Abstract
The paper proposes an optimal siting and sizing methodology to design an energy storage system (ESS) for railway lines. The scope is to maximize the economic benefits. The problem of the optimal siting and sizing of an ESS is addressed and solved by a software developed by the authors using the particle swarm algorithm, whose objective function is based on the net present value (NPV). The railway line, using a standard working day timetable, has been simulated in order to estimate the power flow between the trains finding the siting and sizing of electrical substations and storage systems suitable for the railway network. Numerical simulations have been performed to test the methodology by assuming a new-generation of high-performance trains on a 3 kV direct current (d.c.) railway line. The solution found represents the best choice from an economic point of view and which allows less energy to be taken from the primary network.
Highlights
The need to respect and safeguard the world has led issues such as sustainability to become the main focus in order to reduce the environmental impact generated by human activities [1]
In order to establish the effectiveness of the proposed solution method, a case study calculated on an extra-urban railway line is presented
Several simulations are carried out, imposing different upper and lower bounds of the input variables, for the case study described in Section 3.1 to highlight the strengths and weaknesses of methodology implemented into the software. 20,000 iterations and 25 particles are imposed by running the proposed algorithm on a device with an Intel® Core TM i7 processor (2.20 GHz, 64 bit), the methodology implemented into the software. 20,000 iterations and 25 particles are imposed by
Summary
The need to respect and safeguard the world has led issues such as sustainability to become the main focus in order to reduce the environmental impact generated by human activities [1]. One of the possible strategies is the recovery of the energy produced by the trains during the braking phases [3]. A coordination between traction and braking phases is needed. Contrariwise the regenerated energy must be dissipated in the rheostats, which leads to a significant loss of energy efficiency. For this reason, it is necessary to increase the receptivity of the system, that is its ability to accept braking energy, by installing:
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