Method and system for determining operational energy efficiency of railway freight cars under formation

Abstract

The present invention relates to the technical field of energy consumption analysis in rail transit engineering processes, and specifically relates to a method and system for determining operational energy efficiency of railway freight cars under formation. The method comprises: acquiring operational data of railway freight cars on a line; extracting, from the operational data, a time and corresponding energy consumption required for the railway freight cars to travel a distance S, and using the product of the time and the corresponding energy consumption as a numerator of operational energy efficiency; extracting, from the operational data, the square of the travel distance S and the cumulative value of payloads of the railway freight cars, and using the product of the square of the travel distance S and the cumulative value of the payloads of the railway freight cars as a denominator of the operational energy efficiency; and the ratio of the numerator to the denominator being the operational energy efficiency of the railway freight cars on the line under formulation. Energy efficiency calculation can be dynamically performed in real time, and key factors such as an operating time, operational energy consumption, a travel distance, and a cargo weight are comprehensively considered in a multi-dimensional manner; instantaneous operational energy efficiency can be calculated, average energy efficiency over a period of operation can be calculated, and post-operational energy efficiency calculation can be performed as in the prior art.

Description

Method and system for determining operation energy efficiency of marshaled railway freight cars

[0001] Cross-reference to Related Applications

[0002] The present application claims priority to the Chinese patent application No. 202411223044.0, filed on September 3, 2024, and entitled "Method and system for determining operation energy efficiency of marshaled railway freight cars", the content of which is incorporated herein by reference in its entirety and forms a part of the present application for all purposes. TECHNICAL FIELD

[0003] The present application relates to the technical field of rail transit engineering process energy consumption analysis, in particular to a method and system for determining operation energy efficiency of marshaled railway freight cars. BACKGROUND

[0004] The statements in this section merely provide background information related to the present application and do not necessarily constitute the prior art.

[0005] Unit freight volume energy consumption is a direct indicator for measuring railway freight transport energy efficiency, which reflects the amount of energy consumed per unit of freight transport. The calculation method is usually to divide the total energy consumption (such as fuel, electricity, etc.) of railway freight transport in a certain period by the total weight or total tonnage of freight transported in the same period.

[0006] This method can intuitively reflect the energy efficiency level of railway freight transport, and is convenient for comparative analysis with other transport modes or energy efficiency in different periods, but does not take into account the time factor and transport distance factor, so that the timeliness cannot be clearly indicated on this energy efficiency indicator, and the energy consumption generated by transporting how far distance cannot be reflected.

[0007] In some existing specifications, the unit transport work comprehensive energy consumption indicator is used to measure the railway freight transport energy efficiency, that is, the ratio of the total amount of various energy consumed by railway freight transport in the reporting period to the transport work completed in the same period. This indicator also does not take into account the time factor, for example, 1 day to complete the transport and 10 days to complete the transport task, which cannot be reflected on the energy efficiency indicator.

[0008] In summary, the energy efficiency calculation methods of the prior art all adopt post-event static calculation method, which can only statistically calculate the energy consumption and utilization in a period of time, without considering the influence of time factor and transport distance factor on energy consumption and utilization, so that the calculated operation energy efficiency is not ideal. SUMMARY

[0009] In order to solve the technical problems in the above background art, the present application provides a method and system for determining the running energy efficiency of a marshaled railway freight car, which can dynamically calculate the energy efficiency in real time, comprehensively considers key factors such as running time, running energy consumption, running distance and freight weight in a multi-dimensional manner, can calculate the instantaneous energy efficiency of running, can calculate the average energy efficiency within a certain period of running, and can also perform post-event energy efficiency calculation like the prior art.

[0010] In order to achieve the above-mentioned purpose, the present application adopts the following technical solutions:

[0011] The first aspect of the present application provides a method for determining the running energy efficiency of a marshaled railway freight car, comprising the following steps:

[0012] Obtaining running data of the railway freight car on the line;

[0013] Extracting the time required for the railway freight car to run a distance S and the corresponding energy consumption from the running data, and taking the product of the two as the numerator of the running energy efficiency;

[0014] Extracting the cumulative value of the square of the running distance S and the load weight of the railway freight car from the running data, and taking the product of the two as the denominator of the running energy efficiency;

[0015] The ratio between the numerator and the denominator is the running energy efficiency η of the marshaled railway freight car on the line.

[0016] Further, the number of marshaled railway freight cars is m, and the first car is numbered 1 along the reverse running direction, and the first car, the second car,..., the jth car, the j-1th car, the j+1th car,..., and the mth car are sequentially numbered in order to determine the jth car of the railway freight car.

[0017] Further, the running distance S includes the position between the two bogies of the railway freight car numbered 1 as the starting point of the line, and the position S1 of the first railway freight car running on the line at time t, as shown in the following formula:

[0018] Further, the running distance S also includes the position of the railway freight car j running on the line when j≥2, in addition to the first railway freight car, as shown in the following formula:

[0019] In the formula: S j is the position of the railway freight car j running on the line, and when j=1, S j contains S1; m is the total number of marshaled railway freight cars; SP j is the distance between the end of the railway freight car j and the railway freight car j-1; Lj-1 and L j respectively are the car body length of railway wagon j-1 and railway wagon j.

[0020] Further, the energy consumption includes the sum of the total kinetic energy of the railway wagon during operation, the basic resistance work, the additional resistance work and the braking deceleration work.

[0021] Further, the total kinetic energy of the railway wagon is shown as follows:

[0022] In the formula, M j is the vehicle mass of railway wagon j, including the vehicle self-weight and the load; v is the operation speed of railway wagon j; J j is the rotational inertia of the wheel set of railway wagon j rotating around the wheel axis; r is the rolling circle radius of the wheel of railway wagon j.

[0023] Further, the basic resistance work is shown as follows: 0,j =∫(F B,j +F A,j )vdt; F A,j =0.063ψ j C j f j (v±v 风 cosβ) 2 ;

[0024] In the formula, W 0,j is the basic resistance work of railway wagon j during operation, F B,j is the structural friction resistance of railway wagon j during operation; F A,j is the aerodynamic resistance of railway wagon j during operation, g is the standard gravity acceleration; A and B are the coefficients of respective terms of the unit operation basic resistance of railway wagon; ψ j is the reduction coefficient of the aerodynamic resistance of railway wagon j in the consist; C j is the wind resistance coefficient of railway wagon j during operation; f j is the wind receiving area of railway wagon j; v 风 is the natural wind speed under the operation environment of railway wagon, and β is the included angle between the direction of v 风 and the operation direction of the vehicle.

[0025] Further, the additional resistance work is specifically as follows: by calculating the position of each railway wagon on the line, the railway wagon is determined to run to the curve section, the slope section and the tunnel section on the line, to generate the corresponding curve section additional resistance, the slope section additional resistance and the tunnel section additional resistance, which is shown as follows:

[0026] In the formula, Ww,j the additional resistance of the railway freight car j when running, the additional resistance of the curve section of the railway freight car j, the additional resistance of the slope section of the railway freight car j, the additional resistance of the tunnel section of the railway freight car j, qx is a curve running coefficient, pd is a slope running coefficient, sd is a tunnel running coefficient, pd is the slope per thousand of the slope section additional resistance line of the pdth section, qx is the curve radius of the curve section additional resistance line of the qxth section, lc is the total length of the freight train, lc is the total weight of the freight train, sd is the tunnel length of the tunnel section additional resistance line of the sdth section.

[0027] Further, the braking deceleration force does work, specifically:

[0028] wherein: W ZD,j is the braking deceleration force work of the railway freight car j when running, j is the actual calculated brake shoe pressure of a brake shoe of the railway freight car j; is the actual calculated friction coefficient of the brake shoe of the railway freight car j.

[0029] The second aspect of the present application provides a system for determining the running energy efficiency of a railway freight car in marshalling, comprising:

[0030] a data acquisition unit configured to acquire running data of the railway freight car on a line;

[0031] a data processing unit configured to extract the time required and the corresponding energy consumption of the railway freight car when running a distance S from the running data, and take the product of the two as the numerator of the running energy efficiency;

[0032] the data processing unit is further configured to extract the cumulative value of the square of the running distance S and the load of the railway freight car from the running data, and take the product of the two as the denominator of the running energy efficiency;

[0033] a result output unit configured to take the ratio between the numerator and the denominator as the required running energy efficiency η.

[0034] The third aspect of the present application provides a computer readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-mentioned method for calculating the running energy efficiency of a railway freight car in marshalling.

[0035] The fourth aspect of the present application provides a computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method for calculating the running energy efficiency of a marshalled railway freight train when executing the program.

[0036] Compared with the prior art, the above one or more technical solutions have the following beneficial effects:

[0037] 1. The energy consumption, time, running speed, load, and transportation distance of the railway freight train on the line are comprehensively considered, so that the energy efficiency level of railway freight transportation is more comprehensively reflected, and the effects of time and transportation distance on energy consumption are considered, which helps to find the energy efficiency bottleneck and potential point in the transportation process.

[0038] 2. When the real-time calculated running distance S is small enough, the obtained running energy efficiency η is the instantaneous running energy efficiency, so that the calculation process can calculate the instantaneous energy efficiency of the railway freight train, the average energy efficiency in a certain period of time, and the post-event energy efficiency as in the prior art.

[0039] 3. By using the obtained running energy efficiency, the transportation process of the railway freight train can be more finely managed by subdividing various influencing factors, such as optimizing the train working diagram and improving the efficiency of train marshalling, which can further improve the energy utilization rate of the railway freight train.

[0040] 4. Further data mining can be performed during the calculation, and by analyzing the effects of time, running speed, load, and transportation distance on energy efficiency, the potential for energy saving and emission reduction and improving freight transport efficiency can be deeply mined, so that the train running speed, running time, running energy consumption, and loading weight can be optimized. BRIEF DESCRIPTION OF DRAWINGS

[0041] The accompanying drawings, which form a part of this application, are included to provide a further understanding of the application, and are incorporated in and constitute a part of this application. The embodiments of the present application and their description are used to explain the present application and do not constitute an improper limitation of the present application.

[0042] FIG. 1 is a schematic diagram of a railway freight train dynamics model according to one or more embodiments of the present application;

[0043] FIG. 2 is a schematic diagram of a railway freight train running speed line based on time and position according to one or more embodiments of the present application. DETAILED DESCRIPTION

[0044] The present application will be further described below in conjunction with the drawings and embodiments.

[0045] It should be noted that the following detailed description is exemplary in nature and is intended to provide further description of the 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.

[0046] It is also important to note that the terms "including", "comprising", and / or "having" as used herein are specifically intended to be open-ended and also to mean including, comprising, and / or having other elements or steps not recited. It will be appreciated that certain features and sub-combinations are of utility and can be employed in various

[0047] As introduced in the background, when measuring the energy efficiency of railway freight transport by unit freight volume, the prior art is usually a post-static calculation method, which reflects the energy consumption per unit of freight transport by dividing the total energy consumption (such as fuel, electricity, etc.) of railway freight transport in a certain period by the total weight or total tonnage of freight transported in the same period. Since it is a post-static calculation method, it does not take into account the influence of time and distance factors, and cannot reflect the time efficiency and energy consumption caused by changes in transport distance.

[0048] Therefore, the following embodiments give a method and system for determining the running energy efficiency of railway freight cars under marshalling, which can dynamically calculate the energy efficiency in real time, and comprehensively consider the key factors of running time, running energy consumption, running distance and freight weight in a multi-dimensional way. It can not only calculate the instantaneous energy efficiency of running, but also calculate the average energy efficiency in a certain period of running, and also perform post-energy efficiency calculation like the prior art.

[0049] Embodiment one:

[0050] A method for determining the running energy efficiency of railway freight cars under marshalling, comprising the following steps:

[0051] Obtaining the running data of railway freight cars on the line;

[0052] Extracting the time required for the railway freight car to run a distance S and the corresponding energy consumption from the running data, and taking the product of the two as the numerator of the running energy efficiency;

[0053] Extracting the cumulative value of the square of the running distance S and the load weight of the railway freight car from the running data, and taking the product of the two as the denominator of the running energy efficiency;

[0054] The ratio between the numerator and the denominator is the running energy efficiency η of the railway freight car under marshalling on the line.

[0055] In this embodiment, in order to facilitate the description, the marshalling railway freight car dynamics model shown in Figure 1 is taken as an example, wherein the marshalling number of the railway freight car is m, the first car behind the railway freight locomotive is numbered 1, and each car is sequentially numbered in the reverse running direction, i.e. the first car, the second car,..., the jth car, the j-1th car, the j+1th car,..., the mth car, wherein the railway freight car j is the railway freight car numbered j.

[0056] The running data refers to the distance (position change), speed, time and energy consumption during the straight section, curve section, slope section, tunnel section and braking period when the railway freight car is running.

[0057] The railway freight car starts from the departure, passes through the curve section and the slope section to enter the straight driving section, then passes through the slope section, brakes through the tunnel section, reextracts and then passes through the curve section, brakes for the second time to reach the target location with a speed of 0, during which the corresponding time, distance and information of the corresponding section (such as the radius of the curve section, the slope of the slope section, the length of the tunnel section, etc.) are recorded every time a section is passed, and are associated with the corresponding speed data to form the running data.

[0058] For example, as shown in Figure 2, the abscissa is the time t and the ordinate is the speed v, from the start of the departure, after a time t_1s and a distance S 1s , the curve section R S1 is reached, after a time t_1e and a distance S 1e , the curve section R S1 is exited;

[0059] After a time t_2s and a distance S 2s , the slope section i S2 is reached, after a time t_2e and a distance S 2e , the slope section i S2 is exited and the straight section is entered;

[0060] After a time t_ps and a distance S ps , the slope section i Sp is reached, after a time t_pe and a distance S pe , the slope section i Sp is exited;

[0061] After a time ts_k, since the tunnel section L SO is about to be entered, braking is performed, the braking period lasts until a time te_k, the speed is reduced to meet the requirements for entering the tunnel, after a time t_os and a distance S os , the tunnel section L SO is reached;

[0062] After a time t_oe and a distance Soe After, driving out of the tunnel section L SO , into the straight section to increase the vehicle speed;

[0063] After the time t_qs, the distance S qs , into the curve section R sq , after the time t_qe, the distance S qe , driving out of the curve section R sq ;

[0064] After the time t_s_n, the vehicle is about to reach the end point, into the braking section, the vehicle speed begins to decrease, after the time t_e_n, the distance S end , reaches the end point.

[0065] Railway wagon running energy efficiency definition:

[0066] In the formula: η is the running energy efficiency of the assembled railway wagon on the track, Js / (tkm 2 ); S is the distance of the railway wagon running on the track, km; T is the time needed for the railway wagon to run the distance S, s; W is the energy consumption of the railway wagon running the distance S, J; M Z,j is the load of the railway wagon j, t. When the distance S of the railway wagon running is small enough, η is the instantaneous running energy efficiency.

[0067] The calculation method of each part in the above formula is as follows:

[0068] In the railway wagon No. 1, the position between the two bogies is taken as the starting point on the track, then the position S1 of the first railway wagon running on the track to the time t can be expressed as:

[0069] In addition to the first railway wagon, the position of the railway wagon j (at this time, j≥2) running on the track can be expressed as:

[0070] In the formula: S j is the position of the railway wagon j running on the track, when j=1, S j contains S1, m; m is the total number of assembled railway wagons; SP j is the distance between the railway wagon j and the end of the railway wagon j-1, m; L j-1 and L j are the lengths of the railway wagon j-1 and the railway wagon j respectively, m.

[0071] S j obtained in the above formula represents the position of each railway wagon on the track at any time. Therefore, S j= S1, S2, S3,..., S m .

[0072] In general, it can be considered that the distance S of the same column railway wagon running on the line is the same, and S = S1, as shown in equation (1), but due to the existence of vehicle length and spacing between vehicles in marshalling, the position of each railway wagon on the line is not the same, which leads to the fact that each vehicle does not enter and exit the additional resistance section at the same time.

[0073] Only when the railway wagon runs into the curve section, the slope section and the tunnel section of the line, the corresponding curve section additional resistance, slope section additional resistance and tunnel section additional resistance will be generated. Therefore, the position S of each vehicle needs to be calculated j to determine whether it runs into the curve section, the slope section and the tunnel section of the line, so as to determine whether the curve section additional resistance, the slope section additional resistance and the tunnel section additional resistance are generated.

[0074] The energy consumption W consumed by the railway wagon running for a distance S is as follows:

[0075] In the formula: E j is the total kinetic energy of the whole translation and wheel pair rotation of the railway wagon j during running, J; W 0,j is the work done by the basic resistance of the railway wagon j during running, J; W w,j is the work done by the additional resistance of the railway wagon j during running, J; W ZD,j is the work done by the braking deceleration force of the railway wagon j during running, J.

[0076] The total kinetic energy E of the whole translation and wheel pair rotation of the railway wagon j during running j is as follows:

[0077] In the formula: M j is the vehicle mass of a certain type of railway wagon j, including the vehicle self weight and the load, kg; v is the running speed of the railway wagon j, m / s; J j is the moment of inertia of the wheel pair of the railway wagon j rotating around the wheel shaft, kg·m 2 ; r is the rolling circle radius of the wheel of the railway wagon j, m.

[0078] The work done by the basic resistance of the railway wagon j during running W 0,j is as follows: W 0,j = ∫(F B,j +F A,j )vdt (5)

[0079] In the formula: F B,jThe structural friction resistance of the railway wagon j during running, N; F A,j The aerodynamic resistance of the railway wagon j during running, N.

[0080] The structural friction resistance of the railway wagon j during running F B,j As shown in the following formula:

[0081] In the formula: g is the standard gravity acceleration, 9.81 m / s 2 ; A, B are the coefficients of each term of the unit running basic resistance of the railway wagon.

[0082] The aerodynamic resistance of the railway wagon j during running F A,j , as shown in the following formula: A,j = 0.063ψ j C j f j (v±v 风 cosβ) 2 (7)

[0083] In the formula: ψ j is the reduction coefficient of the aerodynamic resistance of the railway wagon j in the marshalling; C j is the wind resistance coefficient of the railway wagon j during running; f j is the wind receiving area of the railway wagon j, m 2 ; v 风 is the natural wind speed under the running environment of the railway wagon; m / s; β is the angle between the direction of v 风 and the running direction of the vehicle, °.

[0084] The additional resistance work W of the railway wagon j during running w,j , as shown in the following formula:

[0085] In the formula: is the curve section additional resistance of the railway wagon j, N; is the slope section additional resistance of the railway wagon j, N; is the tunnel section additional resistance of the railway wagon j, N; Γ qx is the curve running coefficient, which is 1 if the railway wagon j runs on the curve, otherwise it is 0; Γ pd is the slope running coefficient, which is 1 if the railway wagon j runs on the slope, otherwise it is 0; Γ sd is the tunnel running coefficient, which is 1 if the railway wagon j runs in the tunnel, otherwise it is 0.

[0086] The curve section additional resistance of the railway wagon j The slope section additional resistance And tunnel section additional resistance Respectively as follows:

[0087] In the formula: i pd The slope of the first pd section of the additional resistance line of the ramp section, positive for uphill and negative for downhill; R qx The radius of the first qx section of the additional resistance line of the curve section, m; L lc The total length of the freight train, m; M lc The total weight of the freight train, t; LS sd The length of the tunnel of the first sd section of the additional resistance line of the tunnel section, m.

[0088] The braking deceleration force of the railway wagon j does work W ZD,j As follows:

[0089] In the formula: K j The actual calculated brake shoe pressure of a brake shoe of the railway wagon j, kN; The actual calculated friction coefficient of the brake shoe of the railway wagon j.

[0090] The above calculation method has been considered from multiple dimensions, so that the energy efficiency index of the railway wagon running can comprehensively consider time, running speed, load, transportation distance and other multiple dimensions, so as to more comprehensively reflect the energy efficiency level of railway freight transportation. The multi-dimensional consideration helps to find the energy efficiency bottleneck and potential point in the transportation process.

[0091] The above calculation method can assist in fine management: by subdividing various influencing factors, the railway enterprise can more finely manage the transportation process of the railway wagon, such as optimizing the train diagram, improving the efficiency of wagon marshalling, etc., to further improve the energy efficiency.

[0092] The above calculation method can further mine data: by analyzing the influence of time, running speed, load, transportation distance and other factors on energy efficiency, the railway enterprise can deeply mine the potential of energy saving and emission reduction and improve the energy efficiency of freight transportation, so that the train running speed, running time, running energy consumption and loading weight reach the optimal scheme.

[0093] The obtained energy consumption index can be used to develop more reasonable transportation schemes, such as selecting the optimal transportation path, adjusting the train running speed, optimizing the loading scheme, etc., to reduce transportation cost in the way of improving energy utilization efficiency and improve economic benefit.

[0094] Embodiment two:

[0095] A system for determining the energy efficiency of a marshalling railway wagon in operation, comprising:

[0096] a data acquisition unit configured to acquire running data of the railway wagon on a line;

[0097] a data processing unit configured to extract, from the running data, time required for the railway wagon to run a distance S and corresponding energy consumption, and take a product of the two as a numerator of running energy efficiency;

[0098] the data processing unit is further configured to extract, from the running data, a cumulative value of square of the running distance S and load weight of the railway wagon, and take a product of the two as a denominator of the running energy efficiency;

[0099] a result output unit configured to take a ratio between the numerator and the denominator as the required running energy efficiency η.

[0100] The time, running speed, load weight and transportation distance of the railway wagon running on the line are comprehensively considered, so as to more comprehensively reflect the energy efficiency level of railway freight transport, and help to find energy efficiency bottlenecks and potential points in the transportation process.

[0101] When the running distance is small enough, the obtained running energy efficiency η is the instantaneous running energy efficiency, so that the calculation process can calculate both the instantaneous energy efficiency of the railway wagon running and the average energy efficiency in a period of running, and also can perform post-event energy efficiency calculation like the prior art.

[0102] By using the obtained running energy efficiency, the transportation process of the railway wagon can be more finely managed by subdividing various influencing factors, such as optimizing train working diagram, improving wagon marshalling efficiency, etc., which can further improve the energy utilization rate of the railway wagon.

[0103] Further data mining can be performed during the calculation, and by detailed analysis of the influence of factors such as time, running speed, load weight, transportation distance, etc. on energy efficiency, the potential of energy saving and emission reduction and improvement of freight transport energy efficiency can be deeply mined, so as to optimize train running speed, running time, running energy consumption and loading weight.

[0104] Embodiment three:

[0105] 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 in the marshalling railway wagon running energy efficiency calculation method according to the above embodiment one.

[0106] Embodiment four:

[0107] The embodiment provides a computer device, which comprises a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor realizes the steps in the marshalling railway wagon running energy efficiency calculation method according to the above embodiment one when executing the program.

[0108] The steps involved in the above embodiments two to four correspond to embodiment one, and the detailed description can refer to the relevant description part of embodiment one. The term "computer readable storage medium" should be understood as including a single medium or multiple media of one or more instruction sets; it should also be understood as including any medium capable of storing, encoding, or carrying the instruction set for execution by a processor and causing the processor to perform any of the methods in the present application.

[0109] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A method for determining the operating energy efficiency of a marshaled railway freight car, characterized by, The method comprises the following steps: acquiring running data of the railway wagon on a line; extracting time and corresponding energy consumption of the railway wagon when running distance S from the running data, and taking the product of the two as the numerator of running energy efficiency; extracting the product of the square of running distance S and the cumulative value of the load of the railway wagon from the running data, and taking the product as the denominator of running energy efficiency; the ratio between the numerator and the denominator is the running energy efficiency η of the railway wagon on the line under marshalling; the number of marshalling of the railway wagon is m, and the first wagon is numbered as 1 in the order of the railway freight locomotive, and each wagon is sequentially numbered in the reverse running direction to sequentially determine the first wagon, the second wagon, the jth wagon, the j-1 wagon, the j+1 wagon, and the mth wagon, and the railway wagon j is the railway wagon numbered as j; The running distance S includes, taking the position between the two bogies of the railway wagon numbered 1 as the starting point of the line, the first railway wagon running on the line to the position S1 at time t, as shown in the following formula: In addition to the first railway wagon compartment, the positions of the other railway wagons j running on the line when j≥2 are given by the following formula: wherein: S j is the position of railway wagon j on the line; m is the total number of railway wagons under marshalling; SP j is the distance between the end of railway wagon j and the end of railway wagon j-1; L j-1 and L j are the body lengths of railway wagon j-1 and railway wagon j, respectively; the energy consumption includes the total kinetic energy of the railway wagon, the basic resistance work, the additional resistance work, and the braking deceleration work; The total kinetic energy of the railway wagon is given by the following formula: wherein: M j is the vehicle mass of the railway wagon j, including the vehicle self-weight and the load; v is the running speed of the railway wagon j; J j is the moment of inertia of the wheelset of the railway wagon j about the wheel axle; r is the rolling circle radius of the railway wagon j wheel; the basic resistance work is shown in the following formula: W 0,j = ∫(F B,j +F A,j )vdt; F A,j = 0.063ψ j C j f j (v±v 风 cosβ) 2 ; In the formula: W 0,j is the basic resistance work of the railway wagon j in operation, F B,j is the structural friction resistance of the railway wagon j in operation; F A,j is the aerodynamic resistance of the railway wagon j in operation, g is the standard gravity acceleration; A, B are the coefficients of the respective terms of the unit operation basic resistance of the railway wagon, ψ j is the reduction coefficient of the aerodynamic resistance of the railway wagon j in marshalling; C j is the wind resistance coefficient of the railway wagon j in operation; f j is the wind area of the railway wagon j; v 风 is the natural wind speed under the operation environment of the railway wagon, β is the 风 angle between the direction and the running direction of the vehicle; The additional resistance works, specifically: according to the position of each railway freight car running on the line except the first railway freight car compartment, the railway freight car running to the curve section, the slope section and the tunnel section on the line is determined, and the corresponding curve section additional resistance, slope section additional resistance and tunnel section additional resistance are generated, as shown in the following formula: In the formula: W w,j is the additional resistance work done by the railway wagon j when running, Additional resistance for curve sections of railway wagons, Additional resistance for ramp sections of railway wagons, Γ is the additional resistance of the tunnel section for the railway wagon j qx Γ is the curve running coefficient pd Γ is the ramp running coefficient sd Γ is the tunnel running coefficient pd R is the slope in thousandths of the additional resistance of the ramp section of the line for the pd section qx L is the curve radius of the additional resistance of the curve section of the line for the qx section lc M is the total length of the freight train lc LS is the total weight of the freight train sd Γ is the tunnel length of the additional resistance of the tunnel section of the line for the sd section The braking deceleration force works, in particular: wherein: W ZD,j K is the braking deceleration force work done by the railway wagon j when running; j K is the braking deceleration force work done by the railway wagon j when running; is the actual calculation friction coefficient of the railway wagon j brake shoe.

2. A system implementing the method of any of claim 1, characterized in that, The method comprises the following steps: a data acquisition unit configured to acquire running data of the railway wagon on a line; a data processing unit configured to extract time and corresponding energy consumption of the railway wagon when running distance S from the running data, and take the product of the two as the numerator of running energy efficiency; the data processing unit is also configured to extract the product of the square of running distance S and the cumulative value of the load of the railway wagon from the running data, and take the product as the denominator of running energy efficiency; a result output unit configured to take the ratio between the numerator and the denominator as the required running energy efficiency η.

Images