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An arrangement for operating a rail vehicle includes a DC voltage intermediate circuit which is connected to an energy supply network, at least one traction inverter which is connected at its DC voltage side to the DC voltage intermediate circuit and at its AC voltage side which is connected one or

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

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1. An arrangement for operating consumers in a rail vehicle with electrical energy, wherein the arrangement can be supplied selectively with electrical energy from an energy supply network or from a network-independent electrical energy supply unit, comprising: a. a DC voltage intermediate circuit,

1. An arrangement for operating consumers in a rail vehicle with electrical energy, wherein the arrangement can be supplied selectively with electrical energy from an energy supply network or from a network-independent electrical energy supply unit, comprising: a. a DC voltage intermediate circuit, which is connected to the energy supply network when the arrangement is being supplied from the energy supply network;b. at least one traction inverter, which is connected at the DC voltage side to the DC voltage intermediate circuit and to the AC voltage side to which one or more traction motors of the rail vehicle are connected; andc. an auxiliary system inverter, which at the DC voltage side is connected to the DC voltage intermediate circuit and which at the AC voltage side is connected to a primary side of an auxiliary system transformer, wherein auxiliary systems are connected via an electrical auxiliary system line at a secondary side of the auxiliary system transformer, wherein the auxiliary systems, in contrast to the at least one traction motor, do not serve directly to provide traction of the rail vehicle, wherein the network-independent electrical energy supply unit is electrically connected to the auxiliary system line so that when the arrangement is being supplied by the network-independent electrical energy supply unit, electrical energy generated by said network-independent electrical energy supply unit is transferred via the auxiliary system line, the auxiliary system transformer, and the auxiliary system inverter into the DC voltage intermediate circuit and is available for operating the at least one traction motor. 2. The arrangement of claim 1, wherein the auxiliary system inverter can be isolated from the primary side of the auxiliary system transformer by means of a switch. 3. The arrangement of claim 1, wherein said arrangement further comprises: a. a second DC voltage intermediate circuit that is connected to the energy supply network when the arrangement is being supplied from the energy supply network;b. at least one second traction inverter that is connected at the DC voltage side to the second DC voltage intermediate circuit and to the AC voltage side to which are connected one or more traction motors of the rail vehicle;c. a second auxiliary system inverter, which is connected at the DC voltage side to the second DC voltage intermediate circuit and which is connected at the AC voltage side to a primary side of a second auxiliary system transformer, wherein auxiliary systems are connected to a secondary side of the second auxiliary system transformer via a second auxiliary system line, wherein said auxiliary systems, in contrast to the at least one second traction motor, do not serve directly to provide traction of the rail vehicle; andd. a first switching device, in the switched-on state of which the first auxiliary system line is connected to the second auxiliary system line. 4. The arrangement of claim 3, wherein said arrangement further comprises: a. a second switching device, in the switched-on state of which the primary sides of the first auxiliary system transformer and of the second auxiliary system transformer are connected to each other. 5. The arrangement of claim 3, wherein said arrangement further comprises: a. a third switching device, in the switched-on state of which the first DC voltage intermediate circuit and the second DC voltage intermediate circuit are connected to each other. 6. The arrangement of claim 3, wherein the second auxiliary system inverter can be isolated from the primary side of the second auxiliary system transformer by means of a second switch. 7. The arrangement of claim 1, wherein provision is made of an additional electrically chargeable and dischargeable energy storage device that is present in addition to a vehicle battery, wherein said additional energy storage device is connectable to the various potentials of the DC voltage intermediate circuit via a switch assembly. 8. The arrangement of claim 7, wherein the additional energy storage device is connected to a DC voltage side of a charger, the AC voltage side of which is connected to the auxiliary system line so that the additional energy storage device can be charged while the arrangement is being supplied with electrical energy from the energy supply network. 9. The arrangement of claim 7, wherein electrical connections of the additional energy storage device are connectable to a pulsed converter hooked up to the DC voltage intermediate circuit so that the DC voltage residing on the electrical connections can be boosted by a phase of a rectifier being operated as a boost converter. 10. A method for operating consumers in a rail vehicle with electrical energy, comprising operating at least one traction motor of the rail vehicle by converting a DC voltage of a DC voltage intermediate circuit, and selectively supplying the DC voltage intermediate circuit with electrical energy from an energy supply network or from a network-independent electrical energy supply unit wherein: a. auxiliary systems of the rail vehicle, which in contrast to the at least one traction motor do not serve directly to provide traction of the rail vehicle, are also supplied with electrical energy from the DC voltage intermediate circuit via an auxiliary system inverter connected at the DC voltage side to the DC voltage intermediate circuit and connected at the AC voltage side to a primary side of an auxiliary system transformer, and via an electrical auxiliary system line hooked up to a secondary side of the auxiliary system transformer; andb. in supplying the DC voltage intermediate circuit with energy from the network-independent electrical energy supply unit, this energy is fed into the auxiliary system line, transformed by the auxiliary system transformer, and rectified by the auxiliary system inverter and fed into the DC voltage intermediate circuit to operate the at least one traction motor. 11. The method of claim 10, wherein an additional energy storage device, which is present in addition to a vehicle battery and which is electrically chargeable and dischargeable, is charged and, when the DC voltage intermediate circuit is being supplied with energy from the network-independent electrical energy supply unit, discharged by connecting said additional energy storage device to said DC voltage intermediate circuit in order to achieve a higher traction performance of the at least one traction motor. 12. The method of claim 11, wherein the additional energy storage device, when the DC voltage intermediate circuit is being supplied with electrical energy from the energy supply network or when surplus power not needed for operating the auxiliary systems and the at least one traction motor is available, is charged by a DC voltage side of a charger, the AC voltage side of which is connected to the auxiliary system line. 13. The method of claim 10, wherein electrical connections of the additional energy storage device are connected to a pulsed converter hooked up to the DC voltage intermediate circuit so that the DC voltage residing on the electrical connections is boosted by a phase of a rectifier being operated as a boost converter. 14. The method of claim 10, wherein, when the DC voltage intermediate circuit is being supplied with electrical energy from the network-independent electrical energy supply unit, electrical energy from a vehicle battery of the rail vehicle is transferred into the DC voltage intermediate circuit in order to achieve a higher traction performance of the at least one traction motor.