RU2488708C2 - Synchronous diesel generator automatic control - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: proposed method consists in utilisation of lubing oil heat and cooling water for heating, oil circulation, executing all preparatory jobs for starting and running standby diesel generator and starting diesel generator. Method covers automated and synchronous control over fuel and supercharge air feed at various operating conditions by means of three-pulse combination electronic fuel feed controllers and at various air pressures in the entire range of static loads and sharp variations of load. Regulation of lubing oil and cooling water temperatures is adapted to actual conditions, loads are distributed among diesel generators operated in parallel subject to control criterion and actual mean load thereto. Invention covers also forced synchronous outage of supercharging turbo compressor and diesel generator at normal and emergent conditions.

EFFECT: power savings, higher efficiency and reliability of starting and efficiency of diesel generator.

8 cl, 6 dwg, 1 tbl

Description

The invention relates to the field of small, decentralized electricity and can be used to power facilities with autonomous power plants, such as marine vessels, marine infrastructure, agriculture and forestry, mining, coastal fish processing enterprises, etc.

A known method of automated control of a synchronous diesel generator (SDG), equipped with a turbocharger boost (TKN) with free (clean) turbocharging, charge air cooler, compressed air start system, independent power independent electric and mounted oil pumping pumps, independent fresh water circulation pump cooling, oil and water heaters, fuel supply system based on high pressure fuel pumps (TNVD), single-pulse mechanohydraulic a fuel supply regulator with a built-in servomotor and stop device (known as a centrifugal angular velocity controller), a generator switch, an automatic excitation controller (ARV), magnetization and precise synchronization devices, as well as sensors for the diesel and generator operating parameters, which consists in the fact that in the “standby” diesel generator mode (in other words, “hot reserve”, “stand by”), the lubricating oil and cooling fresh water are heated by periodically passing steam through the oil water and water heaters, periodically pump the diesel lubrication system with an independent autonomous electric oil pump (EMF) and the cooling system with an independent fresh water circulation pump, when a command to start a backup SDG is received, the diesel is additionally pumped through an independent autonomous EMF and dry the start-up system and diesel cylinders from moisture, with an increase in oil pressure to a predetermined value, rotate the diesel crankshaft with compressed air, after which DYT two or three workers start a diesel engine with pauses therebetween by supplying compressed air into its cylinders and further TKN turbine, a diesel engine with an increase in angular velocity to the set value (ω _min) it is automatically injected into the cylinders through the fuel injection pump and its CRS, more dispersed in diesel fuel and compressed air to the set intermediate values of angular velocity ω _1, and then perform simultaneously the following steps: starting the system startup dissected air disable autonomous independent nutrition EMPN peroxide yuchayut lubrication system is adapted Oil was pumped (NMPN) and magnetizing briefly synchronous generator through a bias device, and then dispersed diesel fuel by the servomotor CRS and the self-excited oscillator via its ARV, with increasing angular unit speed to podsinhronnoogo values ω _ps and the generator voltage to 85 % of the nominal time delay is made (so that the operating parameters of the diesel engine become normal), then the exact synchronization routine of the generator is executed, after The solution of which include the synchronous generator in the network by means of a generator switch, after which the relative reactive loads of the Q ₁ and Q ₂ generators are automatically equalized by ARV and manually act on the servo motor of the central control system and equalize the relative active loads of the diesel generators P ₁ and P ₂ (or transfer it completely on standby FGD in case of replacement of units). In the latter case, when the active load on the output unit is reduced to 5% of the rated load, it is disconnected from the network by means of a generator switch and the angular speed of the disconnected LDH is reduced to the set value, they work at this reduced speed for a set time, after which the fuel supply is stopped by means of a stop device Central nervous system. In parallel operation of synchronous diesel generators, the active loads P ₁ and P ₂ are kept uniformly distributed (in relative units) due to the action of their central nervous systems, the regulatory speed characteristics of which are pre-set to the same statism (regulation unevenness). (Baranov, A.P. Ship Automated Electric Power Systems: A Textbook for High Schools. - M.: Transport, 1988. - 328 p.).

There is another way to control a diesel automated electric unit equipped with a turbocharger boost (TKN) and a throttling element at the inlet of its compressor and working on an external variable load at a constant speed, which consists in the fact that after starting and starting its work, measure the load of the electric generator and adjust diesel by changing the fuel supply and the coefficient of excess air at partial loads to idle inclusive by air throttling ele the compressor TKN compressor inlet, while at start-up, load surge and maximum load, the position of the air throttling element is left unchanged, and when stopping and emergency protection by the throttling element, the TKN compressor inlet is completely closed, and the excess air coefficient is stabilized taking into account ambient air parameters with using corrective action on the position of the throttle element (RF patent for the invention No. 2200861).

The advantage of the first known method of automated control of a synchronous diesel generator is the ability to automate, for example, a vessel, to the A2 mark (in the symbol of the class of the Russian Maritime Register of Shipping), which, in turn, reduces the number of shift service in the engine room to one person.

The disadvantage of the first known method of automated control of a synchronous diesel generator is, firstly, the significant duration of putting the LDH into operation, reaching 30 s or more, and secondly, its poor pickup due to free turbocharging (characterized by a lag in the air supply from the fuel supply due to due to the inertia of the free turbocharging system), which increases the transfer time of the load from one unit to another (which is important in case of emergency decommissioning of a faulty unit) and worsens the physical characteristics of the generating sets during load shedding / discharge, thirdly, unsatisfactory economic and environmental indicators of LDH in transient and static regimes of partial loads, fourthly, the high probability of the hydrocarbon mixture getting into the starting air pipeline (due to the mixed supply of starting air and fuel to diesel cylinders during the period of diesel acceleration from ω _min to ω ₁ - a mixed method of starting) with its subsequent explosion (detonation) in subsequent compression strokes.

An advantage of the second known method for controlling a diesel automated electric unit is the regulation of the diesel engine under partial load conditions of the unit up to idle by simultaneously affecting the fuel supply and excess air coefficient, adjusting the latter as a function of changing atmospheric air parameters, which increases the environmental performance of the LDH in partial modes.

The disadvantage of the second known method for controlling a diesel automated electric unit is, firstly, the inefficiency of the method for regulating the excess air coefficient by throttling the inlet air duct, and secondly, the separate regulation of fuel delivery and air pressure makes it difficult to coordinate the change in the fuel-air mixture ratio, especially in transient conditions, thirdly, throttle control is inertial, reducing the speed of the air supply control system and does not completely exclude smoky exhausts during abrupt load surges, fourthly, a diesel engine shuts off by blocking the air path at the inlet of the turbocharger causes it to stop immediately, while the TKN continues to rotate for several minutes by inertia without oil pressure in the bearings, and the resultant turbocharger output rarefaction causes its surge, accompanied by strong vibration TKN. Both known methods do not solve the problem of reducing the launch time of the LDH.

The closest and most well-known to the claimed is a method of automated control of the gas turbine engine of the Grand Aniva gas carrier type TBX equipped with two turbochargers of supercharging (TKN) with free (clean) turbocharging and air dampers on the suction paths, the charge air cooler, the starting system with a pneumatic starter an engine (pneumostarter) and a purge valve, independent in power supply by an autonomous electric and mounted oil pumping pumps, independent electric actuator circulation m fresh water pump of the low-temperature circuit cooling system, a hung fresh water circulator of the high-temperature circuit cooling system, oil and water heat exchangers, an electric heater built into the body of the water heat exchanger, a fuel supply system based on high pressure fuel pumps (TNVD), a single-pulse mechano-hydraulic fuel supply controller ) with a built-in servomotor and stop device, a generator switch, an automatic excitation regulator DIA (ARV), magnetization and precise synchronization devices, as well as diesel and generator operating parameters sensors and remote automated control subsystem - DAU (Standard documentation for the gas carrier Grand Aniva, Sovcomflot OJSC: YANMAR Marine auxiliary engine 6EY26L (Operation manual) . - YANMAR CO., LTD., Japan. - S.472-473), which consists in the fact that in the "standby" diesel generator mode ("hot standby", "stand by" mode), according to signals from the DAU subsystem program, the cooling fresh water is heated by periodically turning on the electric heater built-in into the water heat exchanger, the heated fresh water is pumped by an independent electric low-temperature circuit fresh water circulation pump through the fresh water thermostat, the diesel engine and the oil heat exchanger, while heating the lubricating oil, periodically pump the system engine of diesel lubricant with its thermostat, an independent autonomous electric oil pump pump, when a command to start the “standby” SDG is received, including when the load on the working generating unit is increased to 80% of the nominal, the diesel is additionally pumped through an independent autonomous EMF, and purge the start-up air line and diesel cylinders from condensate, with an increase in oil pressure to a predetermined pre-start value and the corresponding check, rotate the diesel crankshaft air starter at reduced air pressure, after which two or three working starts of the diesel engine are made with pauses between them due to the same pneumatic starter at normal operating air pressure, when the angular velocity increases to the set value (ω _min ), fuel is automatically injected into the diesel cylinders by means of it mehanogidravlicheskih CRS-pulse and pump and disperse the diesel fuel and at the same time the air starters to set an intermediate value of the angular velocity ω _1, and then perform simultaneous about the following actions: turn off the start-up air by the start-up system, switch the lubrication system to the mounted oil pump (NMPN), turn off the independent power-independent EMF, switch the high-temperature fresh water cooling circuit to the mounted circulation pump, and magnetize the synchronous generator for a short time by means of a magnetization device, then accelerate the diesel engine on fuel by means of a single-pulse mechanohydraulic central nervous system and self-excite the generator by means of its ARV, with increasing the angular speed of the unit to a sub-synchronous value of ω _ps and the generator voltage of up to 85% of the nominal make a time delay (so that the operating parameters of the diesel engine become normal), then the exact synchronization of the generator is carried out, after which the synchronous generator is connected to the network through the generator switch, then automatically due to ARV, they align the relative reactive loads of the synchronous generators Q ₁ and Q ₂ , and manually act on the servo motor of the central nervous system and equalize the relative active loads P ₁ and P ₂ synchronous diesel generators or manually transfer it completely to the backup SDG in case of replacement of units. In the latter case, when the active load on the output unit is reduced to 5% of the nominal, it is automatically disconnected from the network by means of a generator switch and the angular speed is reduced due to the servomotor to a sub-synchronous speed ω _ps , it is operated at this speed for a set time, after which the fuel supply is stopped by stop devices single-pulse mechanohydraulic central nervous system. In parallel operation of diesel generators, the active loads P ₁ and P ₂ are kept uniformly distributed (in relative units) due to the action of their single-pulse mechano-hydraulic central control systems, the regulatory speed characteristics of which are pre-set to the same statism (regulation unevenness). Upon receipt of a critical malfunction signal from one of the sensors, for example, when the diesel is spaced, the generator switch is turned off by the DAU subsystem with a faulty SDH without preliminary unloading and the diesel engine is stopped without delay by the stop device of a single-pulse mechano-hydraulic central control system, blocking the startup routine, and if the corner speed for 60 becomes lower than ω _min, stop signal include a system failure and block suction paths TKN compressors due to air honored approx.

The advantage of this known method for the automated control of the FGD is, firstly, a more economical air consumption when starting the FGD, since the pneumatic starter consumes less energy to start up compared to the traditional, cylindrical method of starting with compressed air. Secondly, the starter system is somewhat simpler and more compact, and therefore less costly and more reliable. The diesel acceleration time by this system in the first, fuel-free time period is slightly reduced to ω _min . In addition, the ingress of hydrocarbons into the start-up air pipeline during the mixed acceleration of LDH from ω _min to ω ₁ is completely eliminated.

The disadvantage of this method is the even greater delay in the acceleration of the TSC during the launch of the backup SDH in comparison with the first analogue. The consequence of this is greater than the second analogue, the mismatch of the charge air pressure to the fuel supply pressure throughout the entire process of putting the LDH into operation due to the reduced coefficient of excess air in the compression chambers. This increases the likelihood of not starting from the first and even second attempts due to the non-ignition of the first portions of the enriched fuel mixture in the initial period of its injection and, for this reason, unburned hydrocarbon vapors getting into the exhaust manifold with ignition (detonation) of them from the exhausts of incandescent exhaust gases in the following cycles. Some reduction in the total duration of the launch by means of a pneumatic starter (in the case of a successful first attempt) is not significant. This is especially noticeable when entering the LDH for parallel operation. The exact method used to agree on the operating conditions of the introduced SDH and the working synchronous generator, called exact synchronization, requires several tens of seconds and even minutes to complete it. Therefore, the whole gain in reducing the time of starting a diesel engine with a pneumatic starter and turning it on is “eaten up” by a significantly longer procedure for the necessary synchronization of generators before turning it on. By the way, this drawback is common to all these known methods, as is the fact that after each stop of the diesel engine and its attached oil pump, its TSC continues to rotate for several minutes due to inertia due to the kinetic energy stored in the flywheel masses, without oil pressure in bearings, and the emergency stop of the diesel engine by blocking the air path at the inlet of the turbocharger boost causes a vacuum at its exit, accompanied by a strong surge. From the standpoint of reducing the total duration of the known launch of the SDH, the operation of purging the starting air pipeline and diesel cylinders from condensate, as well as cranking its crankshaft after a start command (and not during the “standby” period), is irrational, as this reduces the degree of standby readiness SDG to launch. Periodic pumping of the “standby” FGD with independent autonomous EMF for power supply and electric heating of lubricating oil and cooling water require additional energy costs (ie, are uneconomical) and, moreover, have low efficiency, since the starting pressure in the lubrication system of this FGD is maintained uneven (oscillatory). The aforementioned discrepancy between the charge air pressure and the fuel supply pressure is also observed during periods of sharp surge and discharge of a significant load on the working FGD, which causes unsatisfactory diesel engine throttle response and a decrease in the quality of electric power supplied to the electric network. The disadvantages of the first analogue in terms of unsatisfactory economic and environmental indicators of LDH in transient and static regimes of incomplete loads due to free turbocharging are also manifested in the prototype. The reduced coefficient of excess air, which is typical for diesel engines with free turbocharging in transient and static regimes of incomplete loads, causes intense soot pollution of the combustion chambers of the diesel engine, its TKN and the entire exhaust tract, which increases the fire hazard and labor costs for performing their motor cleaning. At a diesel load of more than 50% of the nominal part of the exhaust gas, it is bypassed without disposal into the exhaust tract, since the TKN capacity becomes excessive. This reduces the efficiency of the unit and leads to premature burnout of the exhaust tract.

The technical problem to be solved by the claimed invention is directed is the elimination of the listed disadvantages of the prototype method, namely: a significant reduction (2-6 times) in the total duration of putting the LDH into operation, increasing the efficiency (degree of diesel readiness) and the economy of operations in the " duty "readiness, increasing the reliability of starting a diesel engine on the first try by increasing the probability of ignition of the first reinforced portions of injected fuel and eliminating due to this detonation explosions in start-up period, increasing the efficiency and environmental friendliness of the DG operation in static partial load modes and transient load surge / discharge modes, improving the dynamic characteristics of turbocharged LDHs with sharp fluctuations in its load, and consequently, the quality of the electric energy it generates, increasing the efficiency of LDHs in its range loads from 50% of the nominal and above, the exception of cases of TKN operation in the free-running mode without bearing lubrication and the elimination of surging of the turbocompressor during manipulations with its air screen Coy, as well as reducing the fire hazard and labor costs for the maintenance of SDG and its auxiliary systems.

на которой работают в течение установленного времени, после чего прекращают подачу топлива посредством стоп-устройства одноимпульсного механогидравлического центробежного регулятора угловой скорости, а при параллельной работе дизель-генераторов активные нагрузки Р₁ и P₂ поддерживают заданно распределенными посредством действия их одноимпульсных механогидравлических центробежных регуляторов угловой скорости, регуляторные характеристики которых соответственно настраивают, причем, при поступлении от работающего дизель-генератора критического сигнала неисправности выключают посредством подсистемы дистанционного автоматизированного управления без предварительной разгрузки дизель-генератора генераторный выключатель, останавливают дизель посредством стоп-устройства его одноимпульсного механогидравлического центробежного регулятора угловой скорости и блокируют подпрограмму запуска, а в случае, если угловая скорость за 60 с не станет ниже $${ώ}_{\min },$$

включают сигнал неисправности системы остановки и перекрывают всасыващий тракт турбокомпрессора наддува посредством его воздушной заслонки, причем, при внезапном исчезновении напряжения в электросети прокачку смазочным маслом перед запуском неподготовленного дизель-генератора осуществляют посредством независимого по питанию автономного электрического масляного прокачивающего насоса, в отличие от него в заявляемом в режиме поддержания «дежурной» готовности к пуску по командам подсистемы дистанционного автоматизированного управления смазку дизеля «дежурного» синхронного дизель-генеоратора производят непрерывно прогретым маслом посредством масляной системы непосредственно рабочего синхронного дизель-генератора через ее управляемые запорные и дроссельный клапаны и трубопроводы, оборудованные на ней для этого, при этом дополнительно производят периодическое проворачивание его коленвала посредством пневмостартера на пониженном давлении сжатого воздуха и периодическое осушение пусковоздушного трубопровода и цилиндров дизеля от конденсирующейся влаги посредством пусковой системы сжатого воздуха и продувочного клапана, развозбуждают генератор посредством устройства гашения магнитного поля, а регулирование температур прокачиваемых смазочного масла и пресной воды посредством их термостатов производят в соответствии с программно задаваемыми подсистемой дистанционного автоматизированного управления значениями, рассчитываемыми ею по результатам измерений параметров окружающей среды. При этом, при возникновении условий отсутствия необходимости в постановке на «дежурство» одного из синхронных дизель-генераторов электростанции в текущем режиме управляемые запорные клапаны на масляной системе рабочего синхронного дизель-генератора со стороны всех резервных агрегатов закрывают. При поступлении команды на запуск, в том числе и при увеличении нагрузки работающего генераторного агрегата до заданного предела, помимо проверки давления в системе смазки «дежурного» дизель-генератора, поверяют температуру воздуха в машинном отделении и отсутствие возбуждения у запускаемого генератора, при температуре воздуха в машинном отделении менее допустимой шунтируют воздухоохладитель наддувочного воздуха его дизеля посредством байпасного клапана и одновременно с первым включением пневмостартера на нормальное рабочее давление на запуск невозбужденного синхронного дизель-генератора производят разгон и его турбокомпрессора наддува посредством его обратимой синхронной электрической машины в режиме приводного двигателя без перерыва ее работы во время возможных стартерных пауз в подаче воздуха, при этом, частоту вращения турбокомпрессора наддува устанавливают такой, чтобы значение коэффициента избытка воздуха в камерах сгорания запускаемого дизеля соответствовало пусковой подаче впрыскиваемой обогащенной топливно-воздушной смеси. После перехода дизеля на топливо закрывают байпасный клапан воздухоохладителя, вводя в действие воздухоохладитель наддувочного воздуха, форсируют подачу топлива и в период форсированного программного разгона невозбужденного синхронного дизель-генератора на топливе от угловой скорости $${ώ}_{\min }$$

до подсинхронной угловой скорости $${ώ}_{пс}$$

регулируют и коэффициент избытка воздуха адаптивно массе впрыскиваемого топлива путем синхронного изменения частоты вращения турбокомпрессора наддува посредством его обратимой синхронной электрической машины и ее статического полупроводникового преобразователя, управляемого сигналами, посылаемыми на систему управления статическим полупроводниковым преобразователем потенциометром одноимпульсного механогидравлического центробежного регулятора угловой скорости, кинематически связанным с топливной рейкой данного центробежного регулятора скорости. Когда угловая скорость ротора генератора достигнет подсинхронного значения $${ώ}_{пс}$$

помимо выдержки времени для вхождения параметров дизеля в норму и ввода в действие подпрограммы «контроль рабочих параметров», увеличивают по сигналу подсистемы дистанционного автоматизированного управления угловую скорость синхронного дизель-генератора до сверхсинхронного значения $${ώ}_{сс}$$

посредством серводвигателя одноимпульсного механогидравлического центробежного регулятора угловой скорости, затем выполняют подпрограмму самосинхронизации генератора с работающим синхронным дизель-генератором посредством устройства реакторно-конденсаторной самосинхронизации, по завершении которой подключают синхронный дизель-генератор к электросети посредством генераторного выключателя. В рабочем режиме с увеличением статической активной нагрузки на включенном синхронном дизель-генераторе по мере ее приема и соответственно непрерывному возрастанию вращающего момента, развиваемого турбиной турбокомпрессора наддува, вращающий электромагнитный момент обратимой синхронной электрической машины, работающей приводным двигателем, адекватно снижают путем уменьшения напряжения статического полупроводникового преобразователя по сигналу, формируемому трехимпульсным электронным пропорционально-дифференциально-интегральным (ПДИ) регулятором подачи топлива и воздуха. При статической активной нагрузке синхронного дизель-генератора выше 50% номинальной обратимую синхронную электрическую машину переводят в генераторный режим путем инвертирования статического полупроводникового преобразователя по сигналу датчика холостого хода этой машины, фиксирующего момент ее перехода в режим холостого хода, при этом, электрическую энергию обратимой синхронной электрической машины, произведенную в генераторном режиме, направляют в электрическую сеть по цепи ее же питания. При работе синхронного дизель-генератора в диапазоне статических активных нагрузок менее 50% номинальной и резком набросе значительной мощности измеряют посредством трехимпульсного электронного ПДИ-регулятора подачи топлива и воздуха сигналы статического и динамического приращения этой мощности, согласованно и синхронно форсируют этими сигналами подачу топлива и давление наддувочного воздуха путем того, что воздействуют статическим сигналом на серводвигатель одноимпульсного механогидравлического центробежного регулятора угловой скорости, а динамическим - на систему управления статическим полупроводниковым преобразователем, повышая напряжение последнего и вращающий электромагнитный момент обратимой синхронной электрической машины, работающей приводным двигателем. Причем при резком сбросе значительной мощности в этом диапазоне статических нагрузок измеряют тем же трехимпульсным электронным ПДИ-регулятором подачи топлива и воздуха сигналы статического и динамического понижения этой мощности, которыми согласованно и синхронно дефорсируют подачу топлива и давление наддувочного воздуха дизеля путем того, что воздействуют ими на серводвигатель одноимпульсного механогидравлического центробежного регулятора угловой скорости и систему управления статического полупроводникового преобразователя, чем уменьшают напряжение последнего и вращающий электромагнитный момент обратимой синхронной электрической машины. При работе синхронного дизель-генератора в диапазоне статических активных нагрузок выше 50% номинальной и резком набросе значительной мощности измеряют таким же путем сигналы статического и динамического приращения этой мощности, согласованно и синхронно форсируют этими сигналами подачу топлива и давление наддувочного воздуха путем того, что статическим сигналом воздействуют на серводвигатель одноимпульсного механогидравлического центробежного регулятора угловой скорости и увеличивают подачу топлива, а динамическим - на систему управления статическим полупроводниковым преобразователем, чем понижают ток последнего и тормозной электромагнитный момент обратимой синхронной электрической машины, работающей генератором, причем при резком сбросе значительной мощности в этом диапазоне статических нагрузок подачу топлива и давление наддува дизеля таким же путем и теми же средствами одновременно и согласованно дефорсируют. В режиме поддержания «дежурной» готовности к пуску и рабочем режиме дизель-генератора измеряют посредством соответствующих датчиков температуру, давление и влажность окружающего воздуха, а также текущую нагрузку синхронного дизель-генератора, определяют по измеренным значениям посредством его подсистемы дистанционного автоматизированного управления расчетный оптимальный температурный режим агрегата и формируют новые заданные значения температур охлаждающей воды и масла, которые направляют на соответствующие задающие входы термостатов охлаждающей воды и смазочного масла и регулируют этими термостатами заданные значения температур. Само количество работающих генераторов, степень их загрузки и характер распределения активной нагрузки при параллельной работе определяют по заданным критериям управления синхронными дизель-генераторами, которые устанавливают посредством переключателя критериев управления электростанцией. При этом, при экономическом критерии управления число работающих генераторов вводят из расчета их загрузки около 80% номинальной, исходя из достижения наилучшего КПД агрегатов, а при большей загрузке запускают по сигналу трехимпульсного электронного ПДИ-регулятора подачи топлива и воздуха посредством подсистемы управления верхнего уровня и подсистемы дистанционного автоматизированного управления резервным синхронным дизель-генератором дополнительный синхронный дизель-генератор. При этом рассчитывают среднюю загрузку одного синхронного дизель-генератора посредством блока параллельной работы и, если средняя загрузка на агрегат окажется 40% номинальной и менее, ее распределяют посредством трехимпульсных электронных ПДИ-регуляторов неравномерно в отношении 60% на 20% с точностью в обе стороны до 20% номинальной мощности одного синхронного дизель-генератора, при средней его загрузке в 50% номинальной - в отношении 70% на 30% с точностью в обе стороны до 10%, а при средней загрузке синхронного дизель-генератора в 60% и выше - распределяют нагрузку поровну с точностью в обе стороны до 15%. Причем изменение соотношения пропорции и ее точности производят программно-автоматически по сигналу текущего значения средней нагрузки на один синхронный дизель-генератор, формируемому блоком параллельной работы. При техническом состоянии одного из синхронных дизель-генераторов хуже другого, его фиксируют переключателем технического состояния на блоке параллельной работы, после чего нагрузку между ними распределяют произвольно посредством блока параллельной работы и трехимульсных электронных ПДИ-регуляторов обоих синхронных дизель-генераторов таким образом, что менее исправный агрегат нагружают настолько, насколько он способен развивать мощность при заданной частоте тока и угловой скорости, а остальную нагрузку переводят на исправный агрегат. При управлении по критериям повышенной и максимальной надежности электроснабжения объекта нагрузку между параллельно работающими синхронными дизель-генераторами распределяют пропорционально их номинальным мощностям. При задании экологического критерия управления синхронными дизель-генераторами, соответствующего минимальному загрязнению окружающей среды, дизель-генераторы по сигналу подсистемы управления верхнего уровня переводят на легкие сорта топлива и вводят в действие штатные средства очистки и нейтрализации отработанных газов от сажи и вредных продуктов сгорания, в том числе повышают степень охлаждения наддувочного воздуха путем повышения расхода охлаждающей воды через его воздухоохладитель, при этом загружают агрегаты и распределяют нагрузку между ними таким же путем, теми же приемами и средствами, что и при экономическом критерии управления. При нормальной остановке синхронных дизель-генераторов, в том числе при выводе одного из генераторов из параллельной работы по причине низкой загрузки, разгруженный и отключенный от электросети агрегат останавливают после непродолжительной работы на холостом ходу на подсинхронной угловой скорости $${ώ}_{пс},$$

помимо использования для остановки операции прекращения подачи топлива посредством стоп-устройства его одноканального механогидравлического центробежного регулятора скорости, также и за счет одновременного прекращения подачи воздуха со стороны турбокомпрессора наддува путем перевода обратимой синхронной электрической машины посредством системы управления статическим полупроводниквым преобразователем в режим форсированного электрического торможения. При поступлении в подсистему дистанционного автоматизированного управления рабочего синхронного дизель-генератора критического сигнала неисправности, помимо выключения без предварительной разгрузки его генераторного выключателя посредством подсистемы дистанционного автоматизированного управления и остановки дизеля посредством стоп-устройства его одноканального механогидравлического центробежного регулятора скорости, перекрывая подачу топлива, выполняют и форсированное электрическое торможение турбокомпрессора наддува посредством обратимой синхронной электрической машины, прекращая подачу и воздуха, при осуществлении блокирования подпрограммы запуска. При внезапном исчезновении напряжения электрической сети формируют ее датчиком напряжения сигнал его исчезновения и направляют его в подсистему управления верхнего уровня, а сигналом, формируемым подсистемой управления верхнего уровня и направляемым на независимый по питанию от аварийного источника групповой электрический масляный прокачивающий насос и управляемые запорные клапаны на его всасывающем и нагнетательном трубопроводах, прокачивают маслом сразу два резервных синхронных дизель-генератора, из которых один «дежурный». При этом, подготовленный «дежурный» синхронный дизель-генератор по команде его подсистемы дистанционного автоматизированного управления сразу запускают, возбуждают при угловой скорости дизеля $${ώ}_{пс}$$

и подключают к обесточенной электросети посредством генераторного выключателя. При этом, при угловой скорости $${ώ}_{\min }$$

управляемые запорные клапаны на его масляных трубопроводах переключают на его навешенный масляный прокачивающий насос, причем, питание обратимой синхронной электрической машины для первичного разгона турбокомпрессора наддува производят от аварийного источника. У другого, неподготовленного синхронного дизель-генератора одновременно с его маслопрокачкой производят продувку пусковоздушного трубопровода и цилиндров дизеля посредством системы сжатого воздуха и продувочного клапаны и при повышении давления его смазочного масла до предпускового значения производят проворачивание коленвала дизеля посредством пневмостартера при пониженном давлении пускового воздуха, после чего выполняют тем же пневмостартером до трех рабочих пусков двигателя при нормальном рабочем давлении пускового воздуха и разгоняют турбокомпрессор наддува посредством обратимой синхронной электрической машины, работающей в режиме приводного электродвигателя и питаемой от электросети. А при повышении утловой скорости дизеля до промежуточной $${ώ}_1$$

полностью переводят на топливо для чего выключают пневмостартер, закрывая его запорные клапаны, переключают систему смазки на навешенный масляный прокачивающий насос, останавливают независимый по питанию групповой электрический масляный прокачивающий насос и закрывают управляемые запорные клапана на его всасывающем и нагнетательном трубопроводах, а также и байпасный клапан воздухоохладителя наддувочного воздуха. Далее разгоняют вводимый непрогретый дизель на топливе посредством его одноимпульсного механогидравлического центробежного регулятора скорости до подсинхронной угловой скорости $${ώ}_{пс},$$

прогревают дизель невозбужденного синхронного дизель-генератора путем его работы на холостом ходу при данной угловой скорости. При повышении температуры охлаждающей пресной воды и смазочного масла дизеля до предписанных значений подключают к подсистеме дистанционного автоматизированного управления его ранее отключенные при стоянке датчики и выполняют одновременно подпрограмму «контроль рабочих параметров» посредством подсистемы дистанционного автоматизированного управления, посредством которой разгоняют затем дизель до сверхсинхронной угловой скорости $${ώ}_{сс}$$

и выполняют подпрограмму самосинхронизации генератора посредством блока управления исполнительными органами самосинхронизации, по завершении которой подключают синхронный дизель-генератор к электросети на параллельную работу посредством генераторного выключателя. Если в момент обесточивания электросети ни один из резервных синхронных дизель-генераторов не находился в режиме «дежурного», то сигналом подсистемы верхнего уровня управления включают независимый по питанию от аварийного источника групповой электрический масляный прокачивающий насос и открывают управляемые запорные клапаны на его всасывающем и нагнетательном трубопроводах, прокачивают два неподготовленных синхронных дизель-генератора маслом и одновременно с этим выполняют продувку пусковоздушных трубопроводов и цилиндров у обоих синхронных дизель-генераторов посредством системы сжатого воздуха и продувочных клапанов. После повышения давления масла первым у любого из этих резервных синхронных дизель-генераторов до предпускового значения производят проворачивание коленвала его дизеля посредством пневмостартера, после чего выполняют до трех рабочих пусков синхронного дизель-генератора тем же пневмостартером, открывают при первом рабочем пуске байпасный клапан воздухоохладителя наддувочного воздуха и разгоняют его турбокомпрессор наддува посредством обратимой синхронной электрической машины, используя аварийный источник питания. При достижении угловой скорости дизеля до $${ώ}_{\min }$$

таким же путем переходят на подачу топлива и смазку от навешенного масляного прокачивающего насоса, закрывают байпасный клапан воздухоохладителя наддувочного воздуха и управляемые запорные клапана на его всасывающем и нагнетательном маслопроводах со стороны независимого группового электрического масляного прокачивающего насоса, а также на трубопроводах пускового воздуха, разгоняют дизель до подсинхронной угловой скорости $${ώ}_{пс},$$

возбуждают данный синхронный дизель-генератор таким же путем и подключают его без прогрева на холостом ходу на обесточенную электросеть посредством его генераторного выключателя. Причем на время разгона пневмостартером первого неподготовленного синхронного дизель-генератора подачу пускового воздуха на второй неподготовленный синхронный дизель-генератор временно блокируют, а сразу, после перехода первого синхронного дизель-генератора на топливо, при его промежуточной угловой скорости, равной $${ώ}_1,$$

приступают к подпрограмме запуска и разгону до подсинхронной угловой скорости $${ώ}_{пс}$$

второго резервного синхронного дизель-генератора таким же путем, что и первого резервного синхронного дизель-генератора, прогревают второй невозбужденный резервный синхронный дизель-генератор за счет его работы на холостом ходу, переходят на подпрограмму «контроль рабочих параметров» таким же путем, как для непрогретого синхронного дизель-генератора, разгоняют до сверхсинхронной угловой скорости $${ώ}_{сс},$$

самосинхронизируют генератор посредством блока управления исполнительными органами самосинхронизации, подключают к электросети посредством генераторного выключателя и нагружают его в соответствии с заданным критерием управления. При необходимости выполнения раздельной прокачки систем смазки резервных дизель-генераторов посредством одного группового независимого по питанию электрического масляного прокачивающего насоса выбирают посредством переключателя режимов этого независимого по питанию группового электрического масляного прокачивающего насоса режим раздельной прокачки, после чего переключателем дистанционного управления, установленным для каждого синхронного дизель-генератора на пульте оператора, включают на непрерывную работу независимый по питанию групповой электрический масляный прокачивающий насос и открывают одновременно управляемые запорные клапаны со стороны его всасывающего и нагнетательного патрубков только на трубопроводах прокачиваемого синхронного дизель-генератора, а выключают независимый групповой электрический масляный прокачивающий насос тем же переключателем дистанционного управления либо автоматически посредством подсистемы дистанционного автоматизированного управления сразу после ввода в действие данного синхронного дизель-генератора и его навешенного масляного прокачивающего насоса.The stated technical problem is achieved by the fact that in the known method of automated control of a synchronous diesel generator in the mode of maintaining "standby" readiness to start a synchronous diesel generator, the diesel is heated by pumping heated fresh water through its stump space and a cooling fresh water thermostat, as well as pumping heated lubricating oil through an oil thermostat and a diesel lubrication system, moreover, these operations are performed according to the signals of the remote subsystem program automatic control of the “stand-by” synchronous diesel generator, upon receipt of a command to start the “stand-by” synchronous diesel generator, check the lubricating oil pressure for the set value, make three working starts of the diesel by supplying starting air to the pneumatic starter at normal operating pressure, alternating attempts to start with pauses between them, with an increase in the angular velocity of the diesel engine to the set value ω _min fuel is automatically injected into the combustion chambers of the diesel by means of a single-pulse mechanohydraulic centrifugal angular velocity controller and a high-pressure fuel pump and the diesel is accelerated together with the fuel and the pneumatic starter to a set intermediate value of the angular velocity ω _one upon reaching which the pneumatic starter is simultaneously turned off and the lubrication system is switched on to its mounted oil pump, the diesel is further accelerated by fuel using its single-pulse mechanohydraulic centrifugal angular velocity controller, the synchronous generator is excited by means of its automatic excitation controller, moreover, when the angular speed of the unit is set equal to the sub-synchronous value ω _ps they make a short time delay by normalizing the operating parameters of the diesel engine, with a generator voltage equal to 85% of the nominal and the corresponding angular speed of the diesel engine, execute a subroutine for synchronizing the excited generator with a working synchronous generator, turn on the synchronous generator in the mains by means of a generator switch, and automatically level it by means of an automatic regulator excitations relative reactive loads of generators, as well as relative active load of diesel generators P _one and P ₂ by means of single-pulse mechanohydraulic centrifugal angular velocity controllers, or the active load is transferred completely to the introduced synchronous diesel generator in case of replacement of units, during this replacement, when the active load on the output unit is reduced to the minimum permissible, it is disconnected from the mains by means of a generator switch, the angular speed is reduced by servomotor to a sub-synchronous value $${ώ}_{P\mathrm{from}},$$

at which they work for a set time, after which the fuel supply is stopped by means of a stop device of a single-pulse mechanohydraulic centrifugal angular velocity controller, and with parallel operation of diesel generators, the active loads P _one and P ₂ they are maintained predetermined by the action of their single-pulse mechanohydraulic centrifugal angular velocity controllers, the regulatory characteristics of which are adjusted accordingly, and, upon receipt of a critical fault signal from a working diesel generator, the generator switch is turned off by a remote automated control subsystem without preliminary unloading of the diesel generator, the diesel engine is stopped by stop -devices of its single-pulse mechanic dravlicheskogo centrifugal regulator angular velocity and block run subroutine, and if the angular velocity of 60 will not enlarge $${ώ}_{\min },$$

turn on the malfunction signal of the stop system and block the suction path of the turbocharger of the boost by means of its air damper; moreover, in the event of a sudden loss of voltage in the mains, lubricating oil is pumped before starting an unprepared diesel generator by means of an autonomous electric oil pump, which is independent of power supply, unlike the claimed in the mode of maintaining the “standby” readiness for launch according to the commands of the remote automated control subsystem In order to lubricate the diesel of the “standby” synchronous diesel generator, continuously heated oil is produced through the oil system of the directly working synchronous diesel generator through its controlled shut-off and throttle valves and pipelines equipped on it for this, while additionally periodically turning its crankshaft by means of a pneumatic starter reduced pressure of compressed air and periodic drainage of the starting air pipeline and diesel cylinders from condensing moisture by means of a starting system of compressed air and a purge valve, the generator is energized by means of a magnetic field quenching device, and the temperature control of the pumped lubricating oil and fresh water by means of their thermostats is carried out in accordance with the software-defined remote automated control subsystem calculated by it according to the results of measurements of environmental parameters. At the same time, if there is no need for “standby” one of the synchronous diesel generators of the power plant in the current mode, the controlled shut-off valves on the oil system of the working synchronous diesel generator are closed from all backup units. When a start command is received, including when the load of the operating generator set increases to a predetermined limit, in addition to checking the pressure in the lubrication system of the “standby” diesel generator, the air temperature in the engine room and the absence of excitation in the started generator are checked at air temperature in less than the permissible engine room, the air charge cooler of its diesel is shunted by the bypass valve and simultaneously with the first start of the pneumatic starter to the normal operating pressure When a non-excited synchronous diesel generator is started, it is accelerated and its turbocharger is charged by means of its reversible synchronous electric machine in the drive engine mode without interruption of its operation during possible starter pauses in the air supply, while the turbocharger speed is set so that the coefficient value the excess air in the combustion chambers of the launched diesel engine corresponded to the starting supply of the injected enriched fuel-air mixture. After the diesel is switched to fuel, the by-pass valve of the air cooler is closed, the charge air cooler is activated, the fuel supply is boosted, and during the forced program acceleration of the unexcited synchronous diesel generator on fuel from angular velocity $${ώ}_{\min }$$

to sub-synchronous angular velocity $${ώ}_{P\mathrm{from}}$$

they also control the coefficient of excess air adaptively to the mass of injected fuel by synchronously changing the rotation speed of the turbocharger of the boost by means of its reversible synchronous electric machine and its static semiconductor converter controlled by signals sent to the control system of the static semiconductor converter by a potentiometer of a single-pulse mechanohydraulic centrifugal angular velocity controller kinematically connected with rail of this centrifugal o speed controller. When the angular velocity of the generator rotor reaches a sub-synchronous value $${ώ}_{P\mathrm{from}}$$

in addition to the time delay for the diesel parameters to become normal and the subroutine “operating parameters control” to be put into operation, the angular speed of the synchronous diesel generator is increased to a super-synchronous value by the signal of the remote automated control subsystem $${ώ}_{\mathrm{from}\mathrm{from}}$$

by means of a servomotor of a single-pulse mechanohydraulic centrifugal angular velocity controller, then the self-synchronization subroutine of the generator with a running synchronous diesel generator is performed by means of a reactor-condenser self-synchronization device, after which the synchronous diesel generator is connected to the mains via a generator switch. In the operating mode, with an increase in the static active load on the switched-on synchronous diesel generator as it is received and, accordingly, a continuous increase in the torque developed by the turbocharger of the turbocharger turbocharger, the electromagnetic torque of a reversible synchronous electric machine operating with a drive motor is adequately reduced by decreasing the voltage of the static semiconductor converter by a signal generated by a three-pulse electronic proportional-differential-integral nym (PDI) fuel and air supply controller. When the static active load of the synchronous diesel generator is above 50% of the nominal, the reversible synchronous electric machine is put into generator mode by inverting the static semiconductor converter according to the signal of the idle speed sensor of this machine, which fixes the moment of its transition to idle mode, while the electric energy is reversible synchronous electric machines produced in the generator mode are sent to the electric network through the circuit of its own power supply. When a synchronous diesel generator is operating in the range of static active loads of less than 50% of the nominal and a sharp surge of significant power, the signals of the static and dynamic increment of this power are measured with the help of a three-pulse electronic PDI regulator of fuel and air supply, and the fuel supply and boost pressure are coherently and synchronously boosted by these signals air by acting as a static signal on the servomotor of a single-pulse mechano-hydraulic centrifugal angular regulator speed, and dynamic - to the control system of a static semiconductor converter, increasing the voltage of the latter and the rotating electromagnetic moment of a reversible synchronous electric machine running a drive motor. Moreover, with a sharp discharge of significant power in this range of static loads, the same three-pulse electronic PDI-regulator of the fuel and air supply is measured with the signals of static and dynamic reduction of this power, which consistently and synchronously deform the fuel supply and diesel charge air pressure by acting on them a servomotor of a single-pulse mechanohydraulic centrifugal angular velocity controller and a control system for a static semiconductor converter, how to reduce the voltage of the latter and the rotating electromagnetic moment of a reversible synchronous electric machine. When the synchronous diesel generator operates in the range of static active loads above 50% of the nominal and a sharp surge of significant power, the signals of the static and dynamic increment of this power are measured in the same way, and the fuel supply and charge air pressure are boosted by these signals in a synchronous and synchronous manner by the static signal act on the servomotor of a single-pulse mechano-hydraulic centrifugal angular velocity controller and increase the fuel supply, and dynamically - on the system systematic way static semiconductor converter than lower current latter and brake electromagnetic torque reversible synchronous electric machine, operating generator, wherein the sudden discharge of considerable thickness in the range of static loadings fuel flow and boost pressure of diesel in the same way and by the same means simultaneously and in a coordinated deforsiruyut. In the mode of maintaining the “standby” readiness for start-up and the operating mode of the diesel generator, the temperature, pressure and humidity of the ambient air, as well as the current load of the synchronous diesel generator are measured using appropriate sensors, and the calculated optimal temperature mode is determined from the measured values using its remote automated control subsystem unit and form the new setpoints of the temperatures of the cooling water and oil, which are sent to the corresponding setting inputs of the therm residues of cooling water and lubricating oil and regulate the set temperature values with these thermostats. The very number of operating generators, the degree of their load and the nature of the distribution of active load in parallel operation is determined by the specified criteria for controlling synchronous diesel generators, which are set using the switch criteria for controlling the power plant. At the same time, under the economic control criterion, the number of running generators is introduced based on the calculation of their load of about 80% of the nominal, based on the achievement of the best efficiency of the units, and at a higher load, they are triggered by the signal of a three-pulse electronic PDI-regulator of fuel and air supply through the upper-level control subsystem and subsystem remote automated control of standby synchronous diesel generator; additional synchronous diesel generator. In this case, the average load of one synchronous diesel generator is calculated by means of a parallel operation unit, and if the average load on the unit turns out to be 40% nominal or less, it is distributed unevenly with respect to 60% by 20% by means of three-pulse electronic PDI controllers with an accuracy in both directions up to 20% of the rated power of one synchronous diesel generator, with an average load of 50% of the nominal - in relation to 70% by 30% with an accuracy in both directions up to 10%, and with an average load of a synchronous diesel generator of 60% and higher - edelyayut load equally accurate to both sides up to 15%. Moreover, the change in the ratio of the proportion and its accuracy is done programmatically automatically according to the signal of the current value of the average load on one synchronous diesel generator formed by the parallel operation unit. When the technical condition of one of the synchronous diesel generators is worse than the other, it is fixed by the technical condition switch on the parallel operation unit, after which the load is distributed between them arbitrarily by the parallel operation unit and three-pulse electronic PDI controllers of both synchronous diesel generators in such a way that it is less serviceable the unit is loaded as much as it is able to develop power at a given current frequency and angular velocity, and the rest of the load is transferred to a working unit gat. When managing according to the criteria of increased and maximum reliability of power supply to an object, the load between parallel-running synchronous diesel generators is distributed in proportion to their rated capacities. When setting the environmental control criterion for synchronous diesel generators corresponding to minimal environmental pollution, diesel generators are transferred to light fuels by the signal of the top-level control subsystem and put in place standard means for cleaning and neutralizing exhaust gases from soot and harmful combustion products, including including increase the degree of cooling of the charge air by increasing the flow of cooling water through its air cooler, while loading the units and distributing Booting therebetween in the same manner, the same methods and means that control and economic criteria. During normal shutdown of synchronous diesel generators, including when one of the generators is taken out of parallel operation due to low load, the unit unloaded and disconnected from the mains is stopped after short idling at a sub-synchronous angular speed $${ώ}_{P\mathrm{from}},$$

in addition to using a single-channel mechanohydraulic centrifugal speed controller to stop the operation of stopping the supply of fuel by means of a stop device, also due to the simultaneous interruption of the air supply from the turbocharger side of the boost by transferring the reversible synchronous electric machine via the control system of the static semiconductor converter to the forced electric braking mode. Upon receipt of a critical malfunction signal in the remote automated control subsystem of a working synchronous diesel generator, in addition to turning off its generator circuit breaker without preliminary unloading by means of a remote automated control subsystem and stopping the diesel by means of a stop device of its single-channel mechano-hydraulic centrifugal speed controller, blocking the fuel supply, the forced electric braking of the turbocharger by means of a reversible synchronous electric machine, stopping the supply of air, when blocking the start routine. In the event of a sudden disappearance of the voltage of the electric network, its voltage sensor generates a signal of its disappearance and sends it to the upper-level control subsystem, and the signal generated by the upper-level control subsystem and sent to a group electric oil pump that is independent from the emergency source and controlled shut-off valves on it In the suction and discharge pipelines, two standby synchronous diesel generators are pumped with oil at once, of which one is “standby”. At the same time, the prepared “standby” synchronous diesel generator, at the command of its remote automated control subsystem, is immediately started, excited at the angular speed of the diesel engine $${ώ}_{P\mathrm{from}}$$

and connected to a de-energized power supply by means of a generator switch. Moreover, at angular velocity $${ώ}_{\min }$$

controlled shut-off valves on its oil pipelines are switched to its mounted oil pump, and the reversible synchronous electric machine for primary acceleration of the turbocharger is charged from an emergency source. At another unprepared synchronous diesel generator, simultaneously with its oil pumping, the starting air duct and diesel cylinders are purged using a compressed air system and purge valves, and when the pressure of its lubricating oil is increased to the pre-starting value, the diesel crankshaft is turned by means of a pneumatic starter at a reduced starting air pressure, after which perform with the same pneumatic starter up to three working starts of the engine at normal working pressure of the starting air and accelerate the turbocharger boost by means of a reversible synchronous electric machine operating in a drive motor mode and powered from the mains. And with an increase in the diesel engine speed to the intermediate $${ώ}_{\mathrm{one}}$$

completely transfer to fuel for which they turn off the pneumatic starter by closing its shut-off valves, switch the lubrication system to the mounted oil priming pump, stop the group-independent electric oil priming pump and close the controlled shut-off valves on its suction and discharge pipelines, as well as the by-pass valve of the air cooler charge air. Next, the injected unheated diesel fuel is accelerated by means of its single-pulse mechanohydraulic centrifugal speed controller to sub-synchronous angular speed $${ώ}_{P\mathrm{from}},$$

warm the diesel engine of an unexcited synchronous diesel generator by idling at a given angular velocity. When the temperature of cooling fresh water and diesel lubricating oil rises to the prescribed values, the sensors previously disconnected when parking are connected to the remote automated control subsystem and simultaneously execute the “operating parameters control” subroutine through the automated remote control subsystem, by means of which the diesel is then accelerated to super-synchronous angular speed $${ώ}_{\mathrm{from}\mathrm{from}}$$

and execute the generator self-synchronization subroutine through the control unit of the self-synchronization executive bodies, at the end of which the synchronous diesel generator is connected to the mains for parallel operation by means of a generator switch. If at the moment of power failure to the mains, none of the standby synchronous diesel generators was in the “standby” mode, then with the signal of the top-level control subsystem they turn on a group electric oil pump that is independent from the emergency power supply and open controlled shut-off valves on its suction and discharge pipelines , two unprepared synchronous diesel generators are pumped with oil and at the same time they purge the start-up air pipelines and cylinders at both their synchronous diesel generators through a compressed air system and purge valves. After increasing the oil pressure, the first one of any of these backup synchronous diesel generators to the starting value is cranked by means of a pneumatic starter, after which up to three working starts of the synchronous diesel generator with the same pneumatic starter are performed, the bypass valve of the charge air cooler is opened at the first working start and accelerate its turbocharger boost by means of a reversible synchronous electric machine using an emergency power source. When the angular speed of the diesel engine reaches $${ώ}_{\min }$$

in the same way, they switch to the fuel supply and lubrication from the mounted oil pump, close the bypass valve of the charge air cooler and the controlled shut-off valves on its intake and discharge oil lines from the independent group electric pump oil pump, as well as on the starting air pipelines, accelerate the diesel engine to sub-synchronous angular velocity $${ώ}_{P\mathrm{from}},$$

excite this synchronous diesel generator in the same way and connect it without warming up idling to a de-energized power supply via its generator switch. Moreover, for the time of acceleration by a pneumatic starter of the first unprepared synchronous diesel generator, the supply of starting air to the second unprepared synchronous diesel generator is temporarily blocked, and immediately after the transition of the first synchronous diesel generator to fuel, with its intermediate angular speed equal to $${ώ}_{\mathrm{one}},$$

start the launch routine and acceleration to sub-synchronous angular velocity $${ώ}_{P\mathrm{from}}$$

the second standby synchronous diesel generator in the same way as the first standby synchronous diesel generator, warm up the second unexcited standby synchronous diesel generator due to its idling, go to the sub-program "control of operating parameters" in the same way as for unheated synchronous diesel generator, accelerate to super-synchronous angular velocity $${ώ}_{\mathrm{from}\mathrm{from}},$$

the generator self-synchronizes by means of the control unit by the self-synchronizing executive bodies, is connected to the mains by means of a generator switch and is loaded in accordance with a predetermined control criterion. If it is necessary to perform separate pumping of the lubrication systems of standby diesel generators by means of one group of power-independent electric oil pumping pumps, a separate pumping mode is selected by means of the mode switch of this power-independent group electric oil pumping pump, after which the remote control switch set for each synchronous diesel the generator on the operator’s console, they include an independent PI group electric oil pump and open simultaneously controlled shut-off valves from the side of its suction and discharge nozzles only on the pipelines of the pumped synchronous diesel generator, and turn off the independent group electric oil pump by the same remote control switch or automatically by means of the remote automated control subsystem immediately after commissioning of this synchronous diesel generator and its ennogo oil was pumped.

It is more expedient and more economical to perform such a method in which, in the mode of maintaining “standby” readiness for start-up, according to the commands of the remote automated control subsystem, the diesel of the “standby” synchronous diesel generator is lubricated with continuously heated oil by means of such an oil system of a directly working synchronous diesel generator, which is equipped auxiliary mounted oil pumping pump and heat exchanger of the working synchronous diesel generator, which in this op walkie-talkies are taken cold from the crankcase of the diesel of the “duty” synchronous diesel generator, this cold oil is passed through the coil of the auxiliary heat exchanger of the working synchronous diesel generator. the heat of the hot lubricating oil of a working synchronous diesel generator, cooling the latter with a transmitted stream of cold oil of the “standby” synchronous diesel generator while simultaneously transferring to it the heat of hot lubricating oil from a working synchronous diesel generator, moreover, the direction of flows of hot and cold oil in the auxiliary heat exchanger is chosen counter, in this case, if there is no need to put one of the synchronous diesel generators on standby in the current mode and the need for an auxiliary hinged oil pumping pump on a working synchronous diesel generator, it is taken out of operation by means of its uncoupling clutch, and the control emye shut-off valves on suction and discharge oil lines closed.

Operationally justified is the execution of the method in which the subroutine for turning on the synchronous diesel generator in the electric network is performed in such a way that, after the operation of accelerating the heated synchronous diesel generator on fuel to a sub-synchronous angular velocity ω _ps and the subsequent delay of 2-4 s, it is measured, in the particular case , with a voltage sensor, the presence and value of the voltage on the buses of the main switchboard and, in the absence of this voltage, connect the excitation winding of the synchronous generator according to the block signals control executive bodies of self-synchronization to the automatic excitation regulator of this generator by means of a magnetic field suppression device and to the magnetization source - by means of a magnetization device, a synchronous generator is excited by means of its automatic excitation regulator, the voltage at its terminals is measured with a voltage generator of the diesel generator, with voltage increasing up to 85% rated switch on the generator by means of a signal from the control unit s self-synchronization; and if there is voltage on the main switchgear buses, the signals generated by the control unit of the self-synchronizing executive bodies include simultaneously the non-excited synchronous generator to the main busbars through the auxiliary contactor and the limiting reactor, the excitation winding of the generator is connected to the automatic excitation regulator by means of a magnetic field damping device and synchronously this connects the capacitor bank to the same buses of the main switchboard by means of of the contact switch, the excitation current of the synchronous generator is forced by the current transformer of its automatic excitation controller, after a time delay of about 0.5 s, the capacitor battery is turned off by means of its proximity switch, and after another 0.5 s the self-synchronization executive control unit sends a generator activation signal switch simultaneously with the repeated signal of connecting to the buses of the main switchboard of the capacitor bank by means of the same contact switch, after closing the generator switch by the signal of its block contact coming to the control unit of the self-synchronizing actuators, the auxiliary contactor is opened in view of the limiting reactor, and after a delay of 0.5 s the capacitor bank is also turned off.

Cost-effective and operationally justified is the implementation of the method in which the average load of one synchronous diesel generator during parallel operation is measured by means of the average load sub-block of the parallel operation unit, it is compared by means of average load comparators with settings of 40%, 50% and 60% of the nominal, whose operation is interlocked so that the operation of the comparator of the larger load turns off the comparator of the lower load, while if the average load for each generator is equal 40% of the nominal and less, its uneven distribution between synchronous diesel generators in the ratio of 60% to 20% with an accuracy in both directions up to 20% of the rated power is produced by means of three-pulse electronic PDI-regulators of fuel and air supply by the fact that the specified inputs PDI-regulators send different driving signals generated at the output of the signal integrator and adjusted by the adjustment resistors of the settings of the parallel operation unit by means of intermediate relays of the middle load comparators; if the average load on the generator turns out to be equal to 50% of the nominal, its distribution is performed in the same way and by the same means with respect to 70% by 30% with an accuracy in both directions up to 10% of the rated power, and if the average load of the generator turns out to be 60% of the nominal, relative the loads are distributed between synchronous diesel generators equally up to 15% of the rated power in both directions, in accordance with the requirements of the Russian Maritime Register of Shipping: the indicated proportions of the load distribution between synchronous diesel generators are periodically changed by means of a time relay, turned on and off by the same intermediate relays, and the set values of the accuracy of distribution are controlled programmatically by adjusting resistors installed on the bias voltage inputs of amplifiers of three-pulse electronic PDI-regulators of fuel and air supply, and those the same intermediate relay block parallel operation; and when the average load of two parallel working synchronous diesel generators is reduced to the minimum acceptable value equal to 35% of the rated power, an output signal from the parallel operation of one of the synchronous diesel generators is generated by the average load comparator at 35% of the nominal power, which is sent to the control subsystem level and they start the output program for this synchronous diesel generator, and after turning off its generator switch, the low-load sub-block of the parallel operation block locks removed through the auxiliary contact of the circuit breaker, also block comparator average load of 35% and a nominal average loading level increase to 40% of the nominal and higher by the intermediate relay of this comparator.

Technically justified is the execution of the method in which, if the technical condition of one of the synchronous diesel generators is worse than the other, it is fixed by means of the technical condition switch, technical condition relay and auxiliary relay on the parallel operation unit, after which the load is distributed between them arbitrarily by the parallel operation unit and a three-pulse electronic PDI-regulator for supplying fuel and air to a working synchronous diesel generator in such a way that a less working aggregate t is transferred to the static regulatory characteristic by disconnecting its three-pulse electronic PDI controller from the servomotor of the single-pulse mechanohydraulic centrifugal angular velocity controller and manually loading it as much as it is able to develop power at a given current frequency, and the rest of the load is transferred to a working unit by a reference signal generated on the output of the differentiating device and the auxiliary relay sent through the switching contact and the signal integrator to setting input of a three-pulse electronic PDI-regulator of fuel and air supply of a working synchronous diesel generator.

It is technically feasible when, with increasing static load on the power plant, the signal of maximum allowable power R max _additional , in particular equal to 80% of the nominal, is formed by the maximum load comparator of a three-pulse electronic PDI controller at its output “V”, which is sent to the top-level control subsystem to commission an additional synchronous diesel generator.

In another particular case of the proposed method, the signal of the maximum allowable power R max _additional , in particular equal to 80% of the nominal, is formed by means of the average load comparator of the parallel operation unit, which is configured to operate at a setting of 80% of the nominal power, which is sent to the upper level control subsystem.

Operationally more reliable is the implementation of the method when, in the event of a sudden blackout of the power supply network during the start-up of two standby synchronous diesel generators, one of which is “standby”, pre-start oil pumping of an unprepared synchronous diesel generator is carried out by an attached oil pumping pump of the “standby” synchronous diesel generator after it acceleration by a pneumatic starter to an intermediate angular velocity ω ₁ , for which at this angular speed open controlled shut-off valves on oil pipes wiring from the side of an unprepared synchronous diesel generator, and after it is accelerated by a pneumatic starter to the same angular speed, ω ₁ switch to its oil pumping with its own mounted oil pumping pump, closing these controlled shut-off valves, thereby ensuring redundancy of a group-independent electric oil pumping pump .

The restrictive and distinctive features of the claimed invention together provide a solution to the problem with the following results: a significant reduction (3-6 times) in the total duration of putting the “standby” (prepared) SDH into operation, increasing the efficiency (degree of readiness) and cost-effectiveness of operations in the mode “Standby” readiness, increasing the reliability of starting a diesel engine on the first try by increasing the probability of ignition during injection of the first reinforced portions of fuel and eliminating it by detonation explosions during the start-up period, increasing the efficiency and environmental friendliness of the LDH in static modes of low loads and transient modes of load surge / discharge, improving the dynamic characteristics of turbocharged LDHs and, consequently, the quality of the electric energy generated by them during sharp fluctuations in its load, increasing the efficiency of the unit under load conditions above 50% of the nominal, eliminating surging modes of a turbocharger of a boost during manipulations with its air damper and its rotation without lubricating the bearings in iodine stop SDG, as well as reducing fire risk and effort on SDH services.

до подсинхронной угловой скорости $${ώ}_{пс}$$

регулируют и коэффициент избытка воздуха адаптивно массе впрыскиваемого топлива путем синхронного изменения частоты вращения турбокомпрессора наддува посредством его обратимой синхронной электрической машины и ее статического полупроводникового преобразователя, управляемого сигналами, посылаемыми на систему управления статическим полупроводниковым преобразователем потенциометром одноимпульсного механогидравлического центробежного регулятора угловой скорости, кинематически связанным с топливной рейкой данного центробежного регулятора угловой скорости…»; е) «…увеличивают по сигналу подсистемы дистанционного автоматизированного управления угловую скорость синхронного дизель-генератора до сверхсинхронного значения $${ώ}_{сс}$$

посредством серводвигателя одноимпульсного механогидравлического центробежного регулятора угловой скорости, затем выполняют подпрограмму самосинхронизации генератора с работающим синхронным дизель-генератором посредством блока управления исполнительными органами самосинхронизации, по завершении которой подключают синхронный дизель-генератор к электросети посредством генераторного выключателя…» (взамен более длительной перед включением подпрограммы точной синхронизации прототипа), - все это позволяет сократить время запуска резервного СДГ при запуске с первой попытки с 30 с до 5 с, т.е. в шесть раз, а если дизель запускается со второй или третьей попытки, то это время уменьшается соответственно до 8 с и 11 с, т.е. почти в четыре и три раза.1. So, due to the fact that: a) "... in the mode of maintaining the" standby "readiness for start-up according to the commands of the remote automated control subsystem, the diesel of the" standby "synchronous diesel generator is lubricated with continuously heated oil through the oil system of a directly working synchronous diesel generator through its controlled shut-off and throttle valves and pipelines equipped on it for this ... "(instead of periodically pumping oil through an independent autonomous EMF); b) in the same mode "... at the same time, it additionally periodically cranks its crankshaft by means of a pneumatic starter at reduced pressure of compressed air and periodically drains the start-up air pipeline and diesel cylinders from condensing moisture through the start-up system of compressed air and the purge valve ..." (in the prototype, these operations were performed during the pre-start and start-up private algorithms); c) exclude from the well-known pre-start private algorithm the operation "... additionally pump the diesel through an independent power-independent electric oil pumping pump ..." and from the start-up known private algorithm - the operation "... magnetize a synchronous generator using a magnetization device ..." (since the generator is connected to the network energized, unexcited); d) accelerate and increase the reliability of ignition of the first portions of the injected fuel due to the fact that "... they check the air temperature in the engine room, ... at an air temperature in the engine room less than acceptable, they shunt the charge air cooler of his diesel engine by the bypass valve ..." and that "... at the same time with the first start of the pneumatic starter at normal operating pressure to start the unexcited synchronous diesel generator, acceleration is carried out and its turbocharger is boosted by means of its reversible an synchronous electric machine in the drive motor mode without interruption of its operation during possible starting pauses in the air supply, while the turbocharger speed of the boost is set so that the coefficient of excess air in the combustion chambers of the launched diesel engine corresponds to the starting supply of the enriched fuel-air mixture ... "; e) "... after the diesel has switched to fuel, it is forced to feed and during the accelerated program acceleration of the unexcited synchronous diesel generator powered by fuel from the angular velocity $${ώ}_{\min }$$

to sub-synchronous angular velocity $${ώ}_{P\mathrm{from}}$$

they also control the coefficient of excess air adaptively to the mass of injected fuel by synchronously changing the rotation speed of the turbocharger of the boost by means of its reversible synchronous electric machine and its static semiconductor converter controlled by signals sent to the control system of the static semiconductor converter by a potentiometer of a single-pulse mechanohydraulic centrifugal angular velocity controller kinematically connected with rail of this centrifugal about the angular velocity controller ... "; e) "... increase the angular speed of the synchronous diesel generator to a super-synchronous value by the signal of the remote automated control subsystem $${ώ}_{\mathrm{from}\mathrm{from}}$$

by means of a servomotor of a single-pulse mechanohydraulic centrifugal angular velocity controller, then the self-synchronization subroutine of the generator with the working synchronous diesel generator is executed by the self-synchronizing executive control unit, after which the synchronous diesel generator is connected to the mains via the generator switch ... ”(instead of the exact synchronization of the prototype), - all this allows to reduce startup time backup SDH at start-up from the first attempt from 30 s to 5 s, i.e. six times, and if the diesel starts from the second or third attempt, then this time decreases to 8 s and 11 s, respectively, i.e. almost four and three times.

Therefore, due to the fact that: 1) in the well-known private “standby” readiness algorithm, the operation of periodically pumping lubricating oil from an autonomous EMF independent in power supply is replaced by continuous pumping of working LDH by heated oil from the NMPN through controlled shut-off and throttle valves; 2) periodically cranking the diesel crankshaft and periodically draining the starting air pipe and diesel cylinders from moisture are transferred to this particular algorithm of operation; 3) exclude from the pre-start private algorithm the operation of additional continuous pumping of oil from a power-independent EMF, and from the well-known start-up private algorithm, the operation of magnetization of the generator; 4) accelerate the flow and increase the ignition reliability of the first reinforced portions of injected fuel, 5) increase the acceleration of the program acceleration of the diesel engine on fuel to a subchynchronous angular velocity ω _ps , while maintaining the optimal value of the excess air coefficient, 6) replace the known subprogram of accurate synchronization of the excited generator with a subprogram reactor-condensate self-synchronization of an unexcited generator, they achieve a reduction in the total duration of putting the backup LDH into operation by (3-6) times.

1. Such distinguishing features of the claimed invention as: a) "... in the mode of maintaining the" standby "readiness for start-up according to the commands of the remote automated control subsystem, the diesel of the" standby "synchronous diesel generator is lubricated with continuously heated oil through the oil system of a directly working synchronous diesel generator through its controlled shut-off and throttle valves and pipelines equipped on it for this ... "(instead of periodically pumping from a power-independent EMF) - this by the operation, the starting pressure of the lubricating oil is leveled and raised to a higher level, which helps to fill it and penetrate it into all the gaps of the rubbing diesel steam, and thereby increase the efficiency and, consequently, the degree of readiness of the lubrication system; and due to the fact that the oil is pumped due to the NMPN of the working SDG already heated, the need for its heating in the oil heater is eliminated and energy costs for this operation are saved; at the same time, the need for cooling the hot oil of the working SDH in its standard oil cooler is eliminated, since it is mixed with cold oil of the “on-duty” SDG, thereby saving energy costs for cooling the oil of the working SDH; b) “... at the same time, additionally rotate its crankshaft by means of a pneumatic starter at a reduced pressure of compressed air ...” - this operation creates and maintains an oil film between the surfaces of those rubbing couples where the flow of oil from a stationary diesel engine is difficult, and the operation “... produce ... periodic drainage of the start-up air pipeline and diesel cylinders from condensing moisture by means of a compressed air start-up system and a purge valve ... " the occurrence of water hammer at the moment of starting air supply to the pneumatic starter, they guarantee trouble-free operation of the start-up system and reliable (without passes) ignition of the first portions of fuel injected into the combustion chambers that are not diluted with moisture, thereby providing and supporting a higher degree of readiness of the start-up system and the diesel engine itself for immediate start-up without the need for any additional preparation after the start command is received. Thus, the overall reliability of starting from the first attempt increases, which saves the total consumption of air for starting and energy for replenishing it.

Therefore, the declared distinguishing features of “maintaining standby time” (“hot standby”), consisting in the fact that “... the lubrication of the diesel of the“ standby ”synchronous diesel generator is carried out by continuously heated oil by means of an oil system directly operating synchronous diesel generator ...”, and also "... periodically crank the diesel crankshaft ... and periodically drain the starting air line and diesel cylinders from moisture ...", increase the efficiency of preparation and the degree of readiness of the diesel engine, increase the likelihood of starting ska on the first try and save "standby" power for heating oil consumption LDH, LDH cooling working oil and maintaining compressed air pressure in its cylinders.

3. As you know, the reliability of ignition of the first portion of the injected enriched fuel-air mixture is determined by many factors, including: the degree of preparation of the combustion chamber (initial temperature of its walls), initial temperature (viscosity) of lubricating oil, charge air temperature, and the mass ratio of the mixture “fuel air ”when injecting the first portions of fuel, the quality of mixture formation. The last factor is determined by the shape of the combustion chamber and the angular velocity ω _min . In the prototype and the claimed invention they are the same. However, the previous factors are different.

In the claimed invention due to:

a) distinguishing features - 1) SDG lubricant "... in the mode of maintaining the" standby "readiness for start-up according to the commands of the remote automated control subsystem, the diesel of the" standby "synchronous diesel generator is lubricated with continuously heated oil through the oil system of a directly working synchronous diesel generator through it controlled shut-off and throttle valves and pipelines equipped on it for this purpose ... and 2) "... and temperature regulation of pumped lubricating oil and fresh water by m of their thermostats are produced in accordance with the software-defined remote automated control subsystem values calculated by it according to the results of measurements of environmental parameters ... ”- in anticipation of the start of the backup FGD, the initial temperatures of its lubricating oil and the walls of the combustion chambers are maintained at optimal, corresponding to the ambient air conditions lack of load of the unit;

b) the distinguishing feature - "... in addition, they produce ... periodic drainage of the start-up air pipeline and diesel cylinders from condensing moisture by means of a compressed air start-up system and a purge valve ..." - condensing and accumulating moisture, the presence of which during the start-up of a diesel engine, can be timely removed from the combustion chamber cause water hammer and failure of the first attempt to start;

c) the distinguishing feature - "... they check ... the temperature of the air in the engine room, ... at an air temperature in the engine room less than acceptable, the charge air cooler of his diesel engine is shunted by the bypass valve ..." - in the cold season, it is possible to prevent overcooling of the first portions of charge air and increase due to this, the probability of ignition of a combustible mixture;

d) the distinguishing feature - “... and simultaneously with the first inclusion of the pneumatic starter at normal operating pressure to start the unexcited synchronous diesel generator, acceleration is performed and its turbocharger is boosted by means of its reversible synchronous electric machine in the drive motor mode without interruption of its operation during possible starting pauses in air supply, while the turbocharger speed of the boost is set so that the coefficient of excess air in the combustion chambers of the starting diesel engine I corresponded starting supplying enriched fuel-air mixture ... "- the ratio of fuel component mixture" fuel-air "at time of fuel injection is set optimally, whereby it reliably ignites and burns (oxidizes) all without residue.

Therefore, the set of distinctive features: continuous pumping of the “standby” SDG lubricating oil through the NMPN of the working SDG through the controlled shut-off and throttle valves, the formation of set values of the initial temperatures of the coolant and the “standby” SDG lubricating oil as a function of the current environmental parameters in the engine room (MO ), periodic drainage of air pipelines and cylinders of the “standby” SDH from condensing moisture, bypassing the charge air cooler for a period of starting SDH at low temperature in the MO, commissioning the fuel pump simultaneously with the first working attempt to start the diesel engine by turning on the ESEM in the drive electric motor mode and setting the speed of the turbocharger corresponding to the starting value of the excess air coefficient, result in increased ignition reliability and combustion completeness the first reinforced portions of the injected fuel, and therefore the probability of starting the diesel engine on the first try.

4. In the analogues and prototype, as noted above, a turbocharger with free turbocharging is used, i.e. accelerated and rotated only by the exhaust gases of a diesel engine. In such a TKN, with a sharp load surge, the boost in fuel supply is not accompanied by an adequate burst of charge air pressure. The latter increases smoothly and slowly due to the inertia of the TSC and, therefore, lags behind in phase. The coefficient of excess air in the combustion chambers is underestimated during the entire transition period, until the TKN reaches a new steady state. Due to a lack of oxygen, the fuel does not completely burn (oxidizes), a smoky exhaust occurs, a collector clogging with soot that is hazardous to soot, a turbine pump and exhaust tract, and an emission of unoxidized combustion products into the environment - harmful gases: NO _x , CO, SO _x , C _x H _x , aldehydes, etc. The same thing is observed in the static operating modes of an exhaust gas with a partial load due to the fact that, due to the reduced speed of the TSC in these modes, its performance is insufficient to provide the optimal coefficient of excess air in the combustion chambers I am. As a result, the economy and environmental performance of LDH in these modes are reduced.

In the claimed invention TKN is additionally equipped with an OSEM. Therefore, when loading the load, including the injection during the start-up of the first portions of the enriched fuel-air mixture, with such distinguishing features as: a) “... and simultaneously with the first inclusion of the pneumatic starter at normal operating pressure to start the unexcited synchronous diesel generator, it accelerates and its turbocharger pressurization by means of its reversible synchronous electric machine in the drive engine mode without interruption of its operation during possible starting breaks in the air supply, while the rotational speed t the turbocharger of the supercharger is set so that the value of the coefficient of excess air in the combustion chambers of the launched diesel engine matches the starting supply of the enriched fuel-air mixture ... "; b) "... when a synchronous diesel generator is operating in the range of static active loads of less than 50% of the nominal and a sharp surge of significant power, the signals of the static and dynamic increment of this power are measured with the help of a three-pulse electronic PDI regulator of fuel and air supply, and the fuel supply is coordinated and synchronized with these signals and charge air pressure by acting as a static signal on the servomotor of a single-pulse mechano-hydraulic centrifugal regulator speed, and dynamic - to the control system of a static semiconductor converter, increasing the voltage of the latter and the rotating electromagnetic moment of a reversible synchronous electric machine operating with a drive motor ... ”- provide the optimal mixture ratio in start-up mode, in transient modes and in static modes of part-load SDH fuel-air ”, guaranteeing complete combustion (oxidation) of individual vapors of the hydrocarbon mixture without the formation of soot and harmful (unoxidized) products of Rania. The same goal is achieved when the operation "... after switching the diesel to fuel, close the by-pass valve of the air cooler (the charge air cooler is activated) ...". It is known that lowering the temperature in the combustion chamber helps to reduce the proportion of harmful gases NO _x , increases the specific gravity of air.

The following distinctive features - “... in the operating mode of the diesel generator, measure the temperature, pressure and humidity of the ambient air, as well as the current load of the synchronous diesel generator, using the appropriate sensors, determine the calculated optimal temperature mode of the unit from the measured values of its remote automated control subsystem and form new setpoints for cooling water and oil temperatures, which are directed to the corresponding control inputs of thermostats cooling supplying water and lubricating oil and regulate the set values of temperatures with these thermostats ... ”- ensures the maintenance of optimal temperatures of the walls of the combustion chamber and the parameters of the lubricating oil at which the diesel engine efficiency and environmental performance under the current conditions are best.

Thus, the group of features a) and b) of this paragraph together provides a more complete (economical) fuel combustion and improves the environmental performance of the FGD in all operating modes due to more complete oxidation of the exhaust gases. The cost-effectiveness of LDH is also further enhanced by attribute c): “... with a static active load of a synchronous diesel generator above 50% of the nominal, a reversible synchronous electric machine is put into generator mode by inverting a static semiconductor converter according to the signal of the idling sensor of this machine, which fixes the moment its transition to idle mode, while the electric energy of a reversible synchronous electric machine produced in the generator mode is sent to electric my network along its power supply circuit ... ” This feature allows you to utilize that part of the diesel exhaust gas, which in the analogues and prototype are sent to the exhaust pipe, to prevent in these modes the excess capacity of the turbocharged turbocharger with free turbocharging.

Consequently, the use of a combined TKN drive (through a gas turbine and an OEMEM), as well as the unloading of the air cooler upon completion of the SDH start-up, as well as the regulation of the set temperatures of the cooling water and lubricating oil as a function of the current values of the load, temperature, pressure and humidity of the surrounding air, increase economic and environmental performance indicators of LDH in static modes over the entire range of loads and transient conditions associated with a sharp surge / discharge load.

5. As noted in paragraph 4, for a free-turbocharged fuel pump, which is used in the prototype, with a sharp load increase, fuel supply boost is not immediately accompanied by a corresponding increase in charge air pressure due to the inertia of the high-speed fuel pump. The delay in changing the pressure of the charge air forces to reduce the degree of forcing the fuel supply and the torque of the diesel engine in order to avoid or at least reduce the smokiness of the exhaust gases in transient conditions. The recovery speed of the speed - the time of receiving the load - increases. The quality of the generated electrical energy is deteriorating. The same is observed with a sharp drop in the load of LDH.

In the claimed invention, the distinguishing features are: a) "... when a synchronous diesel generator is operating in the range of static active loads of less than 50% of the nominal and a sharp surge of significant power, the signals of static and dynamic increment of this power are measured using a three-pulse electronic PDI-regulator of fuel and air supply, and synchronously with these signals boost the fuel supply and charge air pressure by acting as a static signal on the single-pulse servomotor m of a hydro-hydraulic centrifugal angular velocity controller, and dynamic - to the control system of a static semiconductor converter, increasing the voltage of the latter and the rotating electromagnetic moment of a reversible synchronous electric machine running a drive motor, and with a sharp reset of significant power in this range of static loads, the same three-pulse electronic PDI is measured regulator of fuel and air supply signals of static and dynamic reduction of this power, which consistently and synchronously deform the fuel supply and the charge air pressure of the diesel engine by acting on the servomotor of a single-pulse mechanohydraulic centrifugal angular velocity controller and the control system of a static semiconductor converter, which reduces the voltage of the latter and the rotating electromagnetic moment of a reversible synchronous electric machine ... ", as well as b) "... when a synchronous diesel generator is operating in the range of static active loads above 50% of the nominal and p In a narrow sketch of considerable power, the signals of static and dynamic increment of this power are measured in the same way, they consistently and synchronously boost the fuel supply and charge air pressure by applying a static signal to the servomotor of a single-pulse mechano-hydraulic centrifugal angular velocity controller and increase the fuel supply, and dynamic - to the control system of a static semiconductor converter, thereby lowering the current of the last and brake electro the magnetic moment of a reversible synchronous electric machine operating as a generator, and with a sharp discharge of significant power in this range of static loads, the fuel supply and diesel boost pressure in the same way and by the same means simultaneously deform… ”, - ensure the feed forces (or deformations) are synchronized fuel and charge air pressure. Therefore, the degree of these boosts can be increased. This will lead to a more rapid change in the torque of the diesel engine and a reduction in the time of transients - load reception. The parameters of electric energy in the dynamic modes of LDH are improved.

Therefore, the distinctive features a) and b) of the claimed invention, indicated in paragraph 5, improve the dynamic characteristics of an SDH with a combined turbocharger under sharp fluctuations in its load, and therefore the quality of the electric energy generated by it.

6. In the prototype, in the range of LDH loads above 50% of its nominal TSC, it develops excess productivity, which results in an excess of the excess charge air coefficient in the combustion chambers, a decrease in the temperature and pressure of the exhaust gases, and a decrease in the environmental performance of exhaust gases in the CO _x and CH groups. To avoid this, a part of the exhaust gases is bypassed, bypassing the turbocharger turbine, directly into the exhaust pipe. That is, this part of the exhaust gases of the LDH in the prototype is not disposed of and does not bring any benefits.

In the claimed invention, the distinguishing features are: "... in the operating mode with an increase in the static active load on the switched-on synchronous diesel generator as it is received and, accordingly, a continuous increase in the torque developed by the turbocharger of the turbocharger turbocharger, rotating electromagnetic torque of a reversible synchronous electric machine operating with a drive motor, adequately reduce by reducing the voltage of the static semiconductor converter according to a signal generated by a three-pulse electronic with a PDI-regulator for fuel and air supply, with a static active load of a synchronous diesel generator above 50% of the nominal, the reversible synchronous electric machine is put into generator mode by inverting the static semiconductor converter according to the signal of the idling sensor of this machine, which fixes the moment of its transition to idle mode at the same time, the electric energy of a reversible synchronous electric machine produced in the generator mode is sent to the electric network through its circuit the same power ... ”- eliminates the need for bypassing part of the exhaust gases into the exhaust pipe, utilizing their energy in the electric. The efficiency of the diesel generator in this mode is increased.

Therefore, due to the distinguishing feature - “When the DG load is above 50% of the nominal ... a reversible synchronous electric machine is transferred to the generator mode by inverting the static semiconductor converter according to the signal of the idling sensor of this machine, fixing the moment of its transition to idle mode ...” - the efficiency of the unit in load conditions above 50% of the nominal increases.

7. In the prototype, a chronic delay in the change in charge air pressure from changes in the fuel supply during transient conditions and an underestimated coefficient of excess air in the static modes of the FGD with incomplete loads (less than 50% of the nominal) causes incomplete combustion of the fuel and clogging of the combustion chambers of the diesel engine, its manifold, blades and internal cavities of a gas turbine, as well as the entire exhaust tract of flammable soot. At the same time, the heat exchange processes and the thermal regime of the diesel engine, TKN and the exhaust tract change, and the resistance of the latter increases, which ultimately leads to a decrease in the efficiency of the diesel generator. To avoid these consequences, it is necessary as often as possible to clean the diesel engine, its TKN and the components of the exhaust tract: spark arrester and sound absorber. The labor costs for servicing LDH are increasing, their cost too.

до подсинхронной угловой скорости $${ώ}_{пс}$$

регулируют и коэффициент избытка воздуха адаптивно массе впрыскиваемого топлива путем синхронного изменения частоты вращения турбокомпрессора наддува посредством его обратимой синхронной электрической машины и ее статического полупроводникового преобразователя, управляемого сигналами, посылаемыми на систему управления статическим полупроводниковым преобразователем потенциометром центробежного регулятора угловой скорости, кинематически связанным с топливной рейкой данного центробежного регулятора скорости…»; б) «…в рабочем режиме с увеличением статической активной нагрузки на включенном синхронном дизель-генераторе по мере ее приема и соответственно непрерывному возрастанию вращающего момента, развиваемого турбиной турбокомпрессора наддува, вращающий электромагнитный момент обратимой синхронной электрической машины, работающей приводным двигателем, адекватно снижают путем уменьшения напряжения статического полупроводникового преобразователя по сигналу, формируемому трехимпульсным электронным ПДИ-регулятором подачи топлива и воздуха…»; в) «…при работе синхронного дизель генератора в диапазоне статических активных нагрузок менее 50% номинальной и резком набросе значительной мощности измеряют посредством трехимпульсного электронного ПДИ-регулятора подачи топлива и воздуха сигналы статического и динамического приращения этой мощности, согласованно и синхронно форсируют этими сигналами подачу топлива и давление наддувочного воздуха путем того, что воздействуют статическим сигналом на серводвигатель одноимпульсного механогидравлического центробежного регулятора угловой скорости, а динамическим - на систему управления статическим полупроводниковым преобразователем, повышая напряжение последнего и вращающий электромагнитный момент обратимой синхронной электрической машины, работающей приводным двигателем…»; г) «…при работе синхронного дизель-генератора в диапазоне статических активных нагрузок выше 50% номинальной и резком набросе значительной мощности измеряют таким же путем сигналы статического и динамического приращения этой мощности, согласованно и синхронно форсируют этими сигналами подачу топлива и давление наддувочного воздуха путем того, что статическим сигналом воздействуют на серводвигатель одноимпульсного механогидравлического центробежного регулятора угловой скорости и увеличивают подачу топлива, а динамическим - на систему управления статическим полупроводниковым преобразователем, чем понижают ток последнего и тормозной электромагнитный момент обратимой синхронной электрической машины, работающей генератором…», - способствуют в совокупности оптимизации в указанных режимах коэффициента избытка воздуха, более полному сгоранию топлива и уменьшению в продуктах сгорания сажистых ингридиентов. Это, в свою очередь, уменьшает число моточисток дизеля, ТКН и узлов выхлопного тракта и снижает пожароопасность СДГ в целом.In the claimed invention, a number of distinctive features in the aggregate associated with the combined drive TKN and programmed control of its OSEM and SPP in starting, transitional modes of SDG and static modes with a load of less than 50% and more than 50% of the nominal, such as, a) "... and at the same time with the first start of the pneumatic starter at normal operating pressure to start the unexcited synchronous diesel generator, it is accelerated and its turbocharger is boosted by means of its reversible synchronous electric machine in the drive motor mode of the engine without interruption of its operation during possible starter pauses in the air supply, while the rotational speed of the turbocharger of the boost is set such that the coefficient of excess air in the combustion chambers of the launched diesel engine corresponds to the starting supply of the enriched fuel-air mixture ... during a forced program acceleration of unexcited synchronous diesel generator fueled by angular velocity $${ώ}_{\min }$$

to sub-synchronous angular velocity $${ώ}_{P\mathrm{from}}$$

they also control the coefficient of excess air adaptively to the mass of injected fuel by synchronously changing the speed of a turbocharger of a supercharger by means of its reversible synchronous electric machine and its static semiconductor converter, controlled by signals sent to the control system of a static semiconductor converter by a centrifugal angular velocity controller potentiometer kinematically connected to the fuel rail of this centrifugal speed controller ... "; b) “... in the operating mode, with an increase in the static active load on the switched-on synchronous diesel generator as it is received and, accordingly, a continuous increase in the torque developed by the turbocharger of the turbocharger turbocharger, the electromagnetic torque of a reversible synchronous electric machine operating with a drive motor is adequately reduced by reducing voltage of a static semiconductor converter according to a signal generated by a three-pulse electronic PDI-regulator of fuel supply and air ha ... "; c) “... when a synchronous diesel generator is operating in the range of static active loads of less than 50% of the nominal and a sharp surge of significant power, the signals of the static and dynamic increment of this power are measured with the help of a three-pulse electronic PDI regulator of fuel and air supply, and the fuel supply is coordinated and synchronized with these signals and charge air pressure by acting as a static signal on the servomotor of a single-pulse mechano-hydraulic centrifugal regulator lovoy speed, and dynamic - to the static semiconductor converter control system, increasing the voltage of the latter and rotating electromagnetic torque reversible synchronous electric machine, operating the drive motor ... "; d) "... when a synchronous diesel generator is operating in the range of static active loads above 50% of the nominal and a sharp surge of significant power, the signals of the static and dynamic increment of this power are measured in the same way, and the fuel supply and charge air pressure are simultaneously and synchronously boosted by these signals, thereby that a static signal acts on the servomotor of a single-pulse mechanohydraulic centrifugal angular velocity controller and increase the fuel supply, and a dynamic one on the system th control static semiconductor converter, current lower than the latter and the braking moment of the electromagnetic reversible synchronous electric machine working generator ... "- contribute collectively optimize in these modes excess air ratio, more complete combustion and reduction of soot in the combustion products ingredients. This, in turn, reduces the number of diesel engine cleaners, TKN and exhaust tract components and reduces the fire hazard of the SDH as a whole.

Consequently, the combined effect of the distinguishing features a), b), c) and d) reduces the degree of clogging of the combustion chambers of the diesel engine and turbine and the exhaust tract through which the exhaust gases pass, by solid combustion products - soot - and reduces the number of their motor cleaners, resulting in a decrease the complexity of the maintenance of SDG and its fire hazard, i.e. leads to the achievement of a supertotal effect.

The following symptoms are aimed at the same result: e) “... with an economic control criterion, the number of operating generators is introduced based on the calculation of their load of about 80% of the nominal, based on the achievement of the best efficiency of the units, and when the load is higher, they are started by the signal of a three-pulse electronic PDI feed controller fuel and air through the upper-level control subsystem and the remote automated control subsystem of the backup diesel generator, an additional diesel generator, while calculating the average loading one DG through a parallel operation unit and, if the average load on the generator turns out to be 40% of the nominal, it is distributed using three-pulse electronic PDI controllers unevenly in the ratio of 60% to 20% with an accuracy in both directions up to 20% of the nominal power of one SDG, with an average load of LDH at 50% of the nominal - in relation to 70% by 30% with an accuracy of up to 10% in both directions, and with an average load of LDH of 60% and higher - the load is distributed equally with accuracy in both directions up to 15% of the nominal, moreover, the change proportions and its proportions NOSTA produce software and automatically by the signal values of the average current load on a synchronous diesel-generator unit formed of parallel operation; the specified proportions of the load distribution between synchronous diesel generators are periodically changed, in particular, by means of a time relay, switched on and off by the same intermediate relays, and the set values of the accuracy of distribution are controlled automatically, in particular, by means of adjusting resistors installed at the inputs bias amplifiers of three-pulse electronic PDI-regulators for supplying fuel and air, and the same intermediate relays of the parallel operation unit ... ”.

The goal pursued by the alternate loading of parallel working FGDs of less or greater power is that during the period of operation of the FGD with a load of 60% or more, the combustion chambers of diesel engines and their exhaust tracts self-clean from soot due to its burning out when the temperature of the exhaust gases increases . At the same time, a substantiated program-automatic change in the accuracy of load distribution for different set proportions is aimed at achieving a sufficient reduction in the frequency of impacts of electronic PDI controllers on servo motors of the central nervous system - the most stressful part of automated SDH - and extending their service life by saving their life.

помимо использования для остановки операции прекращения подачи топлива посредством стоп-устройства одноимпульсного механогидравлического центробежного регулятора угловой скорости также и за счет одновре-меннго прекращения подачи воздуха со стороны турбокомпрессора наддува путем перевода обратимой синхронной электрической машины посредством системы управления статическим полупроводниквым преобразователем в режим форсированного электрического торможения…» - исключает вращение ТКН в режиме свободного выбега после остановки дизеля и его НМПН, благодаря форсированному электрическому торможению ОСЭМ. Следовательно, указанные признаки защищают подшипники ТКН от сухого трения, чем продлевают их ресурс.8. Distinctive features of the claimed invention - “... when one of the generators is taken out of parallel operation due to low load, the unit unloaded and disconnected from the mains is stopped after a short idling at a sub-synchronous angular speed $${ώ}_{P\mathrm{from}},$$

in addition to using a single-pulse mechanohydraulic centrifugal angular speed controller to stop the operation of stopping the fuel supply by means of a stop device, also due to the simultaneous interruption of the air supply from the turbocharger side of the boost by transferring the reversible synchronous electric machine via the control system of the static semiconductor converter to the forced electric braking mode ... "- excludes TKN rotation in the free-run mode after stopping di ator and NMPN through accelerated electric braking SAMS. Therefore, these signs protect the bearings TKN from dry friction, thereby prolonging their life.

9. The features of the claimed invention - “... upon receipt of a critical failure signal in the remote automated control subsystem of a working synchronous diesel generator, in addition to turning off its generator circuit breaker without preliminary unloading by means of a remote automated control subsystem and stopping the diesel engine through a stop device of a single-pulse mechano-hydraulic centrifugal speed controller, shutting off the fuel supply, and forced electric torus dix turbocharger supercharging by reversible synchronous electric machine, stopping supply of the air and, in the implementation block podprgrammy start ... "- virtually eliminates the likelihood of surge modes turbocharger, since closing the choke valve forced stop accompanied TKN.

Consequently, the use of electric braking of the OSEM when closing the TKN suction tract with an air damper prevents surge in it.

It is significant that a considerable fraction of the kinetic energy stored in the rapidly rotating TSC is not wasted uselessly on heating the bearings (as in a free run-out), but is converted into electrical energy with its recovery in the electrical network.

Partial recovery of electricity is also observed in the following features of the proposed invention: “... when a synchronous diesel generator is operating in the range of static active loads above 50% of the nominal and abrupt ... discharge of significant power in this range of static loads, the fuel supply and diesel boost pressure in the same way and by the same means, they simultaneously and consistently deform ... ”, which increases the braking electromagnetic moment of the ESEM and, accordingly, the recovery energy.

Consequently, the introduced feature - regenerative (regenerative) braking of the TSC during sudden load drops on the FGD and the complete stop of the TSC due to the ESEM during normal and emergency conditions of the FGD - contribute to increasing the efficiency of the generating set.

Thus, the technical task is achieved.

The inventive method of automated control of the SDH is illustrated by the following graphic materials: figure 1 shows a functional diagram of a system of automated control of the SDH and the power plant; figure 2 is a functional diagram of a three-pulse electronic PDI regulator for supplying fuel and air with a parallel operation unit; figure 3 - frequency regulatory characteristics of parallel working SDH with different technical conditions; 4 is a functional diagram of a reactor-capacitor self-synchronization; 5 is a functional diagram of a combined lubrication system of an SDH power station; 6 is a functional diagram of a three-pulse electronic PDI regulator for supplying fuel and air with a parallel operation unit (second example); 7 is a table of captions and the name of the positions shown in the figures.

The method of automated control of a synchronous diesel generator (SDG) is carried out through the following system.

Implementing the inventive method, a four-level automated control system (ACS) of a power plant (control object), consisting of two synchronous generators 1.1 (not shown) and 1.2 (figure 1), driven into rotation by primary engines (diesels) 2.1 and 2.2, respectively (control subobjects) and connected to the tires 3 of the main switchboard (MDB) by means of automatic generator switches 4.1 (figure 4) and 4.2, contains:

- at the 0th level - at each synchronous diesel generator, sensors (not indicated) and actuators, which include a mounted oil pump 5.1 (5.2) (figure 1) with pipelines (not marked) and controlled shut-off valves 6 , 7 respectively on the suction and discharge nozzles and a butterfly valve 8, an oil sump (sump) 9.1 (9.2), a power-independent group electric oil pump (EMF) 10, necessary in case of a revitalization of an idle power plant, with controlled shut-off valves mi 11, 12 on the suction and 13, 14 on the discharge nozzles, a pneumatic starter motor (pneumostarter) 15.1 (not shown) and 15.2, equipped with respectively remotely controlled shut-off valves 16.1 (not shown) and 16.2, 17.1 (not shown) and 17.2 and pressure reducing valve 18.1 (not shown) and 18.2, a gas turbine 19.1 (not shown) and 19.2 and a compressor 20.1 (not shown) and 20.2 turbocharger turbocharger, a reversible synchronous electric machine 21.1 (not shown) and 21.2 connected to the main busbars 3 by means of static semiconductor converter 22.1 (not n kazan) and 22.2, its control systems 23.1 (not shown) and 23.2 and a circuit breaker (not indicated), an air cooler 24.1 (not shown) and 24.2 charge air equipped with a bypass valve 25.1 (not shown) and 25.2, and a device 26.1 and 26.2 the damping of the magnetic field of the generator (figure 4), which is created by the excitation winding 27.1 and 27.2 of the synchronous generator 1.1 and 1.2, respectively;

- at the 1st (regulatory) level - at each SDG the thermostat 28.1 (28.2) (figure 1) of lubricating oil, equipped with a comparator 29.1 (29.2) of the set oil temperature, a single-pulse mechanohydraulic (centrifugal) automatic regulator 30.1 (figure 2) and 30.2 angular velocity, equipped with a servomotor 31.1 and 31.2 remote change of angular velocity and stop device 32.1 (not shown) and 32.2 (figure 1), as well as an automatic regulator 33.1 (figure 4) and 33.2 excitation respectively of a synchronous generator 1.1 and 1.2;

- at the 2nd (generator) level - at each SDG 2.1 and 2.2 (Fig. 1), the remote automated control subsystem (DAU) is 34.1 and 34.2, respectively, the remote start button 35.1 (35.2) and the remote emergency stop button 36.1 (36.2), respectively SDG1 and SDG2, manual switch 37 of the lubrication methods (separate or group) of diesel generators by means of a group-independent EMF 10, power-independent, switch 38.1 (38.2) of remote control of separate oil pumping, respectively, SDG1 and SDG2, through a power-independent EMF 10, t excimple (combined) electronic PDI-regulator 39.1 (not shown) and 39.2 fuel and air supply, block 40.1 (not shown) and 40.2 control executive bodies self-synchronization, block 41 parallel operation of the SDH connected to its inputs with buses 3 main switchboard and with outputs specified three-pulse (combined) electronic PDI-regulators 39.1 (not shown) and 39.2 through the block contacts 42.1 (not shown) and 42.2 generator switches 4.1 (figure 4) and 4.2;

- at the 3rd (upper) level, the power plant automatic control system (ACS) includes the subsystem 43 (Fig. 1) of the upper level control and the operator console 44.

The network voltage sensor 45 connected to the main busbars 3, and the synchronous generator voltage sensors 46.1 (Fig. 4) and 46.2 connected to the generator terminals 1.1 and 1.2, are connected by their outputs to the control units 40.1 and 40.2 of the self-synchronizing actuators and notify of the presence of voltages at the connection points of these sensors. The operator panel 44 (figure 1) contains a switch 47 criteria for controlling the power plant.

The fuel rail 48.1 (not shown) and 48.2 (figure 2) of the corresponding single-pulse mechanohydraulic (centrifugal) angular velocity controller 30.1 (30.2) is kinematically connected to a high-pressure fuel pump (high-pressure fuel pump, not shown) of the corresponding SDH and to the potentiometer slider 49.1 (not shown) ) and 49.2, which is electrically connected to the input of the control system 23.1 (not shown) and 23.2 of the static semiconductor converter 22.1 (not shown) and 22.2, respectively, OSEM 21.1 (not shown) and 21.2. The other inputs of the control system 23.1 (not shown) and 23.2 SPP are connected directly to the outputs “P” and “dP / dt” of the three-pulse (combined) electronic PDI controller 39.1 (not shown) and 39.2 of the fuel and air supply, as well as with the corresponding output subsystem DAU 34.1 (34.2) - figure 1.

In the particular case of using the method, a three-pulse (combined) electronic PDI controller, for example, 39.2 fuel and air supply for SDG2 can be performed as shown in Fig.2. It contains an active current sensor 50.2, a load comparator 51.2 and a signal amplifier 52.2, the output “I” of which is connected to a servomotor 31.2 of a single-pulse mechanohydraulic centrifugal angular speed controller 30.2 through an opening block contact (not shown) of the bus section switch 53, which can be provided in tire construction 3 main switchboards.

The distribution of active loads in the process of parallel operation is performed under the control of the parallel operation unit 41. It consists in the particular case of using the method from the adder 54 of active power signals connected by its inputs to the outputs of the same name "IV" of active current sensors 50.1 (not shown) and 50.2 via block contacts 42.1 (not shown) and 42.2 of generator switches 4.1 (Fig. 4) and 4.2 (FIG. 2), a sensor 55 of the average load P _cf , a sensor 56 of the actual current frequency in the mains, a comparator 57 of the given f _ass and the actual f _{d of} the current frequency, an integrator 58 of signals of the average load P _cf and deviations Δf of the network current frequency , differential device 59, computer of rotors 60, 61 and 62 of the average SDG load level, respectively, at 40%, 50% and 60% of the nominal, intermediate relays 63, 64 and 65, switch 66 of the technical condition of the SDGs, relay 67 and 68 of the technical state, auxiliary relay 69, time relay 70 , 71, 72, 73, adjusting resistors 74, 75, 76, 77, 78 settings.

Moreover, three-pulse (combined) electronic PDI controllers 39.1 (not shown) and 39.2 fuel and air supply in this particular case of the method can be equipped with comparators 79.1 (not shown) and 79.2 of the maximum allowable loads - 80% of the rated power (Fig. 2) . And can be without them, as shown in Fig.6. All the claimed and shown three-pulse electronic PDI controllers are equipped with time delays 80.1 (not shown) and 80.2 of the current static load signal P, and their amplifiers 52.1 (not shown) and 52.2 - with control resistors 81.1 (not shown) and 81.2, designed to change the values bias voltage.

Blocks 40.1 and 40.2 control executive bodies of self-synchronization and their communication can be performed as shown in figure 4. The executive bodies of the reactor-capacitor self-synchronization include the limiting reactor 82, connected on one side to the busbars 3 of the main switchboard, and on the other hand to the terminals of the generators 1.1 and 1.2 through the contacts of auxiliary contactors 83.1 and 83.2, respectively, the capacitor battery 84 connected to the busbars 3 of the main switchgear by means of contactless , for example, a thyristor circuit breaker 85. To measure the load current of the generators 1.1 and 1.2, current transformers 86.1 and 86.2 of their automatic excitation regulators 33.1 and 33.2 are used, respectively. The magnetization device of synchronous generators 1.1 and 1.2 includes bias contactors 87.1 and 87.2, respectively, connecting a common battery 88 to the excitation windings 27.7 and 27.2 of synchronous generators.

Figure 5 shows another, namely a special case of using the method, an example of execution and use of the integrated lubrication system of synchronous diesel generators of a power plant. It differs from the first example, as a general case (Fig. 1), in that two mounted oil pumping pumps (NMPN) are hung on the crankshaft of each SDG, of which the oil pumping pumps 5.1 (5.2) are standard (main), and the pumps 89.1 ( 89.2) - auxiliary, designed for continuous pumping of the lubrication system of the “standby” FGD due to the energy of the working FGD. In this case, an isolation coupling 90.1 (90.2) is installed between the drive shafts of the standard and auxiliary pumps. Auxiliary heat exchangers 91.1 (91.2) are located in front of the suction cavities of both NMPNs, which serve to cool the hot oil of the working SDH and at the same time to utilize its heat by heating the cold oil of the “standby” SDH. Accordingly, the inlet pipes (not shown) of the auxiliary heat exchanger are connected to the hot oil pipelines of the working SDH and the cold oil pipelines of the “on-duty” SDG, and its output pipes (not shown) to the suction cavities of both pumps. The controlled shut-off valve 92.1 (92.2) and throttle valve 8 are used to control the flows of heated lubricating oil of the “standby” LDG. Since the starting pressure in the lubrication system of the “standby” SDG is lower than the working pressure of the working SDG, an auxiliary NMPN 89.1 (89.2) can be installed less performance.

Moreover, the parallel operation unit 41 (Fig. 2) in the particular case of the method execution also contains a subunit of the output of the LDH from parallel operation at their low load. It consists of a low-load comparator 93, tuned to a setpoint of 35% of the rated power by an adjustment resistor 94. The output circuit of this comparator includes sequentially closing block contacts of the generator switches 4.1 and 4.2. The parallel operation unit 41 also includes executive relays 95 of increased reliability and relays 96 of the maximum reliability of the power supply of the facility. They receive power through a switch 47 criteria for controlling the power plant when setting it in the second and third positions, respectively.

The method of automated control of SDHom as part of an automated power plant is as follows. The full cycle of the SDH operation is divided into four modes: the maintenance mode in the state of "standby" readiness to start and accept the load ("hot standby", "stand by"), the commissioning mode, the operating mode of autonomous (single) operation and the parallel operating mode work. Accordingly, the SDH management process is divided into four subprocesses. Management of SDH in turn in each of these subprocesses separately is carried out in the following order.

1. Management of a synchronous diesel generator in the mode of maintaining "standby" readiness ("hot standby", "stand by")

For example, the current load of the power plant is provided by the working synchronous diesel generator SDG1 (Fig. 1): 1.1 (not shown) - 2.1, and the “duty” is the synchronous diesel generator SDG2: 1.2-2.2. The standby mode of the synchronous diesel generator in reserve is set using the sequence switch (not shown) installed on the operator panel 44. By means of subsystem 34.2 of the DAU, the “standby” synchronous diesel generator 1.2-2.2 is maintained in the standby state, for which preparatory operations: pump diesel 2.2 through appropriate thermostats - fresh water (not shown) and oil 28.2 - with heated lubricating oil and fresh water, periodically blow compressed air into the start-up air pipeline cylinders diesel from condensing moisture periodically crank crankshaft and retain its generator 1.2 unexciting.

At the same time, the “standby” SDG2 is pumped with lubricating oil using an attached oil pump, for example, 5.1 working diesel 2.1. To do this, the signal sent by subsystem 34.2 of the DAU opens the controlled shut-off valves 6 and 7, take the oil by means of the pump 5.1 of the working diesel generator SDG1 from the crankcase 9.2 of the “on-duty” SDG2 and feed it through the throttle valve 8 and thermostat 28.2 to the lubrication system of the “on-duty” SDG2 . On the suction pipe of the mounted oil pump 5.1, two streams of lubricating oil — hot from the working SDG1 and cold from the “standby” SDG2 — are mixed, cooling the first and heating the second flows of lubricating oil, so that additional cooling of the first stream in its standard oil cooler (not shown), pumped overboard water, and heating of the second stream is not required. For this reason, energy savings are obtained in these two process steps. Energy is also saved due to the fact that they do not use the day of pumping the “standby” SDG2, a group-independent EMFN, which is independent in nutrition, 10. At the same time, the resource of this EMF is also saved. The starting oil pressure in SDG2 is maintained below the working pressure in SDG1, for which heated oil after the oil pump 5.1 is passed through the throttle valve 8. The “standby” SDG2 is pumped continuously, as a result of which the lubricating oil pressure in it is kept constant, without pulsations. In this mode of lubrication, all the gaps between the rubbing joints are filled with oil, excluding the possibility of dry friction during the sudden start of the “standby” SDG2.

The disadvantage of the described method of lubricating the “standby” SDH is the need to mix the oils of the working and “standby” units, and the possibility of transferring impurities from the crankcase of one SDH to the lubrication system of another. More economical in resource is the second example of the same pumping method, which serves as a special case of a method that is devoid of this drawback (Fig. 5). It consists in the fact that in the “hot standby” mode, the diesel engine 2.2 of the “standby” SDG2 is lubricated continuously through the controlled shut-off valves 6.2, 7, 92.2 and the throttle valve 8 heated with oil from another one connected by the coupling 90.1 (auxiliary), opened by means of the 34.2 DAU subsystem NMPN 89.1 of diesel 2.1 of the working diesel generator SDG1, which is taken from the crankcase 9.2 of the “on-duty” diesel 2.2, cold oil is passed through the coil of the auxiliary heat exchanger 91.1 of the working diesel 2.7, through which the first (main) NMP 5.1 is pumped hot the working diesel oil 2.1 taken from the crankcase 9.1 of the working diesel 2.1 is disposed of due to the heat of the hot lubricating oil of the working diesel 2.1 and cooled with a stream of cold oil of the “standby” diesel 2.2, the flow direction of the hot and cold oils in the auxiliary heat exchanger 91.1 . Additional cooling of the oil of the working diesel 2.1 in its standard oil cooler (not shown), regularly pumped with seawater, is not required. Also, additional heating of the oil of the “standby” diesel 2.2 is not required in its standard oil heater (not shown). Moreover, this pumping method is used only when transferring the backup SDG to the “Hot Standby” mode (“stand by”, “standby”). If there is no need to put one of the FGDs on “standby” in the current mode of the power plant and if the auxiliary NMPN 89 needs to be working on the working FGD, it is taken out of operation by means of the isolation coupling 90, and the valves on the oil pipelines are closed.

The oil temperature of the “standby” diesel 2.2 in both cases of maintaining its readiness is regulated by thermostat 28.2 (Fig. 1, Fig. 5) corresponding to the idle mode of the unit, as well as the temperature, pressure and humidity of the ambient air. This temperature T _{back m is} set by the subsystem 34.2 DAE on duty SDG2 (after processing the signals of its respective sensors, not shown) and compared with the actual oil temperature T _{d m} in the crankcase 9.2 using the comparator 29.2

Along with oil pumping, the “on duty” SDG2 is heated and pumped in a similar way and according to a similar scheme (not shown) its rubbing space by cooling fresh water of the working diesel generator SDG1.

In addition to these operations, the diesel engine 2.2 is cranked periodically and the oil film is maintained on those rubbing surfaces where the penetration of oil from a stationary "standby" diesel engine is difficult. To do this, at intervals specified by the program, according to the signals generated by the DAU subsystem 34.2, start air is supplied through the controlled shut-off valve 16.2 and the pressure reducing valve 18.2 to the air motor 15.2 (Fig. 1). Due to the low angular velocity of this engine, obtained by lowering the air pressure, produce 1-2 slower turns.

To prevent the formation of condensate in the starting air pipelines (not marked) and cylinders (not marked) of the idle 2.2 engine, according to the signals generated by the SDH2 duty subsystem 34.2 DAU software program, they are periodically purged with compressed air in the known way through the same system through a purge valve (not shown) )

Throughout the entire "standby" mode of SDG2, its field coil 27.2 (Fig. 1, Fig. 4) is kept short-circuited by means of a magnetic field damping device 26.2 of the generator. This excites the idle synchronous generator 1.2 and keeps it unexcited during the startup process, up to connecting to the 3 busbars of the main switchboard, which are energized.

2. Management of SDG in commissioning mode

Upon receipt of a start command, for example, by pressing the remote start button 35.2 (Fig. 1), or, in a particular case, by the signal "load 80% of the rated" (Fig. 2) generated at the V output of a three-pulse (combined) the electronic PDI-regulator 39.1 of the working SDG1 and sent to the upper-level control subsystem 43 in the direction of the arrow “c”, they immediately start (provided that the starting pressure of the lubricating oil is normal and the generator 1.2 is not excited, respectively controlled by a pressure sensor (not shown) and a sensor voltage generator Ora 46.2 to the first attempt to disperse the “standby” diesel 2.2 with a pneumatic starter 15.2. To do this, on the “Start” command of subsystem 34.2 DAU, open the controlled shut-off valve 16.2 and bypass 17.2 valves and supply compressed air with normal working pressure for 15.2 for 2-3 seconds. with this, it also opens the bypass valve 25.2 on the air cooler 24.2 (in cold weather, if the ambient temperature in the engine room is below normal) and, acting on subsystem 34.2 of the DAE, control the static semiconductor control system 23.2 Element 22.2, include OSEM 21.2 in the drive motor mode. Diesel 1.2 and a turbocharger of boost 20.2 are accelerated: the first - by means of a pneumatic starter 15.2 to the minimum angular speed ω _min , at which its stable operation on fuel is possible, and the second - by means of ОЭМ 21.2 to an angular speed at which the optimal coefficient of excess air at the moment of injection of the first portions of fuel into the combustion chambers of diesel 2.2 to form an enriched fuel-air mixture.

If this attempt is unsuccessful, make a break in the operation of the pneumatic starter for 2-3 s, for which, on the command of subsystem 34.2 of the DAE, the valves 16.2 and 17.2 are closed without interrupting the operation of the turbocharger 20.2 of the boost and without closing the bypass valve 25.2. Then, in the same sequence, a second acceleration attempt is made by a pneumatic starter 15.2, and in case of failure, then after a second pause - and a third similar attempt. In case of failure to start from the third attempt, the DAU subsystem 34.2, which controls the number of start attempts, switches on the fault signaling in a known manner and enters the fault protection routine. Such a development is possible, but unlikely.

As a rule, a well-prepared start-up SDG2 with a well-organized start-up process (confident acceleration to ω _min , optimally selected initial temperatures of lubricating oil and cooling fresh water, as well as the necessary optimally selected ratio of the first portion of the fuel-air mixture) are guaranteed with probability close to one, start on the first try. After stable ignition of the combustible mixture (i.e., after acceleration to an intermediate angular velocity ω = ω ₁ ), by means of the DAE subsystem 34.2, the controlled shut-off and bypass valves 16.2 and 17.2 synchronously close (turn off the starter 15.2), close the bypass valve 25.2 (turn on charge air circuit, air cooler 24.2), close the controlled shut-off valves 6 and 7 (or 6.2, 7 and 92.2 in FIG. 6) on the oil pipelines of the NMPN 5.1 (Fig. 1) of the working diesel 2.1, as they switch to the pumping of lubricating oil through their NMPN 5.2 introduced SDG2, azgonyayut its diesel 2.2 in known manner to subsynchronous angular velocity ω _ps due to accelerated program forcing fuel with subsequent deceleration by the function-pulse mehanogidravlicheskih (centrifugal) controller 30.2 of the angular velocity and change synchronous coordination with fuel supply excess charge air ratio due to exposure to the speed of the OSEM 21.2 of the turbocharger 20.2 by means of a static semiconductor converter 22.2 and its control system 23.2, on which w impact signal from the potentiometer removable 49.2 (2), the movable contact of which is connected kinematically to the fuel rail 48.2.

After the SDG2 reaches the angular velocity ω _ps , a time delay of 2–4 s is made so that all the working parameters of the SDG2 are normal. Along with this subsystem 34.2 DAE (figure 1) establish a new, higher setpoint temperature of the lubricating oil T _{ass m} , which is sent to the comparator 29.2 preset oil temperature of thermostat 28.2. Similarly, the set value of the temperature of the cooling fresh water T _{ass is} changed, which is sent to the comparator (not shown) of the set temperature of the fresh water thermostat. Both thermostats support the new setpoint operating temperatures.

After the specified delay has elapsed, subsystem 34.2 DAUs are connected to those sensors (not shown) that are turned off for the duration of parking in order to prevent their false operation. From this moment, they begin to implement in a known manner the well-known private subprogram "Monitoring of operating parameters and protection against malfunctions." This completes the preparation of SDG2 for inclusion and proceeds to the subroutine for its inclusion in the power grid.

To do this, synchronously check by means of the voltage sensor 45 of the mains voltage (Fig. 4) the presence and value of voltage on the buses 3 of the main switchboard. Information about this voltage is sent to the input "b" of the block 40.2 control executive bodies of self-synchronization. In this case, the subroutine for turning on the SDH2 into the power grid can proceed, in the particular case, according to different algorithms depending on the initial conditions. In the absence of voltage in the mains, based on the information of the sensor 45, they act on the self-synchronizing actuator control unit 40.2 (Fig. 1, Fig. 4) (the signal at its output "e") on the generator magnetic field damping device 26.2 and connect an excitation coil 27.2 synchronous generator 1.2 to its automatic regulator 33.2 excitation, and a signal at the output of "g" - connect the same winding to the biasing source 88 (figure 4) through a magnetization contactor 87.2. Due to this, the generator 1.2 is magnetized and then self-excited through its ARV 33.2. At the same time, when the voltage of the generator 1.2 is increased to 85% of the rated voltage, which is measured by the generator voltage sensor 46.2, the generator switch 4.2 is turned on by the signal generated at the output "g" of the control unit 40.2 for the self-synchronizing actuators. After the circuit breaker 4.2 is closed by its block contact (not shown), a signal of zero is sent to the input “h” of the control unit 40.2 of the self-synchronizing actuators, which turn off the power to this unit, and thereby open all control circuits (not shown).

If, on the basis of the information from the sensor 45, there is a voltage on the main busbars 3 of the main switchboard, then the reactor-capacitor self-synchronization subroutine is executed by means of the self-synchronizing executive control unit 40.2 and turned on in this particular case in the following sequence. A single signal taken from its output “and” act on the servomotor 31.2 and increase the angular velocity of the SDG2 to a super-synchronous value ω _cc . After that, with the help of single signals at the outputs “c”, “e” and “e” of the self-synchronizing actuator control unit 40.2, the following simultaneous actions are performed respectively: a) turn on the auxiliary contactor 83.2, connect the unexcited generator to the busbars 3 of the main switchgear through the limiting reactor 82; b) connect the capacitor bank 84 to the same buses 3 of the main switchboard by means of a non-contact thyristor switch 85 in the optimal phase of the mains voltage; C) switch the device 26.2 damping the magnetic field of the generator 1.2 its winding 27.2 excitation on its own automatic controller 33.2 excitation. At the same time, in the synchronizing circuit formed by the anchor windings of the generators 1.1, 1.2 and the limiting reactor 82, a surge in the equalizing current occurs. The value of this current, having an inductive character, is limited by the resistance of the limiting reactor 82 to an acceptable value. The surge current of the generator 1.2 is measured by a current transformer 86.2 of its ARV 33.2 and with its help they send a forced current to the excitation winding 27.2 of this generator, providing a forced rise in voltage of the generator 1.2. Thereby, a forced synchronizing electromagnetic moment is created on its shaft, and by means of it, the rotor (not shown) of the generator 1.2 is pulled into synchronous rotation with the rotor (not shown) of the generator 1.1 of the working SDG1. The capacitor bank 84 connected to the terminals of the running generator 1.1 compensates for the inductive equalizing current of the generator 1.1 by its capacitive current, thereby reducing the value of the voltage dip at the terminals of this generator and the 3 main buses. With a time delay of about 0.5 s, the signal "zero" generated at the output "e" of the block 40.2 control executive bodies of self-synchronization, the capacitor bank 84 is turned off. After another 0.5, with the single signals generated at the outputs “g” and “e” of the self-synchronizing actuator control unit 40.2, the generator switch 4.2 and the re-capacitor bank 84 are turned on. An inductive surge current reappears in the synchronization circuit, from which this moment is excluded automatically limiting the reactor 82, re-compensation of this current by the capacitive current of the capacitor bank 84 and re-boosting the excitation current of the generator 1.2 by means of a current transformer 86.2. As a result, the rotor generator 1.2 finally enters into synchronism with respect to the rotor of the working generator 1.1 SDG1. The zero signal sent by the opening blocking contact (not shown) of the switch 4.2 to the input “h” of the self-synchronizing actuator control unit 40.2 removes power from this device, thereby disconnecting the limiting reactor 82 circuit with auxiliary contact 83.2 and turning off the capacitor bank 84 again. Subprogram connecting the generator to the buses 3 main switch on this end.

Next, they either load a single-working SDG2: 1.2-2.2, or enter it into parallel operation with a working SDG1: 1.1-2.1.

3. Management of SDG in an autonomous (single) operating mode

After turning on the SDG2 to de-energized buses, it is loaded by alternately connecting power receivers (not shown) to the 3 main switchboards. The increasing load is measured, in particular, by means of an active current sensor 50.2 (FIG. 2) of a three-pulse (combined) electronic PDI controller 39.2 for supplying fuel and air. At the same time, changes in the static and dynamic load of SDG2 by this regulator respond automatically differently.

With a sudden surge in power of a large receiver, called a perturbation, signals are generated using such a three-pulse (combined) electronic PDI controller 39.2 of fuel and air supply, which creates, in particular, high-speed signals of load increment: U ₁ = f ₁ (ΔР) - at the output its load comparator 51.2, and U ₂ = f ₂ (dP / dt) - at the output of its active current sensor 50.2, which appear respectively at the outputs "I" and "II" of this PDI controller. These signals act synchronously: the first signal is on the servomotor 31.2 of a single-pulse mechanohydraulic (centrifugal) fuel supply regulator 30.2, and the second signal is on the control system 23.2 of the static semiconductor converter 22.2 of the reversible synchronous electric machine 21.2. The increment of the load ΔР is defined as the difference between the signals of a given power and the current load of SDG2: ΔР = P _ass -P ₂ . The signal P _{ass is} generated in the parallel operation unit 41, in particular, by the integrator 58 as the sum of the average power signal P _cf , which is measured, in particular, by the average load sensor 55, and the network current frequency deviation signal Δf (it is obtained as the difference between the values of the given current frequency f _ass and the actual frequency f _d current network available at the output, in particular, the sensor 56 of the actual current frequency), which form a comparator 57 of the current frequency.

In connection with this, the servomotor 31.2 of the single-pulse mechanohydraulic (centrifugal) angular velocity controller 30.2, kinematically connected to the fuel rail 48.2 of the high-pressure fuel pump (not shown), forces the fuel supply. In this case, the slider of the potentiometer 49.2 is moved with the fuel rail, which rehearses the signal of the derivative dP / dt, which previously came from the output "II" to the control system 23.2. Influencing the latter on SPP 22.2, increase with some anticipation (due to the greater inertia of TKN 20.2) the voltage at the terminals of the OSEM 27.2, its torque and the speed of rotation of the turbocharger 20.2 boost. Due to the increased productivity of the latter, the charge air pressure is increased simultaneously and in concert with the forced fuel supply. They get complete combustion of fuel without smoke exhaust and with a low content of harmful combustion products. This consistency and synchronism of these two operations makes it possible to increase the degree of boosting the fuel supply by appropriate tuning of the three-pulse electronic PDI controller. Due to the greater degree of acceleration of the supply of the combustible mixture and better combustion (oxidation) of the fuel vapor, a greater increment in the diesel torque and its faster response to disturbance are obtained. Indicators of the quality of electricity - a dip in the frequency of the current and its recovery time - are thereby improved.

As the static load on SDG2 increases, the parameters of the diesel exhaust gases — mass, temperature, pressure — increase. The composition of these gases also changes - the proportion of fractions forming soot decreases. Due to this, increase the torque developed by the utilization gas turbine 19.2 turbocharger 20.2 boost. In order not to overdose the charge air supply to the combustion chambers under these conditions, the torque created by the OSEM 21.2 in the mode of its operation by the drive engine is simultaneously reduced inversely with the increase in the static load on the SDG2. For this, at the end of the transition period caused by the load surge and controlled, in particular, by the delay element 80.2, the PDI controller 39.2 measures, in particular, the static component of the current power P _{2 of the} generator 1.2 by means of the active current sensor 50.2 of this three-pulse electronic PDI controller, determined at its output «III» signal value U ₃ = f ₃ (P _2), they act on the system the CPR 23.2 22.2 control, lowering the voltage at the terminals 21.2 SAMS reduce thereby its torque and is set a value portions you rotation turbocharger 20.2, which derives the optimal ratio of "fuel-air" mixture to the current static load.

When the static load of SDG2 becomes approximately 50% of the nominal, the gas turbine 19.2 of the turbocharger 20.2 is able to independently provide the diesel demand for charge air, and when the load of the SDG is more than 50% of the nominal, its performance becomes redundant. In order to maintain the optimum ratio of the fuel-air mixture in this range of static loads of SDG2, the load current of the OSEM 21.2 is measured using an idle sensor (not shown), the signal of which is sent to the control system 23.2 of the SPP 22.2. When the OSEM current is zero, the SPP is switched to inverter mode, as a result of which the OSEM 21.2 is transferred from the motor to the generator mode. From this moment, due to the change in the sign of the electromagnetic moment of the OSEM from the motor to the brake, the turbocharger shaft 20.2 of the boost is braked and the required performance is established from it. Electricity produced by OSEM 21.2 in the generator mode due to the disposal of excess exhaust gas of diesel 2.2 is sent to the electric network through its regular power supply, matching the current frequencies of the OSEM 21.2 and the main generator 1.2 through SPP 22.2. Due to the utilization of part of the heat of the exhaust gases into electrical energy, the SDG2 efficiency is increased.

With a sudden surge in power of a large power receiver in the range of static LDH loads of more than 50% of the nominal signal U ₂ = f ₂ (dP ₂ / dt), the dynamic load increments act with some lead on the control system 23.2 of the static semiconductor converter 22.2 of the ОЭМ 21.2. Another signal U ₁ = f ₁ (ΔР) of the static load increment, formed, in particular, by the load comparator 51.2 of the three-pulse (combined) electronic PDI controller 39.2 and sent to the amplifier, in particular, 52.2 and further to the servomotor 31.2, by which, moving the fuel rail 48.2, increase the fuel supply. At the same time, the fuel rail through the slider of the potentiometer 49.2 rotated by it continues to act on the control system 25.2 of the SPP 22.2 in the same direction as the signal U ₂ = f ₂ (dP / dt) and increase the charge air pressure in a synchronized manner due to that this system reduces the current of the OSEM 21.2 operating in the generator mode, reduces its electromagnetic braking torque, which causes an increase in the speed of the turbocharger 20.2 of the boost and its productivity. At the end of the transition period of the load reception by the main synchronous generator 1.2, the increment of its static load U ₃ = f ₃ (P ₂ ), formed by a three-pulse (combined) electronic PDI controller 39.2 at the output "III" and sent to the same executive bodies of the OEM, re-increase the current of the generator load of the latter and generate power exceeding its value in the previous static mode. This is explained by the fact that after the diesel generator 1.2-2.2 receives an additional load, the mass, temperature and pressure of its excess (utilized in electricity) exhaust gases increase.

When the static load of SDG2 becomes equal to 80% of the nominal, in the particular case of the method, comparator 79.2 of the load (figure 2), configured to operate at a setting of 80% of the rated power, a three-pulse (combined) electronic PDI controller 39.2 is formed at its output "V" signal of maximum permissible load P _{add. mak} , which is directed (along the arrow "b") into the subsystem 43 of the upper level control (Fig. 1). The latter generates, according to a well-known algorithm, a command to commission an additional generator unit, for example, SDG1, which it sends to its subsystem 34.1 DAU. This subsystem implements the commissioning of SDH1 in the sequence described above.

Figure 6 shows another particular example of a method for generating the same signal of the maximum allowable load P _{add. mak} by means of the average load comparator 79 of the parallel operation unit 41, configured to operate at a setting of 80% of the rated power. When it is triggered, its signal is sent along the arrow "b" to the same subsystem 43 of the upper level control. In this example, the total number of load comparators with a setpoint of 80% is reduced to one, since they are no longer required in the three-pulse (combined) electronic PDI controllers 39.1 and 39.2.

A similar command to commission additional SDG is sent (regardless of the current load level of the working SDG) when switching to such criteria for controlling a power plant as increased reliability of power supply to the facility and maximum reliability of its power supply. The control criteria are set either by the switch 47 (FIG. 1) of the power plant control criteria on the operator panel 44, or it is changed programmatically by the parallel operation unit 41 in accordance with the current operating conditions of the power plant. The switch 47 has four positions, which correspond to four control criteria: economic (position "1"), increased reliability of power supply (position "2"), maximum reliability of power supply (position "3") and environmental (position "4").

4. Management of synchronous diesel generators in parallel operation with different control criteria

Upon completion of the reactor-capacitor self-synchronization of the additionally introduced SDH, for example, SDH1, they begin to distribute the active load in accordance with the specified criterion for controlling the power plant while maintaining a given current frequency (figure 2).

Under the economic criterion (switch 47 is in position “1”), synchronous diesel generators are controlled to minimize fuel consumption, minimize emissions of carbon dioxide (greenhouse) gas into the atmosphere, and minimize labor costs for their maintenance. For example, if the object of power supply is a vessel, this criterion is assigned during the course in the open sea under normal weather and navigational conditions. This criterion corresponds to the smallest number of working SDGs under current conditions that load at (75-80)% of rated power when they operate at the best efficiency. With an increase in the load of LDH to P _{add. mak} introduce additional LDH using a three-pulse (combined) PDI controller, top-level control subsystems and DAUs and a parallel operation unit. In particular, the average load on one SDG, which immediately after entering the additional unit will be about 40% of its rated power, is determined by the average load sensor 55 of the parallel operation unit 41. The conditions of fuel combustion with such a load become worse even with combined boost. Therefore, according to the signal, in particular, of the load comparator 60 of the unit 41, which is configured to operate at an average load of 40% of the rated power, an intermediate relay 63 is turned on, with the help of which three-pulse (combined) electronic PDI controllers 39.1 (not shown) are translated and 39.2 supply of fuel and air respectively SDG1 and SDG2 to the control sub-criterion, which aims to minimize carbon formation in the exhaust tract of diesel engines. This corresponds to a periodically changing load distribution between these FGDs in the ratio of 60% to 20% of their rated capacities.

This operation is performed, in particular, by partially shunting the adjustment resistors 77 and 78 of the settings in the parallel operation unit 41 by means of the contacts of the time relays 70 and 71 operating in the pulse-pair mode, which are triggered when the intermediate relay 63 is activated. Thus, the comparators 51.1 and 51.2 loads in three-pulse (combined) electronic PDI-regulators 39.1 and 39.2 send signals P _set1 (60%)> P _set2 (20%). After a specified time delay in relay 70, for example, 30 minutes, the nature of the ratio of this distribution is reversed, and after another 30 minutes they return to their previous state due to time relay 71, after which the cycle is repeated. Under such a regime of alternating levels of loading of FGDs, their combustion chambers are self-cleaning (soot burning) during the period when the FGM is loaded at 60% of its rated power. With this sub-criterion for controlling the parallel operation of the SDH, the number of their motor cleaners and TKN gas turbine cleanings is minimized, and the likelihood of soot igniting in their exhaust tracts and their burning out is reduced.

When the average load on the diesel generator increases to 50% of the nominal proportion, they are changed to a ratio of 70% to 30% due, in particular, to an average load comparator 61, an intermediate relay 64 and a time relay 72 and 73. In this case, the average load comparator 60 is 40 %, as well as relays 63, 70 and 71 turn off.

With an increase in the average load on the FGD up to 60% of the rated power, they switch to control according to the subcriteria of the maximum dynamic stability of the parallel operation of the FGCs, which corresponds to a uniform distribution of the total load of the power plant between the units. This operation is performed, in particular, by the middle-load comparator 62 and the intermediate relay 65, which turn off the other middle-load comparators 63 and 64 and completely shunt the adjustment resistors 77 and 78 of the settings, as a result of which three-pulse (combined) PDI controllers load comparators 51.1 and 51.2 the fuel and air supply send the same signals P _back1 = P _back2 .

At the same time, for shipboard FGDs, the permissible error in the accuracy of the distribution of capacities in the range of average loads of 40% P _n and less is increased from ± 15% (the requirement of the Rules of the Russian Maritime Register of Shipping (RMRS) for objects of marine infrastructure) to ± 20% of the nominal capacity of the FGD, P _cf ≥ 50% P _{n the} error is automatically reduced to ± 10% of the rated power, and at P _cf ≥ 60% P _{n the} error is set to ± 15% of the nominal, as required by the RMRS Rules for a uniform distribution of loads. Moreover, the transition to a control accuracy of 20% is dictated by the need to reduce the operating voltage of servomotors 31.1 and 31.2 of single-pulse mechanohydraulic central control systems and to save their relatively small resource when interacting with three-pulse (combined) electronic PDI-regulators of fuel and air supply, and reducing the error to 10% is aimed to limit the number of launches of additional FGDs by the signal R _{add poppy} during their operation with a load of 70% of rated power, which also saves the resource of the latter. The permissible error control program is performed by intermediate relays 63, 64 and 65, which are shunted differently, in particular, the control resistors 81.1 and 81.2 and they change the bias voltages at the inputs of the amplifiers 52.1 and 52.2 of three-pulse (combined) electronic PDI regulators 39.1 and 39.2 of the fuel supply and air.

, $$P_2^2$$

, $$P_2^3$$

и т.д. Если изношенным окажется другой агрегат - СДГ2, то переключатель 66 технического состояния блока 41 параллельной работы переводят в положение «2», подавая питание, в частности, на реле 68 технического состояния и вспомогательное реле 69. Ими действуют так же, как и посредством реле 67 и 69, но только по отношению к СДГ2.When controlling the parallel operation of the FGDs, of which one is in the worst technical condition, according to the economic criterion, a more worn-out diesel generator is loaded due to the parallel operation unit 41 (and when the latter interacts with the three-pulse (combined) electronic PDI controllers 39.1 and 39.2, respectively, of the SDG1 and SDG2) with such power that it is able to develop at a given current frequency (angular velocity), and the rest of the current load of the power plant is transferred to a technically more operational unit. This subroutine is executed in the following sequence. In particular, the switch 66 of the technical condition of synchronous diesel generators of the parallel operation unit 41 is set to one of the extreme positions indicating a worn diesel generator, for example, for SDG1, position “1”. This includes, in particular, the relay of technical condition 67 and the auxiliary relay 69. By means of the opening contact, the relay 67 disconnects the amplifier 52.1 (not shown in FIG. 2) from the worn SDG1 from the servomotor 31.1 of its single-pulse mechanohydraulic central nervous system 30.1. Thereby, SDH1 is transferred to the static regulatory frequency response 7 (FIG. 3). One closing contact of the relay 67 (Fig. 2) shunts the fully adjustable resistor 78 of the settings, and the other connects the output of the active current sensor 50.1 of the worn-out SDH1 through the block contact 42.1 (not shown) to the input, in particular, of the differentiating device 59 of the parallel operation unit 41 . Relay switching contact 69 of the auxiliary input, in particular, integrator 58 of the same block is switched to the output of the differentiating device 59. Now, in the integrator 58 the signals are summed signal U _Δf mains current frequency error signal with the computed difference throughout the total load power obtained by the adder 54 of active power signal , and the current load of the worn-out SDG1. That is, at the output of the signal integrator 58, a signal U ₅₈ = U _Δf + (U _{∑ P} -U _P1 ) is _received , which, when the resistor 78 is shunted, is sent to the input of the load comparator 51.2 of the working generator SDG2 as a signal of the driving power P _ass . Due to this, ensure the functioning of normal SDH2 on the astatic regulatory characteristic 2 (figure 3). Then, by manually acting on the servomotor 31.1 (FIG. 2) of the worn-out SDG1, its regulatory frequency response 1 (FIG. 3) is shifted to a position corresponding to its potential load P ₁ = const. From this moment, the SDG1 diesel generator develops at this current frequency f _n only this power, and changes in the power plant load are perceived by a working SDG2 unit: $${\mathrm{<figure-callout\; id="2"\; label="P"\; filenames="00000025.png,00000026.png"\; state="\{\{state\}\}">P</figure-callout>}}_2^{\mathrm{one}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="P"\; filenames="00000025.png,00000026.png"\; state="\{\{state\}\}">P</figure-callout>}}_2^2$$

, $${\mathrm{<figure-callout\; id="2"\; label="P"\; filenames="00000025.png,00000026.png"\; state="\{\{state\}\}">P</figure-callout>}}_2^3$$

etc. If the other unit turns out to be worn out - SDG2, then the switch 66 of the technical condition of the parallel operation unit 41 is put into position “2”, supplying power, in particular, to the relay 68 of the technical condition and auxiliary relay 69. They act in the same way as through relay 67 and 69, but only in relation to SDG2.

With a decrease in the average load of parallel working FGDs, in particular, to 35% of the rated power or less (under economic and environmental criteria for controlling the power plant), the operation of generator sets becomes uneconomical due to the increased specific fuel consumption and irrational consumption of the motor resource of FGD, as well as non-environmental due to incomplete combustion of fuel. At this level of developed power, in particular, the low-load comparator 93 (Fig. 2, Fig. 6) of the parallel operation unit 41, which operates at a load level of 35% of the nominal, switches to the position at which a single signal is generated at its output along the arrow "g" in the subsystem 43 of the control of the upper level (figure 1). With this signal, this subsystem launches the well-known program for outputting one of the SDH from parallel operation, for example, SDG2. After the generator switch 4.2 (Fig. 2, Fig. 6) of the generator 1.2 is turned off by its normally open block contact 4.2, the output circuit of the low-load comparator 93 is opened, which excludes the possibility of decommissioning a single-working SDG1 in case of reducing its load to 35% of the nominal. With the adjustment resistor 94, this switching setting of the low load comparator 93 can be changed. Also, the comparator 93 of the average load is blocked at 35% of the rated power during the parallel operation of the LDH and when the average load level is increased to 40% of the nominal and higher by means of the intermediate relay 63 of the comparator 60 of the parallel operation unit 41.

Management of the parallel operation of SDGs according to the criteria for increased and maximum reliability of power supply to the facility is carried out according to well-known algorithms. The increased reliability criterion - position "2" of the switch 47 of the power plant control criteria (Fig. 1, Fig. 2, Fig. 6) - is used to increase the degree of responsibility of the power plant mode (for example, the maneuverability of the vessel), and the criterion for maximum reliability of power supply is the " 3 ”of the same switch - is introduced in an emergency situation at the facility, for example, in the struggle for its survivability (fire, landing of the ship aground, water entering the hull, etc.). The load between the parallel working FGDs under these criteria for controlling the power plant is distributed in proportion to their nominal capacities, in the particular case equally, if the nominal capacities of the FGCs are the same. This load distribution guarantees the greatest dynamic stability of the parallel operation of the FGD, which corresponds to the content of these control criteria. In the indicated positions of the switch 47, power is supplied to the executive relay 95 with increased reliability of power supply (FIG. 2, FIG. 6), the closing contact of which immediately sends a signal to the start of an additional backup SDG to the upper level control subsystem 43. The two other make contacts of this relay 95 completely shunt the adjustment resistors 77 and 78 of the settings in the parallel operation unit 41. At the same time, with the normally closed contact of the executive relay 95, all medium load comparators are turned off (blocked), with the exception of the comparator of the maximum permissible load of 80% of the rated load. With an increase in the average load of the changed quantitative composition of working LDHs up to 80% of the nominal, they send a signal to put into operation another, next according to the program, reserve LDH. At the same time, due to the shutdown of the comparator of the minimum permissible low load at 35% of the nominal, the subroutine from the parallel operation of one of the two parallel working LDHs is blocked. In the “3” position of switch 47 — the criterion for maximum reliability of power supply to the facility — they additionally include an executive relay 96, whose make-up contacts, connected in parallel with the “Start” buttons 35.1 and 35.2 on the operator panel 44, send commands to start all standby SDGs.

When the vessel approaches the navigation area or port of call with a special environmental regime, the control of the SDHmi is transferred via the switch 47 of the control criteria (position “4”) on the operator panel 44 to the environmental criterion for controlling the power plant (FIG. 1, FIG. 2, FIG. 6) providing minimum atmospheric pollution with unburned and harmful combustion products: NO _x , CO _x , SO _x , HC, soot, ash, etc. According to the signal generated by the upper-level control subsystem 43 and sent to the fuel control subsystem (not shown) (not shown), the diesel generator (s) are transferred according to a known algorithm to light, low-sulfur grades of fuel. At the same time, the same signal is sent to a well-known standard exhaust gas treatment subsystem (not shown) and its means (not shown) for cleaning these gases from sulfur, nitrogen, soot, aldehyde and other emission components are put into operation. In particular, one of the methods for reducing nitrogen compounds reduces the temperature in the combustion chambers of diesel engines. To do this, the specified signal increases the flow of coolant through air coolers 24.1 (not shown) and 24.2 charge air by known methods, for example, increase the speed of the cooling pump (not shown) or turn on the booster cooling pump (not shown). At the same time, the distribution of loads between parallel working SDHs is carried out in the same way as with the economic management criteria.

During normal shutdown of the LDH, for example, when one of the generators is taken out of parallel operation by a low load signal, arrow “g” in FIG. 1, FIG. 2 and FIG. 6 is a unit unloaded and disconnected from the mains by the commands of the DAE subsystem, for example, SDG2 is stopped (after a short idle operation at subsynchronous angular velocity ω _ps) by stopping the fuel supply stop device by 32.2 (1) 30.2 SDLC mehanogidravlicheskih-pulse while feeding air from the termination TKN by 20.2 n revoda by subsystem DAM 34.2 reversible synchronous electric machine in 21.2 accelerated electric braking mode: initially regenerative energy transfer to the grid, and then - the dynamic energy absorption in the braking resistor (not shown). The simultaneous shutdown of fuel and air supply increases reliability and accelerates the stopping process of diesel 2.2, and also eliminates the long free run-out of TKN 19.2-20.2 in the absence of pressure in the lubrication system of a stopped diesel engine and its attached oil pump 5.2. In this case, part of the kinetic energy of the rotating masses of this TKN and its ESEM are used useful in power supply receivers.

Upon receipt of a critical malfunction signal, for example, about a diesel spacing, from a sensor (not shown) to the DAE subsystem 34.2 of the DAE2, for example, a diesel spacing, a turn-off signal of a faulty generator is sent without delay to the generator switch 4.2 without preliminary unloading, and then immediately sent to stop device 32.2 of a single-pulse mechanohydraulic TsRS 30.2 signal to cut off the fuel supply, as well as a stop signal TKN by forced electric braking OSEM 21.2 by means of its system emy Control 23.2 22.2 static semiconductor converter. At the same time, they block the launch routine of the DAU subsystem. If, within 60 s, the angular velocity of SDG2 does not fall below ω _min, subsystem 34.2 of the DAU sends a signal “SDG does not stop” to the signaling organs (not shown). At the same time, the air path on the suction pipe of the turbocharger 20.2 is closed by means of an air damper (not shown). A similar protection subroutine is also performed by pressing the remote emergency stop button 36.2 on the operator panel 44.

With a sudden and complete de-energization of the busbars 3 of the main switchboard (“black out” mode), a signal “zero” appears at the output of the network voltage sensor 45 (Fig. 1) and arrives (along arrow “a”) on the upper-level control subsystem 43, the last command to start for inoperative SDG a power-independent group EMF 10 and the opening of controlled shut-off valves 11, 12, 13 and 14 on its suction and discharge nozzles. An independent group EMF 10, powered by the voltage of an emergency source, such as a battery, continuously pumps two backup SDHs prescribed for start-up, for example, SDG1 and SDG2. Simultaneously with this, the upper-level control subsystem 43 forms the launch commands for these SDHs, which are sent to the DAE subsystems 34.1 and 34.2 by these synchronous diesel generators. At the same time, the DAE subsystem of that SDG, which is “on duty”, for example, 34.2 for SDG2, immediately executes the pneumostarter start routine and accelerates TKN 20.2 by means of an OSEM 21.2 supplied from an emergency source (not shown). When the angular velocity ω = ω _{1 is} set for this SDG2, and the NMPN 5.2 comes into effect, the controlled shut-off valves 12 and 14 on the SDG2 oil pumping pipelines from the independent group EMPN 10 close and continue the acceleration of diesel 2.2 on fuel by means of a single-pulse mechanohydraulic TsRS 30.2 to the sub-synchronous angular speeds ω _ps . At this angular velocity, the generator 1.2 is excited by the self-synchronizing actuator control unit 40.2 (as described above), as well as by the device 26.2 damping the magnetic field of the generator and, in particular, the magnetization contactor 87.2 (figure 4). When the voltage of this generator, measured by sensor 46.2, is increased to a value equal to 85% of the nominal value, its generator switch 4.2 is turned on and the power of the independent group EMF 10 is switched on, as well as the OSEM 27.2 to the power supply of the main source (not shown).

In the unheated SDG1, which is not “on duty”, simultaneously with oil pumping, independent group EMFs 10 (FIG. 1) blow out its start-up air pipeline and cylinders by means of a compressed air system and a purge valve (not shown), after increasing the pressure of the lubricating oil to a predetermined start-up the values begin to be executed by subsystem 34.1 DAE of cranking the diesel engine in the described way, after which its first operational start is carried out immediately by means of a pneumatic bridge 15.1 (not shown) and acceleration TKN 20.1 (not shown) by OSEM 21.1 (not shown), as described above when it is powered by 3 main switchboards. After increasing the angular velocity of the diesel engine 2.7 SDG1 to an intermediate value ω = ω ₁ , at which it is transferred to NMPN 5.1, the independent group EMF 10 is stopped, and the control shut-off valves 11 and 13 are closed. Further, the diesel engine 2.1 SDG1 is accelerated on fuel due to the single-pulse mechanohydraulic TsRS 30.1 (not shown) to the sub-synchronous angular velocity ω _ps , at which it idles for some time with the aim of warming up and normalizing the operating parameters. After setting the temperatures of the cooling fresh water and lubricating oil to the set values, by the command of the DAU subsystem 34.1 sent to the self-synchronizing executive control unit 40.1 (Fig. 4), the reactor-condenser self-synchronization subroutine is executed last, as shown above, which is completed by connecting the generator 1.1 SDG1 to the power grid through its generator switch 4.1.

If, while de-energizing the tires 3 of the main switchboard, none of the units is in the “standby” SDH mode and the lubricating oil pressure is absent in the lubrication systems of all the backup units, then the top-level control subsystem 43 also includes a group EMF independent of the emergency source power supply for continuous operation 10, open the controlled shut-off valves 11, 12, 13 and 14 and raise the pressure of the lubricating oil at two backup units at once, for example, SDG1 and SDG2. At the same time, start-up air pipelines and cylinders of both diesels are purged due to the compressed air system and their purge valves (not shown). In the case of SDG, in which the pressure of the lubricating oil rises to the first starting value, for example, in SDG2, they start, by means of its subsystem 34.2 DAU, the operation of cranking and starting the diesel 2.2 using the pneumatic starter 15.2, as well as the TKN 20.2 via the OSEM 21.2, fed from emergency source. When the angular velocity of this SDG2 after switching to fuel is increased to the sub-synchronous ω _ps , it is excited by the self-synchronizing actuator control unit 40.2, as described above. After restoring the voltage of this generator to 85% of the nominal, turn on its generator switch 4.2 and switch the power of the independent group EMF 10, as well as the OSEM 21.2 to the power of the main source (not shown).

The operation of cranking the crankshaft and the start of diesel 2.1 via a pneumatic starter 15.1 (not shown) of another unheated backup unit - SDG1, as well as acceleration of its TKN 20.1 (not shown) by OSEM 21.1 (not shown) from the emergency power source begin immediately after the SDG2 accelerates to an intermediate angular velocity ω = ω ₁ and transferring it to fuel. (Due to the time shift of the phases of compressed air supply to the pneumatic starters 75.7 (not shown) and 15.2 of the launched SDG1 and SDG2, the consumption of compressed air is saved in the absence of power in the mains). After a successful start-up of the unheated SDH1 to a synchronous angular velocity ω _ps, it is warmed up by idling, self-synchronizing by means of the self-synchronizing executive control unit 40.1 (not shown) and connected to the main busbars 3 via a generator switch 4.1 (not shown), as described above.

If in the "black out" mode, the operation of a power-independent group EMF 10 (Fig. 1) and the OSEM is impossible (EMF 10 malfunction, failure or absence of an emergency source (not shown), then in the process of starting two backup synchronous diesel generators, for example, SDG1 and SDG2, of which one, for example, SDG2, is “on duty”, the prepared (“on duty”) SDG2 (2.2) and its TKN 20.2 are launched in the usual free turbocharging mode, i.e., without the participation of OSEM 21.2, and the pre-launch oil pumping of an unprepared synchronous diesel generator SDG1 (2.7) produce hinged oil was pumped 5.2 "duty" synchronous genset 2.2 after acceleration air starters 15.2 to an intermediate angular velocity ω _1. To this end, the signal from a sensor (not shown) of the angular velocity SDG2 subsystem 43 top level control opens controlled shut-off valves 6 and 7 and pre-bleed the lubrication system of an unprepared diesel 2.1 by means of a hinged oil pumping pump 5.2 running a “stand-by” synchronous diesel generator 2.2. After the angular velocity of the unprepared SDG1 2.1 reaches an intermediate value of ω ₁ , oil pumping is automatically transferred to its own 5.1 oil pump, and the controlled shut-off valves 6 and 7 are closed. This makes it possible to carry out a program for removing a power plant and a power supply from a de-energized state even without using a power-independent group EMF 10, which increases the survivability of the automated control system of the LDH. Moreover, the launch of the unprepared SDG1 2.1 with its pneumatic starter 15.1 (not shown) is performed in the combined turbocharging mode, i.e. with the participation of its OSEM 21.1 (not shown), as described above, since at this point in time the power supply to the main switchboard 3 will already be restored after the “standby” SDG2 (2.2) is connected to it.

If it is necessary to perform separate pumping of the lubrication systems of any backup diesel generator, for example, SDG2: 1.2-2.2, by means of one power-independent group EMF 10, select mode SDG2 for separate pumping of SDG2 from the power-independent group EMF 10 using a switch 37 of ways to lubricate SDG2, and then switch 38.2 of the remote control, respectively available for each SDG on the 44 operator’s remote control, turn on the continuous operation of a power-independent group EMF 10 and open simultaneously control s check valves 12 and 14 from its suction and discharge pipes, respectively. Switch off the power-independent group EMF 10 by the same remote control switch 38.2 or automatically by means of the DAU subsystem 34.2 after putting into operation an attached oil pump 5.2 of this SDG2.

Claims (8)

1. A method of automated control of a synchronous diesel generator, which consists in the fact that in the mode of maintaining the “standby” readiness to start the synchronous diesel generator, the diesel is heated by pumping heated fresh water through its stubby space and a cooling fresh water thermostat, and also pump the heated lubricant oil through an oil thermostat and a diesel lubrication system, and these operations are performed according to the signals of the program of the remote automated control subsystem “standby” with synchronous diesel generator, upon receipt of a command to start the “standby” synchronous diesel generator, check the correspondence of the lubricating oil pressure to the set value, make three working starts of the diesel engine by applying starting air to the pneumostarter at normal operating pressure, alternating between starting attempts by pauses between them, with increasing the angular speed of the diesel engine to the set value ω _min automatically inject fuel into the combustion chambers of the diesel engine through a single-pulse mechanohydraulic centrifugal control the angular speed and the high-pressure fuel pump and accelerate the diesel engine together with the fuel and the pneumatic starter to the set intermediate value of the angular velocity ω ₁ , at which they simultaneously turn off the pneumatic starter and switch the lubrication system to its mounted oil pump, then accelerate the diesel fuel using its single-pulse mechanohydraulic centrifugal angular velocity controller, excite the synchronous generator through its automatic excitation controller and, at a steady angular velocity of the unit equal to the sub-synchronous value ω _ps , they make a short time delay by bringing the operating parameters of the diesel engine back to normal, with a generator voltage equal to 85% of the nominal, and the corresponding angular speed of the diesel engine, a synchronization subroutine of the excited generator with a running synchronous generator, include a synchronous generator in the power grid through a generator switch, automatically aligned through automatic regulation For excitation, the relative reactive loads of the generators, as well as the relative active loads of the diesel generators P ₁ and P _2, by means of single-pulse mechanohydraulic centrifugal angular velocity controllers, or transfer the active load completely to the introduced synchronous diesel generator in case of replacement of units during this replacement reducing the active load on the output unit to the minimum allowable it is disconnected from the electrical network by means of a generator switch, reduce the angular orost by the servomotor to subsynchronous values $${ώ}_{P\mathrm{from}},$$

on which they work for a set time, after which the fuel supply is stopped by means of a stop device of a single-pulse mechanohydraulic centrifugal angular velocity controller, and during parallel operation of diesel generators, the active loads P ₁ and P _{2 are} kept predetermined by the action of their single-pulse mechanohydraulic centrifugal angular speed controllers , the regulatory characteristics of which are respectively adjusted, and upon receipt from a working diesel generator the critical malfunction signal is turned off by means of the remote automated control subsystem without preliminary unloading the diesel generator, the generator switch is stopped, the diesel engine is stopped by the stop device of its single-pulse mechanohydraulic centrifugal angular velocity controller and the start routine is blocked, and if the angular speed does not drop in 60 seconds $${ώ}_{\min },$$

turn on the malfunction signal of the stop system and block the suction path of the turbocharger of the boost by means of its air damper; moreover, in the event of a sudden disappearance of voltage in the mains, lubricating oil is pumped before starting an unprepared diesel generator by means of an independent power-independent electric oil pump, characterized in that in the maintenance mode “Standby” readiness for launch by commands of the remote automated control subsystem with the azka of the “standby” synchronous diesel generator diesel is produced by continuously heated oil through the oil system of the directly working synchronous diesel generator through its controlled shut-off and throttle valves and pipelines equipped for this, while additionally periodically cranking its crankshaft by means of a pneumatic starter at low compressed air pressure and periodic drainage of the starting air pipe and diesel cylinders from condensing moisture the start-up system of compressed air and the purge valve, the generator is energized by means of a magnetic field quenching device, and the temperature control of the pumped lubricating oil and fresh water by means of their thermostats is carried out in accordance with the software-defined remote automated control subsystem calculated by it according to the results of measurements of environmental parameters, in this case, when there are conditions for the absence of the need to put on “duty” one of the synchronous x diesel generators of the power plant in the current mode controlled shut-off valves on the oil system of the working synchronous diesel generator from the side of all backup units close; when a start command is received, including when the load of the working generator set increases to a predetermined limit, in addition to checking the pressure in the lubrication system of the “standby” diesel generator, the air temperature in the engine room and the absence of excitation in the started generator are checked at air temperature less than the permissible engine room, the air charge cooler of its diesel is shunted by the bypass valve and simultaneously with the first activation of the pneumatic starter to the normal operating pressure When a non-excited synchronous diesel generator is started, it is accelerated and its turbocharger is charged by means of its reversible synchronous electric machine in the drive engine mode without interruption of its operation during possible starting pauses in the air supply, while the turbocharger speed is set so that the excess coefficient value air in the combustion chambers of the launched diesel engine corresponded to the starting supply of the injected enriched fuel-air mixture; after the diesel engine switches to fuel, close the by-pass valve of the air cooler by activating the charge air cooler, boost the fuel supply and during the accelerated program acceleration of the unexcited synchronous diesel generator on fuel from angular velocity $${ώ}_{\min }$$

to sub-synchronous angular velocity $${ώ}_{P\mathrm{from}}$$

they also control the coefficient of excess air adaptively to the mass of injected fuel by synchronously changing the rotation speed of the turbocharger of the boost by means of its reversible synchronous electric machine and its static semiconductor converter controlled by signals sent to the control system of the static semiconductor converter by a potentiometer of a single-pulse mechanohydraulic centrifugal angular velocity controller kinematically connected with rail of this centrifugal o speed controller; when the angular velocity of the generator rotor reaches a sub-synchronous value $${ώ}_{P\mathrm{from}},$$

in addition to the time delay for the diesel parameters to become normal and the subroutine “operating parameters control” to be put into operation, the angular speed of the synchronous diesel generator is increased to a super-synchronous value by the signal of the remote automated control subsystem $${ώ}_{c\mathrm{from}}$$

by means of a servomotor of a single-pulse mechano-hydraulic centrifugal angular velocity controller, then the self-synchronization subroutine of the generator with a working synchronous diesel generator is executed by means of a reactor-condenser self-synchronization device, after which the synchronous diesel generator is connected to the mains by means of a generator switch; In the operating mode, with an increase in the static active load on the switched-on synchronous diesel generator as it is received and, accordingly, a continuous increase in the torque developed by the turbocharger of the turbocharger of the boost turbine, the electromagnetic torque of a reversible synchronous electric machine operating with a drive motor is adequately reduced by decreasing the voltage of the static semiconductor converter by a signal generated by a three-pulse electronic regulator of fuel and air supply; when the static active load of the synchronous diesel generator is above 50% of the nominal, the reversible synchronous electric machine is transferred to the generator mode by inverting the static semiconductor converter according to the signal of the idling sensor of this machine, which fixes the moment of its transition to idle mode, while the electric energy of the reversible synchronous electric machine produced in the generator mode, sent to the electric network through the circuit of its own power; when a synchronous diesel generator is operating in the range of static active loads of less than 50% of the nominal and a sharp surge of significant power, the signals of static and dynamic increment of this power are measured using a three-pulse electronic fuel and air regulator, and the fuel supply and charge air pressure are coherently and synchronously boosted by these signals that act as a static signal on the servomotor of a single-pulse mechano-hydraulic centrifugal angular speed controller dynamic, to the control system of a static semiconductor converter, increasing the voltage of the latter and the rotating electromagnetic moment of a reversible synchronous electric machine operating with a drive motor, and with a sharp reset of significant power in this range of static loads, the signals are measured with the same three-pulse electronic fuel and air regulator static and dynamic reduction of this power, which consistently and synchronously deform the fuel supply and pressure the charge air of the diesel engine by acting on the servomotor of a single-pulse mechanohydraulic centrifugal angular velocity controller and the control system of a static semiconductor converter, thereby reducing the voltage of the latter and the rotating electromagnetic moment of a reversible synchronous electric machine; when the synchronous diesel generator is operating in the range of static active loads above 50% of the nominal and a sharp surge of significant power, the signals of static and dynamic increment of this power are measured in the same way, and the fuel supply and charge air pressure are boosted by these signals in a synchronous and synchronous way, by the fact that the static signal act on the servomotor of a single-pulse mechano-hydraulic centrifugal angular velocity controller and increase the fuel supply, and dynamically - on the system systematic way static semiconductor converter than lower current latter and brake electromagnetic torque reversible synchronous electric machine, operating generator, wherein the sudden discharge of considerable thickness in the range of static loadings fuel flow and boost pressure of diesel in the same way and by the same means simultaneously and in a coordinated deforsiruyut; in the mode of maintaining the “standby” readiness for start-up and operating mode of the diesel generator, the temperature, pressure and humidity of the ambient air, as well as the current load of the synchronous diesel generator are measured using appropriate sensors, and the calculated optimal temperature mode is determined from the measured values using its remote automated control subsystem unit and form the new setpoints of the temperatures of the cooling water and oil, which are sent to the corresponding setting inputs of the therm residues of cooling water and lubricating oil and regulate the set temperature values with these thermostats; the number of operating generators themselves, the degree of their load and the nature of the distribution of active load during parallel operation is determined by the specified criteria for controlling synchronous diesel generators, which are set by means of a switch to the criteria for controlling the power plant; at the same time, under the economic control criterion, the number of operating generators is introduced based on the calculation of their load of about 80% of the nominal, based on the achievement of the best efficiency of the units, and with a higher load, they are triggered by a signal of a three-pulse electronic fuel and air regulator through the upper-level control subsystem and the remote automated control subsystem a backup synchronous diesel generator an additional synchronous diesel generator, while the average load of one synchronously is calculated o the diesel generator through a parallel operation unit and, if the average load on the unit turns out to be 40% of the nominal or less, it is distributed unevenly by three-pulse electronic controllers in the ratio of 60% to 20% with an accuracy in both directions up to 20% of the rated power of one synchronous diesel generator, with an average load of 50% of the nominal - in relation to 70% by 30% with an accuracy in both directions up to 10%, and with an average load of a synchronous diesel generator of 60% and higher - distribute the load equally with an accuracy in both directions up to 15%, at it change ratios and proportions of its accuracy and software automatically produce the signal values of the average current load on a synchronous diesel-generator unit that formed by parallel operation; when the technical condition of one of the synchronous diesel generators is worse than the other, it is fixed by the technical condition switch on the parallel operation unit, after which the load is distributed between them arbitrarily by the parallel operation unit and three-pulse electronic regulators of both synchronous diesel generators in such a way that the less-functioning unit is loaded as much as he is able to develop power at a given current frequency and angular velocity, and the rest of the load is transferred to a working unit; when managing according to the criteria of increased and maximum reliability of power supply to an object, the load between parallel-running synchronous diesel generators is distributed in proportion to their nominal capacities, and when setting an ecological criterion for controlling synchronous diesel generators corresponding to minimal environmental pollution, diesel generators are given a signal from the top-level control subsystem transferred to light grades of fuel and put in place regular means of cleaning and neutralizing waste x gases from soot and harmful combustion products, including increasing the degree of cooling of the charge air by increasing the flow rate of cooling water through its air cooler, while loading the units and distributing the load between them in the same way, by the same methods and means as with the economic criterion management; during normal shutdown of synchronous diesel generators, including when one of the generators is taken out of parallel operation due to low load, the unit unloaded and disconnected from the mains is stopped after short idling at a sub-synchronous angular speed $${ώ}_{P\mathrm{from}},$$

in addition to using a single-channel mechanohydraulic centrifugal speed controller to stop the operation of stopping the supply of fuel by means of a stop device, also by simultaneously stopping the air supply from the turbocharger side of the boost by transferring the reversible synchronous electric machine via the control system of the static semiconductor converter to the forced electric braking mode; upon receipt of a critical malfunction signal in the remote automated control subsystem of a working synchronous diesel generator, in addition to turning off its generator circuit breaker without preliminary unloading by the remote automated control subsystem and stopping the diesel by means of a stop device of its single-channel mechano-hydraulic centrifugal speed controller, blocking the fuel supply, the forced electric braking of the turbocharger by means of a reversible synchronous electric machine, stopping the air supply, when blocking the start routine; in the event of a sudden disappearance of the voltage of the electric network, it forms a signal of its disappearance by a voltage sensor and sends it to the upper-level control subsystem, and a signal generated by the upper-level control subsystem and sent to a group electric oil pump that is independent from the emergency source and controlled shut-off valves on it the suction and discharge pipelines, two standby synchronous diesel generators are pumped with oil at once, of which one is “standby”, etc. This prepared "on-call" synchronous diesel generator at his command subsystem remote automatic control starts immediately excited by the angular speed of a diesel engine $${ώ}_{P\mathrm{from}}$$

and connected to a de-energized power supply by means of a generator switch, while at an angular velocity $${ώ}_{\min }$$

controlled shut-off valves on its oil pipelines are switched to its mounted oil pump, the power of the reversible synchronous electric machine for the primary acceleration of the turbocharger boost is produced from an emergency source; at another unprepared synchronous diesel generator, simultaneously with its oil pumping, the starting air line and diesel cylinders are purged using a compressed air system and a purge valve, and when the pressure of its lubricating oil is increased to the pre-starting value, the diesel crankshaft is turned by means of a pneumatic starter at a reduced starting air pressure, and then with the same pneumatic starter, up to three working starts of the engine at normal working pressure of the starting air turbocharger boost dispersed by a reversible synchronous electric machine, operating in a motor driving mode and fed from the mains, and with increasing angular speed of the diesel engine to an intermediate $${ώ}_{\mathrm{one}}$$

completely transfer to fuel, for which they turn off the pneumatic starter by closing its shut-off valves, switch the lubrication system to the mounted oil priming pump, stop the group-independent electric oil priming pump and close the controlled shut-off valves on its suction and discharge pipelines, as well as the bypass valve charge air cooler, then accelerate the injected unheated diesel fuel using its single-pulse mechanohydraulic center ezhnogo speed controller to subsynchronous angular velocity $${ώ}_{P\mathrm{from}},$$

they warm the diesel engine of an unexcited synchronous diesel generator by idling at a given angular speed, while raising the temperature of the cooling fresh water and diesel lubricating oil to the prescribed values, connect the sensors that were previously disabled when parking to the remote automated control subsystem and simultaneously execute the “workers control” subroutine parameters ”by means of a remote automated control subsystem, by means of which the diesel is then accelerated to over Synchro angular velocity $${ώ}_{c\mathrm{from}}$$

and execute the generator self-synchronization subroutine through the control unit of the self-synchronization executive bodies, upon completion of which the synchronous diesel generator is connected to the mains for parallel operation by means of a generator switch; if at the moment of blackout, none of the standby synchronous diesel generators was in the “standby” mode, then with the signal of the top-level control subsystem they turn on a group electric oil pump that is independent from the emergency power supply and open controlled shut-off valves on its suction and discharge pipelines , two unprepared synchronous diesel generators are pumped with oil and at the same time they purge the start-up air pipelines and cylinders at both of their synchronous diesel generators by means of a compressed air system and purge valves, after increasing the oil pressure the first of any of these backup synchronous diesel generators to the starting value is cranking the crankshaft of its diesel by means of a pneumatic starter, after which up to three working starts of the synchronous diesel generator with a pneumatic starter, open at the first start-up the bypass valve of the charge air cooler and accelerate its turbocharger by charging synchronous electric machine, using an emergency power source, when the angular speed of the diesel engine reaches $${ώ}_{\min }$$

in the same way, they switch to the fuel supply and lubrication from the mounted oil pump, close the bypass valve of the charge air cooler and the controlled shut-off valves on its intake and discharge oil lines from the independent group electric pump oil pump, as well as on the starting air pipelines, accelerate the diesel engine to sub-synchronous angular velocity $${ώ}_{P\mathrm{from}},$$

excite this synchronous diesel generator in the same way and connect it without heating to idle to a de-energized power supply by means of its generator switch, and while the pneumatic starter accelerates the first unprepared synchronous diesel generator, the supply of starting air to the second unprepared synchronous diesel generator is temporarily blocked, and immediately after the transition of the first synchronous diesel generator to fuel with its intermediate angular velocity equal to $${ώ}_{\mathrm{one}},$$

start the launch routine and acceleration to sub-synchronous angular velocity $${ώ}_{P\mathrm{from}}$$

the second standby synchronous diesel generator in the same way as the first standby synchronous diesel generator, warm up the second unexcited standby synchronous diesel generator due to its idling, go to the sub-program "control of operating parameters" in the same way as for unheated synchronous diesel generator, accelerate to super-synchronous angular velocity $${ώ}_{c\mathrm{from}},$$

the generator self-synchronizes by means of the control unit by self-synchronizing executive bodies, is connected to the power supply by means of a generator switch and is loaded in accordance with a predetermined control criterion; if it is necessary to perform separate pumping of the lubrication systems of standby diesel generators by means of a single group of power-independent electric oil pumping pumps, a separate pumping mode is selected by means of the mode switch of this independent group electric oil pumping pump, after which a remote control switch set for each synchronous diesel generator to the operator’s console, include independent power on groups for continuous operation new electric oil pump and open simultaneously controlled shut-off valves from the side of its suction and discharge nozzles only on the pipelines of the pumped synchronous diesel generator, and turn off the group-independent electric oil pump that is independent in power by the same remote control switch or automatically by the remote automated control subsystem immediately after putting into operation this synchronous diesel generator and its ennogo oil was pumped. 2. The method of automated control of a synchronous diesel generator according to claim 1, characterized in that in the mode of maintaining the “standby” readiness for start-up according to the commands of the remote automated control subsystem, the lubrication of the diesel of the “standby” synchronous diesel generator is produced by continuously heated oil using such an oil system directly working synchronous diesel generator, which is equipped with auxiliary mounted oil pumping pump and auxiliary working heat exchanger synchronous diesel generator, which in this operation is taken cold from the crankcase of the diesel engine of the “standby” synchronous diesel generator, this cold oil is passed through the coil of the auxiliary heat exchanger of the working synchronous diesel generator, through which the main mounted oil pumping pump pumps hot oil of the working synchronous diesel -generator, utilize the heat of the hot lubricating oil of the working synchronous diesel generator due to this, cooling the latter by a cold flow through oil of the “standby” synchronous diesel generator and at the same time transferring to it the heat of hot lubricating oil of the working synchronous diesel generator, moreover, the direction of flows of hot and cold oils in the auxiliary heat exchanger is chosen counter, while, if there is no need to put on “duty” one from synchronous diesel generators in the current mode and the need for the operation of an auxiliary mounted oil pumping pump on a working synchronous diesel generator, it is removed from the slave you through his razobschitelnoy clutch, and controlled shut-off valves on suction and discharge oil lines closed. 3. The method for automated control of a synchronous diesel generator according to claim 1, characterized in that the subroutine for turning on the synchronous diesel generator in the electric network is performed in such a way that after the operation of accelerating the heated synchronous diesel generator on fuel to a sub-synchronous angular velocity ω _ps and subsequent exposure time 2-4 s measure the voltage of the mains voltage and the voltage on the buses of the main switchboard and in the absence of this voltage connect the excitation winding of the synchronous generator the signals of the control unit of the self-synchronizing executive bodies to the automatic excitation controller of this generator by means of a magnetic field damping device and to the magnetization source - by means of the magnetization device, a synchronous generator is excited by means of its automatic excitation controller, the voltage at its terminals is measured with a voltage sensor of the diesel generator, with increasing voltage up to 85% of the nominal switch on the generator switch by means of a signal from the control unit self-synchronizing organs, and in the presence of voltage on the main switchgear buses, the signals generated by the control unit of the self-synchronizing executive organs include simultaneously an unexcited synchronous generator to the main busbars through an auxiliary contactor and a limiting reactor, the excitation winding of the generator is connected to an automatic excitation regulator by means of a magnetic field suppression device generator and simultaneously connect to the same buses of the main switchboard the capacitor bank by means of a proximity switch, the excitation current of the synchronous generator is boosted by the current transformer of its automatic excitation controller, after a time delay of about 0.5 s, the capacitor battery is turned off by means of its proximity switch, and after another 0.5 s they are sent by the self-synchronization actuator control unit signal to turn on the generator circuit breaker at the same time as the second signal to connect to the buses of the main switchboard of the conden the senator battery by means of the same proximity switch, after the generator switch is closed by the signal of its block contact coming to the control unit of the self-synchronizing actuators, the auxiliary contactor is opened in the limiting reactor circuit, and after a delay of 0.5 s the capacitor battery is also turned off. 4. The method of automated control of a synchronous diesel generator according to claim 1, characterized in that the average load of one synchronous diesel generator is measured in parallel operation by means of a subblock of the average load of the parallel operation unit, it is compared by means of average load comparators with settings of 40%, 50% and 60% of the nominal, the operation of which is interlocked so that the operation of the larger load comparator turns off the lower load comparator, while if the average load for each generator has equal to 40% of the nominal and less, its uneven distribution between synchronous diesel generators in the ratio of 60% to 20% with an accuracy in both directions up to 20% of the rated power is carried out by means of three-pulse electronic regulators of fuel and air supply by the fact that the specified inputs to the specified inputs regulators send different driving signals generated at the output of the signal integrator and corrected by the adjustment resistors of the settings of the parallel operation unit by means of intermediate relays of the middle load comparators and; if the average load on the generator turns out to be equal to 50% of the nominal, its distribution is carried out in the same way and by the same means with respect to 70% by 30% with an accuracy in both directions up to 10% of the rated power, and if the average load of the generator turns out to be 60% of the nominal, relative loads are distributed between synchronous diesel generators equally with an accuracy in both directions up to 15% of rated power; at the same time, the indicated proportions of the load distribution between synchronous diesel generators are periodically changed by means of a time relay, switched on and off by the same intermediate relays, and the set values of the distribution accuracy are controlled programmatically automatically by means of adjustment resistors installed on the bias voltage inputs of amplifiers of three-pulse electronic fuel supply regulators and air, and the same intermediate relays of the parallel operation unit, and with a decrease in the average load of two pairs allele-working intact synchronous diesel generators up to the minimum permissible value equal to 35% of the rated power, the average load comparator at 35% of the nominal form the output signal from the parallel operation of one of the synchronous diesel generators, which is sent to the upper-level control subsystem and starts its output program of this synchronous diesel generator, and after turning off its generator switch, the low-load subunit of the parallel operation block is blocked by the contact block of this off The user will also be blocked by an average load comparator at 35% of the nominal and when the average load level is increased to 40% of the nominal and higher by means of an intermediate relay of this comparator. 5. The method for automated control of a synchronous diesel generator according to claim 1, characterized in that if the technical condition of one of the synchronous diesel generators is worse than the other, it is fixed by means of a switch for the technical condition, a technical condition relay and an auxiliary relay on the parallel operation unit, after whereby the load is distributed between them arbitrarily by means of a parallel operation unit and a three-pulse electronic fuel and air regulator of a working synchronous diesel generator so that a less serviceable unit is transferred to a static regulatory characteristic by disconnecting its three-pulse electronic controller from the servomotor of a single-pulse mechano-hydraulic centrifugal angular speed controller and manually loading it as much as it can develop power at a given current frequency, and the rest of the load is transferred to a working unit by a reference signal formed at the output of the differentiating device and sent through the switching contact auxiliary th integrator and relay signals to drive the three-pulse input electronic fuel and air regulator of synchronous serviceable genset. 6. The method of automated control of a synchronous diesel generator according to claim 1, characterized in that when the static load on the power plant increases, the signal of maximum allowable power P max _dop equal to 80% is formed by the maximum load comparator of a three-pulse electronic controller at its output V, which sent to the top-level control subsystem to commission an additional synchronous diesel generator. 7. The method of automated control of a synchronous diesel generator according to claim 1, characterized in that when the static load on the power plant increases, the signal of maximum allowable power P max _dop equal to 80% of the nominal value is formed by means of an average load comparator of a parallel operation unit configured to operate when setting 80% of the rated power, which is sent to the upper level control subsystem. 8. The method of automated control of a synchronous diesel generator according to claim 1, characterized in that in case of a sudden blackout of the power supply during the start-up of two standby synchronous diesel generators, of which one is “on duty”, oil pre-start of the unprepared synchronous diesel generator is carried out by hinged oil pumping pump "standby" synchronous diesel generator after it is accelerated by a pneumatic starter to an intermediate angular velocity ω ₁ , for which at this angular speed open the control insertion shut-off valves on the oil pipeline from the side of an unprepared synchronous diesel generator, and after its acceleration by a pneumatic starter to the same angular velocity ω _1, they transfer to its oil pumping by their own mounted oil pumping pump, closing the specified controlled shut-off valves, thereby ensuring redundancy of independent power supply group electric oil pumping pump.

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