EP20

EP20

EP20-001 (delivered in 2011)

Type and origin Power type Electric Designer TRTrans (Transmashholding / Alstom / VELNII) Builder Novocherkassk Electric Locomotive Plant Total produced 56 (December 2016) / 200 (order)

Specifications Configuration: ​  • UIC Bo'Bo'Bo' Gauge 1,520 mm (4 ft 11 27⁄32 in) Russian gauge Wheel diameter 1,280 to 1,200 mm (50.4 to 47.2 in) (new/worn) Minimum curve 125 m (410 ft) Length 22.532 m (73 ft 11.1 in) Width 3.100 m (10 ft 2.0 in) Height 5.100 m (16 ft 8.8 in) (pantograph down) Loco weight 135 t (133 long tons; 149 short tons) Electric system(s) 25 kV 50 Hz AC / 3 kV DC Current source Pantograph Traction motors Bogie suspended six pole 1.2 MW (1,600 hp) asynchronous DTA-1200A Transmission Six IGBT traction converters Bogie mounted traction motors, via gear to hollow shaft drive, with flexible couplings Train heating 1200 kW Loco brake Rheostatic 4500 kW (DC)/ 3200 kW (AC), regenerative 6000 kW, electropneumatic wheel disc

Performance figures Maximum speed 200 km/h (120 mph) Power output hourly : 7,200 kW (9,655 hp) continuous : 6,600 kW (8,900 hp) Tractive effort 350 kN (0-74 km/h) 115 kN at 200 km/h

Career Official name ОЛИМП (Olympus)

Source: (Parkhomenko, Beregovaya & Pernička 2012, p. 85), except where noted

350 kN (0-74 km/h)

The EP20 (ЭП20) is a type of 6 axle Bo'Bo'Bo' electric passenger locomotive being built for Russian Railways by Transmashholding's Novocherkassk Electric Locomotive Plant. The locomotive was designed by Tekhnologii Relsovogo Transporta (TRTrans), a joint venture between Transmashholding and Alstom.

An order for 200 locomotives was placed in 2010, and the first production unit formally presented in 2012.

The EP20 was developed by an Alstom-TMH joint venture "TRTrans", established in Novocherkassk, by French, Belgian, and Russia based engineers.

One specification for the design was the ability to haul 24 coaches at 160 km/h or 17 coaches at 200 km/h on straight level track.

The EP20 has a modular design. The locomotive body consisted of an underframe and sidewalls, with removable roof segments, and separately manufactured cab units. The driving cab modules were sourced from PKPP MDC (Ukraine); the cab design included a progressive deformation steel cage for impact absorption, and incorporated heating and air-conditioning. Access was via side doors in the main bodyshell, accessed via cab unit rear doors. PKPP MDC also supplied washrooms (2 per unit), incorporating a retention toilet system supplied by EVAC.

The locomotive body had a central corridor connecting the end cabs, with equipment located on either side. The electrical system included four pantographs (2 for DC, 2 for AC). For AC drive a body mounted 9.3 MW transformer outputs 6 separate traction outputs at 1650 V, and a separate heating winding. The 1650V output is rectified to 3000 V DC; under 3 kV operation the input is connected directly through an intermediate diode four quadrant chopper. DC smoothing is via 8.550 MW rated inductances located under the locomotive. The DC link supplies six IGBT three phase inverters (grouped in three sets of two, one set per bogie), each driving a traction motor. The system allows individual axle control including anti-slip, as well as electrical dynamic braking.

The traction motors are three phase asynchronous machines (DTA-1200 model, developed by NEVZ). They are suspended in the bogies and decoupled from the non-rotational motions of the driving wheels. The connection between motor and reduction gear is via a diaphram coupling, and the gearbox output drives a hollow shaft connected to the axle via a flexible coupling.