A system for controlling a cooling unit of a transformer, more particularly a traction transformer of a rail vehicle, improves the efficiency and lifespan of the transformer having the cooling unit. The system includes a transformer, a cooling unit configured to cool the transformer, and a control unit configured to control the cooling unit for cooling the transformer. The control unit is configured to control the cooling unit using measurement data representing at least one condition of the system and/or using environmental data in anticipation of a change in the temperature of the transformer based on the utilization of the transformer and/or environmental influences. This prevents the transformer from overheating, thereby increasing the efficiency and lifespan of the transformer. A corresponding method for controlling a system is also provided.

A system for controlling a cooling unit of a transformer, more particularly a traction transformer of a rail vehicle, improves the efficiency and lifespan of the transformer having the cooling unit. The system includes a transformer, a cooling unit configured to cool the transformer, and a control unit configured to control the cooling unit for cooling the transformer. The control unit is configured to control the cooling unit using measurement data representing at least one condition of the system and/or using environmental data in anticipation of a change in the temperature of the transformer based on the utilization of the transformer and/or environmental influences. This prevents the transformer from overheating, thereby increasing the efficiency and lifespan of the transformer. A corresponding method for controlling a system is also provided.

A train, comprising a train formation consisting of a head car, a power car and an intermediate car, end walls of the head car, power car and intermediate car having thereon oppositely disposed connectors 2 extending perpendicular to a direction of travel of the train; all connectors 2 on the end walls of the train are connected by means of wiring; the head car, power car and intermediate car connect electric power wiring of the whole train by means of the connectors when in any formation state; the train has disposed thereon two parallel power supply wires penetrating the entire train and multiple auxiliary power supply systems. The present invention can decrease different voltage standard conversion equipment of a multiple unit, lowering in-vehicle equipment costs. By means of designing an auxiliary power supply system topology having a redundant power supply, the present invention realizes variable train formation quantity for a multiple unit and arbitrary reversal of direction of an intermediate car formation, and can also ensure that promptly taking emergency measures and switching power supply wiring when a single power supply line malfunctions does not affect auxiliary power supply of the train.

A vehicle power conversion apparatus according to the present disclosure includes a housing attached to a vehicle, a cooler including a heat receiver that is disposed on the side near the housing and has a heated surface provided with semiconductor elements, and a heat radiator disposed on a surface of the heat receiver opposite to the heated surface, and a position adjusting member to adjust the position of the end of the heat radiator distant from the housing in the direction approaching rigging limit of the vehicle.

A vehicle power conversion apparatus according to the present disclosure includes a housing attached to a vehicle, a cooler including a heat receiver that is disposed on the side near the housing and has a heated surface provided with semiconductor elements, and a heat radiator disposed on a surface of the heat receiver opposite to the heated surface, and a position adjusting member to adjust the position of the end of the heat radiator distant from the housing in the direction approaching rigging limit of the vehicle.

A method and system supply compressed air to a vehicle as required, more particularly a rail vehicle, wherein at least the primary air requirement of the rail vehicle for operating a pneumatic braking system is covered by a primary air compressor that is connected to a primary tank air line and wherein additional compressed air for operating auxiliary units is generated by at least one electromotive auxiliary air compressor having a lower delivery output than the primary air compressor. When the vehicle is parked, only the at least one auxiliary air compressor is used to generate compressed air as required, the air being used, whilst the vehicle is parked, to maintain permanent contact between a current collector that is actuated by a pneumatic actuating drive and an electric supply line.

A railway traction vehicle, in particular a locomotive, is provided for pulling at least one coupleable railway car, which may be a two-level car, having a car body with a car roof which defines a car height. The locomotive includes a vehicle body with a vehicle roof which defines a vehicle height. If the vehicle height is lower than the car height, a roof transition element is disposed on a rear-side end region of the vehicle body. Since the cross-sectional profile of the roof transition element expands from the front edge, which follows a contour line of the vehicle roof, to the rear edge, which follows a contour line of the car roof, the flow resistance in the transition region from the locomotive to the subsequent two-level car is reduced in a simple way, so that traction energy losses and vehicle noise can be reduced.

A railway traction vehicle, in particular a locomotive, is provided for pulling at least one coupleable railway car, which may be a two-level car, having a car body with a car roof which defines a car height. The locomotive includes a vehicle body with a vehicle roof which defines a vehicle height. If the vehicle height is lower than the car height, a roof transition element is disposed on a rear-side end region of the vehicle body. Since the cross-sectional profile of the roof transition element expands from the front edge, which follows a contour line of the vehicle roof, to the rear edge, which follows a contour line of the car roof, the flow resistance in the transition region from the locomotive to the subsequent two-level car is reduced in a simple way, so that traction energy losses and vehicle noise can be reduced.

A rail vehicle, in particular a locomotive, includes a railcar body having a head end provided with a front nose. The railcar body has an interface, in the region of the head end, which is configured and provided for fastening and connecting differently shaped front noses forming a set of variations. A front nose selected from the set of variations is thereby fastened to the interface by a welded connection. The rail vehicle therefore permits more flexibility in the shaping of the head end of the railcar body.

A rail vehicle, in particular a locomotive, includes a railcar body having a head end provided with a front nose. The railcar body has an interface, in the region of the head end, which is configured and provided for fastening and connecting differently shaped front noses forming a set of variations. A front nose selected from the set of variations is thereby fastened to the interface by a welded connection. The rail vehicle therefore permits more flexibility in the shaping of the head end of the railcar body.