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Cours de Techniques Ferroviaires

In Short
Technical Details

First commercial power head for variable gauge.
The well known Talgo trains for variable gauge are transporting passengers since 1969 between España (1668 mm) and Europe(1435mm). Only the towed vehicles travelled through the gauge conversion plant. A solution for changing gauge of self propelled vehicles was difficult to find. Talgo had developped a gauge changeable bogie with traction motors. In 2005 Talgo built the Travca locomotive in order to improve the feasiblity of a gauge changing locomotive. The Travca has an electrical part from Team with a power of 3,4 MW. (Technical Data)
The S130 is using the same bogies as the Travca locomotive, but has a reduced power of only 2,4 MW. The electrical equipment is supplied by Bombardier. Each of the two IGBT-converters is driving both motors of a bogie in parallel.
From 2012, 15 trains are rebuilt in S730, by replacing coaches 1 and 11 by a generator-car 0f 1,8 MW each. This allows to run on unelectrified branch lines. The generator cars are not put on a single axle, but on a bogie.


Designation Renfe: S-130.001 to .090
Designation Bombardier: TRAXX S250MSP
Designation Talgo: L-9204
Supply systems: 25kV AC /3 kV DC
Gauge: 1668mm /1435 mm
Hollow shaft drive with gear ratio: 1:3,129
Maximal speed : 250 km/h(25 kV~)/ 220 km/h (* kV=)
Maximal traction effort: 110 kN
Maximal braking effort: 80 kN
Maximal power at wheels: 2,4 MW (25 kV~)/2 MW (3 kV=)
Continuous service: 80 kN at 108 km/h
Weight: 72 t
approved for España . (More Technical Data)
04.2004 first order (44)
10.2005 second order (46)
07.2006 first powerhead delivered for tests at Wildenrath
09.2006 first test in España
12.2007 first commercial service
Commercial service
The S130 trains are able to run 250 km/h under 25 kV~ on high speed tracks (1435 mm) and 220 km/h on the old Renfe network (1668 mm) under 3 kV=. A train is formed with 11 Talgo cars, inserted between two active powerheads.
The traction effort of the powerhead in the gauge change section has to be switched off. Therefore the rear powerhead is pushing the train while the front powerhead is passing the gauge change section and afterwards the front powerhead is pulling the train while the rear powerhead is passing the gauge change section. The gauge change section is passed with approximatly 30 km/h. During the gauge change of the power head the electrical equipment is also reconfigurated for the appropriate power supply system.
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all graphics © Simon Wijnakker
page last edited @ 08.05.2007


Ecole Polytechnique Féderale de Lausanne, Laboratoire de Machines Electriques

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