本研究探討台北高運量捷運電聯車的推進系統的模型。此模型以實際捷運的運轉特性為基礎，用於模擬整合多部列車的直流捷運牽引供電系統，並利用MATLAB/ Simulink分析動態負載行為。此系統模型包含多部列車運行於3個車站。本多部列車案例在60秒，90秒與120秒不同的班次間距情況下進行模擬。
確立共用電流存在於第1列車與第2列車之間。從結果得知，在班次間距為60秒時，兩者之間有最大共用電流，第123秒為6.11千安培（從第2列車到第1列車）與第167秒為2.92千安培（從第1列車到第2列車）。然而，在班次間距為120秒時，兩者之間有最小共用電流，第125秒為5.1千安培（從第2列車到第1列車）與第167秒為2.42千安培（從第1列車到第2列車）。第三軌電壓於不同的案列下可得知，班次間距為90秒時具有最大電壓941.77伏特。最小電壓值533.29伏特也發生在班次間距為90秒時，其次是班次間距為60秒時（550.38伏特）與班次間距為120秒時（584.99伏特）。

This research investigates the model of the propulsion system of trains for high capacity Taipei MRT system. The model is used to simulate the integrated DC rapid transit traction power supply system with multiple trains based on actual MRT operation characteristics and to analyze the dynamic load behavior using MATLAB/Simulink. The system model includes multiple trains running in three stations. The cases of multiple trains under different headways, i.e 60 sec, 90 sec, and 120 sec are simulated.
Current sharing between 1st train and 2nd train is identified. The result shows that headway 60s has the biggest current sharing from both, 6.11 kA at 123rdsec (2nd train to 1st train) and 2.92 kA (1st train to 2nd train) at 167th sec. Whereas, headway 120s has the smallest current sharing from both, 5.1 kA at 125th sec (2nd train to 1st train) and 2.42 kA (the 1st train to 2nd train) at 167th sec. The voltage on the third rail in different cases shows that headway 90s has the highest voltage, 941.77 volt. The smallest value of voltage is 533.29 volt, also happened in headway 90s, followed by headway 60s (550.38 Volt) and headway 120s (584.99 Volt).

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