DE102020113562A1 - Rail vehicle with an automatic earthing switch and method for earthing electrical conductors in an area of a rail vehicle - Google Patents

Abstract

A method for grounding electrical conductors in an area of a rail vehicle (100), which has a current collector (1) for contacting a high-voltage source (101) and an electrical conductor electrically connected to the current collector (1) in an area (2, 12) of the rail vehicle having, comprising: - activating the electrical conductor in area (2, 12); and - automatic earthing of the electrical conductor in the area (2, 12) by means of an earthing switch after the electrical conductor has been disconnected, the earthing being carried out after the disconnection without manual operation of the earthing switch.

Description

Technical area

The present invention relates to a rail vehicle and a method for operating a rail vehicle. In particular, the invention relates to the automatic grounding of a rail vehicle in a switched-off state.

Prior art

Current rail vehicles have multiple voltage ranges that can be spread over large portions of the train. To enter and work in these voltage areas, for example during planned maintenance work, the voltage areas must be secured by defined switching operations in order to rule out any danger to people.

• -Freischalten;
• -gegen Wiedereinschalten sichern;
• -Spannungsfreiheit feststellen;
• -Erden und Kurzschließen;
• -benachbarte, unter Spannung stehende Teile abdecken oder abschranken.

Planned work on the high-voltage system of a rail vehicle requires switching operations for maintenance. After the affected parts of the high-voltage system have been determined, the following five essential requirements must be complied with in the specified order, for example in the Standard [EN 50110-1] (2013) described:

• -Unlock;
• - secure against being switched on again;
• - determine the absence of tension;
• -Earth and short-circuit;
• -Cover or cordon off neighboring, live parts.

In order to carry out the individual steps, it is often necessary for the maintenance personnel to carry out switching operations manually at several points on the rail vehicle. This can mean that, for example, stepping onto the roof as an area with electrical conductors of the high voltage level can take between 20 and 30 minutes, since the staff has to go to several locations in the rail vehicle in a defined order in order to carry out switching operations there.

Disadvantages of the prior art

The previously known solutions for entering a secure voltage level take up a lot of time and, in the event of human errors, can lead to serious injuries to people or even death.

Problem definition

One object of the present invention is to reduce the time to enter a voltage range in a rail vehicle, to exclude human error and at the same time to ensure the safety of people. In addition, the present invention contributes to reducing the susceptibility to errors and at the same time increasing or ensuring security.

Solution according to the invention

The above object is achieved by a method and a rail vehicle as in the dependent independent claims.

A method is proposed for grounding an electrical conductor in an area of a rail vehicle, the rail vehicle having a current collector for contacting a high-voltage source and an electrical conductor electrically connected to the current collector in an area of the rail vehicle. The method includes: disconnecting the electrical conductor; and - automatic earthing of the electrical conductor in the area by means of an earthing switch after the electrical conductor has been disconnected, the earthing being carried out after the disconnection without manual operation of the earthing switch, i.e. in particular without manual intervention during the automatic operation of the earthing switch.

"Isolation" is the term used to describe the all-pole and all-round disconnection of an electrical system from live parts. The earthing after disconnection takes place automatically without manual operation of the earthing switch. In particular, no button or the like has to be actuated manually. The grounding takes place automatically by the rail vehicle and not by a separate input of a person. For example, after a control command to disconnect the electrical conductor or conductors in the area has been issued, the electrical conductor or conductors in the area are first released, i.e. completely disconnected from the high-voltage supply. The electrical conductor or conductors in the area are then automatically grounded without the need for a further manually entered control command or control signal. The method therefore always comprises at least two successive steps.

The area of the rail vehicle can affect the entire rail vehicle, or only parts thereof, if maintenance only has to be carried out locally.

A rail vehicle is proposed. The rail vehicle has: a pantograph for contacting a high voltage source; an area with at least one electrical conductor, which is electrically connected to the current collector, an electrically driven earthing switch, which is set up, after the electrical conductor has been released, to earth the electrical conductor in the area without manually operating the earthing switch.

A high voltage source is to be understood in the sense of rail vehicle technology. A high voltage source within the meaning of the present application can provide sufficient voltage or power to drive the traction motors of a rail vehicle. For example, but not limited to this, a high-voltage source can be an overhead line.

Rail vehicles can have several areas with electrical conductors. The electrical conductors connect electrical devices such as transformers, voltage collectors, rectifiers. Motors, etc. The electrical conductors can be assigned to different voltage levels. This does not mean the normal passenger areas, as these are anyway shielded from contact with electrical conductors by technical measures. The areas with electrical conductors can be entered by technical personnel, in particular for maintenance work on the rail vehicle.

Most rail vehicles, for example, have voltage levels that are distributed over the entire train or only part of the train. These are after the Standards EN 50110-1 (2014) and EN 50153 divided into voltage levels I to IV:

Voltage level IV: High voltage (HV) (> AC 1000 V,> DC 1500 V) e.g. AC 25/15 kV, DC 3000 V, which is e.g. taken from the contact line by a pantograph. This is the main energy supply for the train in terms of propulsion and the provision of on-board network energy. In the area of drive technology, intermediate circuit voltages are sometimes used, which also fall into area IV.

Voltage level III: Often referred to as low voltage (LV) (max. AC 1000 V, DC 1500 V) e.g. overhead line voltage DC 1500 V, third rail DC 750 V, train busbar AC 1000 V, AC 400 V, DC 680 V - network for auxiliary - and auxiliary consumers such as heating, air conditioning, fans, compressors, etc. This voltage is normally supplied via the main transformer and the converters. During maintenance work, when the rail vehicle is not connected to the contact line, a workshop feed can partially supply these areas with electricity. This also provides the power supply for cleaning technology (e.g. vacuum cleaner) that is used during train maintenance. Voltages in range III can also be present in intermediate circuits, filter capacitors, traction converters, etc.

Voltage levels I and II: Often referred to as low voltage (ELV) (max. AC 50 V, DC 120 V): e.g. DC 110 V, 72 V, 48 V, 24 V battery supply. This is the only power supply available when there is no overhead line voltage or when the train is turned off. It supplies e.g. the control equipment and lighting. During operation with overhead lines, however, the battery loads and the battery are fed from a battery charger connected to the auxiliary converter.

An area in a rail vehicle can include electrical conductors that are assigned to a voltage, in particular a voltage level IV or III, as described above. Contact with these electrical conductors can cause serious injury to a person and therefore requires a high level of safety and reliability. An area can be spatially limited in a rail vehicle, for example by doors. Areas with electrical conductors can also be open and only be defined by their proximity to electrical conductors carrying high voltage. For example, the roof of a rail vehicle can be an area of the rail vehicle or the proximity to the main transformer can be defined as an area with electrical conductors.

According to one embodiment, in an operating state of the rail vehicle, at least one voltage of more than 50 V (AC) or 120 V (DC) to earth is applied to the electrical conductor or conductors. In particular, these are conductors of voltage level III or IV.

The high voltage can be fed into the high-voltage equipment via one or more pantographs from the overhead line and from there distributed in the vehicle by means of electrical conductors. Electrical conductors can, for example, be cables, busbars or accessible parts of electrical devices such as capacitors or transformer coils.

To switch off, the main switch or switches are opened and, with a time delay, the pantograph (s) are lowered. As soon as all pantographs of a vehicle are lowered, the area IV feed is canceled and the overhead line is activated. Basically one is Feed-in from the secondary side of the main transformer is still possible, but not intended for operational purposes.

An area is considered unlocked when the electrical conductors in it are unlocked. Activation typically always takes place operationally as soon as the operating status "driving mode" or "parking mode" (upgraded, parked) is exited. The invention proposes that activated areas are also always operationally earthed. This is staggered in time for disconnection, which ensures that the process is within the five rules of electrical safety, i.e. earthing of live components is reliably prevented before disconnection takes place.

In the operating states "Driving" and "Parking", areas can be grounded if required if they have been previously released, i.e. operationally removed, e.g. the intermediate circuit of a traction converter that has been removed from the group. By integrating the automatic earthing in the operational process of disconnection, the high workload of manual earthing is no longer necessary. The facilities previously required for this (e.g. roof openings) can be omitted. Furthermore, additional electrical safety is generated by the operational vehicle earthing.

Figure list

The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to one another and not necessarily to scale.

• 1 zeigt ein Schienenfahrzeug nach einer Ausführungsform.
• 2 zeigt eine schematische Darstellung von Bereichen mit elektrischen Leitern in einem Schienenfahrzeug.

Identical reference symbols and reference symbols which differ from one another only in the first digit denote correspondingly similar parts.

• 1 shows a rail vehicle according to an embodiment.
• 2 shows a schematic representation of areas with electrical conductors in a rail vehicle.

Detailed description of exemplary embodiments

While specific embodiments have been shown and described herein, it is within the scope of the present invention to appropriately modify the shown embodiments without departing from the scope of the present invention. The following claims represent a first, non-binding attempt to generally define the invention.

A method for grounding an electrical conductor in an area of a rail vehicle is disclosed 100 suggested. The rail vehicle 100 has a pantograph 1 for contacting a high voltage source 101 and one with the pantograph 1 electrically connected electrical conductor in one area 2 , 12th of the rail vehicle. The method has the following steps: - Activation of the electrical conductor in the area 2 , 12th ; and - automatic grounding of the electrical conductor in the area 2 , 12th by means of an earthing switch after the electrical conductor has been disconnected, whereby the earthing takes place after disconnection without manual operation of the earthing switch. Without manual actuation, this means in particular neither the manual activation of the step for grounding by manually actuating a button on site, nor the actuation of an earthing switch by an electrical command triggered by manual activation on a control terminal. In the context of this invention, without manual actuation therefore means that no additional input of any kind is required by a person.

1 shows a rail vehicle 100 with a pantograph 1 showing the voltage at a high voltage source 101 tapes. In this embodiment the high voltage source is 101 an overhead line and the pantograph 1 a pantograph. In other embodiments, the pantograph 1 also include common alternatives, for example side pantographs, which take the energy from a laterally arranged busbar. Unlocking the area 2 , 12th and thus the activation of electrical conductors, for example the pantograph 1 with the main switch 4th connect, for example lowering the pantograph 1 away from the overhead line 101 include.

Electrical conductor in 2 are of areas 2 , 12th in which people can potentially come into contact with electrical conductors that are at a high voltage potential, for example AC 400 V or DC 680 V or more. This particularly includes areas near the high voltage source 101 , e.g. B. the roof of the rail vehicle or the pantograph, or areas near the main transformer 5 .

the 2 shows a schematic representation of two areas 2 , 12th . The first area 2 includes in particular the proximity to the high voltage source 101 , the main switch 4th and the main transformer 5 . Schematically, the first area closes 2 the second area 12th with a. The second area 12th includes in the 2 the proximity to the Intermediate circuit after the main transformer 5 . This includes in particular the line converter 7th , the intermediate circuit capacitor 10 who have favourited the unloader 8th , the drive converter 9 and the drive motors 9A , 9B and any electrical conductors that connect these devices together. In other embodiments, the area around individual ones of these devices as well as any combinations can be defined as the area.

the 2 also shows the vehicle wheels 11 as well as the rails 102 . Two grounding points 6th are shown schematically. In some embodiments, the vehicle wheels can serve as grounding together with the rail.

Through the earthing switch 3 electrical conductors are grounded after disconnection. To do this, the electrical conductor is provided with a grounding point 6th electrically, i.e. galvanically, connected. Residual charge can drain through the grounding and a build-up of dangerous voltage through unintentional reconnection to a voltage source is prevented. The grounded area 2 , 12th is thus secured and can be entered by one person. In previous solutions, earthing devices were often only manually operable. To do this, a person often had to cover long distances in the rail vehicle. Sometimes the roof also had to be stepped on. The cumbersome manual switching by one person can be dispensed with thanks to the automatic grounding after activation.

The necessary accessibility of earlier earthing devices also required roof openings, which were accessible via ladders and steps. The roof openings are complex to implement and restrict the flexible arrangement of the roof components. Furthermore, the roof openings represent a weakening of the car body structure, which results in additional constructional effort. The sound and climate insulation properties are deteriorated. In the event of arcs and short circuits within the high-voltage system, the protection of passengers and staff is impaired by roof breakthroughs. With the automatic earthing or the electrically driven earthing switch 3 , the roof opening can be dispensed with. According to one embodiment, the proposed rail vehicle therefore manages without a roof opening.

According to one embodiment, the grounding can be carried out by an electrically driven grounding switch 3 take place. In particular, the electrically powered earthing switch 3 be monostable according to one embodiment and have a stable and an unstable state. The stable state is assumed automatically when the electrically driven earthing switch 3 is not supplied electrically. The stable state is a grounded state and the unstable state is an ungrounded state.

The monostable working principle is currently used for the components required for activation, the main vehicle switch and pantograph. The stable, safe position of the vehicle main switch and pantograph is defined as "open" (non-conductive). If a lifting signal or the auxiliary energy is lost, the pantograph (s) are lowered. If a closing signal or the auxiliary power is lost, the main vehicle switch or switches open.

At the earthing switch 3 on the other hand, the stable, safe position is defined as "closed" (conductive), ie the earthing switches must be actively opened and kept open. This is done by an opening command, for example via a control line to which switching voltage is actively applied.

The electrically driven earthing switch 3 can, according to one embodiment, an energy store 3A with auxiliary energy, the unstable state being maintained by the auxiliary energy for a defined period of time without external energy. As a result, for example, an unwanted grounding in the event of a temporary failure of the external power supply by the pantograph 1 be prevented.

Furthermore, the grounding for starting the rail vehicle can be canceled. While the rail vehicle with the external high voltage source 101 connected, the energy storage 3A reloaded. For example, the energy store 3A via the on-board network with the main transformer 5 tied together. The energy storage 3A may include a battery or a capacitor. The energy store can also be part of other components of the on-board network and with the earthing switch 3 be connected.

According to one embodiment, the electrically powered earthing switch is 3 set up, after disconnection of the electrical conductor or conductors, to ground them without manually actuating the grounding switch and after a defined time interval. The time interval can be, for example, 2, 5 or 10 seconds and in particular be in a range from 2 to 10 seconds. This can prevent inadvertent grounding of high-voltage equipment that is still live. This property is not necessary for the normal operational process of disconnection and grounding, but guarantees the process “disconnect - secure against being switched on again - check that there is no voltage - ground” also in the Failure. An additional energy store 3A serves to activate the earthing switch if the "open" command is no longer available or the auxiliary power is no longer available 3 limited in time, ie to be kept open for a few seconds. This saves enough time in the event of a fault to carry out the necessary activation, i.e. the main switch 4th to open and the pantograph 1 from the high voltage source 101 to separate and if necessary to cycle the traction intermediate circuits empty.

According to one embodiment, a method is proposed, the method for operating a rail vehicle 100 that has a pantograph 1 for contacting a high voltage source 101 , one with the pantograph 1 electrically connected electrical conductor and an electrically powered earthing switch 3 having. The method includes: detecting an impending grounding by the electrically powered grounding switch 3 ; - automatic activation of the pantograph 1 from the high voltage source 101 . The acknowledgment of the command to keep the earthing switch open 3 causes the activation to be triggered immediately if the open command is no longer applied or the auxiliary power is no longer sufficient to keep it open and, in conjunction with the temporarily stored auxiliary power, enables the activation to be guaranteed even in the event of a fault. The method can be combined with the method described above, as it describes the error case of unintentional earthing and the method described above describes the regular disconnection and earthing.

The electrically driven earthing switch 3 may, according to one embodiment, comprise a vacuum circuit breaker. These switches are able to non-destructively dissipate remaining charges in electrical conductors and an associated short-circuit current. Earthing switches in vacuum technology allow better integration in encapsulated, fully insulated high-voltage systems. This generally increases the protection against accidental contact compared to high-voltage components arranged openly on the roof with insulation in air.

In some embodiments, the grounding is done through the grounding switch 3 regarding the main switch 4th single pole between the main switch 4th and the main transformer 5 . This is in 2 shown. The method can also include: opening the main switch 4th , especially before earth. With the main switch open 4th becomes the pantograph 1 by closing the earthing switch 3 not grounded. The main transformer 5 is via the earthing switch 3 with the grounding point 6th connected when the main switch 4th is open. The second pole of the main switch 4th , i.e. the connection between the main switch 4th and the pantograph 1 , is not through the earthing switch in this embodiment 3 grounded. Usually this is not necessary because of the high voltage source 101 is discharged and grounded separately. For roof access, the overhead line is activated and grounded beforehand. Earthing would be unnecessary and ineffective for the feed direction through the overhead line. Any energy fed back from the vehicle is fed back through the transformer-side earthing switch 3 derived.

In other embodiments, the grounding can also be two-pole. This is also done between the pantograph 1 and the main switch 4th a connection to the grounding point 6th manufactured.

According to one embodiment, the rail vehicle has a main transformer 5 on that with the pantograph 1 connected, the earthing switch 3 is arranged such that a single-pole grounding between the main switch 4th and the main transformer 5 he follows. In other words, the electrical conductor that is the main switch 4th with the main transformer 5 is connected through the earthing switch 3 grounded and the electrical conductor that carries the pantograph 1 with the main switch 4th The earthing switch does not connect 3 grounded.

The main transformer 5 is on the primary side via a main switch 4th through electrical conductors to the pantograph 1 tied together. On the secondary side of the main transformer, the rail vehicle has the intermediate circuit to which the drive converter 9 and the on-board network (not shown) are connected. All of these components are connected with electrical conductors.

According to one embodiment, the rail vehicle has a main transformer 5 on that with the pantograph 1 connected to the main transformer 5 on the primary side via the main switch 4th with the pantograph 1 connected, the earthing switch 3 on the primary side from the main transformer 5 is arranged and connected with electrical conductors and the rail vehicle 100 an unloader 8th has, the secondary side with the main transformer 5 is connected, with the secondary side from the main transformer 5 no earthing is provided. As the main transformer 5 on the primary side through the earthing switch 3 is grounded, and is secondary discharged, can be dispensed with a secondary-side grounding in some embodiments. Alternatively, an earthing switch can also be provided on the secondary side. The earthing switch can also be an electrically driven earthing switch, in particular a monostable earthing switch similar to the earthing switch on the primary side of the main transformer 5 be.

According to one embodiment, the rail vehicle 100 a workshop power supply for the electrical supply of the rail vehicle 100 in a switched-off state, wherein the workshop feed with a second electrically driven earthing switch and at least one second electrical conductor in a second area 2 , 12th is connected, wherein the second earthing switch is set up after the electrical conductor has been released in the first area 2 , 12th the electrical conductor in the second area 2 , 12th without manual switching, whereby the second electrically driven earthing switch can be opened manually. Manual can include that the earthing switch can be opened manually on site or manually by an electrical command, for example from a driver's cab of the rail vehicle. This automatically creates a second electrical conductor in two areas 2 , 12th grounded. The two electrical conductors are not directly electrically connected to one another, as this would make the second earthing superfluous.

One person can open the earthing switch manually, i.e. cancel the earthing. In contrast to previous solutions, where the earthing was done manually, the earthing has to be separated actively and manually in this embodiment. This increases the safety for people, since it is practically impossible that a person forgets the manual grounding. In some embodiments, the two electrical conductors are at different voltage levels. For example, the electrical conductor is in the first area 2 voltage level IV over AC 1000 V and / or over DC 1500 V and the second electrical conductor in the second area of voltage level III with voltages between AC 50 V and AC 1000 V or DC 120 V and DC 1500 V, in particular DC 1500 V, DC 750 V, DC 680 V, AC 1000 V or AC 400 V.

According to one embodiment, the area can be locked, for example by a door with a manual or electric lock. In some embodiments, the rail vehicle has a driver's cab with a control device, the control device being set up to disconnect the electrical conductor from the high-voltage source 101 control and access for people to the associated lockable area 2 , 12th to unlock. As an alternative or in addition, the control device can also be set up to open the second electrically driven earthing switch after a manual input by a user. The rail vehicle can also have two driver's cabs, each with a control device.

According to one embodiment, the electrically driven earthing switch 3 an optical indicator for displaying a switch state, the range 2 , 12th can be locked for people and wherein the optical indicator by a person outside the area 2 , 12th is visible. The optical indicator is, for example, a light signal or a mechanical pointer. The area 2 , 12th can be lockable in some embodiments, for example by a door or flap. A person running the area 2 , 12th wants to enter, can determine by means of an externally visible optical indicator whether or not it is safe to enter. The door or flap can have a window, for example, or the optical indicator is located external to the door or flap and is connected to the electrically driven earthing switch 3 tied together.

List of reference symbols

100

Rail vehicle

101

High voltage source

102

rail

1

Pantograph

2

area

3

Earthing switch

3A

Energy storage

4th

Main switch

5

Main transformer

6th

Grounding point

7th

Mains converter

8th

Unloading device

9A

Drive converter

9B

Drive motors

10

DC link capacitor

11

Vehicle wheels

12th

area

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Non-patent literature cited

• Standard [EN 50110-1] (2013) [0003]
• Standards EN 50110-1 (2014) [0014]
• EN 50153 [0014]

Claims (14)

A method for grounding an electrical conductor in an area of a rail vehicle (100), which has a current collector (1) for contacting a high-voltage source (101) and an electrical conductor electrically connected to the current collector (1) in an area (2, 12) of the rail vehicle having, having: - Activation of the electrical conductor in the area (2, 12); and - Automatic earthing of the electrical conductor in the area (2, 12) by means of an earthing switch after the electrical conductor has been disconnected, the earthing being carried out after the disconnection without manual operation of the earthing switch. Procedure according to Claim 1 , the earthing being carried out by an electrically driven earthing switch (3). Procedure according to Claim 2 , wherein the electrically driven earthing switch (3) is monostable and has a stable and an unstable state, wherein the stable state is automatically assumed when the electrically driven earthing switch (3) is not electrically supplied and wherein the stable state is a grounded state and the unstable condition is an ungrounded condition. Procedure according to Claim 2 or 3 wherein the electrically driven earthing switch (3) comprises a vacuum circuit breaker. Method according to one of the preceding claims, wherein the main transformer (5) is connected to the current collector (1) via a main switch (4), the grounding of the electrical conductors with respect to the main switch (4) being single-pole between the main switch (4) and the main transformer (5) takes place and wherein the method further comprises: - Open the main switch (4), especially before grounding. Rail vehicle, having: - A current collector (1) for contacting a high voltage source (101); - At least one electrical conductor in an area (2, 12) which is electrically connected to the current collector (1), - An electrically driven earthing switch (3) which is set up to earth the electric conductor in the area (2, 12) after the electric conductor has been released without manually operating the earthing switch. Rail vehicle after Claim 6 wherein the electrically driven earthing switch (3) has a stable and an unstable state, wherein the stable state is automatically assumed when the electrically driven earthing switch (3) is not electrically supplied and wherein the stable state is a grounded state and the unstable state is an ungrounded condition. Rail vehicle after Claim 7 wherein the electrically driven earthing switch (3) has an energy store (3A) with auxiliary energy and wherein the unstable state can be maintained by the auxiliary energy for a defined period of time without external energy. Rail vehicle according to one of the Claims 6 or 7th wherein the electrically driven earthing switch (3) comprises a vacuum circuit breaker. Rail vehicle after Claim 6 until 9 , wherein the electrically driven earthing switch (3) has an optical indicator for displaying a switch state or is connected to one, wherein the area (2, 12) can be closed for people and wherein the optical indicator can be used by a person outside the area (2, 12 ) is visible. Rail vehicle according to one of the Claims 6 until 10 , wherein the rail vehicle furthermore has a main transformer (5) which is connected to the current collector (1), and the earthing switch (3) is arranged in such a way that a single-pole earthing on the electrical conductor between the main switch (4) and the main transformer ( 5) takes place. Rail vehicle according to one of the Claims 6 until 11 , wherein the rail vehicle also has a main transformer (5) which is connected to the current collector (1), and the main transformer (5) is connected on the primary side via the main switch (4) to the current collector (1), the earthing switch (3) on the primary side from the main transformer (5) and the rail vehicle (100) has a discharge device (8) which is connected on the secondary side to the main transformer (5), with no grounding being provided on the secondary side of the main transformer (5). Rail vehicle according to one of the Claims 6 until 12th , wherein the rail vehicle has a workshop feed for the electrical supply of the rail vehicle in a switched off state and wherein the workshop feed is connected to a second electrically driven earthing switch and at least one further electrical conductor in a second area (2, 12) of the rail vehicle, the second earthing switch is set up after a Activating the electrical conductor in the first area (2, 12) to ground the electrical conductor in the second area (2, 12) without manual switching, the second electrically driven earthing switch being able to be opened manually. Rail vehicle according to one of the Claims 6 until 13th , the rail vehicle having a driver's cab with a control device, the control device being set up to control the disconnection of the electrical conductor from the high-voltage source (101), the area of the rail vehicle being lockable and the control device being set up to provide access for people to the unlockable area (2, 12) of the rail vehicle.

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