Beruflich Dokumente
Kultur Dokumente
N C Jones, J J Greening
GEC ALSTHOM Traction, Trafford Park, Manchester, UK
A Thevenon
GEC ALSTHOM Traction, Villeurbanne, France
Abstract
The TMST - TransManche SuperTrain, due to enter
passenger carrying service in 1993, will operate between
the three capitals; London, Paris and Brussels via the new
Channel Tunnel. In answer to the conflict between
adopting latest technology or service proved
equipment for the TMST, an electrical prototype
locomotive was commissioned. Thus the BB10003, an
existingFrench railways (SNCF) locomotive was re-fitted
with the minimum of electrical equipment required to
prove the overall power scheme.
This paper describes the principles of asynchronous
vector control from the three supply voltages; 750 Vd.c.,
3 kVd.c. and 25 kVa.c. Also described are the simulated
and real inertia test situations, the power conversion
philosophy and the results as they affect the overall
project. BB10003 was the first joint development
between the design departments of the now merged
traction companies of GEC and ALSTHOM.
Power Circuit Design
The requirements for the prototype consisted of two
inverters driving the same number of motors and axles,
together with one 3 kV chopper and one pair of 25 kV
transformer secondary windings with the associated
diode and thyristor bridges[l]. The motor gear ratio was
chosen such that the maximum speed of 160 km/h on the
BB10003 would give the equivalent motor speed to the
300 km/h maximum of the TMST.
25 kV a.c.
3 kV d.c.
750 V d.c.
vacuum
circuit
breaker
high speed
circuit breaker
series GTO
brake
rheostatic
..
T I
chopper
battery
charger
P
v
'-\
3 fl aux supplies
Fig.1
750 V supply
Rheostatic braking
Elements of Control
Refer to the block diagram (Fig. 2). There are three
different electronic control racks associated with the
propulsion control.
Promammable logic controller
127
message
display
drivers
commands
H-r
A
serial link
auxiliary
control
electronics
traction inverter
chopper
electronics
+ and0
link voltage
control electronics
Fig. 2
isolators &
contactors
voltage
sensing &
overload
detection
relays
main circuit
breakers
Elements of control
phase
current
11.l2,,
phase
voltage
integration
I
l l
I
Fs
speed
* regulator
phase
i17-I
probe
signal
slip freq.
calculation
a-cons (phase
optimised
waveform
generator
* modulation
flux regulator
run
authorisation
Uf link
t- filter
vottage
flux ramp
I
-
steady state
quadrature
e.m.f.
c cons ~r lqcons
P Lm Orcons
torque C-Cons
demand
* frequency
pulses to Inverter
+ + i3 = 0
i1 12
Fig. 4
3 I) 2 Phase transformation
129
IS
(ab)
(d,q)
(Y
Qr
Vs
Is
~~
Fig. 5
Vector diagram
Evaluation of Prototme
Objectives
The objective of building a prototype was to prove the
application of the asynchronous a.c. motors and
supportingsystems to the TMST design. In particular this
meant examining certain relevant areas of performance:
Generation of harmonics within the three railways
allowances for signalling compatibility.
Correct adherence to tractive effort versus speed
curves for the complete range of supply and hence
link voltages. This includes a response to poor
adhesion conditions.
Confirmation of the ability of the system to handle
adverse line conditions; pantograph bounce, soft
supply etc.
Maintenance of power factor to greater than 0.9 on
25 kV supply.
Compliance to the rheostatic braking specification,
with particular emphasis on the requirement to
establish and maintain braking in the absence of line
volts. This includes an active response to wheelslide
conditions.
Good interface between auxiliary and power
systems.
Verification of equipment ratings to demonstrate
the appropriate application of oil cooling.
131
References
[l] D E Simpson, A S King, R B Siddall Design of
Multivoltage locomotives for International Service
presented at the IEE conference on Main Line Railway
Electrification at York, England, UK 25-28 Sept 1989.
50 Hz
d.c.
d.c.