A car control device according to an embodiment includes a converter and an inverter, a first contactor disposed between the transformer and the converter, a second contactor and a resistor connected in series with each other and in parallel with the first contactor, a first voltage detector and a second voltage detector disposed between the converter and the inverter, and a control unit. After the second contactor is closed and before the first contactor is closed, the control unit calculates a voltage difference between a first voltage value detected by the first voltage detector and a second voltage value detected by the second voltage detector, compares the calculated voltage difference with a predefined threshold value, and determines that at least one of the first voltage detector and the second voltage detector malfunctions when the voltage difference is greater than the threshold value.

A drive arrangement with an inductively energizable drive motor, having a wheel, a wheel carrier, at least one receiver coil that is arranged in the circumferential direction of the wheel, a stator, and a rotor arranged in a rotationally resistant manner on the wheel having at least one rotor winding that is electrically connected to the at least one receiver coil. The rotor can be magnetically coupled to the stator. In this case, the drive arrangement is configured such that a current can be induced by an underground base providing a magnetic field in the at least one receiver coil, by which the at least one rotor winding is energized to generate a magnetic field.

An electrical drive system for an aircraft includes: at least one first and one second electrical direct voltage sources for supplying a direct voltage, and a first and a second electrical machine modules configured to convert electrical alternating voltage into mechanical movement and vice versa. The first and second modules are connected to a first and a second power inverters, respectively. The first and second inverters are connected in series and the first and the second direct voltage sources are connected in series to generate an overall direct voltage to which the inverters are connected. The power inverters each has one voltage measuring device for measuring the power inverter direct voltage present at the respective inverter and a power inverter control device for controlling the operation of the inverters in accordance with the power inverter direct voltage.

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 power converter of a power conversion apparatus includes any one or more of a functional module in which a rectifier unit rectifying an externally supplied alternating-current voltage and an inverter unit converting a direct-current voltage into alternating-current power are combined, a functional module in which a converter unit converting an alternating-current voltage into a direct-current voltage and an inverter unit converting a direct-current voltage converted by the converter unit into alternating-current power are combined, and a functional module in which an inverter unit converting a direct-current voltage into alternating-current power is provided. The functional module has a cooler cooling a semiconductor component.

An assembly includes a locomotive, equipped with a roof line, electrically connected to a pantograph, a control system and a sensing circuit. The control system orders, depending on the voltage on the roof line detected by the sensing circuit, the open or closed state of a switch between the roof line and a power supply circuit of the motors of the locomotive. The assembly also includes a tender, coupled to the locomotive and carrying batteries suitable for delivering a current for supplying the motors. The tender is electrically connected to the locomotive in such a way that a first terminal of the batteries is connected to the roof line and a second terminal of the batteries is connected to a point of the locomotive set to a reference potential.

An assembly includes a locomotive, equipped with a roof line, electrically connected to a pantograph, a control system and a sensing circuit. The control system orders, depending on the voltage on the roof line detected by the sensing circuit, the open or closed state of a switch between the roof line and a power supply circuit of the motors of the locomotive. The assembly also includes a tender, coupled to the locomotive and carrying batteries suitable for delivering a current for supplying the motors. The tender is electrically connected to the locomotive in such a way that a first terminal of the batteries is connected to the roof line and a second terminal of the batteries is connected to a point of the locomotive set to a reference potential.

A rail vehicle is disclosed which comprises an electrical energy storage device (2), a charging contact device (7), a charging controller and a DC link (1). The electrical energy storage device (2) and the charging contact device (7) are each connected to the DC link 1. A charging switch (8) is arranged between the charging contact device (7) and the DC link (1). The charging switch (8) is controlled by the charging control via a component of the hardware circuit (9) in such a way that the charging switch (8) can only be closed at a switch-on voltage level and an electrical connection between the charging contact device (7) and the DC link (1) can be achieved, the component of the charging control being in particular a hardware circuit (9).

A power conversion unit performs an AC mode or DC mode conversion operation in which AC or DC power is converted to power driving a motor in order to supply a load. In response to the output of a sequence test signal instructing execution of a sequence test, a power source output switching switch shuts off the supply of a power from a power source to the power conversion unit. When the sequence test signal has been output and the supply of power to the power conversion unit has been shut off by means of the power source output switching switch, a control unit controls the AC mode or DC mode in order to cause the power conversion unit to execute a conversion operation corresponding to the power supplied to the power conversion unit in accordance with the switching history of sequence test signal output and non-output.

A power conversion unit performs an AC mode or DC mode conversion operation in which AC or DC power is converted to power driving a motor in order to supply a load. In response to the output of a sequence test signal instructing execution of a sequence test, a power source output switching switch shuts off the supply of a power from a power source to the power conversion unit. When the sequence test signal has been output and the supply of power to the power conversion unit has been shut off by means of the power source output switching switch, a control unit controls the AC mode or DC mode in order to cause the power conversion unit to execute a conversion operation corresponding to the power supplied to the power conversion unit in accordance with the switching history of sequence test signal output and non-output.