EG 3100
High-Performance Electric Locomotives
for Danish State Railways
s
efficient rail solutions
Six-axle titan
Heavy-duty traffic between Germany, Denmark and Sweden
Electrification of mainline railways did not begin in Denmark until after
1980. As there was no direct link with Sweden at that time, Danish State
Railways (DSB) introduced a traction power system of their own, namely
25 kV 50 Hz. Since then, completion of the tunnel-and-bridge link over the
A powerful family –
EuroSprinter & Co. on the
railways of the world
Great Belt and the Øresund has created one continuous line between
Germany, Denmark and Sweden. In Sweden, as in Germany, electric railways look back on a hundred year old tradition, but the Swedish railways
still operate with the lower frequency of 16.7 Hz (= 1/3 of 50 Hz). Locomotives for cross-border traffic between Germany, Denmark and Sweden must
therefore be equipped for both voltage systems.
2
Six axles for more adhesive weight
High-performance for transit to the
The EG 3100 aroused interest because
To haul heavy freight trains with a trailing
continent
of its unusual livery, which is part of the
load of up to 2,000 t through the Great
In 1997, DSB ordered 13 dual-frequency
new DSB corporate design.
Belt tunnel with its 15.6 ‰ grades down
locomotives from Siemens AG largely for
to and up from the lowest level, the
freight traffic between Sweden and the
forms of the DB Cargo’s Class 152 loco-
tractive effort of four-axle locomotives
continent passing through Denmark. An
motive. It was possible to take account
is not enough.
option for another seven exists. They are
of DSB’s requirements with few alter-
equipped with the Danish, Swedish and
ations.
The new Class EG 3100 therefore has
six axles. Nevertheless it is derived from
the modular concept of the EuroSprinter®
The outer contour is based on the
German train protection systems.
With a high traction power of 6.5 MW
family from Siemens Transportation
and a starting tractive effort of 400 kN,
Systems. Like the Class 152 already in
the EG 3100 locomotive has been desig-
service with the DB Cargo section of
ned for the demands of cross-border
Power systems
German Rail, it is the second generation
heavy freight traffic.
Wheel arrangement
Service weight
Starting tractive effort
Electrical braking effort
maximum
240 kN
Nominal power
(continuous power)
6,500 kW
Maximum speed
140 kph
Gauge
1,435 mm
Length over buffers
20,950 mm
Mean distance of secondary
suspension levels
10,200 mm
Bogie wheelbase
2000/2250 mm
Vehicle loading gauge
(UIC 505-1)
EBO G2
at roof level
DSB gauge
Temperature range
-30°C to +40°C
of the EuroSprinter.
Modular structure
The overall concept of the locomotive is
based on a modular structure. Both the
mechanical and electrical equipment is
divided into pre-tested, ready-to-install
modules.
This has the advantage of reducing
effort for maintenance and service work.
Powerful design
Technical data
25 kV/50 Hz
15 kV/16.7 Hz
Co’Co’
132 t
400 kN
3
Thorougly tested and computer-optimized
The robust construction of the locomotive body
The mechanical part of the EG 3100 was developed
from the Class 152 locomotive, a unit characterized
by its modular design.
Strong backbone:
Underframe placed upside down
4
Endurance test:
Frame compression test to test the strength
and deformation of the locomotive body
Reinforced locomotive body
Solid underframe
The dimensions and the great weight of
The welded underframe is formed by
the six-axle locomotive made a series of
two end sections under the driver’s cabs,
adaptations necessary. For example, the
two side sills and one center sill as well
underframe has been made appropriately
as a number of cross members.
solid. The inclined lateral roof sections
The side sills consist of 80-mm-thick
have been strengthened with thicker
steel plate. The cross members are bet-
material and enclosed hollow sections to
ween 20- and 50-mm-thick and form
form longitudinal members so that they
a hollow section with high torsional
also make a considerable contribution
rigidity with added strength provided
to the rigidity of the locomotive body.
by the 10-mm-thick floor plate.
Robust structure: Driver’s cab section
Because of the length of the locomotives,
the cab door handrails had to be lowered
to adhere to the loading gauge according to UIC 505-1.
The locomotive body consists of the
underframe, side walls with integrated
inclined sections, three bolt-on cross
members in the roof area and the two
driver’s cabs. The roofs themselves are
only mounted and are not bearing
elements of the frame structure.
Simple transmission of power
The end sills of the frame, with the buffer
and draw gear as well as the traction
center pedestal for the draw and thrust
rods for transmitting the tractive and
braking effort, are welded on to the
floor plates of the driver’s cabs to form
hollow structures.
This ensures a good and direct transmission of forces from the buffer and
Good force transmission:
Front section in the buffer area
draw gear and tractive and braking effort
transmission of the bogie to the side
sills.
Computer-optimized design
The strength, deformation and vibration
behavior of the locomotive body have
been examined and optimized using
powerful computer programs.
Bearing structures:
Solid end section of the frame
5
Ergonomic and comfortable
Driver’s cab concept
The driver’s ergonomically optimized workstation, as implemented in Class 152, is also used in
DSB’s EG 3100. Here, too, an air-conditioning system is standard equipment. The heating power
has been adapted to Scandinavian climatic conditions.
Train radio operation
Train protection systems
Diagnostics equipment panel
Brake equipment
Traction and control equipment
6
Operation and monitoring of the locomo-
The equipment with a pressurization
tives have been made easier because the
system permits energy-saving and con-
operating and display concept is based
stant temperature control of the internal
both on the Danish EA 3000 locomotive
temperature of the cab as well as pure
class and on the German Class 152.
recirculation without admitting outside
All displays are in the driver’s field of
vision and the controls within easy reach
air.
Pure recirculation prevents the ingress
of the driver. Extendable exterior mirrors
of exhaust gases or fumes especially in
permit a visual check of the entire length
tunnels and is not part of conventional
of the train from the driver’s seat. A wash-
ventilation and air-conditioning concepts.
Open for fast installation:
The front section before the
driver’s console is installed
basin and small thermal box are available
in one of the cabs.
A comfortable seat has been installed
both for the driver and for the co-driver
and can be adjusted to an optimum seating position with pneumatically assisted
height and weight setting.
7
Strength and power on wheels
Bogies
Wear-free tractive effort
Wear-free support and suspension
transmission
The bogie frame rests on the axle bear-
The bogie frame consists of two longitu-
ings via helical springs which also guide
dinal members and cross members that
the axles in the lateral direction. Hydraulic
together form an enclosed frame. They
dampers are arranged parallel with the
are welded together from separate sheets
springs on the first and last axle.
to form box sections.
Via the main cross members between
the first and second and the fifth and
axle runs with a higher natural play than
sixth axles, the draw and thrust forces
the outer axles to reduce the guidance
are transmitted between the bogie and
forces in curves, especially those of the
the locomotive body. For that purpose,
leading axle.
the main cross members of the bogies
are connected to the end sills
of the locomotive frame by draw and
thrust rods mounted in a wear-free
arrangement. The low contact point of
the forces ensures that, even during
heavy starting, the load on all axles is
the same for optimum tractive effort
transmission.
8
In the bogie, the axles are mounted
in cylindrical roller bearings. The center
Wheelset guide links for longitudinal
guidance
overhead contact line.
The air brakes act on all 12 wheels
Each wheelset consist of two rolled solid
via brake cylinders and brake calipers.
– monobloc – wheels and a forged axle
The associated brake disks are integrated
shaft. Horizontally arranged wheelset
into the monobloc wheels. Two brake
guide links introduce the tractive forces
units in each bogie are fitted with spring
from the wheelsets into the bogie as
accumulators. They can be used as a re-
on Class 152, and provide longitudinal
liable parking brake for the locomotive.
guidance of the wheelsets in the track.
Additional equipment
Traction and braking
The speed of each axle is sensed indivi-
The three-phase asynchronous traction
dually by contactless pulse encoders.
motors are implemented as nose-suspen-
The bogie is equipped with speed sensors
ded motors. Like in the Class 152, they
and antennas for the train protection
rest on the axle shaft and are suspended
equipment of the three countries.
by a rubber-mounted torque reaction
The bogies are also equipped with
support on the next cross member of the
neutral section control magnets for
bogie.
passing through phase sectioning points
The two bogies with their three
motors each form separate traction
in the Danish railway network.
For speed measurements indepen-
groups. In that way, the locomotive can
dent of the wheels, the locomotive can
continue to run with reduced power if
be retrofitted with radar measurement
one group fails.
equipment.
The electrodynamic brake with reversal
Driving force:
Nose-suspension traction motor
and nose-suspension bearing
Well thought-out force transmission:
Horizontal axle guides perform longitudinal
guidance
There are flange lubricators and
of the energy flow permits regenerative
sanders on the first and last axle of the
feedback of the electrical energy into the
locomotive.
Closed frame:
Solid box sections for the bogies
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Compact, clearly arranged and
maintenance-friendly
Electrical components
Machine compartment layout for easy
All modules readily accessible
maintenance
Thanks to the underfloor arrangement of the main
The two generously dimensioned driver’s cabs are
transformer, the machine compartment layout
connected by a wide center aisle of at least 600
remains uncluttered. All modules of the electrical
mm that divides the machine compartment longitu-
equipment as well as the racks for the compressed-
dinally. The traction equipment for each bogie is
air supply and for the auxiliaries are all equally
arranged symmetrically on either side of the aisle
readily accessible.
for easy maintenance.
Auxiliary inverters
Traction motor blowers
Air reservoir
Auxiliary equipment rack
Converters
Oil-to-water cooler
Electronics cabinet
Air equipment rack
Danish/Swedish ATC
Filter rack
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Transformer
Traction converter
The main transformer contains six traction
Two independent converters initially
windings and windings for the auxiliary
convert the AC voltage output from the
inverter, the heating units, the battery
main transformer into a DC voltage.
charger and the train supply bus.
The PWMinverter generates three-phase
When switching between the 15 and
25 kV systems, the disconnectors on the
secondary side switch between the two
taps.
An additional transformer winding
together with the filter components
current from this with continuouslyregu-
Dual-frequency traction voltage
DS
DS
ES
HS
Q
SA
=
M
Q
Q
lated amplitude and frequency.
SR
1~
=
1~
M
Q
Each converter consists of three four-
Q
quadrant choppers connected in parallel,
Q
one DC link and one inverter from which
Q
=
1~
M
3~
=
the three traction motors of one bogie
SR
1~
=
M
Q
Q
located in the machine compartment
are powered and controlled separately
form an interference current filter to
for each bogie. The converters use
Q
reduce harmonics from the power sys-
water-cooled GTO thyristors.
Q
=
1~
M
Q
=
1~
M
=
3~
tem.
Filter
Q
Q
HBU 350 V
Q
Q
200 V
Q
Q
DS
HS
ES
Q
SR
M
HBU
ZSS
SA
ZSS
Roof-mounted disconnector
Main circuit breaker
Grounding switch
Disconnector for system switchover
Converter
Traction motor
Auxiliary inverter
Train supply bus
Surge arrestor
Three-phase current from
AC voltage: Two converters feed three traction
motors of a bogie
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Auxiliaries
The coolant pumps, all blowers and
For the auxiliaries of the locomotive
fans, and the air-conditioning equipment
such as fans and pumps, the following
are supplied from the on-board three-
on-board power supply systems are
phase power supply system. The on-
available:
board DC power supply system main-
• Three-phase current with constant
tains a number of functions even when
frequency: 440 V/60 Hz
the traction supply voltage is disconnect-
• Three-phase current with continuously
controllable frequency: 440 V/0 – 60 Hz
ed. Especially when rigging up a locomotive whose paragraph is lowered, the
• Alternating current 230 V/50 Hz
required energy must be drawn from the
• Direct current 110 V
on-board lead-acid battery. This can be
• Direct current 24 V
charged by the charger powered from
the 200 V winding of the main transformer or, if the traction supply voltage
is disconnected, from a trackside power
source.
Control and protection systems
Current, tailor-made:
The auxiliary inverter
For traction and brake control there
Data exchange within the locomotive
The traction and brake control as well as
are also two units, but they are allocated
is performed via a multifunction vehicle
monitoring and diagnostic functions of
to the two traction groups of each bogie.
bus (MVB). All the main subsystems are
the locomotive are performed exclusively
If a traction control unit or brake
connected via this vehicle bus.
by microprocessor controllers. One main
control unit fails, the bogie affected is
feature of the control technology used in
cut out and the locomotive remains
matic wheel slip/slide control prevents
the EG 3100 in this that it is equipped
operable with reduced power.
the axles from blocking during braking
A microprocessor-controlled pneu-
with two identical central control units
and therefore avoids flats on the wheel
(CCUs) that are 100 % redundant.
running surfaces.
TDM double-traction control via UIC line
WTB-bus (optional)
ATC
system
Driver’s cab 1
Driver’s cab 2
CCU 1
Recorder
Aux. inv.
1.1
CCU 2
Aux. inv.
1.2
K-Micro
Aux. inv.
2.1
Aux. inv.
2.2
MVB vehicle bus
1
SKS1
1
SKS1
Display
lamp
panel
4
3
TCU 1
SKS3
3
SKS3
SKS4
4
SKS4
BSG
BCU
TCU 2
Display
lamp
panel
2
2
SKS2
SKS2
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Underfloor equipment means a neat arrangement:
The main transformer is arranged under the machine
compartment floor to save space above it
Roof-mounted equipment
Both pantographs on the roof of the locomotive
are equipped with 1,950-mm-wide pans that are
suitable for all three traction supply systems. The
roof-mounted equipment also includes a disconnector for each pantograph, the main circuit breaker
and the grounding disconnector. A surge arrester
for protection against lightning strikes and a transducer for measuring the traction line voltage are
also mounted on the roof.
Cable routing
The high-voltage cables to the traction motors and
the train supply bus are located in a cable trough in
the center sill. Other high-voltage cables are routed
along the machine compartment floor under the
racks.
The signal and control lines and the supply lines
to the auxiliaries are routed from cab to cab in a
duct which is preassembled outside the locomotive.
All pneumatic lines are located below this duct
whose top cover forms the floor of the center aisle.
No cable clutter: High-voltage cables
are laid in a trough under the center
aisle
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Siemens AG
Transportation Systems
Locomotives
Krauss-Maffei-Str. 2
80997 München
Germany
Siemens AG
Transportation Systems
Locomotives
Postfach 3240
91050 Erlangen
Germany
www.siemens.com/ts
Printed in Germany
Subject to change without prior notice
SAI 197-02 176619 PA 01031.0
Order No. A19100-V600-B432-V1-7600
The information in this document contains general descriptions of the technical options available, which do not always
have to be present in individual cases.The required features
should therefore be specified in each individual case at the
time of closing the contract.