IL199803A

IL199803A - Method and system for enhancing engine performance

Info

Publication number: IL199803A
Application number: IL199803A
Authority: IL
Original assignee: Lv Technologies Ltd; Lev Valdman
Priority date: 2009-07-12
Filing date: 2009-07-12
Publication date: 2012-07-31
Also published as: CA2814222A1; IL199803A0; WO2011007303A4; WO2011007303A1

Description

METHOD AND SYSTEM FOR ENHANCING ENGINE PERFORMANCE APPLICANT : VALDMAN LEV

Claims

Claims:

1. A method for enhancing engine performance, predominantly for gas turbine engine, comprising an air compressor section comprises engine compressor inlet tract, first (low pressure) and the second (high pressure) compressor, gas turbine section which are operatively connected in series, combustion chamber arranged between the air compressor section and the gas turbine section, a fuel system disposed for supplying a fuel to combustion chamber, the method further comprising: diverting a sufficient portion from natural gas line by control bypass valve operable to engine control module (ECM) responsive to an engine and environment conditions; sensor monitoring, particularly at off - design conditions; passing natural gas portion into the means for treatment; introducing of treated natural gas portion into the means for lower cooling it and secondary combustion air supply; passing lower cooled natural gas portion through auxiliary ejector; forming denser air - natural gas mixture and introducing it into the compressor inlet tract; introducing secondary combustion air as working medium into the means for pre - compression of combustion air flow prior to entering it the compressor inlet tract or passing secondary combustion air through auxiliary intercooler and auxiliary ejector into the compressor inlet tract; forming denser mixture zone ahead of compressor providng additional enhancing of combustion air mass flow and engine efficiency.

2. The method according to claim 1, further comprising: diverting a sufficient portion from gas flow by control bypass valve operable to control ECM responsive to an engine and environment conditions; sensor monitoring, particularly at off - design conditions; pre - heating the fuel by means for transferring heat between high heated gas portion and fuel channel; introducing gas portion into the means for secondary combustion air supply; introducing secondary combustion air as working medium into the means for pre - compression of combustion air flow prior to entering it the compressor inlet tract or passing secondary combustion air through auxiliary intercooler and auxiliary ejector into the compressor inlet tract; forming denser mixture zone ahead of compressor providing additional enhancing of combustion air mass flow and engine efficiency.

3. The method according to claim 1, further comprising: diverting a sufficient portion of the compressed combustion air flow by control bypass valve operable to control ECM responsive to an engine and environment conditions; sensor monitoring, particularly at off - design conditions; passing compressed air portion into the means for electrical treatment; introducing electrical treated compressed air portion into the auxiliary heat exchange section for pre - cooling it and pre - heating the fuel by transferring heat between high heated of compressed air portion and fuel channel; introducing treated compressed air portion into the means for lower cooling it and secondary combustion air supply; passing lower cooled air portion through auxiliary ejector; forming denser air mixture and introducing it into the compressor inlet tract; introducing secondary combustion air as working medium into the means for pre - compression of combustion air flow prior to entering it the compressor inlet tract or passing secondary combustion air through auxiliary intercooler and auxiliary ejector into the compressor inlet tract; forming denser mixture zone ahead of compressor providing additional enhancing of combustion air mass flow and engine efficiency.

4. A method according to claim 1 or 3, wherein denser air - natural gas mixture or denser air mixture introduced into the inlet of the second compressor around compressor inlet tract.

5. A method according to claim 1 or 3, wherein cooled secondary combustion air and / or deep cooled natural gas portion or deep cooled air portion introduced into the inlet of the second compressor around compressor inlet tract.

6. A method according to claim lor 2 or 3, wherein heated secondary combustion air introduced into the natural gas flow or into the compressor outlet tract around compressor inlet tract prior to entering it the combustion chamber.

7. A method according to claim 1 or 3, wherein denser air - natural gas mixture or denser air mixture mixed with cooled secondary combustion air prior to entering it the compressor inlet tract or into the inlet of the second compressor around compressor inlet tract.

8. A method according to claim 1, wherein means for pre - compression of combustion air flow driven by auxiliary turbine using natural gas portion energy.

9. A method according to claim 2 wherein means for pre - compression of combustion air flow driven by auxiliary turbine using gas portion energy.

10. A method according to claim 3 wherein means for pre - compression of combustion air flow driven by auxiliary turbine using compressed air portion energy.

11.. A method according to claim 8 or 10, wherein lower cooled natural gas portion and / or lower cooled air portion can be introduced into the compressor inlet tract by auxiliary ejector.

12. A method according to claim 8 or 10, wherein used by auxiliary turbine air portion as primary motive flow can be introduced into the turbine outlet tract by auxiliary exhaust ejector function as a suction pump.

13. A method according to claim lor 2 or 3, further comprising sensor monitoring inlet air depression, pressure and temperature air outlet for computing charge air density, engine speed and amount of fuel injection, the method further comprising: sensor monitoring mass flow of secondary combustion air supply; inputting these data to an ECM; using ECM for generation of bypass valve control signal during high thrust and traction engine periods.

14. A method according to claim 1 or 2 or 3, further comprising: sensor monitoring of acceleration control - gear fuel injection or fuel flow acceleration; angular acceleration of engine rotor shaft or crank shaft; inlet air depression acceleration or inlet air flow acceleration; inputting these date to an ECM; using ECM for quicker generation of bypass valve control signal during acceleration and transient engine periods.

15. A method according to claim lor 2 or 3, further comprising: sensor monitoring environment conditions; inputting these data to an ECM; using ECM for generation of bypass valve control signal during peak load and steady high power engine periods.

16. The system for enhancing engine performance comprises sensor monitoring at off - design conditions, a control bypass valve disposed in high pressure natural gas bypass line, a control bypass valve to divert a sufficient natural gas portion, a control bypass valve operable to control bypass flow by ECM responsive to an engine and environment conditions, the system further comprising: means for natural gas portion treatment; means for lower cooling natural gas portion and secondary combustion air supply which can be auxiliary turbo compressor comprises auxiliary compressor and auxiliary turbine drives said compressor using natural gas portion energy. Auxiliary turbine inlet connected to natural gas bypass line through auxiliary heat exchange section, turbine outlet can be connected to compressor inlet tract through auxiliary ejector. Auxiliary compressor outlet can be connected to compressor inlet tract by auxiliary means for pre -compression of combustion air flow or by auxiliary intercooler and auxiliary ejector. In this case, auxiliary ejector outlet can be connected to inlet of the second compressor around compressor inlet tract.

17. The system for enhancing engine performance comprises sensor monitoring at off - design conditions, a control bypass valve disposed in combustion or exhaust gas bypass line, a control bypass valve to divert a sufficient combustion or exhaust gas portion, a control bypass valve operable to control bypass flow by ECM responsive to an engine and environment conditions, the system further comprising: means for pre - heating the fuel by transferring heat between high heated gas portion and fuel channel, means for secondary combustion air supply which can be auxiliary turbo compressor comprises auxiliary compressor for secondary combustion air supply and auxiliary turbine drives said compressor using gas portion energy. Auxiliary turbine inlet connected to exhaust gas bypass line, auxiliary turbine outlet connected to exhaust pipe or to boiler exhaust line through heat exchange section. Auxiliary compressor outlet can be connected to compressor inlet tract by auxiliary means for pre - compression of combustion air flow or by auxiliary intercooler and auxiliary ejector. In this case auxiliary ejector outlet can be connected to inlet of the second compressor around compressor inlet tract.

18. The system for enhancing engine performance comprises sensor monitoring at off - design conditions, a control bypass valve disposed in high pressure air bypass line, a control bypass valve to divert a sufficient portion of compressed air, a control bypass valve operable to control bypass flow by ECM responsive to an engine and environment conditions, the system further comprising: means for electrical treatment of compressed air portion, auxiliary heat exchange section for pre - cooling air portion and pre - heating the fuel, means for lower cooling air portion and secondary combustion air supply which can be auxiliary turbo compressor comprises auxiliary compressor for secondary combustion air supply and auxiliary turbine drives said compressor using compressed air portion energy. Auxiliary turbine inlet connected to air bypass line through auxiliary heat exchange section, turbine outlet connected to compressor inlet tract by auxiliary ejector. Auxiliary compressor outlet for secondary combustion air supply connected to compressor inlet tract by auxiliary means for pre -compression of combustion air flow or by auxiliary intercooler and auxiliary ejector. In this case, auxiliary ejector outlet can be connected to inlet of the second compressor around compressor inlet tract.

19. The system according to claim 16 or 17 or 18 further comprising part of inlet compressor tract perforated by slots and equipped by vanes which are oriented in such a way as to ensure swirling movement mixture flow. Said perforated part of tract is in communication with auxiliary chamber which can be connected to auxiliary ejector outlet and/or to auxiliary turbine outlet.

20. The system according to claim 16 or 17 or 18, wherein auxiliary means for pre - compression of combustion air flow comprises supercharging fan driven through gear by second auxiliary turbine using secondary combustion air energy receiving from auxiliary compressor rotates together with first auxiliary turbine using natural gas or gas or compressed air portion energy.

21. The system according to claim 20, wherein supercharging fan driven through gear by auxiliary turbine using natural gas or compressed air portion energy, auxiliary turbine inlet connected to natural gas or to air bypass line, turbine outlet connected to compressor inlet tract by auxiliary ejector, in this case auxiliary turbine being disposed instead of auxiliary turbo compressor and second auxiliary turbine.

22. The system according to claim 21, wherein supercharging fan connected through gear to auxiliary turbine driven by a portion of the combustion or exhaust gas portion energy, in this case auxiliary turbine being disposed instead of auxiliary turbo compressor and second auxiliary turbine.

23. The system according to claim 21, wherein auxiliary turbine outlet connected to auxiliary exhaust ejector disposed within turbine outlet tract / turbine nozzle or between exhaust diffuser and the heat recovery steam generator. Variant comprising installation of auxiliary ejector between auxiliary turbine outlet and exhaust ejector inlet is possible.

24. The system according to claim 16 or 17 or 18, wherein means for secondary combustion air supply can be auxiliary ejector disposed between intercooler or heat exchange section and compressor inlet tract, in this case said means are disposed instead of auxiliary turbo compressor.

25. The system according to claim 24, wherein auxiliary ejector inlet being connected to auxiliary evaporative cooling device.

26. The system according to claim 24, wherein means for secondary combustion air supply comprises connection in cascade of ejectors and heat exchangers being disposed between control bypass valve and compressor inlet tract.

27. The system according to claim 16 or 18, wherein means for natural gas portion treatment can be heat exchanger; means for electrical treatment of compressed air portion can be electric high - frequency or corona device. Applicant Valdman Lev DESCRIPTION FIELD OF INVENTION The present invention relates to gas turbine (GT) and diesel engines which can be used in turbo generators, marine power plants, locomotives and heavy vehicles. This invention is directed to a method and system allows to enhance or save engine efficiency and power output, particularly at off -design conditions due to improvement method operation of combustion air supplying and treatment the fuel. The invention is further directed to a method of improving dynamic performance of engines. BACKGROUND OF THE INVENTION GT generally comprises compressor for further compressing combustion air, a fuel system disposed for supplying a fuel to the combustion chamber, a combustion chamber in which fuel is mixed with compressed combustion air and ignited to form high temperature combustion gases. The combustion gases are passed from combustion chamber to drive turbine. In this case increase air inlet density enhances GT efficiency and power output, which is proportional to the air mass flow supplying combustion chamber of GT. Diesel engine generally comprises a block having a plurality of cylinders and combustion chambers, an inlet manifold for supplying charge air to the combustion chambers, an exhaust manifold for conducting exhaust gases away from the cylinders, a turbo compressor comprising a turbine inlet which is connected with the exhaust manifold and compressor outlet which is connected to the inlet manifold to pressurize the charge air to combustion chambers. Many factors affect engine performance. In this connection a number of various inventions are directed to enhancing engine performance are known. Part of them can be divided into the following groups. According to one group of inventions described in US Patents 6,701,710; 6,726,441; 7,124,591; US Patent Application 20060254280 and others enhancing engine performance is achieved by recirculation a portion of compressor outlet air back to the compressor air inlet for introducing cooled air portion into the total combustion air flow during high power operation and introducing heated air portion into the total combustion air flow or into the generating steam during start up of power plant. In other group of inventions described in Us Patents 6,442,942; 6,854,278; 7,065,953; US Patent Application 20070084212 and others improving the capacity of GT particularly at high ambient temperatures, is achieved by increase air density using subsystems for: a) pre - compression of inlet combustion air flow comprising supercharging fan drives by electric motor or mechanical connection to the turbine, in this case fan can supply a design static pressure more than 2,0 kPa; b) cooling of inlet combustion air flow by evaporative Fog technologies comprising injection treated water into the inlet air flow. It is known that inlet combustion air temperature decreases on 1.0 degree C causes GT power increase about 0,.7... 1,0 %. In US Patents 6,966,745; 7,284,377; 7,254,950; 7,398,642; US Patent Application 20050160736 and others described introduction cooled air flow after first compressor (denser air flow) into the inlet of the second compressor leads increase air mass flow and efficiency of GT. As per further group of inventions described in US Patents 6,499,302; 6,993,913; 7,143,581; US Patent Application 20030000218 and others performance enhancement of GT can be achieved by pre - heating the fuel, prior entering into the combustion chamber of gas turbine engines, using heat emitted by exhaust gases or high pressure air from air compressor as a heating source, in this case heat efficiency of GT can be improved at about 0,5 to 1,0 %. In another group of inventions described in US Patents 5,740,782; 7,086,242; 7,090,145, US Patent Application 20060124113 and others performance enhancement of diesel engines has been achieved by injecting cooled fuel into die combustion chamber of diesel engines. In inventions described in US Patent 5,064,423; US Patent Application 20010000091 and others improved characteristics of engines during acceleration or start up, or at high ambient temperatures are achieved by using secondary combustion air supply. Most approximate to present invention is invention described in US Patent Application 20070095072 wherein a second portion of the compressed combustion air is branched off and pre - cooling by air cooler, further lower cooling is carried out by second turbine. Lower cooled air portion can be use GT for cooling turbine components, in this case the second turbine driving the generator and the fuel preheating device. The above said inventions provide numerous advantages. However, disadvantages of using engines in described groups of inventions are: not sufficiently efficient engine operation, limited capacity for further improvement, high operational and maintenance costs. SUMMARY OF THE INVENTION The present invention is based on prior IL 192871 and US 61 / 077,243 Patent Applications and directed to provide a new and improved method and system allows to enhance or save engine performance, particularly at off -design conditions by improvement combustion air supplying and treatment the fuel. Advantages of this invention can be achieved by creating a hybrid method summarized in one method a number of essential features of the said inventions and in accordance with the following combination of objects which adds to the efficiency of method. The first preferred object of this invention referred to: diverting a sufficient portion from natural gas line by control bypass valve operable to control module (ECM) responsive to an engine and environment conditions; sensor monitoring particularly at off - design conditions; passing natural gas portion into the means for treatment; introducing of treated natural gas portion into the means for lower cooling it and secondary combustion air supply; passing lower cooled natural gas portion through auxiliary ejector; forming denser air - natural gas mixture and introducing it into the compressor inlet tract; introducing secondary combustion air as working medium into the means for pre - compression of combustion air flow prior to entering it the compressor inlet tract or passing secondary combustion air through auxiliary intercooler and auxihary ejector into the compressor inlet tract; forming denser mixture zone ahead of compressor providing additional enhancing of combustion air mass flow and engine efficiency In the second.object of this method using natural gas portion energy, denser air - natural gas mixture can mixed with cooled secondary combustion air prior to introduction mixture flow into the compressor inlet tract directly or through auxiliary chamber ensuring swirling of the mixture flow. Supercharging fan can be driven through gear by auxiliary turbine using natural gas portion energy and can be installed instead of auxihary turbo compressor and second auxihary turbine. In this case used by auxiliary turbine natural gas portion or air - natural gas mixture can introduced into the compressor inlet tract through auxiliary ejector or into the inlet of the second compressor around compressor inlet tract. According to third object of this method using natural gas portion energy, heated secondary combustion air being introduced around compressor inlet tract into the rest of natural gas flow for forming heated gas - air mixture prior enters it the combustion chamber. In this case further enhance heat efficiency and power output of GT can be achieved due to heating of inlet secondary combustion air by auxiliary heated means. In the forth object of this method using combustion or exhaust gas portion energy, a sufficient gas portion can be diverted from gas flow and passed it through bypass line to the means for secondary combustion air supply, in this case compressed secondary air passed through auxiliary intercooler and auxiliary ejector for formed denser air mixture and introduced it into the compressor inlet tract. In this case diverted gas portion being introduced into the means for pre - heating the fuel and / or into the boiler exhaust line. Means for pre - heating the fuel being disposed ahead or behind of means for secondary combustion air supply. According to fifth object of this method using combustion or exhaust gas portion energy, compressed secondary combustion air being introduced into the auxiliary turbine connected to means for pre - compression air flow. In the sixth object of this method, using exhaust or combustion gas portion energy, heated secondary combustion air can be introduced around compressor inlet tract into the compressor outlet tract or into the combustion chamber. In this case further heat efficiency enhancement of GT can be achieved due to pre - heating of inlet secondary combustion air by auxiliary heated means. In the seventh object of this method using energy each of said portions, means for secondary air supply can be auxiliary ejector using cooled natural gas or compressed air portion (recirculation) energy as a working medium. Variant comprising cascade connection of auxiliary ejectors and auxiliary heat exchanger is possible. For addition reduction temperature of inlet combustion air flow, auxiliary ejector inlet being connected to small size evaporative cooling device forming within ejector chamber mixture of vaporizable water and air flow. According to the eighth object of this method using compressed air portion (recirculation) energy, said portion electrical treated and than passes through means for pre - cooling it and pre - heating the fuel. Pre - cooling compressed air portion (recirculation) is introduced into the means for lower cooling it and secondary combustion air supply. Lower cooling air portion (recirculation) passing through auxiliary ejector forming with ambient air flow denser air mixture prior to its introduction into the compressor inlet tract. Moreover denser air mixture can mixed with cooled secondary combustion air prior to entering mixture the compressor inlet tract directly or through auxiliary chamber ensuring swirling of the mixture flow. At this time heated secondary combustion air as working medium introduced introduction into the compressor inlet tract or passing it through intercooler for cooling and introducing cooled secondary combustion air into the compressor inlet tract through auxiliary ejector. Moreover denser air mixture can mixed with cooled secondary combustion air prior to entering mixture the compressor inlet tract directly or through auxiliary chamber ensuring swirling of the mixture flow. Thus forming denser air mixture zone ahead of compressor wheel enhancing air mass flow in combustion chamber, In the ninth object of this method using compressed air portion energy, supercharging fan can be connected by gear to auxiliary turbine driven by compressed air portion or natural gas portion energy. In this case auxiliary turbine can be disposed instead of means for lower cooling it and secondary combustion air supply and second auxiliary turbine, auxiliary turbine outlet can be connected to compressor inlet tract by auxiliary ejector. Auxiliary turbine outlet can be connected also through auxiliary ejector to auxiliary exhaust ejector disposed within turbine nozzle or between exhaust diffuser and the heat recovery steam generator. In this case auxiliary exhaust ejector function as suction pump reducing turbine back pressure. According to tenth object of this method using compressed air portion recirculation energy, auxiliary turbine outlet can be connected to compressor inlet tract by auxiliary ejector directly or through auxiliary chamber, auxiliary compressor outlet can be connected to compressor inlet tract by auxiliary intercooler and auxiliary ejector. According to eleventh object of this method denser air - natural gas mixture or denser air mixture after auxiliary ejector can be introduced into the inlet of the second compressor around compressor inlet tract. Variant comprising introducing of cooled by auxiliary intercooler secondary combustion air into the inlet of the second compressor around compressor inlet tract is possible. According to twelfth object of this method heated by auxiliary means secondary combustion air can be introduced into the combustion chamber around compressor inlet tract. The thirteenth object of this method is directed to further enhancing performance of diesel engine by fuel cooling to control the temperature, cooling fuel or diverted portion of the fuel is carried out in auxiliary heat exchange section by heat transferring between lower cooling air portion (recirculation) and fuel channel. Moreover method is directed to further improvement method of engine operation using additional sensors for monitoring various engine and environment parameters at off - design conditions to maintain optimum combustion air, for example during acceleration, peak load and transient engine periods. BRIEF DESCRIPTION OF THE DRAWINGS The essence of the present invention is illustrated by the drawings. FIG. 1 schematically shows GT equipped with system according to first object. FIG. 2 schematically shows GT equipped with system according to second object. FIG. 3 schematically shows GT equipped with system according to this method FIG. 4 schematically shows GT equipped with system according to third object. FIG. 5 schematically shows GT equipped with system according to forth object. FIG. 6 schematically shows GT equipped with system according to fifth object. . FIG. 7 schematically shows GT equipped with system according to sixth object. FIG. 8 schematically shows GT equipped with system according to seventh object. FIG. 9 schematically shows GT equipped with system according to eighth object. FIG. 10 schematically shows GT equipped with system according to ninth object FIG.ll schematically shows GT equipped with system according to tenth object. FIG. 12 schematically shows GT equipped with system according to twelfth object FIG. 13 schematically shows a diesel engine equipped with system according to thirteenth object. DETAILED DESCRIPTION OF THE INVENTION Referring to FIG. 1, it shows schematically GT 10 comprising an air compressor section 14, gas turbine section 24 which are operatively connected in series, combustion chamber 30 arranged between the air compressor section 14 and the gas turbine section 24. Compressor section 14 includes compressor inlet tract 11, first (low pressure) 15 compressor and the second (high pressure) 16 compressor having an inlet and an outlet. As variant, part of tract 11 can be perforated by slots and equipped by vanes which are oriented in such a way as to ensure swirling movement mixture flow. Said perforated part of tract is in communication with auxiliary chamber 17. Combustion chamber 30 has an inlet that is substantially coincident with compressor 16 outlet. GT 10 is equipped by system 112 using natural gas portion energy. System 112 comprises: control bypass valve 56 for divert a sufficient natural gas portion from natural gas line 53, means 57 for natural gas treatment, means 40 for lower cooling natural gas portion and combustion air supply and means 49 for pre - compression of combustion air flow using secondary combustion air energy. Further system 112 comprising sensor monitoring engine and environment conditions, ECM for controlling engine parameters in response to the sensed conditions. Means 40 can be auxiliary turbo compressor comprising auxiliary turbine 43 for lower cooling of natural gas portion and auxiliary compressor 41 for secondary combustion air supply. Means 49 comprises supercharging fan 13 disposed in tract 11 or in the branch passage and gear 48 connected to auxiliary second turbine 42. Turbine 43 inlet being connected to means 57 for example, heat exchanger, turbine 43 outlet can be connected to tract 11 or to chamber 17 by auxiliary ejector 47 and diode. Compressor 41 outlet can be connected to auxiliary second turbine 42 inlet, turbine 42 outlet connected to tract 11 or through chamber 17 in this case turbine 42 driven supercharging fan 13 by gear 48. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 leads increase entering air density / air mass flow is possible. Referring to FIG. 2, it shows schematically GT 10 can be equipped by means 51 for pre - compression of combustion air flow. Means 51 comprises supercharging fan 13 disposed in tract 11 or in the branch passage and gear 48 connected to auxiliary turbine 45 driven fan 13 using natural gas portion energy. Turbine 45 inlet can be connected to means 57 for example, heat exchanger, turbine 45 outlet can be connected to tract 11 or to chamber 17 by auxiliary ejector 47 and diode. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 is also possible. In this case means 51 can be installed instead of means 40 and turbine 42. Referring to FIG. 3, it shows schematically GT 10 wherein installed system 312 is modification of system 112 by replacement means 49 and turbine 42 on auxiliary intercooler 34 and auxiliary ejector 47. In this case auxiliary compressor 41 outlet can be connected to tract 11 or chamber 17 through intercooler 34 and ejector 47. As variant, compressor 41 outlet can be connected by ejector 47 or without it to auxiliary exhaust ejector inlet (not shown) disposed within turbine nozzle or between exhaust diffuser and the heat recovery steam generator. Auxiliary exhaust ejector operation as suction pump reducing GT back pressure. Referring to FIG. 4 it shows schematically GT 10 comprises system 412 similar as 112, wherein compressor 41 inlet being connected to typical heat means 44, compressor 41 outlet connected to combustion chamber 30 by summarizing valve 88 around tract 11. In this case second intercooler and and diode are absent. Referring to FIG. 5, it shows schematically GT 10 is equipped by system 512. System 512 can use both combustion or exhaust gas portion energy, further comprising sensor monitoring engine and environment conditions, ECM for controlling engine parameters in response to the sensed conditions, exhaust gas bypass line 80, control bypass valve 90 to divert a sufficient combustion or exhaust gas portion from turbine section, auxiliary turbo compressor 85 comprises a compressor 77 for secondary combustion air supply and gas turbine 75 which drives the compressor 77 by gas portion energy. Compressor 77 outlet can be connected to tract 11 or auxiliary chamber through intercooler 34 and ejector 47. As variant, compressor 77 outlet can be connected by ejector 47 or without it to auxiliary exhaust ejector inlet (not shown) disposed within turbine nozzle or between exhaust diffuser and the heat recovery steam generator. Turbine 75 inlet being connected to gas bypass line 80. Turbine 75 outlet being connected to heat exchange section 92 comprises fuel channel 39 for pre - heating the fuel. Fuel channel 39 connected to fuel system 22 and combustion chamber 30. Heat exchange section 92 outlet being connected to boiler exhaust gas line of power plant operated by combined cycle (not shown). Referring to FIG. 6 it shows schematically GT 10 comprises system 612 similar as 512, further equipped by means 49 comprising supercharging fan 13 which can be disposed in tract 11 and turbine 42 driven supercharging fan 13 by gear 48. Turbine 42 inlet being connected to compressor 77 outlet directly or by intercooler 34, turbine 42 outlet being connected to tract 11 by diode. Referring to FIG. 7 it shows schematically GT 10 comprises system 712 similar as 512, wherein compressor 77 inlet being connected to typical heat means 44, compressor 77 outlet being connected to line of compressor 16 outlet around tract 11. In this case intercooler 34 and ejector 47 are absent. Referring to FIG. 8, it shows schematically GT 10 is equipped by system 812. System 812 can use both compressed air portion (recirculation) and natural gas portion energy, further comprising sensor monitoring engine and environment conditions, ECM for controlling engine parameters in response to the sensed conditions, control valve, means 38 for air portion recirculation cooling and pre - heating the fuel connected to means 60 for secondary combustion air supply. Means 60 is auxiliary ejector disposed between means 38 and tract 11. Means designs comprising auxiliary connection in cascade of ejectors and heat exchangers disposed between control bypass valve 32 and tract 11 are possible (non shown). Means 60 comprises inlet 65 for ambient air suction, mixing chamber 66 mixing ambient air with cooled air portion recirculation or cooled natural gas portion, the end of pipe line 37 which made in the form of contoured nozzle. Ejector outlet 67 being connected to tract 11 by diode 35. Variant comprising additional connection ejector inlet 65 to small size evaporative cooling device 56 is possible. Referring to FIG. 9, it shows schematically GT 10 comprising system 912 using compressed air portion (recirculation) energy. System 912 comprises sensors monitoring engine and environment conditions, ECM for controlling engine parameters in response to the sensed conditions, regulating air bypass 31 connected to compressor outlet 16 and tract 11, control bypass valve 32 to divert a sufficient portion of compressed air from the second compressor outlet 16. As variant, part of tract 11 can be perforated by slots and equipped by vanes which are oriented in such a way as to ensure swirling movement mixture flow, over its perforated part of tract is embraced by chamber 17. System 912 further comprising sensors for monitoring at off - design conditions, electric discharge device 33, means 38 comprises heat exchange section 36 comprises heat exchange section 36 for pre - cooling compressed air portion and pre - heating the fuel,. Section 36 comprises intercooler which cools heated compressed air portion by fuel channel 39 arranged within heat exchanger casing 36. Channel 39 is connected to fuel system 22 and combustion chamber 30. Between means 38 and tract 11 installed means 40 which can be auxiliary turbo compressor comprising turbine 43 for lower expending / cooling of compressed air portion and compressor 41 for secondary combustion air supply .Turbine 43 inlet can be connected to means 38. Turbine 43 outlet can be connected to tract 11 by auxiliary ejector 47 directly or through chamber 17. System 912 comprises also means 49 for pre - compression combustion air flow. Means 49 comprises supercharging fan 13 which can be disposed in tract 11 or in the branch passage, turbine 42 driven supercharging fan 13 by gear 48. Turbine 42 inlet being connected to compressor 41 outlet, turbine 42 outlet can be connected to tract 11 directly or through chamber 17 by diode. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 is also possible. Referring to FIG.10, it shows schematically GT 10 is equipped by system 1012 similar as system 912 wherein means 51 for pre - compression of combustion air flow can be installed instead of means 49. Means 51 comprises supercharging fan 13 disposed in tract 11 or in the branch passage and gear 48 connected to auxiliary turbine 45 driven fan 13 using compressed air portion energy. Turbine 45 inlet can be connected to means 38 for heat exchanger, turbine 45 outlet can be connected to tract 11 or to chamber 17 by auxiliary ejector 47 and diode. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 is possible. In this case means 51 can be installed instead of means 40 and turbine 42. As variant, turbine 45 outlet can be connected by ejector 47 or without it to auxiliary exhaust ejector 18 disposed within turbine nozzle or between exhaust diffuser and the heat recovery steam generator. Referring to FIG. 11, it shows schematically GT 10 is equipped by system 1112 similar as system 912 wherein compressor 41 outlet connected to tract 11 by auxiliary intercooler 34 and auxiliary ejector 47 directly or through chamber 17. In this case turbine 42, gear 48 and supercharging fan 13 are absent. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 is possible. For humidity reduction inlet combustion air flow tract 11 can be equipped by conventional anti moisture device. As variant, compressor 41 outlet can be connected by ejector 47 or without it to auxiliary exhaust ejector inlet (not shown) disposed within turbine nozzle or between exhaust diffuser and the heat recovery steam generator. Referring to FIG. 12 it shows schematically GT 10 comprises system 1012 similar as 912, wherein compressor 41 inlet connected to typical heat means 44, compressor 41 outlet being connected to line of compressor 16 outlet line around tract 11. In mis case intercooler 34 and diode are absent. Means 44 can use electric energy or heat emitted by part of compressed air or exhaust gas. In another design ( not shown ) said means can be absent. Referring to FIG. 13, it shows schematically diesel engine 20 is equipped by system 1112. Diesel engine 20 comprising a block 25, an exhaust manifold 55 is connected to the block 25, a turbo compressor 65 comprises a turbine 85 and compressor 75. Turbine 85 is driven by exhaust gas energy received from exhaust manifold 55. Turbine 85 in turn drives compressor 75 via rotor shaft. Turbine 85 comprises an exhaust gas inlet and exhaust gas outlet. Compressor 75 comprises a compressor inlet tract 48 for suction the ambient air and compressor air outlet 49. Compressor air outlet 49 is connected to an air intake port of inlet manifold 50 through engine heat exchanger 30. Diesel engine 20 also comprises fuel section 63, fuel injection control unit 72, sensor monitoring engine and environment conditions, ECM for controlling engine parameters in response to sensed conditions, air bypass 60 disposed behind intercooler 52, control bypass valve 32 regulating bypass flow. Diesel engine 20 further comprising sensors for monitoring at off - design conditions, electric discharge device 33 and auxiliary heat exchange section 64 for fuel cooling connected with turbine 43 and inlet tract 48 by diode. Section 64 comprises fuel channel 67 disposed within heat exchanger casing 69 which is connected with fuel section 63 and fuel injection control unit 72, means 40 - auxiliary turbo compressor for secondary combustion air supply comprises turbine 43 connected by air bypass 60 with device 33 or valve 32 and section 64, compressor 41 which drives by turbine 43 connected with inlet tract 48 by intercooler 34 and diode. Other design versions of the present invention objects comprising formation combined method by united proposed method with Fogging technologies are also possible within the claims different from those described above in then-relative position, in the design of individual elements or units and so on. THE ENGINE OPERATES AS FOLLOWS According to FIG. 1 diverted by control valve 56 compressed natural gas portion passes to auxiliary heat exchanger 57 which able pre - cooling or pre - heating of said portion. After heat exchanger 57 pre - cooled or pre -heated natural gas portion as working medium introduced into the means 40 for it lower cooling by deeply expanded within auxiliary turbine 43 and secondary combustion air supply by auxiliary compressor 41. Than lower cooled natural gas portion passes through ejector 47 fonning with ambient air flow denser air - natural gas mixture introduced into the tract 11 or into the auxiliary chamber 17 through diode. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 is also possible. At this time secondary combustion air is drown by compressor 41, rotates together with turbine 43, compressed it and under pressure introduced into the additional means 49 for pre - compression combustion air flow increasing inlet air density. Compressed secondary combustion air as working medium after compressor 41 is introduced into the second auxiliary turbine 42 which turns supercharging fan 13 by gear 48. Turbine 42 use secondary combustion air energy comes from compressor 41 drives by turbine 43 using diverted natural gas portion energy. Such contributes to complete utilization of natural gas portion energy is carried out. Supercharging fan 13 raises the pressure of combustion air entering the compressor 14 affects additional enhancing air mass flow in GT. From turbine 42 expended lower cooled secondary combustion air is directed to the tract 11 directly or through auxiliary chamber 17. Thus forming denser air - natural gas mixture zone ahead of compressor improving combustion air mass supplying. Resulting in additional cycle efficiency, turbine power and fuel economy enhancement. According to FIG. 2 diverted by control valve 56 compressed natural gas portion passes to auxiliary heat exchanger 57 which able pre - cooling or pre - heating of said portion. After heat exchanger 57 pre - cooled or pre -heated natural gas portion as working medium introduced into auxiliary turbine 45 for power generation by deeply expanded it. In mis case turbine 45 turns supercharging fan 13 by gear 48. Lower cooled natural gas portion after turbine 45 passes into auxiliary ejector 47 forming with ambient air flow denser air - natural gas mixture introduced into the tract 11 or auxiliary chamber 17 through diode. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 is also possible. Means 51 can be installed instead of means 40 and turbine 42. According to FIG.3 diverted by control valve 56 compressed natural gas portion passes to auxiliary heat exchanger 57 which able pre - cooling or pre - heating of said portion. After heat exchanger 57 natural gas portion passes through auxiliary turbine 43 for it deeply expanded within turbine 43. Than lower cooled natural gas portion passes through auxiliary ejector 47 forming with ambient air flow denser air - natural gas mixture introduced into the tract 11 through diode. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 is also possible. At this time secondary combustion air is drown by compressor 41, compressed it and under pressure introduced through auxiliary intercooler 34 and auxiliary ejector 47 into the tract 11 directly or through auxiliary chamber 17. As variant, compressor 41 outlet can be connected by ejector 47 or without it to auxiliary exhaust ejector inlet (not shown) disposed within turbine nozzle or between exhaust diffuser and the heat recovery steam generator. Exhaust ejector operation as suction pump reducing GT back pressure. In this case intercooler 34 can be absent. According to FIG. 4 pre - heating of inlet secondary combustion air is carried out during suction it through heat means 44. Means 44 can use electric energy or heat emitted by part of compressed air or exhaust gas ( not shown ). Than high temperature secondary air introduced into the rest of natural gas flow forming heated natural gas - air mixture within summarizing valve 88. Further said mixture introduced into the combustion chamber 30 around tract 11, thus GT heat efficiency is enhanced. According to FIG. 5 diverted by control valve 90 gas portion passes for example, from turbine 24 outlet through bypass line 80 to gas turbine 75 of auxiliary turbo compressor 85. Compressor 77, which drowns and passes under pressure secondary combustion air, driven by gas turbine 75 that contributes to complete utilization of combustion or exhaust gas portion energy. Secondary combustion air being introduced into the tract 11 through intercooler 34 and ejector 47. In this case gas portion which rotated gas turbine 75 can flows into the heat exchange section 92 comprises fuel channel 39 for pre - heating the fuel due to heat emitted by gas portion. Pre - heating the fuel allows to enhance a quality improve heat efficiency. Combination of denser combustion air and heated the fuel within combustion chamber enhances GT heat efficiency. After section 92 exhaust gas can flows into the boiler exhaust gas line of power plant operated by combined cycle ( not shown ). That addition contributes to complete utilization of gas portion energy. According to FIG. 6 diverted by control valve 90 gas portion passes from turbine 24 outlet through bypass line 80 to gas turbine 75 of auxiliary turbo compressor 85. Compressor 77, which drowns and passes under pressure secondary combustion a , driven by gas turbine 75 that contributes to complete utilization of combustion or exhaust gas portion energy. At this time secondary combustion air is drown by compressor 77, turns together with turbine 75, compressed it and under pressure introduced into the additional means 49 for pre - compression combustion air flow increasing inlet air density. Compressed secondary combustion air as working medium after compressor 41 is introduced into the second auxiliary turbine 42 turns supercharging fan 13 by gear 48. Turbine 42 use secondary combustion air energy comes from compressor 41 drives by turbine 75 using gas portion energy. Such contributes to complete utilization of gas portion energy is carried out. From turbine 42 expended lower cooled secondary combustion air is directed to the tract 11 directly or through auxiliary chamber 17. Used gas portion which rotated gas turbine 75 can flows into the heat exchange section 92 comprises fuel channel 39 for pre - heating the fuel channel 39 for pre - heating die fuel due to heat emitted by gas portion. According to FIG. 7 pre - heating of inlet secondary combustion air is carried out by auxiliary heat means 44 using electric energy or heat emitted by compressed air or gas portion ( not shown ). In this case intercooler 34 and ejector 47 are absent. According to FIG. 8, auxiliary ejector 60 can use compressed air portion (recirculation) or natural gas (not shows) portion energy as working medium. Cooled compressed air or natural gas portion under pressure with high velocity issues via nozzle 65 into the mixing chamber 66 and forming reduced pressure zone ahead of it. Under rarefaction, the secondary combustion air is drown from environment, mixed with the air or natural gas portion and introduced into the inlet tract 11 through diode 35. Thus forming treated denser air - natural gas or air flow ( mixture ) ahead of compressor 14 enhancing air mass flow in combustion chamber. Additional reduction of inlet combustion air temperature causes increase air mass flow can be achieved due to endothermic effect by introduction of vaporizable water into the chamber 66. According to FIG. 9 diverted by control valve 32 compressed air portion from compressor outlet 16 passes through bypass line 31 to the means 38 for treatment. At first treatment of high heating compressed air portion (recirculation) is carried out by electric discharge device 33 which increases activity of oxygen molecules, resulting in raising of oxidation process completeness. Further activated high temperature compressed air portion passes through heat exchange section 36 for pre - cooling. After section 36 pre - cooled compressed air portion as working medium introduced into the auxiliary turbine 43 of turbo compressor 40 for lower cooling it by deeply expanded within turbine 43. Than lower cooled air portion passes through auxiliary ejector 47 forming with ambient air flow denser air mixture which introduced into the tract 11 or chamber 17 through diode. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 is possible. Variant comprising passing used air portion after ejector 47 outlet to inlet of the auxiliary exhaust ejector (not shown) operation as suction pump reducing turbine back pressure is also possible. At this time secondary combustion air is drown by compressor 41 turns by turbine 43 using pre - cooled compressed air portion energy. Compressed secondary combustion air after compressor 41 as working medium introduced into the means 49 for pre - compression combustion air flow. Means 49 comprising second auxiliary turbine 42 turns supercharging fan 13 by gear 48. Supercharging fan 13 raises the pressure of combustion air flow entering the compressor 15 causes inlet air density and air mass flow in GT enhancement. Turbine 42 use secondary combustion air energy comes from compressor 41 drives by turbine 43 using diverted compressed air portion energy. Such contributes to complete utilization of compressed air portion energy is carried out. From turbine 42 expended lower cooled secondary combustion air is directed to the tract 11 directly or through auxiliary chamber 17. Thus forming activated denser combustion air mixture zone ahead of compressor wheel. As a result, turbine power and fuel economy is enhanced. Simultaneously fuel system 22 pumps fuel and passes it through the fuel channel 39 arranged within heat exchange section 36 and providing pre - heating the fuel by transferring heat between high heating diverted compressed air portion (recirculation) and fuel channel 39. Thus heat of said air portion is effectively utilized for fuel heating as a result, GT heat efficiency is enhanced. Then heated fuel enters the combustion chamber 30, in which the injected heated fuel is mixed with combustion air flow and ignited to form a high temperature combustion gas. Combination of activated denser combustion air flow and heated fuel within combustion chamber affects additional enhancing GT efficiency and adds to the efficiency of the proposed method. According to FIG. 10 diverted by control valve 32 compressed air portion from compressor outlet 16 passes through bypass line 31 to the means 38 for treatment. At first treatment of high heating compressed air portion (recirculation) is carried out by electric discharge device 33 which increases activity of oxygen molecules, resulting in raising of oxidation process completeness. Further activated high temperature compressed air portion passes through heat exchange section 36 for pre - cooling. After section 36 pre - cooled compressed air portion as working medium introduced into auxiliary turbine 45 for power generation by deeply expanded compressed air portion within turbine. In this case turbine 45 ensures turns supercharging fan 13 by gear 48. Lower cooled air portion after turbine 45 passes into auxiliary ejector 47 forming with ambient air flow denser air mixture introduced into the tract 11 or auxiliary chamber 17 through diode. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 is also possible. Means 51 for pre - compression combustion air flow can be installed instead of means 40 and turbine 42. As variant, turbine 45 outlet can be connected by ejector 47 or without it to auxiliary exhaust ejector 18 inlet disposed within turbine nozzle or between exhaust diftuser and the heat recovery steam generator. Exhaust ejector 18 operation as suction pump reducing GT back pressure. According to FIG. 11 diverted by control valve 32 compressed air portion om compressor outlet 16 passes through bypass line 31 to the means 38 for treatment. At first treatment of high heating compressed air portion (recirculation) is carried out by electric discharge device 33 which increases activity of oxygen molecules, resulting in raising of oxidation process completeness. Further activated high temperature compressed air portion passes through heat exchange section 36 for pre - cooling. After section 36 pre - cooled compressed air portion as working medium introduced into the auxiliary turbine 43 of turbo compressor 40 for lower cooling it by deeply expanded within turbine 43. Than lower cooled air portion passes through auxiliary ejector 47 forming with ambient air flow denser air mixture which introduced into the tract 11 or chamber 17 through diode. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 is possible. Variant comprising passing used air portion after ejector 47 outlet to inlet of the auxiliary exhaust ejector (not shown) operation as suction pump reducing turbine back pressure is also possible. At this time secondary combustion air is drown by compressor 41, turns by turbine 43 using pre - cooled compressed air portion energy. Compressed secondary combustion air after compressor 4 lintroduced through auxiliary intercooler 34 and auxiliary ejector 47 into the tract 11 directly or through auxiliary chamber 17. As variant, compressor 41 outlet can be connected by ejector 47 or without it to auxiliary exhaust ejector inlet (not shown) disposed within turbine nozzle or between exhaust diffuser and the heat recovery steam generator. Exhaust ejector operation as suction pump reducing GT back pressure. In this case intercooler 34 can be absent. According to FIG. 12 diverted by control valve 32 compressed air portion from compressor outlet 16 passes through bypass line 31 to the means 38 for treatment. At first treatment of high heating compressed air portion (recirculation) is carried out by electric discharge device 33 which increases activity of oxygen molecules, resulting in raising of oxidation process completeness. Further activated high temperature compressed air portion passes through heat exchange section 36 for pre - cooling. After section 36 pre - cooled compressed air portion as working medium introduced into the auxiliary turbine 43 of turbo compressor 40 for lower cooling it by deeply expanded within turbine 43. Than lower cooled air portion passes through auxiliary ejector 47 forming with ambient air flow denser air mixture which introduced into the tract 11 or chamber 17 through diode. Variant comprising connection of ejector 47 outlet to inlet of the second compressor 16 is possible. Variant comprising passing used air portion after ejector 47 outlet to inlet of the auxiliary exhaust ejector (not shown) operation as suction pump reducing turbine back pressure is also possible. At this time secondary combustion air is drown by compressor 41, turns by turbine 43 using pre - cooled compressed air portion energy. In this case pre - heating of inlet secondary combustion air is carried out by auxiliary heat means 44. Means 44 can use electric energy or heat emitted by compressed air or gas portion (not shown). Than high heated compressed secondary air enters the compressor 16 outlet line around tract 11, thus GT heat efficiency is enhanced. According to operation of the diesel engine presented in FIG.13, total air flow is drown by compressor 45 of the turbo compressor 65, compressed and under pressure directed to the heat exchanger - intercooler 52 and then fed through air intake port of inlet manifold 50 which delivers cooled compressed combustion air to the engine cylinders. Control bypass valve 32 diverts sufficient portion of compressed combustion air from engine inlet tract and directs it by air bypass 60 to the electric discharge device 33 increasing activity of oxygen molecules and enhancing the oxidation process completeness. Than activated air portion, as working medium, passes through turbine 43 which drives the compressor 41. From turbine 43 lower cooled air portion recirculation passes through heat exchange section 64 which provides fuel or diverted portion of the fuel cooling by transferring heat between deeply cooled air portion recirculation and fuel channel 67. After section 64 cooled air portion recirculation is introduced into the inlet tract 48 through diode. At this time secondary combustion air is drown by compressor 41 from environment, compressed and under pressure introduced into the compressor inlet tract 48 through auxiliary heat exchanger 34 and diode 35. Simultaneous use in the combustion chamber of diesel engine fuel cooling and cooled secondary combustion air whose molecules of oxygen feature enhanced activity ensures increasing cycle efficiency, resulting in enhanced performance of diesel engine. CONTROL SYSTEM OPERATES AS FOLLOWING At lower and partial engine loads control bypass valve 32 is closed and system does not operate. Operation of the engine during steady high load levels, for example during high thrust and traction periods, engine conditions are characterized by a lack of sufficient combustion air. As a result of which engine performance decreases whereas smoke and emission levels increase. On said and other engine conditions sensor monitoring is carried out: inlet air depression ( a) and inlet air temperature ( b ); air pressure ( c ) and air temperature ( d ) outlet for computing charge air density; engine speed ( e ), amount fuel injection ( f ), mass flow ( g ) of secondary combustion air supply and sends these data to an ECM. Operation of the engine at off -design conditions, for example during acceleration and transient periods, engine conditions are characterized by a lack of sufficient combustion air because of lag period of the amount air growth behind the amount fuel injection. As a result of which dynamic performance and fuel economy decrease whereas exhaust smoky increases. At said engine conditions proposing sensor monitoring of acceleration control - gear fuel injection ( h ) or fuel flow acceleration ( i ) angular acceleration ( j ) of engine rotor shaft or crankshaft, intake air depression acceleration ( k ) or general combustion air flow acceleration ( 1 ), which are forerunner parameters in the beginning of said engine operation and send this data to an ECM for more quick generation and transmission to bypass valve control signal and the electric power source control signal providing electrical energy to the means for control activation of oxygen molecules. The proposed method control compressor recirculation system comprising said sensor monitoring allows to shorten lag period due to decreased time for control signals transmission to control means for secondary combustion air supply and provides much faster dynamic response in changing the engine conditions. Thus it ensures maintaining optimum combustion air supply at off - design conditions and contributes to the efficiency of the method. Operation of the engine during peak load and steady high load levels, when (ambient) inlet air temperature and inlet air depression increase, is also characterized by a lack of sufficient air. The inlet air temperature of a compressor has a considerable effect on the The inlet air temperature of a compressor has a considerable effect on the engine performance, especially in hot climate when high atmospheric temperatures cause reduction in net power output. On said engine conditions sensor monitoring inlet air depression (a) and inlet air temperature (b) and send these data to an ECM. ECM receives signals from sensor monitoring each of said variants engine conditions, comprises transmitted data to design data stored in the ECM generation and sends control signals to bypass valve 32 to operate in an open position and directs sufficient compressed air portion along bypass 31 to subsystem 38 for compressed air portion (recirculation) and fuel treatment. Simultaneously ECM sends signals to control electrical power source to provide electric discharge device 33 by energy. As a result of which the activity of oxygen molecules of air portion recirculation is increased. Then activated air portion enters the auxiliary heat exchanger 36 for preliminary cooling and density increasing which promotes more efficient combustion and exhaust emissions reduction. When engine operates at said conditions which are characterized by a lack of suf icient combustion air, ECM generates and sends signals to open fully passage for activated and cooled air portion recirculation to the means 40 for secondary combustion air supply.