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

Great Belt and the Øresund has created one continuous line between
A powerful family –
EuroSprinter & Co. on the
railways of the world Germany, Denmark and Sweden. In Sweden, as in Germany, electric rail-

ways 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). Locomo-

tives for cross-border traffic between Germany, Denmark and Sweden must

therefore be equipped for both voltage systems.

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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 The outer contour is based on the
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-
The new Class EG 3100 therefore has equipped with the Danish, Swedish and ations.
six axles. Nevertheless it is derived from German train protection systems.
the modular concept of the EuroSprinter® With a high traction power of 6.5 MW
family from Siemens Transportation and a starting tractive effort of 400 kN, Technical data
Systems. Like the Class 152 already in the EG 3100 locomotive has been desig-
service with the DB Cargo section of Power systems 25 kV/50 Hz
ned for the demands of cross-border
15 kV/16.7 Hz
German Rail, it is the second generation heavy freight traffic. Wheel arrangement Co’Co’
of the EuroSprinter. Service weight 132 t
Modular structure Starting tractive effort 400 kN
Electrical braking effort
The overall concept of the locomotive is
maximum 240 kN
based on a modular structure. Both the Nominal power
mechanical and electrical equipment is (continuous power) 6,500 kW
Maximum speed 140 kph
divided into pre-tested, ready-to-install
Gauge 1,435 mm
modules. Length over buffers 20,950 mm
This has the advantage of reducing Mean distance of secondary
suspension levels 10,200 mm
effort for maintenance and service work.
Bogie wheelbase 2000/2250 mm
Vehicle loading gauge (UIC 505-1)
Powerful design EBO G2
at roof level DSB gauge
Temperature range -30°C to +40°C

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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

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 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
Robust structure: Driver’s cab section
to the rigidity of the locomotive body. by the 10-mm-thick floor plate.
Because of the length of the locomotives,
Simple transmission of power
the cab door handrails had to be lowered
The end sills of the frame, with the buffer
to adhere to the loading gauge accord-
and draw gear as well as the traction
ing to UIC 505-1.
center pedestal for the draw and thrust
The locomotive body consists of the
rods for transmitting the tractive and
underframe, side walls with integrated
braking effort, are welded on to the
inclined sections, three bolt-on cross
floor plates of the driver’s cabs to form
members in the roof area and the two
hollow structures.
driver’s cabs. The roofs themselves are
This ensures a good and direct trans- Good force transmission:
only mounted and are not bearing
Front section in the buffer area
mission of forces from the buffer and
elements of the frame structure.
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

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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

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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 air.
vision and the controls within easy reach 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 Open for fast installation:
The front section before the
of the train from the driver’s seat. A wash- ventilation and air-conditioning concepts. 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 seat-
ing position with pneumatically assisted
height and weight setting.

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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. In the bogie, the axles are mounted
Via the main cross members between in cylindrical roller bearings. The center
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.

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Wheelset guide links for longitudinal overhead contact line.
guidance 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. Driving force:
Additional equipment Nose-suspension traction motor
and nose-suspension bearing
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 in the Danish railway network.
motors each form separate traction For speed measurements indepen-
Well thought-out force transmission:
groups. In that way, the locomotive can dent of the wheels, the locomotive can Horizontal axle guides perform longitudinal
guidance
continue to run with reduced power if be retrofitted with radar measurement
one group fails. equipment.
The electrodynamic brake with reversal 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 Dual-frequency traction voltage
The main transformer contains six traction Two independent converters initially
windings and windings for the auxiliary convert the AC voltage output from the DS DS
ES
inverter, the heating units, the battery main transformer into a DC voltage. HS

charger and the train supply bus. The PWMinverter generates three-phase SR
Q
1~ =
SA Q M
When switching between the 15 and current from this with continuouslyregu-
=
Q
25 kV systems, the disconnectors on the lated amplitude and frequency. 1~
Q M
secondary side switch between the two Each converter consists of three four- =
Q
1~
taps. quadrant choppers connected in parallel, Q M
= 3~
An additional transformer winding one DC link and one inverter from which Q
SR
1~ =
together with the filter components the three traction motors of one bogie Q M
=
Q
located in the machine compartment are powered and controlled separately 1~
Q M
form an interference current filter to for each bogie. The converters use Q
=
1~
reduce harmonics from the power sys- water-cooled GTO thyristors. Q M
= 3~
tem.
Filter
Q
Q HBU 350 V
Q
Q 200 V
Q
Q ZSS

DS Roof-mounted disconnector
HS Main circuit breaker
ES Grounding switch
Q Disconnector for system switchover
SR Converter
M Traction motor
HBU Auxiliary inverter
ZSS Train supply bus
SA Surge arrestor

Three-phase current from

AC voltage: Two convert-
ers 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 ed. Especially when rigging up a loco-
controllable frequency: 440 V/0 – 60 Hz motive 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 trans-
former or, if the traction supply voltage
is disconnected, from a trackside power
source. Current, tailor-made:
The auxiliary inverter

Control and protection systems 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 A microprocessor-controlled pneu-
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
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
Driver’s cab 1 system Driver’s cab 2

Recorder
CCU 1 CCU 2
Aux. inv. Aux. inv. K-Micro Aux. inv. Aux. inv.
1.1 1.2 2.1 2.2
MVB vehicle bus
1 Display 3 4 Display 2
SKS1 SKS3 SKS4 lamp SKS2
1 lamp TCU 1 3 4 BSG BCU TCU 2 panel
2
SKS1 panel SKS3 SKS4 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 disconnec-
tor for each pantograph, the main circuit breaker
and the grounding disconnector. A surge arrester
for protection against lightning strikes and a trans-
ducer 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 descrip-

tions 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.