• 한국철도학회논문집
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• 제13권1호
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• pp.65-70
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• 2010

국내 교류 급전시스템은 단권변압기를 이용한 방식을 채택하고 있다. 이 시스템은 흡상 변압기를 이용한 방식보다 급전 거리가 긴 장점이 있으나 최근 대용량 차량의 도입과 시격이 짧아짐에 따라 전압 강하에 대한 대응이 시급한 실정이다. 본 논문에서는 교류 급전시스템의 전압강하 해소를 위하여 SVC와 같은 추가 설비의 도입 없이 보조 급전구분소 포는 급전구분소의 단권변압기를 이용한 시스템을 제안한다. 열차가 집전받는 전차선과 레일간의 전압을 높이기 위하여 열차가 위치한 인근의 단권변압기의 권선비를 현재 1:1에서 N:1로 바꾸는 것이다. 이렇게 하면 부하에서 공급받는 전압이 높아져 열차의 효율 향상 및 부하전류의 감소 등의 효과를 얻을 수 있을 것이다.

• 전자공학회논문지
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• 제51권4호
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• pp.59-65
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• 2014

본 논문에서는 전력증폭기의 효율을 증가시키기 위해서 모드변환 가능한 단권변압기를 제안한다. 모드변환 가능한 단권변압기를 통해 전력증폭기의 저 전력 모드 동작 시 효율을 개선할 수 있다. 이 논문에서는 0.18-${\mu}m$ CMOS 표준 공정을 이용하여 듀얼모드 단권변압기를 이용한 CMOS 전력증폭기를 설계하였다. 고 전력 모드와 저 전력 모드에서 단권변압기의 1차 권선의 권선수를 조절하여 전력증폭기의 동작을 최적화하였다. EM 시뮬레이션 및 전체 회로 시뮬레이션 결과 제안된 멀티모드 CMOS 전력증폭기의 출력전력이 24dBm일 때 전력부가효율(PAE)이 10.4%에서 멀티모드 동작으로 26.1% 로 상승하여 전력증폭기의 성능 개선되었다.

• 대한전기학회논문지:전력기술부문A
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• 제52권9호
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• pp.493-499
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• 2003

This paper presents exact Autotransformers(ATs)-fed AC electric Railroad system modeling using constant current mode for locomotives. An AC electric railroad system is rapidly changing single-phase load, and at a feeding substation, 3-phase electric power is transferred to paired directional single-phase electric power. As the train moves along a section of line between two adjacent ATs. The proposed AC electric railroad system modeling method considers the line self-impedances and mutual-impedances. The constant current mode model objectives are to calculate the catenary and rail voltages with the loop equation. When there are more than one train in the AC electric railroad system, the principle of superposition applies and the only difference between the system analyses for one train. Filially, this paper shows the general equation of an AC electric railroad system, and that equation has no relation with trains number, trains position, and feeding distance.

• 대한전기학회:학술대회논문집
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• 대한전기학회 2002년도 하계학술대회 논문집 B
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• pp.1248-1250
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• 2002

AC AT feeding system is possible to do the long distance feeding due to compensate the voltage drop. Nowaday this is a typical and efficient type all over the world in high speed train and heavy transport capacity. Normally a Auto-transformer is installed at regular internal (5 to 10km) between Substation and Sectioning post, this study is reviewed the voltage drop according to train movement and the optimal location of auto transformer, and provided the efficient feeding configuration.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2009년도 춘계학술대회 논문집
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• pp.1426-1430
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• 2009

AC AT feeding method consists return circuits of electric train inserting in parallel between trolly line and feeding line and connecting neutral line to rail and FPW. Due to increasing electric load at feeding system, collecting voltage of train and end voltage are going down. So to increase voltage between trolly line and rail, the usefulness of new autotransformer are considered which variation of short impedance and change of line voltage is simulated with modified winding ratio of autotransformer from 1:1 to variable tab.

• 전기학회논문지
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• 제67권12호
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• pp.1723-1728
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• 2018

In order to investigate the voltage drop compensation effect of AT for domestic railway vehicle base, the parameters of AT voltage drop of railroad car base are Z3 (Impedance of feeder line), Xn ( Distance from railroad vehicle to AT to SS), and Dn (distance between both ATs of railway vehicle).In addition, when installed in a SSP for a railway vehicle base, there is no AT and feeder line in the railway vehicle base except for the SSP for the main line and the SSP for the railway vehicle base, so that if zero or ignored, the AC single-phase two- It can be confirmed that it becomes a form.

• 전기학회논문지
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• 제67권1호
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• pp.137-141
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• 2018

The voltage drop is important in electric railway for feeding a huge power of train on fixed feeding area. Nowadays it is tried to operate a high speed trains on conventional lines and there is problem on the voltage drop too. It is simulated on the conditions increased the turn ratio of trolley, installed autotransformer neutral line with variable taps. In result, it is compensated the voltage drop between ATs and better on last AT, not on the position of AT. And it is decreased a return current and neutral current of AT because of unbalance between trolley and feeder. It should be studied faster and more controllable the solid state switchs instead of the mechanical one in order to utilize this system.

• 대한전기학회논문지:전기기기및에너지변환시스템부문B
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• 제48권5호
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• pp.278-285
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• 1999

This paper proposes new 12 and 24-pulse rectifier systems using an open-delta auto-connected transformer. This approach employs two static converters to operate it at higher than utility line frequencies and to provide multi-pulse operation. By operating magnetic components at a higher frequency, higher power density can be achieved. A unique feature of the proposed approach is that the magnetic components for the dc-side are also exposed to a higher frequency and these components too are reduced in size. The switching frequency and its harmonic components are absent in the utility input line current. The VA ratings of the transformer and static converter are 0.236/0.292 [pu] and 0.11/0.18 [pu] in 12 and 24-pulse rectifier system, respectively. A finer grade of steel or alternatives can be deployed to increase performance and reduce size further. Analysis, simulations, simulations, design example, and experimental results for a 480[V], 10{kVA] prototype system are presented.