Railway vehicle for teaching

Abstract

The invention discloses a railway vehicle for teaching, and relates to the technical field of railway vehicles. The railway vehicle for teaching comprises a vehicle body system, a bogie system, a traction system, an auxiliary power supply system, a braking system, a cab system and a network control system, so that the railway vehicle for teaching can operate normally; the traction system comprises a storage battery, a bidirectional charger, a traction converter and a traction motor, an AC input terminal of the bidirectional charger is electrically connected with an external AC power supply, a DC input terminal of the bidirectional charger is electrically connected with the storage battery, an AC output terminal of the bidirectional charger is electrically connected with the traction converter, and the traction converter is electrically connected with the traction motor; when the traction system is in a charging state, the bidirectional charger receives electric energy of an external alternating current power supply and transmits the electric energy to the storage battery; when the traction system is in a working state, the storage battery outputs electric energy to the bidirectional charger, inversion and frequency conversion and voltage regulation are sequentially performed through the bidirectional charger and the traction converter so as to drive the traction motor to operate, and teaching requirements can be met.

Description

Technical Field

[0001] This application relates to the field of rail vehicle technology, and more specifically, to a rail vehicle for teaching purposes. Background Technology

[0002] With the continuous improvement of our high-speed rail technology and the large-scale operation of rail vehicles, the requirements for positions such as drivers, mechanics, and attendants are becoming increasingly higher. Correspondingly, the requirements for talent training in schools are also increasing. If trainees receive efficient training in real-world scenarios, they can quickly master the core skills and knowledge required for their positions after training, seamlessly integrating into the workflow without an additional transition period. This will significantly improve work efficiency and ensure the smooth operation of business processes. However, to achieve the above goals, trainees often need to observe and learn the working principles and structural components of operating rail vehicles in real-world scenarios. But operating rail vehicles are often not available in teaching facilities, making it difficult to meet the needs of efficient and high-quality training.

[0003] In conclusion, how to provide a teaching rail vehicle that meets teaching needs is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a teaching rail vehicle that can meet teaching needs.

[0005] To achieve the above objectives, this application provides the following technical solution:

[0006] A teaching rail vehicle includes: a car body system, a bogie system, a traction system, an auxiliary power supply system, a braking system, a driver's cab system, and a network control system, enabling the teaching rail vehicle to operate normally;

[0007] The traction system includes a battery, a bidirectional charger, a traction converter, and a traction motor. The AC input terminal of the bidirectional charger is used to electrically connect to an external AC power source, the DC input terminal is electrically connected to the battery, the AC output terminal is electrically connected to the traction converter, and the traction converter is electrically connected to the traction motor.

[0008] When the traction system is in a charging state, the bidirectional charger receives electrical energy from an external AC power source and supplies it to the battery.

[0009] When the traction system is in operation, the battery outputs electrical energy to the bidirectional charger, which then performs inversion and frequency conversion voltage regulation in sequence through the bidirectional charger and the traction converter to drive the traction motor.

[0010] Preferably, it also includes a fault simulation system, which includes a command receiving unit and a signal generation unit;

[0011] The command receiving unit is used to receive external commands;

[0012] The signal generation unit is connected to the command receiving unit and is used to generate analog signals according to the command.

[0013] The signal generation unit is signal-connected to the command receiving unit and signal-connected to at least one operating system among the vehicle body system, the bogie system, the traction system, the auxiliary power supply system, the braking system, the driver's cab system, and the network control system, for transmitting the analog signal to the operating system;

[0014] Preferably, the fault simulation system further includes a display; the display signal is connected to the corresponding signal generation unit in the vehicle body system, the bogie system, the traction system, the auxiliary power supply system, the braking system, the driver's cab system, and the network control system, for feedback on the response status of the operating system.

[0015] Preferably, the vehicle system includes a front vehicle and a rear vehicle;

[0016] The lead vehicle has a front driver's cab, a front sightseeing area, a vehicle tool area, a dining area, and an office area arranged sequentially along the length of the vehicle.

[0017] The rear vehicle has a monitoring room, passenger compartment, passenger service area, rear sightseeing area and rear driver's cab arranged in sequence along the length of the vehicle, and the monitoring room is equipped with the fault simulation system.

[0018] Preferably, the vehicle body system further includes an equipment cabinet, an equipment cabinet window, and a solid floor window;

[0019] The equipment cabinet is located inside the head car and / or the tail car, and the side wall of the equipment cabinet is provided with a viewing window for observing the internal operating structure of the equipment cabinet.

[0020] The floor of the guest room is provided with a solid floor viewing window for observing the structural layers and fixing structure of the floor.

[0021] Preferably, the traction system includes a pantograph, which is located at the midpoint of the length of the lead vehicle and at the top of the onboard tool area.

[0022] Preferably, it also includes a ventilation system, which includes air conditioning and air ducts;

[0023] The front driver's cab is located at one end of the lead vehicle, and the air conditioner is located at the other end of the lead vehicle.

[0024] The lead car is equipped with an air duct extending along its own length, and the variable cross-section channel section of the air duct is located directly below the pantograph. The ventilation area of ​​the variable cross-section channel section is equal to the ventilation area of ​​its adjacent channel section, so as to maintain uniform longitudinal airflow.

[0025] Preferably, the air conditioner is provided at the end of the tail vehicle near the head vehicle, and the air duct of the tail vehicle extends along the length of the vehicle and extends to the location of the rear driver's cab.

[0026] Preferably, the pantograph includes a base frame, a lower arm, and a first limiting assembly;

[0027] The underframe is mounted on the roof of the lead vehicle;

[0028] The lower arm has a first connecting portion and a lower arm body disposed on the first connecting portion. The lower arm body is pivotally connected to the base frame through the first connecting portion so that the lower arm is configured to rotate about the axis of the rotation axis.

[0029] The first limiting component includes a first limiting block and a second limiting block. The first limiting block is disposed on the base frame and located on the circumferential outer side of the rotating shaft. The second limiting block is disposed on the first connecting part and swings with the lower arm.

[0030] The pantograph is configured to move up and down between a first position and a second position, wherein the height of the first position is lower than that of the second position, and the second position is lower than the pantograph's raised position. When the pantograph is in the second position, the second limiting block abuts against the first limiting block to keep the pantograph in the second position.

[0031] Preferably, the traction converter includes an auxiliary converter, a four-quadrant rectifier, and a traction inverter. The four-quadrant rectifier is electrically connected to the auxiliary converter and the traction inverter, and the auxiliary converter is electrically connected to the bidirectional charger. The traction inverter is electrically connected to the traction motor.

[0032] In this application, the teaching rail vehicle is equipped with the necessary structures to ensure its normal operation, including a car body system, bogie system, traction system, auxiliary power supply system, braking system, driver's cab system, and network control system. This ensures the normal operation of the teaching rail vehicle. It should be noted that the configuration of the above-mentioned operating systems is the same as that of the operational rail vehicle, thus ensuring that the operation mode of the teaching rail vehicle is consistent with that of the operational EMU. Specifically, the traction system includes a battery, a bidirectional charger, a traction converter, and a traction motor.Figure 11 As shown, the AC input terminal of the bidirectional charger is used to connect to an external AC power source, and the DC input terminal is connected to the battery. The bidirectional charger can then use the external AC power source to charge the battery, which is the charging state described above. Furthermore, the AC output terminal of the bidirectional charger is connected to the traction converter, and the traction converter is connected to the traction motor. The bidirectional charger and traction converter can then use the energy stored in the battery to drive the traction motor, thus enabling train operation. In this process, the bidirectional charger first inverts the DC power output from the battery into three-phase AC power, and the traction converter then converts the three-phase AC power into three-phase frequency-modulated AC power after frequency conversion and voltage regulation. This process is the working state described above. Therefore, the teaching rail vehicle can operate normally in training areas lacking 25kV high-voltage power supply, i.e., it can operate in non-high-voltage areas to meet teaching needs. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0034] Figure 1 A front view of a specific embodiment provided in this application;

[0035] Figure 2 A top view of the specific embodiments provided in this application;

[0036] Figure 3 A front view of the lead vehicle in the specific embodiment provided in this application;

[0037] Figure 4 A top view of the lead vehicle in the specific embodiment provided in this application;

[0038] Figure 5 for Figure 4 Sectional view of AA;

[0039] Figure 6 for Figure 4 BB section view;

[0040] Figure 7 for Figure 4 CC section view;

[0041] Figure 8 for Figure 4 DD section view;

[0042] Figure 9 for Figure 4EE section view;

[0043] Figure 10 for Figure 4 FF section view;

[0044] Figure 11 Electrical circuit schematics for specific embodiments provided in this application;

[0045] Figure 12 A schematic diagram of the passenger compartment of the vehicle body system provided in the specific embodiments of this application;

[0046] Figure 13 for Figure 12 GG cross-sectional view;

[0047] Figure 14 for Figure 13 Enlarged view of a portion of H in the middle;

[0048] Figure 15 A schematic diagram of the vehicle tool area of ​​the vehicle body system according to a specific embodiment provided in this application;

[0049] Figure 16 for Figure 14 View from the center (I direction);

[0050] Figure 17 for Figure 15 A cross-sectional view of the JJ;

[0051] Figure 18 A schematic diagram of the overall structure of the pantograph according to an embodiment of this application is shown.

[0052] Figure 19 This schematic diagram illustrates the state of the first limiting component on one side of the base frame when the pantograph is raised according to an embodiment of this application;

[0053] Figure 20 This schematic diagram illustrates the state of the first limiting component on one side of the base frame when the pantograph is lowered according to an embodiment of this application;

[0054] Figure 21 A partial schematic diagram of a pantograph without a first limiting component according to an embodiment of this application is shown.

[0055] Figure 22 A partial schematic diagram of a pantograph with a first limiting component according to an embodiment of this application is shown.

[0056] Figure 23 This schematic diagram illustrates the state of the first limiting assembly on the other side of the base frame when the pantograph is raised according to an embodiment of this application;

[0057] Figure 24This schematic diagram illustrates the state of the first limiting assembly on the other side of the base frame when the pantograph is lowered according to an embodiment of this application.

[0058] Figure 25 The illustration shows a partial view of a pantograph with a second limiting component set according to an embodiment of the present application.

[0059] Figure 26 This schematically illustrates a partial view of the pantograph with a second limiting component configured according to an embodiment of this application from another perspective;

[0060] Figure 27 The diagram illustrates a partial view from another perspective of the pantograph with a second limiting component according to an embodiment of this application.

[0061] Figure 28 The diagram illustrates a partial view from another perspective of the pantograph with a second limiting component according to an embodiment of this application.

[0062] Figure 29 This schematic diagram illustrates the communication connection of a pantograph according to an embodiment of this application;

[0063] Figure 30 A schematic diagram of the command receiving unit for a specific embodiment provided in this application;

[0064] Figure 31 This is a schematic diagram of the interface of the signal generation unit in a specific embodiment provided in this application.

[0065] Figure label:

[0066] 1-Vehicle body system; 11-Lead vehicle; 111-Front driver's cab; 112-Front sightseeing area; 113-Onboard tool area; 114-Dining area; 115-Office area; 12-Tail vehicle; 121-Monitoring room; 122-Passenger compartment; 123-Travel service area; 124-Rear sightseeing area; 125-Rear driver's cab; 13-Equipment cabinet; 14-Equipment cabinet window; 141-Second window panel; 142-Adhesive layer; 15-Solid floor window; 151-First window panel; 152-Connector; 153-Supporting component; 154-First buffer pad; 155-Second buffer pad; 156-Fastener; 16-Shock absorber; 101-Floor; 1011-Floor body; 1012-Cold-proof layer; 1013-Interior floor; 10101-First observation port;

[0067] 2-Traction system; 21-Battery; 22-Bidirectional charger; 23-Traction converter; 231-Auxiliary converter; 232-Four-quadrant rectifier; 233-Traction inverter; 24-Traction motor;

[0068] 25-Pantograph; 251-Base frame; 252-Lower arm; 2521-First connecting part; 2522-Lower arm body; 2523-Second connecting part; 253-First limiting assembly; 2531-First limiting block; 2532-Second limiting block; 254-Force transmission frame; 255-Lifting airbag; 256-Upper arm; 2561-Third connecting part; 2562-Upper arm body; 257-Connector; 258-Pull rod; 259-Connecting plate; 2510-Second limiting assembly; 25101-Third limiting block; 25102-Fourth limiting block; 2511-Detection assembly; 2512-Lifting solenoid valve;

[0069] 3-Ventilation system; 31-Air conditioning; 32-Air duct; 321-Main air duct; 322-Supply air duct; 323-Return air duct;

[0070] 4 - Three-phase AC load; 5 - DC load;

[0071] 6- External AC power supply. Detailed Implementation

[0072] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0073] The core of this application is to provide a teaching rail vehicle that can meet teaching needs.

[0074] This application provides a teaching rail vehicle equipped with the necessary structures to ensure its normal operation, including a car body system 1, a bogie system, a traction system 2, an auxiliary power supply system, a braking system, a driver's cab system, and a network control system. This enables the teaching rail vehicle to operate normally. It should be noted that the configuration of the above-mentioned operating systems is the same as that of operational rail vehicles, thus ensuring that the operation mode of the teaching rail vehicle is consistent with that of operational EMUs. Specifically, the traction system 2 is equipped with a battery 21, a bidirectional charger 22, a traction converter 23, and a traction motor 24. Figure 11As shown, the AC input terminal of the bidirectional charger 22 is used to connect to the external AC power supply 6, and the DC input terminal is connected to the battery 21. Thus, the bidirectional charger 22 can use the external AC power supply 6 to charge the battery 21. This process is the charging state described above. Furthermore, the AC output terminal of the bidirectional charger 22 is connected to the traction converter 23, and the traction converter 23 is connected to the traction motor 24. Thus, the bidirectional charger 22 and the traction converter 23 can use the energy stored in the battery 21 to drive the traction motor 24 to realize train operation. In this process, the bidirectional charger 22 first inverts the DC power output from the battery 21 into three-phase AC power, and the traction converter 23 then converts the three-phase AC power into three-phase frequency-converted and voltage-regulated AC power after frequency conversion and voltage regulation. This process is the working state described above. Thus, the teaching rail vehicle can operate normally in training sites lacking 25kV high-voltage power supply.

[0075] Due to limitations imposed by the training site's pantograph-catenary system, track conditions, and operating speed, faults such as high voltage, high speed, and overheating cannot be triggered by the actual train, making it difficult to simulate these fault conditions using the training rail vehicle. To address this, the training rail vehicle is equipped with a fault simulation system. Based on the aforementioned embodiment, the command receiving unit receives external commands, such as fault setting instructions or fault clearing instructions. The command receiving unit can employ... Figure 30 The diagram shows a control panel with several buttons and / or a keyboard and / or mouse and / or touchscreen, etc., which allows operators to input control commands. A signal generation unit is connected to a command receiving unit and is used to generate analog signals according to commands. In other words, the signal generation unit is a module capable of simulating triggering conditions according to control commands. Furthermore, the signal generation unit is connected to the command receiving unit and to at least one of the following operating systems: vehicle body system 1, bogie system, traction system 2, auxiliary power supply system, braking system, driver's cab system, and network control system. This structure transmits analog signals to the operating system, enabling the transmission of analog signals to the target system, triggering real vehicle faults, and facilitating the demonstration of real vehicle faults and the teaching of fault handling.

[0076] In some embodiments, the signal generation unit includes several independent signal generation modules, each of which generates an analog signal that can be read by the corresponding operating system. In this case, the several signal generation modules can trigger a corresponding operating system. In some embodiments, the signal generation unit employs a comprehensive processor equipped with PTU simulation software. Figure 31 As illustrated in the schematic diagram of the PTU simulation software interface, the PTU simulation software can simulate the simulated signals required to trigger several operating systems, and can connect with several operating system signals. Thus, several operating systems can be triggered through this signal generation unit.

[0077] Based on the above embodiments, the fault simulation system also includes a display. The display signal is connected to the corresponding signal generation unit in the vehicle body system 1, bogie system, traction system 2, auxiliary power supply system, braking system, driver's cab system, and network control system. It is used to provide feedback on the response of the operating system. The feedback method is not limited to one or more of the following: image, video, alarm, indicator light, parameter curve, etc., so as to more conveniently meet the needs of real vehicle fault display.

[0078] refer to Figure 1 and Figure 2 As can be seen from the above embodiment, the vehicle body system 1 includes a front vehicle 11 and a rear vehicle 12; the front vehicle 11 has a front driver's cab 111, a front sightseeing area 112, a vehicle tool area 113, a catering area 114, and an office area 115 arranged sequentially along the length of the vehicle; the rear vehicle 12 has a monitoring room 121, a passenger compartment 122, a passenger service area 123, a rear sightseeing area 124, and a rear driver's cab 125 arranged sequentially along the length of the vehicle, and a fault simulation system is installed in the monitoring room 121.

[0079] In some preferred embodiments, the passenger compartment 122 is equipped with first-class and second-class seats, and the service area 123 is equipped with a water heater, a washroom, and a toilet.

[0080] It should be noted that, apart from the equipment in monitoring room 121, the equipment in the remaining areas is arranged 1:1 with the corresponding equipment in the operating rail vehicles. This is to ensure that the working conditions of the trained personnel such as drivers, mechanics and attendants are the same as the actual situation, and to maintain the maintenance methods consistent with those of the operating EMUs.

[0081] The teaching rail vehicle creatively arranges various equipment to cover all typical systems of operating EMUs in a 2-car trainset, thus ensuring the integrity of professional course teaching and the practical operation of real vehicle scenarios, meeting the training needs of multiple positions such as drivers, mechanics and attendants.

[0082] refer to Figure 12 , Figure 15 and Figure 16 As can be seen, based on the above embodiments, both the lead car 11 and the tail car 12 include the car body, which is the support and installation foundation of the rail vehicle. The car body typically includes a chassis 251, side walls, a roof, and end walls.

[0083] Equipment cabinets 13 are provided inside the head car 11 and / or the tail car 12. The equipment cabinets 13 are not limited to electrical cabinets for electrical units, boiler cabinets for hot water boilers, or pneumatic control cabinets for pneumatic control units. The equipment cabinets 13 have equipment cabinet windows 14 on their side and along the vertically extending box wall. The equipment cabinet windows 14 are preferably located on the box door or cabinet door of the equipment cabinets 13, and are used to observe the internal operating structure of the equipment cabinets 13. For example, the equipment cabinet windows 14 located in the electrical cabinet are used to observe the electrical units, the equipment cabinet windows 14 located in the boiler cabinet are used to observe the hot water boiler, and the equipment cabinet windows 14 located in the pneumatic control cabinet are used to observe the pneumatic control units.

[0084] Similarly, a solid floor viewing window 15 is provided on the floor 101 of the passenger compartment 122 of the lead car 11 to observe the layer structure that makes up the floor 101 and is laid out sequentially along its own thickness direction, as well as the internal structure of the floor 101 used to fix the floor 101.

[0085] It should be noted that there are no restrictions on the type of equipment cabinet viewing window 14 and solid floor viewing window 15, as long as they meet the observation requirements.

[0086] Further, refer to Figure 13 and Figure 14 As explained, the floor 101 has a first observation port 10101 extending along its thickness direction. The first observation port 10101 is located on the inner side of the floor 101 near the inner cavity of the head carriage 11. The first observation port 10101 adopts a gradient hole structure. It should be noted that the gradient hole structure has several levels of gradient hole layers along its own extension direction, and the width of the several levels of gradient hole layers varies along the extension direction of the gradient hole structure, such as increasing and decreasing. In order to observe the several layers of the floor 101 along its own thickness direction, the first observation port 10101 is provided. The width of the several levels of gradient hole layers arranged from top to bottom of the observation port 10101 decreases. In other words, the gradient hole layer closest to the inner side of the first observation port 10101 has the largest width, and the gradient hole layer closest to the outer side of the first observation port 10101 has the smallest width. Preferably, the number of levels of the first observation port 10101 opened in the floor 101 is equal to the total number of layers that make up the floor 101 minus one. That is, the first observation port 10101 adopts a blind hole and does not open on the bottommost layer of the floor 101.

[0087] Correspondingly, the main structure of the solid floor window 15 is the first window panel 151. The first window panel 151 is preferably made of laminated glass, such as laminated glass with a thickness of 25mm, so as to be able to withstand a uniformly distributed load of 200kg. In order to realize the installation of the first window panel 151, the solid floor window 15 is also equipped with a connector 152. The connector 152 is installed on the floor 101, and the first window panel 151 is installed on the connector 152. Specifically, the first side structure of the connector 152 is laid on the floor 101, while the second side structure extends to the middle position of the first observation port 10101. Furthermore, at least two connectors 152 are respectively set on both sides of the first observation port 10101 in the horizontal direction. After the edge of the first window panel 151 located in the middle position is laid on the corresponding side connector 152, the first window panel 151 can be stably supported.

[0088] It should be noted that the connection method between connector 152 and floor 101 or first window panel 151 is not limited, as long as a non-destructive connection can be achieved, such as bonding or vacuum adsorption.

[0089] Further, refer to Figure 13 and Figure 14 As explained, the solid floor window 15 also includes a support member 153. The support member 153 is located at the bottom of the uppermost gradient hole layer and on the outer periphery of the gradient hole layer closest to the inner side of the floor 101. Thus, the middle position of the width of the connector 152 can be placed on the support member 153. In order to meet the support requirements of the connectors 152 located on both sides of the first observation port 10101, several support members 153 are also distributed on both sides of the first observation port 10101 along its own width direction. The middle position of the width of the connector 152 is placed on the corresponding support member 153, thereby stably supporting the first window panel 151.

[0090] Further, refer to Figure 13 and Figure 14As explained, the solid floor window 15 also includes a first buffer pad 154 and a second buffer pad 155. The first buffer pad 154 is a flat structure and is sandwiched between the support member 153 and the connector 152. The second buffer pad 155 is preferably an L-shaped gasket. Correspondingly, the second side structure of the connector 152 is connected to the middle position of the height of the structure in the middle of the width of the connector 152 to form a step. The edge structure of the first window panel 151 is placed above the step surface. One side of the second buffer pad 155 is sandwiched between the kick surface of the step of the connector 152 and the side of the first window panel 151. The other side of the second buffer pad 155 is sandwiched between the step surface of the step of the connector 152 and the bottom surface of the first window panel 151. The first buffer pad 154 and the second buffer pad 155 can be flexible pads such as rubber pads or polyurethane pads. The first buffer pad 154 and the second buffer pad 155 can reduce the damage that vibration may cause to the first window panel 151. It should be noted that the types of the first buffer pad 154 and the second buffer pad 155 can be the same or different, as long as they can meet the buffering requirements.

[0091] In some preferred embodiments, reference Figure 13 As explained, the support member 153 is a U-shaped profile, and the connector 152 is also a profile. Specifically, the middle section of the width of the connector 152 is a rectangular tube, which is placed on the support member 153. The first side structure of the connector 152 is a flat first connecting plate 259, and the second side structure of the connector 152 is a flat second connecting plate 259. The first connecting plate 259 and the second connecting plate 259 are connected at opposite corners of the rectangular tube to form a Z-shaped connector 152. The first connecting plate 259 is placed on the floor 101, and the first window panel 151 is placed on the second connecting plate 259. This allows the first window panel 151 to be installed through the connector 152 while reducing the height difference between the top surface of the first window panel 151 and the top surface of the floor 101.

[0092] refer to Figure 13 and Figure 14 As can be seen, in some embodiments, the connector 152 and the support 153 are equipped with fasteners such as bolts 156 for fixing. The fasteners 156 pass through the connector 152, the first buffer pad 154 and the support 153 from top to bottom, and the tail end is screwed into the interior of the floor 101.

[0093] It should be noted that the connection methods between the components included in the solid floor window 15, and between the solid floor window 15 and the floor 101, are not limited to the above-mentioned method of fastener 156. For example, bonding and / or welding are also possible.

[0094] Furthermore, the perimeter of the first window panel 151 is coated with waterproof adhesive to ensure the waterproof sealing performance of the solid floor window 15.

[0095] To improve the stability of the first window panel 151, i.e., to reduce the occurrence of situations such as denting or even collapse of the first window panel 151, refer to Figure 13 As explained, based on the above embodiment, a vibration damper 16 is also included. The vibration damper 16 is located in the first observation port 10101 and extends along the thickness direction of the floor 101. The lower end of the vibration damper 16 is mounted on the floor 101, and the head end contacts the first window panel 151 in a face-to-face manner to fix the first window panel 151, which can serve as part of the structure of the floor 101. The first observation port 10101 is opened inside the floor 101 at the location where the vibration damper 16 is provided. In other words, after the first observation port 10101 is opened on the floor 101, the vibration damper 16 is located inside the first observation port 10101, so the vibration damper 16, i.e., the fixed structure of the floor 101, can be observed.

[0096] Preferred, such as Figure 13 As shown, the floor body 1011 has a groove that extends along the width of the vehicle. The head end of the mounting bolt is engaged in the groove, and the lower end of the shock absorber 16 is threadedly connected to the tail end of the mounting bolt.

[0097] Optional, see reference Figure 17 As can be seen, the equipment cabinet window 14 includes a second window panel 141, which is the main body of the equipment cabinet window 14. The second window panel 141 is preferably made of laminated glass, such as laminated glass with a thickness of 8mm, and the second window panel 141 is attached to the cabinet wall of the equipment cabinet 13 by an adhesive layer 142.

[0098] Furthermore, such as Figure 17 As shown, the wall of the equipment cabinet 13 is provided with a second observation port. The second observation port is a through hole, and the end hole of the second observation port closest to the outside of the equipment cabinet 13 is a stepped hole. The second window plate 141 is embedded in the second observation port and is adhered to the stepped surface of the stepped hole by an adhesive layer 142. Preferably, the outer surface of the second window plate 141 is coplanar with the outer surface of the cabinet wall.

[0099] In some embodiments, reference Figure 13 As explained, the layered structure comprising the floor 101 consists of the floor body 1011, the cold-proof layer 1012, and the inner floor 1013, and the inner floor 1013, the cold-proof layer 1012, and the floor body 1011 are arranged sequentially from top to bottom. In some embodiments, the cold-proof layer 1012 is an ultra-fine glass fiber felt layer.

[0100] Based on the above embodiments, to facilitate trainees' understanding of the working principle of the pantograph 25 and its maintenance operations, the rail vehicle is also equipped with a pantograph 25, as shown in the reference. Figure 1 , Figure 3 As explained, the pantograph 25 is positioned at the midpoint of the length of the lead car 11 and at the top of the onboard tool area 113. This arrangement ensures that the distance between the top of the onboard tool area 113 and the floor 101 of the passenger compartment 122 is equal to the height of the internal activity space of the side door area at the end of the operating rail vehicle, while also meeting the space requirements for the lower ventilation duct 32 of the pantograph 25.

[0101] Based on the above embodiments, a ventilation system 3 is also included, which includes an air conditioner 31 and an air duct 32; see reference. Figure 3 As explained, the right end of the lead car 11 is equipped with a front driver's cab 111, and the left end is equipped with an air conditioner 31. The air duct 32, which works in conjunction with the air conditioner 31 to supply and return air to the vehicle, extends along the length of the vehicle, thus supplying air to different positions along the length of the lead car 11. Therefore, the air duct 32 needs to extend past the location of the pantograph 25. To ensure uniform airflow along the length of the vehicle, such as... Figure 8 As shown, the variable cross-section passage section of the air duct 32 passes directly below the pantograph 25. Compared to the section of the air duct 32 in operating rail vehicles that passes directly below the pantograph 25, the variable cross-section passage section is wider and lower. The internal dimensions of the variable cross-section passage section are similar to the internal dimensions of the adjacent passage sections within the air duct 32. Figure 8 and Figure 9 In contrast, the variable cross-section channel section has a larger inner cavity width to compensate for the height dimension compressed by the pantograph 25, so that the ventilation area of ​​the variable cross-section channel section is equal to the ventilation area of ​​its adjacent channel section, in order to maintain uniform longitudinal airflow.

[0102] In some embodiments, the variable cross-section passage section includes a main air duct 321, a supply air duct 322, and a return air duct 323. The main air duct 321 is located at the middle of the vehicle body width, and supply air ducts 322 and return air ducts 323 are provided on both sides of the main air duct 321. The supply air ducts 322 and return air ducts 323 on the first-position side are arranged along the vehicle height direction, and similarly, the supply air ducts 322 and return air ducts 323 on the second-position side are arranged along the vehicle height direction. For use, refer to... Figure 7 As shown, the air blown out by the air conditioner 31 flows into the vehicle through the main air duct 321 and the air supply duct 322 in sequence, and then into the vehicle. Conversely, refer to... Figure 6 As shown, the air inside the vehicle passes through the return air duct 323 and the main air duct 321 in sequence, and then is exhausted to the outside of the vehicle through the air conditioner 31 to achieve air circulation.

[0103] Furthermore, preferably, the signal generation unit of the fault simulation system is also connected to the ventilation system 3, specifically to the air conditioner, so as to control the ventilation system 3 to perform fault simulation.

[0104] Based on the above embodiments, regarding the air conditioner 31 and air duct 32 installed on the rear vehicle 12, as follows: Figure 1 As shown, an air conditioner 31 is provided at the end of the rear vehicle 12 near the head vehicle 11, and the air duct 32 provided at the rear vehicle 12 extends along the length of the vehicle and extends to the location of the rear driver's cab 125.

[0105] Based on the above embodiments, the pantograph 25 includes a base frame 251, a lower arm 252, and a first limiting assembly 253; the base frame 251 is mounted on the roof of the lead vehicle 11; the lower arm 252 has a first connecting portion 2521 and a lower arm body 2522 disposed on the first connecting portion 2521, and the lower arm body 2522 is pivotally connected to the base frame 251 through the first connecting portion 2521, so that the lower arm 252 is configured to rotate about the axis of rotation; the first limiting assembly 253 includes a first limiting block 2531 and a second limiting block 2532. 32. The first limiting block 2531 is provided on the base frame 251 and located on the circumferential outer side of the rotating shaft. The second limiting block 2532 is provided on the first connecting part 2521 and swings with the lower arm 252. The pantograph 25 is configured to rise and fall between a first position and a second position. The height of the first position is lower than that of the second position, and the second position is lower than the raised position of the pantograph 25. When the pantograph 25 is in the second position, the second limiting block 2532 abuts against the first limiting block 2531 to keep the pantograph 25 in the second position.

[0106] According to an embodiment of this application, the underframe 251 includes a frame portion and a connecting portion. The frame portion is formed by two horizontal plates and two vertical plates. The connecting portion is disposed at the bottom of the vertical plates. The bottom of both the frame portion and the connecting portion are mounted on the roof via supporting insulators to block the conduction of current from the pantograph 25 to the roof structure. The first connecting portion 2521 and the lower arm body 2522 are both cylindrical. The axial direction of the first connecting portion 2521 is parallel to the length direction of the horizontal plates of the underframe 251, and the axial direction of the lower arm body 2522 is perpendicular to the axial direction of the first connecting portion 2521. One end face of the lower arm body 2522 is connected to the middle part of the first connecting portion 2521. The connection method between the first connecting portion 2521 and the lower arm body 2522 includes, but is not limited to, integral molding.

[0107] According to an embodiment of this application, both the first limiting block 2531 and the second limiting block 2532 include a bottom plate. The first limiting block 2531 also includes a first head plate integrally formed with the bottom plate, and the second limiting block 2532 also includes a second head plate integrally formed with the bottom plate. The first head plate, the second head plate, and the bottom plate are all rectangular plates. The lengths of both the first head plate and the second head plate are equal to the width of the bottom plate.

[0108] According to the embodiments of this application, when the pantograph 25 is raised, the lower arm 252 moves upward relative to the base frame 251 until the pantograph 25 reaches the raised position, i.e., the pantograph 25 contacts the contact wire; when the pantograph 25 is lowered, the lower arm 252 moves downward relative to the base frame 251 until the pantograph 25 reaches the first position. Further, the second limiting block 2532 is located below the first limiting block 2531. When the lower arm 252 moves upward relative to the base frame 251, the second limiting block 2532 abuts against the first limiting block 2531, constraining the lower arm 252, and the pantograph 25 can only reach the second position, at which point the pantograph 25 does not contact the contact wire. When the pantograph 25 is lowered, the second limiting block 2532 disengages from the first limiting block 2531, and the pantograph 25 can reach the first position.

[0109] According to the embodiments of this application, the abutment of the first limiting block 2531 disposed on the base frame 251 and the second limiting block 2532 disposed on the first connecting part 2521 restricts the swing of the lower arm 252, keeping the pantograph 25 in a second position lower than the raising position, thereby preventing the pantograph 25 from contacting the overhead contact line. By raising and lowering the pantograph 25 between the lower first position and the higher second position, the teaching project of raising and lowering the pantograph 25 is ensured to proceed smoothly. At the same time, it effectively prevents problems such as the pantograph 25 contacting the overhead contact line due to operator error, causing pantograph scraping, or the pantograph 25 becoming energized and causing a short circuit in the vehicle, thus ensuring the safety of the pantograph 25 during the teaching process.

[0110] like Figure 18 and Figures 21-22 As shown, the pantograph 25 also includes a force transmission frame 254. A first end of the force transmission frame 254 is connected to a first connecting portion 2521. A second limiting block 2532 is disposed on the force transmission frame 254. The pantograph 25 also includes a lifting airbag 255. The lifting airbag 255 is disposed on the base frame 251. The output end of the lifting airbag 255 is connected to the other end of the force transmission frame 254 to drive the pantograph 25 to rise and fall between a first position and a second position.

[0111] According to the embodiments of this application, the top of the two longitudinal plates of the base frame 251 are welded with connecting side plates. The connection method between the first end of the force transmission frame 254 and the first connecting part 2521 is as follows: two support plates are installed at the first end. The two support plates are symmetrically distributed on both sides of the lower arm body 2522 and each has a circular groove. The first connecting part 2521 of the lower arm 252 is inserted into the circular groove. Among them, the first limiting block 2531 is provided on the side of the connecting side plate near the support plate, and the second limiting block 2532 is provided on the side of the support plate near the connecting side plate. The lifting airbag 255 is installed on a horizontal plate of the base frame 251, including but not limited to a rubber airbag cylinder. When the lifting solenoid valve 2512 is opened, compressed air enters the lifting airbag 255. The lifting airbag 255 expands due to air pressure and pushes the force transmission frame 254. Furthermore, through the force transmission of the support plate and the first connecting part 2521, the lower arm body 2522 rotates around the axis and is lifted upward.

[0112] According to an embodiment of this application, both the connecting side plate and the support plate are flat plates with polygonal cross-sections. The surfaces of the connecting side plate and the support plate are arranged parallel to each other. The sum of twice the thickness of the bottom plate and the width of the first head plate and the width of the second head plate is greater than the shortest distance between the connecting side plate and the support plate.

[0113] According to the embodiments of this application, when the pallet is driven upward by the pantograph airbag 255, the second limiting block 2532 is driven upward until the top surface of the second head plate and the bottom surface of the first head plate come into contact with each other. The use of planar contact can avoid excessive local stress and also increase the stability of the pantograph 25 when the pantograph is restricted.

[0114] like Figures 20-24 As shown, the outer periphery of the first connecting portion 2521 has at least two connecting positions arranged circumferentially, and the second limiting block 2532 is detachably and selectively connected to one of the connecting positions. The pantograph 25 also includes at least two sets of first limiting components 253, which are symmetrically arranged on both sides of the lower arm body 2522.

[0115] According to an embodiment of this application, at least two connection positions can be arranged on the tray. When the second limiting block 2532 is selectively connected to one connection position, the specific form can be as follows: the bottom plates of the first limiting block 2531 and the second limiting block 2532 are both provided with a first reserved hole array, the first reserved hole array includes two first reserved holes, the two first reserved holes are arranged in a row along the length direction of the bottom plate and are symmetrically distributed; the connecting side plate is provided with a second reserved hole array, the second reserved hole array includes at least two second reserved holes; the tray is provided with a third reserved hole array, the third reserved hole array includes at least two... There are three third reserved holes; wherein, two first reserved holes, at least two second reserved holes and at least two third reserved holes are completely aligned, and the first limiting block 2531 and the second limiting block 2532 are both connected by bolts to the bottom plate. When connected by bolts, the length direction of the first head plate is parallel to the length direction of the second head plate and is parallel to the width direction of the bottom plate. Furthermore, the centerline of the first head plate on the contact surface between the first head plate and the bottom plate coincides with the centerline of the bottom plate, and the centerline of the second head plate on the contact surface between the second head plate and the bottom plate coincides with the centerline of the bottom plate.

[0116] According to the embodiments of this application, by changing the connection position of the second limiting block 2532, the second position reached by the pantograph 25 can be adjusted. Simultaneously, by symmetrically arranging at least two sets of first limiting components 253 on both sides of the lower arm body 2522, the reliability of the first limiting components 253 is effectively improved, and the stability of the pantograph 25 during the lifting and limiting process is further enhanced.

[0117] like Figure 18 and Figures 25-28As shown, the lower arm 252, at the end away from the base frame 251, also has a second connecting portion 2523. The pantograph 25 also includes an upper arm 256, which includes a third connecting portion 2561 and an upper arm body 2562 disposed on the third connecting portion 2561. The extension direction of the third connecting portion 2561 is parallel to the extension direction of the second connecting portion 2523, and they are pivotally connected via a connector 152. The pantograph 25 also includes a pull rod 258. One end of the pull rod 258 is pivotally connected to the base frame 251. The upper arm 256 also has a connecting plate 259, which is disposed on the third connecting portion 2561 and extends radially outward along the third connecting portion 2561. The end of the connecting plate 259 away from the third connecting portion 2561 is pivotally connected to the other end of the pull rod 258. The pantograph 25 also includes a second limiting assembly 2510. The second limiting assembly 2510 includes a third limiting block 25101 and a fourth limiting block 25102. The third limiting block 25101 is disposed on the outer periphery of the second connecting portion 2523. The fourth limiting block 25102 is disposed on the connecting plate 259 and faces the third limiting block 25101. When the first limiting assembly 253 is inoperable, the fourth limiting block 25102 is configured to abut against the third limiting block 25101, so that the pantograph 25 is held in a third position, higher than the second position and lower than the pantograph raising position.

[0118] According to the embodiments of this application, the second connecting part 2523, the third connecting part 2561 and the upper arm body 2562 are all cylinders. The connection method between the second connecting part 2523 and the lower arm body 2522 and the connection method between the third connecting part 2561 and the upper arm body 2562 are including but not limited to integral molding.

[0119] Furthermore, the second connecting portion 2523 is also provided with a first cylindrical hole that extends axially. The connecting member 152 includes a rotating shaft and two identical side rotating plates. Specifically, the rotating shaft is cylindrical and its axis coincides with the axis of the first cylindrical hole. The diameter of the first cylindrical hole is larger than the diameter of the rotating shaft, and the length of the rotating shaft is greater than the length of the second connecting portion 2523. The side rotating plates are flat and their cross-section consists of two semicircles of different diameters and a trapezoid. Both side rotating plates are bolted to the end of the rotating shaft at one end and welded to the end face of the third connecting portion 2561 of the upper arm 256 at the other end.

[0120] Furthermore, the pull rod 258 can be integrally formed from the pull rod 258 body and the fourth connecting part. There can be at least two connecting plates 259, both plate-shaped with parallel surfaces, and both having a third pre-drilled hole of the same diameter at their ends. Both the pull rod 258 body and the fourth connecting part are cylindrical. The fourth connecting part is located at one end of the pull rod 258 body, and the other end of the pull rod 258 body can be bolted to a horizontal plate of the base frame 251. The diameter of the pull rod 258 body is smaller than the diameter of the lower arm body 2522. The fourth connecting part has a second cylindrical hole extending axially, the diameter of which is greater than or equal to the diameter of the third pre-drilled hole. In addition, the connecting plate 259 is connected to the pull rod 258 by a first bolt. Specifically, the first bolt includes a first threaded rod and two first nuts. The diameter of the first threaded rod is set to be smaller than the diameter of the third reserved hole. All the third reserved holes are symmetrically arranged at both ends of the second cylindrical hole. The first threaded rod passes through the second cylindrical hole and all the third reserved holes. The outer surface of the first threaded rod and the inner surface of the two first nuts are threaded. The two first nuts are respectively fitted onto both ends of the first threaded rod.

[0121] According to the embodiments of this application, when the lifting airbag 255 drives the lower arm 252 to move upward away from the base frame 251, the lower arm 252 drives the upper arm 256 to move upward away from the base frame 251 through the coordinated force transmission of the pull rod 258, the connector 152 and the connecting plate 259. During this process, the stability of the movement of the upper arm 256 when it is raised is enhanced.

[0122] According to an embodiment of this application, the pantograph 25 further includes a second limiting component 2510. The second limiting component 2510 includes a third limiting block 25101 and a fourth limiting block 25102. The third limiting block 25101 is disposed on the outer periphery of the second connecting portion 2523. The fourth limiting block 25102 is disposed on the connecting plate 259 and faces the third limiting block 25101. In the state where the first limiting component 2533 fails, the fourth limiting block 25102 is configured to abut against the third limiting block 25101, so that the pantograph 25 is held in a third position, higher than the second position and lower than the raised pantograph position.

[0123] According to an embodiment of this application, the third limiting block 25101 includes an electrical connection plate 259 and two identical side fixing plates. The electrical connection plate 259 includes a plate body, an extension portion, and two bent portions. The plate body is flat, the extension portion extends from one of the long sides of the plate body to the second connecting portion 2523 of the lower arm 252, and each of the two bent portions has one end integrally formed with the two short sides of the plate body. The side fixing plates are flat plates with a polygonal cross-section. Both side fixing plates are welded to the bottom of the lower arm 252 and are symmetrically distributed. The welding length of both side fixing plates is greater than twice the outer diameter of the second connecting portion 2523, and each of the two bent portions is integrally formed with the two side fixing plates at the other end.

[0124] According to an embodiment of this application, the fourth limiting block 25102 is a flat plate with a polygonal cross-section. Furthermore, at least two identical fourth limiting blocks 25102 are respectively connected to the connecting plate 259 by bolts, wherein the fourth limiting blocks 25102 and the surface of the connecting plate 259 are arranged parallel to each other.

[0125] According to an embodiment of this application, when the pantograph 25 is raised, the connecting plate 259 drives the fourth limiting block 25102 to approach the second connecting part 2523 and the third connecting part 2561. When the fourth limiting block 25102 reaches the position where it abuts against the plate of the third limiting block 25101, the transmission process from the lower arm 252 to the upper arm 256 is restricted. The second limiting component 2510 further ensures that the pantograph 25 does not come into contact with the overhead contact line, effectively improving the safety and reliability of the pantograph 25.

[0126] like Figures 18-29 As shown, the pantograph 25 also includes a detection component 2511. The detection component 2511 is disposed on the contact surface of the third limiting block 25101 or the fourth limiting block 25102, and is adapted to output a detection signal when the third limiting block 25101 and the fourth limiting block 25102 are in contact. The pantograph 25 also includes a lowering component. The lowering component is communicatively connected to the detection component 2511, and is configured to lower the pantograph 25 to a first position when a detection signal is received.

[0127] According to an embodiment of this application, a lifting solenoid valve 2512 for activating the lifting airbag 255 is disposed in the lifting circuit, and a control switch for activating the lowering assembly is connected in series with the lifting circuit. The lowering assembly may employ an insulating device; when the control switch is closed, the lifting circuit is cut off through insulation, causing the lifting solenoid valve 2512 to close. Furthermore, the detection component 2511 may be configured to output a detection signal to drive the control switch to close when the received pressure exceeds a set value.

[0128] Furthermore, after the pantograph lifting solenoid valve 2512 is closed, the compressed air in the pantograph lifting airbag 255 is discharged through the exhaust pipe. Under the action of gravity, the upper arm 256 and the lower arm 252 move downward relative to the base frame 251 until the pantograph 25 reaches the first position.

[0129] According to the embodiments of this application, when the first limiting component 253 fails, the pantograph 25 may reach a position higher than the second position after being raised. In this case, under the action of the second limiting component 2510, the pantograph 25 can still remain in a third position lower than the raised position. Simultaneously, when the second limiting component 2510 is functioning, by setting a detection component 2511 and communicating with the pantograph lowering component, the pantograph can be lowered in a timely manner, effectively preventing the pantograph 25 from exceeding the third position. Through this automatic pantograph lowering process, the problem of the pantograph 25 contacting the overhead contact line due to long-term wear or accidental damage to the first limiting component 253 or the second limiting component 2510 can be avoided in a timely manner. This effectively prevents problems such as pantograph scraping or short circuits caused by the pantograph 25 becoming energized during travel from a point without an overhead contact line to one with an overhead contact line. Furthermore, the failure of the first limiting component 253 or the second limiting component 2510 can be promptly reported to the instructors for timely repair or replacement.

[0130] According to an embodiment of this application, the upper arm 256 further includes two connecting cranks. Specifically, the two connecting cranks are located at one end of the upper arm body 2562 and the third connecting part 2561 is located at the other end of the upper arm body 2562. The connection method between the two connecting cranks and the upper arm body 2562 includes, but is not limited to, integral molding. The cross-section of the connecting crank is circular and the axis is curved. The axes of the two connecting cranks are located in the same horizontal plane and are symmetrical to each other.

[0131] Furthermore, the pantograph 25 also includes a pantograph head. Specifically, the pantograph head includes a first crossbeam, a second crossbeam, a sliding plate, and a spring connecting assembly. The first crossbeam is cylindrical and has two bolt seats on its body. The two bolt seats are respectively connected to the ends of two connecting cranks by bolts. The sliding plate is a rectangular plate and is located on the top surface of the second crossbeam. The second crossbeam is connected to the first crossbeam by the spring connecting assembly. The length directions of the sliding plate, the first crossbeam, and the second crossbeam are all parallel to the length direction of the horizontal plate.

[0132] Furthermore, the sliding plate is located on top of the pantograph 25. When the pantograph 25 reaches the raising position, the sliding plate can contact the contact wire to introduce current. The material of the sliding plate includes, but is not limited to, metal-impregnated carbon material, pure carbon material, or carbon fiber reinforced resin matrix composite material.

[0133] Furthermore, the distance between the contact wire and the ground can be set to 5300mm. When the upper arm 256 drives the bow head to move upward away from the base frame 251, the maximum height that the slide can reach relative to the ground is 4995mm through the contact between the second limiting block 2532 and the first limiting block 2531; when the upper arm 256 drives the bow head to move upward away from the base frame 251, under the condition that the second limiting block 2532 and the first limiting block 2531 are not in contact at all, the maximum height that the slide can reach relative to the ground is 5100mm through the contact between the third limiting block 25101 and the fourth limiting block 25102.

[0134] Based on the above embodiment, in the traction converter 23, the four-quadrant rectifier 232 is electrically connected to the auxiliary converter 231 and the traction inverter 233, and the auxiliary converter 231 is electrically connected to the bidirectional charger 22. The traction inverter 233 is electrically connected to the traction motor 24. In use, the teaching rail vehicle can use the auxiliary converter 231 to invert the intermediate DC power of the traction converter 23 into AC380V to meet the energy consumption required by the vehicle load, and can also use the auxiliary converter 231 to convert the bidirectional charger... The AC power output from 22 is reverse rectified into DC power, which supplies power to the intermediate DC link of the traction converter 23. Since the traction converter 23 is specifically configured with an auxiliary converter 231, a four-quadrant rectifier 232 and a traction inverter 233, based on the current traction system 2 of the rail vehicle, without manufacturing new equipment, the charging and discharging function of the intermediate DC link of the traction converter 23 can be realized with the help of the battery 21 and the bidirectional charger 22. Thus, the teaching rail vehicle can make efficient use of components and save production costs.

[0135] It should be noted that the relational terms such as "first" and "second" mentioned above are only used to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities; the terms "upper surface," "lower surface," "top," and "bottom" and the directional terms "upper," "lower," "left," and "right" mentioned above are defined based on the accompanying drawings in the specification.

[0136] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0137] The teaching track vehicle provided in this application has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

Claims

1. A teaching track vehicle, characterized by, Comprise: The car body system (1), the bogie system, the traction system (2), the auxiliary power supply system, the brake system, the driver's cab system and the network control system, so that the teaching track vehicle can operate normally; The traction system (2) comprises a storage battery (21), a bidirectional charger (22), a traction converter (23) and a traction motor (24), the AC input terminal of the bidirectional charger (22) is used for electrically connecting an external AC power supply (6), the DC input terminal is electrically connected to the storage battery (21), the AC output terminal is electrically connected to the traction converter (23), and the traction converter (23) is electrically connected to the traction motor (24); When the traction system (2) is in a charging state, the bidirectional charger (22) receives electric energy of the external AC power supply (6) and delivers to the storage battery (21); When the traction system (2) is in a working state, the storage battery (21) outputs electric energy to the bidirectional charger (22), and the bidirectional charger (22) and the traction converter (23) sequentially perform inversion and frequency conversion voltage regulation processing to drive the traction motor (24) to operate.

2. A teaching rail vehicle according to claim 1, characterized in that Also comprising a fault simulation system, the fault simulation system comprises a command receiving unit, a signal generating unit; The command receiving unit is used for receiving an external command; The signal generating unit is signal connected to the command receiving unit and is used for generating a simulation signal according to the command; The signal generating unit is signal connected to the command receiving unit and is signal connected to at least one running system in the car body system (1), the bogie system, the traction system (2), the auxiliary power supply system, the brake system, the driver's cab system and the network control system, and is used for transmitting the simulation signal to the running system.

3. A teaching rail vehicle according to claim 2, characterized in that The fault simulation system further comprises a display; the display is signal connected to the corresponding one of the car body system (1), the bogie system, the traction system (2), the auxiliary power supply system, the brake system, the driver's cab system and the network control system which is signal connected to the signal generating unit, and is used for feeding back the response of the running system.

4. A teaching rail vehicle according to claim 2, characterized in that The car body system (1) comprises a head car (11) and a tail car (12); The head car (11) has a front driver's cab (111), a front sightseeing area (112), a tool area (113), a catering area (114) and an office area (115) arranged in sequence along the car length direction; The tail car (12) has a monitoring room (121), a passenger room (122), a travel clothes area (123), a rear sightseeing area (124) and a rear driver's cab (125) arranged in sequence along the car length direction, and the monitoring room (121) is provided with the fault simulation system.

5. A teaching rail vehicle according to claim 4, characterized in that The car body system (1) further comprises an equipment cabinet (13), an equipment cabinet window (14) and a physical floor window (15). The equipment cabinet (13) is arranged in the interior of the head car (11) and / or the tail car (12), and a side wall of the equipment cabinet (13) is provided with the equipment cabinet window (14) for observing the internal operation structure of the equipment cabinet (13). The floor (101) of the passenger room (122) is provided with the solid floor window (15) for observing the structure layer and the fixing structure of the floor (101).

6. A teaching rail vehicle according to claim 4, characterized in that The traction system (2) comprises a pantograph (25) arranged at a middle position in the length direction of the head car (11), and the pantograph (25) is located at the top of the on-board tool area (113).

7. A teaching rail vehicle according to claim 6, characterised in that Further comprising a ventilation system (3); The signal generation unit is signal connected to at least one operation system in the car body system (1), the bogie system, the traction system (2), the auxiliary power supply system, the brake system, the driver's room system, the network control system and the ventilation system (3), for transmitting the analog signal to the operation system; And / or, the ventilation system (3) comprises an air conditioner (31) and an air duct (32); one end of the head car (11) is provided with the front driver's room (111), and the other end of the head car (11) is provided with the air conditioner (31); the head car (11) is provided with an air duct (32) extending along the length direction of the head car (11), and a variable cross-section channel section of the air duct (32) is located directly below the pantograph (25), and the ventilation area of the variable cross-section channel section is equal to the ventilation area of the adjacent channel section, so as to keep the longitudinal air volume uniform.

8. Railway vehicle for educational purposes according to claim 7, characterized in that The tail car (12) is provided with the air conditioner (31) near the end of the head car (11), and the air duct (32) arranged in the tail car (12) extends in the length direction of the car and extends to the position of the rear driver's room (125).

9. A teaching rail vehicle according to claim 7, characterised in that The pantograph (25) comprises a chassis (251), a lower arm (252), a first limiting assembly (253); The chassis (251) is arranged on the roof of the head car (11); The lower arm (252) has a first connecting portion (2521) and a lower arm body (2522) arranged on the first connecting portion (2521), the lower arm body (2522) is pivotally connected to the chassis (251) through the first connecting portion (2521), so that the lower arm (252) is configured to rotate around the axis of the rotation shaft; The first limiting assembly (253) comprises a first limiting block (2531) and a second limiting block (2532), the first limiting block (2531) is arranged on the chassis (251) and located on the circumferential outer side of the rotation shaft, and the second limiting block (2532) is arranged on the first connecting portion (2521) and swings with the lower arm (252). The pantograph (25) is configured to be lifted between a first position and a second position, and the first position is lower than the second position, and the second position is lower than the lifting position of the pantograph (25), and in the state that the pantograph (25) is in the second position, the second limit block (2532) abuts against the first limit block (2531), so that the pantograph (25) is kept in the second position.

10. Railway vehicle for educational purposes according to any of claims 1-9, characterized in that The traction converter (23) comprises an auxiliary converter (231), a four-quadrant rectifier (232) and a traction inverter (233), the four-quadrant rectifier (232) is electrically connected to the auxiliary converter (231) and the traction inverter (233), the auxiliary converter (231) is electrically connected to the bidirectional charger (22), and the traction inverter (233) is electrically connected to the traction motor (24).

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