A power module for railway diesel-electric locomotive and use method thereof

Abstract

The invention discloses a power module for a railway diesel-electric locomotive and a method of using the power module, comprising an internal combustion engine, a shock absorber, a two-way clutch, a generator, a mounting base, a transmission device, a mounting frame and a motor; the mounting frame is fixedly connected to the mounting base to form a frame structure; the internal combustion engine, the shock absorber, the two-way clutch, the generator and the motor are mounted in the frame structure; the bottom end of the shock absorber is fixedly mounted on the mounting base, and the top end of the shock absorber is fixedly connected to the internal combustion engine. The power module for the railway diesel-electric locomotive can achieve optimal power distribution according to the needs of the locomotive traction operation, and can solve the problem that the locomotive vehicle cannot drive away from the operating line to the repair shop due to a fault of the internal combustion engine carried by the locomotive, thereby occupying line resources and affecting the operation of other vehicles, and there is a risk of safe line operation. The module has the effects of small module size, low auxiliary power loss, easy installation, easy maintenance and high reliability.

Description

Technical Field

[0001] The present invention relates to the technical field of railway diesel-electric locomotives, and in particular to a power module for railway diesel-electric locomotives and a use method thereof. Background Art

[0002] At present, the power value provided by the internal combustion engines of different models of railway diesel-electric locomotives is determined before the locomotive leaves the factory. Therefore, the maximum power value provided by the power system of the locomotive after leaving the factory is fixed, and the locomotive can only perform traction operations based on the fixed maximum power value provided by the power system under the condition that its use requirements are met. As a result, enterprises can only purchase multiple locomotives to meet the use requirements of various application scenarios in daily operations, resulting in repeated investment and property waste for enterprises; at the same time, it also increases the maintenance costs of enterprises for maintenance work on multiple locomotives.

[0003] Moreover, the power system used in current railway locomotives has low reliability. Once the internal combustion engine fails and stops, the power system can no longer provide additional traction power for the locomotive, resulting in the locomotive being unable to drive away from the operating line to the repair shop and can only wait for a tow truck to rescue it. As a result, the locomotive that has failed and cannot drive occupies limited line resources while waiting for rescue, seriously affecting the operation of other vehicles on the railway line. There is also a serious risk of affecting the safe operation of the railway line. Summary of the invention

[0004] The present invention provides a power module for a railway diesel-electric locomotive and a method of use, so as to overcome the problem that when the internal combustion engine of the existing diesel-electric locomotive fails, the locomotive power system cannot continue to provide additional traction power for the locomotive, thereby affecting its line operation and line safety, and can provide a solution for achieving optimal power distribution according to the needs of the locomotive traction operation.

[0005] In order to achieve the above object, the technical solution of the present invention is:

[0006] A power module for a railway diesel-electric locomotive, comprising: an internal combustion engine, a shock absorber, a two-way clutch, a generator, a mounting base, a transmission device, a mounting frame and an electric motor; the electric motor is connected to a battery device provided by the locomotive; the transmission device comprises a plurality of transmission shafts, pulleys and belt members;

[0007] The mounting frame is fixedly connected to the mounting base to form a frame structure; the internal combustion engine, shock absorber, two-way clutch, generator and motor are installed in the frame structure;

[0008] The bottom end of the shock absorber is fixedly mounted on the mounting base, and the top end of the shock absorber is fixedly connected to the internal combustion engine; the internal combustion engine, the two-way clutch and the generator are connected in sequence through a first transmission shaft;

[0009] The two-way clutch is connected to the first pulley through the first belt member, and the first pulley is fixedly connected to the second transmission shaft;

[0010] The motor and the second pulley are fixedly mounted on the second transmission shaft, and the motor and the second pulley are arranged on both sides of the first pulley;

[0011] The second pulley is connected to the heat dissipation device through a second belt member; and both ends of the second transmission shaft are rotatably connected to the frame structure through bearings.

[0012] Further, the heat dissipation device includes a cooling radiator, a blowing fan, a third pulley and a third transmission shaft;

[0013] The cooling radiator, the blowing fan, and the third pulley are sequentially arranged on the third transmission shaft, and both ends of the third transmission shaft are rotatably connected to the frame structure through bearings;

[0014] The third belt pulley is arranged opposite to the second belt pulley, and the third belt pulley is connected to the second belt pulley through a second belt member.

[0015] Furthermore, the bidirectional clutch comprises a clutch outer ring structure and a clutch inner ring structure;

[0016] The output end of the internal combustion engine is connected to the clutch inner ring structure through the first transmission member of the first transmission shaft;

[0017] The clutch outer ring structure is connected to the input end of the generator through the second transmission member of the first transmission shaft, and the clutch outer ring structure is connected to the first pulley through the first belt member.

[0018] Furthermore, a power monitoring device is provided at the output end of the internal combustion engine, and the power monitoring device is electrically connected to the input end of the control system of the internal combustion electric locomotive;

[0019] And the output end of the control system is electrically connected to the motor.

[0020] A method for using a power module for a railway diesel-electric locomotive comprises the following steps:

[0021] Step S1: The real-time output power of the output end of the internal combustion engine is collected by a power monitoring device and transmitted to the control system of the internal combustion electric locomotive. The control system compares the real-time output power with the set output power threshold and generates a control signal of the motor working mode;

[0022] The motor operation modes include a power-off operation mode, an additional power mode, and an emergency operation mode;

[0023] Step S2: If the real-time output power of the output end of the internal combustion engine is greater than the set output power threshold, the control system generates a control signal of the power-off working mode and sends it to the motor; the motor is in a power-off shutdown state under the control of the control system;

[0024] The output end of the internal combustion engine rotates clockwise to drive the first transmission member of the first transmission shaft to drive the inner ring structure of the two-way clutch to rotate, and the inner ring structure of the two-way clutch drives the outer ring structure of the two-way clutch to rotate;

[0025] The outer ring structure of the two-way clutch transmits the output power of the internal combustion engine to the generator through the second transmission member of the first transmission shaft;

[0026] Step S3: If the real-time output power of the output end of the internal combustion engine is less than or equal to the set output power threshold, the control system generates a control signal of the additional power mode and sends it to the electric motor; the output end of the electric motor rotates clockwise under the control of the control system;

[0027] The output power of the motor drives the second transmission shaft to drive the first pulley to rotate, and the first pulley drives the first belt member to drive the clutch outer ring structure of the two-way clutch to rotate clockwise;

[0028] The clutch outer ring structure transmits the output power of the motor to the generator through the second transmission member;

[0029] Step S4: when the power monitoring device cannot detect the output power of the output end of the internal combustion engine, the control system generates a control signal of the emergency operation mode and sends it to the motor; the output end of the motor rotates counterclockwise under the control of the control system;

[0030] The output end of the motor drives the second transmission shaft to drive the first pulley to rotate, and the first pulley drives the clutch outer ring structure of the two-way clutch to rotate counterclockwise through the first belt member; and the clutch outer ring structure of the two-way clutch is separated from the clutch inner ring structure of the two-way clutch;

[0031] The clutch outer ring structure transmits the output power of the motor to the generator through the second transmission member;

[0032] Step S5: the generator converts the output power transmitted by the second transmission member into electrical energy and transmits it to the locomotive power system.

[0033] Furthermore, the additional power mode of the motor in step S3 is specifically:

[0034] When the maximum power provided by the internal combustion engine cannot meet the traction operation requirements of the locomotive, the control system compares the rated output power of the internal combustion engine with the real-time output power, obtains the power value that needs to be supplemented and generates a control signal;

[0035] The output end of the internal combustion engine rotates clockwise, the electric motor receives a control instruction from the control system to output a first additional power, and the output end of the electric motor rotates clockwise under the control of the control instruction from the control system;

[0036] The first additional power output by the motor is transmitted to the first pulley through the second transmission shaft, and the first pulley transmits the first additional power to the clutch outer ring structure of the two-way clutch through the first belt member;

[0037] The clutch outer ring structure transmits the first additional power to the generator through the second transmission member, and the generator converts the first additional power output by the electric motor and the power output by the internal combustion engine into electrical energy and transmits it to the locomotive power system.

[0038] Furthermore, the emergency operation mode of the motor in step S4 is specifically:

[0039] When the power monitoring device fails to detect the output power of the output end of the internal combustion engine, the electric motor receives a control signal of the emergency operation mode from the control system;

[0040] The output end of the motor rotates counterclockwise under the control signal of the emergency operation mode of the control system to output a second additional power; the second additional power output by the motor is transmitted to the first pulley through the second transmission shaft;

[0041] The first pulley transmits the additional power to the clutch outer ring structure of the two-way clutch through the first belt member; and the clutch outer ring structure of the two-way clutch is separated from the clutch inner ring structure of the two-way clutch;

[0042] The clutch outer ring structure transmits the second additional power to the generator through the second transmission member, and the generator converts the second additional power output by the motor into electrical energy and transmits it to the locomotive power system.

[0043] Beneficial effects: The present invention provides a power module for a railway diesel-electric locomotive and a method of use. The power module can provide compensatory power according to the actual needs of the diesel-electric locomotive's traction operation, and realize optimal distribution of power based on the needs of the locomotive's actual traction operation, solving the problem that when the internal combustion engine carried by the locomotive fails or stops, the locomotive vehicle cannot drive away from the operating line to the repair shop by itself, occupying line resources and affecting the operation of other vehicles, and there is a risk of safe operation of the line; it has the advantages of small module size, low auxiliary power loss, easy installation, easy maintenance and high reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0045] Figure 1 This is a schematic diagram of the structure of a power module for a railway diesel-electric locomotive according to the present invention;

[0046] Figure 2 It is a structural schematic diagram of a power module bidirectional clutch for a railway diesel-electric locomotive according to the present invention;

[0047] Figure 3 The present invention is a flow chart of a method for using a power module for a railway diesel-electric locomotive.

[0048] In the figure: 1. internal combustion engine; 2. shock absorber; 3. two-way clutch; 31. clutch outer ring structure; 32. clutch inner ring structure; 4. generator; 5. mounting base; 6. transmission device; 61. transmission shaft; 611. first transmission shaft; 6111. first transmission member; 6112. second transmission member; 612. second transmission shaft; 62. belt member; 621. first belt member; 622. second belt member; 63. pulley; 631. first pulley; 632. second pulley; 7. mounting frame; 8. motor; 9. heat dissipation device; 91. cooling radiator; 92. blowing fan; 93. third pulley; 94. third transmission shaft; 10. bearing. DETAILED DESCRIPTION

[0049] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] This embodiment provides a power module for a railway diesel-electric locomotive, such as Figure 1 As shown, it includes: an internal combustion engine 1, a shock absorber 2, a two-way clutch 3, a generator 4, a mounting base 5, a transmission device 6, a mounting frame 7 and an electric motor 8; and the electric motor 8 is connected to the locomotive's own battery device; the transmission device 6 includes a plurality of transmission shafts 61, a pulley 63 and a belt member 62; the mounting frame 7 and the mounting base 5 are fixed by welding to form a frame structure; the internal combustion engine 1, the shock absorber 2, the two-way clutch 3, the generator 4 and the electric motor 8 are installed in the frame structure; the bottom end of the shock absorber 2 is fixedly installed on the mounting base 5, and the top end of the shock absorber 2 is fixedly connected to the internal combustion engine 1; the inner ring 32 of the two-way clutch 3 is connected to the output end of the internal combustion engine 1 through a first transmission The first transmission member 6111 of the driving shaft 611 is connected; the outer ring 31 of the two-way clutch 3 is connected to the generator 4 through the second transmission member 6112 of the first transmission shaft 611; the two-way clutch 3 is connected to the first pulley 631 through the first belt member 621, and the first pulley 631 is fixedly connected to the second transmission shaft 612; the motor 8 and the second pulley 632 are fixedly installed on the second transmission shaft 612, and the motor 8 and the second pulley 632 are arranged on both sides of the first pulley 631; the second pulley 632 is connected to the heat dissipation device 9 through the second belt member 622; the two ends of the second transmission shaft 612 are rotatably connected to the frame structure through bearings 10. The generator 4 is used to convert the mechanical power output by the internal combustion engine 1 into electrical energy to provide the power required for traction operation for the electric locomotive; the shock absorber 2 is used to adjust the vibration amplitude generated by the internal combustion engine 1 after it starts running, so that the internal combustion engine 1 can run smoothly; and the second is to reduce the vibration impact transmitted from the wheels to the internal combustion engine 1 after the locomotive is running, so as to avoid damage to the internal combustion engine 1.

[0051] In a specific embodiment, the heat dissipation device 9 includes a cooling radiator 91, a blowing fan 92, a third pulley 93 and a third transmission shaft 94; the cooling radiator 91, the blowing fan 92 and the third pulley 93 are sequentially arranged on the third transmission shaft 94, and the two ends of the third transmission shaft 94 are rotatably connected to the frame structure through bearings 10; the third pulley 93 is arranged opposite to the second pulley 632, and the third pulley 93 is connected to the second pulley 632 through a second belt member 622. The cooling radiator 91 is used to cool and dissipate the heat generated after the operation of the internal combustion engine 1 to prevent the internal combustion engine 1 from being damaged due to overheating; after the second pulley 632 transmits power to the third pulley 93 through the second belt member 622, the third pulley 93 drives the blowing fan 92 to rotate through the third transmission shaft 94 to blow air, providing cooling air volume for the cooling radiator 12, the internal combustion engine 1 and the motor 11.

[0052] In a specific embodiment, Figure 2 As shown, the two-way clutch 3 includes a clutch outer ring structure 31 and a clutch inner ring structure 32; and the two-way clutch 3 can realize the functions of clutch and power transmission according to the rotation direction of the clutch outer ring structure 31 and the clutch inner ring structure 32. The structure of the two-way clutch 3 is an existing well-known technology, not the invention point of the present application, and will not be repeated here; the output end of the internal combustion engine 1 is connected to the clutch inner ring structure 32 through the first transmission member 6111 of the first transmission shaft 611; the clutch outer ring structure 31 is connected to the input end of the generator 4 through the second transmission member 6112 of the first transmission shaft 611, and the outer periphery of the clutch outer ring structure 31 is provided with a first belt member 621; and the clutch outer ring structure 31 is connected to the first pulley 631 through the first belt member 621. When the clutch outer ring structure 31 rotates clockwise, the clutch outer ring structure 31 and the clutch inner ring structure 32 are combined; when the clutch outer ring structure 31 rotates counterclockwise, the clutch outer ring structure 31 and the clutch inner ring structure 32 are separated.

[0053] In a specific embodiment, the output end of the internal combustion engine 1 is provided with a power monitoring device, which can be specifically a power sensor, and the power monitoring device is electrically connected to the input end of the control system of the internal combustion electric locomotive; and the output end of the control system is electrically connected to the motor 8.

[0054] A method for using a power module for a railway diesel-electric locomotive, such as Figure 3 As shown, the following steps are included:

[0055] Step S1: The real-time output power of the output end of the internal combustion engine 1 is collected by a power monitoring device and transmitted to the control system of the internal combustion electric locomotive. The control system compares the real-time output power with the set output power threshold and generates a control signal of the motor working mode; the motor working mode includes a power-off working mode, an additional power mode and an emergency operation mode;

[0056] Step S2: If the real-time output power at the output end of the internal combustion engine 1 is greater than the set output power threshold, the control system generates a control signal of the power-off working mode and sends it to the motor 8; that is, when the maximum power provided by the internal combustion engine 1 in the locomotive power system meets the locomotive traction operation requirements, the motor 8 is in the power-off working mode. The internal combustion engine 1 rotates in a clockwise direction to output power, and drives the inner ring structure 32 of the two-way clutch to rotate in a clockwise direction through the first transmission member 6111. After the outer ring structure 31 of the two-way clutch is driven by the inner ring structure 32 of the two-way clutch and rotates in a clockwise direction, the power output by the internal combustion engine 1 is transmitted to the generator 4 in sequence through the first transmission member 6111, the inner ring structure 32 of the two-way clutch, the outer ring structure 31 of the two-way clutch and the first transmission member 6112. The generator 4 converts the mechanical power output by the internal combustion engine 1 into electrical energy to provide the power required for the operation of the diesel-electric locomotive; the outer ring structure 31 of the two-way clutch is driven by the two-way clutch. After the inner ring structure 32 of the clutch is driven and rotates in a clockwise direction, the outer ring structure 31 of the two-way clutch drives the first pulley 631 to rotate in a clockwise direction through the first belt member 621; the first pulley 631 drives the motor 8 and the second pulley 632 to rotate through the second transmission shaft 612; after the second pulley 632 transmits power to the third pulley 633 through the first belt member 622, the third pulley 633 drives the third transmission shaft 94 to rotate, and the rotation of the third transmission shaft 94 drives the blowing fan 92 to rotate and blow air; the blowing fan 92 rotates to blow air to provide cooling air volume for cooling the heat generated by the cooling radiator 91 and the internal combustion engine 1 in the frame structure.

[0057] Step S3: If the real-time output power of the output end of the internal combustion engine 1 is less than or equal to the set output power threshold, the control system generates a control signal of the first additional power mode and sends it to the motor 8; that is, when the maximum power provided by the internal combustion engine 1 cannot meet the locomotive traction operation requirements, the control system compares the rated output power of the internal combustion engine 1 with the real-time output power, obtains the power value that needs to be supplemented, and generates a control signal; the motor 8 is connected to the locomotive's built-in battery device, the motor 8 receives the control command of the control system to output the first additional power, and the output end of the motor 8 and the output end of the internal combustion engine 1 both rotate clockwise; the first additional power output by the motor 8 is transmitted to the first pulley 631 through the second transmission shaft 612, and the first pulley 631 transmits the first additional power to the clutch outer ring structure 31 of the two-way clutch 3 through the first belt member 621; the clutch outer ring structure 31 transmits the first additional power to the generator 4 through the second transmission member 6112, and the generator 4 converts the first additional power output by the motor 8 and the power output by the internal combustion engine 1 into electrical energy and transmits it to the locomotive power system. At this time, the generator 4 transmits the power jointly output by the electric motor 8 and the internal combustion engine 1 to the locomotive power system to meet the power required for the normal traction operation of the locomotive at this time. In this way, the same locomotive can meet the use requirements of various application scenarios in the daily operation of the enterprise, solving the problem of repeated investment and property waste caused by the enterprise purchasing multiple locomotives, and reducing the maintenance costs generated by the enterprise for maintenance work on multiple locomotives.

[0058] Step S4: When the power monitoring device cannot detect the output power of the output end of the internal combustion engine, the control system generates a control signal of the emergency operation mode and sends it to the motor 8; that is, when the internal combustion engine 1 fails and stops and cannot output power to the generator 4, the locomotive cannot run; at this time, the battery of the locomotive can power the motor 8, and the motor 8 can only rotate in the counterclockwise direction and output the second additional power; the second additional power output by the motor 8 is transmitted to the first pulley 631 through the second transmission shaft 612, and the first pulley 631 transmits the second additional power to the first pulley 631. The second additional power is transmitted to the clutch outer ring structure 31 of the two-way clutch 3 through the first belt member 621; the outer ring structure 31 of the two-way clutch rotates in the counterclockwise direction, and the clutch outer ring structure 31 transmits the second additional power to the generator 4 through the second transmission member 6112. At this time, the inner ring structure 32 of the two-way clutch can be separated from the outer ring structure 31 of the two-way clutch, that is, the inner ring structure 32 of the two-way clutch does not rotate, so that the second additional power of the motor 8 cannot be transmitted to the internal combustion engine 1, avoiding the internal combustion engine 1 from being damaged by reverse drag. The generator 4 converts the second additional power output by the motor 8 into electric energy to provide the electric locomotive with the traction power required for self-driving from the operating line to the repair shop, so that there is no need to wait for the towing truck to rescue and occupy limited line resources, which solves the risk of seriously affecting the operation of other vehicles on the railway line and the risk of safe operation of the railway line, and makes the locomotive have the effect of high reliability. Among them, the software programming and control program setting of the power module involved in this embodiment are all existing known technologies, not the invention of this application, and will not be repeated here.

[0059] Step S5: The motor converts the output power transmitted by the second transmission member into electric energy and transmits it to the locomotive power system. The internal combustion electric locomotive can achieve optimal power distribution according to the use requirements of various application scenarios, and can solve the problem that the locomotive vehicle cannot drive away from the operating line to the repair shop due to failure or shutdown of the internal combustion engine carried by the locomotive, thereby occupying line resources and affecting the operation of other vehicles, and there is a risk of safe operation of the line. It has the functions of small module size, low auxiliary power loss, easy installation, easy maintenance and high reliability.

[0060] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A power module for a railway diesel-electric locomotive, characterized in that: include: An internal combustion engine (1), a shock absorber (2), a two-way clutch (3), a generator (4), a mounting base (5), a transmission device (6), a mounting frame (7) and an electric motor (8); the electric motor (8) is connected to a battery device provided on the locomotive; the transmission device (6) comprises a plurality of transmission shafts (61), pulleys (63) and belt members (62); The mounting frame (7) is fixedly connected to the mounting base (5) to form a frame structure; the internal combustion engine (1), the shock absorber (2), the two-way clutch (3), the generator (4) and the electric motor (8) are mounted in the frame structure; The bottom end of the shock absorber (2) is fixedly mounted on the mounting base (5), and the top end of the shock absorber (2) is fixedly connected to the internal combustion engine (1); the internal combustion engine (1), the two-way clutch (3) and the generator (4) are connected in sequence via a first transmission shaft (611); The bidirectional clutch (3) is connected to the first pulley (631) via a first belt member (621), and the first pulley (631) is fixedly connected to the second transmission shaft (612); The motor (8) and the second pulley (632) are fixedly mounted on the second transmission shaft (612), and the motor (8) and the second pulley (632) are arranged on both sides of the first pulley (631); The second pulley (632) is connected to the heat dissipation device (9) via a second belt member (622); and both ends of the second transmission shaft (612) are rotatably connected to the frame structure via bearings (10).

2. A power module for a railway diesel-electric locomotive according to claim 1, characterized in that: The heat dissipation device (9) comprises a cooling radiator (91), a blowing fan (92), a third pulley (93) and a third transmission shaft (94); The cooling radiator (91), the blowing fan (92), and the third pulley (93) are sequentially arranged on the third transmission shaft (94), and both ends of the third transmission shaft (94) are rotatably connected to the frame structure via bearings (10); The third belt pulley (93) is arranged opposite to the second belt pulley (632), and the third belt pulley (93) and the second belt pulley (632) are connected via a second belt member (622).

3. A power module for a railway diesel-electric locomotive according to claim 2, characterized in that: The bidirectional clutch (3) comprises a clutch outer ring structure (31) and a clutch inner ring structure (32); The output end of the internal combustion engine (1) is connected to the clutch inner ring structure (32) via the first transmission member (6111) of the first transmission shaft (611); The clutch outer ring structure (31) is connected to the input end of the generator (4) via the second transmission member (6112) of the first transmission shaft (611), and the clutch outer ring structure (31) is connected to the first pulley (631) via the first belt member (621).

4. A power module for a railway diesel-electric locomotive according to claim 3, characterized in that: The output end of the internal combustion engine (1) is provided with a power monitoring device, and the power monitoring device is electrically connected to the control system of the internal combustion electric locomotive; Furthermore, the output end of the control system is electrically connected to the motor (8).

5. A method for using the power module for a railway diesel-electric locomotive based on claim 4, characterized in that: The following steps are involved: Step S1: The real-time output power of the output end of the internal combustion engine is collected by a power monitoring device and transmitted to the control system of the internal combustion electric locomotive. The control system compares the real-time output power with the set output power threshold and generates a control signal of the motor working mode; The motor operation modes include a power-off operation mode, an additional power mode, and an emergency operation mode; Step S2: If the real-time output power of the output end of the internal combustion engine is greater than the set output power threshold, the control system generates a control signal of the power-off working mode and sends it to the motor; the motor is in a power-off shutdown state under the control of the control system; The output end of the internal combustion engine rotates clockwise to drive the first transmission member of the first transmission shaft to drive the inner ring structure of the two-way clutch to rotate, and the inner ring structure of the two-way clutch drives the outer ring structure of the two-way clutch to rotate; The outer ring structure of the two-way clutch transmits the output power of the internal combustion engine to the generator through the second transmission member of the first transmission shaft; Step S3: If the real-time output power of the output end of the internal combustion engine is less than or equal to the set output power threshold, the control system generates a control signal of the additional power mode and sends it to the electric motor; the output end of the electric motor rotates clockwise under the control of the control system; The output power of the motor drives the second transmission shaft to drive the first pulley to rotate, and the first pulley drives the first belt member to drive the clutch outer ring structure of the two-way clutch to rotate clockwise; The clutch outer ring structure transmits the output power of the motor to the generator through the second transmission member; Step S4: when the power monitoring device cannot detect the output power of the output end of the internal combustion engine, the control system generates a control signal of the emergency operation mode and sends it to the motor; the output end of the motor rotates counterclockwise under the control of the control system; The output end of the motor drives the second transmission shaft to drive the first pulley to rotate, and the first pulley drives the clutch outer ring structure of the two-way clutch to rotate counterclockwise through the first belt member; and the clutch outer ring structure of the two-way clutch is separated from the clutch inner ring structure of the two-way clutch; The clutch outer ring structure transmits the output power of the motor to the generator through the second transmission member; Step S5: the generator converts the output power transmitted by the second transmission member into electrical energy and transmits it to the locomotive power system.

6. The method for using a power module for a railway diesel-electric locomotive according to claim 5, characterized in that: The additional power mode of the motor in step S3 is specifically: When the maximum power provided by the internal combustion engine cannot meet the traction operation requirements of the locomotive, the control system compares the rated output power of the internal combustion engine with the real-time output power, obtains the power value that needs to be supplemented and generates a control signal; The output end of the internal combustion engine rotates clockwise, the electric motor receives a control instruction from the control system to output a first additional power, and the output end of the electric motor rotates clockwise under the control of the control instruction from the control system; The first additional power output by the motor is transmitted to the first pulley through the second transmission shaft, and the first pulley transmits the first additional power to the clutch outer ring structure of the two-way clutch through the first belt member; The clutch outer ring structure transmits the first additional power to the generator through the second transmission member, and the generator converts the first additional power output by the electric motor and the power output by the internal combustion engine into electrical energy and transmits it to the locomotive power system.

7. The method for using a power module for a railway diesel-electric locomotive according to claim 5, characterized in that: The emergency operation mode of the motor in step S4 is specifically that when the power monitoring device cannot detect the output power of the output end of the internal combustion engine, the motor receives a control signal of the emergency operation mode from the control system; The output end of the motor rotates counterclockwise under the control signal of the emergency operation mode of the control system to output a second additional power; the second additional power output by the motor is transmitted to the first pulley through the second transmission shaft; The first pulley transmits the additional power to the clutch outer ring structure of the two-way clutch through the first belt member; and the clutch outer ring structure of the two-way clutch is separated from the clutch inner ring structure of the two-way clutch; The clutch outer ring structure transmits the second additional power to the generator through the second transmission member, and the generator converts the second additional power output by the motor into electrical energy and transmits it to the locomotive power system.

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