Energy consumption calculation method and system for railway wagon operation process

Abstract

An energy consumption calculation method and system for a railway wagon operation process. The method comprises: acquiring operation data of a railway wagon operation process; on the basis of the operation data of the railway wagon operation process, splitting a railway wagon line interval on the basis of a standard energy consumption model, and matching line types in the standard energy consumption model; on the basis of line interval operation data after splitting and a railway wagon dynamics calculation model, obtaining vehicle energy consumption information under different line intervals; and accumulating the vehicle energy consumption information under all lines to obtain the total energy consumption of the vehicle.

Description

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

[0001] This invention claims priority to a Chinese patent application filed with the Patent Office of China on October 19, 2023, with application number 202311360927.1 and titled “A Method and System for Calculating Energy Consumption in the Operation Process of Railway Freight Cars,” the entire contents of which are incorporated herein by reference. Technical Field

[0002] The present invention belongs to the field of energy consumption analysis during rail transit vehicle operation, and in particular relates to a method and system for calculating energy consumption during railway freight car operation. Background Art

[0003] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

[0004] Railway freight, as an important part of transportation, carries a large amount of cargo and consumes a huge amount of energy.

[0005] Currently, railway freight car energy consumption is typically calculated after use using metering tools such as fuel or electricity meters. For pre-estimated energy consumption, some work has been conducted on simulations of rail transit vehicle energy consumption, such as calculating train traction energy consumption and simulating energy consumption based on the "Train Traction Calculation Regulations." This research primarily relies on empirical formulas for energy consumption of similar vehicle models. However, current research is fragmented, unsystematic, and one-sided. Furthermore, previous calculations have primarily focused on locomotives and trains, resulting in certain limitations.

[0006] Summary of the Invention

[0007] In order to solve at least one technical problem existing in the above-mentioned background technology, the present invention provides a method and system for calculating the energy consumption during the operation of railway freight cars. It uses the method of dynamics to establish a standard energy consumption calculation model, and comprehensively considers factors such as the full load rate of railway freight cars. It uses meteorological data of line sections to consider the impact of rain and snow weather. The consideration is comprehensive, and the energy consumption calculation model is relatively more accurate.

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

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

[0010] Obtaining operation data of railway freight cars during operation;

[0011] Based on the operating data of railway freight cars during operation, the railway freight car line sections are disassembled based on the standard energy consumption model to match the line types in the standard energy consumption model;

[0012] Based on the disassembled line section operation data and the railway freight car dynamics calculation model, the vehicle energy consumption information under different line sections is obtained; wherein, the construction process of the railway freight car dynamics calculation model is as follows:

[0013] Using multi-body dynamics methods, the geometric shapes and relative positions of each surface of the railway freight car are mathematically described according to the actual structure. The surface contact function is used to obtain the contact normal force and friction force of the contact surface. The friction power is obtained by combining the vehicle speed. The friction power is integrated with time to obtain the friction power consumption of the railway freight car.

[0014] The energy consumption information of vehicles on all routes is accumulated to obtain the total energy consumption of the vehicle.

[0015] Furthermore, in the standard energy consumption model, line information is divided into straight segments, curved segments, slopes and tunnels; the standard energy consumption model is defined as a vehicle formation model of a certain load tonnage level, in which vehicles are fully loaded and run at different speeds on different lines.

[0016] Furthermore, the vehicle energy consumption information under different line sections is obtained based on the disassembled line section operation data and the railway freight car dynamics calculation model, specifically including:

[0017] Perform dynamic simulation on the vehicle standard energy consumption model on a straight line segment to obtain the energy consumption of a single vehicle at different speeds on the straight line segment.

[0018] The vehicle standard energy consumption model is used to conduct dynamic simulations on different curve sections to obtain the energy consumption of a single vehicle at different curve sections, different curve radii, and different vehicle running speeds at a certain length.

[0019] The vehicle standard energy consumption model is used to conduct dynamic simulation on a straight line with a slope, and the energy consumption of a single vehicle at different running speeds on straight lines with different slopes is obtained.

[0020] Furthermore, during the construction process of the railway freight car dynamics calculation model, it also includes: the aerodynamic resistance generated by the railway freight car's running speed, wind speed and direction, and air pressure and temperature factors is obtained through flow field calculation and superimposed on the railway freight car dynamics calculation model.

[0021] Furthermore, the construction of the railway freight car dynamics calculation model also includes:

[0022] Considering the influence of full load factor, the standard vehicle energy consumption model is simulated dynamically at maximum speed with different loads in straight sections, curved sections and slopes to obtain the corresponding energy consumption of a single vehicle.

[0023] Taking into account the influence of tunnel line factors, fluid software is used to simulate the vehicle passing through the tunnel. Taking into account the influence of vehicle shape and different operating speed factors, the vehicle drag coefficient is obtained, and then the wind resistance energy consumption correction factor at different operating speeds on the straight section is obtained;

[0024] Considering the influence of rainy and snowy weather, a dynamic analysis is performed on a set straight segment vehicle formation to obtain the energy consumption of the vehicle at different running speeds, and then the energy consumption correction coefficient of the vehicle at different running speeds in rainy and snowy weather is obtained, thereby obtaining the vehicle energy consumption.

[0025] Furthermore, the standard energy consumption of straight sections, curved sections and straight sections with slopes is calculated. The energy consumption of a single vehicle at different operating speeds is calculated using speed specifications, and the energy consumption of a single vehicle at other speeds is calculated by interpolation. The energy consumption of a single vehicle on straight sections with different slopes can be calculated by fixing a series of speeds to obtain the energy consumption of a single vehicle at different slopes. The energy consumption of a single vehicle at corresponding speeds on other slopes can be calculated by interpolating the energy consumption of a single vehicle at the corresponding speeds on adjacent slopes.

[0026] A second aspect of the present invention provides a system for calculating energy consumption during railway freight car operation, comprising:

[0027] An operation data acquisition module, configured to acquire operation data of a railway freight car during operation;

[0028] a line disassembly module configured to disassemble the railway freight car's operating line section based on the operating data of the railway freight car's operation process and the standard energy consumption model to match the line type in the standard energy consumption model;

[0029] The energy consumption calculation module is configured to obtain vehicle energy consumption information in different sections based on the disassembled line section operation data and the railway freight car dynamics calculation model; wherein the railway freight car dynamics calculation model is constructed in the following process:

[0030] Based on the multi-body dynamics method, the geometric shape and relative position of each surface of the railway freight car are mathematically described according to the actual structure. The surface contact function is used to obtain the contact normal force and friction force of the contact surface. The friction power is obtained by combining the vehicle speed. The friction power is integrated with time to obtain the friction power consumption of the railway freight car.

[0031] The energy consumption information of vehicles on all routes is accumulated to obtain the total energy consumption of the vehicle.

[0032] A third aspect of the present invention provides a computer-readable storage medium.

[0033] A computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the above-mentioned method for calculating energy consumption during the operation of a railway freight car.

[0034] A fourth aspect of the present invention provides a computer device.

[0035] A computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the steps in the above-mentioned method for calculating energy consumption during the operation of a railway freight car are implemented.

[0036] Compared with the prior art, the present invention has the following beneficial effects:

[0037] 1. The present invention uses the method of dynamics to establish a standard energy consumption calculation model, and comprehensively considers factors such as the full load rate of railway freight cars. It also considers the impact of rain and snow weather with the help of meteorological data of the line section. The comprehensive consideration makes the energy consumption calculation model relatively more accurate.

[0038] 2. This invention uses finite element software to consider the influence of wind resistance on the railway freight car's exterior and to modify the dynamic model based on this, which is of great significance for the subsequent calculation of energy consumption during railway freight car speed increases.

[0039] 3. The standard energy consumption calculation model provided by the present invention can be conveniently applied to the actual line section energy consumption calculation, and the calculation method is simple and convenient.

[0040] Advantages of additional aspects of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] 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.

[0042] FIG1 is a flow chart of a method for calculating energy consumption during railway freight car operation according to an embodiment of the present invention;

[0043] FIG2 is a schematic diagram of a vehicle formation passing through a tunnel provided by an embodiment of the present invention;

[0044] FIG3 is a schematic diagram of a typical circuit provided by an embodiment of the present invention;

[0045] FIG4 is a schematic diagram of a grouping of vehicle standard energy consumption models provided by an embodiment of the present invention.

[0046] FIG5 is a longitudinal mechanical model of a single vehicle provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0047] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0048] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present invention belongs.

[0049] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0050] Example 1

[0051] As shown in FIG1 , this embodiment provides a method for calculating the standard energy consumption of a railway freight car, including the following steps:

[0052] Step 1: Obtain the operation data of the railway freight car operation process;

[0053] The energy consumption calculation information of railway freight cars includes line operation intervals, vehicle formation information, vehicle operation information, environmental factors, etc.

[0054] The road operation section includes the route start point, route end point, straight segments, curved segments, slopes, tunnels, etc. The straight segment information includes the number of straight segments and the length of each segment. The curved segment information includes the curve radius and length of each curved segment. The slope information includes the slope of the route and the number of routes with slopes. The tunnel information includes the number and length of tunnels.

[0055] The vehicle grouping information includes the number of each type of vehicle grouping, vehicle load, full load rate of each vehicle, etc. The vehicle grouping information is shown in Figure 2.

[0056] The vehicle operation information includes a vehicle operation speed corresponding to an operation range.

[0057] The environmental factors include temperature, rainy and snowy weather, air pressure, wind direction and speed, etc.

[0058] Step 2: Based on the operating data of the railway freight car operation process, the railway freight car operation route section is disassembled based on the standard energy consumption model, and the route information is divided into straight sections, curve sections, slopes, tunnel route lengths and other information at different speed levels, and matched with the route type information in the standard energy consumption model.

[0059] The process of creating the standard energy consumption model is as follows:

[0060] As shown in Figure 3, route information is divided into straight segments, curved segments, slopes, tunnels, etc. The standard energy consumption model is defined as a model of multiple vehicle formations running at different speeds on different routes at a certain load capacity, with fully loaded vehicles, as shown in Figure 4.

[0061] Among them, a certain load tonnage is 60t, 70t, 80t, etc., the vehicle full load state is the state where the vehicle load reaches 100%, and the vehicle formation model has a total of Cnz vehicles.

[0062] Taking 70t-class vehicles as an example, Cnz vehicles are used to establish a standard energy consumption model. The vehicles are all equipped with the same type of bogies, have the same load tonnage and are fully loaded.

[0063] Step 3: Based on the disassembled line section operation data and the railway freight car dynamics calculation model, the vehicle energy consumption information under different line sections is obtained. The vehicle energy consumption under line segments such as straight sections, curved sections, and track sections is calculated separately. The total energy consumption information of vehicles under different lines is obtained by multiplying the number of vehicles and the corresponding line length, as shown in Table 1.

[0064] Table 1 Line intervals with different line splits

[0065] Step 301: Calculate energy consumption at different speeds and slopes on different routes;

[0066] A multi-body dynamics method is used to establish a railway freight car dynamics calculation model. The longitudinal mechanical model of a single car is shown in Figure 5. In the model, the geometric shapes and relative positions of the wheel-rail contact surface, the wedge friction surface, the center plate contact surface, the side bearing contact surface, and the coupler friction surface are mathematically described according to the actual structure. The surface contact function is used to obtain the contact normal force and friction force f wheel of the contact surface. The friction power P is then obtained by combining the vehicle speed v.

[0067] The friction power P is integrated with time to obtain the friction power consumption of the railway freight car;

[0068] The aerodynamic resistance generated by factors such as the running speed of the railway freight car, wind speed and direction, air pressure and temperature is calculated through flow field calculation to obtain the aerodynamic resistance F resistance, which is superimposed on the railway freight car dynamic calculation model.

[0069] Among them, the standard energy consumption calculations for straight segments, curved segments, and straight segments with slopes are independent. When the line lengths are inconsistent, they can be linearly converted based on the line length and the unit length of the standard energy consumption model.

[0070] The specific simulation process includes:

[0071] The vehicle standard energy consumption model is used to perform dynamic simulation on a straight section of the vehicle group, and the energy consumption of a single vehicle at different speeds on a 10km straight section is obtained.

[0072] Specifically, the energy consumption per unit straight segment is calculated for the standard energy consumption model: a dynamic simulation is performed on the group of vehicles on a unit straight segment of 10 km, and the energy consumption of a single vehicle on the 10 km straight segment at speeds of 10 km / h, 20 km / h…Vmax km / h is obtained as A(10,10), A(10,20)…A(10,Round((Vmax-10) / 10)*10), and A(10,(Round(Vmax / 10))*10), as shown in Table 2.

[0073] Table 2 Calculation of energy consumption of straight line segment

[0074] Vmax is the vehicle's maximum operating speed. Energy consumption at different speeds is calculated using the interpolated values ​​above. (Round((Vmax - 10) / 10)*10) is a rounding function. For example, if Vmax is 118.7, then Round((Vmax - 10) / 10)×10=110).

[0075] Energy consumption calculation for different curve sections of the standard energy consumption model: Dynamic simulation of the group of vehicles in different curve sections is performed to obtain the energy consumption of a single vehicle at different curve sections, different curve radii, and different vehicle running speeds under a certain length.

[0076] Specifically, the energy consumption of different curve sections was calculated using the standard energy consumption model. Dynamic simulations were performed on the group of vehicles in different curve sections. The energy consumption of a single vehicle on a line with a curve section R = 100 m and a length of 200 m, with speeds of 10 km / h, 20 km / h, and…Vmax km / h, was calculated as B(100,10), B(100,20)…B(100,Round((Vmax-10) / 10)*10), and B(100,(Round(Vmax / 10))*10). The energy consumption of a single vehicle on a line with a curve section R = 200 m and a length of 200 m, with speeds of 10 km / h, 20 km / h, and…Vmax km / h, was calculated as B(200,10), B(200,20)…B(200,Round((Vmax-10) / 10)*10), and B(200,(Round(Vmax / 10))*10). For a 200-m curve segment, R = Rm, the energy consumption per vehicle for operating speeds of 10 km / h, 20 km / h, … Vmax km / h is calculated as B(300, 10), B(300, 20) … B(300, Round((Vmax - 10) / 10) * 10), and B(300, (Round(Vmax / 10)) * 10), as shown in Table 3. Vmax is the maximum operating speed. Energy consumption at different speeds is calculated using interpolation of the above data.

[0077] Table 3 Energy consumption calculation of different curve segments

[0078] Energy consumption calculation of straight-line sloped lines using a standard energy consumption model: Dynamic simulation of straight-line sloped lines is performed to obtain the energy consumption of a single vehicle at different operating speeds on 10km straight-line sections with different slopes.

[0079] Specifically, the energy consumption of a straight line with a slope is calculated using a standard energy consumption model. Dynamic simulation is performed on a straight line with a slope. For a 10 km straight line with a slope of 1 / 1000, the energy consumption of a single vehicle running at speeds of 10 km / h, 20 km / h…Vmax km / h is C(1,10), C(1,20)…C(1,Round((Vmax-10) / 10)*10), C(1,(Round(Vmax / 10))*10). For a 10 km straight line with a slope of 2 / 1000, the energy consumption of a single vehicle running at speeds of 10 km / h, 20 km / h…Vmax km / h is C(2,10), C(2,20)…C(2,Round((Vmax-10) / 10)*10), C(2,(Round(Vmax / 10))*10). For a 10 km straight segment with a slope of k / 1000, the energy consumption of a single vehicle in the speed ranges of 10 km / h, 20 km / h…int(Vmax) km / h, and Vmax km / h is C(k,10), C(k,20)…C(k,Round((Vmax-10) / 10)*10), and C(k,(Round(Vmax / 10))*10), as shown in Table 4.

[0080] Table 4 Energy consumption calculation of straight line with slope

[0081] Vmax is the maximum speed of the vehicle. The energy consumption at different slopes is calculated by interpolation based on the above data.

[0082] Standard energy consumption calculation for straight sections, curved sections and straight sections with slopes. The energy consumption of a single vehicle at different operating speeds can be calculated using common speed specifications. The energy consumption of a single vehicle at other speeds can be calculated by interpolation. The energy consumption of a single vehicle on straight sections with different slopes can be calculated by fixing a series of common speeds to obtain the energy consumption of a single vehicle at common slopes. The energy consumption of a single vehicle at corresponding speeds on other slopes can be calculated by interpolation of the energy consumption of a single vehicle at corresponding speeds on adjacent slopes.

[0083] Step 302: Modify other factor parameters

[0084] Considering the influence of the full load factor, a dynamic simulation of a 70-ton vehicle on a 10 km / h straight section was performed at Vmax km / h speeds at load factors of 0, 25%, 50%, 75%, and 100%. The corresponding energy consumption per vehicle was calculated as D(70, 0), D(70, 0.25), D(70, 0.5), D(70, 0.75), and D(70, 1), respectively. D(70, 1) = A(10, (Round(Vmax / 10)) * 10), as shown in Table 5.

[0085] Table 5 Impact of full load rate

[0086] Considering the proportional relationship between power and mass, the full load factor corresponding to other speeds remains unchanged. The energy consumption at various full load factors on curves and slopes can also be converted using the same method.

[0087] Considering the influence of factors such as the 10km tunnel route, fluid dynamics software was used to simulate vehicles passing through the tunnel. The drag coefficient was calculated by factoring in factors such as vehicle shape and varying operating speeds. The vehicle model includes c1, c2, c3, c4, c5, ..., cn, of different types. These different vehicles are equipped with the same bogie model, have the same load capacity, and are all fully loaded. Where Cnz = c1 + c2 + c3 + c4 + c5 + ... + cn. c1, c2, c3, c4, c5, ..., cn are the number of open wagons, flat wagons, covered wagons, tank wagons, hopper wagons, and other vehicles, respectively. Using this coefficient, the standard energy consumption model for the 10km straight segment in step 2 was corrected, resulting in energy consumption accounting for wind resistance at different operating speeds and, consequently, the wind resistance energy consumption correction coefficient, as shown in Table 6.

[0088] Table 6 Influence of wind resistance correction coefficient

[0089] f1, f2, f3, f4, f5, and f6 are the windage energy consumption correction parameters for gondola cars, flat cars, covered cars, tank cars, hopper cars, and other vehicles at different operating speeds. These coefficients apply to straight, curved, and sloped sections. For other vehicles, f6 can be the largest value among f1-f5.

[0090] Considering the effects of rain and snow, the friction coefficient between the wheel and rail needs to be corrected. A dynamic analysis of a 10 km straight segment train formation was performed to determine the energy consumption of the train at different operating speeds. Furthermore, the energy consumption correction coefficients y(10), y(20)...y(Round((Vmax-10) / 10)*10), and y(Round(Vmax / 10))*10) for different operating speeds in rain and snow were obtained, as shown in Table 7.

[0091] Table 7 Energy consumption coefficients for rainy and snowy weather

[0092] The friction coefficient between the bogie and rail was corrected to improve the dynamic model and thus determine the vehicle's energy consumption. The urban meteorological conditions within the line's operating area were analyzed, and the probability of rainy and snowy days was calculated on an annual basis. Within the corresponding area, rainy and snowy days were distinguished from non-rainy and snowy days, and the impact of rain and snow was considered from a probabilistic perspective.

[0093] The influence of full load rate, tunnel line and rainy and snowy weather. The full load rate is determined by the vehicle composition, and the influence of tunnel line and rainy and snowy weather do not occur at the same time.

[0094] It should be noted that the full load rate in the above embodiment is only illustrated based on partial data. During the entire simulation process, other data are simulated using the same calculation method through interpolation to obtain the final calculation result.

[0095] Step 303: Calculation of other standard energy consumption models

[0096] Based on the 70t standard energy consumption model, the same method is used to complete the calculation of other tonnage standard energy consumption models.

[0097] Step 4: The energy consumption information of vehicles on all routes is accumulated to obtain the total energy consumption of the vehicle.

[0098] The advantage of the above method is that it uses the method of dynamics to establish a standard energy consumption calculation model, and comprehensively considers factors such as the full load rate of railway freight cars. The impact of rain and snow weather is considered with the help of meteorological data of the line section. The energy consumption calculation model is relatively accurate and comprehensive.

[0099] Example 2

[0100] This embodiment provides a system for calculating energy consumption during railway freight car operation, including:

[0101] An operation data acquisition module, configured to acquire operation data of a railway freight car during operation;

[0102] a line disassembly module configured to disassemble the railway freight car's operating line section based on the operating data of the railway freight car's operation process and the standard energy consumption model to match the line type in the standard energy consumption model;

[0103] The energy consumption calculation module is configured to obtain vehicle energy consumption information in different sections based on the disassembled line section operation data and the railway freight car dynamics calculation model; wherein the railway freight car dynamics calculation model is constructed in the following process:

[0104] Based on the multi-body dynamics method, the geometric shape and relative position of each surface of the railway freight car are mathematically described according to the actual structure. The surface contact function is used to obtain the contact normal force and friction force of the contact surface. The friction power is obtained by combining the vehicle speed. The friction power is integrated with time to obtain the friction power consumption of the railway freight car.

[0105] The energy consumption information of vehicles on all routes is accumulated to obtain the total energy consumption of the vehicle.

[0106] Example 3

[0107] This embodiment provides a computer-readable storage medium having a computer program stored thereon. When the program is executed by a processor, the steps of the method for calculating energy consumption during the operation of a railway freight car as described in the first embodiment are implemented.

[0108] Example 4

[0109] This embodiment provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the steps of the method for calculating energy consumption during the operation of a railway freight car as described in the first embodiment are implemented.

[0110] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of hardware embodiments, software embodiments, or embodiments combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage and optical storage, etc.) containing computer-usable program code.

[0111] The present invention is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device produce a device for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0112] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a product including an instruction device that implements the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0113] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0114] Those skilled in the art will appreciate that all or part of the processes in the above-described method embodiments can be implemented by instructing related hardware through a computer program. The program can be stored in a computer-readable storage medium, and when executed, the program can include the processes in the above-described method embodiments. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM).

[0115] The foregoing description is merely a preferred embodiment of the present invention and is 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.

Claims

1. A method for calculating energy consumption during railway freight car operation, characterized in that: The steps include: Obtaining the operation data of railway freight cars during operation; According to the operation data of railway freight cars during operation, the railway freight cars are disassembled into operation line sections based on the standard energy consumption model to match the line types in the standard energy consumption model; Based on the disassembled line section operation data and the railway freight car dynamics calculation model, the vehicle energy consumption information under different line sections is obtained; wherein, the construction process of the railway freight car dynamics calculation model is as follows: The multi-body dynamics method is used to mathematically describe the geometric shapes and relative positions of each surface of the railway freight car according to the actual structure, and the surface contact function is used to obtain the contact normal force and friction force of the contact surface. The friction power is obtained by combining the vehicle speed, and the friction power is integrated with time to obtain the friction power consumption of the railway freight car. The energy consumption information of vehicles on all routes is accumulated to obtain the total energy consumption of the vehicle.

2. A method for calculating energy consumption during railway freight car operation as claimed in claim 1, characterized in that: In the standard energy consumption model, line information is divided into straight segments, curve segments, slopes and tunnels; the standard energy consumption model is defined as a plurality of vehicle formation models in which vehicles of a certain load tonnage level and fully loaded vehicles run at different speeds on different lines.

3. A method for calculating energy consumption during railway freight car operation as claimed in claim 1, characterized in that: The vehicle energy consumption information under different line sections is obtained based on the disassembled line section operation data and the railway freight car dynamics calculation model, specifically including: The vehicle standard energy consumption model is used to perform dynamic simulation on a straight line segment to obtain the energy consumption of a single vehicle at different speeds on the straight line segment. The vehicle standard energy consumption model is used to perform dynamic simulation on the group of vehicles in different curve sections to obtain the energy consumption of a single vehicle at different curve sections, different curve radii and different vehicle running speeds at a certain length; The vehicle standard energy consumption model is used to simulate the dynamics of this group of vehicles on a straight line with a slope, and the results are as follows: Energy consumption of a single vehicle at different running speeds on unit straight sections with different slopes.

4. A method for calculating energy consumption during railway freight car operation as claimed in claim 1, characterized in that: The construction process of the railway freight car dynamics calculation model also includes: the aerodynamic resistance generated by the railway freight car's running speed, wind speed and direction, and air pressure and temperature factors is obtained through flow field calculation and superimposed on the railway freight car dynamics calculation model.

5. A method for calculating energy consumption during railway freight car operation as claimed in claim 1, characterized in that: The construction process of the railway freight car dynamics calculation model also includes: Considering the influence of full load rate, the standard energy consumption model of the vehicle is simulated dynamically at the maximum speed according to different loads in straight sections, curve sections and slopes to obtain the corresponding energy consumption of a single vehicle; Taking into account the influence of tunnel line factors, fluid software is used to simulate the vehicle passing through the tunnel. Taking into account the influence of vehicle shape and different running speed factors, the vehicle drag coefficient is obtained, and then the wind resistance energy consumption correction coefficient at different running speeds of the straight section is obtained; Considering the influence of rainy and snowy weather, a dynamic analysis is performed on a straight-segment vehicle formation to obtain the energy consumption of the vehicle at different running speeds, and then the energy consumption correction coefficient of the vehicle at different running speeds in rainy and snowy weather is obtained, thereby obtaining the vehicle energy consumption.

6. A method for calculating energy consumption during railway freight car operation as claimed in claim 1, characterized in that: The operation data of the railway freight car operation process includes: line operation section, vehicle formation information, vehicle operation information and environmental factors.

7. A method for calculating energy consumption during railway freight car operation as claimed in claim 1, characterized in that: Standard energy consumption calculation for straight segments, curved segments and straight segments with slopes. The energy consumption of a single vehicle at different operating speeds is calculated using speed specifications. The energy consumption of a single vehicle at other speeds is calculated by interpolation. The energy consumption of a single vehicle on straight segments with different slopes is calculated by fixing a series of speeds to obtain the energy consumption of a single vehicle at different slopes. The energy consumption of a single vehicle at corresponding speeds on other slopes can be calculated by interpolating the energy consumption of a single vehicle at the corresponding speeds of adjacent slopes.

8. A railway freight car operation process energy consumption calculation system, characterized in that: include: An operation data acquisition module, which is configured to acquire operation data of a railway freight car operation process; A line disassembly module is configured to disassemble the railway freight car line section according to the operation data of the railway freight car operation process and based on the standard energy consumption model to match the line type in the standard energy consumption model; The energy consumption calculation module is configured to obtain vehicle energy consumption information in different intervals based on the disassembled line interval operation data and the railway freight car dynamics calculation model; wherein the construction process of the railway freight car dynamics calculation model is: Based on the multi-body dynamics method, the geometric shapes and relative positions of each surface of the railway freight car are mathematically described according to the actual structure, and the surface contact function is used to obtain the contact normal force and friction force of the contact surface. The friction power is obtained by combining the vehicle speed, and the friction power is integrated over time to obtain the friction power consumption of the railway freight car. The energy consumption information of vehicles on all routes is accumulated to obtain the total energy consumption of the vehicle.

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

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

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