A power conversion device includes a power converter including a semiconductor module, to convert input power and output the converted power, and a capacitor electrically connected to the semiconductor module. The capacitor includes a capacitor-side terminal surface on which a capacitor-side terminal is arranged, and the capacitor-side terminal surface faces a module-side terminal surface of the semiconductor module.

A power conversion device includes a power converter including a semiconductor module, to convert input power and output the converted power, and a capacitor electrically connected to the semiconductor module. The capacitor includes a capacitor-side terminal surface on which a capacitor-side terminal is arranged, and the capacitor-side terminal surface faces a module-side terminal surface of the semiconductor module.

In order to reduce noise current leaking out from a frame to which semiconductor devices constituting a three-level power conversion circuit are attached to the outside of a power conversion device, the frame to which the semiconductor devices constituting the three-level power conversion circuit with which the power conversion device is equipped are attached is configured to be electrically connected to a neutral point of the three-level power conversion circuit. The noise current leaking out from the frame is thereby drawn back to the neutral point of the three-level power conversion circuit to suppress the flowing out of the noise current to the outside of the power conversion device and reduce the noise current.

In order to reduce noise current leaking out from a frame to which semiconductor devices constituting a three-level power conversion circuit are attached to the outside of a power conversion device, the frame to which the semiconductor devices constituting the three-level power conversion circuit with which the power conversion device is equipped are attached is configured to be electrically connected to a neutral point of the three-level power conversion circuit. The noise current leaking out from the frame is thereby drawn back to the neutral point of the three-level power conversion circuit to suppress the flowing out of the noise current to the outside of the power conversion device and reduce the noise current.

An assembly secures a connector of an external power supply in a rail vehicle. The connector is enclosed by a housing and by a rotatably mounted flap. The flap and the housing each have a slot configured to receive a catch. The flap can have two positions: a first position, in which the flap covers the connector and thus prevents access to the connector, and a second position, in which access to the connector is possible. The flap supports a lock cylinder, which can be switched by a key into two states: in a first state, the key can be pulled out of the lock cylinder, and in a second state, the key is secured in the lock cylinder against removal. A catch is rotated into both slots or out of both slots by the lock cylinder.

An assembly secures a connector of an external power supply in a rail vehicle. The connector is enclosed by a housing and by a rotatably mounted flap. The flap and the housing each have a slot configured to receive a catch. The flap can have two positions: a first position, in which the flap covers the connector and thus prevents access to the connector, and a second position, in which access to the connector is possible. The flap supports a lock cylinder, which can be switched by a key into two states: in a first state, the key can be pulled out of the lock cylinder, and in a second state, the key is secured in the lock cylinder against removal. A catch is rotated into both slots or out of both slots by the lock cylinder.

Disclosed are an activation control method and apparatus for a railway train. The method includes that: at least one activation request sent by at least one motorman controller of a railway train is received; a number of at least one motorman controller sending the at least one activation request is determined; when there are a plurality of motorman controllers sending the at least one activation request, the railway train is controlled to perform an emergency braking; and when there is one motorman controller sending the at least one activation request, it is determined that a target motorman controller has a permission to control the railway train, wherein the target motorman controller is a unique motorman controller sending the at least one activation request. The present disclosure solves the problem in the related art of potential safety hazard of a double-vehicle activation processing method.

Disclosed are an activation control method and apparatus for a railway train. The method includes that: at least one activation request sent by at least one motorman controller of a railway train is received; a number of at least one motorman controller sending the at least one activation request is determined; when there are a plurality of motorman controllers sending the at least one activation request, the railway train is controlled to perform an emergency braking; and when there is one motorman controller sending the at least one activation request, it is determined that a target motorman controller has a permission to control the railway train, wherein the target motorman controller is a unique motorman controller sending the at least one activation request. The present disclosure solves the problem in the related art of potential safety hazard of a double-vehicle activation processing method.

Presented are a transportation system apparatus and method of operation. An exemplary transportation system includes an elevated track and a vehicle coupled with and operable to traverse the elevated track. Additionally, the transportation system includes a first elevated track loop wherein the vehicle is operable at a first speed, a second elevated track loop operable to receive the vehicle merging from the first elevated track loop, wherein the vehicle is operable at a second speed, and an elevated track section operable to receive the vehicle merging from the second elevated track loop, wherein the vehicle is operable at a third speed.

A transformer holding device for an electric locomotive having a transformer, includes at least one transformer support which is configured in such a way that the transformer can be displaced on an underframe of the electric locomotive during a maintenance operation so that the electric locomotive attains a predetermined center of gravity position. The transformer is fixed to the underframe of the electric locomotive during operation. A transformer arrangement for an electric locomotive and an electric locomotive are also provided.