Abstract
高速鐵路列車的馬達輸出特性直接影響行車速度，且列車馬達用電影 響高鐵牽引變電站的負載需求，因此，本論文首先建立感應馬達的穩態及 暫態模型，作為研究高鐵列車牽引動力特性及分析各牽引變電站動態負載 的基礎。 根據行車班表、列車 的牽引動力特性以及路線的曲度、坡度，提出方法估計動態負載，並撰寫 程式精確模擬行車動態位置，進而分析在行駛過程中，列車的功率變化。 據之，估計各變電站的動態負載。 高鐵的牽引變電站供應單相電源至 電車線，以提供列車牽引馬達的所需電力。變電站的主變壓器可有多類接 線方式自台電引接電源。本論文推導電壓不平衡率的計算通式，適用於高 鐵各類的變壓器接線。據之，估計各變電站責任分界點的三相電壓不平衡 率。結果顯示：若高鐵變電站採用單相或V型接法，在七個高鐵變電站中 ，僅西螺變電站責任分界點的三相不平衡率，未符合台電規範。而其餘六 個變電站均符合台電規範。 The dynamic load pattern of High Speed Railway (HSR) systems depends on several factors. This thesis presents a methodology to simulate the electric load pattern of Taiwan's HSR system by first modeling the induction motors used in the locomotive of HSR. When this model becomes available, traction effort that can be output from the locomotive would be known and is then combined with the train schedule as well as line data (curvature, gradient, etc.) to generate theload pattern of Taiwan's HSR system. Since all HSR trainests are fed with single-phase AC power while thismay present unbalance problems to the power system, various transformer connections had been proposed to mitigate the unbalance effect caused by HSR systems. This thesis further presents a universal formula which can be used to calculate the unbalance rate for different kinds of transformer connections under the dynamic load estimated above. The results show that if V-connection is used for all of the 7 HSR substations, only Shi- Lo Substation will have an unbalance rate which exceeds TPC's regulation.