Abstract: In a method for operating an inverter for converting DC voltage into AC voltage, having at least one DC/DC step-up converter for converting a DC input voltage applied at the step-up converter DC input into an output voltage higher by a voltage stroke, an intermediate circuit, a DC/AC converter and an AC output for connection to a supply network and/or consumers, a voltage ripple is superimposed on the intermediate circuit voltage and in each step-up converter a switch is switched on/off with a specific switching frequency and a specific duty cycle, for measuring the output voltage of each step-up converter and the intermediate circuit voltage including the voltage ripple. A minimum voltage stroke of each step-up converter is dynamically calculated as a function of the respective measured step-up converter input voltage and the measured intermediate circuit voltage ripple, which minimizes the intermediate circuit voltage setpoint.

Abstract: A vehicle display system includes a display device, a determiner, and a display controller. The display device provides a display on a window of a vehicle. The determiner determines whether a driver of the vehicle comes close to the vehicle. The display controller controls the display device to provide the display for an outside of the vehicle, when the determiner determines that the driver of the vehicle comes close to the vehicle.

Abstract: In one example, a circuit includes an input, an output, and a control module. The input is configured to receive a control signal indicating whether to activate or deactivate a load. The output is configured to supply current to activate the load. The control module is configured to determine whether a state of the circuit is a low current consumption mode (LCCM). In response to determining that the state of the circuit is not the LCCM, the control module is configured to determine whether the control signal indicates to activate the load and output, at the output, the current to activate the load. In response to determining that the state of the circuit is the LCCM, the control module is configured to ignore the control signal indicating whether to activate or deactivate the load and output, at the output, the current to activate the load.

Abstract: A system for employing gravity to provide electrical power for mining operations in a mine includes a battery configured to power an electric vehicle. The vehicle includes a kinetic energy capture system that can charge the battery as the vehicle conveys a loaded vehicle down a ramp from an ore face to a chamber. Traveling down the ramp produces a surplus charge in the battery due to a weight differential between a loaded vehicle traveling down a ramp producing more energy via the kinetic energy capture system than energy used by the vehicle to convey the empty vehicle up the ramp to the ore face. A discharging device disposed in the chamber is configured to discharge the surplus energy out of the battery and into the mine's power grid. One or multiple trips between the ore face and the chamber may fully charge the battery.

Abstract: A trolley-type truck is provided with a pantograph and travels in a trolley mode under electric power from an overhead wire and a non-trolley mode without obtaining electric power. The pantograph has a base frame, a bottom frame and a top frame rockably attached to the base frame, and a collector shoe supported by the top end portion of the top frame. A fixing member is disposed on the top end side of the top frame for fixing the pantograph, a hook device is disposed on the base frame, and a hook receiver is disposed on the base frame in order to receive the fixing member. When a frame assembly formed of the bottom frame and the top frame is folded, the fixing member becomes seated in the hook receiver and is pressed by means of the hook device, thereby securely fixing the frame assembly to the base frame.

Abstract: A non-rail bound vehicle, in particular a commercial vehicle or a bus, has a current collector for feeding electrical energy from a two-pole overhead line. The contact wires of the overhead line are configured as forward and return conductors, and each can be contacted by at least one contact strip of the current collector. Due to the fact that the current collector is provided with two support extension arms, which are tiltably and rotatably hinged to both the vehicle and a rocker bearing the contact strips such that the rocker can be both raised and lowered and also can be moved transversely to the direction of travel, the current collector can be safely coupled to and decoupled from the contact wires, even at higher driving speeds of the vehicle. Furthermore, lateral inaccuracies with respect to a lane while steering the vehicle can be permanently compensated for by the current collector.

Abstract: A circuit breaker controller is mounted on each vehicle of an electric train together with a receiver that detects a track antenna beacon installed at a predetermined position before and after the dead section, to control a circuit breaker by detecting the track antenna beacon by the receiver. The circuit breaker controller includes a running-position calculation unit that calculates a running position of the vehicle based on a speed of the electric train, a circuit-breaker control-position calculation unit that calculates a circuit-breaker off-control position, and a circuit breaker control unit that executes off-control of the circuit breaker at a point in time at which the running position and the circuit-breaker off-control position match each other.

Abstract: A non-rail-bound vehicle, truck or bus, includes a current collector feeding electrical energy from an overhead line installation having a contact wire. The collector has a contact strip with a working region contacting the contact wire. An actuating device coupled to the collector adjusts the contact strip. The contact strip is horizontal and adjustable transversely to a vehicle longitudinal axis. A sensor senses the position of the vehicle relative to the contact wire. A control device connected to the sensor and the actuating device actuates the actuating device based on the sensed vehicle position, so that the contact strip maintains contact with the contact wire within its working range. The vehicle thus reliably maintains contact with the contact wire through the collector during operation on multilane roadways with an at least partially electrified lane, even at relatively high speeds of, for example, 80 to 100 km/h.

Abstract: An arrangement for operating a rail vehicle includes a DC voltage intermediate circuit which is connected to an energy supply network, at least one traction inverter which is connected at its DC voltage side to the DC voltage intermediate circuit and at its AC voltage side which is connected one or more traction motors of the rail vehicle. An auxiliary system inverter is connected at its DC voltage side to the DC voltage intermediate circuit and is connected at its AC voltage side to a primary side of an auxiliary system transformer. Auxiliary systems are connected to a secondary side of the auxiliary system transformer via an auxiliary line. Electrical energy generated by an electrical energy supply unit is transferred via the auxiliary line, the auxiliary system transformer and the auxiliary system inverter into the DC voltage intermediate circuit for operation of the at least one traction motor.

Abstract: The invention relates to a mining vehicle and method for its energy supply. The mining vehicle has a carriage, driving equipment for moving the carriage, and at least one mining work device. Further, the mining vehicle has at least one electric motor for operating a main function of the mining vehicle, and at least one electric motor for operating an auxiliary function of the mining vehicle. The mining vehicle further has a power-generating auxiliary unit. When necessary, the power-generating auxiliary unit supplies at least part of the power required by the electric motor operating the auxiliary function.

Abstract: A vehicle having a power supply apparatus which is configured to supply an electric power to an external apparatus outside the vehicle, includes: a detecting unit which is configured to detect a state where a cable is pinched between an opening and closing member of the vehicle and an opening edge of an opening for the opening and closing member, the cable connecting the power supply apparatus to the external apparatus and being arranged in an interior of the vehicle; and an inhibiting unit which, when the detecting unit detects that the cable is pinched between the opening and closing member and the opening edge, is configured to inhibit running of the vehicle.

Abstract: When it is determined that a charge controllable vehicle and a charge uncontrollable vehicle coexist are connected to a plurality of charging stations, available power X is distributed and supplied to the charge controllable vehicle or the charge uncontrollable vehicle so that total power derived from the charge controllable vehicle and the charge uncontrollable vehicle does not exceed the available power X of a power supply unit, and the available power X is distributed as time division and supplied to the charge controllable vehicle and the charge uncontrollable vehicle.

Abstract: A motor drive circuit for a rail vehicle has a step-up converter, which is disposed at the input of the motor drive circuit, and which converts a mains DC voltage, at the input of the motor drive circuit into an intermediate circuit DC voltage. A pulse rectifier, which is downstream from the step-up converter, can be connected at the output to a drive motor of the rail vehicle and it is capable of converting the intermediate circuit DC voltage of the step-up converter into a motor drive voltage for driving the drive motor. A control unit activates the step-up converter in operation such that the converter generates the predetermined rated intermediate circuit DC voltage for a mains DC voltage below a predetermined rated intermediate circuit DC voltage as the intermediate circuit DC voltage.

Abstract: Electrically driven passenger transport vehicles are supplied with energy by an external electric supply network. If the external energy supply fails, vehicles of this type require special auxiliary devices that do not rely on the supply network, for example rely on auxiliary vehicles, in order to move said vehicles again. A vehicle can move independently during a failure of the external energy supply, by switching the electric drive of said vehicle to a battery drive.

Abstract: A system includes a rechargeable battery backup for a barrier movement operator. A barrier movement operator controls the movement of a moveable barrier. The barrier movement operator has a head unit to command the moveable barrier to perform moveable barrier functions. The head unit is supplied power by a power source. A battery charging station is in electrical communication with at least one rechargeable battery and in electrical communication with the head unit to supply power to the at least one rechargeable battery. Circuitry is electrically connected to the battery charging station to supply power from the at least one rechargeable battery to the head unit. The system also includes electrically powered equipment comprising an apparatus for receiving the at least one rechargeable battery. The electrically powered equipment is adapted to be powered by the at least one rechargeable battery to perform a predetermined function.

Abstract: An induction line cover includes a cylinder-shaped section into which an induction line can be fitted, plate-shaped sections continuously connected outwardly from a pair of ends created by cutting a slit longitudinally in the cylinder-shaped section at a circumferential position of the cylinder-shaped section, and engaging sections formed adjacent outer faces of the plate-shaped sections and being engageable toward the movement track. A cover joining member for connecting the induction line cover has a receiving section which can receive the engaging sections, and is configured to be accommodated within the extent of the outer diameter of the cylinder-shaped section when the engaging sections are engaged toward the movement track. By this, connection between induction line covers can be performed firmly with stability using the cover joining member, and sufficient clearance can be secured between the cover joining member and a pickup coil.

Abstract: A controller has a plurality of control units that are mutually connected by a communication line and are set at different places of an automobile, each corresponding to a different one of its power windows and serving to control its opening and closing. One of these control units is adapted to transmit a signal, in response to a switch operation, to another of the control units through the communication line to open or close the window corresponding to the latter control unit. When this control unit detects that it has submerged in water, it applies a constant voltage to an interface of the communication line. This prevents communications through the communication line and windows from moving in an unwanted manner.

Abstract: A power supply line is wired in a loop from a battery power supply, and a power supply relay circuit is installed intermediately of the power supply line such that power is supplied from the power supply relay circuit to an electric load connected to a terminal unit of an intensive wiring line. By this arrangement, not only wires for control signals but also wires for power supply can be reduced. The terminal unit may serve also as the power supply relay circuit.

Abstract: Methods are provided for intelligent power management control of model railroad layouts that employ multiple boosters that can be added in a parallel arrangement to increase the power available to a section of track. Boosters paralleled in this method employ circuits and a logic function to detect the actual track voltages they are normally connected to for providing track current, as an alternate to an extra hardware synchronizing link. By detecting the track voltages in this way during the recovery period after a overload fault has cleared, all Matched boosters can accurately determine when the first restarting booster attempts to re-energize the tracks and hence immediately turn on their own power to argument the current available for restarting. This ensures that the boosters can act in synchronized concert to power a track section that they individually cannot drive because the current draw would exceed the individual booster current capacities.

Abstract: My conveyor comprises an associated track-bound car including a drive motor supplied with drive current by current-carrying rails, a container, and a cover for the conveyor, as well as a track on which the conveyor runs by a plurality of stations. In order to prevent unauthorized opening of the cover a latch of a locking mechanism mounted in the track-bound car is restrained in a locked configuration. The latch can be unlocked by an electromagnetic unlocking mechanism mounted in the track-bound car. A very simple control of the unlocking mechanism can be provided, when, at a position or station in the conveyor where it is to be unlocked, an unlocking signal generator is present, which is automatically connectable with the track-bound car, in order to supply the unlocking mechanism with a required unlocking current.

Abstract: An alternating current feeder system for use in trolley assisted dump trucks has a feeder circuit of a.c. system including a Scott connection transformer used as a main substation, main- and T-winding sections having a phase difference of 90 degrees on the secondary side of the transformer and serving to transform three-phase a.c. power into single phase one supplied to feeder substations, single phase transformers respectively installed in the feeder substations, each being adapted to drop the voltage applied on trolley wires to the level required for the latter, and a different phase section provided in a boundary defined between the single phase transformers.

Abstract: A plurality of stationary markers (A, B, C, and D) are symmetrically placed at predetermined locations in the right of way of an electrically propelled traction vehicle on opposite sides of a transition point coinciding with a gap (14) between adjacent sections (13a, 13b) of a wayside conductor. Proximity sensing means (PSR, PSL) on the vehicle provide discrete output signals on a first line (43) upon passing the first and third markers (A and C) and on a second line (44) upon passing the second and fourth markers (B and D). Receiver logic means (42) includes means (108, 111-115, and 118-127), responsive to the output signals on the first and second lines, respectively, for producing a first control signal (on line 51) during the first-to-third marker interval and a second control signal (on line 50) during the second-to-third marker interval.