臺灣博碩士論文加值系統

捷運系統電聯車用電以導電軌為正電（L＋）軌道為負電（L－），並與各機廠設置阻隔電氣開關，其目的為有效防止雜散電流，但因主線軌道與機廠軌道間接地系統不同使軌間產生電位差，當列車調度時電聯車鋼輪跨越瞬間，將兩邊電位差短接成同一電位並產生一電弧，導致軌道電蝕、鋼軌夾膠絕緣接頭（IRJ：Insulating Rail Joint）燒毀，進而發生主線軌道與機廠軌道導通誘發軌道佔據訊號，造成於收發電聯車調度困難，故軌道對地電位變化與軌道電蝕有密切關係。
本研究量測軌道電位各部分數據，建立軌道電路模型，並以量測獲得各種軌道電位資料置入電路模型進行模擬，就模擬結果與量測結果比對並分析以改善軌道電蝕現象。
針對捷運機廠邊界軌道電蝕的防治及改善對策，本論文探討心得有以下三點建議：
（1） 機廠軌道為道碴碎石式道床，如於設計時改進為水泥道床，必能有效改善軌道與大地間絕緣不良因素。
（2） 改進機廠電聯車進出主線工作時段，避免於軌道對大地電位湧昇時進行調度亦能減化IRJ燒毀。
（3） 主線軌道與機廠軌道IRJ處設置電弧改善設備，當機廠調度電聯車進出能預先投入，有效緩衝及消弧改善IRJ燒毀現象。
關鍵詞：捷運,軌道,電蝕,膠絕緣接頭。

The Taipei metros are powered by dc power, with their positive terminals connected to the collector and their negative terminal connected to the track. Each depot utilizes an electric isolation switch to insulate from the main line tracks to prevent stray currents efficiently. However, different earth systems exist between the main line and the depot tracks. When the metros are dispatched, some of their steel wheels step over both systems’ tracks simultaneously and generate electric arc currents due to the potential differences, in turn causing track corrosions and clamping IRJ (Insulating Rail Joint) flamed. In this condition, the main line tracks and the depot tracks are shorted to issue false alarms signaling the tracks are occupied. Hence, track corrosions are significantly related to the existing potential differences between the two different earth systems when the wheels are crossing the two systems.
The author established a Taipei MRT system circuit model, and implemented measured potential differences of all the tracks into the model to carry out necessary simulations. Then, the simulation results verified the experimental data and assured the researchers of the circuit analysis, which is employed to solve the the track corrosion problems.
Suggestions to improve the MRT boundary track corrosion conditions between the main line and depot track systems are as following:
(1) Change the depot track road bed design from ballast material to concrete material, and it would significantly improve the insulation factor.
(2) Rearrange the main line work schedule to dispatch the metro from or to the depots, and it should avoid metro dispatching when suddenly raised potential differences between the tracks and the earth occur.
(3) Set up ARC suppressive equipments at the IRJ locations with the devices exercised ahead of the depot dispatching the metros in and out, and the designed snuffers should quench the arcs to improve the IRJ damage conditions efficiently.

Keywords: MRT, track, electric corrosion, IRJ.

誌謝.....................................................Ⅰ
摘要.....................................................Ⅱ
ABSTRACT.................................................Ⅲ
目錄.....................................................Ⅳ
表錄.....................................................Ⅶ
圖錄.....................................................Ⅷ
第一章 緒論...............................................1
1.1 研究動機...........................................1
1.2 文獻回顧...........................................1
1.3 本文目的...........................................3
第二章 捷運主線軌道與機廠電蝕分析.......................4
2.1 捷運供電系統介紹...................................4
2.1.1捷運供電系統的基本架構................ .......5
2.1.2捷運之直流牽引電力系統.......................7
2.1.3負回流的連續性.............................. 14
2.1.4 捷運的軌道系統..............................17
2.2 軌道電力接地方式..................................22
2.2.1 直接接地系統................................22
2.2.2 非接地系統..................................23
2.2.3 二極體接地系統..............................23
2.3 捷運機廠邊界軌道電蝕成因..........................24
第三章 捷運主線軌道與機廠電位量測........................28
3.1 機廠邊界IRJ簡介...................................28
3.2 鋼軌與第三軌電感估算..............................32
3.3 捷運機廠的收發車作業模式..........................32
3.3.1 北投機廠配置及收發車次數....................34
3.3.2 土城機廠配置及收發車次數....................36
3.3.3 南港機廠配置及收發車次數....................37
3.3.4 新店機廠配置及收發車次數....................38
3.4 軌道對地洩漏電阻量測..............................39
3.5 電位差及跨接電流量測方式..........................43
3.6 捷運主線軌道與機廠電位量測結果分析................47
第四章 捷運主線軌道與機廠防治改善........................49
4.1 主線與機廠IRJ電弧改善設備.........................49
4.2 列車到位偵測設備功能..............................56
4.2.1 列車到位偵測設備............................57
4.2.2 列車到位偵測與IRJ電弧改善設備開關動作說明...58
4.3 IRJ電弧改善設備模擬...............................66
4.3.1 模擬目的....................................66
4.3.2 模擬模式....................................66
4.3.3 模擬軟體....................................67
4.3.4 模擬條件....................................67
4.4 IRJ 電弧改善設備模擬結果..........................69
4.4.1含主開關....................................69
4.4.2 含主開關、及RCD緩衝器電路...................71
4.4.3 含主開關、副開關/及電阻式電路...............73
4.4.4 含主開關、副開關/及電阻式電路、及RCD緩衝器電路
..........................................75
4.5模擬結果討論..................................77
第五章 結論與建議........................................80

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