuring the type of regenerative braking energy recovery devices, the deficiencies of a single regenerative braking energy recovery device can be avoided.

According to one embodiment, an electricity storage control device includes a setting unit, and a control unit. The setting unit sets, for each time zone, a target state of charge (SOC) of electric energy to be stored in an electricity storage device in the time zone. The control unit controls at least charging or discharging of the electricity storage device based on the set target SOC for each time zone, a SOC detected from the electricity storage device, and a voltage of a supply destination of electric power from the electricity storage device.

According to one embodiment, an electricity storage control device includes a setting unit, and a control unit. The setting unit sets, for each time zone, a target state of charge (SOC) of electric energy to be stored in an electricity storage device in the time zone. The control unit controls at least charging or discharging of the electricity storage device based on the set target SOC for each time zone, a SOC detected from the electricity storage device, and a voltage of a supply destination of electric power from the electricity storage device.

An electric vehicle which can travel using a power generator that generates electric power based on hydrogen without increasing the size of the hydrogen tank, is provided. An electric vehicle includes a first tank configured to store an organic hydride, a dehydrogenation reactor that has a first passage including a first catalyst for accelerating dehydrogenation reaction of the organic hydride supplied from the first tank and separates the organic hydride supplied to the first passage into hydrogen and an aromatic compound, a power generator configured to generate electric power using hydrogen supplied from the dehydrogenation reactor, a power storage configured to store electric power generated by the power generator, and a motor drivable on electric power from at least one of the power generator and the power storage to rotate a wheel.

An electric vehicle which can travel using a power generator that generates electric power based on hydrogen without increasing the size of the hydrogen tank, is provided. An electric vehicle includes a first tank configured to store an organic hydride, a dehydrogenation reactor that has a first passage including a first catalyst for accelerating dehydrogenation reaction of the organic hydride supplied from the first tank and separates the organic hydride supplied to the first passage into hydrogen and an aromatic compound, a power generator configured to generate electric power using hydrogen supplied from the dehydrogenation reactor, a power storage configured to store electric power generated by the power generator, and a motor drivable on electric power from at least one of the power generator and the power storage to rotate a wheel.