A high voltage device for a vehicle, which at least during driving operation is supplied with electric energy from a power system providing a high voltage, having at least one high voltage component which by a main power switching unit is electrically connectable to the power system and a grounding switching device having at least one switching device. In order to increase personal safety during work on the high voltage device in a constructively simple manner, it is proposed that the high voltage component has at least one receiving region in which the switching device is accommodatedat least in a grounding position that grounds at least one active section of the high voltage component.

In a method for controlling a line converter on board a track-bound vehicle semiconductor devices of current valves of the line converter are controlled to be turned on and off so as to prevent the current (I) through a secondary winding of a transformer to which midpoints of phase-legs of the converter are connected to pass zero and shift direction other when the voltage across the secondary winding shifts direction by a start of a new half period of an AC line voltage across the windings of the transformer.

In a method for controlling a line converter on board a track-bound vehicle semiconductor devices of current valves of the line converter are controlled to be turned on and off so as to prevent the current (I) through a secondary winding of a transformer to which midpoints of phase-legs of the converter are connected to pass zero and shift direction other when the voltage across the secondary winding shifts direction by a start of a new half period of an AC line voltage across the windings of the transformer.

An inter-floor transport system includes an aerial vehicle configured to move vertically and horizontally along a passage and a power assembly including a power supply adjacent to the passage and a guide cable extending along the passage and connected to the power supply, where the aerial vehicle is configured to receive power through the guide cable without contacting the guide cable.

The invention relates to an arrangement (11, 21, 41) for transferring electric energy to a vehicle, in particular to a track bound vehicle such as a light rail vehicle (81) or to a road automobile, whereinthe arrangement (11, 21, 41) comprises an electric conductor arrangement (41) for producing an alternating electro-magnetic field and for thereby transferring the energy,the conductor arrangement (41) comprises a plurality of consecutive segments (T1, T2, T3, T4, T5), wherein the segments (T1, T2, T3, T4, T5) extend in the direction of travel of the vehicle,each of the consecutive segments (T1, T2, T3, T4, T5) comprises at least one alternating current line (44a, 44b, 44c) for carrying a phase of an alternating current in order to produce the alternating electromagnetic field,each of the consecutive segments (T1, T2, T3, T4, T5) is combined with an assigned controller (CTR1; 31) adapted to control the operation of the segment (T1, T2, T3, T4, T5) independently of the other segments (T1, T2, T3, T4, T5),at least two neighbouring segments (41a, 41b) of the consecutive segments (T1, T2, T3, T4, T5) are inductively coupled to each other so that a first segment (41b) of the neighbouring segments (41a, 41b), while the first segment (41b) is operated under control of its assigned controller (CTR1; 31), induces a voltage and thereby produces an induced alternating electric current in a second segment (41a) of the neighbouring segments (41a, 41b), if the second segment (41a) is not operated under control of its assigned controller (CTR1; 31),the arrangement (11, 21, 41) comprises a controllable coupling (S1) for coupling the second segment (41a) to a load (RL; F1, S1; 105), which controllable coupling (S1) has a first operating state in which the second segment (41a) is coupled to the load (RL; F1 , S1; 105) so that any alternating electric current in the second segment (41a) is damped by the load (RL; F1, S1; 105), and has a second operating state in which the second segment (41a) is not coupled to the load (RL; F1, S1; 105) so that any alternating ele

A vehicle is provided that connects to an power structure for powering and guiding the vehicle. The power structure includes a trolley, a track along which the trolley runs, a power source connected to the track, and a cable connected to the trolley and configured to attach to the vehicle moving on a surface. The vehicle includes a chassis and a cable connected to the chassis and configured to mechanically and electrically connect the vehicle to the power structure. The chassis includes a connector rotatable 360 degrees, and the cable connects to the chassis through the connector.

A drive device for a railway vehicle operates by receiving power supply from an alternating-current overhead contact line or a three-phase generator. The drive device for a railway vehicle is configured such that a voltage output from a main transformer is applied to alternating-current input ends in a converter circuit via a first switch. A first phase voltage among voltages output from the three-phase generator is applied to an alternating-current input end in a first leg of a brake chopper circuit via a second switch. Second and third phase voltages among the voltages output from the three-phase generator are applied to the alternating-current input ends, respectively, via the second switch.

A drive device for a railway vehicle operates by receiving power supply from an alternating-current overhead contact line or a three-phase generator. The drive device for a railway vehicle is configured such that a voltage output from a main transformer is applied to alternating-current input ends in a converter circuit via a first switch. A first phase voltage among voltages output from the three-phase generator is applied to an alternating-current input end in a first leg of a brake chopper circuit via a second switch. Second and third phase voltages among the voltages output from the three-phase generator are applied to the alternating-current input ends, respectively, via the second switch.

A railroad network (10) having a track (12), a network energy supply (14) and a plurality of trains (16) that are connectable to the network energy supply (14) via means (20) for connecting the train (16) to the network energy supply (14) and each have an internal energy storage system (24) for receiving and storing energy originating from said train (16) or from trains (16) of the railroad network (10) and for supplying energy to said train (16) or to trains (16) of the railroad network (10). Each train (16) is able to switch from an operational state in which it is able to move along the system of rails (12) and an idle state in which it is unable to move along the system of rails (12) and vice versa. At least one of the trains (16) of the railroad network (10) is in the idle and energized state at the same time, its internal energy storage system (24) being connected to the network energy supply (14).

A railroad network (10) having a track (12), a network energy supply (14) and a plurality of trains (16) that are connectable to the network energy supply (14) via means (20) for connecting the train (16) to the network energy supply (14) and each have an internal energy storage system (24) for receiving and storing energy originating from said train (16) or from trains (16) of the railroad network (10) and for supplying energy to said train (16) or to trains (16) of the railroad network (10). Each train (16) is able to switch from an operational state in which it is able to move along the system of rails (12) and an idle state in which it is unable to move along the system of rails (12) and vice versa. At least one of the trains (16) of the railroad network (10) is in the idle and energized state at the same time, its internal energy storage system (24) being connected to the network energy supply (14).