Coupler system energy consumption calculation method and system in railway wagon operation process

Abstract

The invention discloses a method and a system for calculating energy consumption of a coupler system in the running process of a railway wagon, and relates to the technical field of crossing of railway vehicle dynamics and green energy technologies. The multi-source energy consumption dynamic coupling model comprises a car coupler gap collision area, a sliding friction area between car couplers, a car coupler-slave plate seat impact area, a car coupler-carrier wearing plate fretting wear area and a buffer damping area; based on the energy flow topology network, determining an energy transfer priority and efficiency matrix in the multi-source energy consumption dynamic coupling model; and generating an energy consumption probability density function based on a generalized polynomial chaos expansion method, and outputting a low-carbon design parameter set and total energy consumption. According to the method, high-precision calculation and low-carbon design optimization of the full-life-cycle energy consumption of the coupler system are realized, and a core theoretical support is provided for green transformation of railway freight.

Description

Technical Field

[0001] The present invention relates to the cross - technical field of railway vehicle dynamics and green energy technologies, and particularly to a method and system for calculating the energy consumption of a coupler system during the operation of railway freight cars. Background Art

[0002] The statements in this part only provide background technical information related to the present invention and do not necessarily constitute prior art.

[0003] As an important part of railway transportation, railway freight cars undertake the task of cargo transportation. Therefore, the energy consumption of railway freight cars is huge. During the operation of railway freight cars, the energy consumption of the coupler system accounts for a certain proportion of the operation energy consumption of railway freight cars. Accurately calculating the energy consumption of the coupler system can clarify the carbon emission situation and provide reliable data support for energy conservation and emission reduction.

[0004] There are a series of technical problems in the existing methods for calculating the energy consumption of railway freight car coupler systems, which restrict the accuracy of energy consumption calculation and the green development of railway freight car operation. The specific technical problems are as follows: 1. The energy consumption models in the prior art lack key mechanisms. For example, in the patent application No. CN202411223044.0, "A method and system for determining the operation energy efficiency of railway freight cars in formation" is disclosed. Although there is some research on determining the operation energy efficiency of railway freight cars in this patent, in the construction of the coupler system energy consumption model, this patent fails to fully consider the key factors in actual operation. When the coupler actually operates, the coupler clearance collision accounts for 12% - 18% in the energy consumption of mountain lines. However, most of the prior art does not incorporate it into the energy consumption model, resulting in a large deviation in energy consumption calculation. At the same time, the dynamic effect of fretting wear between the coupler and the wear plate is often ignored, and the existing models fail to reflect its influence on energy consumption with time and working conditions, making it difficult for energy consumption calculation to accurately reflect the actual situation.

[0005] 2. The dynamic coupling in the prior art is overly simplified. In the existing calculation of the energy consumption of the coupler system, taking the friction coefficient as an example, static assumptions are mostly used, and the complex coupling relationship between speed - temperature - roughness is not considered. In actual operation, the friction coefficient of the coupler will change significantly with the change of the train operation speed, the change of the temperature of the coupler components, and the wear of the contact surface roughness. However, the prior art fails to effectively capture these dynamic changes, resulting in a large error between the energy consumption calculation result and the actual energy consumption and being unable to provide an accurate basis for the optimal design of the coupler system. Summary of the Invention

[0006] To solve the above problems, the present invention proposes a method and system for calculating the energy consumption of the coupler system during the operation of railway freight cars. By constructing a multi-source energy consumption dynamic coupling model, determining the energy transfer priority and efficiency matrix, and outputting a low-carbon design parameter set, it can comprehensively improve the calculation accuracy, realize the high-precision calculation of the full-dimensional energy consumption of the coupler system and carbon emission quantification, and provide reliable data support for energy conservation and emission reduction.

[0007] To achieve the above object, the present invention adopts the following technical solutions: In the first aspect, the present invention provides a method for calculating the energy consumption of the coupler system during the operation of railway freight cars, including: Constructing a multi-source energy consumption dynamic coupling model of the coupler system, where the multi-source energy consumption dynamic coupling model includes a coupler clearance collision area, a sliding friction area between couplers, a coupler - bolster seat impact area, a coupler - wear plate wear area, and a buffer damper area; Based on the energy flow topology network, determining the energy transfer priority in the multi-source energy consumption dynamic coupling model; wherein, the energy transfer priority is that the coupler clearance collision area is greater than the coupler - bolster seat impact area is greater than the buffer damper area is greater than the sliding friction area between couplers is greater than the coupler - wear plate wear area; Based on the energy transfer priority weight, calculating the total energy consumption through weighted superposition.

[0008] In a further technical solution, the energy consumption integral formula of the coupler clearance collision area is specifically expressed as: ; where is the total energy consumption of clearance collision, is the number of collisions per unit time, is the effective mass participating in the collision, is the restitution coefficient, is the instantaneous relative velocity of the nth collision, is the plastic deformation depth generated by the nth collision, is the material plastic stress - strain function.

[0009] In a further technical solution, the sliding friction area between couplers is where the coupler contact surface generates sliding friction under longitudinal vibration, and its energy consumption integral formula is specifically expressed as: ; where is the total energy consumption of sliding friction between couplers, is the first dynamic friction coefficient, is the first dynamic normal load, is the relative sliding velocity of the coupler contact surface, 0 is the starting time for calculating the total energy consumption of sliding friction between couplers, and T is the ending time.

[0010] Further technical solution: The impact area of the coupler - rear yoke seat is where the coupler and the front and rear yoke seats undergo impact - sliding composite friction under lateral vibration, and the normal load is asymmetrically distributed. Its energy consumption integral formula is specifically expressed as: ; Wherein, is the total energy consumption of the coupler and the front and rear yoke seats under the impact - sliding composite action, is the second dynamic friction coefficient, is the second dynamic normal load, is the relative sliding speed during the impact process, is the impact energy dissipation factor, is the energy loss in a single impact process, 0 is the moment when the calculation of the total energy consumption of the coupler and the front and rear yoke seats under the impact - sliding composite action starts, and T is the end - calculation moment.

[0011] Further technical solution: The wear area of the coupler - wear plate is where the coupler and the wear plate of the coupler carrier undergo periodic fretting friction to cause surface wear. Its energy consumption integral formula is specifically expressed as: ; Wherein, is the total energy consumption of the coupler and the wear plate due to periodic fretting wear, is the third dynamic friction coefficient, is the third dynamic normal load, is the relative sliding speed of fretting wear, 0 is the moment when the calculation of the total energy consumption of the coupler and the wear plate due to periodic fretting wear starts, and T is the end - calculation moment.

[0012] Further technical solution: The damping area of the buffer is where the buffer dissipates longitudinal vibration energy through viscous damping and hysteretic damping. Its energy consumption integral formula is specifically expressed as: ; Wherein, is the total energy consumed by the buffer due to damping in the time interval [0, T], is the viscous damping coefficient, is the velocity normalization threshold, is the hysteretic damping coefficient, n is the nonlinear index, is the relative velocity of the buffer, 0 is the moment when the calculation of the total energy consumed by the buffer due to damping starts, and T is the end - calculation moment.

[0013] Further technical solution: The formula for the total energy consumption is: ; wherein, is the priority weight, is different energy - consuming regions, is the total energy consumption of different energy-consuming regions.

[0014] In a second aspect, the present invention provides an energy consumption calculation system for a coupler system during the operation of a railway freight car, including: A model construction module, configured to: construct a multi-source energy-consuming dynamic coupling model for the coupler system, where the multi-source energy-consuming dynamic coupling model includes a coupler clearance collision area, a sliding friction area between couplers, a coupler - bolster seat impact area, a coupler - wear plate wear area, and a buffer damper area; A transmission priority and efficiency matrix determination module, configured to: determine the energy transmission priority in the multi-source energy-consuming dynamic coupling model; where the energy transmission priority is that the coupler clearance collision area is greater than the coupler - bolster seat impact area, which is greater than the buffer damper area, which is greater than the sliding friction area between couplers, which is greater than the coupler - wear plate wear area; An output module, configured to: calculate the total energy consumption through weighted superposition based on the energy transmission priority weights.

[0015] Compared with the prior art, the beneficial effects of the present invention are: 1. The prior art does not cover the dynamic effects of coupler clearance collision and fretting wear, resulting in the lack of key mechanisms in the energy consumption model. The present invention constructs a multi-source energy-consuming dynamic coupling model, including models of the coupler clearance collision area, sliding friction area, impact area, fretting wear area, and buffer damper area. This enables the energy consumption calculation to cover all key energy-consuming parts, improving the comprehensiveness and accuracy of the calculation. For example, when calculating the energy consumption of a line in the southwestern mountainous area, the energy consumption of clearance collision can be accurately included, while the traditional model does not. The calculation error of the present invention for the energy consumption of clearance collision is only 4.5%.

[0016] 2. In the prior art, the friction coefficient is assumed statically, without considering the velocity - temperature - roughness coupling relationship, resulting in excessive simplification of dynamic coupling. The present invention establishes a velocity - temperature - roughness coupling friction coefficient equation, breaking through the limitations of the traditional Coulomb's law, more accurately reflecting the actual friction situation, reducing the calculation error of sliding friction energy consumption from 18% in the traditional model to 3.2%, and improving the overall energy consumption calculation accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings forming a part of the present invention are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention.

[0018] Figure 1 is the multi-source energy consumption topological network diagram of the coupler system of the present invention; DETAILED DESCRIPTION OF THE INVENTION The present invention will be further described below in conjunction with the drawings and embodiments.

[0019] It should be noted that the following detailed description is exemplary and aims to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which the present invention pertains. In the case of no conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0020] Embodiment 1 This embodiment provides a method for calculating the energy consumption of the coupler system during the operation of railway freight cars, which specifically includes the following content: In this embodiment, a railway freight car with a load of 80 t on a line in the southwestern mountainous area (gradient 20‰) is taken as an example for illustration: Since the prior art does not cover the dynamic effects of coupler clearance collision and fretting wear, resulting in the lack of key mechanisms in the energy consumption model and further affecting the accuracy of energy consumption calculation, in this embodiment, a multi-source energy consumption dynamic coupling model of the coupler system is first constructed. Among them, the multi-source energy consumption dynamic coupling model includes a coupler clearance collision area (F), a sliding friction area between couplers (A), a coupler - bolster seat impact area (B, C), a coupler - wear plate wear area (D), and a buffer damper area (E).

[0021] Specifically: The physical mechanism of the coupler clearance collision area (F) is the coupler clearance Under the excitation of the track, it causes periodic collisions, generating energy dissipation, including plastic deformation, sound energy, and thermal energy.

[0022] Energy consumption integral formula for the coupler clearance collision area (F): ; where is the total energy consumption of clearance collision, representing the total energy dissipated by the coupler clearance in periodic collisions, including kinetic energy loss and plastic deformation energy, unit: joule (J), is used to quantify the contribution of clearance collision to the total energy consumption of the coupler system, guiding the optimization of clearance design to reduce energy loss.

[0023] is the number of collisions per unit time, which is jointly determined by track irregularity excitation and coupler clearance size. Its calculation / calibration method: Statistical analysis through non-linear dynamics equations (such as piecewise stiffness models) combined with the Poincaré mapping method; Calibration with measured data (such as recording collision events with on-vehicle acceleration sensors). For example: Approximately 5 times per kilometer on a straight line, and up to 20 times per kilometer on a mountainous line. is the effective mass participating in the collision, usually the equivalent mass of a single-sided coupler, unit: kilogram (kg), determination method: Calculating the mass through the three-dimensional model of the coupler structure. For example: The mass of the coupler of a C70 type freight car is approximately 80 - 100 kg.

[0024] is the coefficient of restitution, representing the proportion of kinetic energy retained after a collision. When = 1, it is a perfectly elastic collision (no energy loss); = 0, it is a perfectly plastic collision (kinetic energy is completely dissipated). Its calibration method is as follows: Measuring the velocity ratio before and after the collision by high-speed photography: ; Fitting through dynamic compression tests of materials. For example: steel couplers = 0.3 - 0.6, polymer composite materials = 0.1 - 0.3.

[0025] is the instantaneous relative velocity of the nth collision, which determines the magnitude of the collision kinetic energy, unit: meters per second (m / s). Its calculation source: Solving the coupler displacement through the piecewise stiffness dynamics equation and velocity ; Driving the vibration response by the track excitation input (such as track spectrum). For example: on plain lines ≈ 0.2 - 0.5 m / s, and it can reach 1.0 m / s under braking conditions in mountainous areas.

[0026] is the depth of plastic deformation generated by the nth collision, unit: millimeters (mm). Its calculation model: Calibrated through finite element simulation or indentation tests. For example: The plastic deformation of low-carbon steel in a single collision is about 0.05 - 0.2 mm.

[0027] is the plastic stress-strain function of the material, describing the relationship between stress and strain during the plastic deformation process. The expression is: (power-law model), where is the hardening coefficient, calibrated by the material compression test; is the strain hardening index (typical value 0.3 - 0.5). Its integral represents the plastic deformation work, which directly determines the energy consumption of plastic deformation.

[0028] In the energy consumption integral formula in the coupler clearance collision area (F), represents the kinetic energy loss term, which is the kinetic energy loss caused by inelastic deformation during the collision, inversely proportional to the square of the coefficient of restitution, and it accounts for 60% - 80% of the total collision energy consumption (depending on the value of e).

[0029] represents the plastic deformation energy term, which is the energy consumed by the plastic deformation of the material, positively correlated with the material hardness and deformation depth; it accounts for 20% - 40% of the total collision energy consumption (the proportion of high-hardness materials is lower).

[0030] In this embodiment, taking the optimization of the coupler clearance of a certain type of freight car coupler as an example: Original parameters: coupler clearance = 5 mm, restitution coefficient e = 0.4, hardening coefficient = 1500 MPa; Optimized parameters: coupler clearance = 3 mm, restitution coefficient e = 0.5 (using elastic coating), hardening coefficient = 2000 MPa (high-strength steel); The effect is: the number of collisions per unit time decreases from 15 times / km to 8 times / km, the energy consumption per single collision is reduced by 30%, and the annual energy saving reaches 1.2x10 3 MJ / vehicle. By quantifying the collision kinetic energy loss and plastic deformation energy, the energy consumption mechanism of clearance collision is completely described. Parameter calibration needs to combine dynamic simulation, material tests and measured data, and the optimization direction focuses on reducing the collision frequency ( ), and the energy consumption per single collision (e and ). This model provides a core theoretical tool for coupler clearance design and material selection.

[0031] The sliding friction area (A) between couplers is where the coupler contact surface generates sliding friction under longitudinal vibration, and the friction coefficient is affected by the coupling of speed, temperature, and roughness.

[0032] Energy consumption integral formula for the sliding friction area (A) between couplers: ; Among them, the first dynamic friction coefficient model : = ; Among them, is the total energy consumption of the sliding friction between couplers, representing the energy loss generated by sliding friction in the time interval [0, T]. Its unit is joule (J), which is used to quantify the contribution of sliding friction to the total energy consumption of the coupler system and guide the optimization of surface treatment or lubrication strategies. Among them, the time interval [0, T] represents the time period from the start time 0 of calculating the total energy consumption of the sliding friction between couplers to the end time T of the calculation, that is, 0 is the start calculation time and T is the end calculation time.

[0033] is the first dynamic friction coefficient, which characterizes the instantaneous change of the frictional force during the sliding friction process and is affected by the coupling of multiple factors such as speed, temperature, and surface roughness. Among them, is the dynamic model speed correction term, indicating the non-linear growth of the friction coefficient when the speed increases; is the dynamic model temperature decay term, indicating that the friction coefficient decreases exponentially with the increase of temperature. In this embodiment, steel-steel contact = 0.2 - 0.6, DLC coating surface = 0.1~0.15.

[0034] is the first dynamic normal load, representing the positive pressure borne by the coupler contact surface during the sliding process. Its calculation model is: ; where represents the equivalent elastic modulus, ; , is the elastic modulus of the material, is the Poisson's ratio. represents the equivalent curvature radius of the contact surface, ; represents the contact deformation, which is solved from the coupler vibration displacement. In this embodiment, the normal load of the C70 freight car coupler is about 50~150 kN.

[0035] is the relative sliding speed of the coupler contact surface, which is determined by the longitudinal vibration speed difference of the coupler. Its calculation source is as follows: Coupler vibration differential equation: = ; where is the longitudinal displacement of the coupler, and are the longitudinal speed and longitudinal acceleration of the coupler, is the track excitation input.

[0036] Track excitation input The calculation method is as follows: ; In the formula, is the longitudinal force of the coupler generated by the track excitation during railway operation, kN; is the equivalent vertical stiffness (combining the stiffness of the suspension system, wheel-rail contact stiffness, etc.), taking the empirical value = 1.2 x 10 6 N / m; is the vertical track irregularity amplitude (mm) during railway freight operation, which can adopt the measured track data or standard road spectrum data. The maximum vertical irregularity amplitude takes 5 mm for straight lines and 10 mm for curves / mountainous lines; is the vertical-longitudinal force conversion coefficient, taking the empirical value straight = 0.15, curve / mountain = 0.25.

[0037] In this embodiment, On a straight track, the speed ranges from 0.1 to 0.3 m / s and can reach 1.0 m / s under braking conditions.

[0038] is the static friction coefficient, which characterizes the friction characteristics of the contact surface at zero speed and normal temperature.

[0039] Its calibration method is the static friction test (such as the inclined plane method); = 0.25 ; where is the surface roughness, The optimization method for is to use a low-friction coating (such as MoS 2 coating, which can be reduced to below 0.1).

[0040] is the speed correction coefficient, which quantifies the enhancement effect of the sliding speed on the friction coefficient. In this embodiment, for steel-steel contact = 0.2 - 0.5, and under lubricated conditions = 0.05 - 0.1. High-speed sliding leads to increased deformation of surface asperities and accumulation of frictional heat.

[0041] is the critical speed threshold. When the speed exceeds this value, the friction coefficient increases significantly, indicating a change in the friction mechanism (such as from adhesive friction to plowing friction). Its calibration method is to identify the inflection point of the friction coefficient - speed curve. In this embodiment, for a steel coupler = 0.5 m / s, and for a polymer composite material = 0.2 m / s.

[0042] is the temperature decay coefficient, which characterizes the rate at which the friction coefficient decreases due to frictional heat. Its calculation model is as follows: = ; where is the material thermal conductivity (W / m·K); is the volumetric heat capacity (J / m³·K); is the characteristic thickness of the contact surface (m). In this embodiment, for steel = 0.01K -1 , and for a ceramic coating = 0.005K -1 .

[0043] is the real-time temperature field of the contact surface, which is determined by the dynamic balance between frictional heat generation and heat dissipation. Its control equation is: ; Its boundary condition is the ambient temperature , the convective heat transfer coefficient h. In this embodiment, the contact surface temperature can reach 200 - 400 under continuous braking conditions .

[0044] Specifically: Taking the sliding friction optimization of a certain type of freight car coupler as an example: Original parameters: = 0.25, = 0.5 m / s, R = 120mm; Optimization measures: Adopt DLC coating, = 0.12; Increase the curvature radius to R = 150mm; Effect: The sliding friction energy consumption is reduced by 45%; The annual operating energy consumption is reduced by 8x10 3 MJ / car.

[0045] The above formula (the energy consumption integral formula for the sliding friction area (A) between couplers) accurately quantifies the sliding friction energy consumption between couplers through the coupled calculation of the dynamic friction coefficient, normal load, and relative sliding speed. Parameter calibration needs to combine material properties, surface topography, and working conditions, and the optimization direction focuses on reducing the friction coefficient, controlling temperature rise, and optimizing the contact stress distribution. This model provides a key theoretical basis for the energy-saving design and intelligent operation and maintenance of the coupler system.

[0046] In the coupler - bolster seat impact area (B, C), the coupler and the front and rear bolster seats undergo impact - sliding composite friction under lateral vibration, and the normal load is asymmetrically distributed.

[0047] Energy consumption integral formula for the coupler - bolster seat impact area (B, C): ; Among them, the normal force distribution model: ; Instantaneous dissipation of impact energy:

[0048] is the total energy consumption of the coupler and the front and rear bolster seats under the impact - sliding composite action, including sliding friction energy consumption and instantaneous impact energy loss. The unit is joule (J). It is used to quantify the energy dissipation in the impact area of the front and rear bolster seats and guide the anti - impact structure design and material selection. In the integral formula, 0 is the moment when the calculation of the total energy consumption of the coupler and the front and rear bolster seats under the impact - sliding composite action starts, and T is the end - calculation moment.

[0049] is the second dynamic friction coefficient, which characterizes the instantaneous characteristics of sliding friction during the impact process and is affected by the impact speed and contact surface temperature. Its dynamic model is:

[0050] wherein, is the static friction coefficient (typical value of steel-steel contact is 0.25); is the impact velocity correction factor (0.1 - 0.3); is the critical impact velocity threshold (about 1.0 m / s).

[0051] is the second dynamic normal load, which describes the pressure distribution in the contact area during the impact process. The key parameters calculated by the normal force distribution model are: is the dynamic normal force, jointly solved from the lateral vibration acceleration of the coupler and the track excitation; a(t) is the contact half-width, a(t) = (R is the radius of curvature of the contact surface); is the asymmetric correction factor, ( is the installation inclination angle of the yoke seat, is the lateral vibration amplitude).

[0052] is the relative sliding velocity during the impact process, determined by the difference between the lateral vibration velocity of the coupler and the dynamic response velocity of the yoke seat. Its calculation sources include solving the lateral vibration velocity from the multi-body dynamics equation of the coupler and obtaining the dynamic displacement field from the flexible body modal analysis of the yoke seat. In this embodiment, on a straight track, it is about 0.1 - 0.5 m / s, and on a curve section, it can reach 1.2 m / s.

[0053] is the impact energy dissipation factor, representing the proportion of the instantaneous energy loss during the impact in the total impact energy. In this embodiment, for low-carbon steel = 0.3 - 0.5, and for high-manganese steel = 0.6 - 0.8.

[0054] is the energy loss during a single impact process, which consists of a kinetic energy loss term and a plastic deformation work. The calculation method is the same as the kinetic energy loss term and the plastic deformation energy term formulas in the coupler clearance collision area (F).

[0055] is the coefficient of restitution, reflecting the proportion of the kinetic energy retained after the impact. It is the same as the coefficient of restitution e in the coupler clearance collision area (F). In this embodiment, for cast steel couplers = 0.4 - 0.6, and for composite yoke seats = 0.2 - 0.4.

[0056] is the dynamic yield stress-strain function of the material, describing the stress response of plastic deformation during impact. In the coupler clearance collision area (F) .

[0057] In this embodiment, taking the impact resistance optimization of the front and rear bolster seats of a certain type of railway freight car as an example: Original parameters: = 0.3 ( = ), = 0.4, = 345 MPa; Optimization measures: Adjust the installation inclination angle to = , = 0.17; Use a high manganese steel bolster seat ( = 550 MPa); Effect: The impact energy consumption is reduced by 35%; The service life of the bolster seat is extended by 50%, and the annual maintenance cost is reduced by 30%.

[0058] The coupler-wearing plate wear area (D) is caused by the periodic fretting friction between the coupler and the wearing plate of the coupler support, and the surface wears. The friction coefficient decays with the accumulation of wear.

[0059] The energy consumption integral formula for the coupler-wearing plate wear area (D): ; Among them, the friction coefficient decay model (Archard theory): ; ; Among them, is the material wear coefficient (typical value for steel-polymer pairing ); is a time-varying function of surface roughness, calculated through the wear depth model.

[0060] is the total energy consumption generated by the periodic fretting wear between the coupler and the wearing plate, reflecting the energy dissipation under the combined action of friction and wear, in joules (J), used to quantify the contribution of fretting wear to the system energy consumption and guide the optimization of material selection strategies. Among them, 0 is the moment when the calculation of the total energy consumption generated by the periodic fretting wear between the coupler and the wearing plate starts, and T is the end calculation moment.

[0061] is the third dynamic friction coefficient, characterizing the time-varying characteristics of the frictional force during the wear process, and decaying with the increase of surface roughness and wear depth.

[0062] Among them, is the initial friction coefficient, representing the static friction coefficient when not worn; is the wear integral term, representing the friction coefficient attenuation caused by the cumulative sliding distance. In this embodiment, the steel-polymer pairing = 0.15 - 0.25, and the ceramic-steel pairing = 0.08 - 0.12.

[0063] is the third dynamic normal load, which is formed by the superposition of the coupler self-weight and the vibration inertia force. Its calculation model is: ; where is the vertical vibration acceleration, which is solved by driving the multi-body dynamics model with the track spectrum excitation; is the equivalent mass of the coupler. In this embodiment, the normal load of the wear-resistant plate of an 80t freight car is about 10 - 30 kN.

[0064] is the relative sliding speed of fretting wear, which is jointly determined by the lateral vibration of the coupler and the dynamic response of the wear-resistant plate. Its calculation source is the analysis of the coupler lateral vibration velocity spectrum and the solution of the flexible body deformation field of the wear-resistant plate. In this embodiment, it is 0.05 - 0.2 m / s on a straight line, and can reach 0.5 m / s on a curve section.

[0065] is the wear rate coefficient, characterizing the friction coefficient attenuation rate per unit sliding distance. Among them, is the material wear coefficient (mm³ / N·m), which is calibrated through the pin-on-disc wear test; is the material Vickers hardness (MPa), which is positively correlated with the anti-wear ability; is the ratio of the real-time value to the initial value of the surface roughness. The increase in roughness accelerates wear.

[0066] is the time-varying function of the surface roughness, characterizing the evolution of the contact surface morphology during the wear process. Its dynamic model: ; The calibration method is to measure the wear surface morphology with a white light interferometer or an atomic force microscope (AFM). In this embodiment, the initial roughness = 1.6 and it can reach = 3.2 .

[0067] In this embodiment, taking the optimization of the wear-resistant plate of a certain type of freight car coupler as an example: Original parameters: = 0.2, = 2x10 -6mm 3 / (N·m), = 300 MPa; Optimization measures: Use silicon carbide reinforced polyetheretherketone (SiC-PEEK) composite material: = 6x10 -7 mm 3 / (N·m), = 450 MPa; Surface polished to = 0.6 ; Effect: The fretting friction energy consumption is reduced by 55%; The wear plate life of the coupler yoke is extended by 2.5 times, and the replacement cost is reduced by 60%.

[0068] The energy consumption integral formula for the wear area (D) of the coupler - wear plate accurately quantifies the energy consumption evolution mechanism of fretting wear of the coupler - yoke wear plate through the combination of the dynamic friction coefficient decay model and Archard wear theory. Parameter calibration needs to combine material wear tests, surface topography analysis and dynamic load modeling, and the optimization direction focuses on reducing the initial friction coefficient, improving material wear resistance and controlling the growth of surface roughness. This model provides a key theoretical tool for the long - life design and green operation and maintenance of the coupler system.

[0069] The buffer damping zone (E) dissipates the longitudinal vibration energy of the buffer through viscous damping (linear) and hysteretic damping (non - linear). Buffer damping zone (E): ; Among them, the damping force model: ; is the total energy dissipated by the buffer due to damping in the time interval [0, T], including the contributions of viscous damping and hysteretic damping, unit: joule (J). It is used to quantify the contribution of the buffer to the energy consumption of the coupler system and guide the optimization of damping parameters to balance energy dissipation and operation stability. Among them, the time interval [0, T] represents the time period from the start time 0 of calculating the total energy dissipated by the buffer due to damping to the end time T of the calculation, that is, 0 is the start calculation time and T is the end calculation time.

[0070] is the viscous damping coefficient, which is a proportionality factor characterizing the linear relationship between the damping force and the velocity, unit: N·s / m. Its calibration method is: determined by the slope of the force - velocity curve of the low - speed ( ) damping test. In this embodiment, = 5 x 10 4 N·s / m.

[0071] is the speed normalization threshold, which controls the saturation characteristic of the viscous damping force. When the speed exceeds , the viscous damping force tends to saturate, unit: meter per second (m / s). Its action mechanism is: When , the damping force is approximately linear; When , the damping force tends to a constant value .

[0072] In this embodiment, = 0.1 m / s (adapting to the common railway freight car operation speed range).

[0073] is the hysteretic damping coefficient, which represents the proportionality factor of the non - linear relationship between the damping force and the speed, unit: newton - second n / meter n (N·s ⁿ / m ⁿ ), which is determined by the exponent n. Its calibration method is: determined by fitting the force - speed curve of the high - speed ( ) damping test. In this embodiment, = 1 x 10 5 N·s 1.8 / m 1.8 .

[0074] n is the non - linear exponent, which controls the sensitivity of the hysteretic damping force to the speed change, value range: , common value n = 1.8. The action mechanism is: n = 1: The damping force is proportional to the square of the speed (similar to fluid damping); n > 1: The damping force increases faster with the speed, applicable to high - cycle fatigue energy - dissipation scenarios.

[0075] is the relative speed of the buffer, that is, the instantaneous relative movement speed between the coupler and the car body, meter per second (m / s), and its calculation source: the solution of the longitudinal vibration differential equation of the coupler, or obtained through multi - body dynamics simulation. In this embodiment, on a straight track: ≈0.05 - 0.3 m / s; in emergency braking: ≈1.0 m / s.

[0076] T is the integration time interval, unit: second (s), and its application scenarios are short - time analysis (braking process) and long - time analysis (full life).

[0077] In the above energy - consumption integral formula of the buffer damping zone (E), is the viscous damping energy - consumption term, which represents approximately linear damping at low speeds ( ), saturated at high speed ( ); Energy consumption ratio: 30% - 50% of the total damping energy consumption (dominant in low-speed conditions).

[0078] is the hysteretic damping energy consumption term, indicating non-linear growth at high speed, simulating internal friction of materials and energy consumption due to structural deformation; Energy consumption ratio: 50% - 70% of the total damping energy consumption (dominant in high-speed / impact conditions).

[0079] In this embodiment, taking the optimization of a certain type of truck buffer as an example: Original parameters: = 3x10 4 N·s / m, = 5x10 4 N·s 1.8 / m 1.8 , n = 1.8; Problem: The buffer temperature rises too high during braking in mountainous areas, and the energy consumption is concentrated; Optimization measures: Adjust = 6x10 4 N·s / m to enhance low-speed energy consumption; reduce n = 1.2 to slow down high-speed non-linear growth; Effect: The distribution of the total damping energy consumption is more balanced, the temperature rise is reduced by 40%; the braking distance is shortened by 8%, meeting the requirements of green operation.

[0080] The energy consumption integral formula for the buffer damping zone (E) accurately quantifies the energy consumption characteristics of the buffer in different speed ranges through the coupled modeling of viscous and hysteretic damping. Parameter calibration needs to combine dynamic tests and simulation analysis, and the optimization direction focuses on the balance between low-speed stability and high-speed energy absorption, providing a theoretical core for the energy conservation and reliability design of railway trucks.

[0081] Then, based on the energy flow topology network, determine the energy transfer priority and efficiency matrix in the multi-source energy-consuming dynamic coupling model; among them, the energy transfer priority is the coupler clearance collision zone (F) > the coupler - bolster seat impact zone (B, C) > the buffer damping zone (E) > the coupler sliding friction zone (A) > the coupler - wear plate wear zone (D); In this embodiment, the total energy consumption is weighted and superimposed through the energy transfer priority: ; among them, is the priority weight, is different energy-consuming regions, taking values from A to F, is the total energy consumption of different energy-consuming regions.

[0082] Physical basis: Impact energy is preferentially dissipated through plastic deformation, and frictional energy is distributed according to contact stiffness.

[0083] Embodiment Two This embodiment provides a calculation system for the energy consumption of the coupler system during the operation of railway freight cars, which specifically includes the following modules: A model construction module, configured to: construct a multi-source energy consumption dynamic coupling model of the coupler system, where the multi-source energy consumption dynamic coupling model includes a coupler clearance collision area, a sliding friction area between couplers, a coupler - bolster seat impact area, a coupler - wear plate wear area, and a buffer damper area; A transmission priority and efficiency matrix determination module, configured to: determine the energy transmission priority in the multi-source energy consumption dynamic coupling model; among them, the energy transmission priority is that the coupler clearance collision area is greater than the coupler - bolster seat impact area is greater than the buffer damper area is greater than the sliding friction area between couplers is greater than the coupler - wear plate wear area; An output module, configured to: calculate the total energy consumption through weighted superposition based on the energy transmission priority weights.

[0084] It should be noted here that each module in this embodiment corresponds one by one to the method in Embodiment 1, and its specific implementation process is the same, so it will not be repeated here.

[0085] Embodiment 3 This embodiment provides a computer-readable storage medium, on which a program is stored, and when the program is executed by a processor, it implements the steps in a method for calculating the energy consumption of the coupler system during the operation of railway freight cars as described in Embodiment 1 above.

[0086] Embodiment 4 An electronic device, including a memory, a processor, and a program stored on the memory and executable on the processor, characterized in that when the processor executes the program, it implements the steps in a method for calculating the energy consumption of the coupler system during the operation of railway freight cars as described in Embodiment 1 above.

[0087] The above are only the preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

[0088] Although the specific implementation manners of the present invention have been described above in conjunction with the accompanying drawings, it is not a limitation on the protection scope of the present invention. Those skilled in the art should understand that based on the technical solutions of the present invention, various modifications or deformations that can be made by those skilled in the art without creative efforts are still within the protection scope of the present invention.

Claims

1. A method for calculating the energy consumption of a coupler system during the operation of a railway freight car, characterized in that: include: Constructing a multi-source energy consumption dynamic coupling model of the coupler system, wherein the multi-source energy consumption dynamic coupling model includes a coupler gap collision zone, an inter-coupler sliding friction zone, a coupler-follower plate impact zone, a coupler-wear plate wear zone, and a buffer damping zone; Based on the energy flow topology network, the energy transfer priority in the multi-source energy consumption dynamic coupling model is determined; among them, the energy transfer priority is that the collision area of ​​the coupler gap is greater than the impact area of ​​the coupler-slave plate seat is greater than the buffer damping area is greater than the sliding friction area between the couplers and the wear area of ​​the coupler-wear plate; Based on the energy transfer priority weights, the total energy consumption is calculated by weighted superposition.

2. A method for calculating the energy consumption of a coupler system during the operation of a railway freight car according to claim 1, characterized in that: The energy consumption integral formula of the coupler gap collision zone is specifically expressed as: ;in, is the total energy consumption of gap collision, is the number of collisions per unit time, is the effective mass involved in the collision, is the coefficient of restitution, is the instantaneous relative velocity of the nth collision, is the plastic deformation depth caused by the nth collision, is the material plastic stress-strain function.

3. The method for calculating the energy consumption of the coupler system during the operation of a railway freight car according to claim 1, characterized in that: The sliding friction zone between the couplers is the sliding friction generated by the contact surface of the couplers under longitudinal vibration, and its energy consumption integral formula is specifically expressed as: ； in, is the total energy consumed by sliding friction between the couplers, is the first dynamic friction coefficient, is the first dynamic normal load, is the relative sliding speed of the coupler contact surface, 0 is the time when the total energy consumption of sliding friction between couplers starts to be calculated, and T is the time when the calculation ends.

4. A method for calculating the energy consumption of a coupler system during the operation of a railway freight car as claimed in claim 1, characterized in that: The coupler-follower plate impact zone is where the coupler and the front and rear follower plates experience impact-sliding composite friction under lateral vibration, and the normal load is asymmetrically distributed. The energy consumption integral formula is specifically expressed as: ； in, is the total energy consumption of the coupler and the front and rear follower plates under the combined impact-sliding action, is the second dynamic friction coefficient, is the second dynamic normal load, is the relative sliding velocity during the impact process, is the impact energy dissipation factor, is the energy loss in a single impact process, 0 is the time when the total energy consumption of the coupler and the front and rear follower plates under the combined action of impact and sliding begins to be calculated, and T is the time when the calculation ends.

5. The method for calculating the energy consumption of the coupler system during the operation of a railway freight car according to claim 1, characterized in that: The wear zone of the coupler-wear plate is the surface wear caused by periodic micro-friction between the coupler and the wear plate of the coupler support, and its energy consumption integral formula is specifically expressed as: ； in, is the total energy consumption caused by periodic micro-motion wear of the coupler and the wear plate, is the third dynamic friction coefficient, is the third dynamic normal load, is the relative sliding speed of fretting wear, 0 is the time to start calculating the total energy consumption of the coupler and the wear plate due to periodic fretting wear, and T is the time to end the calculation.

6. A method for calculating the energy consumption of a coupler system during the operation of a railway freight car as claimed in claim 1, characterized in that: The buffer damping area is where the buffer dissipates longitudinal vibration energy through viscous damping and hysteresis damping. The energy consumption integral formula is specifically expressed as: ； in, is the total energy consumed by the buffer due to damping in the time interval [0, T], is the viscous damping coefficient, is the velocity normalization threshold, is the hysteresis damping coefficient, n is the nonlinear index, is the relative speed of the buffer, 0 is the time when the total energy consumed by the buffer due to damping begins to be calculated, and T is the time when the calculation ends.

7. A method for calculating the energy consumption of a coupler system during the operation of a railway freight car as claimed in claim 1, characterized in that: The formula for the total energy consumption is: ;in, is the priority weight, For different energy consumption areas, is the total energy consumption of different energy consumption areas.

8. A system for calculating the energy consumption of a coupler system during the operation of a railway freight car, characterized in that: include: The model building module is configured to: build a multi-source energy consumption dynamic coupling model of the coupler system, wherein the multi-source energy consumption dynamic coupling model includes a coupler gap collision zone, an inter-coupler sliding friction zone, a coupler-follower plate impact zone, a coupler-wear plate wear zone, and a buffer damping zone; The transfer priority and efficiency matrix determination module is configured to: determine the energy transfer priority in the multi-source energy consumption dynamic coupling model; wherein the energy transfer priority is that the collision area of ​​the coupler gap is greater than the impact area of ​​the coupler-slave plate seat is greater than the buffer damping area is greater than the sliding friction area between the couplers is greater than the wear area of ​​the coupler-wear plate; The output module is configured to obtain the total energy consumption by weighted superposition calculation based on the energy transfer priority weight.

9. A computer-readable storage medium having a program stored thereon, characterized in that: When the program is executed by a processor, the steps of the method for calculating the energy consumption of a coupler system during the operation of a railway freight car as described in any one of claims 1 to 7 are implemented.

10. An electronic device comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the steps of the method for calculating the energy consumption of the coupler system during the operation of a railway freight car as described in any one of claims 1 to 7 are implemented.

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