A method and system for determining the energy efficiency of railway freight car operation under marshaling

Abstract

The present invention relates to the technical field of energy consumption analysis of rail transit engineering processes, specifically a method and system for determining the energy efficiency of railway freight cars under marshaling, obtaining the operating data of railway freight cars on the line; extracting the time required for the railway freight cars to run a distance S and the corresponding energy consumption in the operating data respectively, and taking the product of the two as the numerator of the operating energy efficiency; taking the cumulative value of the square of the running distance S and the load of the railway freight cars, and taking the product of the two as the denominator of the operating energy efficiency; the ratio between the numerator and the denominator is the operating energy efficiency of the railway freight cars under marshaling on the line. Energy efficiency calculation can be performed in real time and dynamically, and key factors such as running time, running energy consumption, running distance and cargo weight are comprehensively considered in a multi-dimensional manner. It can calculate the instantaneous energy efficiency of the operation, the average energy efficiency over a period of operation, and can perform post-energy efficiency calculation like the prior art.

Description

Technical Field

[0001] The present invention relates to the technical field of energy consumption analysis of rail transit engineering processes, and in particular to a method and system for determining the energy efficiency of railway freight car operation under marshaling. Background Art

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

[0003] Energy consumption per unit of freight volume is a direct indicator of railway freight energy efficiency, which reflects the amount of energy consumed per unit of freight transport. The calculation method is usually to divide the total energy consumed by railway freight transport in a certain period (such as fuel, electricity, etc.) by the total weight or total tonnage of goods transported in the same period.

[0004] This method can directly reflect the energy efficiency level of railway freight, and is convenient for comparative analysis with other modes of transport or energy efficiency in different periods. However, it does not take into account the time factor and transportation distance factor, making it impossible to clearly indicate the timeliness in this energy efficiency indicator, and the energy consumption generated by the transportation distance is also not reflected.

[0005] Some current regulations use the indicator of comprehensive energy consumption per unit of transport workload to measure the energy efficiency of railway freight, that is, the ratio of the total amount of energy consumed by railway freight during the statistical reporting period to the transport workload completed during the same period. This indicator also does not take into account the time factor, such as completing the transport task in 1 day and 10 days, which cannot be reflected in the energy efficiency indicator.

[0006] In summary, the energy efficiency calculation methods in the prior art all adopt a post-static calculation method, which can only statistically calculate the energy consumption and utilization within a period of time, without considering the impact of time factors and transportation distance factors on energy consumption and utilization, making the calculated operating energy efficiency unsatisfactory. Summary of the invention

[0007] In order to solve the technical problems existing in the above-mentioned background technology, the present invention provides a method and system for determining the energy efficiency of railway freight cars under marshaling, which can perform real-time dynamic energy efficiency calculation, and comprehensively consider key factors such as running time, running energy consumption, running distance and cargo weight in a multi-dimensional way. It can calculate the instantaneous energy efficiency of the operation, the average energy efficiency over a period of time, and perform post-energy efficiency calculation like the prior art.

[0008] In order to achieve the above object, the present invention adopts the following technical solution:

[0009] A first aspect of the present invention provides a method for determining the energy efficiency of railway freight car operation under marshaling, comprising the following steps:

[0010] Obtain the operation data of railway freight cars on the line;

[0011] Extract the time and corresponding energy consumption required for a railway freight car to run a distance S from the operation data, and use the product of the two as the numerator of the operation energy efficiency;

[0012] Extract the cumulative value of the square of the running distance S and the load of railway freight cars from the running data, and use the product of the two as the denominator of the running energy efficiency;

[0013] The ratio between the numerator and the denominator is the energy efficiency of the railway freight car on the line under the marshaling. .

[0014] Furthermore, the number of train wagons is m, the first train after the train is numbered 1, and the trains are numbered in sequence in the reverse direction, and the first train, the second train, and so on are determined in sequence. j Carriage, j -1 carriage, j +1 car...carriage m, railway freight car j That is, the number is j Railway freight cars.

[0015] Furthermore, the running distance S includes the position between the two bogies of the railway freight car numbered 1 as the starting point of the line, and the position of the first railway freight car running on the line to the time t S 1, as shown in the following formula: .

[0016] Furthermore, the running distance S also includes, except for the first railway freight car, when j ≥2, other railway freight cars j The position of the line is shown in the following formula:

[0017] ;

[0018] Where: For railway freight cars j Running on the line position, when j =1, Include S 1; m is the total number of railway freight cars under the marshaling; For railway freight cars j With railway wagons j- 1 Spacing between ends; and Railway freight cars j -1 and railway wagons j Length of vehicle body.

[0019] Furthermore, the energy consumption includes the sum of the total kinetic energy of the railway freight car during operation, the work done by the basic resistance, the work done by the additional resistance and the work done by the braking deceleration force.

[0020] Furthermore, the total kinetic energy of a railway freight car is as follows:

[0021] ;

[0022] Where: For railway freight cars j The vehicle mass, including the vehicle's own weight and load; For railway freight cars j The running speed; For railway freight cars j The moment of inertia of the wheelset rotating around the wheel axle; For railway freight cars j The rolling circle radius of the wheel.

[0023] Furthermore, the basic resistance does work, as shown in the following formula:

[0024] ;

[0025] ;

[0026] ;

[0027] Where: For railway freight cars j The basic resistance during operation does work. For railway freight cars j Structural friction resistance during operation; For railway freight cars j Aerodynamic resistance during operation, is the standard acceleration due to gravity; , are the coefficients of each order of unit running basic resistance of railway freight cars, To marshal railway freight cars j Aerodynamic drag reduction coefficient; For railway freight cars j Drag coefficient during operation; is the wind-exposed area of ​​railway freight car j; is the natural wind speed in the railway freight car operation environment, for The angle between the direction and the direction of vehicle movement.

[0028] Furthermore, the additional resistance does work, specifically: by calculating the position of each railway freight car on the line, determining the curve section, ramp section and tunnel section on the line where the railway freight car runs, and generating corresponding curve section additional resistance, ramp section additional resistance and tunnel section additional resistance, as shown in the following formula:

[0029] ;

[0030] ;

[0031] ;

[0032] ;

[0033] Where: For railway freight cars j The additional resistance during operation does work. For railway freight cars j The additional resistance of the curve section, For railway freight cars j The additional resistance of the ramp section, For railway freight cars j Additional resistance in the tunnel section, is the curve operation coefficient, is the slope operation coefficient, is the tunnel operation coefficient, is the slope of the additional resistance line in the ramp section pd in thousandths, is the curve radius of the additional resistance line in the qx segment of the curve, is the total length of the freight train, is the total weight of the freight train, is the tunnel length of the additional resistance line in the sdth tunnel section.

[0034] Furthermore, the braking deceleration force does work, specifically:

[0035] ;

[0036] ;

[0037] Where: For railway freight cars j The braking deceleration force during operation does work. For railway freight cars j The calculated brake shoe pressure of a brake shoe; For railway freight cars j Calculated friction coefficient of brake shoe.

[0038] A second aspect of the present invention provides a system for determining the energy efficiency of railway freight car operation under marshaling, comprising:

[0039] The data acquisition unit is configured to: obtain operation data of railway freight cars on the line;

[0040] The data processing unit is configured to: extract the time and corresponding energy consumption required for the railway freight car to run a distance S from the operation data, and use the product of the time and the corresponding energy consumption as the numerator of the operation energy efficiency;

[0041] The data processing unit is further configured to: extract the cumulative value of the square of the running distance S and the load of the railway freight car in the running data, and use the product of the two as the denominator of the running energy efficiency;

[0042] The result output unit is configured as follows: the ratio between the numerator and the denominator is the required operating energy efficiency .

[0043] A third aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps in the above-mentioned method for calculating the energy efficiency of railway freight car operation under a marshaling.

[0044] The fourth aspect of the present invention provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the steps in the above-mentioned method for calculating the energy efficiency of railway freight car operation under the above-mentioned formation are implemented.

[0045] Compared with the prior art, one or more of the above technical solutions have the following beneficial effects:

[0046] 1. It comprehensively considers multiple dimensions such as energy consumption, time, running speed, load and transportation distance when railway freight cars are running on the line, so as to more comprehensively reflect the energy efficiency level of railway freight, and considers the impact of time factors and transportation distance factors on energy consumption utilization, which helps to discover energy efficiency bottlenecks and potential points in the transportation process.

[0047] 2. When the real-time calculated running distance S is small enough, the running energy efficiency For instantaneous operation energy efficiency, the calculation process can calculate the instantaneous energy efficiency of railway freight car operation, as well as the average energy efficiency over a period of operation, and can also perform post-energy efficiency calculation like the existing technology.

[0048] 3. By utilizing the obtained operating energy efficiency and subdividing various influencing factors, the transportation process of railway freight cars can be managed more finely, such as optimizing the train operation diagram, improving the efficiency of freight car formation, etc., which can further improve the energy utilization rate of railway freight cars.

[0049] 4. Further data mining can be carried out during the calculation period. By analyzing in detail the impact of factors such as time, running speed, load, and transportation distance on energy efficiency, we can deeply explore the potential for energy conservation and emission reduction and improving freight energy efficiency, so as to optimize the train running speed, running time, running energy consumption, and loading weight. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The accompanying drawings in the specification, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0051] Figure 1 is a schematic diagram of a dynamic model of a railway freight car under marshaling provided by one or more embodiments of the present invention;

[0052] Figure 2 It is a schematic diagram of railway freight car running speed line based on time and position provided by one or more embodiments of the present invention. DETAILED DESCRIPTION

[0053] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0054] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present invention belongs.

[0055] It should be noted that the terms herein are only intended to describe specific embodiments and are not intended to limit exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0056] As introduced in the background technology, when using unit freight energy consumption to measure railway freight energy efficiency, the existing technology is usually a post-calculation method, which reflects the energy consumed per unit of freight transportation by dividing the total energy consumed by railway freight in a certain period (such as fuel, electricity, etc.) by the total weight or total tonnage of goods transported in the same period. Since it is a post-calculation method, it does not take into account the influence of time and distance factors, and cannot reflect the timeliness and energy consumption caused by changes in transportation distance.

[0057] Therefore, the following embodiment provides a method and system for determining the energy efficiency of railway freight cars under marshaling, which can perform real-time dynamic energy efficiency calculation, and comprehensively consider key factors such as running time, running energy consumption, running distance and cargo weight in a multi-dimensional manner. It can calculate the instantaneous energy efficiency of the operation, the average energy efficiency over a period of time, and perform post-energy efficiency calculation like the prior art.

[0058] Embodiment 1:

[0059] A method for determining the energy efficiency of railway freight car operation under marshaling comprises the following steps:

[0060] Obtain the operation data of railway freight cars on the line;

[0061] Extract the time and corresponding energy consumption required for a railway freight car to run a distance S from the operation data, and use the product of the two as the numerator of the operation energy efficiency;

[0062] Extract the cumulative value of the square of the running distance S and the load of railway freight cars from the running data, and use the product of the two as the denominator of the running energy efficiency;

[0063] The ratio between the numerator and the denominator is the energy efficiency of the railway freight car on the line under the marshaling. .

[0064] In this embodiment, for the convenience of explanation, Figure 1 The dynamic model of railway freight cars under the marshaling shown in FIG. 1 is taken as an example. In the marshaling of m railway freight cars, the first car behind the railway freight locomotive is numbered 1, and each car is numbered in sequence along the reverse running direction, that is, the 1st car, the 2nd car, and the 3rd car. j Section j - Section 1, j +1 section... Section m, where railway freight cars j That is, the number is j Railway freight cars.

[0065] Operation data refers to the distance (position change), speed, time and energy consumption of railway freight cars when they pass through straight sections, curved sections, ramp sections, tunnel sections and during braking periods.

[0066] A railway freight car starts from departure, passes through the curve section and the ramp section, enters the straight driving section, then passes through the ramp section, passes through the tunnel section after braking, passes through the curve section after re-extraction, and arrives at the target location after braking to a speed of 0 for the second time. During this period, the corresponding time, distance and information of the corresponding section (such as the radius of the curve section, the slope of the ramp section, the length of the tunnel section, etc.) are recorded for each section passed, and associated with the corresponding speed data to form operation data.

[0067] For example Figure 2 As shown, the horizontal axis is time t , the vertical axis is the vehicle speed v , starting from the departure time t_1s ,distance S 1s After reaching the curve section R S1 , after a certain time t_1e ,distance S 1e After that, exit the curve section R S1 ;

[0068] Elapsed time t_2s ,distance S 2s After that, you will reach the ramp section i S2 , after a certain time t_2e ,distance S 2e Then, exit the ramp section i S2 , enter the straight line segment;

[0069] Elapsed time t_ps ,distance S ps After that, you will reach the ramp section i Sp , after a certain time t_pe ,distance S pe Then, exit the ramp section i Sp ;

[0070] Elapsed time ts_k , as we are about to enter the tunnel section L SO , brake, the braking period lasts until time te_k , the vehicle speed drops to meet the requirements of entering the tunnel, and after the time t_os ,distance S os After that, we arrived at the tunnel section L SO ;

[0071] Elapsed time t_oe ,distance S oe After that, exit the tunnel section L SO , enter the straight section and increase the speed;

[0072] Elapsed time t_qs ,distance S qsThen enter the curve section R sq , after a certain time t_qe ,distance S qe After that, exit the curve section R sq ;

[0073] Elapsed time ts_n , about to reach the end point, enter the braking period, the speed begins to decrease, after a period of time te_n ,distance S end After that, reach the end.

[0074] Definition of railway freight car operation energy efficiency:

[0075] ;

[0076] Where: is the running energy efficiency of railway freight cars on the line, Js / (tkm 2 ); is the distance that the railway freight car runs on the line, km; is the time required for a railway freight car to travel a distance of S, s; is the energy consumed by a railway freight car when the running distance is S, J; For railway freight cars j The load capacity, t. When the railway freight car runs a distance If the number of hours is sufficient, For instantaneous operating energy efficiency.

[0077] The calculation methods for each item in the above formula are as follows:

[0078] Taking the position between the two bogies in the railway freight car numbered 1 as the starting point on the track line, the position S1 of the first railway freight car running on the track line at time t can be expressed as:

[0079] (1)

[0080] Except for the first railway freight car, all other railway freight cars j (at this time, j ≥2) The position of the running on the track line can be expressed as:

[0081] (2)

[0082] Where: is the position of railway freight car j on the track line, when j =1, Include S1, m; m is the total number of railway freight cars under the marshaling; For railway freight cars j With railway wagons j -1 Spacing between the ends, m; and Railway freight cars j -1 and railway wagons j The length of the vehicle body, m.

[0083] The above formula obtains represents the position of each railway freight car on the track at any time. = S 1 ，S 2 ，S 3 ，…，S m .

[0084] In general, it can be assumed that the distance S that the same train of railway freight cars has traveled on the line is the same, and S= S 1, as shown in formula (1), but due to the existence of vehicle length and the distance between vehicles under marshaling, the position of each railway freight car on the line is different, which results in that each vehicle does not enter the additional resistance section at the same time, but enters and exits the additional resistance section in sequence.

[0085] Only when a railway freight car runs into a curve section, ramp section or tunnel section of the line, will the corresponding curve section additional resistance, ramp section additional resistance and tunnel section additional resistance be generated. Therefore, it is necessary to calculate the position of each vehicle. , determine whether to run to the curve section, ramp section and tunnel section on the line, and thus decide whether to generate additional resistance in the curve section, additional resistance in the ramp section and additional resistance in the tunnel section.

[0086] The energy consumption W consumed by a railway freight car when the running distance is S is shown in the following formula:

[0087] (3)

[0088] Where: For railway freight cars during operation j The total kinetic energy including the overall translation and wheelset rotation, J; For railway freight cars j The work done by the base resistance during operation, J; is the work done by the additional resistance when the railway freight car j is running, J; For railway freight cars j The work done by the braking deceleration force during operation, J.

[0089] Railway freight cars jTotal kinetic energy of overall translation and wheelset rotation during operation , as shown below:

[0090] (4)

[0091] Where: is the vehicle mass of a certain type of railway freight car j, including vehicle deadweight and load, kg; For railway freight cars j Running speed, m / s; For railway freight cars j Moment of inertia of the wheelset rotating around the axle, kg·m 2 ; For railway freight cars j The rolling circle radius of the wheel, m.

[0092] Railway freight cars j Basic resistance work during operation , as shown below:

[0093] (5)

[0094] Where: For railway freight cars j Structural friction resistance during operation, N; For railway freight cars j Aerodynamic resistance during operation, N.

[0095] Structural friction resistance of railway freight cars during operation , as shown below:

[0096] (6)

[0097] Where: is the standard gravitational acceleration, 9.81m / s 2 ; , These are the coefficients of each order of the unit operating basic resistance of railway freight cars.

[0098] Aerodynamic drag of railway freight cars during operation , as shown below:

[0099] (7)

[0100] Where: is the reduction coefficient of aerodynamic drag of railway freight car j under marshaling; For railway freight cars j Drag coefficient during operation; For railway freight cars j The wind-exposed area, m2; is the natural wind speed in the railway freight car operating environment; m / s; for The angle between the direction and the vehicle's running direction, °.

[0101] Railway freight cars j Additional resistance work during operation , as shown below:

[0102] (8)

[0103] Where: For railway freight cars j Additional resistance of the curve section, N; For railway freight cars j Additional resistance of the ramp section, N; For railway freight cars j Additional resistance of the tunnel section, N; is the curve operation coefficient, if the railway freight car j The value is 1 when running on the curve, otherwise it is 0; is the slope operation coefficient, if the railway freight car j The value is 1 when running on a ramp, otherwise it is 0; is the tunnel operation coefficient, if the railway freight car j The value is 1 when running on a tunnel, otherwise the value is 0.

[0104] Railway freight cars j Additional resistance in the curve section , additional resistance in ramp section and additional resistance of the tunnel section , as shown below:

[0105] (9)

[0106] (10)

[0107] (11)

[0108] Where: is the slope of the additional resistance line in the slope section of the pd section in thousandths, which is positive when going uphill and negative when going downhill; is the curve radius of the additional resistance line of the qx-th curve segment, m; is the total length of the freight train, m; is the total weight of the freight train, t; is the tunnel length of the additional resistance line in the sdth tunnel section, m.

[0109] The work done by the braking deceleration force of a railway freight car during operation , as shown below:

[0110] (12)

[0111] (13)

[0112] Where: For railway freight cars j The calculated brake shoe pressure of a brake shoe, kN; For railway freight cars j Calculated friction coefficient of brake shoe.

[0113] The above calculation method has undergone multi-dimensional considerations, so that the obtained railway freight car operation energy efficiency index can comprehensively consider multiple dimensions such as time, operating speed, load, transportation distance, etc., so as to more comprehensively reflect the energy efficiency level of railway freight. Multi-dimensional considerations help to discover energy efficiency bottlenecks and potential points in the transportation process.

[0114] The above calculation method can assist in refined management: by subdividing each influencing factor, railway companies can manage the transportation process of railway freight cars more finely, such as optimizing train operation diagrams, improving freight car formation efficiency, etc., to further improve energy efficiency.

[0115] The above calculation method can be used for further data mining: by analyzing in detail the impact of factors such as time, operating speed, load, and transportation distance on energy efficiency, railway companies can deeply explore the potential for energy conservation and emission reduction and improving freight energy efficiency, so as to achieve the optimal solution for train operating speed, operating time, operating energy consumption and loading weight.

[0116] A more reasonable transportation plan can be formulated based on the obtained energy consumption indicators, such as selecting the optimal transportation route, adjusting the train speed, optimizing the loading plan, etc., so as to reduce transportation costs and improve economic benefits by improving energy utilization efficiency.

[0117] Embodiment 2:

[0118] A system for determining the energy efficiency of railway freight cars under marshaling, comprising:

[0119] The data acquisition unit is configured to: obtain operation data of railway freight cars on the line;

[0120] The data processing unit is configured to: extract the time and corresponding energy consumption required for the railway freight car to run a distance S from the operation data, and use the product of the time and the corresponding energy consumption as the numerator of the operation energy efficiency;

[0121] The data processing unit is further configured to: extract the cumulative value of the square of the running distance S and the load of the railway freight car in the running data, and use the product of the two as the denominator of the running energy efficiency;

[0122] The result output unit is configured as follows: the ratio between the numerator and the denominator is the required operating energy efficiency .

[0123] It comprehensively considers multiple dimensions such as the time, running speed, load and transportation distance of railway freight cars when running on the line, so as to more comprehensively reflect the energy efficiency level of railway freight and help to discover energy efficiency bottlenecks and potential points in the transportation process.

[0124] When the running distance is small enough, the running energy efficiency For instantaneous operation energy efficiency, the calculation process can calculate the instantaneous energy efficiency of railway freight car operation, as well as the average energy efficiency over a period of operation, and can also perform post-energy efficiency calculation like the existing technology.

[0125] By utilizing the obtained operating energy efficiency and breaking down each influencing factor, the transportation process of railway freight cars can be managed more finely, such as optimizing the train operation diagram, improving the efficiency of freight car formation, etc., which can further improve the energy utilization rate of railway freight cars.

[0126] Further data mining can be carried out during the calculation period. By analyzing in detail the impact of factors such as time, operating speed, load, and transportation distance on energy efficiency, we can deeply explore the potential for energy conservation and emission reduction and improving freight energy efficiency, so as to optimize the train operating speed, operating time, operating energy consumption and loading weight.

[0127] Embodiment three:

[0128] This embodiment provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the steps in the method for calculating the energy efficiency of railway freight car operation under marshaling as described in the above-mentioned embodiment 1 are implemented.

[0129] Embodiment 4:

[0130] 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, the steps in the method for calculating the energy efficiency of railway freight car operation under the formation as described in the above-mentioned embodiment 1 are implemented.

[0131] The steps involved in the above embodiments 2 to 4 correspond to those in embodiment 1. For the specific implementation, please refer to the relevant description of embodiment 1. The term "computer-readable storage medium" should be understood as a single medium or multiple media including one or more instruction sets; it should also be understood to include any medium that can store, encode or carry an instruction set for execution by a processor and enable the processor to execute any method in the present invention.

[0132] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for determining the energy efficiency of railway freight cars under marshaling, characterized in that: The steps include: Obtain the operation data of railway freight cars on the line; Extract the time and corresponding energy consumption required for a railway freight car to run a distance S from the operation data, and use the product of the two as the numerator of the operation energy efficiency; Extract the cumulative value of the square of the running distance S and the load of railway freight cars from the running data, and use the product of the two as the denominator of the running energy efficiency; The ratio between the numerator and the denominator is the energy efficiency of the railway freight car on the line under the marshaling. ; The number of train wagons is m, the first wagon after the train freight locomotive is numbered 1, and the wagons are numbered in sequence in the reverse running direction, and the first wagon, the second wagon...the jth wagon, the j-1th wagon, the j+1th wagon...the mth wagon are determined in sequence, and the train wagon j is the train wagon numbered j; The running distance S includes the position between the two bogies of the railway freight car numbered 1 as the starting point of the line, and the position S1 at which the first railway freight car runs on the line to the time t, as shown in the following formula: ; Except for the first railway freight car, when j ≥ 2, the positions of other railway freight cars j running on the line are as shown in the following formula: ； Where: is the position of railway freight car j on the line; m is the total number of railway freight cars in the marshaling; is the distance between the ends of railway wagon j and railway wagon j-1; and are the body lengths of railway freight car j-1 and railway freight car j respectively; Energy consumption includes the total kinetic energy of railway freight cars during operation, the work done by basic resistance, the work done by additional resistance and the work done by braking deceleration force; The total kinetic energy of the railway freight car is shown in the following formula: ; Where: is the vehicle mass of railway freight car j, including vehicle deadweight and load weight; is the running speed of railway freight car j; is the moment of inertia of the wheelset of railway freight car j rotating around the wheel axle; is the rolling circle radius of the j wheel of the railway freight car; The basic resistance does work, as shown in the following formula: ； ； ； Where: is the work done by the basic resistance of railway freight car j during operation, is the structural friction resistance of railway freight car j during operation; is the aerodynamic resistance of railway freight car j during operation, is the standard acceleration due to gravity; , are the coefficients of each order of unit running basic resistance of railway freight cars, is the reduction coefficient of aerodynamic drag of railway freight cars under marshaling; is the drag coefficient of railway freight car j during operation; is the wind-exposed area of ​​railway freight car j; is the natural wind speed in the railway freight car operation environment, for The angle between the direction and the vehicle's running direction; The additional resistance work is specifically: according to the position of each railway freight car except the first railway freight car running on the line, the curve section, ramp section and tunnel section on the line to which the railway freight car runs are determined, and the corresponding curve section additional resistance, ramp section additional resistance and tunnel section additional resistance are generated, as shown in the following formula: ； ； ； ； Where: The work done by the additional resistance of railway freight car j during its operation is is the additional resistance of the curved section of railway freight car j, is the additional resistance of the ramp section of railway freight car j, is the additional resistance of the tunnel section for railway freight car j, is the curve operation coefficient, is the slope operation coefficient, is the tunnel operation coefficient, is the slope of the additional resistance line in the ramp section pd in thousandths, is the curve radius of the additional resistance line of the qx curve segment, is the total length of the freight train, is the total weight of the freight train, is the tunnel length of the additional resistance line of the sd tunnel section; The braking deceleration force does work, specifically: ； ； Where: The work done by the braking deceleration force of the railway freight car j during operation, is the calculated brake shoe pressure of railway freight car j; is the calculated friction coefficient of the brake shoe of railway freight car.

2. A system for implementing the method of claim 1, characterized in that: include: The data acquisition unit is configured to: obtain operation data of railway freight cars on the line; The data processing unit is configured to: extract the time and corresponding energy consumption required for the railway freight car to run a distance S from the operation data, and use the product of the time and the corresponding energy consumption as the numerator of the operation energy efficiency; The data processing unit is further configured to: extract the cumulative value of the square of the running distance S and the load of the railway freight car in the running data, and use the product of the two as the denominator of the running energy efficiency; The result output unit is configured as follows: the ratio between the numerator and the denominator is the required operating energy efficiency .

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