47 CHAPTER 5
CONCLUSION AND FUTURE WORKS
48
substation, it is more practical to opt for battery energy storage system compared to an inverter system.
Based on Chapter 4 result and discussion, we can roughly estimate the capacity of the battery packs to be adopted in the system for future upgrading.
These are the conclusion based on the objectives defined in Chapter 1:
1. Based on the result in Chapter 4, the amount of approximate 2000A to 2500A instantaneous current and 25kWh of energy from the regenerative braking is considerable to adopt a better recuperative energy storage system to be re-used in the traction power supply system. Hence, reducing the amount of energy consumption from the TNB power supply provider.
2. Not to mentioned an inverter system is much cheaper than the battery energy storage system. However, due to there is a possibility of harmonics effects to the AC supply system and current traction substation space constraint, we may study on adopting battery energy storage system which can be used at DC power supply level for train acceleration and during an emergency blackout supply event.
49 5.2 Limitations and future works
In order to determine the right capacity sizing required for energy recuperative system, information of the electric train and track shall be available and the software should be able to run the simulation successfully. Nowadays, most of the consultant need to use two (2) different software to run AC and DC simulation study to achieve desired result.
Nonetheless, since the information based on MRT Kajang Line are limited thus the simulation is run only to the four (4) stations power supply ring with the track information is limited to the civil speed limit information only. Although the radius and elevation information were both exempted from the simulation construction, the civil speed limit will play a role to represent other track information since the electric trains are operating based on the speed limit sets at the signalling system.
Based on this research, the simulation can be enhanced by obtaining all the required information related to the electric train used at this MRT Kajang Line track as well as the full information of the track system in order to determine the actual regenerative braking from the current train operation.
Besides using a software simulation method, the researcher may also install oscilloscope recorder such as HIOKI at traction substation to get the real-time reading of the voltage and current during train regenerative braking. This method will be more accurate in determine the right regenerative braking management method suitable to the train operation as well as the sizing of the recuperative system.
50
LIST OF REFERENCES
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Liu, X. and Li, K. (2020) ‘Energy storage devices in electrified railway systems ’:, 2(3), pp. 183–201. doi: 10.1093/tse/tdaa016.
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52 APPENDIX A
In this Appendix A, all the civil track details for six (6) track groups construction are listed in this section.
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58 APPENDIX B