Rail vehicle roof with electric roof equipment, and rail vehicle

Abstract

The invention relates to a rail vehicle roof (1) with electric roof equipment having at least one disconnect switch (3) comprising at least a first insulator (4), to which an electrically conductive disconnector (7) is connected, and a second insulator (5) with an electrically conductive first contacting device (8) for connection to the disconnector (7), wherein the at least one disconnect switch (3) is connected to the rail vehicle roof (1), wherein at least the first insulator (4) is arranged at an angle to a vertical axis (10) of the rail vehicle roof (1). According to the invention, the first insulator (4) is arranged rotated about a parallel to a longitudinal axis (11) of the rail vehicle roof (1). As a result, an extent of the disconnect switch (3) in the direction of the vertical axis (10) is reduced.

Description

[0001] Rail vehicle roof with electrical roof equipment and rail vehicle The invention relates to a rail vehicle roof with electrical roof equipment, which has at least one circuit breaker, comprising at least a first insulator, to which an electrically conductive isolating device is connected, and a second insulator with an electrically conductive first contact device for connection to the isolating device, wherein the at least one circuit breaker is connected to the rail vehicle roof, wherein at least the first insulator is arranged obliquely to a vertical axis of the rail vehicle roof. Rail vehicles often have rail vehicle roofs on which various components of electrical roof equipment are arranged (e.g. circuit breakers, pantographs, insulators, power lines, transformers, etc.). Circuit breakers are often provided to interrupt a current flow (e.g. through a power line).When a disconnect switch is operated, the flow of current is interrupted. This allows, for example, a pantograph to be electrically isolated from other components of a rail vehicle. Components on rail vehicle roofs must maintain a minimum distance from the boundary line of a clearance gauge. Furthermore, live components in the vicinity of a pantograph must be located within a defined zone of this vicinity. For example, to prevent voltage flashovers, a live component must maintain a minimum distance from an earthed pantograph in a lowered position. Furthermore, pantographs must be protected against contact, which is why high-voltage components must be arranged within a corridor defined by the movement profile of a pantograph rocker. Corresponding requirements with regard to clearance gauges, contact protection, insulation and creepage distances, etc.In combination with a limited installation space budget on rail vehicle roofs, this often leads to design goal conflicts. These design goal conflicts are particularly relevant, for example, in connection with components of roof equipment which are arranged in a roof trough for aerodynamic reasons. WO 2010 / 003834 A1, for example, is known from the prior art, which describes a pantograph and a disconnecting device of a rail vehicle. The pantograph and the disconnecting device are driven by a hydraulic drive. A disconnecting blade of the disconnecting device is rotatably and slidably connected to a first pole. When the disconnecting device is closed, the disconnecting blade is connected to a second pole, which in turn is connected to a transformer of the rail vehicle.In an open switching state of the isolating device, the isolating blade can be connected either to the first pole and no other pole, or to the first pole and a third pole. The third pole is connected to the grounding of the rail vehicle. Furthermore, EP 2910 399 B1 shows a roof pantograph for a rail vehicle, which is supported on three vertically aligned insulators. The roof pantograph is connected to a pneumatic actuation device and has an electrically conductive lower arm, a coupling rod, an upper arm made of a composite material, an electrically conductive side support tube, and a current collection head, which are coupled to one another.The invention is based on the object of specifying a rail vehicle roof with electrical roof equipment that is further developed compared to the prior art and with which requirements with regard to clearance profiles, contact protection, insulation and creepage distances, etc., can be met even with a limited installation space budget. According to the invention, this object is achieved with a rail vehicle roof with electrical roof equipment according to claim 1, in which the first insulator is arranged rotated about a line parallel to a longitudinal axis of the rail vehicle roof. This reduces the overall height of the circuit breaker in the direction of the vertical axis. An inclined orientation of the circuit breaker according to the invention enables a drive unit for the circuit breaker to be arranged diagonally below the first insulator instead of directly below it.The reduced height of the disconnector in the direction of the vertical axis reduces the risks of exceeding the boundary line of a clearance profile. Compared to, for example, a horizontal arrangement of insulators, the angled arrangement of the first insulator also makes it easier to maintain the required air gaps between the first insulator and, for example, the rail vehicle roof. While a horizontal arrangement of insulators on a vehicle roof requires the use of spacers, for example, the angled arrangement of the first insulator according to the invention eliminates the need for such additional components (spacers, supports, etc.). This measure also means an angled arrangement of the first insulator in a transverse plane of the rail vehicle roof. Further advantageous embodiments of the rail vehicle roof according to the invention with electrical roof equipment arise from the subclaims.It can be helpful if the first insulator is connected to the rail vehicle roof so that it can rotate about a longitudinal axis of the first insulator. This enables the disconnector to be disconnected and closed by means of rotary movements. A preferred solution is achieved if the disconnecting device is fixedly connected to the first insulator so that it protrudes from the insulator's longitudinal axis. In this context, it is advantageous if the disconnecting device is oriented diagonally downwards when the at least one disconnector is in the open state. These measures increase operational safety because the open state of the disconnector is achieved by a downward movement of the disconnecting device and thus with the assistance of a gravity component on the disconnecting device.Grounding of the electrical roof equipment is made possible if the isolating device, in the open state of the at least one isolating switch, is connected to a grounding device of the at least one isolating switch, which is connected to the rail vehicle roof. The grounding device, to which, for example, an earthing line can be connected, can be designed to be compact and with a small extension in the direction of the vertical axis because the isolating device is oriented obliquely downwards in the open state of the isolating switch. Furthermore, it is advantageous if the at least one isolating switch has a isolating drive connected to the first insulator for rotating the first insulator, which is arranged on a side facing the rail vehicle roof, wherein the insulator longitudinal axis and a drive axis of the isolating drive are aligned parallel to one another.As a result of this measure, the isolating drive can be arranged as an extension of the first insulator and thus, like the first insulator, at an angle to the vertical axis. The isolating drive, which can be designed, for example, as a battery-powered electric servo drive or as a pneumatic drive, can thus be arranged at an angle below the first insulator instead of directly below it, whereby a total extension consisting of a first extension of the first insulator and a second extension of the isolating drive in the direction of the vertical axis is reduced. An advantageous solution is achieved if an upper end of the first insulator is arranged closer to a longitudinal center plane of the rail vehicle roof, in which the vertical axis lies, than a lower end of the first insulator. As a result, the upper end of the first insulator is inclined towards a center of the rail vehicle roof, i.e. not inclined towards an outer side.This reduces the risk of the first insulator exceeding the boundary line of a clearance profile, which runs in the transverse plane of the rail vehicle roof, starting from a distance from the rail vehicle roof in the direction of the vertical axis, towards the side flanks of the rail vehicle roof downwards in the direction of the rail vehicle roof. If the isolating device is connected to the first insulator, this measure can result in increased flexibility for movements of the isolating device without the boundary line being exceeded. A preferred solution is achieved if the at least one isolating switch is electrically connected to a current-carrying arm of a pantograph connected to the rail vehicle roof, wherein the current-carrying arm is designed differently from a lower arm of the pantograph or a lower frame of the pantograph.The dedicated current-carrying arm provides a high degree of flexibility for arranging components of the electrical roof equipment on the rail vehicle roof. For example, pantograph insulators can be offset laterally from a pantograph base frame. Furthermore, the dedicated current-carrying arm allows the lower arm or subframe to be constructed from an electrically non-conductive composite material, for example, thereby reducing the pantograph's mass.Advantageous mobility of the current-carrying arm is achieved and excessive movement restrictions of the pantograph caused by the current-carrying arm are avoided if the current-carrying arm is designed to be telescopically adjustable in length and is articulated to the rail vehicle roof and articulated to a connecting piece of the pantograph, by means of which at least a first lower arm of the pantograph is articulated to an upper arm of the pantograph. Continuous current guidance from a power supply device (e.g., from an overhead line) to the electrical roof equipment, including the current-carrying arm, is enabled if an electrically insulating subframe of the pantograph is formed from the first lower arm and a second lower arm of the pantograph, wherein the connecting piece and the upper arm are designed to be electrically conductive.A lightweight yet very stable pantograph is achieved when the upper arm is connected to a pantograph crown arm coupled to a pantograph rocker, wherein a first connecting strut is arranged between a first flank of the upper arm and the crown arm, and a second connecting strut is arranged between a second flank of the upper arm, arranged opposite the first flank, and the crown arm. The first connecting strut and the second connecting strut stiffen the pantograph. A favorable solution is achieved when the current-carrying arm is articulated to a third insulator of the pantograph, which rotates about a line parallel to a transverse axis of the rail vehicle roof and is arranged obliquely to the vertical axis, wherein the at least one disconnector and the pantograph are arranged in a recess in the rail vehicle roof.This measure ensures that the pantograph, with its associated third insulator, protrudes little or not above the upper edge of the recess when lowered, thereby reducing air resistance and thus improving aerodynamics. The angled arrangement of the third insulator ensures that the upper end of the third insulator, over which, for example, an electrical power line may be routed, can maintain a sufficient safety distance from other components of the pantograph (e.g., the rocker, etc.) even when the pantograph is lowered.

[0002] The invention is explained in more detail below using exemplary embodiments. These show, by way of example: Fig. 1: a schematic elevation of a section of a rail vehicle with an exemplary first embodiment of a rail vehicle roof according to the invention with electrical roof equipment, which comprises a circuit breaker with diagonally aligned insulators and a pantograph with a separate current-carrying arm that is connected to the circuit breaker, wherein the circuit breaker is in an open switching state, and Fig. 2: a schematic side elevation of a section of a rail vehicle with an exemplary second embodiment of a rail vehicle roof according to the invention with electrical roof equipment, which comprises a circuit breaker, wherein the circuit breaker is in a closed switching state.

[0003] Fig. 1 shows a schematic elevation of a section of a rail vehicle in a sectional view with an exemplary first embodiment of a rail vehicle roof 1 according to the invention with electrical roof equipment. The rail vehicle comprises a car body 2 with the rail vehicle roof 1. The electrical roof equipment has a disconnector 3 connected to the rail vehicle roof 1, which disconnector comprises a first insulator 4 and a second insulator 5 (not shown in Fig. 1 but illustrated by way of example in Fig. 2). An electrically conductive disconnecting device 7 designed as a disconnecting blade is connected to the first insulator 4. The second insulator 5 comprises an electrically conductive first contact device 8, to which the disconnecting device 7 can be connected by a pivoting movement.The first insulator 4 and the second insulator 5 are arranged obliquely to a vertical axis 10 of the rail vehicle roof 1, rotated about parallels to a longitudinal axis 11 of the rail vehicle roof 1, which appears projected in Fig. 1. An upper end of the first insulator 4 is arranged closer to a longitudinal center plane 12 of the rail vehicle roof 1, which appears projected in Fig. 1 and in which the vertical axis 10 and the longitudinal axis 11 lie, than a lower end of the first insulator 4. The upper end of the first insulator 4 thus faces the longitudinal center plane 12. The first insulator 4 is connected to the rail vehicle roof 1 so as to be rotatable about an insulator longitudinal axis 13 of the first insulator 4. In order to initiate rotary movements of the first insulator 4, via which the isolating device 7 can be transferred from a closed state to an open state and vice versa, a isolating drive 14 of the isolating switch 3 is coupled to the first insulator 4.The isolating drive 14 is arranged diagonally below the first insulator 4 on a side facing the rail vehicle roof 1, wherein the insulator's longitudinal axis 13 and a drive axis 15 of the isolating drive 14 are aligned so as to run one inside the other. A drive shaft 16 of the isolating drive 14 is fixedly connected to the first insulator 4. The isolating drive 14 is designed as an electric servo drive, which is controlled via the rail vehicle and supplied with electricity via a battery in the rail vehicle (not shown in Fig. 1). According to the invention, it is also conceivable to design the isolating drive 14, for example, as a pneumatic drive, which is pneumatically supplied by a compressed air supply device of the rail vehicle. The isolating device 7 is fixedly connected to the first insulator 4 and projects at right angles to the insulator's longitudinal axis 13, and in the open state of the isolating switch 3, which is shown in Fig.1 is shown, oriented diagonally downwards. The isolating device 7 is coupled in the open state of the isolating switch 3 to a grounding device 17 of the isolating switch 3, which is connected to the rail vehicle roof 1. The isolating device 7 is engaged in a second contact device 9 of the grounding device 17, designed as a terminal. The grounding device 17 is connected to a grounding line of the rail vehicle (not shown in Fig. 1), via which the electrical roof equipment is grounded. According to the invention, it is also conceivable to dispense with the grounding device 17, wherein the isolating device 7 is also oriented diagonally downwards in the open state, but apart from the first insulator 4 and a first electrical power line 18, does not contact any further component of the rail vehicle. In order to connect the isolating device 7 to the first contact device 8 of the second insulator 5, ieTo bring the isolating switch 3 into the closed state, as shown by way of example in Fig. 2, the first insulator 4 is rotated counterclockwise by means of the isolating drive 14, whereby the isolating device 7 pivots out and engages in the first contact device 8 at the end of such a rotation process. When the isolating switch 3 is closed, current can flow from the isolating device 7 via the first contact device 8, whereby, for example, electrical consumers of the rail vehicle not shown in Fig. 1 (e.g. a traction motor of the rail vehicle) can be supplied with electricity. The electrical roof equipment of the rail vehicle further comprises a pantograph 20, which has a pantograph drive 21, a third insulator 6 and further components shown in Fig.1 comprises insulators (not shown), a subframe 22, a coupling rod 23, a current-carrying arm 24, a connecting piece 25, an upper arm 26, a first connecting strut 27, a second connecting strut 28, a lateral support tube 29, a crown arm 30 with two overrun horns, a rocker 31, and a plurality of joints. The pantograph drive 21, which is used to raise and lower the pantograph 20, is designed as a pneumatic drive with an air bellows and is coupled to a base joint 32, which is connected to the subframe 22. The pantograph drive 21 is controlled via the rail vehicle and is supplied with compressed air via a compressed air supply device of the rail vehicle (not shown in Fig. 1). A movable part of the base joint 32 can be actuated by means of the pantograph drive 21.The movable part of the base joint 32 is fixedly connected to the lower frame 22, whereby the lower frame 22 pivots upwards into a raised position of the pantograph 20 or downwards into a lowered position of the pantograph 20 upon actuation of the movable part of the base joint 32, which triggers a rotation of the movable part of the base joint 32. The pantograph drive 21 and the base joint 32 are mounted on the rail vehicle roof 1. The lower frame 22 has a first lower arm 33 and a second lower arm 34 and is articulated to the upper arm 26 via the connecting piece 25, wherein the upper arm 26 is fixedly connected to the connecting piece 25. The coupling rod 23 is articulated to the rail vehicle roof 1 on the one hand and articulated to the connecting piece 25 on the other, whereby the coupling rod 23 follows movements of the lower frame 22. The current guide arm 24 is different from the subframe 22 and from the coupling rod 23, i.e.i.e., designed separately and articulated to the third insulator 6, which rotates about a line parallel to a transverse axis 35 of the rail vehicle roof 1, is arranged obliquely to the vertical axis 10, is fixedly connected to the rail vehicle roof 1, and is also articulated to the connecting piece 25, whereby the current-carrying arm 24 follows movements of the subframe 22. The current-carrying arm 24 has a telescopic rod 36 and a telescopic tube 37, wherein the telescopic rod 36 is displaceable in the telescopic tube 37. As a result, the current-carrying arm 24 is adjustable in length. According to the invention, it is also conceivable to design the current-carrying arm 24 in one piece and to connect it, for example, via a spring, to the third insulator 6 or to the connecting piece 25. The upper arm 26 is designed as the only upper arm of the pantograph 20 and is fixedly connected to the crown arm 30.The first connecting strut 27 is arranged between a first flank 38 of the upper arm 26 and the apex arm 30, and the second connecting strut 28 is arranged between a second flank 39 of the upper arm 26, arranged opposite the first flank 38, and the apex arm 30. The first connecting strut 27 and the second connecting strut 28 are fixedly connected to the upper arm 26 and the apex arm 30. The rocker 31 is articulated to the apex arm 30. The rocker 31 comprises a first contact strip 40 and a second contact strip (not visible in Fig. 1), which are connected to the apex arm 30 via a first lever arrangement 41 of the rocker 31, a second lever arrangement 42 of the rocker 31 and further lever arrangements of the rocker 31 (not visible in Fig. 1) in an articulated manner and are movable relative to the apex arm 30 in the direction of the vertical axis 10. In the embodiment shown in Fig.In the raised state of the pantograph 20 shown in Figure 1, the first contact strip 40 and the second contact strip contact an overhead line 43. The rocker 31 is supported, guided and protected against inadmissible tipping by means of the side support tube 29, which is pivotally connected to the lower frame 22 and pivotally connected to the rocker 31. Due to articulated connections of the lower frame 22 and the coupling rod 23 with the upper arm 26 (via the connecting piece 25) as well as of the lower frame 22 with the side support tube 29 and due to a support of the rocker 31 by the side support tube 29, the upper arm 26 and the rocker 31 follow movements of the lower frame 22. As a result, actuation of the pantograph drive 21 causes the rocker 31 to be raised to contact the overhead line 43 or a transfer of the pantograph 20 into a folded position and lowered onto the rail vehicle roof 1.When the pantograph 20 is raised and connected to the overhead line 43, a current can flow from the overhead line 43 via the rocker 31, the apex arm 30, the first connecting strut 27, the second connecting strut 28, the upper arm 26, the connecting piece 25, and the current-carrying arm 24, which are made of electrically conductive, metallic materials. The lower frame 22 is made of an electrically insulating material, a fiber-reinforced plastic. The coupling rod 23 is also made of an electrically insulating material, a fiber-reinforced plastic. In the raised state of the pantograph 20, applied to the overhead line 43, and in the closed state of the isolating switch 3, current can be supplied from the current-carrying arm 24 via the first current line 18, which electrically connects the current-carrying arm 24 to the isolating device 7, the isolating device 7, the first contact device 8 and a contact point shown in Fig.1, but shown as an example in Fig. 2, which is electrically connected to the first contact device 8, and flows to the electrical consumers of the rail vehicle. The disconnector 3 and the pantograph 20 are arranged in a trapezoidal recess 44 of the rail vehicle roof 1. Fig. 2 shows a schematic side view of a section of a rail vehicle with an exemplary second embodiment of a rail vehicle roof 1 according to the invention in a sectional view with electrical roof equipment. The sectional view is rotated about a longitudinal axis 11 of the rail vehicle roof 1 from a horizontal view, which is why a transverse axis 35 of the rail vehicle roof 1 in Fig. 2 does not appear to be projected, but rather runs along a vertical axis 10 of the rail vehicle roof 1.The electrical roof equipment comprises a circuit breaker 3 with a first insulator 4 and a second insulator 5. An electrically conductive isolating device 7 designed as a isolating blade is firmly connected to the first insulator 4. The second insulator 5 comprises an electrically conductive first contact device 8, to which the isolating device 7 is connected. Fig. 2 therefore shows a closed state of the circuit breaker 3. The first insulator 4 and the second insulator 5 are arranged obliquely to the vertical axis 10, rotated about parallels to the longitudinal axis 11, as also described in connection with Fig. 1.1, with a drive shaft 16 fixedly connected to the first insulator 4, the first insulator 4 is rotatable about an insulator longitudinal axis 13, which runs in a drive axis 15 of the isolating drive 14, whereby the isolating device 7 can be pivoted from the closed state of the isolating switch 3 into an open state of the isolating switch 3, shown by way of example in FIG. 1, and vice versa. The second insulator 5 is fixedly connected to the rail vehicle roof 1. The first insulator 4 is connected to the rail vehicle roof 1 via the isolating drive 14. An electrical first power line 18 is electrically connected to the isolating device 7, and the first power line 18 is in turn electrically connected to a pantograph 20, as shown by way of example in FIG. 1. The isolating device 7 is electrically connected to the first contact device 8.The first contact device 8 is in turn electrically connected to a second electrical power line 19. Via the second power line 19, which is electrically connected to electrical consumers of the rail vehicle (not shown in Fig. 2), the consumers can be supplied with power taken from an overhead line 43, shown by way of example in Fig. 1, by means of the pantograph 20 when the circuit breaker 3 is closed.List of designations 1 Rail vehicle roof 2 Car body 3 Isolator 4 First insulator 5 Second insulator 6 Third insulator 7 Isolating device 8 First contact device 9 Second contact device 10 Vertical axis 11 Longitudinal axis 12 Longitudinal center plane 13 Insulator longitudinal axis 14 Isolating drive 15 Drive axle 16 Drive shaft 17 Earthing device 18 First power line 19 Second power line 20 Pantograph 21 Pantograph drive 22 Subframe 23 Coupling rod 24 Current-carrying arm 25 Connecting piece 26 Upper arm 27 First connecting strut 28 Second connecting strut 29 Lateral support tube 30 Crown arm 31 Rocker 32 Base joint 33 First lower arm 34 Second lower arm 35 Transverse axis 36 Telescopic rod 37 Telescopic tube 38 First flank 39 Second flank 40 First contact strip 41 First lever arrangement 42 Second lever arrangement 43 Overhead line 44 Recess.

Claims

Claims 1. Railway vehicle roof (1) with electrical roof equipment comprising at least one disconnect switch (3), comprising at least one first insulator (4) to which an electrically conductive disconnecting device (7) is connected, and a second insulator (5) with an electrically conductive first contact device (8) for connection to the disconnecting device (7), wherein the at least one disconnect switch (3) is connected to the railway vehicle roof (1), wherein at least the first insulator (4) is arranged obliquely to a vertical axis (10) of the railway vehicle roof (1), characterized in that the first insulator (4) is arranged to rotate about a parallel to a longitudinal axis (11) of the railway vehicle roof (1).

2. Railway vehicle roof (1) with electrical roof equipment according to claim 1, characterized in that the first insulator (4) is rotatably connected to the railway vehicle roof (1) about a longitudinal axis (13) of the first insulator (4). 3.

4. Railway vehicle roof (1) with electrical roof equipment according to claim 2, characterized in that the disconnecting device (7) is fixedly connected to the first insulator (4) and projects outwards from the longitudinal axis (13) of the insulator.

5. Railway vehicle roof (1) with electrical roof equipment according to claim 3, characterized in that the disconnecting device (7) is inclined downwards when the at least one disconnect switch (3) is open.

6. Railway vehicle roof (1) with electrical roof equipment according to claim 4, characterized in that the disconnecting device (7) is connected to an earthing device (17) when the at least one disconnect switch (3) is open.

6. Railway vehicle roof (1) with electrical roof equipment according to any one of claims 2 to 5, characterized in that the disconnecting device (7) is connected to the first contact device (8) of the second insulator (5) in a closed state of the at least one disconnecting switch (3).

7. Railway vehicle roof (1) with electrical roof equipment according to any one of claims 2 to 6, characterized in that the at least one disconnecting switch (3) has a disconnecting drive (14) connected to the first insulator (4) for rotating the first insulator (4), which is arranged on a side facing the railway vehicle roof (1), wherein the longitudinal axis (13) of the insulator and a drive axis (15) of the disconnecting drive (14) are aligned parallel to each other.Rail vehicle roof (1) with electrical roof equipment according to any one of claims 1 to 7, characterized in that an upper end of the first insulator (4) is arranged closer to a longitudinal center plane (12) of the rail vehicle roof (1), in which the vertical axis (10) lies, than a lower end of the first insulator (4).

9. Rail vehicle roof (1) with electrical roof equipment according to any one of claims 1 to 8, characterized in that the at least one disconnect switch (3) is electrically connected to a current-carrying arm (24) of a pantograph (20) connected to the rail vehicle roof (1), wherein the current-carrying arm (24) is configured differently from a lower arm of the pantograph (20) or a subframe (22) of the pantograph (20).

10. Rail vehicle roof (1) with electrical roof equipment according to claim 9, characterized in that the. The current-conducting arm (24) is designed to be telescopically length-adjustable and is articulated to the rail vehicle roof (1) and articulated to a connecting piece (25) of the pantograph (20), by means of which at least a first lower arm (33) of the pantograph (20) is articulatedly coupled to an upper arm (26) of the pantograph (20).

11. Rail vehicle roof (1) with electrical roof equipment according to claim 10, characterized in that an electrically insulating subframe (22) of the pantograph (20) is formed from the first lower arm (33) and a second lower arm (34) of the pantograph (20), wherein the connecting piece (25) and the upper arm (26) are electrically conductive. 12.Rail vehicle roof (1) with electrical roof equipment according to claim 10 or 11, characterized in that the upper arm (26) is connected to a top arm (30) of the pantograph (20) coupled to a rocker arm (31) of the pantograph (20), wherein a first connecting strut (27) is arranged between a first flank (38) of the upper arm (26) and the top arm (30), and a second connecting strut (28) is arranged between a second flank (39) of the upper arm (26) opposite the first flank (38) and the top arm (30). 13.Railway vehicle roof (1) with electrical roof equipment according to one of claims 9 to 12, characterized in that the current-carrying arm (24) is pivotally connected to a third insulator (6) of the pantograph (20) which is arranged at an angle to the vertical axis (10) and is rotated about a parallel to a transverse axis (35) of the railway vehicle roof (1), wherein the at least one disconnect switch (3) and the pantograph (20) are arranged in a recess (44) of the railway vehicle roof (1).

14. Rail vehicle with a rail vehicle roof (1) with electrical roof equipment according to one of claims 1 to 13.

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