Railway freight car running process energy consumption calculation method and system
By establishing a standard energy consumption calculation model using dynamic methods, the systemic problem of energy consumption calculation for railway freight cars was solved, and accurate energy consumption prediction under different conditions was achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CRRC SHANDONG CO LTD
- Filing Date
- 2023-10-19
- Publication Date
- 2026-07-31
AI Technical Summary
Existing technologies for calculating the energy consumption of railway freight cars are fragmented and lack a systematic approach, primarily focusing on locomotives and trains, which has significant limitations and makes it impossible to accurately predict the energy consumption of railway freight cars.
A standard energy consumption calculation model was established using dynamic methods. Taking into account the full load rate of railway freight cars and meteorological factors, friction power and aerodynamic drag were calculated using multibody dynamics methods. Combined with meteorological data of the railway line section, energy consumption simulation was carried out.
It achieves greater accuracy and comprehensiveness in calculating the energy consumption of railway freight cars, enabling better prediction of their energy consumption, especially under rainy or snowy weather conditions.
Smart Images
Figure CN117454504B_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of energy consumption analysis during the operation of rail transit vehicles, and particularly relates to a method and system for calculating the energy consumption of railway freight cars during operation. Background Technology
[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.
[0003] Railway freight, as a vital component of transportation, carries a large volume of cargo transport tasks. Railway freight also consumes enormous amounts of energy.
[0004] Currently, the energy consumption of railway freight cars is generally measured after use using metering tools such as fuel meters or electricity meters. Some work has been done on pre-use estimation of rail transit vehicle energy consumption simulation, such as calculating train traction energy consumption and energy consumption simulation calculations based on the "Train Traction Calculation Regulations," mainly based on empirical formulas for similar vehicle types. However, current research is fragmented, lacks a systematic approach, and is somewhat one-sided. Furthermore, previous calculations primarily focused on locomotives and trains, which has limitations in practical application. Summary of the Invention
[0005] To address at least one of the technical problems mentioned above, this invention provides a method and system for calculating energy consumption during railway freight car operation. It adopts a dynamic approach to establish a standard energy consumption calculation model, comprehensively considers factors such as the full load rate of railway freight cars, and takes into account the impact of rain and snow weather using meteorological data from the railway line section. This comprehensive approach makes the energy consumption calculation model more accurate.
[0006] To achieve the above objectives, the present invention adopts the following technical solution:
[0007] The first aspect of this invention provides a method for calculating energy consumption during the operation of railway freight cars, comprising the following steps:
[0008] To acquire operational data during the operation of railway freight cars;
[0009] Based on the operational data of railway freight cars, the railway freight car line sections are broken down according to the standard energy consumption model, and the line types in the standard energy consumption model are matched.
[0010] Based on the decomposed line section operation data and the railway freight car dynamics calculation model, vehicle energy consumption information under different line sections is obtained; wherein, the construction process of the railway freight car dynamics calculation model is as follows:
[0011] Using the multibody dynamics method, the geometry and relative position of each surface of the railway freight car are mathematically described according to the actual structure. The contact normal force and friction force of the contact surface are obtained by using the surface contact function. The friction power is obtained by combining the vehicle speed. The friction power is integrated with time to obtain the friction power consumption of the railway freight car.
[0012] The total energy consumption of vehicles is obtained by summing up the energy consumption information of vehicles on all routes.
[0013] Furthermore, in the standard energy consumption model, the route information is divided into straight sections, curved sections, gradients, and tunnels; the standard energy consumption model is defined as a train model of multiple vehicles operating at different speeds on different routes under a certain load capacity of tonnage.
[0014] Furthermore, the process of obtaining vehicle energy consumption information for different line sections based on the disassembled line section operation data and the railway freight car dynamics calculation model specifically includes:
[0015] The standard energy consumption model of the vehicle was used to perform dynamic simulation on a straight section to obtain the energy consumption of a single vehicle at different speeds on the straight section.
[0016] The standard energy consumption model of the vehicle was used to perform dynamic simulations on different curve segments to obtain the energy consumption of a single vehicle at different running speeds under different curve segments, curve radii, and a certain length.
[0017] The standard energy consumption model of the vehicles was used to perform dynamic simulations on straight sections with gradients to obtain the energy consumption of a single vehicle at different speeds on a straight section with different gradients.
[0018] Furthermore, the construction of the railway freight car dynamics calculation model also includes: aerodynamic drag generated by factors such as railway freight car operating speed, wind speed and direction, and air pressure and temperature, which is obtained through flow field calculation and superimposed on the railway freight car dynamics calculation model.
[0019] Furthermore, the construction process of the railway freight car dynamics calculation model also includes:
[0020] Considering the impact of full load rate, the standard energy consumption model of the vehicle is used for dynamic simulation at maximum speed under different loads on straight sections, curved sections and slopes to obtain the energy consumption of a single vehicle.
[0021] Considering the influence of tunnel route factors, fluid software is used to simulate vehicles passing through tunnels. Taking into account the influence of vehicle shape and different operating speeds, the vehicle drag coefficient is obtained, and then the drag energy consumption correction coefficient under different operating speeds on straight sections is obtained.
[0022] Considering the impact of rain and snow, dynamic analysis is performed on a set straight segment vehicle formation to obtain the energy consumption of vehicles at different operating speeds. Then, the energy consumption correction coefficient of vehicles at different operating speeds in rain and snow is obtained, thus obtaining the vehicle energy consumption.
[0023] Furthermore, the standard energy consumption calculation for straight sections, curved sections, and straight sections with gradients involves calculating the energy consumption of a single vehicle at different operating speeds using speed specifications, and interpolating the energy consumption of a single vehicle at other speeds. For straight sections with different gradients, the energy consumption of a single vehicle at different gradients can be obtained by fixing a series of speeds. The energy consumption of a single vehicle at corresponding speeds at other gradients can be calculated by interpolating the energy consumption of a single vehicle at the corresponding speeds at adjacent gradients.
[0024] A second aspect of the present invention provides a railway freight car operation energy consumption calculation system, comprising:
[0025] The operation data acquisition module is configured to acquire operation data during the operation of railway freight cars;
[0026] The line dismantling module is configured to dismantle the railway freight car operation line section based on the operation data of the railway freight car operation process and the standard energy consumption model, and match the line type in the standard energy consumption model.
[0027] The energy consumption calculation module is configured to obtain vehicle energy consumption information for different sections based on the decomposed line section operation data and the railway freight car dynamics calculation model; wherein, the construction process of the railway freight car dynamics calculation model is as follows:
[0028] Based on the multibody dynamics method, the geometry and relative position of each surface of the railway freight car are mathematically described according to the actual structure. The contact normal force and friction force of the contact surface are obtained by using the surface contact function. The friction power is obtained by combining the vehicle speed. The friction power is integrated with time to obtain the friction power consumption of the railway freight car.
[0029] The total energy consumption of vehicles is obtained by summing up the energy consumption information of vehicles on all routes.
[0030] A third aspect of the present invention provides a computer-readable storage medium.
[0031] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps in the above-described method for calculating energy consumption during the operation of railway freight cars.
[0032] A fourth aspect of the present invention provides a computer device.
[0033] A computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the steps in the above-described method for calculating energy consumption during railway freight car operation.
[0034] Compared with the prior art, the beneficial effects of the present invention are:
[0035] 1. This invention uses dynamics to establish a standard energy consumption calculation model, and comprehensively considers factors such as the full load rate of railway freight cars. It also takes into account the impact of rain and snow weather by using meteorological data of the railway line section. The model is comprehensive and the energy consumption calculation model is relatively more accurate.
[0036] 2. This invention utilizes finite element software to consider the influence of wind resistance on the shape of railway freight cars, and uses this to correct the dynamic model, which is of great significance for subsequent calculation of energy consumption for railway freight car speed-up.
[0037] 3. The standard energy consumption calculation model provided by this invention can be easily applied to the energy consumption calculation of actual line sections, and the calculation method is simple and convenient.
[0038] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description
[0039] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.
[0040] Figure 1 This is a flowchart of the energy consumption calculation method for railway freight car operation provided in an embodiment of the present invention;
[0041] Figure 2 This is a schematic diagram of a vehicle formation passing through a tunnel, provided in an embodiment of the present invention;
[0042] Figure 3 This is a typical circuit diagram provided in an embodiment of the present invention;
[0043] Figure 4 This is a schematic diagram of the vehicle standard energy consumption model grouping provided in the embodiment of the present invention.
[0044] Figure 5 This is the longitudinal mechanical model of a single vehicle provided in the embodiments of the present invention. Detailed Implementation
[0045] The present invention will be further described below with reference to the accompanying drawings and embodiments.
[0046] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.
[0047] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.
[0048] Example 1
[0049] like Figure 1 As shown in the figure, this embodiment provides a method for calculating the standard energy consumption of railway freight cars, including the following steps:
[0050] Step 1: Obtain operational data during the operation of railway freight cars;
[0051] The energy consumption calculation information for railway freight cars includes the operating section of the line, vehicle formation information, vehicle operation information, environmental factors, etc.
[0052] The road operating section includes the starting point and ending point of the line, straight sections, curved sections, gradients, tunnels, etc. The straight sections include the number of segments and the length of each segment; the curved sections include the curve radius and length of each curved segment; the gradients include the gradient of the line and the number of sections with gradients. The tunnel information includes the number of tunnels and their lengths.
[0053] The vehicle formation information includes the number of vehicles of each type in the formation, vehicle load capacity, and the occupancy rate of each vehicle. Vehicle formation information is as follows: Figure 2 As shown.
[0054] The vehicle operation information includes the vehicle speed in the corresponding operating section.
[0055] The environmental factors mentioned include temperature, rain / snow, air pressure, wind direction and speed, etc.
[0056] Step 2: Based on the operation data of the railway freight car operation process, the railway freight car operation line section is decomposed based on the standard energy consumption model. The line information is divided into the line length of straight sections, curved sections, gradients, and tunnels under different speed levels, and matched with the line type information in the standard energy consumption model.
[0057] The process of creating the standard energy consumption model is as follows:
[0058] like Figure 3The diagram illustrates how route information is categorized into straight sections, curved sections, gradients, tunnels, etc. A standard energy consumption model is defined as a model of multiple vehicles operating at different speeds on different routes under a specific load capacity, where the vehicles are fully loaded. Figure 4 As shown.
[0059] Among them, a certain load capacity is 60t, 70t, 80t, etc., and the full load state of the vehicle is the state in which the vehicle load reaches 100%. The vehicle grouping model has a total of Cnz vehicles.
[0060] Taking a 70t-class vehicle as an example, a standard energy consumption model is established using Cnz vehicles. All vehicles are equipped with the same type of bogie, have a uniform load capacity, and are all fully loaded.
[0061] Step 3: Based on the decomposed line section operation data and railway freight car dynamics calculation model, obtain vehicle energy consumption information under different line sections. Perform vehicle energy consumption under line segments such as straight sections, curved sections, and track sections, multiply by the number of vehicles and the corresponding line length, to obtain the total vehicle energy consumption information under different lines, as shown in Table 1.
[0062] Table 1. Breakdown of different line sections within the line area
[0063]
[0064]
[0065] Step 301: Calculate energy consumption for different routes at different speeds and gradients;
[0066] A multibody dynamics method is used to establish a dynamic calculation model for railway freight cars. The longitudinal mechanical model of a single car is as follows: Figure 5 As shown, the geometry and relative positions of the wheel-rail contact surface, wedge friction surface, center plate contact surface, side bearing contact surface, and coupler friction surface in the model are all mathematically described according to the actual structure. The contact normal force and friction force f_wheel of the contact surface are obtained by using the surface contact function, and the friction power P is obtained by combining the vehicle speed v.
[0067] The frictional power P is integrated over time to obtain the frictional power consumption of the railway freight car;
[0068] The aerodynamic drag generated by factors such as the operating speed of railway freight cars, wind speed and direction, air pressure and temperature is calculated by flow field calculation to obtain the aerodynamic drag F, which is then superimposed on the dynamic calculation model of railway freight cars.
[0069] Among them, the standard energy consumption calculations for straight sections, curved sections, and straight sections with gradients are independent. When the line lengths are inconsistent, they can be linearly converted based on the line length and the unit length of the standard energy consumption model.
[0070] The specific simulation process includes:
[0071] The standard energy consumption model of the vehicles was used to perform dynamic simulations on a straight section to obtain the energy consumption of a single vehicle at different speeds on a 10km straight section.
[0072] Specifically, the energy consumption per unit straight segment of the standard energy consumption model is calculated: the dynamics simulation of the group of vehicles on a unit straight segment of 10km is performed to obtain the energy consumption of a single vehicle at speeds of 10km / h, 20km / h...Vmax km / h on the 10km straight segment, A(10,10), A(10,20)...A(10,Round((Vmax-10) / 10)*10), A(10,(Round(Vmax / 10))*10), as shown in Table 2.
[0073] Table 2 Energy Consumption Calculation for Straight Segments
[0074]
[0075] Vmax is the maximum operating speed of the vehicle. Energy consumption between different speeds is calculated by interpolation of the above data. (Round((Vmax-10) / 10)*10) is a rounding function. For example, if Vmax is 118.7, then Round((Vmax-10) / 10)×10=110).
[0076] Energy consumption calculations were performed on the standard energy consumption model for different curve segments: dynamic simulations were conducted on the group of vehicles on different curve segments to obtain the energy consumption of a single vehicle at different operating speeds under different curve radii and a certain length.
[0077] Specifically, energy consumption calculations were performed on the standard energy consumption model for different curve segments: Dynamic simulations were conducted on the vehicles on different curve segments to obtain the energy consumption of a single vehicle on a 200m long, 10km / h, 20km / h…Vmax km / h curve segment, with vehicle speeds of 10km / h, 20km / h…Vmax km / h, as shown in B(100,10), B(100,20)…B(100,Round((Vmax-10) / 10)*10), and B(100,(Round(Vmax / 10))*10). The energy consumption of a single vehicle on a 200m long, 200m long, 10km / h, 20km / h…Vmax km / h curve segment, as shown in B(200,10), B(200,20)…B(200,Round((Vmax-10) / 10)*10), and B(200,(Round(Vmax / 10))*10) curve segment, with vehicle speeds of 10km / h, 20km / h…Vmax km / h, was also calculated. For a 200m curve segment R = Rm, the energy consumption per vehicle at operating speeds of 10km / h, 20km / h…Vmax km / h is shown in Table 3 as B(300,10), B(300,20)…B(300,Round((Vmax-10) / 10)*10), and B(300,(Round(Vmax / 10))*10), respectively. Vmax is the maximum operating speed of the vehicle. Energy consumption at different speeds is calculated using interpolation based on the above data.
[0078] Table 3 Energy consumption calculation for different curve segments
[0079]
[0080] Energy consumption calculation of straight sections with gradients on standard energy consumption model: Dynamic simulation of straight sections with gradients is performed to obtain the energy consumption of a single vehicle at different speeds on a 10km unit straight section with different gradients.
[0081] Specifically, the energy consumption of a straight section with a gradient is calculated using the standard energy consumption model: Dynamic simulation is performed on the straight section with a gradient. For a 10km straight section with a gradient of 1 / 1000, the energy consumption of a single vehicle at speeds of 10km / h, 20km / h…Vmax km / h is calculated as follows: C(1,10), C(1,20)…C(1,Round((Vmax-10) / 10)*10), C(1,(Round(Vmax / 10))*10). For a 10km straight section with a gradient of 2 / 1000, the energy consumption of a single vehicle at speeds of 10km / h, 20km / h…Vmax km / h is calculated as follows: C(2,10), C(2,20)…C(2,Round((Vmax-10) / 10)*10), C(2,(Round(Vmax / 10))*10). The energy consumption of a single vehicle in the speed ranges of 10km / h, 20km / h, ..., int(Vmax)km / h, and Vmaxkm / h for a 10km straight section with a gradient of k / 1000 is shown in Table 4.
[0082] Table 4 Energy Consumption Calculation for Straight Sections with Gradient
[0083]
[0084] Vmax is the maximum speed at which the vehicle operates. Energy consumption at different gradients is calculated using interpolation of the above data.
[0085] Standard energy consumption calculations for straight sections, curved sections, and straight sections with gradients: Energy consumption of a single vehicle at different operating speeds can be calculated using common speed specifications; energy consumption of a single vehicle at other speeds can be calculated by interpolation; energy consumption of a single vehicle on straight sections with different gradients can be obtained by fixing a series of common speeds; energy consumption of a single vehicle at corresponding speeds on other gradients can be calculated by interpolation of energy consumption of a single vehicle at corresponding speeds on adjacent gradients.
[0086] Step 302: Correction of other factor parameters
[0087] Considering the impact of the full load rate, dynamic simulations were performed on a 70t-class vehicle at a speed of Vmax km / h on a straight section at a load rate of 0%, 25%, 50%, 75%, and 100%. The energy consumption per vehicle was calculated as D(70, 0), D(70, 0.25), D(70, 0.5), D(70, 0.75), and D(70, 1), respectively. Where D(70, 1) = A(10, (Round(Vmax / 10))*10), as shown in Table 5.
[0088] Table 5 Impact of Full Load Rate
[0089]
[0090] Considering that power and mass are directly proportional, the full load factor remains unchanged for other speeds. The energy consumption at various full load factors on curved sections and slopes can also be calculated using the same method.
[0091] Considering the influence of factors such as the 10km tunnel route, fluid dynamics software was used to simulate the vehicles passing through the tunnel. The vehicle drag coefficient was derived by taking into account factors such as vehicle shape and different operating speeds. The vehicle types included c1, c2, c3, c4, c5, ..., cn, each equipped with the same type of bogie, having a uniform load capacity, and all fully loaded. Cnz = c1 + c2 + c3 + c4 + c5 + ... + cn. c1, c2, c3, c4, c5...cn represent the number of open wagons, flat wagons, boxcars, tank cars, hopper cars, and other types of vehicles, respectively. Using this coefficient, the standard energy consumption model for the 10km straight section in step 2 was corrected to obtain the energy consumption considering the drag effect at different operating speeds, thus yielding the drag energy consumption correction coefficient, as shown in Table 6.
[0092] Table 6. Influence of Wind Drag Correction Coefficient
[0093]
[0094]
[0095] f1, f2, f3, f4, f5, and f6 are wind resistance energy consumption correction parameters for open wagons, flat wagons, boxcars, tank cars, hopper cars, and other vehicles at different operating speeds, respectively. These coefficients can be used on straight sections, curved sections, and sections with slopes. For other vehicles, where information is not yet available, f6 can be taken as the largest value among f1-f5.
[0096] Considering the effects of rain and snow, the friction coefficient between the wheels and rails needs to be corrected for rain and snow. Dynamic analysis was performed on a 10km straight section of vehicle train to obtain the energy consumption of the vehicles at different operating speeds. Then, the energy consumption correction coefficients y(10), y(20)...y(Round((Vmax-10) / 10)*10), and y(Round(Vmax / 10))*10) for different operating speeds in rain and snow were obtained, as shown in Table 7.
[0097] Table 7 Energy Consumption Coefficient in Rainy and Snowy Weather
[0098]
[0099] The friction coefficient between the bogie and the rail was corrected to improve the dynamic model, thereby obtaining the vehicle's energy consumption. Urban meteorological conditions along the line's operating section were statistically analyzed, with the probability of rain and snow occurring on an annual cycle. Within the corresponding intervals, rain / snow days and non-rain / snow days were distinguished to consider the impact of rain and snow from a probabilistic perspective.
[0100] The impacts include the load factor, the tunnel route, and the rain / snow weather. The load factor is determined by the train formation, while the impacts of the tunnel route and the rain / snow weather do not occur simultaneously.
[0101] It should be noted that the full load rate in the above embodiments is only illustrated with partial data. In the entire simulation process, other data are simulated using the same calculation method through interpolation to obtain the final calculation results.
[0102] Step 303: Calculation of other standard energy consumption models
[0103] Based on the 70t standard energy consumption model, the same method was used to complete the calculation of other ton-level standard energy consumption models.
[0104] Step 4: It sums up the vehicle energy consumption information for all routes to obtain the total vehicle energy consumption.
[0105] The advantage of the above method is that it uses dynamics to establish a standard energy consumption calculation model, and comprehensively considers factors such as the full load rate of railway freight cars. It also takes into account the impact of rain and snow weather by using meteorological data of the railway line section. The energy consumption calculation model is relatively accurate and comprehensive.
[0106] Example 2
[0107] This embodiment provides a railway freight car operation energy consumption calculation system, including:
[0108] The operation data acquisition module is configured to acquire operation data during the operation of railway freight cars;
[0109] The line dismantling module is configured to dismantle the railway freight car operation line section based on the operation data of the railway freight car operation process and the standard energy consumption model, and match the line type in the standard energy consumption model.
[0110] The energy consumption calculation module is configured to obtain vehicle energy consumption information for different sections based on the decomposed line section operation data and the railway freight car dynamics calculation model; wherein, the construction process of the railway freight car dynamics calculation model is as follows:
[0111] Based on the multibody dynamics method, the geometry and relative position of each surface of the railway freight car are mathematically described according to the actual structure. The contact normal force and friction force of the contact surface are obtained by using the surface contact function. The friction power is obtained by combining the vehicle speed. The friction power is integrated with time to obtain the friction power consumption of the railway freight car.
[0112] The total energy consumption of vehicles is obtained by summing up the energy consumption information of vehicles on all routes.
[0113] Example 3
[0114] This embodiment provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps in the method for calculating energy consumption during railway freight car operation as described in Embodiment 1.
[0115] Example 4
[0116] This embodiment provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the steps in the method for calculating energy consumption during railway freight car operation as described in Embodiment 1.
[0117] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of hardware embodiments, software embodiments, or embodiments combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.
[0118] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.
[0119] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.
[0120] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.
[0121] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc.
[0122] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.
Claims
1. A method for calculating energy consumption during operation of a railway wagon, characterized in that Includes the following steps: To obtain operational data during the operation of railway freight cars; Based on the operational data of railway freight cars, the railway freight car operation line sections are broken down according to the standard energy consumption model, and the line types in the standard energy consumption model are matched. Based on the decomposed line section operation data and the railway freight car dynamics calculation model, vehicle energy consumption information under different line sections is obtained; wherein, the construction process of the railway freight car dynamics calculation model is as follows: Using the multibody dynamics method, the geometry and relative position of each surface of the railway freight car are mathematically described according to the actual structure. The contact normal force and friction force of the contact surface are obtained by using the surface contact function. The friction power is obtained by combining the vehicle speed. The friction power is integrated with time to obtain the friction power consumption of the railway freight car. The construction of the railway freight car dynamics calculation model also includes: Considering the impact of full load rate, the standard energy consumption model of the vehicle is used for dynamic simulation at maximum speed under different loads on straight sections, curved sections and slopes to obtain the energy consumption of a single vehicle. Considering the influence of tunnel route factors, fluid software is used to simulate vehicles passing through tunnels. Taking into account the influence of vehicle shape and different operating speeds, the vehicle drag coefficient is obtained, and then the drag energy consumption correction coefficient under different operating speeds on straight sections is obtained. Considering the impact of rain and snow, dynamic analysis is performed on the vehicle formation on a straight section to obtain the energy consumption of the vehicle at different operating speeds. Then, the energy consumption correction coefficient of the vehicle at different operating speeds in rain and snow is obtained, thus obtaining the vehicle energy consumption. Among them, the meteorological conditions of cities in the route operation section are statistically analyzed, and the probability of rain and snow days is calculated on an annual cycle. In the corresponding interval, rain and snow days and non-rain and snow days are distinguished to consider the impact of rain and snow from a probability perspective. The impact of load factor, tunnel line, and rain / snow weather. Load factor is determined by train formation, while the impact of tunnel line and rain / snow weather do not occur simultaneously. The total energy consumption of vehicles is obtained by summing up the energy consumption information of vehicles on all routes.
2. The method of claim 1, wherein, In the standard energy consumption model, the route information is divided into straight sections, curved sections, gradients, and tunnels; the standard energy consumption model is defined as a train model of multiple vehicles operating at different speeds on different routes under a certain load capacity and full load status.
3. The method for calculating energy consumption during railway freight car operation as described in claim 1, characterized in that, The energy consumption information of vehicles under different line sections obtained based on the disassembled line section operation data and railway freight car dynamics calculation model specifically includes: The standard energy consumption model of the vehicle was used to perform dynamic simulation on a straight section to obtain the energy consumption of a single vehicle at different speeds on the straight section. The standard energy consumption model of the vehicle was used to perform dynamic simulations on different curve segments to obtain the energy consumption of a single vehicle at different running speeds under different curve segments, curve radii, and a certain length. The standard energy consumption model of the vehicles was used to perform dynamic simulations on straight sections with gradients to obtain the energy consumption of a single vehicle at different speeds on a straight section with different gradients.
4. The method for calculating energy consumption during railway freight car operation as described in claim 1, characterized in that, The construction of the railway freight car dynamics calculation model also includes: aerodynamic drag generated by factors such as railway freight car running speed, wind speed and direction, and air pressure and temperature. The aerodynamic drag is obtained through flow field calculation and superimposed on the railway freight car dynamics calculation model.
5. The method for calculating energy consumption during railway freight car operation as described in claim 1, characterized in that, The operational data of the railway freight car operation process includes: the line operating section, vehicle formation information, vehicle operation information, and environmental factors.
6. The method of claim 1, wherein, Standard energy consumption calculation for straight sections, curved sections, and straight sections with gradients: Energy consumption of a single vehicle at different operating speeds is calculated using speed specifications; energy consumption of a single vehicle at other speeds is calculated by interpolation; energy consumption of a single vehicle on straight sections with different gradients is calculated by fixing a series of speeds to obtain the energy consumption of a single vehicle at different gradients; energy consumption of a single vehicle at corresponding speeds at other gradients can be calculated by interpolation of the energy consumption of a single vehicle at the corresponding speeds at adjacent gradients.
7. A system for calculating energy consumption during operation of a railway wagon, characterized in that include: The operation data acquisition module is configured to acquire operation data during the operation of railway freight cars; The line dismantling module is configured to dismantle railway freight car line sections based on the operation data of the railway freight car operation process and the standard energy consumption model, and match the line type in the standard energy consumption model. The energy consumption calculation module is configured to obtain vehicle energy consumption information for different sections based on the decomposed line section operation data and the railway freight car dynamics calculation model; wherein, the construction process of the railway freight car dynamics calculation model is as follows: Based on the multibody dynamics method, the geometry and relative position of each surface of the railway freight car are mathematically described according to the actual structure. The contact normal force and friction force of the contact surface are obtained by using the surface contact function. The friction power is obtained by combining the vehicle speed. The friction power is integrated with time to obtain the friction power consumption of the railway freight car. The construction of the railway freight car dynamics calculation model also includes: Considering the impact of full load rate, the standard energy consumption model of the vehicle is used for dynamic simulation at maximum speed under different loads on straight sections, curved sections and slopes to obtain the energy consumption of a single vehicle. Considering the influence of tunnel route factors, fluid software is used to simulate vehicles passing through tunnels. Taking into account the influence of vehicle shape and different operating speeds, the vehicle drag coefficient is obtained, and then the drag energy consumption correction coefficient under different operating speeds on straight sections is obtained. Considering the impact of rain and snow, dynamic analysis is performed on the vehicle formation on a straight section to obtain the energy consumption of the vehicle at different operating speeds. Then, the energy consumption correction coefficient of the vehicle at different operating speeds in rain and snow is obtained, thus obtaining the vehicle energy consumption. Among them, the meteorological conditions of cities in the route operation section are statistically analyzed, and the probability of rain and snow days is calculated on an annual cycle. In the corresponding interval, rain and snow days and non-rain and snow days are distinguished to consider the impact of rain and snow from a probability perspective. The impact of load factor, tunnel line, and rain / snow weather. Load factor is determined by train formation, while the impact of tunnel line and rain / snow weather do not occur simultaneously. The total energy consumption of vehicles is obtained by summing up the energy consumption information of vehicles on all routes.
8. A computer-readable storage medium having stored thereon a computer program, characterized in that, When the program is executed by the processor, it implements the steps in the method for calculating energy consumption during railway freight car operation as described in any one of claims 1-6.
9. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the method for calculating energy consumption during railway freight car operation as described in any one of claims 1-6.