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.

An electric motor vehicle main circuit system includes an AC-DC switching circuit switching a supply destination of electric power according to a type of supplied power from an overhead wire, a transformer, a tap changer switching tap positions of the transformer, a CNV converting an output of the tap changer into a direct-current voltage, an AC contactor opening and closing a power supply path between the tap changer and the CNV, an FC accumulating an output of the CNV or the overhead wire, a CH stepping up an output of the FC, an FC accumulating an output of the CH, an INV converting an output of the FC into a desired alternating-current voltage, a DC contactor opening and closing a power supply path between the AC-DC switching circuit and the CH, and a control section controlling the tap changer, the AC contactor, the DC contactor, the CNV, and the CH.

An electric motor vehicle main circuit system includes an AC-DC switching circuit switching a supply destination of electric power according to a type of supplied power from an overhead wire, a transformer, a tap changer switching tap positions of the transformer, a CNV converting an output of the tap changer into a direct-current voltage, an AC contactor opening and closing a power supply path between the tap changer and the CNV, an FC accumulating an output of the CNV or the overhead wire, a CH stepping up an output of the FC, an FC accumulating an output of the CH, an INV converting an output of the FC into a desired alternating-current voltage, a DC contactor opening and closing a power supply path between the AC-DC switching circuit and the CH, and a control section controlling the tap changer, the AC contactor, the DC contactor, the CNV, and the CH.

An embodiment of an electric vehicle drive apparatus includes a rotary electric motor, an electromagnet apparatus, an electric motor controller, and an electromagnet controller. The rotary electric motor drives at least one wheel. The electromagnet controller generates at least one of an attraction force between a rail and a bogie, and a propulsion force. The electromagnet controller controls the electromagnet apparatus. The rotary electric motor and the electromagnet apparatus are provided on the same bogie.

An embodiment of an electric vehicle drive apparatus includes a rotary electric motor, an electromagnet apparatus, an electric motor controller, and an electromagnet controller. The rotary electric motor drives at least one wheel. The electromagnet controller generates at least one of an attraction force between a rail and a bogie, and a propulsion force. The electromagnet controller controls the electromagnet apparatus. The rotary electric motor and the electromagnet apparatus are provided on the same bogie.

An assembly for supplying electrical energy to electrical traction motors in a rail vehicle, wherein the assembly includes at least one internal combustion engine, a generator allocated to the at least one internal combustion engine for generating the electrical energy, wherein the generator is mechanically coupled to the internal combustion engine such that it is driven by the internal combustion engine upon generator operation of the generator, a rectifier for rectifying an electrical alternating current generated by the generator, a direct voltage intermediate circuit that is electrically connected to the generator via the rectifier, a generator inverter that is present in addition to the rectifier or that is the rectifier operated in the inverter mode, wherein the generator inverter connects the direct voltage intermediate circuit to the generator in order to operate the generator in a motor mode as a motor, and a control for controlling the motor mode of the generator.

An assembly for supplying electrical energy to electrical traction motors in a rail vehicle, wherein the assembly includes at least one internal combustion engine, a generator allocated to the at least one internal combustion engine for generating the electrical energy, wherein the generator is mechanically coupled to the internal combustion engine such that it is driven by the internal combustion engine upon generator operation of the generator, a rectifier for rectifying an electrical alternating current generated by the generator, a direct voltage intermediate circuit that is electrically connected to the generator via the rectifier, a generator inverter that is present in addition to the rectifier or that is the rectifier operated in the inverter mode, wherein the generator inverter connects the direct voltage intermediate circuit to the generator in order to operate the generator in a motor mode as a motor, and a control for controlling the motor mode of the generator.

A non-contact power supply system includes an area of AC power supply including a plurality of non-contact power supply devices, a plurality of feeders, and an electrostatic coupler to electrostatically couple at least two non-contact power supply devices to each other.

A non-contact power supply system includes an area of AC power supply including a plurality of non-contact power supply devices, a plurality of feeders, and an electrostatic coupler to electrostatically couple at least two non-contact power supply devices to each other.

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.