High-voltage system for a vehicle
The present invention relates to an arrangement comprising a
plurality of active high-voltage components for distributing
high voltage in a vehicle, in particular a rail vehicle.
A range of vehicles, usually rail vehicles, is supplied with
electrical energy from an overhead contact line via
pantographs. In Europe various voltage systems are used for
this purpose which work with a rated operating voltage of 25
kV, 15 kV, 3000 kV or 1500 V. In addition to the pantograph,
overhead contact line-fed rail vehicles usually comprise a
series of separate electrical active high-voltage components on
the roof which can be fed by one or more of said voltage
system(s). A plurality of switching elements, sensor systems
for voltage and current and elements to protect against
overvoltage are conventionally provided. Each of the active
high-voltage components requires an outer insulation between
the high-voltage potential and the vehicle earth. The switching
elements also require insulation of the clearance between
contacts.
In the active high-voltage components that are currently used
this insulation is usually achieved by a combination of solid
insulation and air. According to the requirements in the outer
region, the required insulation properties can only be produced
by large air gaps and creepage distances, for which reason the
active high-voltage components usually have a large mass and
large construction volume. In particular there must be a
voltage-free space around each component and this prevents
compact arrangement of the high-voltage components.
The arrangement of active high-voltage components on the
vehicle roof leads to numerous additional drawbacks. As
mentioned the active high-voltage components thus constitute a
considerable mass, wherein they occupy a considerable
construction volume. Owing to the large number of components

2
this is undesired in particular in the case of multi-system
rail vehicles. The individual active high-voltage components
must be joined together by passive connecting elements, such
as, for example, insulated conductor rails or cables, and this
leads to additional expense and additional mass. These masses
have to be taken into account when designing the construction
of the vehicle roof, whereby the expenditure for this is
increased. The components of the high-voltage equipment also
increase the wind resistance, and this is particularly
undesired in high-speed trains. The voltage-free space that is
to be provided around each active high-voltage component
increases the space requirement of the high-voltage system on
the vehicle roof and limits the freedom of roof design
remarkably.
Using air as the insulating medium leads to soiling of the
insulating creepage distances of the active high-voltage
components. These have to be regularly cleaned, and owing to
the fact that they are difficult to reach on the roof, this is
connected with great expense. The assembly of all active high-
voltage components and their connection can, moreover, only
take place if the roof elements are assembled. This contradicts
the aim of using a high proportion of systems that have already
been pre-assembled and pre-checked.
Rail vehicles in which the main part of the high-voltage
equipment is arranged inside the vehicle have also previously
used air as the insulating medium between the active high-
voltage components and therefore require a lot of space in the
machine room for the high-voltage equipment.
A high-voltage unit for electrical railcars is known from EP 0
596 790 B1 in which some of the devices are combined in a
constructional unit. The constructional unit is accommodated in
a sealed housing which is filled with a dielectric gas, so the
voltage-free space that is to be provided around the active
high-voltage components is smaller. One drawback of this

3
configuration is that all fasteners, passages and inlets have
to be gas-tight. Corresponding sensors are also required to
monitor the tightness. Use of conventional switching elements,
as are used in particular in direct voltage railway networks
(1500 V and 3000 V DC) also leads to aging of the insulating
gas, so an infrastructure to supply and remove the dielectric
gas has to be created.
A pantograph is also known from DE 3536843 C2 in which the
insulators are arranged inside the scissors of the pantograph
and the base frame of the pantograph is assembled directly on
the roof without additional insulation. This configuration
reduces the overall height of the pantograph while
simultaneously raising the roof height and thus gaining space
inside the vehicle. At the same time the wind resistance and
the development of noise of the pantograph is reduced, and this
is advantageous particularly in high-speed traffic. One
drawback of this configuration as well is that all further
active components subject to high-voltage, such as surge
absorbers, vehicle master switches, measuring and sensor
systems etc., which are arranged on the roof still occupy a
relatively large installation space for said reasons. The
vehicle roof cannot be raised further therefore, so, despite
the advantages achieved by the pantograph, overall it is
possible to achieve only a comparatively minor improvement in
the installation space situation.
The object underlying the present invention is therefore to
provide an arrangement of the type mentioned in the
introduction which does not exhibit said drawbacks or at least
only to a lesser extent and in particular allows a reduced mass
and reduced installation space requirements of the active high-
voltage components.
The present invention achieves this object starting from an
arrangement according to the preamble of claim 1 by the
features recited in the characterising part of claim 1.

4
The technical teaching underlying the present invention is that
an arrangement with a much reduced installation space and much
reduced mass can be achieved if the outer electrical insulation
of at least a first active high-voltage component is
substantially completely produced by a first solid insulation
and/or a liquid insulating medium.
The substantially complete, preferably absolutely unbroken,
insulation of at least the first active high-voltage component
by solid and/or liquid insulating materials on the one hand
allows the installation size of the respective active high-
voltage component itself to be reduced, i.e. allows a
considerable reduction in mass and volume for the respective
active high-voltage component to be achieved. The space around
the respective active high-voltage component that is to be kept
voltage-free is reduced moreover, so the active high-voltage
components can be arranged at a much smaller spacing from each
other. This further reduces the installation space for the
arrangement as a whole. In addition the passive connections
between the active high-voltage components are shortened
accordingly, whereby a corresponding reduction in weight can be
achieved in this region as well.
A further advantage of the substantially complete insulation
according to the invention of the first active high-voltage
component by solid and/or liquid insulating material lies in
the fact that it is protected from soilings hereby and
therefore much less cleaning and maintenance effort is
required.
The first active high-voltage component is preferably
substantially completely, advantageously absolutely unbrokenly,
isolated from the surroundings by the first solid insulation
and/or liquid insulating medium to produce the outer electrical
insulation. The reduction in weight and installation space of
the active high-voltage components and the arrangement as a

5
whole that can be attained by the solid insulation and/or the
liquid insulating medium may be maximised hereby. In other
words, the first active high-voltage component is preferably
encapsulated by a first solid insulation and/or the liquid
insulating medium in such a way that only the corresponding
connecting elements of the high-voltage component can
optionally have corresponding contact with the surroundings.
During operation this potential contact with the surroundings
is however likewise prevented by a corresponding solid
insulation.
It shall be understood in this connection that inside an
encapsulation achieved by a solid insulation interior
insulation can by all means be provided by air or other gaseous
insulation media which is arranged between the active high-
voltage component and the solid insulation.
The outer electrical insulation of the first active high-
voltage component is preferably produced by substantially
excluding gaseous media as the insulating medium, in particular
by excluding air as the insulating medium. The space that is to
be kept voltage-free is in particular considerably reduced
hereby. The insulator (solid and/or liquid insulating medium)
then preferably directly surrounds and contacts the first
active high-voltage component.
A plurality of active high-voltage components, in particular
all active high-voltage components, of the arrangement are
preferably provided with a correspondingly complete insulation
consisting of a solid insulation and/or a liquid insulating
medium. It is thus preferably provided that the outer
electrical insulation of at least one second active high-
voltage component electrically connected to the first active
high-voltage component is produced substantially completely,
preferably absolutely unbrokenly, by a solid insulation and/or
a liquid insulating medium.

6
At least one of the passive connections between the active
high-voltage components is therefore also provided with a
correspondingly extensive solid insulation. The first active
high-voltage component is therefore preferably connected to the
second active high-voltage component by a passive connecting
element, of which the outer electrical insulation is produced
substantially completely by a solid insulation.
It is preferably provided that the first active high-voltage
component comprises an integrated first electrical interface
device and the second active high-voltage component comprises
an integrated second electrical interface device. The
electrical connection between the first active high-voltage
component and the second active high voltage component is
produced hereby by direct coupling of the first electrical
interface device with the second electrical interface device.
This results in an arrangement that is particularly simple to
manufacture and assemble.
The outer electrical insulation of the first electrical
interface device is preferably substantially completely
produced by the solid insulation of the first active high-
voltage component. In addition or alternatively, the outer
electrical insulation of the second electrical interface device
is produced substantially completely by the solid insulation of
the second active high-voltage component. This integration of
the respective interfaces in the solid insulation of the
respective solid insulation can further reduce the installation
space.
The interface devices can be configured in any desired manner,
for example as a screw connection or the like. A particularly
simple arrangement that is quick to assemble is however
produced in preferred variants of the invention in which the
first electrical interface device and the second electrical
interface device are constructed in the manner of a plug-in
connection.

7
The relevant active high-voltage components can each be
provided with a separate, outer electrical insulation by way of
a solid insulation and/or a liquid insulating medium. With
modular arrangements in particular this results in particularly
simple production and maintenance since individual components
can be assembled or replaced without problems. In other
advantageous variants of the invention the outer electrical
insulation of at least two active high-voltage components is
substantially completely produced by a common insulation by
means of a solid insulation and/or a liquid insulating medium,
however. Particularly compact, pre-fabricated and pre-checked
componentries may be achieved hereby.
The active high-voltage components with common insulation do
not necessarily have to be electrically connected to each
other. In particularly advantageous variants of the arrangement
according to the invention, because they can be produced
particularly compactly, it is provided that the two active
high-voltage components are joined together by an electrical
connection, the outer electrical, insulation of the electrical
connection then preferably being produced substantially
completely by the common insulation (solid and/or liquid
insulating medium) of the two active high-voltage components.
In particularly advantageous variants of the arrangement
according to the invention a carrier device for jointly
receiving at least some of the active high-voltage components
is provided. Particularly compact, prefabricated and pre-
checked componentries may be achieved hereby and considerably
simplify assembly and maintenance of the high-voltage system as
a whole. The carrier device can be a unit configured as desired
and constructed from one or more component(s). By way of
example it can therefore be a simple mounting plate or the
like. In preferred variants of the arrangement according to the
invention the carrier device is a container. On the one hand
this additionally protects the active high-voltage components

8
that it holds from environmental influences. It can, moreover,
for example with an arrangement on a vehicle roof, be
configured so as to be optimised in terms of flow perspectives.
The active high-voltage components can basically be any desired
active high-voltage components for a vehicle. Active high-
voltage components of this kind can for example be any desired
high-voltage components which generate one or more signal(s),
one or more actuation(s) or the like, implement energy
conversion, etc. The arrangement according to the invention
preferably comprises a sensor for detecting the voltage system
and/or an element that protects against overvoltage in the
direct and alternating voltage system and/or a power switching
element for an alternating voltage system and/or a power
switching element for a direct voltage system and/or an element
that protects against transient voltage peaks and/or a
switching element for isolating circuits and/or a sensor for
measuring current in a direct and alternating voltage system as
active high-voltage component accordingly provided with
insulation (solid and/or liquid insulating medium). It is
understood that from the above-stated active high-voltage
components of one type, a plurality of such components can in
each case be provided, in particular for multi-system
operation.
In preferred variants of the arrangement according to the
invention comprising at least partial insulation by a liquid
insulating medium, a housing is provided in which at least the
first active high-voltage component is arranged. The liquid
insulating medium is then received in the housing in such a way
that the liquid insulating medium at least partially washes
around at least the first active high-voltage component to
achieve the insulating effect in this washing region. The
liquid insulating medium is preferably only poured into the
housing if a 1.1. components are fully assembled therein. The
housing is then sealed shut.

9
On the one hand the liquid insulating medium has the advantage
that it also allows simple, subsequent access to the components
in the housing at a later time, for example for maintenance and
repair purposes. The liquid insulating medium is, moreover, as
a rule insensitive to partial discharges.
The liquid insulating medium is also distinguished by improved
dissipation of heat compared with gaseous media, so the
installed components may be cooled more easily. The liquid
insulating medium can optionally form the cooling medium of a
cooling circuit. Finally, conventional components having
components that are moved during operation, for example,
switching elements or the like, may also be used in the liquid
insulating medium without problems.
It may also be provided that the insulation also partially
takes place by way of a solid insulation, i.e. for example a
portion of the first active high-voltage component is contacted
by a solid insulation whereas at least one further portion of
the first active high-voltage components is insulated from the
surroundings via the liquid insulating medium that washes
around it and thus makes contact.
The housing itself can be made at least partially of an
electrically insulating solid. With variants that are
particularly simple to produce the housing is, at least
partially, not formed from an electrically insulating solid,
however. It may therefore be wholly or partially made of metal,
whereby its production is simplified and its durybility
extended. The outer electrical insulation of the first active
high-voltage component then takes place for example
substantially completely by way of the liquid insulating
medium.
With variants of the arrangement according to the invention
that are particularly simple to produce liquid insulating
medium washes substantially completely around at least the

10
first active high-voltage component and thus makes direct
contact with it. No particular expense is then required for a
solid insulation. Only the holders for the first active high-
voltage component then have to be appropriately insulated or
constructed so as to be insulating at least in suitable
regions. This may be achieved relatively easily, however.
As a liquid insulating medium basically any desired suitable
media can be used with which a higher - preferably a much
higher - disruptive strength can be produced under real
operating conditions of the vehicle than can be expected with
air as the insulating medium under real operating conditions of
a vehicle of this type. A medium which during operation, i.e.
under real operating conditions of the vehicle, has a
disruptive strength which is at least 10 times, preferably at
least 2 0 times the disruptive strength of air - under
corresponding real operating conditions of the vehicle - is
preferably used as the liquid insulating medium. Insulation
distances for example of less than 10 cm, in particular in the
region of a few centimetres, may be produced hereby with the
operating conditions mentioned in the introduction for rail
vehicles. This enables in an advantageously manner the
realization of very compact arrangements.
In advantageous variants of the arrangement according to the
invention a mineral oil, a silicone liquid or an ester liquid
is used as the liquid insulating medium. With respect to the
required sealing of the housing these are distinguished not
least of all by their particularly simple handling and their
adequate stability, in particular their adequate aging
stability during operation.
The present invention also relates to a vehicle, in particular
a rail vehicle, comprising at least one pantograph and an
arrangement according to the invention electrically connected
thereto comprising a plurality of active high-voltage
components.

11
In a vehicle of this type the high-voltage system can be
arranged wholly or partially on the vehicle roof or wholly or
partially inside the vehicle, for example in a machine room or
an underfloor region of the vehicle. A plurality of, in
particular all, high-voltage components of the vehicle fed by
the pantograph are therefore preferably arranged on the vehicle
roof, wherein they are held in particular by a common carrier
device. The carrier device is preferably constructed as an
aerodynamically formed roof container. In further variants of
the vehicle according to the invention a plurality of, in
particular all, active high-voltage components of the vehicle
fed via the pantograph are arranged in an underfloor region,
wherein they are also held in particular by a common carrier
device.
As mentioned the carrier device with the active high-voltage
components that it receives is preferably constructed as a
prefabricated, in particular pre-checked, componentry that can
be mounted separately. The manufacturing and assembly times of
the vehicle are considerably reduced hereby in this region.
The electrical components which are received by the carrier
device, i.e. are located inside a container for example, can
comprise all systems conventionally assembled on the vehicle
roof, or some of them, if they can be received by the carrier
device without particular problems, i.e. can be accommodated in
the container for example.
In advantageous variants of the vehicle according to the
invention the pantograph is constructed with insulated
undershoot sections. This dispenses with the need to assemble
the pantograph itself on an insulated frame. This is especially
advantageous in connection with the arrangement of the active
high-voltage components received by the carrier device in an
underfloor region since a significant reduction in overall
height may be achieved hereby. The entire roof region can then

12
be raised, and this is particularly advantageous for the under-
roof arrangement of systems such as air condition systems, etc.
and may also be used very advantageously in the construction of
doubledeck motor train sets. Aerodynamic and aeroacoustic
requirements made of the roof design may be optimally taken
into account hereby, particularly in the high-speed traffic
sector. The pantograph preferably also comprises an integrated
high-voltage coupling, resulting in a particularly simple
connection of the active high-voltage components connected
downstream.
Further preferred embodiments of the invention result from the
dependent claims and the following description of preferred
embodiments which refer to the accompanying drawings, in which:
Fig. 1 shows a schematic section through a preferred
embodiment of the vehicle according to the invention
with a preferred embodiment of the arrangement
according to the invention for distributing high
voltage in the vehicle,
Fig. 2 shows a schematic section through a further preferred
embodiment of the vehicle according to the invention
with a further preferred embodiment of the arrangement
according to the invention for distributing high
voltage in the vehicle,
Fig. 3 shows a schematic section through a further preferred
embodiment of the vehicle according to the invention
with a further preferred embodiment of the arrangement
according to the invention for distributing high
voltage in the vehicle.
First embodiment
Fig. 1 shows a schematic section through a preferred embodiment
of the vehicle according to the invention in the form of a

13
rail-bound railcar 1 with a preferred embodiment of the
arrangement 2 according to the invention for distributing high
voltage in the railcar 1.
The railcar 1 is supplied with high voltage from an overhead
contact line 4 via a pantograph 3. The pantograph 3 secured to
the roof 1.1 of the railcar 1 via insulators 3.1 is
electrically connected to the arrangement 2 by a corresponding
solid-insulated supply line 5.
The arrangement 2 comprises a plurality of active high-voltage
components 2.1 to 2.6 which are assembled in a common roof
container 2.7. In other words, the roof container 2.7 is a
carrier device which receives the active high-voltage
components 2.1 to 2.6 of the arrangement 2. The roof container
2.7 can be formed so as to be appropriately flow-promoting, in
particular with high-speed trains.
The electrical insulation of the high-voltage components 2.1 to
2.6 is in each case completely produced by a solid insulation
2.8 to 2.11. For this purpose the active high-voltage
components 2.1 to 2.6 are in each case electrically
encapsulated from their surroundings by an associated solid
insulation 2.8 to 2.11 in such a way that, at most, their
electrical connections could provide contact points to the
surroundings.
The electrical insulation of the active high-voltage components
2.1, 2.2 and 2.4 to 2.6 is thus in each case completely formed,
i.e. by excluding gaseous insulating media, such as air or the
like, by a solid insulation 2.8, 2.9 or 2.11 which completely
surrounds the associated high-voltage components 2.1, 2.2, 2.4,
2.5 or 2.6, wherein it makes contact with the respective active
high-voltage component 2.1, 2.2, 2.4, 2.5 or 2.6. The high-
voltage components 2.1, 2.2, 2.4, 2.5 or 2.6 can for example be
cast in the solid insulation material or be extrusion-coated
therewith etc. for this purpose.

14
As may be seen from Fig. 1 in particular, the active high-
voltage components 2.4, 2.5 and 2.6 are arranged in a common
solid insulation 2.11, so they form a single, pre-fabricated
componentry. Following its production this componentry can be
pre-checked, so this does not have to wait until assembly of
the arrangement 2, whereby the test times during assembly are
reduced.
The active high-voltage component 2.3 is, by contrast, arranged
in an air-filled cavity of an insulation container 2.10 that is
closed during operation. The outer electrical insulation of the
active high-voltage component 2.3 is completely assumed by the
solid insulation of the insulation container 2.10 in this case
as well, while interior insulation is provided by the air in
the cavity of the closed insulation container 2.10. It is
understood in this connection that a plurality of high-voltage
components can optionally also be encapsulated in insulation
containers of this type.
The complete outer insulation of the active high-voltage
components 2.1 to 2.6 by solid insulating material, while
excluding air or other gases as the insulating medium, allows
the overall size of the active high-voltage components 2.1 to
2.6 to be reduced owing to the omission of air gaps and
creepage distances. As mentioned this results in a considerable
reduction in volume and weight. By omitting the voltage-free
space around the active high-voltage components 2.1 to 2.6 the
active high-voltage components 2.1 to 2.6 can also be arranged
very close to each other. On the one hand this reduces the
overall installation space of the arrangement 2 still further
and the passive connections between the active components are
shortened accordingly, so less expense is required in this case
as well.
The first active high-voltage component 2.1 and the second
active high-voltage component 2.2 are connected by a first

15
interface device 2.12 and a second interface device 2.13. The
first interface device 2.12 is constructed as first plug-in
components embedded in the first solid insulation 2.8 while the
second interface device 2.13 is constructed as a hereto
complementary second plug-in component embedded in the second
solid insulation 2.9.
The outer electrical insulation of the first interface device
2.12 and the second interface device 2.13 is thus assumed by
the first solid insulation 2.8 or the second solid insulation
2.9. To couple the first high-voltage component 2.1 with the
second high-voltage component 2.2 only the first plug-in
component 2.12 and the second plug-in component 2.13 have to be
pushed one inside the other, whereby this also results in a
pre-fabricated componentry which can optionally be pre-checked.
There can be an additional mechanical connection optionally by
way of the solid insulations 2.8 and 2.9. This configuration
allows the two high-voltage components 2.1 and 2.2 to be
arranged very close to each other, resulting in a particularly
compact componentry.
It is understood in this connection that the outer electrical
insulation of the first interface device and/or the second
interface device can optionally also be produced by a separate
solid insulation. This then adjoins the respective solid
insulation of the associated active high-voltage component
unbrokenly, however, to ensure unbroken outer insulation by
solids.
The second active high-voltage component 2.2 and the third
high-voltage component 2.3 are connected by an external,
passive connecting line 2.14. This connecting line 2.14 is also
completely surrounded by a solid insulation, so its electrical
insulation is also provided substantially completely hereby.
The connecting line 2.14 is coupled via screw contacts, which
are completely electrically insulated from the surroundings by
a solid, to the surface of the solid insulation 2.9 or the

16
insulating container 2.10. This ensures complete encapsulation
of the components carrying high voltage by a solid insulation
during operation. It is understood however that with other
variants of the invention plug-in contacts or other types of
connecting elements may also be provided here.
The third active high-voltage component 2.3 and the fourth
active high-voltage component 2.4 are also connected by an
external passive connecting line 2.15. This connecting line
2.15 is also completely surrounded by a solid insulation, so
its electrical insulation is also provided substantially
completely hereby. The connecting line 2.15 is coupled by screw
contacts, which are completely electrically insulated from the
surroundings by a solid, to the surface of the insulating
container 2.10 or the solid insulation 2.11.
The fourth active high-voltage component 2.4 and the fifth
active high-voltage component 2.5, as also the fifth active
high-voltage component 2.5 and the sixth active high-voltage
component 2.6 are each connected by connections embedded in the
solid insulation 2.11 and are therewith likewise substantially
completely insulated thereby.
The sixth high-voltage component 2.6, and therewith the
arrangement 2, is connected to downstream components of the
electrical device of the railcar 1, for example to the main
transformer of the railcar 1, by a further external passive
connecting line 2.16. This connecting line 2.16 is also
completely surrounded by a solid insulation, so its electrical
insulation is provided substantially completely hereby. The
connecting line 2.16 is again coupled by screw contacts, which
are completely electrically insulated from the surroundings by
a solid, to the surface of the solid insulation 2.11.
The downstream components of the electrical device of the
railcar 1 can again be active high-voltage components. The
arrangement 2 preferably comprises all active high-voltage

17
components of the railcar 1 which are connected downstream of
the pantograph and upstream of a successive transformer device,
for example a transformer such as the main transformer.
The roof container 2.7, with the active high-voltage components
2.1 to 2.6 assembled therein, can be pre-assembled and pre-
checked as a single componentry. The assembly and test times of
the active high-voltage components on the railcar are
considerably reduced hereby. In other words assembly of a
completely pre-fabricated and checked high-voltage container is
possible.
By omitting a large number of interfaces, couplings, etc. in
the previously separately assembled active high-voltage
components it is possible to thus achieve inexpensive final
assembly. Requirements relating to aerodynamics and
aeroacoustics made to the container design may be easily taken
into account, particularly in the high-speed traffic sector.
It is understood in this connection that, optionally,
individual active high-voltage components, which are not
present in the complete solid insulation, can supplement the
high-voltage system in a traditional arrangement on the roof,
as is indicated in Fig. 1 by the dashed outline 6. Tt is also
understood that active high-voltage components of this kind
with incomplete solid insulation, in particular active high-
voltage components with incomplete solid insulation which are
used with lower operating voltages, for example 3000 V DC or
1500 V DC, can also be arranged in the roof container 2.7.
As mentioned, the active high-voltage components 2.1 to 2.6 can
be any desired active high-voltage components which, in
particular, are suited optionally for multi-system operation,
i.e. use in connection with different voltage systems. These
can, for example, be sensors for detecting the voltage system,
surge protection elements in a direct and alternating voltage
system, power switching elements for an alternating voltage

18
system or for a direct voltage system, elements that protect
against transient voltage peaks, switching elements for
isolating circuits, sensors for measuring current in a direct
and alternating voltage system etc. The arrangement 2
preferably comprises all of these active high-voltage
components of the railcar 1.
Second embodiment
Fig. 2 shows a schematic section through a further preferred
embodiment of the vehicle according to the invention in the
form of a rail-bound railcar 101 with a preferred embodiment of
the arrangement 102 according to the invention for distributing
high voltage in the railcar 101.
The railcar 101 is supplied with high voltage from an overhead
contact line 104 by a pantograph 103. The pantograph 103 is
provided with an insulating undershoot section 103.2, so it can
be secured to the roof 101.1 of the railcar 101 without further
insulators or the like. The pantograph 103 comprises an
integrated high-voltage coupling 103.3 by means of which it is
electrically connected to the arrangement 102 by a
correspondingly solid-insulated supply line 105.
The arrangement 102 comprises a plurality of active high-
voltage components 102.1 to 102.6 which are assembled in a
common high-voltage container 102.7. In other words the high-
voltage container 102.7 constitutes a carrier device which
receives the active high-voltage components 102.1 to 102.6 of
the arrangement 102. The high-voltage container 102.7 is
arranged inside the railcar 101 in an underfloor region 101.2
of the railcar 101.
The outer electrical insulation of the active high-voltage
components 102.1 to 102.6 is in each case completely formed,
i.e. by excluding gaseous insulating media, such as air or the
like, by a solid insulation 102.8, 102.9, 102.10 or 102.11

19
which completely and unbrokenly surrounds the associated active
high-voltage components 102.1 to 102.6. The active high-voltage
components 102.1 to 102.6 can for example be cast in the solid
insulating material or be extrusion-coated therewith etc. for
this purpose. Thereby, the active high-voltage components 102.]
to 102.6 are in each case electrically encapsulated from their
surroundings by an associated solid insulation 102.8 to 102.11.
in such a way that, at most, their electrical connections could
provide contact points to the surroundings.
As may seen in Fig. 2 in particular, the active high-voltage
components 102.4, 102.5 and 102.6 are arranged thereby in a
common solid insulation 102.11, so they form a single,
prefabricated componentry. Following its production this
componentry can be pre-checked, so this does not have to be
done only when the arrangement 102 is assembled, whereby the
test times during assembly are reduced.
Complete outer insulation of the active high-voltage components
102.1 to 102.6 by solid insulating materials, while excluding
air or other gases as the insulating medium, allows the overall
size of the high-voltage components 102.1 to 102.6 to be
reduced owing to the omission of air gaps and creepage
distances. As mentioned this results in a considerable
reduction in volume and weight. By omitting the voltage-free
space around the active high-voltage components 102.1 to 102.6,
the high-voltage components 102.1 to 102.6 can also be arranged
very close to each other. On the one hand this reduces the
overall installation space of the arrangement 102 still further
and the connections between the components are shortened
accordingly, so less expense is required in this case as well.
The first active high-voltage component 102.1 and the second
active high-voltage component 102.2 are connected by a first
interface device 102.12 and a second interface device 102.13.
The first interface device 102.12 is constructed as a first
plug-in component assembled on the first solid insulation 102.8

20
while the second interface device 102.13 is constructed as a
hereunto complementary second plug-in component assembled on
the second solid insulation 102.9.
The outer electrical insulation of the first interface device
102.12 and the second interface device 102.13 is in each case
assumed by a separate solid insulation unbrokenly secured to
the first solid insulation 102.8 or the second solid insulation
102.9. To couple the first active high-voltage component 102.1
with the second active high-voltage component 102.2 only the
first plug-in component 102.12 and the second plug-in component
102.13 have to be pushed one inside the other, whereby this
also results in a pre-fabricated componentry which can
optionally be pre-checked. There can be an additional
mechanical connection optionally by way of the solid
insulations 102.8 and 102.9. This configuration allows the two
high-voltage components 102.1 and 102.2 to be arranged very
close to each other, resulting in a particularly compact
componentry.
The second active high-voltage component 102.2 and the third
active high-voltage component 102.3 are connected by an
external passive connecting line 102.14. This connecting line
102.14 is also completely surrounded by a solid insulation, so
its electrical insulation is also provided substantially
completely hereby. The connecting line 102.14 is coupled via
screw contacts, which are completely electrically insulated
from the surroundings by a solid, to the surface of the solid
insulation 102.9 or the solid insulation 102.10. It is
understood, however, that with other variants of the invention
plug-in contacts or other types of connecting elements may
again also be provided here.
The third active high-voltage component 102.3 and the fourth
active high-voltage component 102.4 are also connected by an
external passive connecting line 102.15. This connecting line
102.15 is also completely surrounded by a solid insulation, so

21
its electrical insulation is also provided substantially
completely hereby. The connecting line 102.15 is coupled by
screw contacts, which are completely electrically insulated
from the surroundings by a solid, to the surface of the solid
insulation 102.10 or the solid insulation 102.11.
The fourth active high-voltage component 102.4 and the fifth
active high-voltage component 102.5, as also the fifth active
high-voltage component 102.5 and the sixth active high-voltage
component 102.6 are connected by connections embedded in the
solid insulation 102.11 and therewith likewise substantially
completely insulated thereby.
The sixth high-voltage component 102.6, and therewith the
arrangement 102, is connected to downstream components of the
electrical device of the railcar 101 by a further external
passive connecting line 102.16. This connecting line 102.16 is
also completely surrounded by a solid insulation, so its
electrical insulation is provided substantially completely
hereby. The connecting line 102.16 is again coupled by screw
contacts, which are covered so as to be insulated, to the
surface of the solid insulation 102.11.
The downstream components of the electrical device of the
railcar 101 can again be active high-voltage components. The
arrangement 102 preferably comprises all active high-voltage
components of the railcar 101 which are connected downstream of
the pantograph and upstream of a successive converter device,
for example a transformer such as the main transformer.
The high-voltage container 102.7 with the active high-voltage
components 102.1 to 102.6 assembled therein can be pre-
assembled and pre-checked as a single componentry. The assembly
and test times of the active high-voltage components on the
railcar are considerably reduced thereby. In other words, the
assembly of a completely pre-fabricated and checked high-
voltage container is possible.

22
By omitting a large number of interfaces, couplings, etc. in
the previously separately assembled active high-voJ.tage
components it is possible to thus achieve inexpensive final
assembly. It is understood in this connection that, optionally,
individual components, which are not present in the solid
insulation, can supplement the high-voltage system in a
traditional underfloor arrangement or arrangement elsewhere in
the railcar 101.
The underfloor arrangement of the high-voltage container 102.7
means the overall height may be significantly reduced. The
entire roof region 101.1 can be raised. This is particularly
advantageous with the under-roof arrangement of systems, such
as climate control systems, etc. This gain in space may also be
very advantageously used in the construction of doubledeck
motor train sets.
Third embodiment
Fig. 3 shows a schematic section through a further preferred
embodiment of the vehicle according to the invention in the
form of a rail-bound railcar 201 with a preferred embodiment of
the arrangement 202 according to the invention for distributing
high voltage in the railcar 201.
The railcar 201 is supplied with high voltage from an overhead
contact line 204 via a pantograph 203. The pantograph 203
secured to the roof 201.1 of the railcar 201 via insulators
203.1 is electrically connected to the arrangement 202 by a
corresponding solid-insulated supply line 205.
The arrangement 202 comprises a plurality of active high-
voltage components 202.1 to 202.6 which are assembled in a
common roof container 202.7. In other words, the roof container
202.7 is a carrier device which receives the active high-
voltage components 202.1 to 202.6 of the arrangement 202. The

23
roof container 202.7 can be formed so as to be appropriately
flow-promoting, in particular with high-speed trains.
The electrical insulation of the high-voltage components 202.1
to 202.6 is at least partially produced by a liquid insulating
medium in the form of a mineral oil 202.8 to 202.11. For this
purpose the active high-voltage components 202.1 to 202.6 are
each at least partially electrically encapsulated from their
surroundings by a mineral oil 202.8 to 202.11 that washes
around them so as to make contact, and partially by a solid
insulation 202.17 in such a way that, at most, their electrical
contacts could provide contact points to the surroundings.
The mineral oil 202.8 to 202.11 is received inside an
appropriately sealed housing 202.18 to 202.21 respectively
which also receives the associated high-voltage components
202.1 to 202.6 respectively.
The electrical insulation of the active high-voltage components
202.1, 202.2 and 202.4 to 202.6 is thus in each case completely
formed, i.e. by excluding gaseous insulation media, such as air
or the like, by the mineral oil 202.8, 202.9 or 202.11 which
completely washes around the associated high-voltage components
202.1, 202.2, 202.4, 202.5 or 202.6 and therewith encloses them
completely so as to make contact. In other words, the high-
voltage components 202.1, 202.2, 202.4, 202.5 or 202.6 are
completely immersed in the mineral oil 202.8, 202.9 or 202.11.
Only at the respective (negligible) contact faces of the high-
voltage components 202.1, 202.2 and 202.4 to 202.6 with their
holders (not shown in Fig. 3), which produce the distance of
the relevant high-voltage component 202.1, 202.2 and 202.4 to
202.6 to the wall of the associated housing 202.18 to 202.21 is
there possibly no contact with the mineral oil. It is
understood in this connection that these holders and/or the
associated housing 202.18 to 202.21 then have to be

24
appropriately insulated or constructed so as to be insulating
at least in suitable regions.
As may be seen in Fig. 3 in particular the active high-voltage
components 202.4, 202.5 and 202.6 are arranged in a common
housing 202.21 in a common bath of mineral oil 202.11, so they
form a single, prefabricated componentry. Following its
production this componentry can be pre-checked, so this does
not have to be done only when the arrangement 202 is assembled,
whereby the test times during assembly are reduced.
The active high-voltage component 202.3 is, by contrast,
arranged in a cavity of a housing or container 202.20
completely filled with mineral oil 202.10, i.e. with exclusion
of gaseous insulating media, such as air or the like. The high-
voltage component 202.3 sits on a base 202.17 made of a solid
insulation. The outer electrical insulation of the active high-
voltage component 202.3 is therefore completely assumed by the
solid insulation of the base 202.17 and the mineral oil 202.10
here. It is understood in this connection that a plurality
high-voltage components can also optionally be encapsulated in
containers of this kind.
Complete outer insulation of the active high-voltage components
202.1 to 202.6 by liquid or solid insulating materials, while
excluding air or other gases as the insulating medium, allows
the overall size of the active high-voltage components 202.1 to
202.6 to be reduced owing to the omission of air gaps and
creepage distances. During operation, i.e. under real operating
conditions of the vehicle 201, the respectively used mineral
oil has an electrical disruptive strength which corresponds to
at least 10 times the electrical disruptive strength of air -
under the corresponding real operating conditions of the
vehicle. Insulating distances of less than 10 cm, in particular
in the range of a few centimetres, for example, may be achieved
hereby with the operating conditions for rail vehicles

25
mentioned in the introduction. As mentioned this results in a
considerable reduction in volume and weight.
By omitting the voltage-free space around the active high-
voltage components 2 02.1 to 2 02.6 the active high-voltage
components 202.1 to 202.6 can, moreover, be arranged very close
to each other. On the one hand this reduces the overall
installation space of the arrangement 202 still further and the
passive connections between the active components are shortened
accordingly, so less expense is required in this case as well.
The mineral oil 202.8 to 202.11 is distinguished by improved
heat dissipation compared with gaseous media, so the active
high-voltage components 202.1 to 202.6 may be cooled
particularly easily. The mineral oil 202.8 to 202.11 can
optionally form the cooling medium of one or more cooling
circuit(s) (not shown in Fig. 3).
The first active high-voltage component 202.1 and the second
active high-voltage component 202.2 are connected by a first
interface device 202.12 and a second interface device 202.13.
The first interface device 202.12 is constructed as a first
plug-in component embedded in the first housing 202.18 while
the second interface device 202.13 is constructed as a hereunto
complementary second plug-in component embedded in the second
housing 202.19.
If the first housing 202.18 or the second housing 202.19 are
made of an electrically insulating solid, outer electrical
insulation of the first interface device 202.12 and the second
interface device 202.13 can be assumed by the first housing
202.18 or the second housing 202.19 itself. If this is not the
case, the relevant housing 202.18 or 202.19 is made, for
example, of a metal or another accordingly electrically
conductive material, a corresponding solid insulation of the
interface device 202.12 or 202.13 has to be provided in the

26
region of the passage of the interface device 202.12 or 202.13
through the housing wall.
It is understood in this connection that the outer electrical
insulation of the first interface device and/or the second
interface device can optionally also be produced in both cases
by a separate solid insulation. This then unbrokenly adjoins
the respective housing wall, however, to ensure unbroken outer
insulation.
To couple the first high-voltage component 202.1 with the
second high-voltage component 202.2, the first plug-in
component 202.12 and the second plug-in component 202.13 need
only be pushed one inside the other, again resulting in a
prefabricated componentry which can optionally be pre-checked.
An additional mechanical connection can then take place
optionally by way of the housings 202.18 and 202.19. This
configuration allows the two high-voltage components 202.1 and
202.2 to be arranged very close to each other, resulting in a
particularly compact componentry.
The second active high-voltage component 2 02.2 and the third
high-voltage component 202.3 are connected by an external
passive connecting line 202.14 as has been described above in
connection with Fig. 1 for components 2.2, 2.3 and 2.14, so
reference is merely made to the above statements.
The third active high-voltage component 202.3 and the fourth
active high-voltage component 202.4 are also connected by an
external passive connecting line 202.15, as has been described
above in connection with Fig. 1 for components 2.3, 2.4 and
2.15, so reference is merely made to the above statements here
as well.
The fourth active high-voltage component 202.4 and the fifth
active high-voltage component 202.5, as also the fifth active
high-voltage component 202.5 and the sixth active high-voltage

27
component 202.6 are connected by connections completely
immersed in the mineral oil 202.11 and therewith substantially
completely insulated thereby.
The sixth high-voltage component 202.6 and therewith the
arrangement 202 is connected to downstream components of the
electrical device of the railcar 201, for example to the main
transformer of the railcar 201, by a further external passive
connecting line 202.16. This connecting line.202.16 is also
completely surrounded by a solid insulation, so its electrical
insulation is substantially completely provided hereby. The
connecting line 202.16 is again coupled by screw contacts,
which are completely electrically insulated from the
surroundings by a solid, to the surface of the solid insulation
202.11.
The downstream components of the electrical device of the
railcar 201 can again be active high-voltage components. The
arrangement 202 preferably comprises all active high-voltage
components of the railcar 201 which are connected downstream of
the pantograph and upstream of a successive converter device,
for example a transformer such as the main transformer.
The roof container 202.7 with the active high-voltage
components 202.1 to 202.6 assembled therein can be pre-
assembled and pre-checked as a single componentry. The assembly
and test times of the active high-voltage components on the
railcar are considerably reduced hereby. In other words, the
assembly of a completely pre-fabricated and checked high-
voltage container is possible.
By omitting a large number of interfaces, couplings, etc. in
the previously separately assembled active high-voltage
components it is possible to thus achieve inexpensive final
assembly. Requirements relating to aerodynamics and
aeroacoustics made of the container design may be easily taken
into account, particularly in the high-speed traffic sector.

28
It is understood in this connection that, optionally,
individual active high-voltage components, which are not
present in the complete insulation by solids and/or liquid
insulating media, can supplement the high-voltage system in a
traditional arrangement on the roof, as is indicated in Fig. 3
by the dashed outline 206. It is also understood that active
high-voltage components of this kind with incomplete solid
insulation, in particular active high-voltage components with
incomplete solid insulation by solids and/or liquid insulating
media, which are used with lower operating voltages, for
example 3000 V DC or 1500 V DC, can also be arranged in the
roof container 202.7.
It is understood moreover in this connection that use of liquid
insulating media is not limited to use in the roof region of
the vehicle but can of course also take place in the underfloor
region (like the arrangement in Fig. 2) or at another location
in the vehicle.
As mentioned the active high-voltage components 202.1 to 202.6
can be any desired active high-voltage components which, in
particular, are suited optionally for multi-system operation,
i.e. use in connection with different voltage systems. These
can, for example, be sensors for detecting the voltage system,
surge protection elements in a direct and alternating voltage
system, power switching elements for an alternating voltage
system or for a direct voltage system, elements that protect
against transient voltage peaks, switching elements for
isolating circuits, sensors for measuring current in a direct
and alternating voltage system etc. The arrangement 202
preferably comprises all of these active high-voltage
components of the railcar 201.
The present invention has been described above with reference
to examples of rail-bound railcars. It is understood, however,
that it can also be applied in connection with any other

29
desired, rail-guided or non-rail-guided vehicles. These can,
for example, be trolley buses or the like.

30
Claims
1. Arrangement comprising a plurality of active high-voltage
components (2.1 to 2.6; 102.1 to 102.6; 202.1 to 202.6) for
distributing high voltage in a vehicle (1; 101; 201), in
particular a rail vehicle, characterised in that the outer
electrical insulation of at least a first active high-voltage
component (2.1 to 2.6; 102.1 to 102.6; 202.1 to 202.6) is
substantially completely produced by a first solid insulation
(2.8 to 2.11; 102.8 to 102.11; 202.17) and/or a liquid
insulating medium (202.8 to 202.11).
2. Arrangement according to claim 1, characterised in that to
produce the outer electrical insulation from the surroundings
the first active high-voltage component (2.1, 2.2, 2.4, 2.5,
2.6; 102.1 to 102.6; 202.1 to 202.6) is isolated substantially
completely by the first solid insulation (2.8, 2.9, 2.11; 102.8
to 102.11; 202.17) and/or the liquid insulating medium (202.8
to 202.11) .
3. Arrangement according to claim 1 or 2, characterised in
that the outer electrical insulation of the first active high-
voltage component (2.1, 2.2, 2.4, 2.5, 2.6; 102.1 to 102.6;
202.1 to 202.6) is substantially produced by excluding gaseous
media, in particular air, as the insulating medium.
4. Arrangement according to any one of the preceding claims,
characterised in that the outer electrical insulation of at
least one second active high-voltage component (2.1 to 2.6;
102.1 to 102.6; 202.1 to 202.6) electrically connected to the
first active high-voltage component (2.1 to 2.6; 102.1 to
102.6; 202.1 to 202.6)is produced substantially completely by a
solid insulation (2.8 to 2.11; 102.8 to 102.11; 202.17) and/or
a liquid insulating medium (202.8 to 202.11).
5. Arrangement according to claim 4, characterised in that
the first active high-voltage component (2.1 to 2.6; 102.1 to

31
102.6; 202.1 to 202.6) is connected to the second high-voltage
component (2.1 to 2.6; 102.1 to 102.6; 202.1 to 202.6) by a
connecting element (2.12 to 2.15; 102.12 to 102.15; 202.12 to
202.15), of which the outer electrical insulation is produced
substantially completely by a solid insulation.
6. Arrangement according to claim 5, characterised in that
- the first active high-voltage component (2.1; 102.1; 202.1)
comprises an integrated first electrical interface device
(2.12; 102.12; 202.12) and
- the second active high-voltage component (2.2; 102.2; 202.2)
comprises an integrated second electrical interface device
(2.13; 102.13; 202.13),
- the electrical connection between the first active high-
voltage component (2.1; 102.1; 202.1) and the second active
high-voltage component (2.2; 102.2; 202.12) being produced by
direct coupling of the first electrical interface device (2.12;
102.12; 202.12) with the second electrical interface device
(2.13; 102.13; 202.13) .
7. Arrangement according to claim 6, characterised in that
- the outer electrical insulation of the first electrical
interface device (2.12; 102.12) is substantially completely
produced by the solid insulation (2.8; 102.8) of the first
active high-voltage component (2.1; 102.1)
and/or
- the outer electrical insulation of the second electrical
interface device (2.13; 102.13) is produced substantially
completely by the solid insulation (2.9; 102.9) of the second
active high-voltage component (2.2; 102.2).
8. Arrangement according to claim 6 or 7, characterised in
that the first electrical interface device (2.12; 102.12;
202.12) and the second electrical interface device (2.13;
102.13; 202.13) are constructed in the manner of a plug-in
connection.

32
9. Arrangement according to any one of the preceding claims,
characterised in that the outer electrical insulation of at;
least two active high-voltage components (2.4, 2.5, 2.6; 102.4,
102.5, 102.6; 202.4, 202.5, 202.6) is produced substantially
completely by a common insulation by means of a solid
insulation (2.11; 102.11) and/or a liquid insulating medium
(202.11).
10. Arrangement according to claim 9, characterised in that
the two high-voltage components (2.4, 2.5, 2.6; 102.4, 102.5,
102.6; 202.4, 202.5, 202.6) are joined together by an
electrical connection, the outer electrical insulation of the
electrical connection being produced in particular
substantially completely by the common solid insulation (2.11;
102.11) of the two active high-voltage components (2.4, 2.5,
2.6; 102.4, 102.5, 102.6; 202.4, 202.5, 202.6) and/or the
liquid insulating medium (202.11).
11. Arrangement according to any one of the preceding claims,
characterised in that a carrier device (2.7; 102.7; 202.7), in
particular a container, for jointly receiving at least some of
the active high-voltage components (2.1 to 2.6; 102.1 to 102.6;
202.1 to 202.6) is provided.
12. Arrangement according to any one of the preceding claims,
characterised in that the active high-voltage components (2.1
to 2.6; 102.1 to 102.6; 202.1 to 202.6) comprise

- at least one sensor for detecting the voltage system and/or
- at least one protective element for overvoltages in the
direct and/or alternating voltage system and/or
- at least one power switching element for an alternating
voltage system and/or
- at least one power switching element for a direct voltage
system and/or
- at least one protective element against transient voltage
peaks and/or

33
- at least one switching element for isolating and/or earthing
circuits and/or
- at least one sensor for current measurement in a direct
and/or alternating voltage system.
13. Arrangement according to any one of the preceding claims,
characterised in that
- a housing (202.18 to- 202.21) is provided in which at least
the first active high-voltage component (202.1 to 202.6) is
arranged,
- the liquid insulating medium (202.8 to 202.11) is received in
the housing (202.18 to 202.21) in such a way that the liquid
insulating medium (202.8 to 202.11) at least partially washes
around at least the first active high-voltage component (202.1
to 202.6).
14. Arrangement according to claim 13, characterised in that
the liquid insulating medium (202.8 to 202.11) substantially
completely washes around at least the first active high-voltage
component (202.1 to 202.6).
15. Arrangement according to any one of the preceding claims,
characterised in that a medium is used as the liquid insulating
medium (202.8 to 202.11) which under vehicle (201) operating
conditions has an electrical disruptive strength which is at
least 10 times the electrical disruptive strength of air.
16. Arrangement according to any one of the preceding claims,
characterised in that a mineral oil, a silicone liquid or an
ester liquid is used as the liquid insulating medium (202.8 to
202.11) .
17. Vehicle, in particular rail vehicle, comprising at least
one pantograph (3; 103; 203) and an arrangement (2; 102; 202)
electrically connected thereto according to any one of the
preceding claims.

34
18. Vehicle according to claim 17, characterised in that a
plurality of, in particular all, active high-voltage components
(2.1 to 2,6; 2 02.1 to 2 02.6) of the vehicle (1; 2 01) fed via
the pantograph (3; 203) are arranged on the vehicle roof (1.1;
201.1), wherein they are held in particular by a common carrier
device (2.7; 207) .
19. Vehicle according to claim 18, characterised in that the
carrier device (2.7; 207) is constructed as a roof container,
in particular an aerodynamically-shaped roof container.
20. Vehicle according to claim 17, characterised in that a
plurality of, in particular all, active high-voltage components
(102.1 to 102.6) of the vehicle (101) fed via the pantograph
(103) are arranged in an underfloor region (101.2), wherein
they are held in particular by a common carrier device (102.7).
21. Vehicle according to any one of claims 18 to 20,
characterised in that the carrier device (2.7; 102.7, 202.7)
with the active high-voltage components (2.1 to 2.6; 102.1 to
102.6; 202.1 to 202.6) received by the carrier device is
constructed as a separately mountable, prefabricated, in
particular pre-checked, componentry.
22. Vehicle according to any one of claims 17 to 21,
characterised in that the pantograph (103) is constructed with
insulated undershoot section (103.2) and comprises in
particular an integrated high-voltage coupling (103.3).

Arrangement comprising a plurality of high-voltage components
(2.1 to 2.6) for distributing high voltage in a vehicle (1), in
particular a rail vehicle, the outer electrical insulation of
at least a first high-voltage component (2.1 to 2.6) being
substantially completely produced by a first solid insulation
(2.8 to 2.11) and/or a liquid insulating medium.