Heat recovery systems and rail vehicles

Abstract

The utility model provides a heat recovery system and a rail vehicle. The heat recovery system is suitable for being assembled on a body of a rail vehicle, and comprises: a cooling device, comprising an air induction mechanism, wherein a first air duct and a second air duct are arranged in the air induction mechanism, and are suitable for discharging a part of the heat generated by a traction device and / or a power supply device configured by the rail vehicle; a communication device, which is communicatively connected with a traction motor of the traction device and a first air valve arranged on the second air duct, and is configured to adjust the opening of the first air valve in response to the operating power of the traction motor; and an air conditioning device, wherein an evaporator of the air conditioning device is arranged at an output end of the second air duct, and is suitable for recovering at least a part of the heat output by the second air duct, so as to provide auxiliary heating for a passenger compartment of the rail vehicle. The rail vehicle comprises a body provided with a heat recovery system.

Description

Technical Field

[0001] At least one embodiment of the utility model relates to the technical field of heat recovery equipment, and more specifically, to a heat recovery system and a rail vehicle. Background Art

[0002] In rail vehicles, traction equipment is suitable for providing power for rail vehicles, and power supply equipment is suitable for accessing external contact networks and supplying power to traction equipment and auxiliary equipment through power transformation.

[0003] During the operation of rail vehicles, traction equipment and power supply equipment will generate a lot of heat, which is often discharged directly to the atmosphere outside the vehicle body through cooling equipment, causing great heat loss. Air conditioning equipment needs to inhale external air and then perform cooling or heating. Especially in winter and other operating scenarios with low external ambient temperatures, air conditioning equipment needs to consume a lot of energy to assist in heating the incoming cold air, resulting in energy waste.

[0004] Therefore, how to utilize the heat generated by the traction equipment and / or the power supply equipment has become a technical problem that needs to be solved urgently. Utility Model Content

[0005] In order to solve at least one of the above-mentioned and other technical problems in the prior art, the utility model provides a heat recovery system and a rail vehicle, which recovers part of the heat generated by the traction equipment and / or the power supply equipment by connecting the evaporator of the air-conditioning equipment with the output end of the induced draft mechanism of the cooling equipment.

[0006] An embodiment of the utility model provides a heat recovery system suitable for being assembled on the body of a rail vehicle, comprising: a cooling device, including an air induced draft mechanism, wherein a first air duct and a second air duct are arranged in the air induced draft mechanism, and are suitable for discharging a portion of the heat generated by the traction device and / or the power supply device equipped with the rail vehicle; a communication device, which is communicatively connected to the traction motor of the traction device and the first air valve arranged on the second air duct, and is configured to adjust the opening of the first air valve in response to the operating power of the traction motor; and an air conditioning device, wherein the evaporator of the air conditioning device is arranged at the output end of the second air duct, and is suitable for recovering at least a portion of the heat output by the second air duct to assist in heating the passenger compartment of the rail vehicle.

[0007] According to an embodiment of the utility model, a second air valve is further provided on the second air duct, and the second air valve is configured to allow airflow to pass from the second air duct to the evaporator in one direction.

[0008] According to an embodiment of the present utility model, the second air duct is configured to gradually contract from a first side close to the cooling device to a second side close to the evaporator.

[0009] According to an embodiment of the utility model, the above-mentioned communication device includes: a train bus, which is configured to connect the vehicles of the above-mentioned rail vehicles; and a vehicle bus, which is connected to the control unit of the above-mentioned vehicle and is hung on the above-mentioned train bus through a gateway.

[0010] According to an embodiment of the present utility model, the control unit is communicatively connected with the traction motor disposed on the vehicle to obtain the operating power of the traction motor.

[0011] According to an embodiment of the utility model, the cooling device further comprises a liquid cooling mechanism, and the liquid cooling mechanism is provided with a circulating working medium therein to exchange heat with the traction device and / or the power supply device.

[0012] According to an embodiment of the utility model, the power supply equipment includes a pantograph, a traction transformer, a converter and a traction inverter which are electrically connected in sequence; the pantograph is suitable for receiving power from an external contact network, the traction transformer is suitable for stepping down the voltage, the converter is suitable for converting the stepped-down single-phase AC power into DC power, and the traction inverter is suitable for converting DC power into three-phase AC power; wherein the cooling device is configured to cool the traction inverter.

[0013] According to an embodiment of the present utility model, the traction motor and the traction inverter are electrically connected.

[0014] According to an embodiment of the utility model, the output end of the first air duct is arranged on the outer wall of the body of the rail vehicle.

[0015] An embodiment of the utility model further provides a rail vehicle, comprising a vehicle body provided with a heat recovery system.

[0016] According to the heat recovery system and rail vehicle provided by the utility model, the evaporator of the air-conditioning equipment is connected to the second air duct of the induced draft mechanism to recover a portion of the heat generated by the traction equipment and / or the power supply equipment, and the opening of the first air valve is adjusted in response to the operating power of the traction motor to improve the timeliness of energy recovery and prevent the traction equipment from overheating. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a schematic diagram of a heat recovery system according to an exemplary embodiment of the utility model;

[0018] Figure 2 yes Figure 1 The module diagram of the communication device shown.

[0019] In the drawings, the meanings of the reference numerals are as follows:

[0020] 1. Power supply equipment;

[0021] 11. Pantograph;

[0022] 12. Traction transformer;

[0023] 13. Converter;

[0024] 14. Traction inverter;

[0025] 2. Cooling equipment;

[0026] 21. First air duct;

[0027] 22. Second air duct;

[0028] 23. Second air valve;

[0029] 24. Liquid cooling mechanism;

[0030] 3. Air conditioning equipment;

[0031] 31. Evaporator;

[0032] 32. Expansion valve;

[0033] 33. Compressor;

[0034] 34. Condenser;

[0035] 35. First air valve;

[0036] 4. Guest room;

[0037] 5. Traction equipment;

[0038] 6. Communication equipment;

[0039] 61. Train bus;

[0040] 62. Gateway;

[0041] 63. Vehicle bus; and

[0042] 64. Control unit. DETAILED DESCRIPTION

[0043] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0044] The terms used herein are only for describing specific embodiments and are not intended to limit the present invention. The terms "include", "comprises", etc. used herein indicate the existence of the features, steps, operations and / or components, but do not exclude the existence or addition of one or more other features, steps, operations or components.

[0045] All terms used herein, including technical and scientific terms, have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification, and should not be interpreted in an idealized or overly rigid manner.

[0046] When using expressions such as "at least one of A, B, and C, etc.", it should generally be interpreted as the meaning of the expression generally understood by those skilled in the art. For example, "a system having at least one of A, B, and C" should include but not be limited to a system having A alone, B alone, C alone, A and B, A and C, B and C, and / or A, B, C, etc. When using expressions such as "at least one of A, B, or C, etc.", it should generally be interpreted as the meaning of the expression generally understood by those skilled in the art. For example, "a system having at least one of A, B, or C" should include but not be limited to a system having A alone, B alone, C alone, A and B, A and C, B and C, and / or A, B, C, etc.

[0047] In rail vehicles, traction equipment is suitable for providing power for rail vehicles, and power supply equipment is suitable for accessing external contact networks and supplying power to traction equipment and auxiliary equipment through power transformation.

[0048] During the operation of rail vehicles, traction equipment and power supply equipment will generate a lot of heat. To prevent the generated heat from accumulating, it is necessary to use cooling equipment to exchange heat and discharge the heat, while air conditioning equipment needs to provide auxiliary heat when the passenger compartment of the rail vehicle is in a low temperature usage scenario. Therefore, the cooling equipment can be coupled with the air conditioning equipment to recover part of the heat generated by the traction equipment and / or power supply equipment.

[0049] Therefore, how to utilize the heat generated by the traction equipment and / or the power supply equipment to provide a heat recovery system has become a technical problem that needs to be solved urgently.

[0050] In view of this, based on the same inventive concept, the utility model provides a heat recovery system and a rail vehicle.

[0051] Figure 1 It is a principle diagram of a heat recovery system according to an illustrative embodiment of the utility model.

[0052] The heat recovery system provided by the utility model is suitable for being assembled on the body of a rail vehicle, such as Figure 1As shown, it includes a cooling device 2, a communication device 6 and an air conditioning device 3. The cooling device 2 includes an air induction mechanism, in which a first air duct 21 and a second air duct 22 are arranged, which are suitable for discharging a part of the heat generated by the traction device 5 and / or the power supply device 1 configured by the rail vehicle. The communication device 6 is connected in communication with the traction motor of the traction device 5 and the first air valve 35 arranged on the second air duct 22, and is configured to adjust the opening of the first air valve 35 in response to the operating power of the traction motor. The evaporator 31 of the air conditioning device 3 is arranged at the output end of the second air duct 22, and is suitable for recovering at least a part of the heat output by the second air duct 22 to assist in heating the passenger compartment 4 of the rail vehicle.

[0053] According to the embodiments of the present utility model, Figure 1 As shown, the cooling device 2 further includes a liquid cooling mechanism 24 , which has a circulating working medium built therein to exchange heat with the traction device 5 and / or the power supply device 1 .

[0054] In an illustrative embodiment, not shown in the figure, the liquid cooling mechanism includes a coolant storage tank, a cooling circulation component and a radiator. In detail, the coolant storage tank is suitable for storing circulating working fluid, and preferably can be configured with a liquid level sensor to monitor the storage amount of the circulating working fluid. Further, the coolant storage tank is connected to the cooling circulation component as a liquid source, wherein the cooling circulation component includes but is not limited to a loop formed by a pump, a pipeline, a valve and necessary connectors, so that the circulating working fluid stored in the coolant storage tank is circulated in the cooling circulation component through the pump to exchange heat with the traction equipment 5 and the heating equipment 1. Furthermore, a radiator (such as a plate heat exchanger) is also configured in the cooling circulation component to dissipate the heat exchanged by the circulating working fluid to the outside.

[0055] In an illustrative embodiment, Figure 1 As shown, the cooling device 2 further includes a housing. Specifically, the housing is provided with a first air duct 21 and a second air duct 22. Furthermore, the air induction mechanism of the cooling device is arranged in the housing and is arranged opposite to the radiator to guide the heat emitted by the radiator outward.

[0056] In such an embodiment, the evaporator 31 of the air-conditioning equipment 3 is connected to the second air duct 22 of the induced draft mechanism to recover a portion of the heat generated by the traction equipment 5 and / or the power supply equipment 1, and the opening of the first air valve is adjusted in response to the operating power of the traction motor to improve the timeliness of energy recovery and prevent the traction equipment from overheating.

[0057] Based on the actual operating conditions of rail vehicles, they can be roughly divided into stationary conditions (such as conditions when the vehicle is stationary) and operating conditions (such as conditions when the vehicle is driving). Furthermore, the operating conditions also configure the low-power conditions, medium-power conditions, and high-power conditions of the traction motor according to the actual usage scenarios.

[0058] Corresponding to the above working conditions, the power of the traction motor can be configured from low to high as P1, P2, P3, that is, P1<P2<P3. Since the power of the traction motor is positively correlated with the heat generated, the opening of the first air valve 35 can be configured based on the above operating power of the traction motor to recover more heat output by the cooling device 2 and to dissipate the heat of the traction device 5 and / or the power supply device 1 in time.

[0059] In actual use scenarios, the passenger compartment of a rail vehicle does not always require auxiliary heating. For example, when the passenger compartment temperature has met the temperature conditions that the driver and passengers feel comfortable, there is no need for auxiliary heating. For this reason, the temperature can be adjusted (i.e., fresh air, cooling or heating) only through the existing structure of the air-conditioning device 3.

[0060] In an illustrative embodiment, the air conditioning device 3 includes an evaporator 31, a compressor 33, a condenser 34 and an expansion valve 32 connected by pipelines. In detail, the evaporator 31 is suitable for absorbing external heat (such as heat output by the cooling device) to convert the refrigerant from liquid to gas, so as to achieve heat recovery; the compressor 33 is suitable for circulating the refrigerant in the air conditioning device and compressing the low-pressure refrigerant into a high-pressure and high-temperature gas; the condenser 34 is suitable for releasing the heat stored in the refrigerant; the expansion valve is suitable for throttling and controlling the flow of the refrigerant.

[0061] In an illustrative embodiment, the air conditioning device 3 is also equipped with a temperature sensor for detecting the room temperature (i.e., the passenger compartment temperature). In detail, the temperature sensor includes but is not limited to a circuit formed by a thermistor, a constant current source, and a voltage comparator. Furthermore, the signal output end of the temperature sensor is connected to the communication device 6 for communication, so as to access the control unit of the vehicle to assist in adjusting the opening of the first air valve 35.

[0062] In the actual use scenario, the actual temperature (i.e., T1) in the passenger compartment 4 is detected during the operation of the air-conditioning device 3; the air-conditioning device 3 can set a preset temperature (i.e., T2) based on the comfortable body temperature of the driver and passengers. The actual temperature is collected by the temperature sensor of the air-conditioning device 3. It should be noted here that the air-conditioning device equipped with a temperature sensor is not the protection midpoint of the present utility model, and any air-conditioning device in the field with temperature detection, temperature feedback and constant temperature control can be selected and applied.

[0063] In an exemplary embodiment, the opening degree of the first air valve 35 is configured to be adjusted in response to the traction motor and the indoor temperature.

[0064] For example, when the rail vehicle is in a stationary condition, the opening of the first air valve 35 can be configured to be zero (ie, closed).

[0065] In this working condition, the traction motor is only in the state of maintaining preheating, self-testing or other preparatory actions, and the heat generated is relatively low. Therefore, it is not necessary to recover heat through the evaporator 31 of the air conditioning device 3. If in this working condition, the actual temperature of the passenger compartment 4 is lower than the preset temperature (i.e., T1 < T2), the passenger compartment can be supplemented with the auxiliary heating function (such as a heat pump) of the air conditioning device 3 itself.

[0066] For another example, when the rail vehicle is in operation, the difference between the actual temperature of the passenger compartment and the preset temperature (ie, T1 - T2) can be used as a priority indicator for adjusting the opening of the first air valve 35 .

[0067] Please refer to the following table for details:

[0068] When 0°C < T1-T2 < 3°C, in response to the operating power of the traction motor (P1, P2, P3, P1 < P2 < P3), the opening degree of the first air valve 35 is controlled as shown in Table 1 below:

[0069] Temperature difference P1 P2 P3 When 0℃<T1-T2<3℃ 2 / 3 1 / 3 1 / 3

[0070] Table 1

[0071] When 3°C<T1-T2<8°C, in response to the operating power of the traction motor (P1, P2, P3, P1<P2<P3), the opening degree of the first air valve 35 is controlled as shown in the following Table 2:

[0072] Temperature difference P1 P2 P3 When 3℃<T1-T2<8℃ 3 / 3 2 / 3 1 / 3

[0073] Table 2

[0074] When T1-T2≥8°C, in response to the operating power of the traction motor (P1, P2, P3, P1<P2<P3), the opening degree of the first air valve 35 is controlled as shown in the following Table 3:

[0075] Temperature difference P1 P2 P3 T1-T2≥8℃ 3 / 3 3 / 3 3 / 3

[0076] Table 3

[0077] In such an embodiment, the evaporator 31 of the air-conditioning device 3 recovers the heat output by the traction device 5 and the power supply device 1 to perform auxiliary heating on the fresh air passing through the air-conditioning device 3. Since the air-conditioning device does not need auxiliary heating at all times during actual use, the temperature sensor of the air-conditioning device 3 can be connected to the communication device 6 to obtain the temperature in the passenger compartment, and coordinated control can be performed through the control unit 64 set in the vehicle.

[0078] In the implementation shown in Table 1 above, since the temperature difference between the actual temperature and the preset temperature is small, when the traction motor is in low-power operation, the first air valve 35 can have a larger opening to more fully utilize the heat; and when the traction motor is in medium-power and high-power operation, the opening of the first air valve 35 is reduced to prevent the evaporator 31 from recovering too much heat and causing the passenger compartment to be in an overheated temperature environment.

[0079] In the implementation shown in Table 2 above, since the temperature difference between the actual temperature and the preset temperature is centered, the first air valve 35 can have a smaller opening when the traction motor is in low-power operation, and the opening of the first air valve 35 can be gradually increased when the traction motor is in medium-power and high-power operation, so that the evaporator can recover heat more fully.

[0080] In the implementation shown in Table 3 above, since the temperature difference between the actual temperature and the preset temperature is too large, the first air valve 35 can be kept at the maximum opening when the traction motor is in the low power, medium power and high power operation state to fully recover heat and quickly increase the temperature in the passenger compartment 4. On this basis, the auxiliary heating function of the air conditioning device 3 itself can also be used to further accelerate the temperature increase.

[0081] In an illustrative embodiment, the traction equipment 5 further comprises a bogie. Specifically, the bogie (not shown in the figure) comprises a wheelset, an axle box spring suspension device, a frame, a secondary spring suspension device and a basic brake device.

[0082] In an illustrative embodiment, not shown in the figure, the frame includes but is not limited to being configured in an "H-shape", "Sun-shape", "II-shape" or any other shape. In detail, the frame is used as a mounting base for the power bogie, and other devices can be directly or indirectly mounted on the frame.

[0083] In an illustrative embodiment, not shown in the figure, a frame includes but is not limited to two wheelsets. Specifically, the wheelsets are formed by interference fit (such as cold pressing or hot pressing) between wheels and axles. The wheels include but are not limited to integrally rolled steel wheels; the axles include but are not limited to hollow axles to reduce the dead weight of the wheelsets.

[0084] In an illustrative embodiment, the traction motor can be any one of axle suspension (i.e., half of the traction motor is supported on the axle and the other half is suspended on the frame), frame suspension (i.e., the traction motor is supported on the frame) and body suspension (i.e., the traction motor is installed on the vehicle body) according to actual use requirements. In detail, the traction motor includes but is not limited to any one of a DC traction motor, an AC traction motor and a linear traction motor. Among them, in response to the currently more commonly used 25kV single-phase AC overhead line, the traction motor preferably adopts an AC traction motor (such as a three-phase asynchronous AC traction motor).

[0085] According to the embodiments of the present utility model, Figure 1 As shown, the output end of the first air duct 21 is arranged on the outer wall of the body of the rail vehicle.

[0086] In an exemplary embodiment, the output end of the first air duct 21 includes but is not limited to being configured as a tubular channel with a grille and disposed at at least one of the top, bottom and side of the vehicle body. Further, the second air duct 22 is connected to the evaporator chamber of the air conditioning device 3 (i.e., the position of the inner cavity of the air conditioning device where the evaporator is disposed) through a pipeline.

[0087] The first air duct 21 may be in a normally open state, or may be provided with an openable and closable grille to connect or close the first air duct 21 to the external air environment.

[0088] It should be noted here that any grille that can be used to control the opening and closing of the air duct in the art can be selected and applied, and no further details will be given.

[0089] For example, a louvered grille or a sliding door grille.

[0090] According to the embodiments of the present utility model, Figure 1 As shown, a second air valve 23 is further provided on the second air duct 22 , and the second air valve 23 is configured to allow air flow to pass from the second air duct 22 to the evaporator 31 in one direction.

[0091] According to the embodiments of the present utility model, Figure 1 As shown, the second air duct 22 is configured to be gradually narrowed from a first side close to the cooling device 2 to a second side close to the evaporator 31 .

[0092] In an illustrative embodiment, Figure 1 As shown, the first air valve 23 is disposed on the first side of the second air duct 22 (as shown in FIG. Figure 1 The second air valve 23 is disposed on the second side of the second air duct 22 (as shown in FIG. Figure 1 In detail, the first air valve 23 includes but is not limited to a gravity air valve.

[0093] For example, the gravity damper can be a damper plate equipped with a gravity device. When air flows through, the pressure generated by the air flow will push the damper plate to open; when the air flow stops, the damper plate will automatically close due to the action of gravity. In this way, the flow direction of the air flow is restricted so that the air flow can only flow from the first side of the second air duct 22. In this way, the air flow in the air conditioning device 3 can be prevented from flowing back into the cooling device 2. It should be understood that the embodiment of the utility model is not limited to this, and the first air valve 23 can also adopt other one-way valves.

[0094] In an illustrative embodiment, Figure 1 As shown, the second air valve 23 may be an electrically controlled air valve. Specifically, a shutter mechanism equipped with a motor may be used to drive the rotation angle of the shutter structure through the motor, thereby adjusting the opening of the second air valve 23.

[0095] According to the embodiments of the present utility model, Figure 1 As shown, the control unit 64 is in communication connection with a traction motor disposed in the vehicle to obtain the operating power of the traction motor.

[0096] According to the embodiments of the present utility model, Figure 1 As shown, the power supply device 1 includes a pantograph 11, a traction transformer 12, a converter 13 and a traction inverter 14 which are electrically connected in sequence. The pantograph 11 is suitable for receiving power from an external overhead line, the traction transformer 12 is suitable for stepping down the voltage, the converter 13 is suitable for converting the stepped-down single-phase alternating current into direct current, and the traction inverter 14 is suitable for converting the direct current into three-phase alternating current. Among them, the cooling device 2 is configured to cool the traction inverter 14.

[0097] According to the embodiments of the present utility model, Figure 1 As shown, the traction motor and the traction inverter are electrically connected.

[0098] In an illustrative embodiment, an external overhead contact network (not shown in the figure) is electrically connected to a substation (not shown in the figure). In detail, the rated voltage of the overhead contact network includes but is not limited to a single-phase AC power supply system configured to be 25 kV. Further, the pantograph 11 is in contact with the overhead contact network to receive power.

[0099] In an illustrative embodiment, not shown in the figure, the converter 13 is electrically connected to the traction transformer 12 to convert the single-phase AC power stepped down by the traction transformer 12 into DC power to form an intermediate DC link. Further, the traction inverter 14 is electrically connected to the converter 13 to convert the DC power into three-phase AC power suitable for driving the traction motor. The converter 13 includes but is not limited to a four-quadrant converter.

[0100] Figure 2 yes Figure 1 The module diagram of the communication device shown.

[0101] According to the embodiments of the present utility model, Figure 2 As shown, the communication device 6 includes a train bus 61 and a vehicle bus 63. The train bus 61 is configured to connect the vehicles of the rail vehicle. The vehicle bus 63 is connected to the control unit 64 of the vehicle and is connected to the train bus 61 through the gateway 62.

[0102] In an illustrative embodiment, Figure 2 As shown, the communication device 6 includes a two-layer structure formed by a train bus 61 and a vehicle bus 63. In detail, the train bus 61 is suitable for connecting different vehicles or EMU units (including multiple vehicles, such as EMUs and trailers) to run through the entire rail vehicle. Further, the vehicle bus 63 connects the internal control units 64, and the vehicle bus 63 is also connected to the train bus 61 through a gateway 62 to form an in-vehicle communication network.

[0103] In such an embodiment, the control unit 64 is adapted to collect traction information of the corresponding vehicle (ie, the operating power of the traction motor) and transmit the signal in the form of a message via the train bus 61 .

[0104] The rail vehicle provided by the utility model, which is not shown in the figure, includes a vehicle body provided with a heat recovery system.

[0105] In an exemplary embodiment, the heat recovery system is installed in the vehicle body.

[0106] It should also be noted that the directional terms mentioned in the embodiments, such as "upper", "lower", "front", "back", "left", "right", etc., are only reference directions of the drawings and are not intended to limit the scope of protection of the present invention. Throughout the drawings, the same elements are represented by the same or similar reference numerals. Conventional structures or configurations will be omitted when they may cause confusion in the understanding of the present invention.

[0107] The embodiments of the present invention are described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of the present invention. Although the embodiments are described above separately, this does not mean that the measures in the various embodiments cannot be used in combination to advantage. The scope of the present invention is defined by the attached claims and their equivalents. Without departing from the scope of the present invention, a person skilled in the art may make a variety of substitutions and modifications, which should all fall within the scope of the present invention.

Claims

1. A heat recovery system suitable for being mounted on a rail vehicle body, characterized in that: include: The cooling device (2) comprises an air induction mechanism, wherein a first air duct (21) and a second air duct (22) are arranged in the air induction mechanism, and are suitable for discharging a part of the heat generated by the traction device (5) and / or the power supply device (1) equipped with the rail vehicle; a communication device (6) which is communicatively connected to the traction motor of the traction device (5) and the first air valve (35) provided on the second air duct (22), and is configured to adjust the opening of the first air valve (35) in response to the operating power of the traction motor; as well as An air conditioning device (3), wherein the evaporator (31) of the air conditioning device (3) is arranged at the output end of the second air duct (22), and is suitable for recovering at least a portion of the heat output by the second air duct (22) to assist in heating the passenger compartment (4) of the rail vehicle.

2. The system according to claim 1, characterized in that The second air duct (22) is also provided with a second air valve (23), and the second air valve (23) is configured to allow airflow to pass from the second air duct (22) to the evaporator (31) in one direction.

3. The system according to claim 1, characterized in that The second air duct (22) is configured to gradually taper from a first side close to the cooling device (2) to a second side close to the evaporator (31).

4. The system according to claim 1, characterized in that The communication device (6) comprises: A train bus (61) configured to connect vehicles of the rail vehicle; and The vehicle bus (63) is connected to the control unit (64) of the vehicle and is connected to the train bus (61) via a gateway (62).

5. The system according to claim 4, characterized in that The control unit (64) is in communication connection with the traction motor arranged on the vehicle to obtain the operating power of the traction motor.

6. The system according to claim 1, characterized in that The cooling device (2) further comprises a liquid cooling mechanism (24), wherein the liquid cooling mechanism (24) has a built-in circulating working medium for exchanging heat with the traction device (5) and / or the power supply device (1).

7. The system according to any one of claims 1 to 6, characterized in that: The power supply equipment (1) comprises a pantograph (11), a traction transformer (12), a converter (13) and a traction inverter (14) which are electrically connected in sequence; The pantograph (11) is suitable for receiving electricity from an external overhead contact network, the traction transformer (12) is suitable for reducing voltage, the converter (13) is suitable for converting the reduced voltage single-phase alternating current into direct current, and the traction inverter (14) is suitable for converting direct current into three-phase alternating current; Wherein, the cooling device (2) is configured to cool the traction inverter (14).

8. The system according to claim 7, characterized in that The traction motor and the traction inverter are electrically connected.

9. The system according to any one of claims 1 to 6, characterized in that: The output end of the first air duct (21) is arranged on the outer wall of the body of the rail vehicle.

10. A rail vehicle, characterized in that: The invention comprises a vehicle body provided with a heat recovery system as claimed in any one of claims 1 to 9.

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