Train flywheel energy storage braking

Are flywheel energy storage arrays effective for train regenerative braking?

Due to the small capacity of the single-flywheel energy storage systems, it’s difficult to meet the energy absorption demand of train regenerative braking. The flywheel energy storage arrays (FESA) is an effective means to solve this problem, however, there are few researches on the control strategies of the FESA.

Can flywheel energy storage arrays control urban rail transit power supply systems?

The flywheel energy storage arrays (FESA) is an effective means to solve this problem, however, there are few researches on the control strategies of the FESA. In this paper, firstly analyzed the structure and characteristics of the urban rail transit power supply systems with FESA, and established a simulation model.

What are Flywheel Energy Storage Systems?

Flywheel Energy Storage Systems are interesting solutions for energy storage, featuring advantageous characteristics when compared to other technologies. Research focuses on cost aspects, system reliability, and energy density improvement for these systems. In this context, a novel shaftless outer-rotor layout is proposed.

How regenerative braking energy is used in urban rail transit?

According to statistics, the regenerative braking energy of urban rail transit trains reaches 20–40% of the traction energy. Installing energy storage systems to recover the regenerative braking energy of trains is one of the effective means to reduce the energy consumption of rail transit.

Which energy storage systems are used in urban rail transit?

At present, common energy storage systems in urban rail transit include batteries, super capacitors, and flywheel energy storage systems, which are used in subway lines in china and abroad.

What is the initial speed of a FESA flywheel unit?

The initial speeds of the three flywheel units in the FESA were set to 7000 rpm, 7500 rpm and 8000 rpm respectively, and a 5% moment of inertia error was set for each flywheel unit. The power curve of the train was the same as the previous, and the simulation waveform were shown in Fig. 7.