Energy-saving non-inductive auxiliary driving control system and method for railway locomotive

Abstract

The invention discloses an energy-saving non-inductive auxiliary driving control system and method for a railway locomotive. The energy-saving non-inductive auxiliary driving control system comprises a locomotive control loop, an energy-saving auxiliary driving control box and a driver controller comparison execution unit. The energy-saving auxiliary driving control box is in signal connection with a driver controller comparison execution unit, and the driver controller comparison execution unit is connected with a locomotive control loop; an energy-saving planning module is arranged in the energy-saving auxiliary driving control box, a physical comparison module and a gear output module are arranged in the driver controller comparison execution unit, the physical comparison module is in signal connection with the gear output module, and the physical comparison module and the gear output module are both in signal connection with the energy-saving planning module. A driver controller is arranged in the locomotive control loop, the physical comparison module is connected with the driver controller, and the locomotive control loop is in signal connection with the gear output module. On the premise that original performance and structural stability are not affected, the energy-saving auxiliary driving function is effectively achieved, and the problem that normal lookout of a driver is disturbed is solved.

Description

Technical Field

[0001] The invention belongs to the technical field of railway transportation, and in particular relates to an energy-saving non-intrusive auxiliary driving control system and method for railway locomotives. Background Art

[0002] With the enhancement of environmental protection awareness and the improvement of energy efficiency requirements, the railway industry is constantly developing towards high quality and green energy conservation. The importance of energy-saving auxiliary driving technology for locomotives has become increasingly prominent. It can not only reduce energy consumption and operating costs, but also improve operation efficiency through intelligent means, and is an indispensable part of railway modernization.

[0003] In railway transportation, safety is always the primary consideration factor. Therefore, the human-machine co-driving mode has become an inevitable choice. This mode combines the experience judgment of human drivers and the intelligent assistance of machines, aiming to make up for the deficiencies of manual operations through technical means while maintaining the dominant position of humans in the decision-making process to ensure the most appropriate response in a complex and changeable railway environment. The existing energy-saving auxiliary driving technology for locomotives mainly uses liquid crystal displays and voice boxes to provide prompt information for drivers. However, this method has obvious drawbacks. When locomotive drivers receive these prompts, they need to look down at the screen or make a verbal response, which increases the workload compared to the original and temporarily distracts their attention from the road conditions ahead, causing a greater interference to the normal lookout of locomotive drivers. During railway operation, for a train running at high speed, the driver's lookout is crucial for timely detecting abnormal situations on the line and ensuring the safe operation of the train. Even a short distraction of attention may lead to serious consequences. This interference is not conducive to safe driving and increases the safety risks of railway transportation. Therefore, developing a technology that can enable locomotive drivers to drive without being aware and achieve energy conservation has great popularization and application value. Summary of the Invention

[0004] The purpose of the invention is to provide an energy-saving non-intrusive auxiliary driving control system and method for railway locomotives, so as to solve the problem that the existing energy-saving auxiliary driving technology for locomotives interferes with the normal lookout of drivers and affects the safe operation of trains.

[0005] To achieve the above purpose, the invention adopts the following technical solutions: An energy-saving non-intrusive auxiliary driving control system for railway locomotives includes a locomotive control circuit, an energy-saving auxiliary driving control box, and a driver controller comparison and execution unit; the energy-saving auxiliary driving control box is signal-connected to the driver controller comparison and execution unit, and the driver controller comparison and execution unit is connected to the locomotive control circuit; An energy-saving planning module is provided in the energy-saving auxiliary driving control box. A physical comparison module and a gear position output module are provided in the driver controller comparison and execution unit. The physical comparison module is signal-connected to the gear position output module. Both the physical comparison module and the gear position output module are signal-connected to the energy-saving planning module. A driver controller is provided in the locomotive control loop. The physical comparison module is connected to the driver controller. The locomotive control loop is signal-connected to the gear position output module.

[0006] Furthermore, an energy-saving evaluation module is provided in the energy-saving auxiliary driving control box. The energy-saving evaluation module is signal-connected to the energy-saving planning module. The energy-saving evaluation module is signal-connected to the cloud platform.

[0007] Furthermore, a gear position acquisition module is provided in the driver controller comparison and execution unit. The gear position acquisition module is signal-connected to the physical comparison module and the driver controller.

[0008] Furthermore, a gear position feedback module is provided in the energy-saving auxiliary driving control box. The gear position feedback module is signal-connected to the gear position acquisition module and the energy-saving planning module.

[0009] Furthermore, a locomotive control module, a locomotive converter, a traction motor, and a locomotive LKJ device are provided in the locomotive control loop. The locomotive control module is connected to the driver controller and the locomotive converter. The locomotive converter is connected to the traction motor. The traction motor is connected to the locomotive LKJ device. Both the locomotive control module and the locomotive LKJ device are signal-connected to the energy-saving planning module.

[0010] Furthermore, the locomotive control module is signal-connected to the gear position output module.

[0011] A method for energy-saving non-intrusive auxiliary driving control of a railway locomotive of the system includes: The energy-saving planning module in the energy-saving auxiliary driving control box obtains line data and train data, performs energy-saving planning operations, generates an energy-saving speed curve, and sends an energy-saving control gear position to the physical comparison module in the driver controller comparison and execution unit in real time during the entire operation of the train. The physical comparison module in the driver controller comparison and execution unit receives the energy-saving control gear position sent by the energy-saving planning module in real time, compares it with the driver control intention fed back by the driver controller in real time, and outputs the energy-saving control gear position through the gear position output module. The locomotive control loop realizes the energy-saving control driving function according to the energy-saving control gear position output by the received gear position output module.

[0012] Furthermore, the line data includes line gradient, curvature, and speed limit information. The train data includes train dead weight, load, and number of carriages.

[0013] Further, the physical comparison module compares the energy-saving control gear sent by the energy-saving planning module with the driver control intention feedback by the driver controller by means of torque comparison.

[0014] Further, the process of energy-saving control driving includes: During the train operation, it is judged whether the train is in the starting and accelerating stage. If the train is in the starting and accelerating stage, it is judged whether the driver operates the driver controller. If the driver operates the driver controller, the driver manually controls the train to start and accelerate. If the driver does not operate the driver controller, the energy-saving planning module outputs an energy-saving starting and accelerating gear, and realizes energy-saving starting and accelerating through the locomotive control loop; If the train is not in the starting and accelerating stage, then it is judged whether the train is in the constant-speed cruising stage. If the train is in the constant-speed cruising stage, it is judged whether the driver operates the driver controller. If the driver operates the driver controller, the driver manually controls the train to cruise at a constant speed. If the driver does not operate the driver controller, the energy-saving planning module outputs an energy-saving constant-speed cruising gear, and realizes energy-saving constant-speed cruising through the locomotive control loop; If the train is not in the constant-speed cruising stage, it is judged whether the train is in the decelerating and stopping stage. If the train is in the decelerating and stopping stage, it is judged whether the driver operates the driver controller. If the driver operates the driver controller, the driver manually controls the train to decelerate and stop. If the driver does not operate the driver controller, the energy-saving planning module outputs an energy-saving decelerating and stopping gear, and realizes energy-saving decelerating and stopping through the locomotive control loop.

[0015] Compared with the prior art, the present invention has the following beneficial effects: The present invention provides an energy-saving non-intrusive auxiliary driving control system for railway locomotives. Based on the existing locomotive control circuit, an energy-saving auxiliary driving control box and a driver controller comparison and execution unit are added. An energy-saving planning module is provided in the energy-saving auxiliary driving control box. According to the line data and train data, energy-saving planning operations are carried out, and the energy-saving control gears are sent to the driver controller comparison and execution unit in real time. A physical comparison module and a gear output module are provided in the driver controller comparison and execution unit. The physical comparison module is signal-connected to the gear output module, and both the physical comparison module and the gear output module are signal-connected to the energy-saving planning module. A driver controller is provided in the locomotive control circuit. The physical comparison module is connected to the driver controller. The physical comparison module physically compares the received energy-saving control gear with the real-time control intention of the driver fed back by the driver controller and outputs through the gear output module. The locomotive control circuit is signal-connected to the gear output module. The gear output module sends the energy-saving control gear to the locomotive control circuit, and the locomotive control circuit realizes the energy-saving driving function. The present invention innovatively improves on the existing locomotive architecture. Although the energy-saving auxiliary driving control box and the driver controller comparison and execution unit are added, there are no large-scale modifications to the locomotive control circuit and the installation structure. Therefore, the present invention has extremely strong compatibility and retrofitability, can be conveniently and quickly applied to existing locomotives, and effectively realizes the energy-saving auxiliary driving function of the train without affecting the original performance and structural stability of the locomotive. It solves the problem that the existing energy-saving auxiliary driving technology of locomotives interferes with the driver's normal lookout, and provides strong technical support for energy conservation, emission reduction and sustainable development in the railway industry.

[0016] The present invention also provides an energy-saving non-intrusive auxiliary driving control method for railway locomotives. The energy-saving auxiliary driving control box performs energy-saving planning operations according to the line data and train data and generates an energy-saving speed curve. During the start-up acceleration, constant-speed cruise and deceleration and stop phases of the train operation, the energy-saving control gears are sent to the driver controller comparison and execution unit during the driver's non-operation intervals. After comparison with the driver's control intention, the gears are executed without the driver's perception, and the energy-saving driving function is realized through the locomotive control circuit. The energy-saving effect can be wirelessly transmitted to the cloud platform for recording and display. The present invention can automatically and intelligently perform energy-saving auxiliary driving during the intervals when the locomotive driver does not operate the driver controller. During the whole process, the driver hardly perceives it, and there is no need for cumbersome interaction operations with the driver, which will not interfere with the driver's normal lookout at all, thus effectively ensuring the safe operation of the train and greatly improving the safety of railway transportation. It effectively reduces the energy consumption of the locomotive and significantly improves the economic efficiency of the train operation on the premise of ensuring the safety of railway transportation. Description of the Drawings

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0018] Figure 1 It is a schematic diagram of the energy-saving non-intrusive auxiliary driving control system for railway locomotives of the present invention.

[0019] Figure 2 It is a flowchart of the energy-saving non-intrusive auxiliary driving control method for railway locomotives of the present invention. Detailed implementation manners

[0020] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Usually, the components of the embodiments of the present invention described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations.

[0021] Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the scope of protection of the present invention.

[0022] It should be noted that similar reference numerals and letters indicate similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0023] In the description of the embodiments of the present invention, it should be noted that if terms such as "upper", "lower", "horizontal", "inner", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the invention product is usually placed during use, it is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. In addition, terms such as "first", "second", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0024] In addition, when the term "horizontal" appears, it does not mean that the component is required to be absolutely horizontal, but it can be slightly inclined. For example, "horizontal" only means that its direction is more horizontal relative to "vertical", and it does not mean that the structure must be completely horizontal, but it can be slightly inclined.

[0025] In the description of the embodiments of the present invention, it should also be noted that unless otherwise clearly specified and limited, when the terms "set", "install", "connected", "connected" appear, they should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0026] The following further describes the present invention in detail with reference to the drawings: The present invention provides a railway locomotive energy-saving non-sensing auxiliary driving control system, including a locomotive control circuit, an energy-saving auxiliary driving control box, and a driver controller comparison and execution unit. Refer to Figure 1 , which clearly shows the connection relationship between the energy-saving auxiliary driving control box and the driver controller comparison and execution unit and the locomotive control circuit, as well as the data transmission path, and intuitively presents the overall system architecture of the present invention. Among them, the energy-saving auxiliary driving control box is signal-connected to the driver controller comparison and execution unit, and the driver controller comparison and execution unit is connected to the locomotive control circuit.

[0027] The energy-saving auxiliary driving control box undertakes the functions of operation and control instruction generation, including an energy-saving planning module, a gear position feedback module, and an energy-saving evaluation module. The gear position feedback module is signal-connected to the energy-saving planning module, the energy-saving planning module is signal-connected to the energy-saving evaluation module, and the energy-saving planning module comprehensively obtains line data and train data through the locomotive control circuit, performs energy-saving planning operations, generates an energy-saving speed curve that conforms to the current operating conditions of the train, and during the entire operation of the train, according to this energy-saving speed curve, sends the energy-saving control gear position to the driver controller comparison and execution unit in real time through the gear position feedback module. Among them, the line data includes information such as line gradient, curvature, speed limit, etc., and the train data includes information such as train self-weight, load, number of carriages, etc. The energy-saving evaluation module is signal-connected to the cloud platform, the energy-saving evaluation module monitors and manages the energy-saving effect, and sends it to the cloud platform for recording and display in real time through an efficient wireless communication method, which is convenient for relevant personnel to perform data analysis and subsequent decision-making.

[0028] The driver controller comparison and execution unit, as a key hub connecting the energy-saving auxiliary driving control box and the locomotive control circuit, includes a gear position acquisition module, a physical comparison module, and a gear position output module. The gear position acquisition module is signal-connected to the physical comparison module and the gear position feedback module, the physical comparison module is signal-connected to the gear position output module, and the gear position output module is signal-connected to the energy-saving planning module. The physical comparison module receives the energy-saving control gear position sent by the gear position feedback module through the gear position acquisition module, physically compares it with the driver's real-time control intention, and outputs it through the gear position output module.

[0029] The locomotive control circuit includes a driver controller, a locomotive control module, a locomotive converter, a traction motor, and a locomotive LKJ device. The driver controller is connected to the physical comparison module and feeds back the driver's control intention to the physical comparison module in real time. The locomotive control module is connected to the driver controller and the locomotive converter, the locomotive converter is connected to the traction motor, the traction motor is connected to the locomotive LKJ device, and the traction motor provides traction force and electric braking force for the locomotive control. Both the locomotive control module and the locomotive LKJ device are signal-connected to the energy-saving planning module, and the energy-saving planning module obtains line data and train data by communicating with the TAX box in the locomotive control module and the locomotive LKJ device. The locomotive control module is signal-connected to the gear position output module, and the gear position output module sends the energy-saving control gear position to the locomotive control module, and the locomotive control module realizes the energy-saving driving function.

[0030] The present invention also provides a method for energy-saving non-sensing auxiliary driving control of a railway locomotive, which specifically includes the following steps: The energy-saving planning module in the energy-saving auxiliary driving control box obtains line data and train data by communicating with the TAX box in the locomotive control module and the locomotive LKJ device, performs energy-saving planning operations, generates an energy-saving speed curve, and during the entire operation of the train, sends the energy-saving control gear position to the physical comparison module in the driver controller comparison and execution unit in real time, and feeds back the actual gear position of the driver controller to the energy-saving planning module in real time through the gear position feedback module; The physical comparison module in the driver controller comparison and execution unit receives the energy-saving control gear position sent by the energy-saving planning module in real time through the gear position acquisition module, compares it with the driver's control intention fed back by the driver controller in real time, and outputs the energy-saving control gear position through the gear position output module; The locomotive control module in the locomotive control circuit controls the locomotive converter, the traction motor, and the locomotive LKJ device according to the received energy-saving control gear position output by the gear position output module, realizes the energy-saving control driving function, and feeds back to the driver in real time.

[0031] Among them, the physical comparison of the physical comparison module adopts torque comparison, that is, the torque of the locomotive driver's manual operation of the handle is much greater than the output torque of the energy-saving control gear position, which ensures that the locomotive driver's manual operation has the highest priority, and the locomotive driver's manual operation of the handle is smooth and without a sense of blockage. When the driver does not operate the driver controller, the driver controller comparison execution unit senselessly executes the output of the energy-saving control gear position, and through the locomotive control loop, the energy-saving driving function is accurately realized.

[0032] The process of energy-saving control driving is as Figure 2 shown, which details the logical judgment and control process between the energy-saving auxiliary driving control box and the driver controller comparison execution unit in different operation stages such as train starting and accelerating, uniform cruising, decelerating and stopping.

[0033] During the train operation, first, a first judgment is made, that is, to judge whether the train is in the starting and accelerating stage. If the train is in the starting and accelerating stage, then a second judgment is further made to judge whether the driver operates the driver controller. If the driver operates the driver controller, the driver manually controls the train to start and accelerate; if the driver does not operate the driver controller, the energy-saving auxiliary driving control box outputs the energy-saving starting and accelerating gear position, and through the locomotive control loop, the energy-saving starting and accelerating is realized. And an energy-saving evaluation is carried out in the starting and accelerating stage, and the energy-saving effect data is uploaded to the cloud platform through wireless communication.

[0034] If the train is not in the starting and accelerating stage, then a third judgment is made to judge whether the train is in the uniform cruising stage. If the train is in the uniform cruising stage, then a fourth judgment is made to judge whether the driver operates the driver controller. If the driver operates the driver controller, the driver manually controls the train to cruise uniformly; if the driver does not operate the driver controller, the energy-saving auxiliary driving control box outputs the energy-saving uniform cruising gear position, and through the locomotive control loop, the energy-saving operation of the train in the uniform cruising stage is guaranteed. And an energy-saving evaluation is carried out in the uniform cruising stage, and the energy-saving effect data is uploaded to the cloud platform through wireless communication.

[0035] If the train is not in the uniform cruising stage, then a fifth judgment is made to judge whether the train is in the decelerating and stopping stage. If the train is in the decelerating and stopping stage, then a sixth judgment is made to judge whether the driver operates the driver controller. If the driver operates the driver controller, the driver manually controls the train to decelerate and stop; if the driver does not operate the driver controller, the energy-saving auxiliary driving control box outputs the energy-saving decelerating and stopping gear position, and through the locomotive control loop, the train realizes energy saving during the decelerating and stopping process. And an energy-saving evaluation is carried out in the decelerating and stopping stage, and the energy-saving effect data is uploaded to the cloud platform through wireless communication.

[0036] The following further describes the present invention in detail through specific embodiments: Embodiment 1: A certain railway locomotive executes a passenger transport mission, with 1 HXD3D (126t) + 15 25G cars (15×48.4t). During the train startup and acceleration phase, the locomotive driver focuses on observing the line conditions and does not operate the driver controller. At this time, based on the pre-acquired line data and train data, the energy-saving auxiliary driving control box generates an energy-saving startup and acceleration gear suitable for the current train through internal energy-saving planning calculations and sends it to the comparison and execution unit of the driver controller. After receiving this gear, the comparison and execution unit of the driver controller compares it with the control intention of the driver without operation. After determining that it is correct, it controls the locomotive to start and accelerate according to the energy-saving startup and acceleration gear through the locomotive control circuit. During this process, the driver does not need to perform any additional operations and will not be disturbed by any prompt information, and can continuously maintain a good observation state.

[0037] During the train constant-speed cruise phase, similarly when the driver does not operate the driver controller, the energy-saving auxiliary driving control box calculates and outputs an energy-saving constant-speed cruise gear based on data such as the speed limit information of the line and the current operating state of the train. The comparison and execution unit of the driver controller executes this gear, enabling the train to perform constant-speed cruise in the most energy-saving manner under the premise of meeting safety and operation requirements.

[0038] When the train enters the deceleration and parking phase and approaches the destination station, the driver does not operate the driver controller, and the energy-saving auxiliary driving control box generates an energy-saving deceleration and parking gear and sends it. The comparison and execution unit of the driver controller controls the locomotive to decelerate and stop smoothly according to this gear. And during the whole process, the energy-saving effect data generated by energy-saving driving, such as the reduction in energy consumption and the amount of energy recovery, are transmitted to the cloud platform in real time through the wireless communication module for recording and display, providing data support for subsequent operation management and technical analysis.

[0039] Embodiment 2: This embodiment takes a certain heavy-haul freight train as an example, with 1 HXD1 (200t) + 52 C80 cars (52×100t), running on a railway line with complex line conditions, including sections with multiple different gradients and different speed limit areas. During the whole operation process, whether it is the startup and acceleration, constant-speed cruise or deceleration and parking phase, as long as the driver does not operate the driver controller, the energy-saving auxiliary driving control box can generate corresponding energy-saving control gears in a timely manner according to the real-time changes in line data and the load and operation state data of the train. The comparison and execution unit of the driver controller executes these gears without feeling, ensuring that the train can still operate efficiently and energy-savingly under complex line conditions, while ensuring the normal observation of the driver and the safe operation of the train. Through multiple running tests and comparisons, after adopting the energy-saving non-sensing auxiliary driving control method of the present invention, the energy consumption of this freight train is reduced by an average of 3.8% compared with the traditional driving method under the same running line and basically the same load, fully demonstrating the energy-saving effect and practical application value of the present invention.

[0040] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A non-intrusive auxiliary driving control system for railway locomotives to save energy, characterized in that, It includes a locomotive control circuit, an energy-saving auxiliary driving control box, and a driver controller comparison and execution unit; the energy-saving auxiliary driving control box is signal-connected to the driver controller comparison and execution unit, and the driver controller comparison and execution unit is connected to the locomotive control circuit; An energy-saving planning module is provided in the energy-saving auxiliary driving control box, a physical comparison module and a gear position output module are provided in the driver controller comparison and execution unit, the physical comparison module is signal-connected to the gear position output module, both the physical comparison module and the gear position output module are signal-connected to the energy-saving planning module, a driver controller is provided in the locomotive control circuit, the physical comparison module is connected to the driver controller, and the locomotive control circuit is signal-connected to the gear position output module.

2. The energy-saving non-sensing auxiliary driving control system for a railway locomotive according to claim 1, characterized in that, An energy-saving evaluation module is provided in the energy-saving auxiliary driving control box, the energy-saving evaluation module is signal-connected to the energy-saving planning module, and the energy-saving evaluation module is signal-connected to the cloud platform.

3. The energy-saving non-sensing auxiliary driving control system for a railway locomotive according to claim 1, wherein A gear position acquisition module is provided in the driver controller comparison and execution unit, and the gear position acquisition module is signal-connected to the physical comparison module and the driver controller.

4. The energy-saving non-sensing auxiliary driving control system for a railway locomotive according to claim 1, wherein, A gear position feedback module is provided in the energy-saving auxiliary driving control box, and the gear position feedback module is signal-connected to the gear position acquisition module and the energy-saving planning module.

5. The energy-saving non-sensing auxiliary driving control system for a railway locomotive according to claim 1, characterized in that A locomotive control module, a locomotive converter, a traction motor, and a locomotive LKJ device are provided in the locomotive control circuit. The locomotive control module is connected to the driver controller and the locomotive converter, the locomotive converter is connected to the traction motor, the traction motor is connected to the locomotive LKJ device, and both the locomotive control module and the locomotive LKJ device are signal-connected to the energy-saving planning module.

6. The energy-saving non-sensing auxiliary driving control system for a railway locomotive according to claim 5, characterized in that, The locomotive control module is signal-connected to the gear position output module.

7. A method for energy-saving non-intrusive auxiliary driving control of a railway locomotive for the system according to any one of claims 1 to 6, characterized in that, It includes: The energy-saving planning module in the energy-saving auxiliary driving control box obtains line data and train data, performs energy-saving planning operations, generates an energy-saving speed curve, and sends the energy-saving control gear position to the physical comparison module in the driver controller comparison and execution unit in real time during the entire train operation process; The physical comparison module in the driver controller comparison and execution unit receives the energy-saving control gear position sent by the energy-saving planning module in real time, compares it with the driver control intention fed back by the driver controller in real time, and outputs the energy-saving control gear position through the gear position output module; The locomotive control circuit realizes the energy-saving control driving function according to the energy-saving control gear position output by the received gear position output module.

8. The energy-saving non-sensing auxiliary driving control method for railway locomotives according to claim 7, characterized in that, The line data includes line gradient, curvature, and speed limit information, and the train data includes train self-weight, load, and number of carriages.

9. The energy-saving non-sensing auxiliary driving control method for railway locomotives according to claim 7, characterized in that, The physical comparison module compares the energy-saving control gear position sent by the energy-saving planning module with the driver control intention fed back by the driver controller by means of torque comparison.

10. The energy-saving non-sensing auxiliary driving control method for railway locomotives according to claim 7, characterized in that The process of the energy-saving control driving includes: During the train operation, it is judged whether the train is in the starting and accelerating stage. If the train is in the starting and accelerating stage, it is judged whether the driver operates the driver controller. If the driver operates the driver controller, the driver manually controls the train to start and accelerate. If the driver does not operate the driver controller, the energy-saving planning module outputs an energy-saving starting and accelerating gear position, and realizes the energy-saving starting and accelerating through the locomotive control circuit; If the train is not in the starting and accelerating stage, then it is judged whether the train is in the constant-speed cruise stage. If the train is in the constant-speed cruise stage, it is judged whether the driver operates the driver controller. If the driver operates the driver controller, the driver manually controls the train to cruise at a constant speed. If the driver does not operate the driver controller, the energy-saving planning module outputs the energy-saving constant-speed cruise gear, and the energy-saving constant-speed cruise is realized through the locomotive control loop; If the train is not in the constant-speed cruise stage, it is judged whether the train is in the decelerating and stopping stage. If the train is in the decelerating and stopping stage, it is judged whether the driver operates the driver controller. If the driver operates the driver controller, the driver manually controls the train to decelerate and stop. If the driver does not operate the driver controller, the energy-saving planning module outputs the energy-saving decelerating and stopping gear, and the energy-saving decelerating and stopping is realized through the locomotive control loop.

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