A method and system for calculating energy consumption of a three-piece truck suspension

Abstract

The application provides a method and system for calculating energy consumption of a three-piece truck suspension, and belongs to the technical field of rail transit vehicle dynamics; the method comprises the following steps: constructing a track irregularity excitation model containing long-wave components and short-wave components; based on the track irregularity excitation model, establishing a vibration balance equation of vertical vibration of the truck; solving the vibration balance equation by using a variable step numerical solution method to obtain real-time vibration speed of a friction pair of the truck, and analytically calculating the energy consumption value of the truck suspension per unit distance. The application can quickly and accurately calculate the energy consumption of the truck suspension, thereby providing data support for parameter design of the three-piece truck suspension.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of rail transit vehicle dynamics, and particularly relates to a method and system for calculating energy consumption of a suspension of a three-piece truck bogie. BACKGROUND

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

[0003] In the field of railway freight transport, three-piece bogies are widely used in freight vehicles due to their simple structure and low maintenance cost. The secondary suspension system of such bogies mainly consists of a side frame, a bolster and a wedge friction pair, and its energy consumption characteristics directly affect the efficiency and economy of train operation.

[0004] Currently, the industry relies mainly on multi-body dynamics simulation and measured track data-driven methods to calculate the energy consumption of the suspension system. Although these two methods can calculate the energy consumption of the suspension of the three-piece truck bogie, they also have the following technical problems that are difficult to solve:

[0005] (1) The multi-body dynamics simulation technology in the prior art is to establish a detailed three-dimensional model of the bogie and perform time-domain simulation combined with track excitation input. This method requires the construction of a complex rigid-flexible coupling system, which consumes a lot of computing resources and makes it difficult to quickly estimate energy consumption.

[0006] (2) The measured track data-driven method in the prior art relies too much on data, and measured track data is difficult to standardize. The evaluation results of different lines lack comparability, resulting in poor accuracy of energy consumption calculation.

[0007] (3) Both the multi-body dynamics simulation and the measured track data-driven methods in the prior art have parameter blind areas, i.e., the influence mechanism of key parameters such as friction coefficient and wedge inclination angle on energy consumption is not clear, and there is a lack of quantitative adjustment basis in the design process, resulting in blindness in the parameter optimization of the suspension system. SUMMARY

[0008] To overcome the shortcomings of the prior art, the present application provides a method and system for calculating the energy consumption of the suspension of a three-piece truck bogie, which can quickly and accurately calculate the energy consumption of the suspension of the bogie, thereby providing data support for the parameter design of the suspension of the three-piece truck bogie.

[0009] To achieve the above-mentioned purpose, one or more embodiments of the present application provide the following technical solutions:

[0010] The first aspect of the present application provides a method for calculating the energy consumption of the suspension of a three-piece truck bogie.

[0011] A method for calculating energy consumption of a three-piece truck bogie suspension, comprising:

[0012] An excitation model of track irregularity is constructed, which includes long-wave components and short-wave components, and specifically, the long-wave components represent low-frequency deformation caused by track subgrade slow settlement, and the short-wave components represent high-frequency impact caused by rail joint and rail surface wear;

[0013] Based on the excitation model of track irregularity, a vibration balance equation of the vertical vibration of the bogie is established, wherein the vibration balance equation integrates the nonlinear characteristics of the friction damping;

[0014] The vibration balance equation is solved by using a variable step numerical solution method to obtain real-time vibration speed of the bogie friction pair; and based on the obtained real-time vibration speed, the energy consumption value per unit distance of the bogie suspension is analytically calculated.

[0015] Further, the determination of the parameters in the excitation model of track irregularity includes: first, setting the wavelength scale of the long-wave length of the track as a first wavelength and the wavelength scale of the short-wave length of the track as a second wavelength, and the first wavelength is greater than the second wavelength; then, according to the line grade, the track irregularity amplitudes of the track long-wave length and the track short-wave length are respectively graded and valued.

[0016] Further, the line grade includes good line, general line and bad line; wherein the long-wave amplitude and the short-wave amplitude of the good line are respectively and , the long-wave amplitude and the short-wave amplitude of the general line are respectively and , and the long-wave amplitude and the short-wave amplitude of the bad line are respectively and .

[0017] Further, the variable step numerical solution method uses variable step Runge-Kutta calculation, and the step length in the variable step Runge-Kutta calculation is adaptively adjusted based on the relative change error threshold of the vibration acceleration.

[0018] Further, the analytically calculated energy consumption value per unit distance of the bogie suspension includes: time-domain integration of the product of the friction resistance of the wedge and the obtained real-time vibration speed to obtain total dissipated energy; and comparison of the total dissipated energy with the running distance of the bogie suspension to generate the energy consumption value per unit distance.

[0019] Further, the energy consumption calculation method for the three-piece truck bogie suspension further comprises bogie suspension parameter design, namely: setting a target energy consumption threshold, determining whether the bogie suspension parameter design is qualified according to the obtained bogie suspension energy consumption value; if not, iteratively adjusting the bogie suspension parameters.

[0020] The second aspect of the present application provides an energy consumption calculation system for a three-piece truck bogie suspension.

[0021] The energy consumption calculation system for the three-piece truck bogie suspension comprises:

[0022] The track irregularity excitation construction module is configured to construct a track irregularity excitation model containing long-wave components and short-wave components, specifically: the track irregularity excitation model represents low-frequency deformation caused by track foundation slow settlement with long-wave components, and represents high-frequency impact caused by rail joints and rail surface wear with short-wave components;

[0023] The vibration balance equation construction module is configured to establish a vibration balance equation of the bogie vertical vibration based on the track irregularity excitation model; wherein the vibration balance equation integrates the nonlinear characteristics of friction damping;

[0024] The energy consumption calculation module is configured to solve the vibration balance equation by using a variable step numerical solution method to obtain real-time vibration speed of the bogie friction pair; and to analytically calculate the bogie suspension energy consumption value per unit distance according to the obtained real-time vibration speed.

[0025] The parameter design module is configured to set a target energy consumption threshold, determine whether the bogie suspension parameter design is qualified according to the obtained bogie suspension energy consumption value; if not, iteratively adjust the bogie suspension parameters.

[0026] The third aspect of the present application provides a computer readable storage medium having a program stored thereon, the program being executed by a processor to implement the steps of the energy consumption calculation method for the three-piece truck bogie suspension according to the first aspect of the present application.

[0027] The fourth aspect of the present application provides an electronic device comprising a memory, a processor, and a program stored on the memory and executable on the processor, wherein the processor executes the program to implement the steps of the energy consumption calculation method for the three-piece truck bogie suspension according to the first aspect of the present application.

[0028] The above one or more technical solutions have the following beneficial effects:

[0029] (1) The present application replaces the complex multi-body dynamics simulation in the prior art by constructing a simplified track irregularity excitation model containing long-wave components and short-wave components, combining the vibration balance equation with the integrated friction damping nonlinear characteristics and the variable step size numerical solution method. Thus, the present application can reduce the consumption of computing resources while ensuring the calculation efficiency without establishing a refined three-dimensional model, thereby realizing the rapid estimation of the energy consumption of the bogie suspension and meeting the efficient demand of the bogie suspension in the design stage for energy consumption evaluation.

[0030] (2) The track irregularity excitation model of the present application sets the long-wave and short-wave wavelength scales, and grades the long-wave amplitude and short-wave amplitude according to the line grade (good, general, and poor) to form a standardized excitation input. This design method avoids the randomness and irreproducibility of the measured data, so that the energy consumption evaluation results under different line conditions have comparability, and the accuracy of the energy consumption calculation is effectively improved.

[0031] (3) The present application can directly obtain the suspension energy consumption value per unit distance through energy consumption analytical calculation, and combined with the parameter iterative adjustment mechanism (setting the target energy consumption threshold and adjusting the parameters according to the energy consumption results), the correlation between the friction coefficient, the wedge angle and the energy consumption can be clearly quantified. This provides a clear quantitative adjustment basis for the parameter design of the suspension system, realizes the rapid sensitivity analysis of the parameters, avoids the blindness of parameter optimization, and is helpful for the accurate design of the low-energy bogie suspension system.

[0032] The advantages of the additional aspects of the present application will be partially given in the following description, partially will become obvious from the following description, or will be understood through the practice of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0033] The drawings accompanying the specification of the present application form a part thereof, serve to provide further understanding of the present application, and together with the description of the exemplary embodiments of the present application and the explanation thereof serve to explain the present application, and do not constitute an improper limitation of the present application.

[0034] Figure 1 A flowchart of a kind of energy consumption calculation method for three-piece truck bogie suspension in the present application embodiment one. DETAILED DESCRIPTION

[0035] It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the present application. Unless otherwise indicated, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs.

[0036] It should be noted that the terms used herein are only for the purpose of describing the specific embodiments, and are not intended to limit the exemplary embodiments according to the present application.

[0037] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0038] Example 1

[0039] This embodiment discloses a method for calculating energy consumption of the bogie suspension for three-component freight cars.

[0040] like Figure 1 As shown, a method for calculating energy consumption of a three-component freight car bogie suspension includes:

[0041] Step S1: Construct a track irregularity excitation model that includes long-wavelength components and short-wavelength components. Specifically, the track irregularity excitation model uses long-wavelength components to characterize the low-frequency deformation caused by the slow settlement of the track subgrade, and uses short-wavelength components to characterize the high-frequency impact caused by the wear of rail joints and rail surfaces.

[0042] Step S2: Based on the track irregularity excitation model, establish the vibration equilibrium equation for the vertical vibration of the bogie; wherein, the vibration equilibrium equation integrates the nonlinear characteristics of friction damping;

[0043] Step S3: Solve the vibration balance equation using the variable step size numerical solution method to obtain the real-time vibration velocity of the bogie friction pair; based on the obtained real-time vibration velocity, analyze and calculate the bogie suspension energy consumption per unit distance.

[0044] Based on the above methods, this invention can quickly and accurately calculate the energy consumption of bogie suspension, thereby providing data support for the parameter design of bogie suspensions for three major components of freight cars. To facilitate understanding of the technical solution of this invention, the specific implementation methods of this invention will be further explained and described below.

[0045] In step S1, a track irregularity excitation model containing long-wavelength and short-wavelength components is constructed. Specifically, the track irregularity excitation model uses the long-wavelength component to characterize the low-frequency deformation caused by the slow settlement of the track subgrade, and the short-wavelength component to characterize the high-frequency impact caused by the wear of rail joints and rail surface.

[0046] The orbital irregularity excitation model constructed in this invention, based on typical orbital wavelengths and second-order amplitudes, can be expressed as follows:

[0047] (1)

[0048] in, For time t The orbital excitation at that time is expressed in meters. The long wavelength of the track is measured in meters (m) for low-frequency, large-scale deformations such as slow settlement of the track subgrade and uneven settlement of the track bed. The shortwave wavelength of rails subjected to high-frequency localized impacts such as rail joints, localized rail surface wear, and sleeper spacing defects is measured in meters. The amplitude corresponds to the irregularity of the long-wavelength track, and the unit is meters (m). The amplitude corresponds to the irregularity of the shortwave wavelength track, and the unit is meters (m). The speed at which the bogie travels on the track is expressed in m / s.

[0049] The determination of parameters in the track irregularity excitation model includes: First, setting the wavelength scale of the long-wavelength track irregularity caused by low-frequency large-scale deformation as the first wavelength, and the short-wavelength track irregularity caused by high-frequency localized impact as the second wavelength, with the first wavelength being greater than the second wavelength; subsequently, assigning graded values ​​to the track irregularity amplitudes of the long-wavelength and short-wavelength track irregularities according to the track grade. As an optional embodiment, the long-wavelength track irregularity caused by low-frequency large-scale deformation is set... The wavelength scale is 10m, that is Long waves; short wave wavelengths of high-frequency localized impact orbits. The wavelength scale is 2m, that is For short waves; corresponding to long wave wavelengths, the amplitude of the orbital irregularities is... The values ​​are assigned according to the line grade: 0.005m for good lines, 0.01mm for average lines, and 0.015m for poor lines; corresponding to the amplitude of track irregularities at shortwave wavelengths. The line is graded and assigned a value according to its quality level: 0.002m for good lines, 0.005m for average lines, and 0.01m for bad lines.

[0050] Therefore, this invention constructs a track irregularity excitation model that includes both long-wavelength and short-wavelength components. This model simulates low-frequency deformations such as track subgrade settlement using the long-wavelength component, capturing the energy of vehicle body buoyancy vibration; and characterizes high-frequency impacts such as rail joints using the short-wavelength component, reflecting the instantaneous energy dissipation characteristics of the friction pair. Its advantages are: 1) Physical realism: The dual-wavelength combination can cover the main track defect frequency band (0.5-50Hz), achieving higher accuracy than single-wavelength models; 2) Computational efficiency: Replacing complex random track spectra reduces computation time; 3) Design guidance: After separating the effects of long and short waves, suspension parameters can be optimized specifically. For example, under long-wavelength conditions, spring stiffness can be adjusted first; under short-wavelength conditions, the friction coefficient can be controlled, thereby reducing energy consumption.

[0051] In step S2, based on the track irregularity excitation model, the vibration equilibrium equation for the vertical vibration of the bogie is established; wherein, the vibration equilibrium equation integrates the nonlinear characteristics of friction damping.

[0052] This invention simplifies the vertical vibration model of a three-component freight car bogie on a railway track into a mass-spring-damping system, the vibration equilibrium equation of which is:

[0053] (2)

[0054] (3)

[0055] (4)

[0056] (5)

[0057] in, , , The values ​​represent the vertical vibration displacement, velocity, and acceleration at the bogie wedge position, in m, m / s², and m / s², respectively. 2 ; The bogie's equivalent mass is expressed in kg. The equivalent friction damping coefficient is typically taken as 20000 N·s / m; The stiffness of the suspension system is typically taken as 1,000,000 N / m; The orbital excitation force is in the time domain, expressed in N. The wedge friction resistance in the time domain is expressed in N. The friction coefficient of the wedge friction surface; The normal force on the wedge friction surface is determined by the pre-compression of the spring load, and the unit is N; This is a smoothing factor, typically with a value of 10. 3 ~10 5 ; The dynamic load factor is the value of 1.8 to 2.5 when the curve passes through it. The dynamic load factor during braking is 2.0 to 3.0. This refers to the weight of a railway freight car, expressed in kg. This refers to the weight of goods in a railway freight car, expressed in kg. The weight of the bolster of a railway freight car bogie is expressed in kg. The acceleration due to gravity is taken as 9.81 m / s². 2 ; The inclination angle of the wedge friction surface is typically 35°.

[0058] Therefore, this invention establishes a vibration equilibrium equation for the vertical vibration of the bogie. This step quantitatively describes the coupling mechanism between track excitation and suspension response through dynamic equations. Its core value lies in: 1) Explicit energy transfer path: Incorporating the forces of track excitation and frictional energy consumption into a unified equation, directly linking input excitation and suspension energy consumption; 2) Precise characterization of nonlinear characteristics: Introducing a friction model to accurately capture the hysteretic energy consumption characteristics of wedge slippage, further reducing errors compared to linear models; 3) Quantitative sensitivity measurement of design parameters: Parameters such as equivalent frictional damping and suspension system stiffness in the equation can be quickly adjusted, realizing a quantitative assessment of the energy consumption impact of suspension stiffness / damping, providing a theoretical basis for low-energy consumption design; 4) Engineering benefits: Combined with numerical solutions, dynamic simulations that traditionally take several hours can be completed in one minute, with an energy consumption prediction accuracy of over 92%.

[0059] In step S3, the vibration equilibrium equation is solved by using variable step size Runge-Kutta calculation to obtain the real-time vibration velocity of the bogie friction pair; based on the obtained real-time vibration velocity, the bogie suspension energy consumption per unit distance is calculated analytically.

[0060] First, the adaptive adjustment of the step size in the variable step-size Runge-Kutta calculation is based on the error threshold of the relative change in vibration acceleration. By solving the vibration equilibrium equation based on the variable step-size Runge-Kutta calculation, the vibration velocity response of the suspension system can be obtained. Specifically:

[0061] 1) State variable initialization: Transform the second-order vibration equation into two first-order differential equations, and define the displacement. and speed As a state variable.

[0062] 2) Adaptive step size control: Set the initial step size (e.g., 0.01s), the step size is dynamically adjusted through a local truncation error estimator, and the step size is automatically reduced to [a smaller value] when the vibration velocity changes abruptly. (e.g. 10) -5 s), the steady zone expands to a step size of (e.g., 0.1s).

[0063] 3) Fourth- and fifth-order coupled computation: The Runge-Kutta-Fehlberg (RKF45) algorithm is used to simultaneously compute the fourth-order solution. and fifth-order solutions The difference As a basis for step size adjustment.

[0064] 4) Handling friction discontinuities: at the point where the velocity crosses zero ( When using a continuous function Replace the sign function, and combine it with a step size shrinking strategy (error threshold set to 10). -6 This ensures numerical convergence.

[0065] The above method can improve efficiency by more than 5 times compared with fixed step size calculation, and can accurately capture the transient switching process of friction pair (such as wedge slip-viscous transition), controlling the calculation error within 0.5%.

[0066] Subsequently, based on the obtained real-time vibration velocity, the bogie suspension energy consumption per unit distance is analytically calculated, including: integrating the product of the wedge friction resistance and the obtained real-time vibration velocity in the time domain to obtain the total dissipated energy; and comparing the total dissipated energy with the bogie suspension running distance to generate the energy consumption per unit distance. Specifically, the bogie suspension energy consumption per unit distance is calculated. E The formula is expressed as:

[0067] (6)

[0068] Furthermore, a method for calculating the energy consumption of a three-component freight car bogie suspension also includes bogie suspension parameter design, namely: setting a target energy consumption threshold, determining whether the bogie suspension parameter design is qualified based on the obtained bogie suspension energy consumption value; if not qualified, iteratively adjusting the bogie suspension parameters. This can be specifically implemented through the following method:

[0069] 1) Setting the target energy consumption threshold

[0070] Take 90% of the energy consumption value of similar excellent products as the benchmark (e.g., if the benchmark product is 160 kJ / km, then set the target energy consumption threshold to 144 kJ / km); then adjust according to the line level, that is, reduce by 10% for plain lines and increase by 15% for mountain lines.

[0071] 2) Three-step method for parameter adjustment

[0072] 2-1) First priority: Reduce the coefficient of friction This means reducing the coefficient of friction by 0.02 each time (e.g., if the coefficient of friction is 0.34 in the current instance, it will be adjusted to 0.32 in the next instance); in addition, lower limit control must be observed, i.e., freight... ≥0.25, to prevent brake failure.

[0073] 2-2) Second priority: Optimize wedge angle The optimization criteria are shown in Table 1. When the speed is greater than 80 km / h, the wedge angle is increased by 3°; when the axle load is greater than 25t, the wedge angle is decreased by 4°. The two processing methods can be superimposed.

[0074] Table 1. Wedge Angle Optimization Standards

[0075]

[0076] 2-3) Final adjustment: Fine-tune the suspension stiffness. When energy consumption is too high, reduce the stiffness by 5-10%; when vibration is too large, increase the stiffness by 8-12%.

[0077] 3) Example of iterative process

[0078] 3-1) Initial Design: Coefficient of Friction =0.36, wedge angle =35°, suspension stiffness =1000000 N / m, energy consumption 182 kJ / km.

[0079] 3-2) Iterative adjustment: The first round of adjustment aims to reduce the coefficient of friction. =0.34, energy consumption decreased to 172 kJ / km (still exceeding the target energy consumption threshold); second round of adjustments, increasing the wedge angle. =38°, energy consumption reduced to 158 kJ / km (meets standards).

[0080] 4) Acceptance Standards

[0081] 4-1) Qualification criteria: The energy consumption calculated for three consecutive times is less than the target energy consumption threshold; and the energy consumption fluctuation under shortwave conditions is less than 5%.

[0082] 4-2) Quick verification: Select the worst working condition ( =0.015m, =0.01m), and the vehicle speed is taken as 1.1 times the maximum operating speed; if the standard is met under this condition, then the entire operating condition is considered qualified. This simple method does not require complex algorithms, and engineers can complete the optimization within 2-3 rounds of adjustments based on experience, so that the energy consumption can be quickly brought up to standard.

[0083] Example 2

[0084] This embodiment discloses an energy consumption calculation system for the suspension of a three-component freight car bogie.

[0085] An energy consumption calculation system for the suspension of a three-component freight car bogie includes:

[0086] The track irregularity excitation construction module is configured to: construct a track irregularity excitation model containing long-wavelength components and short-wavelength components. Specifically, the track irregularity excitation model uses long-wavelength components to characterize the low-frequency deformation caused by the slow settlement of the track subgrade, and uses short-wavelength components to characterize the high-frequency impact caused by the wear of rail joints and rail surfaces.

[0087] The vibration equilibrium equation construction module is configured to: establish the vibration equilibrium equation for the vertical vibration of the bogie based on the track irregularity excitation model; wherein the vibration equilibrium equation integrates the nonlinear characteristics of friction damping;

[0088] The energy consumption calculation module is configured to: solve the vibration balance equation using a variable step size numerical solution method to obtain the real-time vibration velocity of the bogie friction pair; and analyze and calculate the bogie suspension energy consumption per unit distance based on the obtained real-time vibration velocity.

[0089] The parameter design module is configured to: set a target energy consumption threshold, determine whether the bogie suspension parameter design is qualified based on the obtained bogie suspension energy consumption value; if not qualified, iteratively adjust the bogie suspension parameters.

[0090] Example 3

[0091] The purpose of this embodiment is to provide a computer-readable storage medium.

[0092] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps in the energy consumption calculation method for a three-component freight car bogie suspension as described in Embodiment 1 of this disclosure.

[0093] Example 4

[0094] The purpose of this embodiment is to provide an electronic device.

[0095] An electronic device includes a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements the steps in the energy consumption calculation method for a three-piece truck bogie suspension as described in Embodiment 1 of this disclosure.

[0096] The steps and methods involved in the apparatuses of Embodiments 2, 3, and 4 above correspond to those in Embodiment 1. For specific implementation details, please refer to the relevant description section 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 as including any medium capable of storing, encoding, or carrying an instruction set for execution by a processor and enabling the processor to perform any of the methods in this invention.

[0097] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0098] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this 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 without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A method for calculating energy consumption of a three-component freight car bogie suspension, characterized in that, include: A track irregularity excitation model containing long-wavelength and short-wavelength components is constructed. Specifically, the track irregularity excitation model uses the long-wavelength component to characterize the low-frequency deformation caused by the slow settlement of the track subgrade, and the short-wavelength component to characterize the high-frequency impact caused by the wear of rail joints and rail surface. Based on the track irregularity excitation model, a vibration equilibrium equation for the vertical vibration of the bogie is established; wherein, the vibration equilibrium equation integrates the nonlinear characteristics of friction damping, specifically expressed as follows: ； ； ； ； in, , , These represent the vertical vibration displacement, velocity, and acceleration at the bogie's wedge position, respectively. For the bogie's equivalent mass, This is the equivalent friction damping coefficient. For suspension system stiffness; For orbital excitation force in the time domain, For the wedge friction resistance in the time domain, The friction coefficient of the wedge friction surface; The normal force on the wedge friction surface is determined by the pre-compression of the spring load. It is a smoothing factor; This is the dynamic load factor when the curve passes through it. This is the dynamic load coefficient during braking; This refers to the weight of the railway freight car body. This refers to the weight of the cargo in a railway freight car. The weight of the bolster of a railway freight car bogie; It is the acceleration due to gravity. The inclination angle of the wedge friction surface; For time t Orbital excitation at time; The vibration equilibrium equations are solved using a variable step-size numerical solution method to obtain the real-time vibration velocity of the bogie friction pair. Based on the obtained real-time vibration velocity, the bogie suspension energy consumption per unit distance is analytically calculated. This analytical calculation of the bogie suspension energy consumption per unit distance includes: integrating the product of the wedge friction resistance and the obtained real-time vibration velocity in the time domain to obtain the total dissipated energy; and comparing the total dissipated energy with the bogie suspension running distance to generate the energy consumption per unit distance. ； in, E This represents the bogie suspension energy consumption per unit distance. This indicates the speed at which the bogie travels on the track.

2. The energy consumption calculation method for the bogie suspension of a three-component freight car as described in claim 1, characterized in that, The determination of parameters in the track irregularity excitation model includes: first, setting the wavelength scale of the long-wavelength track for low-frequency large-range deformation as the first wavelength, and the wavelength scale of the short-wavelength track for high-frequency local impact as the second wavelength, with the first wavelength being greater than the second wavelength; then, according to the track grade, assigning graded values ​​to the track irregularity amplitudes of the long-wavelength track and the short-wavelength track respectively.

3. The energy consumption calculation method for the bogie suspension of a three-component freight car as described in claim 2, characterized in that, The line classification includes good lines, general lines, and bad lines; among them, the long-wave amplitude and short-wave amplitude of good lines are respectively... and The long-wave amplitude and short-wave amplitude of a typical circuit are respectively and The long-wave amplitude and short-wave amplitude of the poorly constructed line are respectively and .

4. The energy consumption calculation method for the bogie suspension of a three-component freight car as described in claim 1, characterized in that, The variable step size numerical solution method uses variable step size Runge-Kutta calculation, and the adaptive adjustment of the step size in the variable step size Runge-Kutta calculation is based on the error threshold of the relative change of vibration acceleration.

5. The energy consumption calculation method for the bogie suspension of a three-component freight car as described in claim 1, characterized in that, It also includes the design of bogie suspension parameters, namely: setting a target energy consumption threshold, and determining whether the bogie suspension parameter design is qualified based on the obtained bogie suspension energy consumption value; if it is not qualified, the bogie suspension parameters are iteratively adjusted.

6. An energy consumption calculation system for the suspension of a three-component freight car bogie, characterized in that, include: The track irregularity excitation construction module is configured to: construct a track irregularity excitation model containing long-wavelength components and short-wavelength components. Specifically, the track irregularity excitation model uses long-wavelength components to characterize the low-frequency deformation caused by the slow settlement of the track subgrade, and uses short-wavelength components to characterize the high-frequency impact caused by the wear of rail joints and rail surfaces. The vibration equilibrium equation construction module is configured to: establish the vibration equilibrium equation for the vertical vibration of the bogie based on the track irregularity excitation model; wherein, the vibration equilibrium equation integrates the nonlinear characteristics of friction damping, specifically expressed as follows: ； ； ； ； in, , , These represent the vertical vibration displacement, velocity, and acceleration at the bogie's wedge position, respectively. For the bogie's equivalent mass, This is the equivalent friction damping coefficient. For suspension system stiffness; For orbital excitation force in the time domain, For the wedge friction resistance in the time domain, The friction coefficient of the wedge friction surface; The normal force on the wedge friction surface is determined by the pre-compression of the spring load. It is a smoothing factor; This is the dynamic load factor when the curve passes through it. This is the dynamic load coefficient during braking; This refers to the weight of the railway freight car body. This refers to the weight of the cargo in a railway freight car. The weight of the bolster of a railway freight car bogie; It is the acceleration due to gravity. The inclination angle of the wedge friction surface; For time t Orbital excitation at time; The energy consumption calculation module is configured to: solve the vibration equilibrium equation using a variable step-size numerical solution method to obtain the real-time vibration velocity of the bogie friction pair; and analytically calculate the bogie suspension energy consumption per unit distance based on the obtained real-time vibration velocity. The analytical calculation of the bogie suspension energy consumption per unit distance includes: performing time-domain integration on the product of the wedge friction resistance and the obtained real-time vibration velocity to obtain the total dissipated energy; and comparing the total dissipated energy with the bogie suspension running distance to generate the energy consumption per unit distance. ； in, E This represents the bogie suspension energy consumption per unit distance. This indicates the speed at which the bogie travels on the track.

7. The energy consumption calculation system for the bogie suspension of a three-component freight car as described in claim 6, characterized in that, It also includes a parameter design module, which is configured to: set a target energy consumption threshold, determine whether the bogie suspension parameter design is qualified based on the obtained bogie suspension energy consumption value; if not qualified, iteratively adjust the bogie suspension parameters.

8. A computer-readable storage medium having a program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps in the energy consumption calculation method for the bogie suspension of a three-component freight car as described in any one of claims 1-5.

9. An electronic device, comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the energy consumption calculation method for the bogie suspension of a three-component freight car as described in any one of claims 1-5.

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