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Train auxiliaries must be powered by auxiliary power systems. However, a number of outside factors may have an effect on auxiliary power performance.
For instance, the overhead contact line’s electromagnetic interference can affect frequencies and cause problems with the signalling circuit.
Additionally, it can be difficult to choose a location for the auxiliary power system when integrating huge components into the train design.
Additionally, a shoddy auxiliary power supply can degrade reliability, lowering train availability and increasing maintenance expenses.
SiC, when compared to Si, aids in size and weight reduction through decreased power loss, increased energy efficiency, and smaller power module radiators.
Systems for auxiliary power supply provide electricity for the lighting and air conditioners within railcars.
The Global Rail SiC Auxiliary Power Supply Market accounted for $XX Billion in 2023 and is anticipated to reach $XX Billion by 2030, registering a CAGR of XX% from 2024 to 2030.
Commercialised and delivered by Mitsubishi Electric Corporation for use in actual running trains. The new Type 1000 railcars of the Tokyo Metro’s Ginza Line subway are now being equipped with systems for test operation; they are expected to go into service in June.
The new technology from Mitsubishi Electric achieves somewhat less power loss and is far smaller and lighter than the company’s current method, which uses silicon power modules.
Due to a little improvement in the distortion rate of output voltage waveforms, it also lessens transformer noise. Numerous SiC power module applications, including the first high-voltage SiC railcar inverters for DC 600V/750V power lines in the world, have been developed by Mitsubishi Electric.
