A method and system for calculating energy consumption of a coupler system during operation of a railway freight car

Abstract

This invention discloses a method and system for calculating the energy consumption of the coupler system during railway freight car operation. This method relates to the interdisciplinary field of railway vehicle dynamics and green energy technologies, including: constructing a dynamic coupling model of the multi-source energy consumption of the coupler system, which includes a coupler gap collision zone, an inter-coupler sliding friction zone, a coupler-follower plate impact zone, a coupler-support wear plate micro-motion wear zone, and a buffer damping zone; determining the energy transfer priority and efficiency matrix in the multi-source energy consumption dynamic coupling model based on an energy flow topological network; and generating an energy consumption probability density function based on a generalized polynomial chaos expansion method, outputting a low-carbon design parameter set and total energy consumption. This invention achieves high-precision calculation of the energy consumption of the coupler system throughout its entire life cycle and low-carbon design optimization, providing core theoretical support for the green transformation of railway freight.

Description

Technical Field

[0001] The present invention relates to the technical field of intersection between railway vehicle dynamics and green energy technology, and in particular to a method and system for calculating energy consumption of a coupler system during the operation of a railway freight car. 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] Railway freight cars, as a vital component of rail transportation, carry a significant amount of energy. The energy consumption of the coupler system accounts for a significant portion of the total energy consumption. Accurately calculating the energy consumption of the coupler system can clarify carbon emissions and provide reliable data support for energy conservation and emission reduction.

[0004] There are a series of technical problems in the existing energy consumption calculation methods 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:

[0005] 1. The energy consumption model in the existing technology lacks a key mechanism. For example, the patent application number CN202411223044.0 discloses "a method and system for determining the energy efficiency of railway freight cars under formation". Although the patent has some research on the determination of the energy efficiency of railway freight cars, in the construction of the energy consumption model of the coupler system, the patent fails to fully consider the key factors in actual operation. During actual coupler operation, the coupler gap collision accounts for 12%-18% of the energy consumption of mountain lines. However, most of the existing technologies have not included it in the energy consumption model, resulting in a large deviation in the energy consumption calculation. At the same time, the dynamic effect of micro-wear of the coupler-support wear plate is often ignored. The existing model fails to reflect its impact on energy consumption over time and changes in working conditions, making it difficult for the energy consumption calculation to accurately reflect the actual situation.

[0006] 2. Existing technologies oversimplify dynamic coupling. Existing coupler system energy consumption calculations, such as the friction coefficient, often use static assumptions and fail to consider the complex coupling relationships between speed, temperature, and roughness. In actual operation, the coupler's friction coefficient varies significantly with changes in train speed, changes in coupler component temperature, and wear and tear of the contact surface roughness. However, existing technologies fail to effectively capture these dynamic changes, resulting in significant discrepancies between calculated energy consumption and actual energy consumption, making them ineffective in providing an accurate basis for optimizing coupler system design. Summary of the Invention

[0007] In order 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, the calculation accuracy can be comprehensively improved, and the full-dimensional energy consumption high-speed calculation and carbon emission quantification of the coupler system can be achieved, providing reliable data support for energy conservation and emission reduction.

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

[0009] In a first aspect, the present invention provides a method for calculating energy consumption of a coupler system during operation of a railway freight car, comprising:

[0010] Constructing a multi-source energy consumption dynamic coupling model for the coupler system, which 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;

[0011] Based on the energy flow topology network, the energy transfer priority in the multi-source energy consumption dynamic coupling model is determined. The energy transfer priority is as follows: the coupler gap collision area is greater than the coupler-follower plate impact area, greater than the buffer damping area, greater than the sliding friction area between couplers, and greater than the coupler-wear plate wear area.

[0012] Based on the energy transfer priority weights, the total energy consumption is calculated through weighted superposition.

[0013] In a further technical solution, the energy consumption integral formula of the coupler gap collision zone is specifically expressed as:

[0014] ;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 restitution coefficient, is the instantaneous relative velocity of the nth collision, is the plastic deformation depth caused by the nth collision, is the plastic stress-strain function of the material.

[0015] In a further technical solution, 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:

[0016] ;

[0017] in, is the total energy consumed by 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 time when the total energy consumption of sliding friction between the couplers starts to be calculated, and T is the time when the calculation ends.

[0018] A further technical solution is 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:

[0019] ;

[0020] in, is the total energy consumption of the coupler and the front and rear follower plates under the combined action of impact and sliding, 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 during 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.

[0021] In a further technical solution, the coupler-wear plate wear zone 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:

[0022] ;

[0023] in, is the total energy consumption caused by periodic fretting wear of the coupler and the wear plate, is the third dynamic friction coefficient, is the third dynamic normal load, is the relative sliding velocity of fretting wear, 0 is the time when the total energy consumption of the coupler and the wear plate due to periodic fretting wear starts to be calculated, and T is the time when the calculation ends.

[0024] In a further technical solution, the buffer damping zone is a buffer that dissipates longitudinal vibration energy through viscous damping and hysteresis damping, and its energy consumption integral formula is specifically expressed as:

[0025] ;

[0026] 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 velocity of the buffer, 0 is the time when the calculation of the total energy consumed by the buffer due to damping begins, and T is the time when the calculation ends.

[0027] In a further technical solution, the formula for the total energy consumption is:

[0028] ;in, is the priority weight, For different energy consumption areas, is the total energy consumption of different energy consumption areas.

[0029] In a second aspect, the present invention provides a system for calculating energy consumption of a coupler system during operation of a railway freight car, comprising:

[0030] 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;

[0031] 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 coupler gap collision area is greater than the coupler-slave plate impact area, greater than the buffer damping area, greater than the inter-coupler sliding friction area, and greater than the coupler-wear plate wear area;

[0032] The output module is configured to obtain the total energy consumption by weighted superposition calculation based on the energy transfer priority weight.

[0033] Compared with the prior art, the present invention has the following beneficial effects:

[0034] 1. Existing technologies fail to account for the dynamic effects of coupler gap collision and fretting wear, resulting in a missing key mechanism in energy consumption models. This invention constructs a multi-source dynamic coupling model for energy consumption, encompassing models for the coupler gap collision zone, sliding friction zone, impact zone, fretting wear zone, and buffer damping zone. This allows energy consumption calculations to encompass all key energy consumption components, improving comprehensiveness and accuracy. For example, when calculating energy consumption for lines in mountainous areas of the southwest, gap collision energy consumption can be accurately accounted for, whereas conventional models do not. The error in this invention's calculation of gap collision energy consumption is only 4.5%.

[0035] 2. The existing technology uses a static assumption for the friction coefficient, failing to consider the speed-temperature-roughness coupling relationship, leading to an oversimplification of the dynamic coupling. This invention establishes a speed-temperature-roughness coupled friction coefficient equation, breaking through the limitations of the traditional Coulomb's law. It more accurately reflects actual friction conditions and reduces the error in sliding friction energy consumption calculations from 18% in the traditional model to 3.2%, thereby improving the overall energy consumption calculation accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, 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.

[0037] Figure 1 This is a multi-source energy consumption topology network diagram of the coupler system of the present invention; DETAILED DESCRIPTION

[0038] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0039] It should be noted that the following detailed description is illustrative and is intended to further illustrate the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as commonly understood by those of ordinary skill in the art to which the present invention belongs. The embodiments of the present invention and the features of the embodiments may be combined with each other unless otherwise specified.

[0040] Example 1

[0041] This embodiment provides a method for calculating the energy consumption of a coupler system during the operation of a railway freight car, specifically including the following contents:

[0042] This embodiment takes an 80t freight train on a southwestern mountainous line (with a slope of 20‰) as an example for explanation:

[0043] Since the existing technology does not cover the dynamic effects of coupler gap collision and micro-motion wear, the key mechanism of the energy consumption model is missing, which in turn affects the accuracy of the energy consumption calculation. Therefore, in this embodiment, a multi-source energy consumption dynamic coupling model of the coupler system is first constructed, wherein the multi-source energy consumption dynamic coupling model includes the coupler gap collision area (F), the sliding friction area between couplers (A), the coupler-slave plate impact area (B, C), the coupler-wear plate wear area (D) and the buffer damping area (E).

[0044] Specific: The physical mechanism of the coupler gap collision zone (F) is the coupler gap Under orbital excitation, periodic collisions are triggered, resulting in energy dissipation, including plastic deformation, acoustic energy and thermal energy.

[0045] Integral formula for energy consumption in the coupler gap collision zone (F):

[0046] ;in, is the total energy consumption of gap collision, which represents the total energy dissipated by the coupler gap in periodic collision, including kinetic energy loss and plastic deformation energy, unit: Joule (J), It is used to quantify the contribution of gap collision to the total energy consumption of the coupler system and guide the optimization of gap design to reduce energy loss.

[0047] The number of collisions per unit time is determined by track irregularity excitation and coupler clearance. Its calculation / calibration method uses a nonlinear dynamic equation (such as a piecewise stiffness model) combined with the Poincaré mapping method; it is also calibrated using measured data (such as on-board acceleration sensors recording collision events). For example, on a straight line, the number is approximately 5 per kilometer, while on a mountainous route, it can reach 20 per kilometer.

[0048] The effective mass involved in the collision is usually the equivalent mass of the coupler on one side, measured in kilograms (kg). The method of determination is to calculate the mass using a three-dimensional model of the coupler structure. For example, the coupler mass of a C70 truck is approximately 80-100 kg.

[0049] is the coefficient of restitution, which indicates the proportion of kinetic energy retained after a collision. = 1, completely elastic collision (no energy loss); =0, completely plastic collision (kinetic energy is completely dissipated). The calibration method is: high-speed camera measurement of the velocity ratio before and after the collision: ; Material dynamic compression test fitting. For example: steel coupler =0.3~0.6, polymer composite materials =0.1~0.3.

[0050] The instantaneous relative velocity of the nth collision determines the magnitude of the collision kinetic energy. The unit is meter per second (m / s). Its calculation source is: solving the coupler displacement through the segmented stiffness dynamic equation and speed Track excitation input (such as track spectrum) drives the vibration response. For example: plain line ≈0.2~0.5m / s, and can reach 1.0 m / s in mountainous braking conditions.

[0051] The plastic deformation depth resulting from the nth collision, measured in millimeters (mm). Its calculation model is calibrated through finite element simulation or indentation testing. For example, the plastic deformation of mild steel in a single collision is approximately 0.05–0.2 mm.

[0052] is the plastic stress-strain function of the material, which describes the relationship between stress and strain during plastic deformation. The expression is:

[0053] (power law model), where is the hardening coefficient, which is calibrated by material compression test; is the strain hardening exponent (typical value 0.3~0.5). Its integral It represents the work of plastic deformation and directly determines the energy consumption of plastic deformation.

[0054] In the energy consumption integral formula of the coupler gap collision zone (F), It represents the kinetic energy loss term, which is the kinetic energy loss caused by inelastic deformation during the collision. It is inversely proportional to the square of the coefficient of restitution and accounts for 60%~80% of the total collision energy consumption (depending on the e value).

[0055] Represents the plastic deformation energy term, which is the energy consumed by the plastic deformation of the material and is positively correlated with the material hardness and deformation depth; it accounts for 20% to 40% of the total collision energy consumption (the proportion is lower for high-hardness materials).

[0056] In this embodiment, the optimization of the coupler gap of a certain type of freight car is taken as an example:

[0057] Original parameter: coupler gap =5mm, recovery coefficient e=0.4, hardening coefficient =1500 MPa;

[0058] Optimized parameters: coupler gap =3mm, recovery coefficient e=0.5 (using elastic coating), hardening coefficient =2000 MPa (high-strength steel); its effect is: number of collisions per unit time From 15 times / km to 8 times / km, the energy consumption of a single collision is reduced by 30%, and the annual energy saving reaches 1.2x10 3 MJ / car. By quantifying the collision kinetic energy loss and plastic deformation energy, the energy consumption mechanism of gap collision is fully described. Parameter calibration requires the combination of dynamic simulation, material testing and measured data. The optimization direction focuses on reducing the collision frequency ( ) and single energy consumption (e and ). This model provides a core theoretical tool for coupler clearance design and material selection.

[0059] The sliding friction zone (A) between couplers is the sliding friction generated by the contact surface of the couplers under longitudinal vibration, and the friction coefficient is affected by the coupling of speed, temperature and roughness.

[0060] Integral formula for energy consumption in the sliding friction area (A) between couplers:

[0061] ;

[0062] Among them, the first dynamic friction coefficient model :

[0063] = ;

[0064] in, The total energy consumption due to sliding friction between the couplers is expressed in joules (J), representing the energy loss due to sliding friction during the time interval [0, T]. This is used to quantify the contribution of sliding friction to the total energy consumption of the coupler system and to guide the optimization of surface treatment or lubrication strategies. The time interval [0, T] represents the time interval from the start of the calculation of the total energy consumption due to sliding friction between the couplers at time 0 to the end of the calculation at time T, where 0 represents the start time and T represents the end time.

[0065] is the first dynamic friction coefficient, which characterizes the instantaneous change of friction force during sliding friction and is affected by multiple factors such as speed, temperature, and surface roughness. is the speed correction term of the dynamic model, which indicates the nonlinear growth of the friction coefficient when the speed increases; is the temperature decay term of the dynamic model, indicating that the friction coefficient decreases exponentially as the temperature increases. =0.2~0.6, DLC coating surface =0.1~0.15.

[0066] is the first dynamic normal load, which represents the positive pressure on the coupler contact surface during the sliding process. Its calculation model is:

[0067] ;in, represents the equivalent elastic modulus, ; , is the elastic modulus of the material, is Poisson's ratio. represents the equivalent curvature radius of the contact surface, ; represents the contact deformation, which is solved by the coupler vibration displacement. In this embodiment, the normal load on the C70 freight car coupler is about 50-150 kN.

[0068] is the relative sliding velocity of the coupler contact surface, which is determined by the longitudinal vibration velocity difference of the coupler. Its calculation source is as follows:

[0069] Coupler vibration differential equation: = ;

[0070] in, is the longitudinal displacement of the coupler, and are the longitudinal velocity and longitudinal acceleration of the coupler, Input for track excitation.

[0071] Track excitation input The calculation method is as follows:

[0072] ;

[0073] Where, is the longitudinal force of the coupler caused by track excitation during railway operation, kN; is the equivalent vertical stiffness (combining the suspension system stiffness, wheel-rail contact stiffness, etc.), and the empirical value is taken = 1.2 x 10 6 N / m; The vertical irregularity amplitude of the track during the operation of railway freight cars (mm). The actual track measurement data or standard track spectrum data can be used. The maximum vertical irregularity amplitude is 5mm for straight lines and 10mm for curved / mountainous lines. is the vertical-longitudinal force conversion coefficient, and the empirical value straight line is taken = 0.15, Curve / Mountainous Area = 0.25.

[0074] In this embodiment, On a straight road it is 0.1~0.3 m / s and under braking conditions it can reach 1.0 m / s.

[0075] is the static friction coefficient, which characterizes the friction characteristics of the contact surface at zero speed and room temperature.

[0076] Its calibration method is static friction test (such as inclined plane method);

[0077] =0.25 ;in, is the surface roughness, The optimization method is to use low friction coating (such as MoS2 coating, can be reduced to below 0.1).

[0078] is the speed correction factor, which quantifies the enhancement effect of sliding speed on the friction coefficient. =0.2~0.5, under lubrication conditions = 0.05~0.1. High-speed sliding causes the deformation of surface micro-asperities to intensify and frictional heat to accumulate.

[0079] is the critical speed threshold. When the friction coefficient exceeds this value, it increases significantly, indicating the transition of the friction mechanism (such as from adhesive friction to furrow friction). Its calibration method is to identify the inflection point of the friction coefficient-speed curve. In this embodiment, the steel coupler =0.5 m / s, polymer composite materials =0.2 m / s.

[0080] is the temperature attenuation coefficient, which characterizes the rate at which the friction coefficient decreases due to friction heat. Its calculation model is as follows:

[0081] = ;in, is the thermal conductivity of the material (W / m·K); is the volumetric heat capacity (J / m³·K); is the characteristic thickness of the contact surface (m). In this embodiment, the steel =0.01K -1 , ceramic coating =0.005K -1 .

[0082] 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:

[0083] ;

[0084] The boundary condition is the ambient temperature , convection heat dissipation coefficient h. In this embodiment, the contact surface temperature under continuous braking conditions can reach 200~400 .

[0085] Specifically: Take the sliding friction optimization of a certain type of truck coupler as an example:

[0086] Original parameters: =0.25, =0.5 m / s, R =120mm;

[0087] Optimization measures: Use DLC coating, =0.12;

[0088] Increase the curvature radius to R =150mm;

[0089] Effect: Sliding friction energy consumption is reduced by 45%; annual operating energy consumption is reduced by 8x10 3 MJ / car.

[0090] The above formula (integral formula for energy dissipation in the sliding friction area (A) between couplers) accurately quantifies the energy dissipation of sliding friction between couplers by coupling the dynamic friction coefficient, normal load, and relative sliding velocity. Parameter calibration requires consideration of material properties, surface topography, and operating conditions. Optimization focuses on reducing the friction coefficient, controlling temperature rise, and optimizing contact stress distribution. This model provides a key theoretical basis for energy-saving design and intelligent operation and maintenance of coupler systems.

[0091] The coupler-slave plate impact zone (B, C) is where the coupler and the front and rear slave plates experience impact-sliding composite friction under lateral vibration, and the normal load is asymmetrically distributed.

[0092] Integral formula for energy consumption in the coupler-slave plate impact zone (B, C):

[0093] ;

[0094] Among them, the normal force distribution model:

[0095] ;

[0096] Instantaneous dissipation of impact energy:

[0097]

[0098] The total energy dissipated between the coupler and the front and rear track plates under combined impact and sliding conditions, including sliding friction energy and instantaneous impact energy loss. Measured in joules (J). It is used to quantify the energy dissipated in the impact zone between the front and rear track plates, guiding impact-resistant structural design and material selection. In the integral formula, 0 is the start time for calculating the total energy dissipated between the coupler and the front and rear track plates under combined impact and sliding conditions, and T is the end time.

[0099] is the second dynamic friction coefficient, which characterizes the instantaneous characteristics of sliding friction during the impact process and is affected by the impact velocity and contact surface temperature. Its dynamic model is:

[0100]

[0101] in, is the static friction coefficient (typical value 0.25 for steel-steel contact); is the impact velocity correction factor (0.1~0.3); is the critical impact velocity threshold (about 1.0 m / s).

[0102] is the second dynamic normal load, which describes the pressure distribution in the contact area during the impact process. The key parameters calculated using the normal force distribution model are:

[0103] is the dynamic normal force, which is solved jointly by the lateral vibration acceleration of the coupler and the track excitation;

[0104] a(t) is the contact half-width, a(t)= (R is the radius of curvature of the contact surface);

[0105] is the asymmetric correction factor, ( To install the inclination from the plate base, is the lateral vibration amplitude).

[0106] The relative sliding velocity during the impact process is determined by the difference between the coupler's lateral vibration velocity and the dynamic response velocity of the slave plate seat. Its calculation sources include the lateral vibration velocity obtained by solving the coupler's multi-body dynamics equations and the dynamic displacement field obtained from modal analysis of the slave plate seat's flexible body. In this embodiment, the velocity is approximately 0.1–0.5 m / s for straight lines and up to 1.2 m / s for curved sections.

[0107] is the impact energy dissipation factor, which characterizes the ratio of instantaneous energy loss to total impact energy. =0.3~0.5, high manganese steel =0.6~0.8.

[0108] It is the energy loss in a single impact process, consisting of kinetic energy loss and plastic deformation work. The calculation method is the same as the formula for kinetic energy loss and plastic deformation energy in the coupler gap collision zone (F).

[0109] is the coefficient of restitution, reflecting the proportion of kinetic energy retained after impact. The coefficient of restitution e in the collision zone (F) with the coupler gap is the same as that in the case of cast steel couplers. =0.4~0.6, composite material from the plate seat =0.2~0.4.

[0110] is the dynamic yield stress-strain function of the material, describing the stress response of plastic deformation during the impact process. .

[0111] In this embodiment, the optimization of the front and rear deck seats of a certain type of railway freight car is taken as an example:

[0112] Original parameters: =0.3 ( = ), =0.4, =345 MPa;

[0113] Optimization measures: Adjust the installation angle to = , =0.17; High manganese steel plate seat ( =550\ MPa);

[0114] Effect: Impact energy consumption is reduced by 35%; the service life of the plate seat is extended by 50% and the annual maintenance cost is reduced by 30%.

[0115] The coupler-wear plate wear zone (D) is the surface wear caused by periodic micro-friction between the coupler and the wear plate of the coupler support, and the friction coefficient decreases with accumulated wear.

[0116] Integral formula for energy consumption in the coupler-wear plate wear zone (D):

[0117] ;

[0118] Among them, the friction coefficient attenuation model (Archard theory):

[0119] ;

[0120] ;

[0121] in, is the material wear coefficient (typical value for steel-polymer pairing ); is a time-varying function of surface roughness and is calculated using the wear depth model.

[0122] =The total energy consumption due to periodic fretting wear between the coupler and the wear plate reflects the energy dissipated by the synergistic effect of friction and wear. Measured in joules (J), it is used to quantify the contribution of fretting wear to system energy consumption and guide material selection strategy optimization. Where 0 is the time when the total energy consumption due to periodic fretting wear between the coupler and the wear plate begins to be calculated, and T is the time when the calculation ends.

[0123] is the third dynamic friction coefficient, which characterizes the time-varying characteristics of friction during the wear process and decays with the increase of surface roughness and wear depth.

[0124] in, is the initial friction coefficient, which indicates the static friction coefficient when there is no wear; is the wear integral term, which represents the friction coefficient decay caused by the cumulative sliding distance. =0.15~0.25, ceramic-steel pairing =0.08~0.12.

[0125] It is the third dynamic normal load, which is formed by the superposition of the coupler's deadweight and the vibration inertia force. Its calculation model is:

[0126] ;

[0127] in, is the vertical vibration acceleration, and the multi-body dynamics model is solved by the orbit spectrum excitation; In this embodiment, the normal load on the wear plate of an 80t freight car is about 10-30 kN.

[0128] The relative sliding velocity of fretting wear is determined by the lateral vibration of the coupler and the dynamic response of the wear plate. Its calculation is based on the analysis of the lateral vibration velocity spectrum of the coupler and the deformation field of the wear plate's flexible body. In this example, the velocity is 0.05–0.2 m / s for straight lines and up to 0.5 m / s for curved sections.

[0129] is the wear rate coefficient, which characterizes the friction coefficient attenuation rate per unit sliding distance. is the material wear coefficient (mm³ / N·m), calibrated by the pin-on-disc wear test; is the Vickers hardness of the material (MPa), which is positively correlated with wear resistance; It is the ratio of the actual value of surface roughness to the initial value. The increase of roughness accelerates wear.

[0130] is a time-varying function of surface roughness, which characterizes the evolution of contact surface morphology during wear. Its dynamic model is:

[0131] ;

[0132] The calibration method is to measure the wear surface morphology using white light interferometry or atomic force microscopy (AFM). In this embodiment, the initial roughness =1.6 , after wear and tear =3.2 .

[0133] In this embodiment, the wear plate optimization of a certain type of truck coupler is taken as an example:

[0134] Original parameters: =0.2, =2x10 -6 mm 3 / (N·m), =300 MPa;

[0135] Optimization measures: Use silicon carbide reinforced polyetheretherketone (SiC-PEEK) composite materials: =6x10 -7 mm 3 / (N·m), =450 MPa; surface polished to =0.6 ;

[0136] Effect: Fretting friction energy consumption is reduced by 55%; the wear plate life of the coupler bracket is extended by 2.5 times, and the replacement cost is reduced by 60%.

[0137] The integral formula for energy consumption in the coupler-wear plate wear zone (D) combines a dynamic friction coefficient decay model with Archard wear theory to accurately quantify the energy consumption evolution mechanism of fretting wear between the coupler and support wear plate. Parameter calibration requires a combination of material wear testing, surface topography analysis, and dynamic load modeling. Optimization focuses on reducing the initial friction coefficient, improving material wear resistance, and controlling surface roughness growth. This model provides a key theoretical tool for long-life design and green operation and maintenance of coupler systems.

[0138] The buffer damping area (E) is where the buffer dissipates longitudinal vibration energy through viscous damping (linear) and hysteresis damping (nonlinear).

[0139] ;

[0140] Among them, the damping force model:

[0141] ;

[0142] The total energy consumed by the buffer due to damping in the time interval [0, T], including the contributions of viscous and hysteretic damping, is expressed in joules (J). It is used to quantify the buffer's contribution to the coupler system's energy consumption and guide damping parameter optimization to balance energy dissipation with operational stability. The time interval [0, T] represents the period from the start of the calculation of the total energy consumed by the buffer due to damping, time 0, to the end of the calculation, time T. This means that the calculation begins at time 0 and ends at time T.

[0143] is the viscous damping coefficient, which is a proportional factor that characterizes the linear relationship between the damping force and the speed. The unit is Newton-second / meter (N·s / m). The calibration method is: ) The slope of the force-velocity curve of the damping test is determined. In this embodiment, = 5 x 10 4 N·s / m.

[0144] is the velocity normalization threshold, which controls the saturation characteristics of the viscous damping force. When , the viscous damping force tends to saturation, unit: meter per second (m / s). Its mechanism of action is:

[0145] hour, , the damping force is approximately linear;

[0146] hour, , the damping force tends to a constant value .

[0147] In this embodiment, = 0.1 m / s (adapts to the common railway freight car operating speed range).

[0148] is the hysteresis damping coefficient, which represents the proportional factor of the nonlinear relationship between the damping force and the speed, unit: Newton second n / rice n (N·s ⁿ / m ⁿ ), determined by the index n. The calibration method is: through high speed ( ) The force-velocity curve of the damping test is fitted and determined. In this embodiment, =1 x 10 5 N·s 1.8 / m 1.8 .

[0149] n is a nonlinear index that controls the sensitivity of the hysteresis damping force to speed changes. Its value range is: , the common value is n=1.8. The mechanism of action is:

[0150] n=1: The damping force is proportional to the square of the velocity (similar to fluid damping); n>1: The damping force increases faster with velocity, which is suitable for high-cycle fatigue energy consumption scenarios.

[0151] is the relative speed of the buffer, that is, the instantaneous relative speed between the coupler and the car body, in meters per second (m / s). It is calculated from the solution of the differential equation for the longitudinal vibration of the coupler or obtained through multi-body dynamics simulation. In this embodiment, the horizontal straight line: ≈0.05~0.3m / s; Emergency braking: ≈1.0m / s.

[0152] T is the integration time interval, unit: second (s), and its application scenarios are short-time analysis (braking process) and long-time analysis (entire life).

[0153] In the above integral formula of energy consumption in the buffer damping area (E), is the viscous damping energy consumption term, which indicates the approximately linear damping at low speed ( ), saturation at high speed ( Energy consumption ratio: 30%~50% of the total damping energy consumption (dominated by low-speed conditions).

[0154] It is the hysteresis damping energy consumption term, which represents nonlinear growth at high speed and simulates the energy consumption of internal friction and structural deformation of the material. Energy consumption ratio: 50%~70% of the total damping energy consumption (dominated by high-speed / impact conditions).

[0155] In this embodiment, the optimization of a certain type of truck buffer is taken as an example:

[0156] Original parameters: =3x10 4 N·s / m, =5x10 4 N·s 1.8 / m 1.8 , n=1.8;

[0157] Problem: The buffer temperature rises too high during braking in mountainous areas, resulting in concentrated energy consumption;

[0158] Optimization measures: Adjustment =6x10 4 N·s / m to enhance low-speed energy consumption; reduce n=1.2 to slow down high-speed nonlinear growth;

[0159] Effect: The total damping energy consumption is more evenly distributed, the temperature rise is reduced by 40%; the braking distance is shortened by 8%, meeting the requirements of green operation.

[0160] The integral formula for the energy dissipation in the buffer's damping region (E) accurately quantifies the buffer's energy dissipation characteristics across different speed ranges by modeling the coupling of viscous and hysteretic damping. Parameter calibration requires a combination of dynamic testing and simulation analysis, with optimization focused on balancing low-speed stability with high-speed energy absorption. This provides a theoretical foundation for energy-saving, consumption-reduction, and reliability design of railway freight cars.

[0161] Then, based on the energy flow topology network, the energy transfer priority and efficiency matrix in the multi-source energy consumption dynamic coupling model were determined. The energy transfer priority is as follows: coupler gap collision zone (F) > coupler-slave plate impact zone (B, C) > buffer damping zone (E) > inter-coupler sliding friction zone (A) > coupler-wear plate wear zone (D).

[0162] In this embodiment, the total energy consumption is weighted by the energy transfer priority:

[0163] ;in, is the priority weight, For different energy consumption areas, the values are A to F. is the total energy consumption of different energy consumption areas.

[0164] Physical basis: Impact energy is dissipated preferentially through plastic deformation, and friction energy is distributed according to contact stiffness.

[0165] Example 2

[0166] This embodiment provides a system for calculating the energy consumption of a coupler system during the operation of a railway freight car, which specifically includes the following modules:

[0167] 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;

[0168] 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 coupler gap collision area is greater than the coupler-slave plate impact area, greater than the buffer damping area, greater than the inter-coupler sliding friction area, and greater than the coupler-wear plate wear area;

[0169] The output module is configured to obtain the total energy consumption by weighted superposition calculation based on the energy transfer priority weight.

[0170] It should be noted here that each module in this embodiment corresponds one-to-one to the method in Example 1, and the specific implementation process is the same, which will not be repeated here.

[0171] Example 3

[0172] This embodiment provides a computer-readable storage medium having a program stored thereon. 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 the first embodiment above are implemented.

[0173] Example 4

[0174] An electronic device includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein when the processor executes the program, the steps of the method for calculating the energy consumption of a coupler system during the operation of a railway freight car described in the first embodiment are implemented.

[0175] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

[0176] Although the above describes the specific embodiments of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without any creative work are still within the scope of protection 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 for the coupler system, which 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 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 restitution coefficient, is the instantaneous relative velocity of the nth collision, is the plastic deformation depth caused by the nth collision, is the plastic stress-strain function of the material; The sliding friction zone between the couplers is the sliding friction generated by the contact surface of the couplers under longitudinal vibration. The energy consumption integral formula is specifically expressed as: ； in, is the total energy consumed by 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 time when the total energy consumption of sliding friction between the couplers starts to be calculated, and T is the time when the calculation ends; 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 action of impact and sliding, 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 during 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 is calculated, and T is the time when the calculation ends; The coupler-wear plate wear zone is the surface wear caused by periodic micro-friction between the coupler and the coupler support wear plate. The energy consumption integral formula is specifically expressed as: ； in, is the total energy consumption caused by periodic fretting wear of the coupler and the wear plate, is the third dynamic friction coefficient, is the third dynamic normal load, is the relative sliding velocity of fretting wear, 0 is the time when the total energy consumption of the coupler and the wear plate due to periodic fretting wear is calculated, and T is the time when the calculation ends; The buffer damping zone is where the buffer dissipates longitudinal vibration energy through viscous damping and hysteresis damping. The energy dissipation 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 velocity of the buffer, 0 is the time when the calculation of the total energy consumed by the buffer due to damping begins, and T is the time when the calculation ends; Based on the energy flow topology network, the energy transfer priority in the multi-source energy consumption dynamic coupling model is determined. The energy transfer priority is as follows: the coupler gap collision area is greater than the coupler-follower plate impact area, greater than the buffer damping area, greater than the sliding friction area between couplers, and greater than the coupler-wear plate wear area. Based on the energy transfer priority weights, the total energy consumption is calculated through weighted superposition.

2. 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 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.

3. 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 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 restitution coefficient, is the instantaneous relative velocity of the nth collision, is the plastic deformation depth caused by the nth collision, is the plastic stress-strain function of the material; The sliding friction zone between the couplers is the sliding friction generated by the contact surface of the couplers under longitudinal vibration. The energy consumption integral formula is specifically expressed as: ； in, is the total energy consumed by 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 time when the total energy consumption of sliding friction between the couplers starts to be calculated, and T is the time when the calculation ends; 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 action of impact and sliding, 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 during 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 is calculated, and T is the time when the calculation ends; The coupler-wear plate wear zone is the surface wear caused by periodic micro-friction between the coupler and the coupler support wear plate. The energy consumption integral formula is specifically expressed as: ； in, is the total energy consumption caused by periodic fretting wear of the coupler and the wear plate, is the third dynamic friction coefficient, is the third dynamic normal load, is the relative sliding velocity of fretting wear, 0 is the time when the total energy consumption of the coupler and the wear plate due to periodic fretting wear is calculated, and T is the time when the calculation ends; The buffer damping zone is where the buffer dissipates longitudinal vibration energy through viscous damping and hysteresis damping. The energy dissipation 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 velocity of the buffer, 0 is the time when the calculation of the total energy consumed by the buffer due to damping begins, and T is the time when the calculation ends; 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 coupler gap collision area is greater than the coupler-slave plate impact area, greater than the buffer damping area, greater than the inter-coupler sliding friction area, and greater than the coupler-wear plate wear area; The output module is configured to obtain the total energy consumption by weighted superposition calculation based on the energy transfer priority weight.

4. 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 2 are implemented.

5. An electronic device comprising a memory, a processor, and a program stored in the memory and executable on the processor, wherein: 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 1-2 are implemented.

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