Railway freight train energy efficiency test method, apparatus and system

Abstract

The present invention belongs to the technical field of energy efficiency analysis during the operation of rail transit vehicles. Provided are a railway freight train energy efficiency test method, apparatus and system. The method comprises: first, acquiring a coupler force between a first vehicle and a second vehicle in a railway freight train, a coupler force between the second vehicle and a third vehicle, the velocity of the second vehicle within a preset time, and the load of the second vehicle; then, on the basis of the coupler force between the first vehicle and the second vehicle and the coupler force between the second vehicle and the third vehicle, integrating the velocity and force of the second vehicle over time to obtain the energy consumption of the second vehicle; on the basis of the velocity of the second vehicle within the preset time, obtaining a travel distance; and finally, on the basis of the ratio of the product of the load and the travel distance to the energy consumption, obtaining an energy efficiency. The present invention can determine the energy efficiency of a vehicle during actual operation, which is more accurate compared with simulation, thereby providing an effective basis for the energy efficiency calibration of a railway freight train.

Description

Railway freight car energy efficiency testing method, device and system

[0001] Cross-reference to related applications

[0002] The present application claims priority to the Chinese patent application No. 202410730288.1, filed on June 6, 2024, and entitled "Railway freight car energy efficiency testing method, device and system", the whole content of which is incorporated herein by reference and forms a part of the present application for all purposes. TECHNICAL FIELD

[0003] The present application belongs to the technical field of energy efficiency analysis of rail transit vehicles during operation, and particularly relates to a railway freight car energy efficiency testing method, device and system. BACKGROUND

[0004] Railway freight transportation, as an important part of transportation, carries a large amount of freight transportation tasks. Railway freight transportation consumes a huge amount of energy. As a carrier for carrying freight, the railway freight car itself is very important in terms of its own resistance design and energy efficiency level. The calibration of the energy efficiency level of railway freight car equipment is the need for the development of green, energy-saving and environmentally friendly rail transportation industry, and it is also necessary to research the energy efficiency testing device for railway freight car energy efficiency calibration.

[0005] The inventor found that, as a system, railway freight transportation has more research on energy-saving optimization in train organization and operation strategy, but less research on the energy efficiency caused by the running resistance and basic resistance of the railway freight car itself. When obtaining the energy efficiency of the railway freight car, numerical simulation method is mostly used, and the data obtained has a large error compared with the true data, which cannot provide effective basis for railway freight car energy efficiency calibration.

[0006] SUMMARY

[0007] In order to solve the above problems, the present application provides a railway freight car energy efficiency testing method, device and system. According to the present application, the energy efficiency is obtained according to the ratio of the product of load and running distance to energy consumption. The energy efficiency of the vehicle during actual operation can be determined, which is more accurate than simulation and provides an effective basis for railway freight car energy efficiency calibration.

[0008] In order to achieve the above purpose, the present application is realized by the following technical scheme:

[0009] In the first aspect, the present application provides a railway freight car energy efficiency testing method, comprising:

[0010] acquire coupler force between a first vehicle and a second vehicle, coupler force between the second vehicle and a third vehicle, speed of the second vehicle in a preset time, and load of the second vehicle, wherein the first vehicle is connected with the second vehicle, and the second vehicle is connected with the third vehicle;

[0011] integrate the speed and force of the second vehicle in time according to the coupler force between the first vehicle and the second vehicle and the coupler force between the second vehicle and the third vehicle to obtain energy consumption of the second vehicle, and obtain running distance according to the speed of the second vehicle in the preset time;

[0012] obtain energy efficiency according to the ratio of the product of the load and the running distance to the energy consumption.

[0013] Further, the energy consumption of the second vehicle is:

[0014] F1=f1(t), F2=f2(t)

[0015] wherein t is time, V is the speed of the second vehicle, t1 is the time when V reaches a preset target speed, t2 is the time when the target speed ends, f1(t) and f2(t) are respectively the function relationship of time t fitted from F1 and F2 data in the time period of t1-t2, F1 is the coupler force between the first vehicle and the second vehicle, and F2 is the coupler force between the second vehicle and the third vehicle.

[0016] In a second aspect, the present application further provides a railway freight car energy efficiency testing system, comprising a first force sensor arranged between a first vehicle and a second vehicle in a railway freight car, a second force sensor arranged between the second vehicle and a third vehicle, a speed sensor arranged on a wheel in the second vehicle, and a weight sensor arranged on the second vehicle for detecting load; the first force sensor, the second force sensor, the speed sensor and the weight sensor are connected to the same data processor.

[0017] The data processor is configured to integrate the speed and force of the second vehicle in time according to the coupler force between the first vehicle and the second vehicle detected by the first force sensor and the coupler force between the second vehicle and the third vehicle detected by the first force sensor to obtain energy consumption of the second vehicle, obtain running distance according to the speed of the second vehicle in a preset time detected by the speed sensor, and obtain energy efficiency according to the ratio of the product of the load and the running distance to the energy consumption.

[0018] Further, the energy consumption of the second vehicle is:

[0019] F1=f1(t), F2=f2(t)

[0020] Wherein, t is time; V is the speed of the second vehicle, t1 is the time when V reaches the preset target speed, t2 is the time when the target speed ends; f1(t) and f2(t) are respectively the function relationship of F1 and F2 data fitting to time t in the t1-t2 time period; F1 is the coupler force between the first vehicle and the second vehicle; F2 is the coupler force between the second vehicle and the third vehicle.

[0021] Further, at least one S-shaped structure is included in the first force sensor and the second force sensor; a thimble is arranged at both ends of the first force sensor and the second force sensor; the thimbles at both ends of the first force sensor are connected to the two couplers for connecting the first vehicle and the second vehicle through pin shaft connecting assemblies; the thimbles at both ends of the second force sensor are connected to the two couplers for connecting the second vehicle and the third vehicle through pin shaft connecting assemblies.

[0022] Further, the pin shaft connecting assembly includes a pin shaft, a first sleeve sleeved on the pin shaft, and a second sleeve sleeved on the pin shaft; the thimble is located between the first sleeve and the second sleeve, and the first sleeve and the second sleeve are both made of elastic material.

[0023] In a third aspect, the present application further provides a railway wagon energy efficiency testing system, comprising:

[0024] The data acquisition module is configured to acquire the coupler force between the first vehicle and the second vehicle in the railway wagon, the coupler force between the second vehicle and the third vehicle, the speed of the second vehicle in a preset time, and the load of the second vehicle; wherein the first vehicle is connected with the second vehicle, and the second vehicle is connected with the third vehicle.

[0025] The data processing module is configured to perform time integration on the speed and force of the second vehicle according to the coupler force between the first vehicle and the second vehicle and the coupler force between the second vehicle and the third vehicle, to obtain the energy consumption of the second vehicle; and obtain the running distance according to the speed of the second vehicle in the preset time.

[0026] The energy efficiency calculation module is configured to obtain the energy efficiency according to the ratio of the product of the load and the running distance to the energy consumption.

[0027] In a fourth aspect, the present application further provides a computer readable storage medium having a computer program stored thereon, the program being executed by a processor to implement the steps of the railway wagon energy efficiency testing method of the first aspect.

[0028] In a fifth aspect, the present application further provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein the processor implements the steps of the railway wagon energy efficiency testing method of the first aspect when executing the program.

[0029] In a sixth aspect, the present application further provides a computer program product comprising a computer program, wherein the computer program implements the steps of the railway wagon energy efficiency testing method of the first aspect when executed by a processor.

[0030] Compared with the prior art, the present application has the following beneficial effects:

[0031] 1. In the present application, first, the coupler force between the first vehicle and the second vehicle in the railway wagon, the coupler force between the second vehicle and the third vehicle, the speed of the second vehicle within a preset time, and the load of the second vehicle are obtained. Then, the speed and force of the second vehicle are time-integrated according to the coupler force between the first vehicle and the second vehicle and the coupler force between the second vehicle and the third vehicle, to obtain the energy consumption of the second vehicle. The running distance is obtained according to the speed of the second vehicle within the preset time. Finally, the energy efficiency is obtained according to the ratio of the product of the load and the running distance to the energy consumption. The energy efficiency of the vehicle in the actual running process can be determined, which is more accurate than simulation and provides an effective basis for railway wagon energy efficiency calibration.

[0032] 2. The railway wagon running energy efficiency calibration method provided by the present application can be used for whole vehicle energy efficiency calibration, provides a reference for vehicle carbon emission management, energy consumption control, and industry policy making.

[0033] 3. The coupler force detection mechanism in the present application is highly versatile, does not need to damage the original coupler, and can be applied to various coupler connections. The test data collection adopts steady-state data, the data reliability is higher, and the operation is more convenient. BRIEF DESCRIPTION OF DRAWINGS

[0034] The drawings constituting a part of this embodiment are used to provide a further understanding of the embodiment, and the schematic embodiment and its description of the embodiment are used to explain the embodiment, and do not constitute an improper limitation on the embodiment.

[0035] Fig. 1 is a method flowchart of the present application;

[0036] Fig. 2 is a schematic diagram of railway wagon vehicle marshalling of the present application;

[0037] Fig. 3 is a schematic diagram of a wheel speed detection mechanism of the present application;

[0038] Fig. 4 is a schematic diagram of a coupler force detection mechanism of the present application;

[0039] Figure 5 is a partial cross-sectional view of A-A of Figure 4 of the present application;

[0040] Figure 6 is a schematic view of a force sensor of the present application;

[0041] Wherein, 1, wheel speed detection mechanism; 2, vehicle coupling force detection mechanism; 3, mounting bracket; 4, detection probe; 5, speed sensor; 6, first vehicle coupling; 7, second vehicle coupling; 8, force sensor; 9, pin shaft connection assembly; 10, pin shaft; 11, first sleeve; 12, second sleeve; 13, spring washer; 14, stop pin; 701, upper part of vehicle coupling; 702, lower part of vehicle coupling; 15, collar. DETAILED DESCRIPTION

[0042] The present application will be further described below in conjunction with the accompanying drawings and examples.

[0043] It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the present application. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.

[0044] Example 1

[0045] As shown in Figure 1, the present embodiment provides a railway freight car energy efficiency testing method, which can provide a basis for railway freight car energy utilization efficiency during operation, and provide a quantitative basis for railway freight car energy efficiency calibration. The method comprises:

[0046] S1, establishing a calculation formula for railway freight car operation energy efficiency.

[0047] Optionally, the railway freight car operation energy efficiency can be defined as the energy consumption per unit distance of the vehicle under the same load condition; the energy efficiency calculation formula is as follows:

[0048] Wherein, e represents the railway freight car operation energy efficiency; W represents the railway freight car load; S represents the railway operation distance; E represents the railway operation energy consumption.

[0049] S2, determining the calibration energy efficiency vehicle, marshalling condition and test scheme.

[0050] Optionally, the calibration energy efficiency vehicle includes vehicle model and load, which can be determined by design data and factory information, or obtained by setting a weight sensor. In the present embodiment, the vehicle marshalling condition is 1 locomotive and 3 calibration energy efficiency vehicles. The test scheme includes line conditions, test devices and instruments, and data acquisition, etc.

[0051] S3, conducting the test.

[0052] Optionally, as shown in Figure 2, the locomotive pulls the vehicle to complete the acceleration, target speed uniform speed and static processes on the straight line, and the total test time is t. In the process of time t, the speed information V of the second vehicle C2 is collected. The coupler force F1 between the first vehicle C1 and the second vehicle C2 is collected, and the coupler force F2 between the second vehicle C2 and the third vehicle C3 is collected.

[0053] S4, test data processing.

[0054] Optionally, the collected speed V, coupler force F1 and coupler force F2 and other data in the test process are processed. The time t1 when the speed V reaches the target speed and the time t2 when the uniform speed operation ends are defined; in the time period t1-t2, the coupler force F1 and the coupler force F2 data are fitted as a function relationship formula of t:

[0055] F1=f1(t), F2=f2(t)

[0056] The uniform speed section running distance is:

[0057] S=V(t2-t1)

[0058] The vehicle energy consumption is calculated, the second vehicle speed and force are time-integrated, and the second vehicle energy consumption E is obtained:

[0059] The vehicle energy efficiency is calculated, and the railway freight car energy efficiency is obtained according to the vehicle energy efficiency calculation formula:

[0060] In some embodiments, the line condition is a straight line, and the test device and instrument are devices capable of measuring the vehicle speed and the coupler force between two vehicles. The device capable of measuring the vehicle speed is arranged at the wheel position, and the coupler force measuring device is arranged at the coupler connection position of the first vehicle and the second vehicle and the second vehicle and the third vehicle.

[0061] In the performance test of this embodiment, the test device in Embodiment 2 is used, and the setting of the test device is described in detail in Embodiment 2.

[0062] Embodiment 2:

[0063] As shown in Figure 2, the present embodiment provides a railway freight car energy efficiency test device, which comprises a wheel speed detection mechanism 1 and a coupler force detection mechanism 2.

[0064] As shown in Figure 3, the wheel speed detection mechanism 1 comprises a speed sensor 5, a detection probe 4 and a mounting bracket 3, etc. As shown in Figures 4 and 5, the coupler force detection mechanism 2 comprises a first coupler 6, a second coupler 7, a force sensor 8, a pin shaft connection assembly 9 and a sleeve ring 15, etc. The force sensor 8 can be a pressure sensor.

[0065] In some embodiments, as shown in FIG. 3, the speed sensor 5 is arranged outside the wheel, and the number is N. The installation position of the speed sensor 5 is consistent with the distance from the wheel center, and is symmetrically distributed along the circumferential direction at a distance R from the circle. The mounting bracket 3 is installed at the position of the vehicle chassis, generally at the position of the chassis side beam or cross beam, etc. The detection probe 4 is installed on the mounting bracket 3, and the installation method should not be easy to fall off.

[0066] In some embodiments, as shown in FIG. 3, the speed sensor 5 is arranged outside the wheel, and the number is N. The installation position of the speed sensor 5 is consistent with the distance from the wheel center, and is symmetrically distributed along the circumferential direction at a distance R from the circle. The mounting bracket 3 is installed at the position of the vehicle chassis, generally at the position of the chassis side beam or cross beam, etc. The detection probe 4 is installed on the mounting bracket 3, and the installation method should not be easy to fall off.

[0067] In some embodiments, as shown in FIG. 3, the speed sensor 5 is arranged outside the wheel, and the number is N. The installation position of the speed sensor 5 is consistent with the distance from the wheel center, and is symmetrically distributed along the circumferential direction at a distance R from the circle. The mounting bracket 3 is installed at the position of the vehicle chassis, generally at the position of the chassis side beam or cross beam, etc. The detection probe 4 is installed on the mounting bracket 3, and the installation method should not be easy to fall off.

[0068] In some embodiments, as shown in FIG. 3, the speed sensor 5 is arranged outside the wheel, and the number is N. The installation position of the speed sensor 5 is consistent with the distance from the wheel center, and is symmetrically distributed along the circumferential direction at a distance R from the circle. The mounting bracket 3 is installed at the position of the vehicle chassis, generally at the position of the chassis side beam or cross beam, etc. The detection probe 4 is installed on the mounting bracket 3, and the installation method should not be easy to fall off.

[0069] V = 2πR x n / N / t

[0070] Wherein, R is the radius of the wheel.

[0071] In some embodiments, as shown in FIG. 4 and FIG. 5, the first coupler 6 and the second coupler 7 are couplers for railway freight cars. The original pin shaft of the coupler tongue is removed, and the coupler tongue structure is removed. The force sensor 8 is a cuboid structure, and has one or more S-shaped structures in the middle. The two ends are provided with a sleeve ring 15. The sleeve ring 15 can pass through the pin shaft 10, which is used for the installation of the pin shaft connecting assembly 9. The force sensor 8 can bear tensile and compressive load, and can output load information through wired connection. The pin shaft connecting assembly 9 includes a pin shaft 10, a first sleeve 11, a second sleeve 12, a spring washer 13, and a stop pin 14. The pin shaft connecting assembly 9 is used to connect the top and bottom of the first coupler 6 and the force sensor 8. The pin shaft 10 is optionally a T-shaped structure with one end larger and the other end smaller. One end of the pin shaft 10 is provided with an end shoulder structure, and the other end is provided with a through hole for installing the stop pin 14. The middle part of the pin shaft 10 is a light shaft, and the diameter is matched with the hole of the coupler.

[0072] In some embodiments, the first sleeve 11 is optionally a cylindrical structure with a through hole. The first sleeve 11 is made of soft material and has small elastic modulus but certain stiffness. When the first coupler 6 and the second coupler 7 have displacement, the first sleeve 11 can be compressed to adapt to the change of the two couplers. The first sleeve 11 is located between the upper part 701 of the coupler and the pressure sensor sleeve ring 15, and is used to support the top surface of the force sensor 8.

[0073] In some embodiments, the second sleeve 12 is a cylindrical structure with a through hole. The second sleeve 12 is made of soft material with small elastic modulus but also has certain stiffness. When the first coupler 6 and the second coupler 7 have displacement, the second sleeve 12 can be compressed to adapt to the change of the two couplers. The second sleeve 12 is located between the lower part 702 of the coupler and the sleeve ring 15, and is used to support the bottom surface of the force sensor 8.

[0074] In some embodiments, the wheel speed detection mechanism 1 and the coupler force detection mechanism 2 are collected in real time during the operation of the vehicle, ensuring time synchronization.

[0075] In some embodiments, the force sensor includes a first force sensor arranged between the first vehicle and the second vehicle in the railway wagon, and a second force sensor arranged between the second vehicle and the third vehicle. A weight sensor is arranged at the bottom of the second vehicle. The first force sensor, the second force sensor, the speed sensor and the weight sensor are connected to the same data processor. The data processor is configured to time-integrate the speed and force of the second vehicle according to the coupler force between the first vehicle and the second vehicle detected by the first force sensor, and according to the coupler force between the second vehicle and the third vehicle detected by the first force sensor, to obtain the energy consumption of the second vehicle; obtain the running distance according to the speed of the second vehicle within a preset time detected by the speed sensor; and obtain the energy efficiency according to the ratio of the product of the load and the running distance to the energy consumption.

[0076] The testing method of the device in this embodiment is the same as the railway wagon energy efficiency testing method of embodiment 1, which will not be described here.

[0077] Embodiment 3:

[0078] The embodiment provides a railway wagon energy efficiency testing system, which comprises:

[0079] The data acquisition module is configured to acquire the coupler force between the first vehicle and the second vehicle in the railway wagon, the coupler force between the second vehicle and the third vehicle, the speed of the second vehicle within a preset time, and the load of the second vehicle; wherein the first vehicle is connected with the second vehicle, and the second vehicle is connected with the third vehicle.

[0080] The data processing module is configured to time-integrate the speed and force of the second vehicle according to the coupler force between the first vehicle and the second vehicle and the coupler force between the second vehicle and the third vehicle, to obtain the energy consumption of the second vehicle; and obtain the running distance according to the speed of the second vehicle within a preset time.

[0081] The energy efficiency calculation module is configured to obtain the energy efficiency according to the ratio of the product of the load and the running distance to the energy consumption.

[0082] The working method of the system is the same as the railway wagon energy efficiency test method of embodiment 1, and is not described here.

[0083] Embodiment 4:

[0084] The embodiment provides a computer readable storage medium, which stores a computer program, and the program is executed by a processor to realize the steps of the railway wagon energy efficiency test method of embodiment 1.

[0085] Embodiment 4:

[0086] The embodiment provides an electronic device, which comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, and the processor realizes the steps of the railway wagon energy efficiency test method of embodiment 1 when executing the program.

[0087] Embodiment 5:

[0088] The embodiment provides a computer program product, which comprises a computer program, and the computer program is executed by a processor to realize the steps of the railway wagon energy efficiency test method of embodiment 1.

[0089] The above only describes the preferred embodiments of the embodiment and is not used to limit the embodiment. The embodiment can have various changes and variations for those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the embodiment shall be included in the protection scope of the embodiment.

Claims

1. A method of testing the energy efficiency of a railway freight car, comprising: The method comprises: acquiring the coupling force between a first vehicle and a second vehicle, the coupling force between the second vehicle and a third vehicle, the speed of the second vehicle within a preset time, and the load of the second vehicle; wherein the first vehicle is connected to the second vehicle, and the second vehicle is connected to the third vehicle; time-integrating the speed and the force of the second vehicle according to the coupling force between the first vehicle and the second vehicle and the coupling force between the second vehicle and the third vehicle, to obtain the energy consumption of the second vehicle; and obtaining the running distance according to the speed of the second vehicle within the preset time; obtaining the energy efficiency according to the ratio of the product of the load and the running distance to the energy consumption.

2. A method of testing the energy efficiency of a railway freight car as defined in claim 1, wherein, The energy consumption of the second vehicle is: F1 = f1(t), F2 = f2(t) wherein t is time; V is the speed of the second vehicle, t1 is the time when V reaches a preset target speed, and t2 is the time when the target speed ends; f1(t) and f2(t) are respectively the function relationship of time t fitted from the data of F1 and F2 within the time period of t1-t2; F1 is the coupling force between the first vehicle and the second vehicle; and F2 is the coupling force between the second vehicle and the third vehicle.

3. A railway car energy efficiency testing device, characterized by, The method comprises: acquiring the coupling force between a first vehicle and a second vehicle, the coupling force between the second vehicle and a third vehicle, the speed of the second vehicle within a preset time, and the load of the second vehicle; wherein the first vehicle is connected to the second vehicle, and the second vehicle is connected to the third vehicle; time-integrating the speed and the force of the second vehicle according to the coupling force between the first vehicle and the second vehicle and the coupling force between the second vehicle and the third vehicle, to obtain the energy consumption of the second vehicle; and obtaining the running distance according to the speed of the second vehicle within the preset time; obtaining the energy efficiency according to the ratio of the product of the load and the running distance to the energy consumption.

4. A railroad car energy efficiency testing device as set forth in claim 3, wherein, The energy consumption of the second vehicle is: F1 = f1(t), F2 = f2(t) wherein t is time; V is the speed of the second vehicle, t1 is the time when V reaches a preset target speed, and t2 is the time when the target speed ends; f1(t) and f2(t) are respectively the function relationship of time t fitted from the data of F1 and F2 within the time period of t1-t2; F1 is the coupling force between the first vehicle and the second vehicle; and F2 is the coupling force between the second vehicle and the third vehicle.

5. A railroad car energy efficiency testing device as set forth in claim 3, wherein, The first force sensor and the second force sensor each comprise at least one S-shaped structure; the first force sensor and the second force sensor each comprise a sleeve ring at each end; the sleeve rings at the two ends of the first force sensor are connected to the two couplings for connecting the first vehicle and the second vehicle through pin shaft connecting assemblies; and the sleeve rings at the two ends of the second force sensor are connected to the two couplings for connecting the second vehicle and the third vehicle through pin shaft connecting assemblies.

6. A railroad car energy efficiency testing device as set forth in claim 5, wherein, The pin shaft connecting assembly comprises a pin shaft, a first sleeve sleeved on the pin shaft, and a second sleeve sleeved on the pin shaft; the sleeve ring is located between the first sleeve and the second sleeve, and the first sleeve and the second sleeve are both made of elastic material.

7. A railway car energy efficiency testing system, comprising: Comprise: The data acquisition module is configured to acquire the coupling force between a first vehicle and a second vehicle in a railway wagon, the coupling force between the second vehicle and a third vehicle, the speed of the second vehicle within a preset time, and the load of the second vehicle; wherein the first vehicle is connected with the second vehicle, and the second vehicle is connected with the third vehicle; The data processing module is configured to time-integrate the speed and force of the second vehicle according to the coupling force between the first vehicle and the second vehicle and the coupling force between the second vehicle and the third vehicle, to obtain the energy consumption of the second vehicle; and obtain the running distance according to the speed of the second vehicle within the preset time; The energy efficiency calculation module is configured to obtain the energy efficiency according to the ratio of the product of the load and the running distance to the energy consumption.

8. A computer readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to realize the steps of the railway wagon energy efficiency test method according to any one of claims 1-2.

9. An electronic device comprising a memory, a processor, and a computer program stored on the memory and capable of running on the processor, characterized in that, The processor executes the program to realize the steps of the railway wagon energy efficiency test method according to any one of claims 1-2.

10. A computer program product, characterised in that, The computer program product comprises a computer program, which is executed by the processor to realize the steps of the railway wagon energy efficiency test method according to any one of claims 1-2.

Images