A method is disclosed for transmitting energy from a stationary unit to a movable unit of a linear transport system. The linear transport system includes a guide rail, a plurality of stationary units, and a linear motor for driving the movable unit along the guide rail. The linear motor includes a stator and a rotor, the stator including the stationary units, each having one or more drive coils. The rotor is arranged on the movable unit and incudes one or more magnets. The stationary units each have one or more energy-transmitting coils, each energy-transmitting coil including actuation electronics. The movable unit has at least one energy-receiving coil. The actuation electronics carry out the following steps: reading in an energy quantity signal for the energy-transmitting coil concerned, converting the energy quantity signal into a pulse-pause ratio for actuating the energy-transmitting coil, and actuating the energy-transmitting coil based on the pulse-pause ratio.

A vehicle, such as a rail vehicle, has an electrodynamic braking apparatus with at least one brake resistor. The at least one brake resistor forms a portion of the vehicle body shell that is permanently closed and over which air flows on the exterior, in particular, during travel of the vehicle. In the alternative, the brake resistor is arranged in the immediate vicinity of the permanently closed portion. The brake resistor conducts away heat outwardly to the environment via the permanently closed portion. There is also described a brake resistor for a vehicle, in particular for a rail vehicle, which is configured accordingly.

An apparatus is provided for modifying a crankshaft angle of an internal combustion engine (ICE). An energy converter is configured to be connected to a crankshaft of the ICE. An energy storage unit is configured to deliver energy to the energy converter when the energy converter acts as a motor, and to store energy output from the energy converter when the energy converter acts as a generator. The controller is configured to calculate a current ideal crankshaft angle, calculate a current slip angle using an output of a crankshaft angle sensor, activate the energy converter as a motor to increase the current crankshaft angle when the current slip angle is greater than a predetermined upper threshold value, and activate the energy converter as a generator to decrease the current crankshaft angle when the current slip angle is less than a predetermined lower threshold value.

A circuit and a method operate an electrical machine connected to at least three phases of a power supply network through a frequency converter that has a DC link. By a synchronous inverter that is actuated by a DC chopper and has two bridge halves switching the positive and the negative half-waves respectively, the energy generated by the machine is fed back into the power supply network. Accordingly, the synchronous inverter has an asymmetrical configuration such that, to switch the potential tapped from the DC link by the DC chopper, switching is carried out by a first bridge half that is formed from thyristors as electronic switches, and such that the second bridge half contains reverse-blocking electronic switches able to be switched off.

A computer program product is provided for modifying a crankshaft angle of an internal combustion engine (ICE). The ICE includes a crankshaft, and a crankshaft angle sensor. The vehicle includes an energy converter and an energy storage unit. The energy converter is configured to be connected to the crankshaft of the ICE. The energy storage unit is configured to deliver energy to the energy converter when the energy converter acts as a motor, and to store energy output from the energy converter when the energy converter acts as a generator. A current ideal crankshaft angle is calculated. A current slip angle is calculated using an output of the crankshaft angle sensor. The energy converter is activated as a motor to increase the current crankshaft angle when the current slip angle is greater than a predetermined upper threshold value, and the energy converter is activated as a generator to decrease the current crankshaft angle when the current slip angle is less than a predetermined lower threshold value.