IEEE Electrification Magazine - September 2014 - 47

Overhead Line

Batteries Car
Figure 16. The regenerative energy storage system for a high-speed train.

as a feedback signal to realize the closed-loop control and
stabilize the output voltage. The dual closed-loop control
system makes the converter with a second-order model
change to a first-order system model.

Economic Benefits of Regenerative Braking

cle, four storage schemes for regenerative energy, which
include battery storage, SMES, ultracapacitor storage, and
flywheel energy storage, were reviewed, and the merits of
each scheme in traction applications was briefly discussed. The article introduced two regenerative energy
harvesting schemes. The first scheme considers the
regenerative energy of commuter trains, which is fed back
to the power distribution grid at train stations for lighting,
ventilation, air conditioning, and other stationary devices.
The scheme would use regenerative energy to enhance
the train station operations, which significantly reduces
the quantity (i.e., the volume and the weight) of trainmounted braking resistors and increases the safety and
the reliability of commuter train system operations. To
ensure that the regenerative energy can be used quickly
by the power distribution grid, a current and voltage dual
closed-loop control strategy was applied to inverters.
Through regenerative energy calculation and inverter simulation analyses, we confirm that the proposed scheme
can offer higher economic benefits by lowering the operation costs of supplying energy to train stations. The
second proposed regenerative braking scheme applies
train-mounted storage batteries. The topology and the
control strategy for battery chargers on high-speed electric
trains, which can supply train-mounted electric equipment or be delivered to remote locations where the

The cost benefits from the use of regenerative breaking stem
from the reduced energy and lower maintenance costs of the
mechanical brakes. The full-stop commuter services at Birmingham and Manchester in the United Kingdom are able
to use regenerative braking. With regenerative braking being
enabled, their disk brake pad life was around 18 months.
When the electric braking was switched off, the pad life
reduced to 18 days. As a consequence of reduced need for
replacement, regenerative braking also reduces the downtime of the train.
In China, 137 high-speed trains run daily between the
Beijing South station and Tianjin West station (69 trains
originate from the Beijing South station, and the other
68 trains travel in the opposite route). The regenerative
energy produced by a single train in that route is 243 kWh
as the train lowers it speed (see motor.ece.iit.edu/data/train.
doc for more information). The daily figure for regenerative
energy is 33,291 kWh, per month is 998,730 kWh, and per
year is around 1.2 # 107 kWh. Using a typical US$0.1/kWh
for the price of electricity in Beijing, the trains between Beijing and Tianjin offer US$1.2 million
in savings per year. The energy consumption for ventilation and lighting
Traction
at the Beijing South station is around
Control Unit
Overhead Line
28,257 kWh. Figure 20 shows the daily
electric energy consumption at the
Pantograph
Main Circuit
station and the regenerative energy
Breaker
production. Thus, the total regeneraTraction
tive energy produced by intercity
Transformer
trains between Beijing and Tianjin
could comfortably supply the Beijing
Pulse Intermediate
Inverter
Rectifier
dc Link
South station facilities.

Conclusions
The utilization of regenerative energy can reduce the operating costs of
train stations and improve the operational safety of railways. In this arti-

Charger

M
Traction
Motor
Gear Transmission
Batteries

Figure 17. A diagram for regenerative energy storage.
IEEE Elec trific ation Magazine / s ep t em be r 2 0 1 4

47


http://motor.ece.iit.edu/data/train

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