Newsletter 高速鐵路簡訊 . 交通部高速鐵路工程局
機場捷運供電系統節能設計之介紹 Introduction to the Energy-Saving Design of the TIAA MRT Power Supply System

機場捷運供電系統設計之初,為響應政府節能減碳政策,充分利用軌道線形特性,泰山貴和站(A6)至體育大學站(A7)間約計有3.92 km長、4.92%連續坡道及全線累計約有12.11 km長、坡度3%以上,於牽引動力變電站TSS06(A)以及TSS09(A)分別設置全國捷運首例之再生逆變器組,以達系統節能減碳之效。
機場捷運逆變器組之設計概念,在於提供對環境友善之產品,以非動力自冷式來冷卻設備,依直流牽引負載系統分析結果,決定設備容量及最佳設置位置,容量選用820V DC、500kW,架構則採半導體閘流體3相並聯橋接、12脈波連接輸出方式、並於散熱器塗上矽滑膠,增加散熱率,以提供連續100%輸出及1分鐘300%過載能力,逆變器組則採全數位自動化控制模式切換設備,以達最佳化運轉,並設計有避雷器串接電容器與電阻器,作為其突波保護用,亦安裝高溫警報及跳脫裝置,藉以保護設備運轉安全。

At the beginning of the design phase of the TIAA MRT power supply system, in order to respond to the government's energy saving and carbon reduction policy and make full use of the alignment characteristics of the rail, the nation’s first regenerative inverters were set at the TSS06 (A) and TSS09 (A) traction power substations to achieve energy saving and carbon reduction effects. The rail sections with alignment characteristics included 3.92 km between Taishan Guihe Station (A6) and National Taiwan Sport University (A7), 4.92% of continuous steep gradient and 12.11 km in the entire system that exceeds 3% gradients.
The TIAA MRT System adopted the DC-collecting rail system, setting 25 TSSs along the route, about 2 km per interval, to provide electricity required for all EMU operations on the line. This design will alternate AC power into DC through the rectifier and provide power to the EMU motor via electricity along the 750V conductive rail. When the EMU brakes, producing reverse energy, the excess power can be fed back to other EMUs on the line via the conductive rail and can also be recovered to 22kV through the TSS06 (A) and TSS09 (A) inverters and be reused. This will not only reduce the frequency of application of the EMU mechanical brakes, extend the repair and replacement cycle of brake pads but can also reduce system power output, power consumption and reduce tunnel temperature, thus stabilizing the quality of power supply and cut down maintenance costs.
The design concept of the TIAA MRT inverter is to provide environmentally friendly products to cool the equipment with non-power self-cooling method. The equipment capacity and the best installation site were determined according to the results of the DC traction loading system analysis. The capacity selection was 820V DC and 500kW; the structure adopted 3-phase parallel bridge using thyristor and 12-pulse output, and the radiator was coated with silicone rubber to increase the heat dissipation rate in order to provide continuous 100% output and 1-minute-300% overload capacity. The inverter adopted switching equipment with fully digital and automatic control mode to achieve optimal operation; it was also designed with lightning arrester connecting capacitors and resistors for surge protection; high temperature alarm and trip device was installed in order to protect safe operation of the equipment.

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