CN107499318B - Railway engineering machinery power system - Google Patents
Railway engineering machinery power system Download PDFInfo
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- CN107499318B CN107499318B CN201710861698.XA CN201710861698A CN107499318B CN 107499318 B CN107499318 B CN 107499318B CN 201710861698 A CN201710861698 A CN 201710861698A CN 107499318 B CN107499318 B CN 107499318B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C7/00—Other locomotives or motor railcars characterised by the type of motive power plant used; Locomotives or motor railcars with two or more different kinds or types of motive power
- B61C7/04—Locomotives or motor railcars with two or more different kinds or types of engines, e.g. steam and IC engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Eletrric Generators (AREA)
Abstract
The invention discloses a railway engineering machinery power system, which comprises: the internal combustion power generation unit and the converter connected with the internal combustion power generation unit are used for supplying power to the traction motor after the electric energy output by the internal combustion power generation unit is converted by the converter. The internal combustion generating set comprises an internal combustion engine, a generator connected with the internal combustion engine, and an excitation control module connected with the generator. The internal combustion engine drives the generator to output electric energy to the converter, and the excitation control module carries out excitation control on the generator. The power system also comprises a CAN network control module and an MVB/CAN module. The invention can solve the technical problems of complex maintenance, possible hydraulic oil leakage and serious environmental pollution of the existing railway engineering machinery internal combustion hydrodynamic power mode.
Description
Technical Field
The invention relates to the technical field of railway engineering machinery, in particular to a power system applied to railway engineering machinery.
Background
At present, the railway engineering machinery in China basically uses an internal combustion engine as power, the transmission mode is hydraulic transmission, and long-term practice proves that the internal combustion hydraulic (hydraulic) transmission mode is stable and reliable in operation, and can meet the traction requirement of the railway engineering machinery. However, with the increasingly strict environmental standards, the improvement of energy conservation and emission reduction requirements, the high-power and high-speed requirements and the development of clean power sources, the mode shows the limitations of complex maintenance, serious environmental pollution and noise pollution, low efficiency, limited driving capability and the like. Along with the annual rising of the railway electrification rate, the conditions of wide application of electric transmission in railway operation vehicles and the like provide a thinking for using an electric driving mode for railway engineering machinery. However, the railway engineering machinery mainly works at a low speed, and if only electric drive is adopted, the railway engineering machinery cannot be used when a vehicle enters a split-phase area, a non-electrified railway or a contact network is in power failure.
Therefore, the current hydraulic (hydraulic) transmission mode of the railway engineering machinery has the following defects:
(1) The maintenance and overhaul workload is large: the existing railway engineering machinery has a large number of hydraulic devices, and the hydraulic devices have the problem of hydraulic oil leakage after aging, so that the maintenance environment is poor, the strength is high, a large amount of manpower and material resources are consumed, and the environment is polluted;
(2) The layout is inconvenient: the existing railway engineering machinery adopts an internal combustion engine as power and adopts a hydraulic transmission mode, and parts on the surface of the hydraulic transmission are few, but after the torque converter is arranged in the middle, a transmission shaft extends to the front and rear bogies respectively, so that the large space of the bottom of the railway engineering machinery is destroyed, and the space is practically not saved;
(3) The comprehensive efficiency is low: the existing railway engineering machinery adopts an internal combustion engine as power and adopts a hydraulic transmission mode, the efficiency is only about 60 percent, and the efficiency of high-speed efficiency is higher by adopting hydraulic transmission, but the efficiency of medium-low speed efficiency is poor, and the comprehensive efficiency is not ideal.
Disclosure of Invention
In view of the above, the invention aims to provide a railway engineering machinery power system, which solves the technical problems of complex maintenance, possible hydraulic oil leakage and serious environmental pollution of the existing railway engineering machinery internal combustion hydrodynamic power mode.
In order to achieve the above object, the present invention specifically provides a technical implementation scheme of a power system of a railway engineering machine, which includes: the traction motor comprises an internal combustion generating set and a converter connected with the internal combustion generating set, wherein electric energy output by the internal combustion generating set is converted by the converter and then is used for supplying power to the traction motor.
Preferably, the internal combustion generating set comprises an internal combustion engine and a generator connected with the internal combustion engine, and the power system further comprises an excitation control module connected with the generator. The internal combustion engine drives the generator to output electric energy to the converter, and the excitation control module carries out excitation control on the generator.
Preferably, the converter comprises an AC/DC module, an intermediate DC link and a DC/AC module which are sequentially connected. The internal combustion engine drives the generator to generate three-phase alternating current, and the three-phase alternating current is converted by the AC/DC module and then outputs direct current to the middle direct current link. The middle direct current link supplies power for the DC/AC module, and the direct current is inverted into three-phase alternating current by the DC/AC module and then supplies power for the traction motor.
Preferably, the power system further includes an engine control module that controls the internal combustion engine.
Preferably, the power system further comprises a main power switch, and the main power switch is connected with the engine control module in a hard wire mode. And before the internal combustion engine needs to be started, the total power switch is turned on, and the engine control module is electrified.
Preferably, the power system further comprises an engine starting switch, the main power supply switch is shifted to an operation position, the engine control module automatically detects whether the starting requirement of the internal combustion engine is met, when the internal combustion engine is started and the preheating is finished, the engine starting switch is shifted to the starting position, a starting relay of the internal combustion engine is attracted, a starter of the internal combustion engine is powered on, and after the starter is powered on for a set duration, the internal combustion engine is started.
Preferably, the power system further comprises an engine speed regulating button, when the engine speed regulating button is pressed, the internal combustion engine runs at a high speed, and once again, the engine speed regulating button is pressed, and the internal combustion engine resumes low idle running.
Preferably, the power system further comprises a scram switch, and when the engine start switch is shifted to a stand-still position or any scram switch is pressed during the operation of the internal combustion engine, the power supply of the engine control module is cut off, and the internal combustion engine is stopped. Preferably, the power system further comprises an emergency excitation switch, and the emergency excitation switch is connected with the excitation control module in a hard wire mode. When the emergency excitation switch is placed in an emergency position, an emergency control port of the excitation control module collects a set high-level signal value, and the excitation control module does not respond to a voltage value given by an MVB bus and directly controls the output voltage of the generator after the output of the generator is rectified by the AC/DC module to be a set direct-current voltage value.
Preferably, the power system further comprises a CAN network control module and an MVB/CAN module, and the DCU of the converter stores a voltage value to be output by the AC/DC module. And in a normal excitation control mode, the CAN network control module sends an excitation starting instruction to the excitation control module through the MVB/CAN module by the CAN bus. The excitation control module acquires a voltage value required to be output by the AC/DC module through an MVB bus, and controls excitation current of the generator according to the voltage value required to be output by the AC/DC module. And when the voltage value output by the AC/DC module is adjusted in place, the excitation control module feeds back a voltage adjustment signal to the MVB/CAN module through an MVB bus. The excitation control module detects running state information of the generator including output voltage, current and frequency, and sends the running state information of the excitation control module and the running state information of the generator to the MVB/CAN module through an MVB bus, and the MVB/CAN module carries out protocol conversion and then sends the running state information to the running display of the CAN network control module through a CAN bus for display.
By implementing the technical scheme of the railway engineering mechanical power system provided by the invention, the railway engineering mechanical power system has the following beneficial effects:
(1) According to the invention, by adopting the internal combustion power-on transmission system structure, a plurality of important parts in the electric transmission system are of maintenance-free structures, so that fault points can be greatly reduced, and the maintenance workload can be reduced;
(2) According to the invention, through adopting an internal combustion power-on transmission system structure, the traction motor is arranged on the bogie, the integrated converter is intensively arranged at one position, and the integrated converters are connected by adopting cables, so that the whole vehicle is compact in layout, and the modularized design and the whole layout are convenient;
(3) According to the invention, by adopting the internal combustion power-on transmission system structure, the diesel engine is backed up by a direct mechanical power source to be a power source, and only outputs power outwards, so that the diesel engine can be stabilized at an economic working point in a full power range, and the comprehensive efficiency is higher;
(4) The invention realizes the internal combustion electric drive control of the railway engineering machinery by adopting MVB and CAN networks, and has simple maintenance and stable and reliable work; the asynchronous AC motor is used as a traction motor in an AC-DC-AC transmission mode, the speed regulating technology is mature, low constant speed can be achieved, large torque can be provided, and the requirements of railway engineering machinery on speed and torque can be completely met.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It is evident that the drawings in the following description are only some embodiments of the invention, from which other embodiments can be obtained for a person skilled in the art without inventive effort.
FIG. 1 is a topology of a main circuit configuration of a particular embodiment of a railway engineering machine powertrain of the present invention;
FIG. 2 is a control architecture block diagram of a particular embodiment of a railway engineering machine powertrain of the present invention;
in the figure: the system comprises a 10-internal combustion generator set, a 11-engine, a 12-generator, a 13-excitation control module, a 14-engine control module, a 15-CAN network control module, a 16-MVB/CAN module, a 20-converter, a 21-DCU, a 22-AC/DC module, a 23-DC/AC module, a 24-intermediate DC link and a 30-traction motor.
Detailed Description
For purposes of reference and clarity, technical terms, abbreviations or abbreviations used hereinafter are described as follows:
MVB: multifunction Vehicle Bus, abbreviation for multifunction vehicle bus;
CAN: controller Area Network, abbreviation for controller area network;
DCU: drive Control Unit, abbreviation for transmission control unit;
AC/DC: abbreviations for alternating current/direct current conversion;
DC/AC: abbreviations for direct current/alternating current conversion;
ECM: engine Control Module, abbreviation for engine control module;
in order to make the objects, technical solutions and advantages of the embodiments of the present invention more clear, the technical solutions of 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. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring now to fig. 1 and 2, a specific embodiment of a power system for a railway engineering machine according to the present invention is shown, and the present invention will be further described with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1, a specific embodiment of a power system of a railway engineering machine includes: the internal combustion generator set 10 and the converter 20 connected with the internal combustion generator set 10, and the electric energy output by the internal combustion generator set 10 is converted by the converter 20 to supply power for the traction motor 30. The internal combustion generator set 10 comprises an internal combustion engine 11, a generator 12 connected with the internal combustion engine 11, and an excitation control module 13 connected with the generator 12. The internal combustion engine 11 drives the generator 12 to output electric energy to the converter 20, and the excitation control module 13 performs excitation control on the generator 12. The internal combustion generator set 10 may be a diesel generator set, and the internal combustion engine 11 may be a diesel engine.
The converter 20 further comprises an AC/DC module 22, an intermediate DC link 24 and a DC/AC module 23, which are connected in sequence. The internal combustion engine 11 drives the generator 12 to generate three-phase alternating current, and the three-phase alternating current is converted by the AC/DC module 22 and then outputs direct current to the intermediate direct current link 24. The intermediate direct current link 24 supplies power to the DC/AC module 23, and the direct current is inverted into three-phase alternating current by the DC/AC module 23 and then supplies power to the traction motor 30, so that the traction and power supply of the railway engineering machinery are finally realized.
The powertrain system further includes an Engine Control Module (ECM) 14 that controls the internal combustion engine 11. The engine control module 14 has a CAN interface and is connected to the CAN network control module 15 via a CAN bus. The engine control module 14 collects the operation state information of each part of the internal combustion engine 11 through various sensors (including a temperature sensor, a pressure sensor, a rotation sensor, a flow sensor, a position sensor, an oxygen sensor, a knock sensor, etc.), and transmits the operation state information to the engine control module 14 through a line responsible for transmission. The engine control module 14 will send these data to the CAN bus, and the running display of the CAN network control module 15 will display these information. After the ECM receives these signals, various signals are analyzed and calculated to obtain information about what state the various components of the internal combustion engine 11 are functioning in and how they are operating. A program written on the basis of data MAP (MAP) obtained through accurate calculation and a large number of experiments is stored in a ROM (Read-Only Memory) of the engine control module 14, and this unique program is constantly compared and calculated with each sensor signal acquired during the operation of the internal combustion engine 11. The result of the comparison and calculation is used to perform closed-loop control of various parameters of ignition, air-fuel ratio, idling, exhaust gas recirculation, etc. of the internal combustion engine 11.
The internal combustion generator set 10 is controlled to start by a switch or a button of a control system, three-phase alternating current output by the internal combustion generator set 10 is rectified by an AC/DC module (a three-phase uncontrolled rectifier can be adopted) 22 and then converted into direct current, and the direct current is inverted into three-phase alternating current by a DC/AC module (an inverter) 23 and then is input into a traction motor (a three-phase asynchronous alternating current motor can be adopted) 30. The power system further includes a main power switch, an engine start switch, an engine governor button, and a scram switch, which is turned on before the internal combustion engine 11 needs to be started, and the engine control module 14 is powered on. The main power switch is shifted to the running position, the engine control module 14 automatically detects whether the starting requirement of the internal combustion engine 11 is met, when the internal combustion engine 11 is started and the preheating is finished, the engine starting switch is shifted to the starting position, a starting relay of the internal combustion engine 11 is attracted, a starter of the internal combustion engine 11 is powered on, and after the starter is powered on for a set time, the internal combustion engine 11 is started. When the engine governor button is pressed, the internal combustion engine 11 is operated at a high speed, and the engine governor button is pressed once again, and the internal combustion engine 11 resumes low idle operation. During operation of the internal combustion engine 11, when the engine start switch is dialed to the stand or any scram switch is pressed, the power supply of the engine control module 14 is cut off and the internal combustion engine 11 is stopped.
As shown in fig. 2, the power system further includes a CAN network control module 15 and an MVB/CAN module 16, where the MVB/CAN module 16 is connected to the excitation control module 13 through an MVB bus, and the MVB/CAN module 16 is connected to the CAN network control module 15 through a CAN bus. The DCU 21 of the current transformer 20 stores a voltage value V1 to be output by the AC/DC module 22. The internal combustion generator set 10 is controlled through an MVB/CAN network (bus), and the control of the generator 12 is completed by an excitation control module 13, wherein the excitation control of the generator 12 comprises two control modes of normal excitation and emergency excitation.
In the normal excitation control mode, a CAN network control module 15 sends an excitation starting instruction to an excitation control module 13 through an MVB/CAN module 16 via a CAN bus. The excitation control module 13 collects a voltage value V1 to be output by the AC/DC module 22 through the MVB bus, and the excitation control module 13 controls excitation current of the generator 12 according to the voltage value V1 to be output by the AC/DC module 22. After the voltage value V1 output by the AC/DC module 22 is adjusted in place, the excitation control module 13 feeds back the voltage adjustment in place signal to the MVB/CAN module 16 through the MVB bus. The excitation control module 13 detects the running state information of the generator 12 including output voltage, current and frequency, and sends the state information (including normal communication, excitation completion and internal current normal information) of the excitation control module 13 and the running state information of the generator 12 to the MVB/CAN module 16 through the MVB bus, and the MVB/CAN module 16 performs protocol conversion and then sends the running state information to the running display of the CAN network control module 15 through the CAN bus for display. The DCU 21 simultaneously adjusts the output current and voltage of the converter 20 itself according to the received signal sent by the excitation control module 13.
The power system further comprises an emergency excitation switch, emergency excitation control is realized in a hard wire mode, and the emergency excitation switch is connected with the excitation control module 13 in a hard wire mode. When the emergency excitation switch is placed in an emergency position, the emergency control port of the excitation control module 13 can acquire a set high-level signal value (the value can be set according to specific application conditions, such as DC 24V), the excitation control module 13 does not respond to the voltage value V1 given by the MVB bus, but directly controls the output voltage of the generator 12 after the output is rectified by the AC/DC module 22 to be the set direct-current voltage value V1 (the value can be set according to specific application conditions, such as DC1800V, and the output voltage can fluctuate within +/-15% of the rated voltage of the intermediate direct-current link).
The technical scheme of the embodiment of the invention adopts a distributed network control system based on a CAN bus, the technology is mature and reliable, and the electrical system is a distributed network control system based on MVB, and the technology is mature and reliable. The CAN bus control and MVB control modes have the characteristics of networking, digitalization, modularization and the like, are used for realizing the functions of vehicle control, communication management, monitoring, fault diagnosis and the like, and are easy to realize data exchange. The data communication between the traction system MVB network and the CAN network CAN be realized through the MVB/CAN module, and the coordination work and information exchange of each key component of the vehicle are completed, so that the method is not only suitable for the development of advanced network technology, but also short in development period and high in reliability, and is beneficial to comprehensively mastering the core technology of the railway engineering vehicle.
By implementing the technical scheme of the railway engineering machinery power system described by the specific embodiment of the invention, the following technical effects can be produced:
(1) The railway engineering machinery power system described by the specific embodiment of the invention adopts an internal combustion power-on transmission system structure, and a plurality of important parts in the electric transmission system are maintenance-free structures, so that fault points can be greatly reduced, and the maintenance workload can be reduced;
(2) The railway engineering machinery power system described by the specific embodiment of the invention adopts an internal combustion power-on transmission system structure, a traction motor is arranged on a bogie, an integrated converter is intensively arranged at one position, and the integrated converters are connected by cables, so that the whole vehicle is compact in layout, and the modularized design and the whole layout are convenient;
(3) The railway engineering mechanical power system described by the specific embodiment of the invention adopts an internal combustion power-on transmission system structure, and the diesel engine is a power source by a direct mechanical power source and only outputs power outwards, so that the railway engineering mechanical power system can be stabilized at an economic working point in a full power range, and the comprehensive efficiency is higher;
(4) The railway engineering machinery power system described by the concrete embodiment of the invention realizes the internal combustion electric transmission control of the railway engineering machinery by adopting MVB and CAN networks, and has simple maintenance and stable and reliable work; the asynchronous AC motor is used as a traction motor in an AC-DC-AC transmission mode, the speed regulating technology is mature, low constant speed can be achieved, large torque can be provided, and the requirements of railway engineering machinery on speed and torque can be completely met.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other.
The above description is only of the preferred embodiment of the present invention, and is not intended to limit the present invention in any way. While the invention has been described in terms of preferred embodiments, it is not intended to be limiting. Any person skilled in the art can make many possible variations and modifications to the technical solution of the present invention or equivalent embodiments using the method and technical solution disclosed above without departing from the spirit and technical solution of the present invention. Therefore, any simple modification, equivalent substitution, equivalent variation and modification of the above embodiments according to the technical substance of the present invention still fall within the scope of the technical solution of the present invention, unless departing from the technical solution of the present invention.
Claims (6)
1. A railway engineering machine power system, comprising: the traction motor comprises an internal combustion generating set (10) and a converter (20) connected with the internal combustion generating set (10), wherein electric energy output by the internal combustion generating set (10) is converted by the converter (20) and then is supplied to the traction motor (30);
the internal combustion generator set (10) comprises an internal combustion engine (11), a generator (12) connected with the internal combustion engine (11), and an excitation control module (13) connected with the generator (12); the internal combustion engine (11) drives the generator (12) to output electric energy to the converter (20), and the excitation control module (13) performs excitation control on the generator (12);
the converter (20) comprises an AC/DC module (22), an intermediate direct current link (24) and a DC/AC module (23) which are sequentially connected; the internal combustion engine (11) drives the generator (12) to generate three-phase alternating current, and the three-phase alternating current is converted by the AC/DC module (22) and then outputs direct current to the middle direct current link (24); the intermediate direct current link (24) supplies power for the DC/AC module (23), and direct current is inverted into three-phase alternating current by the DC/AC module (23) and then supplies power for the traction motor (30);
the power system further comprises a CAN network control module (15) and an MVB/CAN module (16), and a voltage value (V1) required to be output by the AC/DC module (22) is stored in a DCU (21) of the converter (20); in a normal excitation control mode, the CAN network control module (15) sends an excitation starting instruction to the excitation control module (13) through the MVB/CAN module (16) by a CAN bus; the excitation control module (13) collects a voltage value (V1) required to be output by the AC/DC module (22) through an MVB bus, and the excitation control module (13) controls excitation current of the generator (12) according to the voltage value (V1) required to be output by the AC/DC module (22); after the voltage value (V1) output by the AC/DC module (22) is adjusted in place, the excitation control module (13) feeds back a voltage adjustment signal to place to the MVB/CAN module (16) through an MVB bus; the excitation control module (13) detects running state information of the generator (12) including output voltage, current and frequency, and sends the running state information of the excitation control module (13) and the running state information of the generator (12) to the MVB/CAN module (16) through an MVB bus, and the MVB/CAN module (16) carries out protocol conversion and then sends the running state information to a running display of the CAN network control module (15) through a CAN bus for display;
the power system further comprises an emergency excitation switch, and the emergency excitation switch is connected with the excitation control module (13) in a hard wire mode; when the emergency excitation switch is placed in an emergency position, an emergency control port of the excitation control module (13) collects a set high-level signal value, and the excitation control module (13) does not respond to a voltage value V1 given by an MVB bus and directly controls the output of the generator (12) to be a set direct-current voltage value after being rectified by the AC/DC module (22).
2. The railway engineering machine power system of claim 1, wherein: the power system further includes an engine control module (14) that controls the internal combustion engine (11).
3. The railway engineering machine power system of claim 2, wherein: the power system further comprises a main power switch, wherein the main power switch is connected with the engine control module (14) in a hard wire mode; before the internal combustion engine (11) needs to be started, the main power switch is turned on, and the engine control module (14) is powered on.
4. A railway engineering machine power system as claimed in claim 2 or 3, wherein: the power system further comprises an engine starting switch, a main power supply switch is shifted to an operation position, the engine control module (14) automatically detects whether the starting requirement of the internal combustion engine (11) is met, when the internal combustion engine (11) is started and after the preheating is finished, the engine starting switch is shifted to the starting position, a starting relay of the internal combustion engine (11) is attracted, a starter of the internal combustion engine (11) is powered on, and after the starter is powered on for a set time, the internal combustion engine (11) is started.
5. The railway engineering machine power system of claim 4, wherein: the power system further comprises an engine speed regulating button, when the engine speed regulating button is pressed, the internal combustion engine (11) operates at a high speed, and once again, the engine speed regulating button is pressed, and the internal combustion engine (11) resumes low idle operation.
6. The railway engineering machine power system of claim 4, wherein: the power system further comprises a scram switch, when the engine starting switch is shifted to a stand or any scram switch is pressed during the running process of the internal combustion engine (11), the power supply of the engine control module (14) is cut off, and the internal combustion engine (11) is stopped.
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