BB10003 -PROTOTYPE ELECTRIC LOCOMOTIVE FOR THE TMST

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.

and line filter to the series GTO chopper. Workingwithin

the supply voltage range 2 kV to 4 kV, the chopper
provides a 1800 V regulated link for the traction
inverters.
The nominally 2.5 kA, 4500 V GTOs operating in
synchronisation can together withstand the peak
transient voltages of 6000 V generated when the chopper
turns off at full current and supply volts.
The customers specification results in a maximum line
current rating of 600 A per chopper, corresponding to an
average link output current of 1000 A at nominal line
voltage. At higher line voltages, the link current is limited
to this value to avoid the chopper exceeding its thermal
rating. At the operating frequency of 300 Hz the ripple
current resulting from the characteristics of the link filter
gives a continuous peak turn off current of about 1200A.
Fast hardware protection, limits the absolute maximum
turn off current in fault conditions to 1500 A, even if the
inverter side of the link inductor appears as a short
circuit.

The vehicle necessarily incorporates many of the state of

the art features present on the TMST design.

Switch on Delay : In developing the 3 kV series GTO

chopper, special consideration had to be given to the
limitations of the snubber diodes. Fast switching of these
diodes results from the small but discrete delays in the
turning on of the two GTOs on account of their
manufacturing tolerances as well as propagation delays in
their gate drives. This can generate destructive voltage
spikes unless adequate allowances are made within the
power circuit. The chopper, as designed, can tolerate a
total switch on delay time rising to an acceptable
maximum of 1 ps over its lifetime.

Series GTO 3 kV chopper

25 kV supplv rectifier bridges

Refer to the simplified power scheme (Fig. 1). On 3 kV

operation in Belgium, the roof selector switch allows
supply current to pass via the high speed circuit breaker

Refer to the simplified power scheme (Fig. 1).On a 25 kV

supply, in France and in the Tbnnel, the roof selector
remains in the earthed position and the single bottle
vacuum
CH3004-9/91 /oooO-0125$1.oO 01991

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

Simplified power scheme

circuit breaker is closed to energise the transformer.

Rectifier bridges are connected to the secondary
windings and the thyristor bridge only controlled to give a
downstream linkvoltage limited to 1800V.In this case the
3 kV chopper is shorted out to give a two stage filter.
Power factor correction : To a large extent, poor power
factors are avoided by not operating the thyristor bridge
on low firing angles. As the advanced inverter control
techniques employed can accommodate a wide variation
in linkvoltage the diode bridge alone supplies a lower link
voltage over the lower speed ranges within the acceptable
limits of the motor characteristic.
Additionally, each of the secondary windings is fitted
with a power factor correction (PFC) circuit comprising
an inductor, capacitor and anti-parallel thyristor pair in
series. Depending on the power being drawn, the
thyristors are used to switch the correction circuit in and
out to improve the overall power factor. The optimum
switching levels of 150 kW for the diode bridge and 500
kW for the thyristor bridge PFCs were determined using
computer simulation and verified by practical test. A
power factor of 0.9 or better is achieved for a 25 kV line.

750 V supply

Although the TMST uses shoegear to collect current

from the British Rail third rail supply, it was only
necessary for BB10003 to use the pantograph since
shoegear development has been done using another,
more appropriate prototype. In this circuit configuration,
the 25 kV circuit is used with the 3 kV chopper shorted
out, but with the transformer isolated and the roof
selector in the pantograph position. The link voltage is
then simply the filtered line voltage and can vary between
the limits of 440 V and 900 V.At these reduced voltages,
the flexibility of the inverter control is exploited to enable
full starting torque to be achieved, but as the speed
increases the tractive effort has to be sharply reduced, to
allow the motors to operate within their design
characteristic.
Auxiliary supplies
Fully solid state auxiliary supplies use a step-down
chopper from the link to feed a battery charger and four
modular three-phase inverters. The power circuit is
arranged such that a part of the regenerated energy can

be used to supply the auxiliaries and hence supplies

cooling functions during rheostatic braking.
Paction motor inverters

The basic module consists of a stack of four

semiconductor devices, sandwiched together between
heatsinks through which a synthetic cooling oil is passed
via insulating hoses from input and output manifolds.

These are of a voltage-fed type employing two 2.5 kA,

4500 V devices and two freewheel diodes per phase.
Electronic hardware actively guards against the
possibility of shoot through and fast response overload
protection unconditionally prevents each of the GTOs
from exceeding their specified ratings.

Modules contain, for example, the two GTOs and two

freewheel diodes of one limb of an inverter, their snubber
diodes and capacitors and the electronics associated with
the GTO gate control. The modules plug directly into the
main equipment block using quick-release mechanisms
for power, oil and electronic connections.

Rheostatic braking

Hybrids of the same basic module are used for the 3 kV

chopper, the rheo chopper and the two rectifier bridges.

Using a GTO and series resistor, rheostatic braking is

employed from maximum speed down to 24 km/h at
which the minimum braking effort demand is just equal
to that required to supply the auxiliaries and the power
circuit losses.

Oil is circulated around the main manifolds of the

equipment block by a pump which passes the hot oil (at a
maximum 60 C) through a forced-air-cooled radiator.

By using a power resistor of sufficiently low inductance,

the need for a freewheel diode was avoided; the current in
the resistor decays to zero through the GTO snubber
circuit each time the GTO turns off, without subjecting it
to an excessive peak transient voltage.

The existing BB10003 locomotive mechanical

arrangement dictated the adoption of an air-cooling path
which draws air from the body side down through the
corridor floor and then back up via the underslung
transformer radiators, the semiconductor radiator and
finally the rheo brake resistors before being vented at
roof level.

Braking from high speeds, the rheo chopper is held full

on to allow the braking effort to follow a constant power
characteristic (1400 kW). As the speed falls, the
characteristic enters a constant torque region where the
rheo chopper on-time is varied to maintain a constant
link voltage. The point at which this occurs dependsupon
the demanded braking torque.

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

Brake pre-charger : On the TMST, electric brake is

essential for continuous operation. In order to permit the
use of electrical braking independent of the line volts
being present the link filter capacitors are pre-charged
as necessary by a special charger. This is of modular
construction and uses the locomotive battery to charge
the link via a single-phase inverter, transformer and
rectifier. It takes 1.5 seconds for a fully discharged link to
charge to the 1200 V required to effect brake entry.
During this time, the inverters and auxiliaries are
inhibited.
CoolinP Considerations
In common with the TMST design, a modular oil cooling
method was adopted for the main power semiconductors.

The heart of the control system is the programmable logic

controller (PLC)which receives commands from the
driver, sets up the isolators and contactors, and then gives
run authority to the real time control electronics for the
inverters, link voltage regulation and auxiliaries. As a
general rule, all logic signals are processed by the PLC,
but fast opening of the main circuit breakers is possible
directly from any of the control racks to permit as fast a
response as possible in the event of a fault. Additionally, a
small relay circuit interfaces the line voltage detection
equipment and overload detectors to the main circuit
breakers to keep the security of this equipment as high as
possible. The final closing of the main circuit breaker is
under direct control of the driver.

127

message
display

drivers
commands

H-r

programmable logic controller

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

Feedback signals are sent from all the subsystems which

allow the PLC to monitor their status. Alphanumeric
messages, stored in a cab-mounted display, are accessed
by the PLC and screened as appropriate. These give the
driver assistance during adverse operation or the time
and date under normal conditions.
The quantity of digital information transmitted between
the PLC and the inverter control electronics is sufficient
to warrant the use of a serial link. This link also carries
digitally encoded analogue information such as the
master controller effort demand, speed and link voltage.
The PLC uses a flexible, high-level language which
makes program modification simple, especially in a
development situation where continual experimentation
is the norm.
Link voltage control electronics
A microprocessor based electronics rack is used for
regulation of the link voltage from the 3 kV or 25 kV
(including the PFC circuits) supplies. The same rack is
used to monitor currents and voltage parameters

generally, opening the main circuit breaker if an

excessively high level is detected.
It-action inverter control electronics

A second real time set of electronics is responsible for the

control of the two traction inverters, and the rheo
chopper.
A vector control method is employed (Fig. 3).
Vector Control of Asynchronous Motors
Essential features of the control techniaue
Basic differences between scalar and vector control : The
usual scalar techniques use modulation to control flux
level and frequency to regulate torque. This gives good
results in steady state, but the transient response is
generally poor, because in an induction motor, flux and
torque (magnetising current) are strongly coupled and
thus affect each other.
The vector control, developed [2] and patented [3] by
GEC ALSTHOM, Villeurbanne, works on vector

phase
current

11.l2,,

flux measurement (phase / amplitude)

phase
voltage

integration

vectorial components and phase measurement

of stator current in the rotor flux reference

I
l l
I
Fs

speed

* regulator
phase

i17-I

probe
signal
slip freq.
calculation

a-cons (phase

optimised
waveform
generator

* modulation

arctg (Uq / Ud)

modulo 2 v

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

GTO protection 4+F

phase
current

pulses to Inverter

Fig. 3 Vector control of BB10003 induction motors

information and uses decoupling algorithms to prevent
such coupling drawbacks. Flux and torque become
independent as in a d.c. machine.
Measurements and interface with the motor : The
integration of two motor phase voltages gives an
approximation of the stator flux vector. A three-phase to
two-phase transformation of the measured currents in
two motor phases, gives the vectorial position of the a.c.
stator current in the stator axes (Fig. 4).

+ + i3 = 0

i1 12

Using the above information, the position of the rotor

flux vector is computed. This vector becomes the new
rotation reference for current control. With such a
reference, ax. stator current in the motor is transformed
into the control vector with the two following
components:
id : the direct current in phase with the rotor flwq this is
the magnetising current. Hux level is proportional to id.
iq : the quadrature current, at 90" to the direct current.
Torque is proportional to iq.
Vector regulation : Direct voltage Vd (with reference to
the rotor flux) controls direct current id (or flux) and
similarly the quadrature voltage Vq controls quadrature
current iq, so that torque and flux are completely
independent (Fig. 5). To ensure perfect decoupling
between direct and quadrature regulation, steady state
direct and quadrature emfs have to be added to the
regulator's outputs.

Fig. 4

3 I) 2 Phase transformation
129

possible (very similar to a d.c. machine). At low motor

speeds, when the speed sensors are insensitive and the
motor voltage very sensitive, the use of phase control
ensures good torque regulation.

IS

Flux control allows a very fast risetime of the flux and

torque. In a completely unfluxed motor this is less than
one second.

(ab)

Stator fixed reference axes

(d,q)

(Y

Qr

Rotor flux rotating reference

axes
Rotor flux vector
.6

Vs

Stator voltage vector

Is

Phase current vector

~~

Fig. 5

Angle between applied stator

z2g vector and rotor flux

Angle between applied stator

voiage vector and the stator
Angle between rotor flux vector
and the stator

Vector diagram

V, = (Vd,Vq) is the vector that has to be created using

pulse-width modulation (PWM). There is a fundamental
difference to the scalar or classical techniques; the
modulator no longer controls frequency and
modulation, but phase and modulation.
Modulator : The modulation and frequency regulation
stage allows phase control and classical pulse width
modulation using an optimised waveform generator.
With such a technique, the voltage is controlled both in
phase and amplitude. The optimised waveform generator
generates the minimum amount of harmonic
interference in the railway signal frequency bands
The PWM frequency is achieved by the phase regulator
so that phase voltage is controlled to its demand :
alpha-cons. Using the phase regulation it is possible to
estimate the rotor resistance and then to regulate a
constant torque across the whole temperature range.
Performance of vector control
Dynamic response : As already described vector control
allows separate control of flux and torque,
The torque control with established flux gives a 5-10 Hz
response so that fast correction of wheelslip/slide is

One of the major features of the technique is the

possibility of restarting the inverter with flux remaining in
the motor. Consequently there is no minimum delay
between the off and on states of the inverter. This
allows a very short stopping time of the inverter which is
especially useful for line voltage interruptions. Motor or
braking can begin at any moment without consideration
of the remaining motor flux.
Susceptibility to imperfections in measurements : As
torque is controlled by a current loop, current overload is
more readily prevented than in scalar methods, especially
during link voltage transients.
The phase-modulation control does not need a very
accurate or fast measurement of motor speed.
Sensors remote from motor environment : There is no
sensor mounted within the motor environment. Neither
temperature or flux probes are required. Speed probes
are not mounted in the motor, but in the gearbox. These
passive probes operate without the need for electronic
circuitry outside of the control rack.
Motor phase voltage sensors are standard resistive types,
directly connected to the output of the inverter.
Hardware and software elements
Hardware : The BB10003 control rack comprises 14 6U
euroboards, using surface-mounted component
techniques. This rack controls the two inverters
(including the wheelslip/slide control) and the rheostatic
chopper. Eight 16 bit 12 MHz Intel 80C196
microprocessors are used. Communication between
boards is achieved by high-speed links using the Intel
control array network 82526.
Software : 98% of of the software is made up of standard
modules written in the C language. It has been written
according to strict software production quality standards.

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.

follow exactly the acceleration which would result from

the torque produced by the motors under test acting on
any arbitrarily defined track section and train mass. The
latter being variable from light locomotive to infinity.
During the 12 months of testing, it was possible to
develop to a very high level of confidence both the
individual subsystems and more importantly those
subsystems working together as a whole in a realistic
electrical environment.
Factory testing of erected vehicle
After the completion of the combined test the locomotive
was erected and tested on the GEC ALSTHOM factory
test track in Belfort, France where verification on both
25 kV and 3 kV was possible. Since the locomotive had
been fully developed at Preston the modifications here
were limited to those relating to certain features of the
locomotive not re-created on the combined test bed (the
duality of the cab, for example).
lkack testing of locomotive on SNCF line
The only disadvantage of the combined test is the
limitation of simulated inertia. This can affect minor
adjustments of stability as well as making studies of
wheelslip and slide difficult. The final stage of testing on
the SNCF line allowed optimisation of these functions in
addition to verlfylng the locomotive performance in a real
inertia environment.
At the time of writing, the 25 kV line trials had virtually
been completed, with 750 V and 3 kV trials continuing
early in 1991.
Imulications on the overall TMST project

Static combined testinp of complete svstem

Using the purpose-built test facility in the GEC
ALSTHOM factory at Preston, England, all the relevant
electrical equipment was assembled for a combined
test. The test facility allowed examination of most of the
aforementioned criteria under all three types of line
voltage, with the added advantage of being able to create,
at will, a variety of feasible service conditions which
would be almost impossible to examine in isolation on the
track.
On the test bed, the inertia of the train is simulated by
loading the traction motors with d.c. machines. The
speed of the load machines is controlled by computer to

In examining the full range of equipment performance as

the major objective of the prototype, full advantage has
been taken of the opportunity to consolidate the TMST
design at an early stage.
One example of this is the improvement of the line filter
in 25 kV mode. Test results from the combined test,
verified on line, showed that there was an improvement in
certain sensitive harmonic attenuation to be made by
alterations to the two-stage filter. Investigations are
continuing with an alternatively switched circuit allowing
transformation to a single stage filter of lower resonant
frequency.

131

The success of the BB10003, particularly during line

trials, has fully substantiated the choice of the power
conversion system adopted, and increased to a very high
level of confidence the design and application of the
equipment to be used on the TMST

BB10003 Performance Summary

Electric Prototype for the TransManche SuperTrain
Tricurrent Supply : 25 kV
3 kV
750 V

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.

One power truck with two traction motors :

1020 kW continuous per motor
at 4000 rev/min
Starting tractive effort
54 kN normal, 64 kN boost

[2] J Bavard, E Avril Modular control with

microcontrollers on high speed serial network for
asynchronous drives presented at the 3rd European
Conference on Power Electronics at AACHEN,October
9-12 1989. 1565-1569.

One inverter per motor :

1800 V link voltage (nominal)
0.6 Hz to 200 Hz stator frequency
range
6 off 4500 V, 2.5 kA GTOs

[3] A vector control system for a squirrel cage

asynchronous electric motor.
Europe patent 90 105 126.8 19th March 1990
US patent 496 703 21st March 1990.

BB10003 on line trials; shown coupled to the SNCF test vehicles

132