Abstract
In this paper, we looked at the role of electromechanical storage in railway applications. A mathematical model of a running train was interfaced with real products on the electromechanical storage market supposed to be installed at the substation. Through this simulation, we gathered data on the recoverable energy of the system, its advantages, and its limitations. Various storage powers were run along variations in speed and gradient to paint a clearer picture of this application. Throughout these simulations, the energy savings were between 25% and 38%, saving up to 0.042 kWh/(seat km).
Highlights
In the case of the energy stored in the flywheel energy storage systems (FESSs), PFESS is a function of two variables: the braking power arriving at the substation, PbDC
[21], higher speeds increase the energy savings; this is due to the fact that losses by friction become proportionally less than the other energies
The simulation estimates the energy required by the train at the substation equation (13), the braking energy arriving at the substation equation (14), and the energy gathered by the flywheel equation (15); the energy recovered is equal to the energy accumulated by the FESS multiplied once again by ηDC due to the fact that the energy has to, once again, flow through the catenary to reach the train
Summary
Renewable energies are unavoidably subject to variability in accessibility. Wind and sun power, for example, are by their nature unforeseeable and, not programmable [1,2,3]. Storage systems are fundamental to the future of sustainable energy [4,5] Their role is to store electricity and make it available when it is needed most, serving as a balance between supply and demand and helping to stabilize the network [6,7,8,9]. One of the most hopeful new technologies for storing and setting the energy grid is the use of flywheel systems, known as flywheel energy storage systems (FESSs) [14,15]. The regional train of Ferrovie dello Stato, capable of carrying up to 160 seated passengers, weighs approximately 230 tons and cruises at 170 km/h This yields roughly 71 kWh of energy per train. The storage is hypothesized to be installed at the substation; this has the advantage of being limited by weight and inertial behaviors that occur on board the train, while the disadvantage is the double path the energy has to take, making the whole recovery system less efficient
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