The present invention relates to a power car (10) for a high-speed train, comprising a body (12) and at least one power car of said body, said body comprising a roof (19) and a floor (20); the traction motor being arranged below said floor, the body further comprising an equipment room (24) defined between said roof and said floor, said technical room including: electrical equipment (33) for controlling the traction motor; and at least one fan device (34) of said electrical equipment. The ventilation device comprises: an air intake sheath (36), forming a closed pipe between an inlet (38) and an outlet (40) open on the equipment room; and a fan (42) arranged between the inlet and the outlet, so as to create an overpressure in the technical room.

The present invention relates to a power car for a high-speed train, including: a body; a traction motor; a rheostatic brake; a first ventilation device of said rheostatic brake; electrical control equipment; and a second ventilation device for said electrical equipment. The first ventilation device comprises a first air intake sheath, the inlet and outlet of which are located on the roof of the body. The second ventilation device comprises a second sheath, the inlet and outlet of which are respectively located on the roof of the body and below the body. Each ventilation device comprises a fan arranged in one of the sheaths.

The present invention relates to a power car for a high-speed train, including: a body; a traction motor; a rheostatic brake; a first ventilation device of said rheostatic brake; electrical control equipment; and a second ventilation device for said electrical equipment. The first ventilation device comprises a first air intake sheath, the inlet and outlet of which are located on the roof of the body. The second ventilation device comprises a second sheath, the inlet and outlet of which are respectively located on the roof of the body and below the body. Each ventilation device comprises a fan arranged in one of the sheaths.

The invention relates to an electrical system of a rail vehicle, the electrical system comprising a first power converter, at least one other power converter, and at least one transformer, an intermediate circuit section of the first power converter being electrically connectable, by at least one intermediate circuit electrical connection, with an intermediate circuit section of the at least one other power converter, the at least one part of the electrical intermediate circuit connection being routed through a transformer case, as well as a rail vehicle and a process for operating the electrical system.

The invention relates to an electrical system of a rail vehicle, the electrical system comprising a first power converter, at least one other power converter, and at least one transformer, an intermediate circuit section of the first power converter being electrically connectable, by at least one intermediate circuit electrical connection, with an intermediate circuit section of the at least one other power converter, the at least one part of the electrical intermediate circuit connection being routed through a transformer case, as well as a rail vehicle and a process for operating the electrical system.

A driver cabin for an urban railway vehicle, the driver cabin extending in a longitudinal driving direction and including: a cabin chassis including at least one main shock-absorbing area having a longitudinal extend defined between a front plane oriented transversally to the longitudinal driving direction and a rear plane oriented transversally to the longitudinal driving direction, the main shock-absorbing area being able to deform in case of a shock between an initial state and a shock-absorbed state, so that in the shock-absorbed state the longitudinal extend of the main shock-absorbing area is reduced about a predefined compression distance; an electrical equipment compartment storing at least one stiff electrical element carrying electronic components. The electrical equipment compartment is located inside the main shock-absorbing area.

A driver cabin for an urban railway vehicle, the driver cabin extending in a longitudinal driving direction and including: a cabin chassis including at least one main shock-absorbing area having a longitudinal extend defined between a front plane oriented transversally to the longitudinal driving direction and a rear plane oriented transversally to the longitudinal driving direction, the main shock-absorbing area being able to deform in case of a shock between an initial state and a shock-absorbed state, so that in the shock-absorbed state the longitudinal extend of the main shock-absorbing area is reduced about a predefined compression distance; an electrical equipment compartment storing at least one stiff electrical element carrying electronic components. The electrical equipment compartment is located inside the main shock-absorbing area.

The invention relates to an electrical system of a rail vehicle, the electrical system comprising a first power converter, at least one other power converter, and at least one transformer, an intermediate circuit section of the first power converter being electrically connectable, by at least one intermediate circuit electrical connection, with an intermediate circuit section of the at least one other power converter, the at least one part of the electrical intermediate circuit connection being routed through a transformer case, as well as a rail vehicle and a process for operating the electrical system.

The invention relates to an electrical system of a rail vehicle, the electrical system comprising a first power converter, at least one other power converter, and at least one transformer, an intermediate circuit section of the first power converter being electrically connectable, by at least one intermediate circuit electrical connection, with an intermediate circuit section of the at least one other power converter, the at least one part of the electrical intermediate circuit connection being routed through a transformer case, as well as a rail vehicle and a process for operating the electrical system.

An electrically operated vehicle includes a braking resistor in a heat sink cover. The heat sink cover has an air throughflow body having vent openings and an air throughflow direction perpendicular to a direction of travel of the vehicle. The heat sink cover includes an inlet flap on an air inflow side and an outlet flap on an air outflow side. An opening mechanism opens and closes the flaps. In the closed state, the flaps are oriented along the direction of travel and obliquely to the air throughflow direction. In a plan view of the vent openings, the vent openings are at least 90% covered by the flaps in the closed state and at most 60% covered by the flaps in the opened state. The flaps are disposed symmetrically to a vehicle center axis, and the vent openings are oriented parallel to side surfaces of the vehicle.