RU2637793C2 - Method of automatic pressure adjustment of boosted air of diesel-generator under dynamic conditions - Google Patents

Abstract

FIELD: electricity.

SUBSTANCE: method involves usage of two-stage time pressure adjustment of the boosted air of the diesel engine (2) under dynamic conditions. At the first high-speed stage, the three-pulse electronic regulator (44) is operated by a dynamic correction unit (36) of frequency of the generator (1) voltage on the active power compensator (39)-(43) and control valves (35), (38) at the input and output branch pipes of a turbocharger (10) and a valve (51) installed in front of an inlet nozzle of a gas turbine (11). At the second inertial stage a program influence by the three-pulse electronic regulator (44) is carried out to a logic control unit (23) and an excitative semiconductor rectifier (21) of the reversible synchronous electric machine (13) of a charging-turbine set, taking into account the current static load of the diesel generator (1), (2) and the sign of change in this load when it is cast and reset, as well as when the diesel generator is stopped (1), (2).

EFFECT: increase in the acceleration of the diesel engine, improvement of the transient electromagnetic and electromechanical processes of the reversible synchronous electric machine, improvement of the anti-surge characteristics of the turbocharger of the boost of the diesel engine.

3 cl, 9 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, for example, marine infrastructure, agriculture and forestry, mining, coastal fish processing enterprises, etc.

A known method of automated control of the charge air pressure of a supporting diesel generator - DG (Kalinina MI. Development of new circuit solutions for the drive of ship electric generators. // Shipbuilding. - No. 2. - 1989. - S. 16-17), which is part multi-unit power plants of a vessel driven by the main engine, each equipped with a free-charge turbocharger, in which the charge-air compressors are interconnected by an auxiliary pipe with installed on it directly in front of the cochlea urbocompressor of the boosting the supporting DG by a controlled valve, which consists in the fact that when the supporting DG is idling in the backup mode of the main source of electricity in order to preserve the optimal coefficient of excess air in the combustion chambers of the supporting DG, which guarantees smokeless (without soot formation) fuel combustion, part of the charge air is taken from the discharge air pipe of the turbocompressor of the main engine and fed through an auxiliary pipe to the cochlear of the turbocharger n pressurization of the supporting DG, and after loading the supporting DG with a power equal to 30-40% of the nominal, the supply of charge air through the auxiliary pipe is stopped by closing the controlled valve.

The advantage of this method of regulating the charge air pressure on the supporting DG is the possibility of its long-term operation in partial modes up to idle with almost complete combustion of the supplied fuel without the formation and deposition of soot on the walls of the combustion chambers and the exhaust tract, at a more economical fuel consumption and better environmental performance exhaust gas. This ensures the uninterrupted supply of electricity to the ship’s power supply in the event of a sudden failure of the main source of electricity while the ship is sailing.

The disadvantage of this known method is that the noted advantages are manifested only in the running modes of the vessel, i.e. when the main engine is running, and the charge air parameters from the turbocharger side of the main engine boost are unstable, since they depend on the mode of the latter (full speed, medium speed, low speed). And besides, the selection of a part of the air flow from the charge line of the main engine affects the current mode of operation of the latter, especially when it itself operates at partial loads.

There is another way to automatically control the pressure of the charge air of a diesel generator in dynamic modes, equipped with means for regulating the fuel supply as a function of the current load at a constant engine speed and the same device for additional air supply to the scroll of its turbocharger, as in analogue 1, (Abramov D .N. Ways to reduce the harmful emissions of marine diesel engine in dynamic operating modes. - M.: Mortekhinformreklama. Overview. Issue 5-6, 1999. - 17-20), which consists in the fact that at the time of typing ca DW load on the additional air flow to the cochlea its turbocharger supercharging fed from an external storage of compressed air, e.g., puskovozdushnogo cylinder through the valve, controlled by signals and controls the fuel supply closable after transient load acceptance sprinkles. This method was applied on a heavy cargo tanker-motor ship “BRIGHTOIL GRAVITI” with a displacement of 300,000 tons, built in 2012 in South Korea (standard documentation of the ship).

The advantage of this known method for regulating the pressure of the charge air of a diesel generator in dynamic modes is its independence from the operation of an external power plant, for example, the main engine of the vessel, as well as the stability of the parameters of the additional stream of compressed air in its storage. This allows you to more accurately adjust the coefficient of excess air in the combustion chambers of the DG relative to its optimal value for the changed conditions.

The disadvantage of the method in analogue 2 is the impossibility of quick regulation (reduction) of the charge air pressure of the working DG when dumping its load, as well as the inability to use the method in static modes of incomplete DG loads due to the high consumption of compressed air.

There is also known a method for automatically controlling the charge pressure of a diesel generator (patent RU No. 2200861), which consists in the fact that after starting the diesel engine and starting its operation, the load of the electric generator is measured and the diesel engine is controlled by changing its fuel supply. In partial modes of operation of the electric unit, up to and including idling, at a constant frequency of rotation of the diesel crankshaft, the coefficient of excess air is stabilized by automatically changing the position of the air throttle element at the inlet to the diesel intake manifold. At start-up, load surge and maximum static load of the DG, the position of the air throttle element is left unchanged. The stabilization of the coefficient of excess air is carried out taking into account the parameters of the ambient air, using the corrective effect on the position of the air throttling element.

A similar method is also proposed in patents: RU №2104403, RU №2338913.

The advantage of this known method for regulating the pressure of the charge air of a diesel generator is, as in the method-analogue 2, its independence from the presence and modes of extraneous generator and compressed air storage, less clutter of the engine room with air pipelines and lower installation costs. An important advantage of the method is the speed of regulation of the diesel boost parameters in dynamic modes and their adaptation to changing environmental conditions.

The disadvantage of the analogue method 3 is an increase in the resistance of the charge path (and losses to overcome it) during the operation of the diesel engine at static partial loads, an increase, as a result, of the temperature of the air supplied to its cylinders, and consequently, an increase in the proportion of nitrogen oxides NO _x in the exhaust gases. The increased resistance of the turbocharger discharge pipe during the operation of the diesel engine at partial loads reduces its surge margin, and additional variable jumps in this resistance in dynamic conditions can cause the compressor to break into a surge state.

The closest and most well-known to the claimed is a method for automatically controlling the pressure of the charge air of a diesel generator in dynamic modes, implemented in a method (prototype) of automated control of a synchronous diesel generator (RF patent No. 2488708), equipped with a remote automated control subsystem, turbocharging unit (TNA) as a part of a turbocharger of supercharging (TKN), an air cooler of a charge air, a reversible synchronous electric machine (OSEM) with electromagnetic excitation by kinematically connected to the turbocharger turbocharger shaft through the gearbox and electrically to the electric network via a static semiconductor converter (SPP) with a DC link consisting of the same type (according to the working documentation) reversible mains and machine converters and its (SPP) control system, a single-pulse mechano-hydraulic fuel supply regulator (known as an angular velocity regulator) with a servo motor and a stop device built into it, a three-pulse th electronic proportional-integral-differential (PID) fuel supply regulator and charge air, the system startup the compressed air in the composition of the starting cylinder and puskovozdushnoy line consisting in that when starting the synchronous genset dispersed both reversible synchronous electric machine turbonadduvochnog unit. And when this diesel generator is operating in the range of static active loads of less than 30-40% of the nominal and power surge, the signals of static and dynamic increment of this power are measured using a three-pulse electronic proportional-integral-differential regulator of fuel supply and charge air pressure. In a consistent and synchronous way, these signals boost the fuel supply and charge air pressure by acting as a static signal on the servomotor of a single-pulse mechano-hydraulic diesel angular speed controller, and by a dynamic signal on the control system of the static semiconductor converter of a reversible synchronous electric machine of a turbocharging unit, increasing the voltage at this stage of this converter and the rotating electromagnetic moment of this reversible synchronous electron drive machine. And when power is reset in this range of static loads, the same three-pulse electronic proportional-integral-differential regulator of fuel supply and charge air pressure is measured by the signals of static and dynamic reduction of this power, which consistently and synchronously deform the fuel supply and diesel charge air pressure by the fact that act as a first signal on a servomotor of a single-pulse mechanohydraulic angular velocity controller and act as a second signal on a control system for a static semiconductor converter of a reversible synchronous electric machine of a turbocharging unit, which reduces the voltage of this converter in the DC circuit and the electromagnetic torque of the reversible synchronous electric machine at this stage. When the diesel generator operates in the range of static loads above 30-40% of the nominal and power surge, the signals of static and dynamic increment of this power are measured. In a consistent and synchronous way, these signals boost the fuel supply and charge air pressure by also acting as a static signal on the servomotor of a single-pulse mechanohydraulic diesel angular speed controller and increasing the fuel supply, and acting as a dynamic signal on the control system of the static semiconductor converter of a reversible synchronous electric machine of a turbo-charging unit, operating in a given load range in the generator mode, which reduces it by ohm stage, the excitation current and the braking electromagnetic moment of a reversible synchronous electric machine. In this case, when power is reset in this range of static loads, the fuel supply and diesel boost pressure are simultaneously and consistently deformed at this stage.

The advantage of the known prototype method is that the presence of an ESEM on the turbocharger turbocharger shaft provides the boost system with active properties that help to control the pressure of the charge air by a turbocharger with an additional corrective drive from the OSEM during the start-up of the engine, as well as in the entire range of static loads, so that the process of fuel combustion proceeds at optimal values for the current air condition of the DG of the coefficient of excess air, providing complete combustion of fuel when higher values of the coefficient of performance (COP) of the diesel engine and improved environmental performance of exhaust gases. An additional advantage of the prototype method is the utilization of the energy of the heat of the exhaust gases into electrical energy in the range of stationary DG loads of more than 30-40% of the nominal and kinetic energy of the rotating masses of the TKN at its stops.

The disadvantages of the known prototype method include the insufficient improvement in the throttle response in dynamic modes due to an increase in the inertia of the TNA (free-run time constant) due to an increase in the mass of its rotating parts caused by the attachment of an additional machine - ОЭММ - with a gearbox to the turbocompressor shaft and reduction, as a result, TNA performance in transient conditions. As a result of this, when overloading and dumping the load on the diesel engine completely eliminate the delay in changes in the pressure of the charge air in the diesel cylinders in relation to changes in the fuel supply, i.e. to improve the throttle response and provide optimal regulation of the coefficient of excess air in this situation, it is not possible. Consequently, complete combustion of fuel in dynamic operating modes of the unit is not achieved, and it is not possible to completely eliminate the formation of soot and toxic gases. In addition, due to the high working angular rotational speed of the TNA and the increased mass of the rotating parts, the observed changes in its rotational speed due to frequent changes in the load conditions of the DW are associated with the accumulation and expenditure (for heating) of additional kinetic energy of the rotating masses, which reduces the efficiency of the turbocharger. The prototype method involves the use of OSEM in the mode of a synchronous machine with frequency control. However, it is known that this OSEM mode is characterized by a more complex (and, therefore, more expensive and less reliable) structure of the OSEM static semiconductor converter control system (due to the presence of an OSEM adjustable frequency driver in it) and is characterized by relatively rigid transient electromagnetic and electromechanical processes that adversely affect the reliability and durability of TNA as a whole.

The technical problem to be solved by the claimed invention is directed to eliminating the listed disadvantages of the known prototype method, namely: a) further improving the throttle response of the DG load in transient conditions by increasing the speed and accuracy of the process of regulating pressurized air pressure in diesel cylinders during periods of sharply variable fluctuations in its load (surges / discharges), resulting, as a result, in improving the dynamic performance of the process of regulating the voltage frequency in the electric network otrebiteley; b) elimination of transient formation of soot (smoke), toxic gases (CO, NO _x , SO _x ), hydrocarbon residues (C _x H _x ), aldehydes and other ingredients in the combustion products; c) a qualitative improvement in the processes of fuel combustion in diesel cylinders in transient conditions, aimed at the release without residue of all chemical energy stored in the combustible fuel; d) an additional increase in the economics of DG due to the utilization of the kinetic energy of the rotating masses of THA during transitional periods of a decrease in its rotational speed into electric energy with its direction into the electric network of consumers; e) improvement of transient electromagnetic and electromechanical processes of the OSEM, as well as simplification and cheapening of the control system of its static semiconductor converter; f) improvement of anti-surge characteristics of a turbocharger of a boost in all modes and the entire range of DG loads; g) in addition, the task is to improve the starting properties of the OSEM when it is used in the valve motor mode.

The stated technical problem is achieved by the fact that in the known method for automatically controlling the charge pressure of a diesel generator in dynamic modes, which consists in the fact that when starting a synchronous diesel generator, a reversible synchronous electric machine of a turbocharger is accelerated at the same time, and when this diesel generator is operating in the range of static active loads less than 30-40% of the nominal and power surge is measured by means of a three-pulse electronic proportional-integral -differential regulator of fuel supply and charge air pressure, the signals of static and dynamic increment of this power, consistently and synchronously boost the fuel supply and charge air pressure with these signals by acting as a static signal on the servomotor of a single-pulse mechano-hydraulic regulator of angular speed of the diesel engine, and by a dynamic signal on control system of a static semiconductor converter of a reversible synchronous electric machine turbocharged unit, increasing at this stage the voltage of this converter in the direct current circuit and the rotating electromagnetic moment of this reversible synchronous electric machine operating with a drive motor, and when power is reset in this range of static loads, the same three-pulse electronic proportional-integral-differential fuel supply regulator is measured and charge air pressure, the signals of static and dynamic reduction of this power, which also consistently and synchronously deform the fuel supply and the charge air pressure of the diesel engine by acting on the servo motor of a single-pulse mechanohydraulic angular velocity controller and applying a second signal on the control system of the static semiconductor converter of a reversible synchronous electric machine of a turbocharger, which reduces the voltage of this converter in a constant circuit at this stage current and torque electromagnetic reversible synchronous electrical machine; when the diesel generator operates in the range of static loads above 30-40% of the nominal and the power surge, the signals of static and dynamic increment of this power are measured, and the fuel supply and charge air pressure are boosted by these signals in a synchronized manner, also acting on the single-pulse servomotor with a static signal mechano-hydraulic regulator of the angular velocity of the diesel and increase the fuel supply, and a dynamic signal affect the control system of static semiconductor with a forge converter of a reversible synchronous electric machine of a turbocharging unit operating in a given load range in the generator mode, which reduces the excitation current and the braking electromagnetic moment of a reversible synchronous electric machine at this stage, while, when the power is reset in this range of static loads, the fuel supply and diesel boost pressure at the same time and consistently at this stage, deform, in contrast to the known method in the inventive method in the dynamic modes of operation of the diesel generator Pounce torus under pressure and discharge power of the charge air at all of its previous loads controlled in stages.

When the load is loaded onto the diesel generator during the combined action of the static and dynamic load increment signals, the first stage is additionally affected by the static load increment signal to increase the charge air pressure due to the supply of a generator of dynamic correction of the generator voltage frequency to the intake pipe of the turbocharger of pressurized compressed air from it source through an auxiliary air pipe by means of a controlled valve installed on this air pipe just before entering the turbocharger, they also act on the reversible synchronous electric machine of the turbocharger via a static semiconductor converter, its control system made in the form of control subsystems for reversible network and machine semiconductor converters, and subunits for controlling the motor and generator modes of the logical synchronous reversible control unit electric machine. Moreover, during periods of operation of the diesel generator with a static load of more than 30-40% of the nominal load, with the aforementioned load surge, when the reversible synchronous electric machine of the turbocharger unit operates in the generator mode, it is reduced due to the influence of the increment of the static and dynamic loads of the diesel generator by the total signal and by means of a static semiconductor converter, its control subsystems of reversible network and machine semiconductor converters and, accordingly, subbl the control shafts of the motor and generator modes, the electromagnetic braking torque of a reversible synchronous electric machine up to its transfer to the motor mode with its subsequent bringing to the nominal one by means of a controlled semiconductor converter-exciter with its control subsystem. Moreover, at the first stage of this load surge, the pressure of the charge air in the air manifold of the turbocharger turbocharger and the rotational speed of the turbocharger itself are measured. The signal value proportional to this pressure is compared by means of the dynamically correcting the frequency generator voltage with the software value specified in the same block equal to the optimal value for the increased static load of the diesel generator, and if the measured signal exceeds the optimal value, the controlled valve is turned off by the signal from this block from a source of compressed air. At the second stage of this control of the charge air pressure of the same mode of the diesel generator with the indicated load surge, the measured values of the current signal of the boost turbocharger speed and charge air pressure in the air manifold with the programmed the subunit of setting the mode with values equal to optimal for the increased static load of the diesel generator. And, in case of exceeding the measured signals of the rotation speed and, respectively, the charge air pressure over the set ones and the operation of the diesel generator with a load of more than 30-40% of the nominal, the signals of their difference affect this subunit to return the reversible synchronous electric machine of the turbocharger unit back to the previous generator mode, and then the subsequent increase in the electromagnetic braking torque of a reversible synchronous electric machine, through its static semiconductor converter, control subsystems of reversible electric machine and network semiconductor converters, when the mode and controlled semiconductor converter exciter are returned with its control subsystem when the braking torque is increased, until the values of the measured and optimal charge air pressure signals compared in the generator control subunit become equal after which the increase of the electromagnetic braking torque of a reversible synchronous electric machine, through semi odnikovogo exciter converter with its control subsystem, the signal mode control subblock generator is stopped as a steady. And if the load of the diesel generator at the time of injection corresponds to values less than 30-40% of the nominal, then initially, along with the mentioned supply at the first stage to the turbocharger of pressurized compressed air from an external source, they simultaneously increase due to the effect of the incremental signal increments of the static and dynamic loads of the diesel - generator electromagnetic driving torque of a reversible synchronous electric machine operating in a given load range of a diesel generator in a motor mode, up to a nominal value sheniya, by means of a static semiconductor converter, a subsystem for controlling its network semiconductor converter and a subunit controlling the motor mode. And in the second stage, after turning off the compressed air source, the signals of the difference in the measured increased values of the turbocharger speed of the charge air and, respectively, the pressure of the charge air in the air manifold over the programmed values calculated in the subunit for controlling the motor mode affect the return of the reversible synchronous electric machine to the previous motor mode and further reduction of its electromagnetic driving moment by means of static semiconductors of the converter, the control subsystem of its network semiconductor converter, and the engine control subunit until the measured signal of the actual charge air pressure when compared in the engine control subunit decreases and becomes equal to the optimal value for the increased static load mode of the diesel generator , after which this decrease in electromagnetic driving torque of a reversible synchronous electric machine by the signal of this subunit How to Install a stop;

When the load is reset from the diesel generator, at the first stage, the measured power reduction signal acts simultaneously to reduce the fuel supply by means of a single-pulse mechanohydraulic engine angular speed controller and to connect the active power compensator to the generator terminals, by means of its high-speed semiconductor controller, by the signal of the dynamic correction unit the frequency of the voltage associated with the specified single-pulse mechano-hydraulic angular velocity controller awns. And also affect the discharge with a shutter speed of 0.5 seconds. charging air from the turbocharger air manifold onto its suction cavity by applying an additional signal from the output of the dynamic voltage frequency correction unit to open the controlled valve installed on the bypass duct connecting the discharge cavity of the turbocharger with its suction cavity, thereby reducing the excess air coefficient in the chambers diesel combustion. And the total signal of static and dynamic power reduction, if the load of the diesel generator at this moment of discharge is less than 30-40% of the nominal, acting on the subunits to control the motor and generator modes of the logical control unit, translates a reversible synchronous electric machine according to the signal of the last subunit a turbocharging unit operating in the motor mode to the generator mode at rated current, by means of its static semiconductor converter, subsystems control of its network and machine semiconductor converters and a controlled semiconductor converter-exciter, and forcibly reduce the rotational speed and performance of the turbocharger boost, as well as the pressure of the charge air in its air manifold. And if the load of the diesel generator at the time of discharge is equal to and more than 30-40% of the nominal, the total signal of the static and dynamic power reduction increases the electromagnetic braking torque of the reversible synchronous electric machine of the turbocharging unit operating in the generator mode to the rated power, acting on this total signal the output signal of the control unit of the generator mode of the logical control unit to the control subsystem controlled by a semiconductor converter-excite elem, thus increasing by force by means of the converter-exciter field current and an electromagnetic braking torque synchronous reversible electric machine to the nominal value, thereby forcedly reduced speed and turbocharger boost performance, as well as the charge air pressure in its air manifold. Then, after the load has been relieved from the diesel generator, the fuel supply reduction signal synchronously with it proportionally reduces the load of the active power compensator by means of its high-speed semiconductor controller using an additional signal from the generator for dynamic correction of the generator voltage frequency, and at the same time, the decreasing turbocharger rotation speed and charge air pressure are measured in the air manifold, and as the charge air pressure decreases, the measured signal of this pressure Nia compared by the generator voltage frequency dynamic correction block with its software specified in the same block a value equal to the optimum for the given lowered genset static load. At the same time, when the signal proportional to the charge air pressure becomes equal to the programmed one, the controlled valve on the bypass duct is closed by means of this unit for dynamic correction of the generator voltage frequency. And when the speed signal received in it becomes proportional to the programmed value in it, proportional to the angular speed of the boost turbocharger, the active power compensator is also turned off by the action of this unit of dynamic correction of the generator voltage frequency to its high-speed semiconductor controller. Then, at the second stage of regulation, the measured values of the speed signals of the turbocharger of the boost and pressure of the charge air are compared by means of a subunit controlling the generator mode of the logical control unit of the reversible synchronous electric machine of the turbocharger with their programmed values in the same subunit controlling the generator mode equal to the optimal values for the decreasing static load diesel generator mode. And, if the second signals exceed the first ones, in the modes with a static load of the diesel generator less than 30-40% of the rated value, these signals of the difference of this subunit affect the control subsystems of the machine and network semiconductor converters of a static semiconductor converter of a reversible synchronous electric machine and return this machine to previous motor mode. Then, by means of the sub-unit for controlling the motor mode and its mentioned elements and connections, the electromagnetic motor moment of the reversible synchronous electric machine and the speed of the turbocharger of the supercharger are increased until the measured and programmed optimal for the reduced static load mode of the diesel generator compared in this sub-block of the engine control the values of the charge air pressure signals do not become equal, after which the increase in the electromagnetic motor At the moment of the reversible synchronous electric machine, the signal of this subunit is stopped.

When a diesel generator is put out of operation, a stop command is sent to the input of its remote automated control subsystem and through this subsystem a load is transferred to the diesel generator remaining in operation. In the process of this translation, at the output of a three-pulse electronic proportional-integral-differential fuel supply regulator of the output diesel generator, a signal for decreasing the engine static load is generated simultaneously with a decrease in the load of the synchronous generator. They act on the servomotor of a single-pulse mechanohydraulic angular velocity controller, as well as on the charge air pressure control devices, reducing its pressure and the turbocharger speed of the boost, as in the case of load shedding. And when the power of the output synchronous generator becomes equal to zero, according to the signal of its three-pulse electronic proportional-integral-differential fuel supply regulator, the circuit breaker of this generator is turned off. By means of a normally closed block contact of this switch, an idle signal is sent to the remote automated control subsystem of the outputted diesel generator. According to this signal, by means of the indicated subsystem of remote control, it reduces the frequency of rotation of the diesel generator to the value set by the program for idle mode. And after the specified time in the subsystem programmed for the time delay for the diesel generator to idle, this remote automated control subsystem generates at the same time a diesel stop command by means of a stop device of a single-pulse mechanohydraulic angular velocity controller and a stop command of the turbocharging unit via the braking subunit of the logical control unit reversible synchronous electric machine. Further, by means of this braking subunit, in interaction of the latter with a static semiconductor converter and its both subsystems for controlling the network and machine semiconductor converters, the reversible synchronous electric machine is transferred to regenerative braking generator mode, the rotational speed of the reversible synchronous electric machine and the turbocharging unit is reduced, transforming the kinetic energy into electrical and directing it into an electrical network b. The decreasing rotational speed of the turbocharger of the boost is measured and its value in the braking subunit of the logical control unit is compared with the value programmatically set in the same subunit of braking, which determines the moment the transition of the reversible synchronous electric machine already into the dynamic braking mode. When the turbocharger speed of a boost is reduced to a specified set value of dynamic braking by a signal of this braking subunit, the electrical machine converter of the static semiconductor converter is switched by means of the auxiliary contactor of the latter to its dynamic resistor, including the latter in the DC circuit of the static converter itself, and the control pulses of the semiconductor valves of the network converter of the static semiconductor converter b Okeer through the same sub-block braking. When the rotation speed of the turbocharger of the boost during dynamic braking becomes equal to zero, the circuit breaker of the reversible synchronous electric machine is turned off by the same braking subunit, removing power from all circuits of the reversible synchronous electric machine

Operationally justified is the implementation of the method when a reversible synchronous electric machine of a turbocharging unit is used during the engine operation in the valve machine mode at the rated excitation current, and during its operation the generator controls the flow of electric power in such a way that in steady-state modes the flow of this power is controlled by regulating the voltage and excitation current, and in transient conditions, the same stream is controlled by acting on a static half Vodnikova inverter gate reversible synchronous electric machine included in its anchor chain.

It is economically and technologically feasible that such a method is performed when during the start of a diesel generator the acceleration of a reversible synchronous electric machine of a turbocharger in the valve engine mode to an initial speed of 5% of its nominal value and guaranteeing stable natural switching of the semiconductor valves of the machine converter during the operation is dependent inverter, perform by supplying compressed air from the starting cylinder of the diesel engine to the gas inlet the turbine of the turbocharging unit through a controlled valve installed in the auxiliary air duct between this cylinder and the inlet of this gas turbine, and stop the supply of compressed air by applying a feedback signal on the frequency of rotation of the turbocharging unit to the same controlled valve.

The restrictive and distinctive features of the claimed invention together provide a solution to the problem with the following results: 1) improving the throttle response of the DG load in transient conditions, both by increasing the speed of the control system of charge air pressure in the diesel cylinders during periods of load spikes on it, as well as the use of high-speed active power compensator at moments of load shedding, leading, ultimately, to an improvement in the dynamic performance of the process is regulated I voltage frequency in the electrical network users; 2) improvement of the processes of fuel combustion in diesel cylinders in transient conditions, aimed at eliminating the formation of soot (smoke), toxic gases (GO, NO _x , SO _x ), hydrocarbon residues (C _x H _x ), aldehydes and other ingredients in the combustion products , i.e. improvement of environmental characteristics of diesel fuel; 3) the release without residue of all chemical energy stored in the combustible fuel and its conversion into mechanical energy by optimizing the processes of fuel combustion in diesel cylinders in transient conditions without the formation of hydrocarbon residues C _x H _x ; 4) an additional increase in the efficiency of diesel engines in transient conditions due to the utilization of the kinetic energy of the rotating masses of the turbocharging unit into electric energy in periodically repeating periods of decreasing the speed of the turbocharger unit with its direction to the consumers' electric network; 5) improvement of transient electromagnetic and electromechanical processes of a reversible synchronous electric machine of a turbocharging unit, as well as simplification and cheapening of the control system of its static semiconductor converter; 6) the claimed invention is additionally aimed at improving the anti-surge characteristics of a turbocharger of a boost in all modes and the entire range of DG loads; 7) improving the starting properties of the OSEM in engine mode without complicating its design.

I. One of the important characteristics of the dynamic modes of the DG is the load pickup, which characterizes the speed of adaptation of its auxiliary systems to a sudden change in the load of the unit - its "surge" or "discharge". Electronic means of fuel control, which are equipped with modern diesel engines, allow a relatively quick (fraction of a second) to respond to these changes in load. Whereas the regulation of the charge air pressure by means of a turbocharger of a boost with a free (passive) drive from a turbine rotated by exhaust gases is significantly delayed (up to several seconds) due to the high inertia of the turbine engine, due to its mass and high speed, reaching tens of thousands of revolutions per minute. The connection to the shaft of the turbocharging unit of a reversible synchronous electric machine - OSEM - with a gearbox, as is customary in the prototype method, on the one hand, allows to achieve optimal parameters of the DG boost in the entire range of its static (steady-state) loads and disposed of in a certain load range the energy of the heat of the exhaust gases into electrical energy, i.e. increasing the efficiency of the turbocharging unit and diesel engine as a whole. But, on the other hand, the ESEM with a reducer, increasing the rotational mass of the rotating parts of the heat pump and the kinetic energy stored by it during acceleration, causes an increase in the transient time constant of the heat pump, which leads to an additional delay in the control of charge loading and discharge, which additionally delays the regulation of charge air pressure.

In the inventive method for automatically controlling the pressure of the charge air of a diesel generator, due to the fact that 1) ... in the dynamic modes of operation of the diesel generator during power surge and discharge, the pressure of the charge air with all its previous loads is regulated in stages. When the load is loaded onto the diesel generator during the combined action of the static and dynamic load increment signals, the first stage is additionally affected by the static load increment signal to increase the charge air pressure due to the supply of a generator of dynamic correction of the generator voltage frequency to the intake pipe of the turbocharger of pressurized compressed air from it source through an auxiliary air pipe by means of a controlled valve installed on this air pipe just before entering the turbocharger, they also act on the reversible synchronous electric machine of the turbocharger via a static semiconductor converter, its control system made in the form of control subsystems for reversible network and machine semiconductor converters, and subunits for controlling the motor and generator modes of the logical synchronous reversible control unit electric machine. Moreover, during periods of operation of the diesel generator with a static load of more than 30-40% of the nominal load, with the aforementioned load surge, when the reversible synchronous electric machine of the turbocharger unit operates in the generator mode, it is reduced due to the influence of the increment of the static and dynamic loads of the diesel generator by the total signal and by means of a static semiconductor converter, its control subsystems of reversible network and machine semiconductor converters and, accordingly, subbl the control shafts of the motor and generator modes, the electromagnetic braking torque of a reversible synchronous electric machine up to its transfer to the motor mode with its subsequent bringing to the nominal one by means of a controlled semiconductor converter-exciter with its control subsystem. Moreover, at the first stage of this load surge, the pressure of the charge air in the air manifold of the turbocharger turbocharger and the rotational speed of the turbocharger itself are measured. The signal value proportional to this pressure is compared by means of the dynamically correcting the frequency generator voltage with the software value specified in the same block equal to the optimal value for the increased static load of the diesel generator, and if the measured signal exceeds the optimal value, the controlled valve is turned off by the signal from this block from a source of compressed air ... - achieve a combination of actions and technical means during a load surge along with an increase in the fuel supply to the cylinder of a diesel engine of an almost synchronous and adequate increase in the pressure of charge air, leading to the formation in the combustion chambers of an optimal coefficient of excess air and a more complete combustion of the injected fuel, and therefore to conversion into mechanical energy of almost all potential (chemical) energy stored in hydrocarbon molecules, i.e. . to obtain a larger amplitude increment of the torque applied to the diesel crankshaft. This, ultimately, leads to a smaller dip in the DG rotation frequency and the alternator current frequency of the generator and their faster restoration to the previous values.

2) ... when resetting the load from the diesel generator, in the first stage, with a measured static signal, the power decreases simultaneously affect the fuel supply by means of a single-pulse mechanohydraulic engine angular speed controller and connect the active power compensator to the generator terminals by means of its high-speed semiconductor controller, according to the signal block dynamic correction of the frequency of the voltage associated with the specified single-pulse mechanohydraulic angular regulator speed. And also affect the discharge with a shutter speed of 0.5 seconds. charging air from the turbocharger air manifold onto its suction cavity by applying an additional signal from the output of the dynamic voltage frequency correction unit to open the controlled valve installed on the bypass duct connecting the discharge cavity of the turbocharger with its suction cavity, thereby reducing the excess air coefficient in the chambers diesel combustion. And the total signal of static and dynamic power reduction, if the load of the diesel generator at this moment of discharge is less than 30-40% of the nominal, acting on the subunits to control the motor and generator modes of the logical control unit, translates a reversible synchronous electric machine according to the signal of the last subunit a turbocharging unit operating in the motor mode to the generator mode at rated current, by means of its static semiconductor converter, subsystems control of its network and machine semiconductor converters and a controlled semiconductor converter-exciter, and forcibly reduce the rotational speed and performance of the turbocharger boost, as well as the pressure of the charge air in its air manifold. And if the load of the diesel generator at the time of discharge is equal to and more than 30-40% of the nominal, the total signal of the static and dynamic power reduction increases the electromagnetic braking torque of the reversible synchronous electric machine of the turbocharging unit operating in the generator mode to the rated power, acting on this total signal the output signal of the control unit of the generator mode of the logical control unit to the control subsystem controlled by a semiconductor converter-excite elem, thus increasing by force by means of the converter-exciter field current and an electromagnetic braking torque synchronous reversible electric machine to the nominal value, thereby forcedly reduced speed and turbocharger boost performance, as well as the charge air pressure in its air manifold. Then, after the load has been relieved from the diesel generator, the fuel supply reduction signal synchronously with it proportionally reduces the load of the active power compensator by means of its high-speed semiconductor controller using an additional signal from the generator for dynamic correction of the generator voltage frequency, and at the same time, the decreasing turbocharger rotation speed and charge air pressure are measured in the air manifold, and as the charge air pressure decreases, the measured signal of this pressure Nia compared by the generator voltage frequency dynamic correction block with its software specified in the same block a value equal to the optimum for the given lowered genset static load. At the same time, when the signal proportional to the charge air pressure becomes equal to the programmed one, the controlled valve on the bypass duct is closed by means of this unit for dynamic correction of the generator voltage frequency. And when the speed signal received in it becomes proportional to the value specified in it, proportional to the angular speed of the turbocharger turbocharger, the active power compensator is also turned off by the action of this unit of dynamic correction of the generator voltage frequency to its high-speed semiconductor controller ... - they also achieve a combination of actions and technical means during load shedding along with a decrease in the fuel supply to the diesel cylinders to reduce the charge air pressure p and simultaneous substitution of short disconnected receiver ballast load active power compensator that provides a point off the receiver constancy resistive torque DW and subsequent plavnozamedlennoe its decrease. For such a smooth decrease in the moment of resistance on the DG shaft, its fuel supply control system manages to track and prevent the casting of the DG rotation frequency and the surge of the current frequency in the consumer network.

Therefore, due to the fact that: 1) when the load is added to the diesel engine, additional and short-term compressed air is supplied to the turbocharger impeller of the turbocharger from its source, and thereby achieve a faster and larger amplitude increment of the torque on the diesel crankshaft, and 2) when the load is relieved with DG, the active power compensator is briefly connected while simultaneously acting in both of these cases on the mode and electromagnetic moment of the ESEM of the turbocharging unit, in the aggregate, they achieve olee fast response (pick-up) DW to load changes, the result having the best quality of the network electricity consumers by the generator voltage frequency.

II. In recent years, environmental indicators - the content of non-oxidized carbon - soot and harmful substances in the products of combustion, have moved to one of the first places in the list of operational characteristics of internal combustion engines. An indicator of the volume content of soot in the exhaust gas is smoke, and the degree of harmfulness of these gases is estimated mainly by the volume content of carbon monoxide CO, nitrogen oxides NO _x , sulfur oxides SO _x and residues of heavy hydrocarbons C _x H _x . The prototype method is primarily aimed at improving economic and environmental indicators in the static operating modes of diesel engines. The inventive method for automatically controlling the pressure of the charge air of a diesel generator has as its goal to improve its environmental performance in dynamic modes. So, due to the fact that: 1) ... in the dynamic modes of operation of the diesel generator during power surge and discharge, the pressure of the charge air with all its previous loads is regulated in stages .. When the load is increased on the diesel generator with the total effect of the incremental signals of static and dynamic loads at the first stage, they additionally act as a signal of the increment of the static load to increase the pressure of the charge air due to the supply of a signal of a block of dynamic correction of the generator voltage frequency the suction pipe of a turbocharger for pressurizing compressed air from its source through an auxiliary air pipe by means of a controlled valve installed on this air pipe directly before the turbocharger inlet, and also act on a reversible synchronous electric machine of a turbo-charging unit by means of a static semiconductor converter, its control system, made in the form of subsystems control reversible network and machine semiconductor converters, and subunits for controlling the motor and generator modes of the logical control unit of a reversible synchronous electric machine. Moreover, during periods of operation of the diesel generator with a static load of more than 30-40% of the nominal load, with the aforementioned load surge, when the reversible synchronous electric machine of the turbocharger unit operates in the generator mode, it is reduced due to the influence of the increment of the static and dynamic loads of the diesel generator by the total signal by means of a static semiconductor converter, its subsystems for controlling reversible network and machine semiconductor converters and, accordingly, subunits s control motor and generator modes, the electromagnetic braking torque synchronous reversible electric machine until its transfer to the trolley mode, followed by bringing to its rated by a controllable semiconductor inverter exciter with its control subsystem. Moreover, at the first stage of this load surge, the pressure of the charge air in the air manifold of the turbocharger turbocharger and the rotational speed of the turbocharger itself are measured. The signal value proportional to this pressure is compared by means of the dynamically correcting the frequency generator voltage with the software value specified in the same block equal to the optimal value for the increased static load of the diesel generator, and if the measured signal exceeds the optimal value, the controlled valve is turned off by the signal from this block from a source of compressed air ...; and due to the fact that

2) ... when resetting the load from the diesel generator, in the first stage, with a measured static signal, the power decreases simultaneously affect the fuel supply by means of a single-pulse mechanohydraulic engine angular speed controller and connect the active power compensator to the generator terminals by means of its high-speed semiconductor controller, according to the signal block dynamic correction of the frequency of the voltage associated with the specified single-pulse mechanohydraulic angular regulator speed. And also affect the discharge with a shutter speed of 0.5 seconds. charging air from the turbocharger air manifold onto its suction cavity by applying an additional signal from the output of the dynamic voltage frequency correction unit to open a controlled valve installed on the bypass duct connecting the discharge cavity of the turbocharger with its suction cavity, thereby reducing the excess air coefficient in the chambers diesel combustion. And the total signal of static and dynamic power reduction, if the load of the diesel generator at this moment of discharge is less than 30-40% of the nominal, acting on the subunits to control the motor and generator modes of the logical control unit, translates a reversible synchronous electric machine according to the signal of the last subunit a turbocharging unit operating in the motor mode to the generator mode at rated current, by means of its static semiconductor converter, subsystems control of its network and machine semiconductor converters and a controlled semiconductor converter-exciter, and forcibly reduce the rotational speed and performance of the turbocharger boost, as well as the pressure of the charge air in its air manifold. And if the load of the diesel generator at the time of discharge is equal to and more than 30-40% of the nominal, the total signal of the static and dynamic power reduction increases the electromagnetic braking torque of the reversible synchronous electric machine of the turbocharging unit operating in the generator mode to the rated power, acting on this total signal the output signal of the control unit of the generator mode of the logical control unit to the control subsystem controlled by a semiconductor converter-excite elem, thus increasing by force by means of the converter-exciter field current and an electromagnetic braking torque synchronous reversible electric machine to the nominal value, thereby forcedly reduced speed and turbocharger boost performance, as well as the charge air pressure in its air manifold. Then, after the load has been relieved from the diesel generator, the fuel supply reduction signal synchronously with it proportionally reduces the load of the active power compensator by means of its high-speed semiconductor controller using an additional signal from the generator for dynamic correction of the generator voltage frequency, and at the same time, the decreasing turbocharger rotation speed and charge air pressure are measured in the air manifold, and as the charge air pressure decreases, the measured signal of this pressure Nia compared by the generator voltage frequency dynamic correction block with its software specified in the same block a value equal to the optimum for the given lowered genset static load. At the same time, when the signal proportional to the charge air pressure becomes equal to the programmed one, the controlled valve on the bypass duct is closed by means of this unit for dynamic correction of the generator voltage frequency. And when the speed signal received in it becomes proportional to the value specified in it, proportional to the angular speed of the turbocharger of the boost, the active power compensator is turned off by the action of this unit of the dynamic correction of the generator voltage frequency to its high-speed semiconductor regulator ... - they also get together with sudden drafts and load sheds on a diesel generator of an almost synchronous and adequate regulation of fuel supply to diesel cylinders For the pressure and charge air, leading to the formation of a fuel-air mixture with an optimal coefficient of excess air, providing almost complete, smokeless combustion of the injected fuel with the formation of carbon dioxide CO ₂ and water Н ₂ О (ordinary components of atmospheric air), but without soot impurities, carbon monoxide and with a minimum content of sulfur oxides (if sulfur impurities are present in the original fuel) and nitrogen oxides. This is due to the fact that with an optimal coefficient of excess air "α" the amount of oxygen contained in it is sufficient for the complete oxidation of hydrocarbon vapors (as the more active components of the air-vapor mixture) and is insufficient for the formation of nitrogen and sulfur oxides (as less active components of the same mixture).

It is significant that, without applying measures and means of regulating the first echelon and without actively affecting the speed of the fuel pump, at the time of load shedding and after reducing the fuel supply by means of a three-pulse electronic PID controller, the air continues to be pumped into the diesel cylinders for some time, high blood pressure. Combustion of fuel in this period of time occurs with an excess coefficient of "α". Excess oxygen contained in the air reacts at high temperature with air nitrogen and sulfur present in the fuel. The oxidation reaction of these components occurs with the release of additional heat and an increase in the temperature of the combustion products, further activating the process of nitrogen oxidation. The content of harmful nitrogen and sulfur oxides in the exhaust gases increases during this period. The increased temperature established in the combustion chambers contributes to the unjustified burning of the piston bottom and corrosion of the cylinder walls of the diesel engine over time. In this case, the increasing thermal intensity of the combustion chambers inevitably requires an increase in the consumption of coolant and energy consumption for cooling the diesel engine.

Therefore, due to the fact that: 1) when the load is added to the DG, additional air is supplied to the turbocharger turbocharger impeller from the starting cylinder, and 2) when the load is loaded from the DG, the charge air is transferred from the manifold to the inlet cavity of the turbocharger, and also affect the change OSEM mode, they achieve fuel combustion in diesel cylinders at optimal values of the coefficient of excess air, minimizing the formation of soot and toxic gases.

III. Due to the use of the same measures as reasonably stated in the proof clause II, in dynamic DG operation modes, the process of oxidation (combustion) of hydrocarbon vapors of organic fuel in diesel cylinders proceeds while maintaining the optimal values of the coefficient of excess air “α,” which guarantees the release of almost all the stored in this fuel chemical energy and its conversion into mechanical energy on the crankshaft of a diesel engine.

Therefore, due to the fact that: 1) when the load on the exhaust gas is increased, compressed air from its source is additionally supplied to the suction pipe of the turbocharger turbocharger and 2) when the load is removed from the diesel engine, charge air is transferred from the air manifold to the inlet cavity of the turbocharger, and also a change in the OSEM mode, they seek to maintain in the diesel combustion chambers in dynamic modes the optimal values of the coefficient of excess air, thereby obtaining, without the rest of the combustion of fuel, the release of generation and conversion into mechanical energy of all chemical energy potentially stored in fossil fuels, which increases the efficiency of diesel fuel as a whole.

IV. In the known prototype method, changes in the electromagnetic moment of the OSEM (moving during operation of the engine with a load of less than 30-40% and braking during the operation of the engine with a load equal to and more than 30-40%), observed in dynamic modes when the load is discharged from the engine, occur relatively slowly, or rather, with the time constant of the transient free run-out process, the TNA in the process of reducing its rotation frequency. The kinetic energy of the rotating parts of the THA is spent on heating bearings and air from friction, i.e. useless.

In the inventive method for regulating the pressure of charge air ... when dumping the load from the diesel generator, in the first stage, with the measured static signal, the power drops act simultaneously to reduce the fuel supply by means of a single-pulse mechanohydraulic engine angular speed controller ... And the total signal of static and dynamic power reduction, if the load of the diesel generator at this moment of discharge is less than 30-40% of the nominal, acting on the subunits to control the motor and generator modes of the logical control unit, translates a reversible synchronous electric machine according to the signal of the last subunit a turbocharging unit operating in the motor mode to the generator mode at rated current, by means of its static semiconductor converter, subsystems control of its network and machine semiconductor converters and a controlled semiconductor converter-exciter, and forcibly reduce the rotational speed and performance of the turbocharger boost, as well as the pressure of the charge air in its air manifold .... Due to the electrical (regenerative) braking of the TNA, due to the translation of the ESEM into the generator mode or its amplification, the stored kinetic energy of the rotating parts is converted into electrical energy and sent through the SPP to the consumers' electrical network, i.e. it is used useful. At the same time, due to forced active braking, the TNA transition from one steady state to another occurs faster, without violating the optimal balance of the fuel-air mixture in the diesel combustion chambers.

Therefore, due to the fact that when the load is removed from the DW, the OSEM is put into the braking mode or amplified, they achieve an additional increase in the economics of the DW in transient conditions due to the utilization of the kinetic energy of the rotating masses of the THA into electric energy with its direction into the electric network of consumers, which is observed in periodically recurring time intervals when the rotational speed of the TNA changes from more energetic to less energetic levels.

V. Surge, as is known, is called the unstable operation of compressor equipment, as a result of which there are pressure surges and fluctuations in the volumes of the working medium supply - gas or air mixture. Surge compressor DG boost is one of the extremely negative factors that can lead to violations of the current mode during operation of the DG, as well as cause a decrease in the installed resource and the destruction of the compressor itself. The prerequisites for the occurrence of surging is the appearance of a significant difference in pressure on the suction and discharge pipelines. Surge margin is a relative value characterizing the degree of removal of the working area of compressor modes (compressor operating characteristic) from the boundary of stable modes. Compressor stability margin is necessary to ensure a guarantee of both its stable functioning during the operation of the diesel engine in the entire possible operational range of steady-state and transient modes, and the required resource. The larger the compressor’s margin of safety, the less likely it will become unstable under different changing operating conditions of a diesel engine, especially for modern and dressed up models. When coordinating the characteristics of a diesel engine and a turbocharger, it is known that they provide a margin of surplus of at least 15%. There are two ways to regulate the flow (supply) of air in a turbocharger of a supercharger during load shedding: 1) by reducing the cross section of the air path through a damper mounted on the suction or discharge sides, and accompanied by an increase in the resistance of the line; 2) a change in the frequency of rotation of the impeller of the compressor with a constant resistance line.

In the inventive method of regulating the pressure of the charge air of a diesel engine in dynamic modes from a set of signs ... when dumping a load from a diesel generator, at the first stage, with a measured static signal, the power drops simultaneously affect the fuel supply by means of a single-pulse mechanohydraulic engine angular speed controller. ... And the total signal of static and dynamic power reduction, if the load of the diesel generator at this moment of dumping is less than 30-40% of the nominal, acting on the subunits to control the motor and generator modes of the logical control unit, translates a reversible synchronous electric signal from the last subunit a turbocharged engine machine operating in the motor mode into the generator mode at rated current, by means of its static semiconductor converter, subsystems its network board and electric machinery and the controlled semiconductor converters semiconductor converter-exciter and forcefully reduced while the rotational speed and the turbocharger boost performance, as well as the charge air pressure in its air manifold. And if the load of the diesel generator at the time of discharge is equal to and more than 30-40% of the nominal, the total signal of the static and dynamic power reduction increases the electromagnetic braking torque of the reversible synchronous electric machine of the turbocharging unit operating in the generator mode to the rated power, acting on this total signal the output signal of the control unit of the generator mode of the logical control unit to the control subsystem controlled by a semiconductor converter-excite by means of oil, in this case, by means of this converter-exciter, they increase the excitation current and the electromagnetic braking torque of the reversible synchronous electric machine to the nominal value, thereby forcingly lower the speed and productivity of the boost turbocharger, as well as the charge air pressure in its air collector ... it follows that a decrease in the charge rate and pressure of the charge air is carried out by reducing the speed of the turbocharger, which corresponds, as is known, to shy surge margin than in the case of choke adjustment (analog-known method 3). In addition, this method is even more economical, since it does not cause an increase in the path resistance and the resulting losses in heating and increased wear of the damper.

Therefore, due to the fact that when the load is discharged from the diesel engine, the charge air pressure is controlled by lowering the speed of the turbocharger, the work of the latter proceeds more stably (with a larger margin of surplus), more economical and “softer” for the equipment of the turbocharger than in the known analogue method 3 .

VI. In the known prototype method, as noted, the ESEM of a turbocharging unit in the motor mode is used in the synchronous engine mode with frequency control. Switching the semiconductor valves of an electric machine converter, which is part of the SPP and operating in the mode of an autonomous inverter, is forced by this use of the machine, or, otherwise, artificially. In order to ensure the frequency start-up of the OSEM during its operation by the engine and to regulate the rotational speed in this mode, the structure of the control system for the NGN should contain such a rather complex functional unit as a frequency adjuster, or a different driver. This, of course, complicates, increases the cost and somewhat reduces the reliability of the known NGN control system. In addition, since the smoothness of the control of the reference frequency of the specified setpoint controller is limited, the transition from one speed level of the ESEM of a turbocharger to another is accompanied by transients characterized by bursts of free components of currents and voltages in the electrical circuits of the machine and its SPP, as well as by shocks of electromagnetic moment on the shaft of the OSEM and turbocharging unit as a whole. And the circulation along the power circuits of free currents during periods of transitional conditions complicates and increases the cost of the structure of the power unit of the electric machine converter itself.

By incorporating the totality of features into the essence of the claimed invention ... a reversible synchronous electric machine of a turbo-charging unit during its operation, the engine is used in the valve machine mode at the rated excitation current, and during its operation the generator controls the flow of electric power in such a way that in steady-state modes the flow of this power they are controlled by regulating the voltage and excitation current, and in transient conditions the same stream is controlled by acting on a static The semiconductor converter of a reversible valve synchronous electric machine included in its anchor circuit ... - eliminate the indicated disadvantages. Indeed, when using an OSEM of a turbocharging unit in the valve engine mode, its SPP electric machine converter, as is known, operates in the dependent inverter mode, and its semiconductor valves are switched naturally due to the EMF induced in the armature winding of the machine. Changes in the frequency and amplitude of this EMF in the process of controlling the angular velocity by means of a variable voltage at the input of an electric machine inverter-inverter also occur without transient electromagnetic processes and without jolts of torque from the side of the OSEM (Booth D. A. Contactless electrical machines. - M .: Higher. school, 1990 .-- 416 p.).

Consequently, by changing the control method for the SPP and transferring the ESEM of the turbocharger from the synchronous engine mode with frequency control to the valve motor mode, more favorable conditions for the interaction of the ESEM, on the one hand, with the control system, and on the other hand with the links of the turbocharger unit, are achieved, guaranteeing greater durability of the latter, including the gearbox (if any).

VII. A rotary motor, as is known, has the disadvantage that at the moment of switching on and during periods of operation at speeds less than 5% of the nominal, natural switching of semiconductor valves of an electric machine converter - dependent inverter, carried out by the EMF of the armature winding, is impossible, due to its smallness. Usually, to a specified initial speed, the valve motor is accelerated either by an external accelerating asynchronous motor, or by means of a short-circuited starting winding integrated in the pole tips of the rotor of the motor itself. But both known solutions complicate the design of the machine and worsen its operational performance (But D.A. Contactless electric machines. - M.: Vyssh. Shk., 1990. - 416 p.).

To avoid this, by including in the essence of the claimed invention a combination of features ... during the start of a diesel generator, acceleration of a reversible synchronous electric machine of a turbocharger in the valve engine mode to an initial speed of 5% of its nominal value and guaranteeing stable natural switching of the semiconductor valves of the machine converter during work dependent inverter, performed by supplying compressed air from the starting cylinder of the diesel engine to the input the turbine unit’s gas turbine pipe through a controlled valve installed in the auxiliary air duct section between this cylinder and the gas turbine inlet pipe and the compressed air supply is stopped by applying a feedback signal on the turbocharging unit rotation frequency to the same controlled valve ... - OSEM acceleration in the mode the valve motor to the initial angular velocity is performed by means of a gas turbine of a turbo-charging unit and compressed air without complicating the ruktsii electric machine, and the acceleration is greater than in the known conventional processes start.

Therefore, due to the pulsed action of compressed air on the gas turbine of the turbocharger during the launch of its OSEM, it is possible to avoid complicating the design of this electric machine and deteriorating its operational characteristics in operating conditions.

Thus, the technical task is achieved.

The inventive method for automatically controlling the pressure of the charge air of a DG in dynamic modes is illustrated by the following graphic materials. FIG. 1 shows a functional diagram of a system for automatically controlling the fuel supply and charge air pressure of a diesel generator in dynamic modes; FIG. 2 - functional diagrams of the logical control unit of the OSEM and its static semiconductor converter; FIG. 3 - time diagrams of the transient process of a turbocharging unit when a large load is thrown onto a diesel generator loaded with less than 30-40% of the rated power; FIG. 4 is a graph diagram of a control algorithm for a turbocharger of a supercharger with a mixed drive with a sudden load surge on a diesel generator operating in a mode with a previous load of less than 30-40% of the nominal; FIG. 5 - time diagrams of transients of a turbocharging unit when a large load is dumped from a diesel generator loaded with less than 30-40% of the nominal; FIG. 6 - the same with a load surge on a diesel generator operating in a mode with a previous load of 30-40% of nominal or more; FIG. 7 - the same when dumping a large load from the DG loaded by 30-40% of the nominal load or more; FIG. 8 - operating characteristics of a turbocharger of a pressurization of a drive motor of a generator with different methods of regulating its performance; FIG. 9 is a timing diagram of a transition process of a turbocharging unit in a normal stop mode of a diesel generator; FIG. 10 is a table of item names shown in the figures.

The method of automatically controlling the pressure of the charge air of the DG in dynamic modes is carried out by means of the following system.

Implementing the inventive method, a system for automatically controlling the pressure of the charge air of a diesel generator, consisting of a synchronous generator 1 (Fig. 1), driven into rotation by a primary engine (diesel) 2 and connected to the tires 3 of the main switchboard (main switchboard) through an automatic generator switch 4 ( QF1), contains a single-pulse mechanohydraulic angular speed controller (MPC) 5 with a servo motor 6, a fuel rail 7, a potentiometer 8, and a stop solenoid (stop device property) 9; turbocharger 10 of charge air and a gas utilization turbine 11 driven by the energy of the exhaust gases of the primary engine (diesel) 2. With the shaft of the tubing compressor 10 is connected kinematically via a gear 12 the shaft of a reversible electric machine 13, in particular synchronous (OSEM) with electromagnetic excitation, with the possibility of connecting it electrically to the buses 3 of the main switchboard via a circuit breaker 14 (QF2) and a static semiconductor converter (SPP) 15 containing a DC link. The latter consists of two identical reversible converters (Fig. 1, Fig. 2): electric machine 16 (UZ1) and network 17 (UZ2), each of which is equipped with an independent control subsystem 18 (PSU1) and 19 (PSU2), respectively, forming together SPP control system 15. The reversible synchronous electric machine 13 has an excitation winding 20, fed by a controlled semiconductor converter (rectifier-exciter) 21, equipped with an independent control subsystem 22 (PSU3).

Command signals and control voltages for control subsystems 18, 19 and 22 are formed by a logical control unit 23 of a reversible synchronous electric machine 13, which includes the following functional units: adder 24 (C) of input control signals, subunits: start 25 (SBP), which sets mode 26 (SBZR), control of motor mode 27 (SBUD), control of generator mode 28 (SBUG) and braking 29 (SBT) of a reversible synchronous electric machine 13. Synchronizing voltages necessary for coordinated operation of the control subsystems 18, 19 and 22, are fed to their synchronizing inputs “1” (Fig. 1, Fig. 2) by means of synchronizing transformers 30, 31 and 32, respectively. The nodes marked with reference numbers 10-32 form a second, inertial echelon for regulating charge air pressure in dynamic modes of the diesel generator 1-2.

And its first, high-speed control line is formed (Fig. 1): a) during a load surge - a compressed air subsystem (not shown) of a diesel engine 2, consisting of a compressed air cylinder 33 connected by an air duct 34 to the turbocharger body 10, which contains a controllable valve 35, on-off signals generated at the output "1" of block 36 of the dynamic frequency correction (BDCH) voltage of the generator 1; b) during load shedding, a bypass air duct 37 connecting the injection cavity (not shown) of the turbocharger 10 to the compressed air duct 34 and containing a controllable valve 38 connected electrically to the output “2” of the generator 36 for dynamic correction of the voltage frequency of the generator 1; c) during load shedding, also an active power compensator (KAM) 39-43, including a ballast electric receiver 39 connected through a semiconductor voltage regulator 40 to the terminals of the diesel generator via an auxiliary contactor 41, and fuses 42, as well as a subsystem control 43 (PSU4) semiconductor voltage regulator 40 connected to its input "1" with the output "3" of block 36 of the dynamic correction of the frequency of the voltage of the generator 1.

The two-level time-based charge air pressure control system, as well as the mechano-hydraulic fuel supply regulator 5 - MPC, operate according to signals generated by an information block (not shown), consisting of: 1) a three-pulse electronic proportional-integral-differential (PID) controller 44 connected its output dP / dt in parallel with the first input (Fig. 1, Fig. 2) of the adder 24 (C) and through a diode (not shown) with the input “2” of subsystem 43 (PSU4), and the output ΔР - in parallel with the input of the single-pulse servomotor 6 mechano hydraulic regulator 5 and the second input of the adder 24 (C); 2) a potentiometer 8 of the same MPC 5 connected to the input "1" of block 36 of the dynamic correction of the frequency of the voltage; 3) feedback sensor 45 for charge air pressure, connected by its output to the input “1” of the subunits 26 for setting the OSEM 13 modes, the inputs “1” of the subunits for controlling the motor 27 and the generator 28 modes of the OSEM 13 and the input “2” of the dynamic frequency correction unit 36 generator voltage 1; 4) feedback sensor 46 for the frequency of rotation of the turbocharger 10 of the boost connected to the input "3" of the same block 36 of the dynamic correction of the voltage frequency, the frequency inputs "2" of the subunits 27 and 28 of the control, respectively, of the motor and generator modes of the OSEM 13 and the inputs "1" and "2", respectively, subunits 25 of the launch and 26 setting the OSEM 13 modes; 5) a current sensor 47 of a reversible synchronous electric machine 13 connected by its output to the input “5” of the subunit 26 of the mode setting.

Remote automated control (DAU) of the diesel generator 1-2 is performed by the subsystem 48 of the DAU of the same name, connected by its inputs “1” to sensors (not shown) located on diesel 2, and outputs “1, 2, 3, 4”, respectively with its executive bodies (not shown) located on diesel 2, an electromagnet 9 stop (stop device) of diesel 2 and inputs "1" and "2", respectively, subunits 29 braking and 25 starting OSEM 13. Outputs "1, 2, 3 , 4 and 5 "of the braking unit 29 are connected respectively to the brake inputs of" 2 "subsystem 18, 19 and 22, respectively, control the converters 16, 17 and 27, the input of the circuit breaker 14 and the coil (not shown) of the dynamic braking contactor, the closing contact 49 of which is installed in the circuit of the dynamic braking resistor 50, which is part of the static semiconductor converter 15. Outputs " 1 ”and“ 2 ”of the OSEM 13 start-up subunit 25 are connected respectively to the start inputs of the“ 3 ”OSEM 13 engine and generator control subunits 27 and 28, and its output“ 1 ”is also parallel to the other input of the machine of a switch 14 installed in the power supply circuit of the OSEM 13, output “3” - with input “5” of subsystem 22 for controlling the semiconductor rectifier-exciter 27, output “4” is connected to input “4” of subunit 26 of the mode setting, and output “3” - with the input "4" of the block 36 of the dynamic correction of the frequency of the voltage of the generator 1. In this case, the output of the adder 24 is connected in parallel to the control inputs of the "4" subunits 27 and 28 of the control of the motor and generator modes of the OSEM 13.

Acceleration of valve OSEM 13, synchronized with the start of a diesel generator 1-2, to an initial starting speed of 5% of the nominal speed, is carried out by a gas turbine 11 of a turbocharging unit 10-13 by supplying compressed air from its inlet pipe (not shown) from launch cylinder 33 through a controlled valve 51 installed on a portion 52 of the air duct between the launch cylinder 33 and the inlet pipe of the gas turbine 11 and controlled by the signals generated at the output "4" of the block 36 of the dynamic correction of the voltage frequency of the gene radiator 1.

Circuit breaker 4 (QF1) is equipped with an opening block contact 53 connecting the source of single signals with input “2” - “Idling of the DG” - subsystem 48 of remote automated control of a diesel generator 1-2.

A method for automatically controlling the charge air pressure of a diesel generator 1-2 (Fig. 1) in dynamic modes during load surge and discharge is as follows.

Introductory information. Equipping the turbocharging unit 10-11 with an additional drive from a reversible electric machine 13, for example, synchronous, with electromagnetic excitation and gear 12, causes, as seen in the critical characteristic of the known prototype method, an increase in its flywheel mass and kinetic energy stored by this unit during periods its acceleration and transitions from one speed level to another. For this reason, in the dynamic modes of the DG 1-2, associated with a sudden surge or load shedding, the TNA 10-13 transition to a new steady state occurs with an even greater delay (relative to the transient process of changing the fuel supply to the diesel combustion chambers) than in the case when the DG is equipped with TNA 10-11 with free pressurization. At the same time, the presence of OSEM 13 on the TNA 10-13 shaft allows, using it as an additional and active means of regulating the rotation speed of the TNA and affecting the operating modes and electromagnetic moment of the OSEM 13 by non-inertia control means, to compensate for the negative effect of the total inertial forces of the entire TNA 10 -13 in general and increase its speed to fractions of a second, i.e. make an order of magnitude higher. As a result, such a performance of TNA gives quite satisfactory results of the DG operation on economic and environmental indicators - the completeness of fuel combustion, smoke and toxic emissions into the atmosphere. However, to drastically improve the quality of electricity generated by the generator in dynamic modes — the amplitude (amplitude) of the oscillation frequency of the voltage of the generator 1 and its recovery time — this is not enough. For this reason, in the inventive method for regulating the pressure of the charge air of a diesel engine in dynamic modes, a phased, time-separated effect on the regulation process as a whole is carried out.

At the first stage, simultaneously with sending commands to change the fuel supply and the rotation speed of the TNA 10-13, additional, faster means of changing the pressure of the charge air are introduced. At the second stage, using feedback signals, the means of regulation of the first echelon are taken out of operation, continuing to act on the inertial control unit until the end of the transition mode. Together, these processes are controlled in the following sequence.

1 Regulation of the charge air pressure of the diesel generator during operation in partial modes with a static load of less than 30-40% of the nominal

Commissioning and operation of diesel engine with static load. When the input “3” of subsystem 48 (Fig. 1) of the remote automated control of the diesel generator 1-2 is given a command to start it, from the output “4” of this subsystem to the input “2” of the starting subunit 25 (SBP) (Fig. 2 ) block 23 logical control OSEM 13 send at the same time the same command to start the latter, configured for use in valve machine mode. As is known, the switching of semiconductor valves (not shown) of the machine converter 16 during the operation of such a machine 13 by a valve motor, i.e. when this converter operates as a dependent inverter, it is carried out naturally due to the electromotive force (EMF) induced in the anchor (stator) winding of this machine.

Moreover, during the start-up of the valve motor, when it makes its first revolutions, the EMF induced in the armature winding is still small, and the natural switching of the semiconductor valves is unstable. For this reason, the acceleration of the valve motor to an initial stable speed at which the natural switching of these valves proceeds reliably and equal to 5% of the nominal value is performed, in known devices, by an external asynchronous motor of low power or due to a starting winding built into the pole tips of the rotor of the valve motor . But this requires a complication of the design of the turbocharging unit, and, which is especially important for this application, increases the flywheel mass and inertia of the TNA. Therefore, these known methods of initial acceleration of the ESEM when used as part of the TNA are undesirable, and instead an alternative variant of the primary acceleration to the initial rotation speed of the TNA is proposed, the essence of which is as follows.

The output signals from the outputs "1" and "4" of the start-up subunit 25 (Fig. 1 and Fig. 2), respectively, close the circuit breaker 14, supplying power to all the circuits of the OSEM 13, and through the subunit 26 (SBZR) the mode settings are set for the valve OSEM 13, the operating mode is motor, about which its signals at the inputs “5” “inform” the control sub-blocks 27 and 28 of the motor and generator modes of the valve OSEM 13, and the signal from the output “3” of the start-up sub-block 25 - and the subsystem 22 of the control of the semiconductor rectifier pathogen 21 at its input "3". Due to the last two blocks 22 and 21 in the field winding 20 of the valve OSEM 13 set the rated excitation current. With the advent of the supply voltage on the network semiconductor converter 17 (UZ2), it turns on in the rectifier mode. The rectified voltage of the latter is supplied to the input terminals (not shown) of the machine converter 16 (UZ1). At the same time, from the output “5” of the start subunit 25, the start signal is input to the input “4” of the generator 36 for dynamic correction of the frequency of the voltage of the generator 1. Using this signal, the output of the “4” unit 36 forms the command to open the controlled valve 51 located in the duct section 52 and thereby supplying compressed air from the starting balloon 33 to the inlet pipe (not shown) of the gas turbine 11 of the turbocharging unit 10-13. Initial acceleration of the TNA and valve OSEM 13 with compressed air to the initial stable speed of rotation n _{m beg} . When the OSEM rotor rotates with an excitation winding 20 placed on it in the air gap of the machine (not shown), a rotating magnetic field is created, which, crossing the coils of the anchor winding laid on the stator, induces a variable in shape in the form of an EMF (sinusoid) of increasing frequency. The value of this EMF at a speed of n = n _{m nach} reaches a level that guarantees the steady flow of natural switching of semiconductor valves of an electric machine converter-dependent inverter 16 (UZ2). This means that OSEM 13 is also included in the acceleration mode of the TNA and can continue it on its own. The value n = n _{m nach is} measured by the TNA speed sensor 46 and sent to the input “1” of the start subunit 25 via the feedback circuit. Having received this signal, the starting subunit 25 from its output “1” sends a signal to continue its acceleration to the input “3” of the OSEM motor mode control subunit 27, and from the output “5” of the starting subunit 25 to the input “4” of the dynamic frequency correction block 36 send a command to shut off the compressed air. By a signal from the output “4” of this unit, the controllable valve 51 is closed.

At the outputs “1” and “2” of the OSEM 13 motor mode control subunit 27, control voltages are generated at the inputs “3” of the subsystems 19 and 18 for controlling the semiconductor converters: network 17 (UZ2) (in rectifier mode) and machine 16 (UZ2) ( in inverter mode), and perform a subroutine for further acceleration of the valve OSEM 13 in motor mode with acceleration set by the start sub-block 25 (SBP) program. The output signal from the output “1” of the latter acts through the input “3” and the output “1” of the subunit 27 to the control input “3” of the control subsystem 19, from the output of which control pulses are supplied to the semiconductor valves (not shown) of the network semiconductor converter 17 (UZ2 ) As a result, the rectified voltage in the direct current circuit of SPP 15 is increased with the acceleration indicated above and the acceleration of the valve OSEM 13 and turbocharger 10 is completed to the starting rotation speed set in the start block 25, which corresponds to the optimal starting excess air coefficient α _{opt start} in the diesel combustion chambers.

At this point, diesel 2 is also accelerated by the known pneumatic start-up subsystem (not shown) to the minimum angular velocity for stable ignition of the air-fuel mixture, and the first portions of fuel are injected through nozzles (not shown) into the diesel cylinders. Due to the correctly selected proportions ratio in the fuel-air mixture, its ignition is reliable, without gaps, and the diesel is confidently, on the first attempt, accelerated on fuel to the angular idle speed. Putting the DG into operation is completed by manually or automatically closing its automatic generator switch 4 (QF1), the block contact of which (not shown) supplies power to the coil (not shown) of the auxiliary contactor 41 and, closing its contact in the circuit of the ballast electric receiver 39, prepare last to be turned on.

Further, in the static operating modes of the diesel generator 1-2, the fuel supply to its cylinders is controlled by a three-pulse electronic PID controller 44 in conjunction with a servomotor 6 of a single-pulse mechanohydraulic angular velocity controller 5, and also charge air pressure is controlled by a mixed-drive turbocharger 10 from a gas utilization turbine 11 and a reversible valve synchronous electric machine 13 containing a gear 12 designed to match the frequencies of rotated I 10-11 turbocharger boost and SAMS gate 13. (In the special case when using SAMS gate in the high performance of this gear can be waived).

As is known, in the range of static loads of a diesel engine equipped with a free-pressurized turbocharger, less than 30-40% of the nominal, the diesel pressure and exhaust gas flow are insufficient to ensure that it (the turbocompressor) independently maintains optimal values of the excess air coefficient in the combustion chambers. Therefore, the lack of torque to maintain the necessary angular speeds of the turbocharger 10 boost create due to the operation of the valve OSEM 13 in the motor mode, as is done in the known prototype method. As the static load on the diesel engine increases, the pressure, temperature and flow rate of the diesel exhaust gas increase, and therefore the torque developed by the utilization gas turbine 11 of the turbocharger 10 of the boost, the rotation frequency of which also increases. In order to prevent overshoot of the charge air pressure under these conditions, the electromagnetic motor moment of the valve OSEM 13 in the claimed solution is reduced by means of a sub-unit 27 for controlling the engine mode by the signals received into it inversely to the increase in the load on the diesel engine.

When loading a diesel generator 1-2 with a capacity of approximately 30-40% of the nominal, the valve OSEM 13 switches to idle mode, and at a higher loading of the diesel generator 1-2 it is transferred via subunit 26 to set the mode to generator mode, where it develops the greater power, the greater the load of the DW. This power is sent by means of a reversible static semiconductor converter 15 via the OSEM 13 power line through a circuit breaker 14 to the consumer’s electric network, and in the nominal DG mode it makes up 4-5% of the nominal diesel power (Kalinina M.I. Development of new circuit solutions for ship power generators. // Shipbuilding. - No. 2. - 1989. - From 16-17).

1.1 load surge

When projecting on DG 1-2 (Fig. 1 and Fig. 3, a ) at time t _{0, the} additional load is measured by a three-pulse electronic PID controller 44 dynamic dP / dt and static ΔР power increment. A signal proportional to the static increment "+ ΔР" of power is applied to the servomotor 6 of the mechanohydraulic angular speed controller 5, the position of the fuel rail 7 and potentiometer 8 is changed, thereby increasing the fuel supply to the diesel cylinders. The signal taken from the potentiometer 8 is sent to the input “1” of the block 36 of the dynamic correction of the voltage frequency of the generator 1 (the first, fastest echelon for increasing the charge air pressure). Simultaneously, the signal "+ ΔP" is sent to the block 23 of the logical control OSEM to the second input of its adder 24 (C). The latter summarizes this signal with another signal proportional to the dynamic increment “+ dP / dt” of power and sent preemptively by a three-pulse electronic PID controller 44 to its first input. The output resultant signal of the adder 24 (C), proportional to the sum “dP / dt + ΔР”, affects the input “4” of the subunit 27 for controlling the motor mode of the valve OSEM 13 (second, inertial echelon of increasing the charge air pressure).

The signal taken from the output "1" of the block 36 of the dynamic correction of the voltage frequency opens the controlled valve 35 and serves compressed air from the cylinder 33, for example, starting, through the air duct 34 to the impeller of the turbocharger 10 of the boost. As a result, at time t ₁ , the pressure (Fig. 3, b) in the discharge pipe (not shown) of the turbocharger 10 is increased abruptly and almost simultaneously with the increase in fuel supply caused by the movement of the fuel rail 7 to a new position. Due to this, complete, smokeless combustion of an increased portion of the fuel-air mixture is obtained with a minimum content of toxic components in the combustion products. Exhaust smokeless gases containing no soot, at an increased pressure _Pg and temperature, are sent to a recovery gas turbine 11, causing an increase in the torque M _t on its shaft, which coincides in sign in this mode with the electromagnetic motor moment M _{md of the} valve OSEM 13, and the frequency rotation n _{to the} turbocharger 10 boost.

At the same time, in order to give greater acceleration to the rotating parts of the TNA and to reduce the delay of the turbocharger 10 of the boost in increasing the pressure and flow rate of the charge air, the OSEM 13 engine control sub-unit 27 in accordance with the resulting signal received therein also increases the control voltage U _y supplied from its output “1” to input “3” of the control subsystem 19, which changes the control angle of semiconductor valves (not shown) of the network converter 17 (UZ2), increase by abruptly voltage U _d in the direct current circuit SPP 15 and, accordingly, the current in the armature winding of the valve OSEM 13 to the rated value I _d = I _days . This leads to an increase in its electromagnetic motor moment M _m1 and power P _m1 (Fig. 3, b) to the nominal values M _mn and P _mn , coinciding in sign, as noted above, with the torque and power of the gas turbine M _t and R _t than cause an accelerated rise in the rotational speed n _{to the} turbocharger 10 to a new speed level and accelerated build-up of pressure p _{in the} charge air.

This pressure p _{in the} air is measured by pressure sensors 45 and the speed n _{to the} turbocharger 10 by the sensor 46 (Fig. 1 and Fig. 2), and the corresponding measured signals are sent to the blocks 36 of the dynamic correction of the voltage frequency of the generator 1 (inputs "2" and "3 ") And 23 logical control (input" u "and" s ") OSEM 13. Block 36 dynamic correction of the frequency of the voltage compare the actual value of the signal p _in at the input" 2 "with the optimal p _{in opt} , programmed in the same block for the new DG loading mode. As soon as their values become equal at time t ₂ (Fig. 3, b, curve p _c ), the signal "zero", taken from the output "1" of the block 36, the controlled valve 35 is closed, and the supply of compressed air to the impeller of the turbocharger 10 boost stops. This leads to an abrupt decrease in the pressure of the charge air below the optimum value of p _{in opt} with its subsequent increase, due to the continued increase in the rotational speed of the TNA 10-13.

When starting the second stage, the OSEM 13 engine control sub-block 27 (FIG. 2) also compares the actual value of the pressure p _{in the} charge air (at the input “1”), as well as the actual value of the rotational speed n _to (at the input “2” ) turbocharger 10 of the boost with their optimal programmed values, respectively, in the same subunit, the value of p _{in opt} and n _{to opt} , corresponding to the new DG loading mode. When these measured and programmed values of pressure p _in and speed n _k become equal (time t ₄ ), the signal at the output "1" of this subunit 27, acting on the input "3" of the control subsystem 19 of the network semiconductor converter 17 (UZ2) , return the OSEM 13 to the previous motor mode, which corresponds to a power of P _m1 (Fig. 3, b, curve P _m ). In case of excess of the measured signal p _in and n _k over their optimal programmatically set p _{in wholesale} and n _{to opt} in subblock 27 the values continue to affect the signal of their difference from its output to change the control voltage of "1" values U _y inlet "3 »Subsystem 19 control network converter 17 (UZ2). This reduces the voltage U _d in the DC circuit of SPP 15, respectively, the electromagnetic motor moment M _md and the power P _{m of the} valve OSEM 13, as long as the measured value of the signal p _in charging air associated with this moment is reduced in the interval “t ₄ -t ₅ ” will not decrease and will not equalize in this subunit with its optimal value p _{in opt} ., after which this decrease in the electromagnetic motor moment M _{MD by} the control subsystem 19 is stopped by the signal of this subunit 27.

Moreover, taking into account the increased torque M _t on the shaft of the gas utilization turbine 11, the electromagnetic motor moment M _md and the power P _{m2 of the} valve OSEM 13 in the new static DG mode are set lower than in the previous mode before the load was added. On this, the transition process caused by the surge in load on the DG operating in partial modes is completed.

The algorithm for the functioning of the fuel supply and DG charge air pressure regulators in these cases is presented in FIG. 4, where the indicated symbols represent their following meaning: OSEM - a reversible synchronous electric machine used in valve mode; ΔР is the signal of the static increment (surge) of the load of the diesel generator; dP / dt - signal of the dynamic increment (first derivative) of the load; U _d , U _dн - respectively, the current and nominal rectified voltage in the DC circuit SPP 15; n _to - a signal proportional to the speed of the compressor of the turbocharger; p _in - a signal proportional to the pressure of the charge air; M _t - torque developed by a gas turbine of a turbocharger; M _MD - the electromagnetic motor moment developed by the valve OSEM in the motor mode; p _{in opt} - a signal proportional to the optimum pressure of the charge air; p _og - the pressure of the exhaust gases of an internal combustion engine.

1.2 Load shedding

When dumping at time t ₀ (Fig. 5, a ) from the diesel generator 1-2 (Fig. 1), the loads are measured using a three-pulse electronic PID controller 44 dynamic "-dP / dt" and static "-ΔP" power reduction. The signal of the “-dP / dt” derivative reduces the power through a diode (not shown) to the input “2” of the active power compensator (KAM) subsystem 43 (PSU4) of the control unit and turns on the rated voltage of the generator 1 ballast electric receiver using an inertia-free semiconductor controller 40 39, for example, a boiler water heater previously prepared for said switching on by an auxiliary contactor 41 and a fuse 42. This operation replaces a suddenly disconnected load with a ballast ICOM 39 fast compensator active power P _Kam is stored in the phase t ₀ the resistive torque of the prime mover 2 of the generator 1 constant and prevent, due to this, the surge speed DW and frequency Δƒ voltage generator 1 (FIG 5 in;. Curve 2 by turning on the KAM and curve 1 without turning on the KAM), which would be inevitable due to the inertia of the links of the single-pulse mechanohydraulic angular velocity controller 5 and reduce their recovery time (t _B2 compared to t _B2 ).

Another signal of the three-pulse electronic PID controller 44, proportional to the static decrease in “-ΔP” power, acts on the servomotor 6 of the centrifugal angular speed controller 5, change, starting from time t ₁ , the position of the fuel rail 7 and potentiometer 8, thereby reducing the flow of g _{t of} fuel to combustion chambers of a diesel engine. The signal from the potentiometer 8 is fed to the input "1" Dynamic frequency correction unit 36, a voltage generator 1, thereby decreasing the fuel supply g _m (FIG. 5a), called the fuel rail movement 7 and potentiometer 8, a signal of this potentiometer act during the period T _g through the output “3” of the dynamic frequency correction unit 36 to the input “1” of the control subsystem 43 of the semiconductor controller 40, and, by changing the control angle of the semiconductor valves of the latter (not shown), they decrease, adequately reducing the chi fuel, voltage and power P _cam consumed by the receiver 39, to zero.

An additional signal taken from the output "2" of the same block 36 of the dynamic correction of the voltage frequency with a delay of 0.5 s, in phase t ₂ open the controlled valve 38 on the bypass duct 37 and discharge the charge air from the air manifold (not shown) into the intake the cavity of the turbocharger 10 of the boost, thereby lowering the pressure p _in (Fig. 5, b) and the coefficient of excess air in the combustion chambers of the diesel engine is consistent with a decrease in fuel supply.

Marked operations performed by block 36 of the dynamic correction of the frequency frequency of the voltage of the generator 1, constitute the first, high-speed level of pressure reduction of charge air. As a result of the implementation of these measures, the parameters of diesel exhaust gases sent to the recovery turbine 11 ТНА 10-13, as well as the torque M _t developed by it, are reduced without delay.

At the same time, the “-ΔP” signal of the three-pulse electronic PID controller 44 is sent to the logic control unit 23 (Fig. 1 and Fig. 2) of the valve OSEM 13 operating in the motor mode, directing it to the second input of the adder 24 (C). The latter summarizes this signal with another signal proportional to the dynamic decrease in “-dP / dt” power and sent preemptively to the first input of adder 24 (C) from the other output of the same controller 44. The output resulting signal of adder 24 (C) equal to the sum of “ (-dP / dt) + (- ΔР) ”, act on the inputs“ 4 ”of the control sub-blocks 27 and 28 of the motor and generator modes of the valve OSEM 13. This and subsequent operations with the valve OSEM 13 comprise the second, inertial echelon of pressure reduction of charge air .

With the advent of single signals at the inputs “4” of the control sub-blocks 27 and 28 of the motor and generator modes of the OSEM 13 (second stage), included in the logical control block 23 of this machine, the first of them is formed at time t ₀ (Fig. 5, b; curve R _m ) at its outputs “1” and “2” commands to translate the OSEM 13 through control subsystems 19, 18 and 22, respectively, by reversible network and machine semiconductor converters 17, 16 SPP 15 and rectifier-exciter 21 from the motor mode to the generator ( brake) at rated m current, so that together with the reduction in the torque on the shaft of the utilization of the gas turbine 11 to accelerate due to inhibition of SAMS 13 transition turbocharger 10 turbocharging to a lower speed level (curve n _k) at which the charge air pressure will have optimal F _{in opt2} at n _{to opt2} value in relation to the new static load mode of the DW. According to these commands, the machine converter 16 (UZ1) is put into rectifier mode, and the line converter 17 (UZ2) is put into inverter mode. This is achieved by changing the angles of control of semiconductor gates (not shown) by these subsystems of these converters 17, 16 SPP 15 and rectifier-exciter 21.

In the subsystems 18 (ПСУ1), 19 (ПСУ2) and 22 (ПСУ3) of control, respectively, of machine 16 (UZ1), network 17 (UZ2) and rectifier-excitatory 21 (UZ3) converters, the well-known vertical principle of controlling the opening angle of the semiconductor valves of these converters is used. This principle consists in the fact that at the input of the formers (not shown) of the control impulses of the indicated gates, structurally included in the indicated subsystems 18 (ПСУ1), 19 (ПСУ2) and 22 (ПСУ3) of the control, the reference voltage (otherwise synchronizing) is added to voltage control. The reference voltage in each control subsystem 18 (ПСУ1), 19 (ПСУ2) and 22 (ПСУ3) is formed respectively from the voltages of the synchronizing transformers 30, 31 and 32, the outputs of which are connected to the synchronizing inputs "1" of these control subsystems. Whereas the control voltages generated at the outputs “1” and “2” of the subunits 27 and 28 for controlling the motor and generator modes of the valve OSEM 13 are sent to the control inputs “3” and “4” of the subsystems 18 (PSU1) and 19 (PSU2), respectively and from the output "3" of the subunit 28 - to the input "4" of the control subsystem 22 (PSU3).

In this case, the kinetic energy of the rotating parts of the turbocharging unit 10-13 in the period t ₀ -t ₄ (Fig. 5b; curves n _to and P _m ) of the transition from a higher angular velocity to a lower one is converted into electrical energy of generator (regenerative) braking of the valve OSEM 13 and transmit it through a static semiconductor converter 15 to a network (not shown) of receivers.

The charge air pressure is measured (curve p _in in Fig. 5, b) in the air manifold (not shown) by the pressure sensor 45 (Fig. 1) and its signal is sent to the input “2” of the block 36 for dynamic correction of the voltage frequency, as well as the input "1" (Fig. 2) of the subunit 26 for setting the OSEM 13 modes and to the inputs "1" of the subunits 27 to 28 for controlling the motor and generator modes of the same machine. In block 36 (Fig. 1) of dynamic correction of the voltage frequency, the measured value of the charge air pressure is compared with the value of p _{in opt2} programmatically set in the same block _{in opt2} (Fig. 5, b) for a new steady-state DG loading mode. If the first measured decreasing value turns out to be less than the second optimal signal taken from the output "2" of this block 36 (Fig. 1), close (at time t ₃ in Fig. 5) the controlled valve 38 on the bypass duct 37. This causes an abrupt increase in the pressure p _{in the} charge air and its subsequent decrease due to a decrease in the rotation speed of the turbocharger 10 under the action of the braking torque developed by the OSEM 13.

Measure the speed of the turbocharger 10 of the boost by the speed sensor 46 and, accordingly, the pressure of the charge air by the same pressure sensor 45 and their signals are sent respectively to the inputs “2” and “1” of the subunit 26 (Fig. 2) of setting the OSEM 13 modes, as well as the inputs “2” and “1” of the sub-blocks 27 to 28 control the motor and generator modes of the OSEM 13. Compare in the sub-block 26 the settings of the valve OSEM 13 signals of the measured rotational speed n _{to the} turbocharger 10 and the pressure p _{in the} charge air with their programmed in the same block e the optimal values of n _{to opt2} and p _{in opt2} (Fig. 5, b) for the new steady-state loading of the DG. If the first, their measured values turn out to be less than set, by signals sent from the sub-block 26 of the mode setting to the inputs “5” of the sub-blocks 27 and 28 of the control of the motor and generator modes of the valve OSEM 13, respectively, return the last (at time t ₄ ) to the previous motor mode, transferring the network converter 17 (UZ2) into the rectifier mode by means of the control subsystem 19 (PSU2), and by means of the control subsystem 18 (PSU2), the machine converter 16 (UZ1) into the dependent inverter mode.

After that, in the OSEM 13 engine mode control sub-block 27, the “1” measured at the input “1” and the optimal programmed pressure value of the charge air pressure in it and the difference signal generated at the “1” output of the sub-block 27 are compared, they act on the control subsystem 19 firing angle semiconductor valves (not shown) AC converter 17 (UZ2), increase in the interval t ₄ -t ₅ voltage U _d in the DC static semiconductor converter 15 and an electromagnetic motor IOM nt M _ppm, developed by gate SAMS 13, as long as the measured value of the charge air pressure is increased, are compared in the sub-block 27 controls the motor mode gate SAMS 13 with software specified in the same block optimal value p _{in opt2} for new steady load mode DW will not become equal.

At the same time, in order to maintain the optimal balance for the total torque on the TNA shaft 10-13 by the end of the transition process, the electromagnetic motor moment M _{md 2 is} set higher than the moment M _{md 1} in the previous mode (before the load is relieved from the engine), since the torque M _t developed by the utilization gas turbine was reduced after load shedding. Accordingly, by the end of the transition process, the value of power consumed by the OSEM 13 is also increased: P _m2 > P _m1 (Fig. 5, b; curve P _m ).

The transition process is completed at time t ₅ , when the rotational speed n _{k2 of the} turbocharger 10 of the boost and the pressure of the charge air p _{in opt2} reach new steady-state values (Fig. 5, b; curves n _k and p _c ).

2. Regulation of the charge air pressure of the diesel generator during operation with a static load equal to and more than 30-40% of the nominal

The operation of a diesel generator with a static load. The operation of DG 1-2 (Fig. 1) with a static load equal to and more than 30-40% of the nominal is characterized by the feature that the valve OSEM 13 of the turbogenerator unit 10-13 operates, according to the description of the known prototype method, in the generator mode, utilizing excess energy of the heat of the exhaust gases into electrical energy with its transmission to the network of receivers. This is done for the purpose that when the static load of the diesel engine becomes equal to about 30-40% of the nominal, the utilization gas turbine 11 of the turbocharger 10 of the boost is capable of independently supplying the diesel need for boost air. Therefore, the valve OSEM 13 is transferred in this particular case to idle. And when the DG load is more than 30-40% of the nominal, the capacity of the gas utilization turbine 11 becomes redundant, and then the valve OSEM 13 is switched to the generator mode in order to convert the excess of this capacity into electrical energy. And they perform these actions in the following sequence.

In order to maintain the optimal ratio of the fuel-air mixture to the static loads of the diesel generator, the open circuit voltage of the valve OSEM 13 is measured using a current sensor 47, the signal of which is sent to the input “3” of the subunit 26 (SBZR) for setting the valve OSEM mode 13 (FIG. 1 and FIG. 2). The signals from the outputs "1" and "2" of the latter affect the inputs "5" of the subunits 27 and 28 of the control, respectively, of the motor and generator modes of the valve OSEM 13. And from the outputs "1" and "2" of these subunits, in turn, affect the inputs "3" and "4", respectively, of the subsystems 19 (PSU2) and 18 (PSU1) of the control of the network and machine converters 17 (UZ2) and 16 (UZ1), respectively, which are part of the SPP 15. At a valve OSEM current of zero, indicated signals SPP 15 turn in another mode, i.e. the electric machine converter 16 (UZ1) is switched to the rectifier mode, and the network converter 17 (UZ2) is switched to the dependent inverter mode. As a result, the valve OSEM 13 is transferred from the motor to the generator mode. In this case, the signal from the output “3” of the generator mode control subunit 28 coming to the input “4” of the control subsystem 22 of the rectifier-exciter 21 of the valve OSEM 13 reduces the excitation current of the latter to a value equal to 50% of the nominal value. From this moment, due to a change in the sign of the electromagnetic moment on the valve shaft of the OSEM 13 from rotating to brake, the turbocharger shaft 10 of the turbocharger is braked and the required performance is established from it under a given DG load mode. In this case, the electric energy produced by the valve OSEM 13 in the generator mode due to the utilization of the excess energy of the heat of the exhaust gases of diesel 2 is sent to the electric network through SPP 15 through its regular power supply, matching the current frequencies of the valve OSEM 13 and the main generator 1 through SPP 15. Thanks Utilization of part of the energy of the heat of the exhaust gases into the electric one increases the efficiency of the diesel generator.

2.1 load surge

When an additional load is added at the moment t ₀ (Fig. 6, a ) on the DG 1-2 (Fig. 1), the dynamic “+ dP / dt” and the static “+ ΔР” power increments are measured by a three-pulse electronic PID controller 44. A signal proportional to the static increment "+ ΔP" of the load is applied to the servomotor 6 of the mechanohydraulic angular speed controller 5, and with a certain delay t _s caused by the inertia of the servomotor 6, the position of the fuel rail 7 and potentiometer 8 are changed over the interval t ₁ -t ₄ . increasing this fuel supply g _t in the combustion chamber of a diesel engine. The signal taken from the potentiometer 8 is sent to the input "1" of the block 36 of the dynamic correction of the voltage frequency of the generator 1. The signal taken from the output "1" of the block 36 of the dynamic correction of the voltage frequency at time t ₁ (Fig. 6, b; curve p _c ) open the controlled valve 35 and supply compressed air from the cylinder 33 through the air pipe 34 to the impeller of the turbocharger 10 - the first, high-speed level of boosting the pressure of the charge air. As a result of this, the pressure in the discharge pipe of the turbocharger 10 is increased abruptly and adequately synchronously to increase the fuel supply caused by the movement of the fuel rail 7 to a new position. Get a complete, smokeless combustion of an increased portion of the air-fuel mixture with a minimum content of toxic components in the combustion products. Exhaust smokeless diesel gases that do not contain soot, with increased pressure and temperature, are sent to a recovery gas turbine 11, causing an increase in the torque M _t on its shaft and the speed of the turbocharger 10 (curve n _to in Fig. 6, b).

At the same time, the signal “+ ΔР” from the output of the three-pulse electronic PID controller 44 is sent to the logic control unit 23 of the valve OSEM 13, feeding it to the second input of the adder 24 (C). The latter summarizes this signal with another signal proportional to the dynamic increment "+ dP / dt" of the load and sent pre-emptively by the same three-pulse electronic PID controller to the first input of the adder 24 (C). The output resulting signal of the adder 24 (C), proportional to the sum of “dP / dt + ΔР”, affects the inputs “4” (Fig. 2) of the control subunits 28 and 27, respectively, of the generator and motor modes of the valve OSEM 13 — the second, inertial pressure echelon charge air.

To create greater acceleration of the rotating parts of the TNA and to reduce the delay of the turbocharger 10 of the boost in increasing the pressure and air flow, the sub-blocks 28 and 27 of the control of the generator and motor mode of the valve OSEM 13 are transferred at the moment t ₀ from the generator mode to the engine rated mode (diagram P _m to Fig. 6, b) by the commands generated by these subunits at their outputs “1” and “2” and sent to the inputs “3” and “4” of subsystems 18 (PSU1) and 19 (PSU2), respectively, as well as the output signal "3" subunit 28 sent to the input "4" by control system 22 (PSU3), and the control semiconductor converters 16 respectively (UZ1), 17 (UZ2) and 21 (UZ3). For this, the network converter 17 (UZ2) is transferred under the control of the subsystem 19 (PSU2) to the rectification mode, and the machine converter 16 (UZ1) under the control of the subsystem 18 (PSU1) is switched to the dependent inverter mode. This creates from the valve OSEM 13 side an additional electromagnetic motor moment M _md coinciding in sign with the torque M _{t of the} utilization gas turbine 11. In this case, the rectifier-exciter 21 (UZ3) controlled by the control subsystem 22 (PSU3), according to the specified output signal "3" subunit 28 control the generator mode of the valve OSEM 13, set in its field winding 20 a nominal field current. This causes a rapid rise in the interval t ₀ -t _4, the rotational speed of the turbocharger 10 to boost the level of new speed n _{to opt2} (FIG. 6b), respectively, and the accelerated charge air pressure build-up _{in the} p whose values measured by sensors 46 and 45 speed the pressure (Fig. 1).

The signal of the charge air pressure sensor 45 is directed to the inputs “2” of the block 36 for dynamic correction of the voltage frequency, “1” of the subunit 26 (Fig. 2) to set the valve OSEM mode 13 and the inputs “1” of the subunits 28 and 27 to control the generator and motor modes of the valve OSEM 13, and the signals of the speed sensor 46 to the input “2” of the subunit 26 for setting the mode and the inputs “2” of the subunits 28 and 27 for controlling the generator and motor modes of the valve OSEM 13. The dynamic increasing frequency p unit 36 compares the actual increasing value of p _in with the optimal p _{in opt2} set programmatically in the same block 36 for the new load level of the DW. As soon as their values become equal (moment t ₂ in Fig. 6, b), the signal taken from the output "1" of block 36 (Fig. 1), the controlled valve 35 is closed, and the supply of compressed air to the impeller of the turbocharger 10 of the boost is stopped .

At the same time, the sub-block 26 of the setting of the valve OSEM 13 mode compares the actual values of the increasing rotation speed n _to TNA and, accordingly, the charge air pressure p _in with the programmed values of n _{to opt2} and p _{in opt2} set for the new DG 1-2 load mode, and, if the actual values of the signals above predetermined (time t ₄ in FIG. 6b), this influence on the subunit 26 inputs "5" and control subblock generator 28 and motor 13 SAMS modes gate 27 and to reapply SAMS gate 13 in IOM nt t ₄ in the previous generator mode. This operation is performed by exposing sub-blocks 27 and 28 (Fig. 1 and Fig. 2) to control the motor and generator modes of the valve OSEM 13 through their outputs “1” and “2” to the inputs “3” of the control subsystem 19 (CCP2) and subsystem, respectively control 18 (PSU1) and through the output "3" of the subunit 28 to the input "4" of the subsystem 22 (PSU3), respectively, network 17 (UZ2), machine 16 (UZ1), and rectifier-excitation 21 (UZ3) semiconductor converters.

After that, continuing to act on the control subsystem 22 (PSU3) on the angle of control of the valves of the rectifier-exciter 21 (UZ3), increase the voltage and current in the field winding 20 of the valve OSEM 13, and therefore its electromagnetic braking torque and power P _m (Fig. 6 b) up until a valid value increasing charge air pressure that is compared to the control subblock generator 28 SAMS mode gate 13 with software specified in the same block _in the optimum value of p for the new steady _opt2 LOAD dressing DW mode, become equal (time t _5), after which the increase of the braking torque subsystem 22 is stopped by a signal 28 subunit.

At the same time, at the end of the transition process, the electromagnetic braking torque M _{mg2 is} set higher than the moment M _mg1 in the previous mode (before the load is loaded onto the diesel engine), since the diesel exhaust gas parameters become higher after the load is loaded, and the torque M _t developed by the utilization gas turbine also increased. Accordingly, by the end of the transition process, the value of the generated OSEM 13 in the power consumer network is also increased: P _m2 > P _m1 (Fig. 6b; curve P _m ).

Moreover, at time t _{4, the} valve OSEM 13 returns to the generator mode in the curve ƒ = ϕ (t) as a function of the voltage frequency of the generator 1 versus time (Fig. 6c), a surge of + Δƒ insignificant in amplitude and time appears.

From a comparison of curves 1 and 2 (Fig. 6, c) of the change in the frequency of the voltage of the diesel generator 1-2, equipped respectively with free-blowing TNA (curve 1), and the claimed air supply system (curve 2), it follows that, thanks to the complex high-speed measures, which are proposed in the claimed method when loading the load: a) pressurized compressed air followed by complete combustion of the fuel and obtaining a larger increment of diesel torque, as well as b) the transfer of the valve OSEM 13 from the generator to the motor mode with the aim of accelerated transfer yes turbocharger 10 boost to a higher speed mode, provides a smaller dip "-Δƒ ₂ " the frequency of the voltage and its recovery time t _B2 compared to their values "-Δƒ ₁ " and t _B1 obtained in the traditional method and means of pressurization.

On this, the transient process caused by the surge in the load on the DG operating in static modes with a load of more than 30-40% of the nominal is completed.

2.2 Load shedding

When dumping at time t ₀ (Fig. 7, a ) from a diesel generator 1-2 (Fig. 1), the power ΔР is measured by a three-pulse electronic PID controller 44, dynamic dP / dt and static ΔР load reduction. The signal of the “-dP / dt” derivative reduces the power through the diode (not shown) to the input “1” of the active power compensator control subsystem 43 (ПСУ4) of the power subsystem and switches on the rated voltage of the generator 1 ballast electric receiver 39, previously prepared for inclusion by an auxiliary contactor 41 and a fuse 42. This operation replaces the disconnected load with the power P _{kam of the} ballast electric receiver 39 of the high-speed QAM is stored at the moment t _{0 the} load on the shaft of the primary engine 2 of the generator 1 is unchanged, prevent, due to this, a surge in the speed of the DG and the frequency Δƒ of the voltage of the generator 1 (Fig. 7, c: curve 1 with the inclusion of KAM and curve 2 without turning on the KAM), which were would be inevitable due to the inertia of the single-pulse mechanohydraulic angular velocity controller 5, and reduce their recovery time (t _in1 compared to t _in2 ).

Another signal proportional to the static decrease "-ΔP" (Fig. 1) power is applied to the servomotor 6 of the centrifugal angular speed controller 5, change the position of the fuel rail 7 and potentiometer 8 with a delay t _t (starting from time t ₁ ), thereby reducing the supply of g _t (Fig. 7, a ) fuel in the combustion chamber of a diesel engine. The signal taken from the potentiometer 8 (Fig. 1) is sent to the input "1" of the block 36 of the dynamic correction of the voltage frequency of the generator 1, resulting in a decrease in the fuel supply g _t caused by the movement of the fuel rail 7 and potentiometer 8, the signal of this potentiometer act through the dynamic frequency correction block 36 from its output “3” to the input “2” of the subsystem 43 for controlling the semiconductor controller 40, and, by changing the angle of control of the semiconductor valves of the latter, they reduce, adequately reduce the fuel supply, voltage e at the terminals (not shown) of the receiver 39 and its power P _QAM QAM completely turning off at time t _4.

An additional signal taken from the output "2" of the same block 36 of the dynamic correction of the voltage frequency with a delay of 0.5 s, in phase t ₂ open the controlled valve 38 on the bypass duct 37 and discharge the charge air from the air manifold (not shown) into the intake the cavity of the turbocharger 10 of the boost, thereby lowering the pressure p _in (Fig. 7, b) and the coefficient of excess air in the combustion chambers of the diesel engine is consistent with a decrease in fuel supply.

Marked operations performed by block 36 of the dynamic correction of the frequency frequency of the voltage of the generator 1, constitute the first, high-speed level of pressure reduction of charge air. As a result of the implementation of these measures, the parameters of diesel exhaust gases sent to the recovery turbine 11 ТНА 10-13, as well as the torque M _t developed by it, are also reduced.

At the same time, the “-ΔP” signal (Fig. 1) of the three-pulse electronic PID controller 44 is sent to the logic control unit 23 of the valve OSEM 13 operating in the generator mode, to the second input of the adder 24 (C) (Fig. 2). The latter summarizes this signal with another signal proportional to the dynamic decrease in “- dP / dt” power and sent preemptively to the first input of adder 24 (C) from the other output of the same controller 44. The output resulting signal of adder 24 (C) equal to the sum of “ (-dP / dt) + (- ΔР) ", act on the inputs" 4 "of the subunits 27 to 28 of the control of the motor and generator modes of the valve OSEM 13, respectively, with the aim of forcingly reducing the speed of the latter and the productivity of the turbocharger 10 of the boost. This and subsequent operations with the valve OSEM 13 constitute, as noted, the second, inertial echelon of lowering the charge air pressure in this mode and this change in the DG load.

At time t ₀ (Fig. 7b; curve R _m ), a sub-block 28 forms at its output “3” a signal of an abrupt increase in power (and electromagnetic braking torque) of the OSEM 13 to a nominal value of R _{m n} so that together with a decrease in torque developed by the utilization gas turbine 11, to accelerate the transition of the turbocharger 10 of the boost to a lower speed level n _{to opt2} (curve n _to ), at which the charge air pressure will have an optimal value of p _{in opt2} with respect to the new static DG loading mode. This signal acts on the input "4" of the subsystem 22 (PSU3) for controlling the semiconductor rectifier-exciter 21 (UZ3) and increase the excitation current of the OSEM 13 to the nominal value.

A jump-like increase in the time interval t ₀ -t _{4 of the} power generated by the ESEM 13 and its braking torque is accompanied by the conversion of the released kinetic energy by the rotating masses of the turbocharging unit 10-13 into electrical energy due to the transition of the latter from a higher energy speed level n _k1 to a lower energy level n _{to opt2} (Fig. 7, b, curve n _to ).

The decreasing pressure of the charge air is measured by the pressure sensor 45 (FIG. 1), directing its signal to the input “2” of the generator 36 of the dynamic frequency correction unit and the input “1” of the sub-block 28 for controlling the generator mode (FIG. 2). In this block 36, the current value of this signal is compared with the p value _{in opt2} set in the same block 36 _{in opt2} for the new steady-state DG load mode, and if the first measured value turns out to be less than the second one, then the signal taken from output “2 »Of this block, close (at time t ₃ in Fig. 7, b) the controlled valve 38 on the bypass air duct 37. This slightly increases the boost pressure in the combustion chambers of the diesel engine (Fig. 7, b, curve p _c ).

The decreasing rotational speed of the turbocharger 10 of the boost (Fig. 1, Fig. 2) is measured by the rotational speed sensor 46, directing its signal to the sub-block 28 for controlling the generator mode of the valve OSEM 13 to its input “2”. In this subunit 28, the actual values of the rotational speed of the turbocharger 10 of the boost and the charge air pressure are compared with their optimal values n _{to opt2} and p _{in opt2} for the new steady-state DG loading mode set in the same block 28, and if the first measured values turn out to be less than the second specified (time t _4), a signal sent from the output of the "3" control subblock generator 28 to the input mode "4" subsystem 22 (PSU3) control is returned SAMS gate 13 (performing the second step) in preceding the Regenerative characterized generated power P _M1. After that, while continuing to act with this subunit on the control subsystem 22 (PSU3) of the semiconductor rectifier-exciter 21 (UZ3), the voltage and current in the excitation winding 20 of the OSEM 13 are reduced until the mentioned measured value of the charge air pressure sent to the control subunit 28 the generator mode of the valve OSEM 13 at its input “1” and compared in this subunit 28 with the optimal value p _{in opt2 programmed in it} for a new steady-state loading DG mode will not become equal to it (moment t ₅ in Fig. 7, b). From this moment in time (t ₅ ), this effect and the transition process complete, and the steady state operation of the TNA occurs.

At the same time, the electromagnetic braking torque M _mg2 and the power P _m2 developed by the valve OSEM 13 at the end of the transition process are set lower than their values M _mg1 and P _m1 in the previous mode (before the load is relieved from the DG), since the torque is M _t , developed by the utilization gas turbine 11, decreased due to a decrease in the fuel supply to the combustion chambers, and consequently, the parameters of the diesel exhaust gases also decreased.

Curve 1 of the voltage frequency variation of the generator 1 (Fig. 7, c) in the considered dynamic load shedding mode repeats the previously considered similar curve in Fig. 5, c.

What is significant in the claimed solution is that in the transient modes of load shedding with the diesel engine set forth in sections 1.2 and 2.2 of the description of the method, the flow rate and pressure of the charge air are reduced by a mixed method: and bypassing the charge air from the injection cavity of the turbocharger 10 to the suction one, as a result of which the characteristic II of the resistance of its air path (network) is shifted, as shown in FIG. 8, to the right of the starting (dashed) I, and the operating point of the turbocharger is moved from point A to point F; b) in the second stage, by reducing the speed of the same turbocharger 10 and transferring it from characteristic 1 to characteristic 3, as a result of which the operating point is moved from position F to position C. From FIG. Figure 8 shows that the process of moving the operating point along the path AF-C proceeds with a significant increase in the surge margin of the turbocharger 10 compared to the case when the same parameter is regulated by an air damper (in the known analogue method 3), when the operating point moves from position A to position B.

Additional symbols used in FIG. 8, mean: I - initial characteristic of the air path of the turbocompressor; II - regulation line of the inventive controlled valve 38 on the bypass duct 37; III - control line known air damper; IV - surge line; 1, 2, 3 - characteristics of the turbocharger at different speeds; A, B, C, D, E, F, G - operating points of the turbocharger at different operating modes.

3. Control of boost pressure according to the program of stopping the diesel generator

Normal (regular) stop of DG 1-2 (Fig. 1) is performed according to the “Stop DG” command supplied to the input “4” of subsystem 48 of the DAE by this diesel generator at time t ₀ (Fig. 9, a ). As is known, the program for normal shutdown of the diesel engine provides for transferring the load from the diesel generator 1-2 being taken out of operation to the generator unit (not shown) that remains in operation. To this end, on the command of the DAU subsystem 48 (Fig. 1), sent (not shown) to the three-pulse electronic PID controller 44 for fuel supply and charge air pressure of the output DG 1-2, a continuous signal “-ΔP” is generated at its output “AR” (Fig. 1 and Fig. 9, a ) lower fuel supply and pressurized air pressure, monotonously decreasing synchronously with a decrease in the load of the synchronous generator. This signal is sent, firstly, to the servomotor 6 of the single-pulse mechanohydraulic regulator 5 of the angular velocity of the diesel 2, by which the fuel rail 7 and the potentiometer 8 are moved and the fuel supply g _{t is} reduced to the diesel generator 1-2 (Fig. 9, b), and with it the load P _{dg of the} diesel generator 1-2 (Fig. 9, c) with a constant rotation speed n _dg (Fig. 9, g). Moreover, the output signal "-dP / dt" is blocked by a three-pulse electronic PID controller 44 by the same stop signal DG. Secondly, the same signal "-ΔP" through the adder 24 act on the block 23 of the logical control of the valve OSEM 13, translating the latter at time t ₀ (Fig. 9, d) in the nominal mode "R _m. »Generator braking as described in sections 1.2 and 2.2.

The signal that is sent from the potentiometer 8 (Fig. 1) to the input "1" of the block 36 of the dynamic correction of the frequency frequency of the generator 1, and then sent to a controlled valve 38, open with a delay of 0.5 seconds. at time t ₂ (Fig. 9, g), this valve also relieves the pressure p _{in the} charge air in the air manifold of the diesel engine by bypassing this air from the discharge cavity of the turbocharger 10 of the boost into its suction cavity.

At the same time, under the influence of the braking electromagnetic moment M _mg developed by the valve OSEM 13 in the generator mode, and the continuously decreasing torque M _t developed by the utilization gas turbine 11, due to the decreasing parameters of the diesel exhaust gases, they automatically decrease in the interval “t ₂ -t ₃ "the rotational speed n _{to the} turbocharger 10 boost (Fig. 9, e) and, accordingly, the air pressure in the bypass circuit (Fig. 9, g). Measure the value of the decreasing pressure of the charge air in the air manifold of the diesel engine 2 with the pressure sensor 45 and compare in the block 36 the dynamic correction of the frequency of the voltage as described by its value with the value programmed in the same block set for the idle mode. And when at time t ₃ (Fig. 9, g) these signals become equal, by the same block 36, the signal at its output "2" controlled valve 38 is closed.

As the speed of rotation of the TNA 10-13 decreases, the braking electromagnetic moment M _mg and the power P _mt developed by the valve OSEM 13, as well as the current in the direct current circuit SPP 15, decrease. When this current, measured by the current sensor 47, becomes at time t ₄ equal to zero (Fig. 9, e), then the signal at the output of this current sensor also disappears. This zero signal arriving at the input “3” of the subunit 26 (Fig. 2) for setting the modes of the valve OSEM 13, form with this subunit 26 the command to turn the valve OSEM 13 from the generator into the motor mode, which is sent to the inputs “5” of the control subunits 27 and 28 respectively, motor and generator modes. With this signal, the data of the subunits 27 and 28 and by means of the control subsystems 19 and 18 respectively of the network 17 and the machine 16 converters SPP 15 are transferred in the same way by the valve OSEM 13 from the generator mode to the motor mode now. This is necessary in order to maintain for a while the decreasing rotational speed of the turbocharger 10 of the boost at a level sufficient to supply the optimum air flow rate to the combustion chambers for the DG load modes of less than 30-40% of the nominal, since the gas utilization turbine 11 can do this independently in the specified range loads are no longer able due to excessively low exhaust gas parameters due to continuously decreasing fuel supply.

Using a gauge 45, measure the decreasing pressure p _{in the} charge air, direct its signal to the input “1” of the OSEM 13 engine power control subunit 27 and compare this signal in this subunit 27 with its programmed optimal value for the idle mode of the diesel generator 1-2. The signal of the difference Δp _in (Fig. 9, g) of these values generated at the output "1" of the subunit 27 acts on the control subsystem 19 of the network converter 17, which is transferred to the rectifier mode. This increases the voltage in the direct current circuit SPP 15, the electromagnetic motor moment M _md on the valve shaft of the OSEM 13, which, compensating for the decreasing torque M _{t of the} utilization gas turbine 11, maintains a rotation speed n _{to the} turbocharger 10 at time interval t ₄ -t ₅ level of rotation frequencies corresponding to the shared load modes of the output from the diesel generator 1-2.

When at time t ₅ (Fig. 9, a ) the decreasing signal “-ΔP” at the output of the three-pulse electronic PID controller 44 of the synchronous generator 1 that is taken out of operation will be zero, and the load on the shaft of the diesel engine 2 will become P _{dg xx} (FIG. .9, c), the output signal (shown by a dotted line) of this PID controller 44 (Fig. 1), sent to the input (not shown) of the circuit breaker 4 (QF1), turns off the latter. Block contact 53 of this switch 4 (QF1) sends the “Idling of the DG” command to the DG 1-2 output along the arrow “A” to the input “2” of the subsystem 48 of the DAE, which initiates the procedure of its normal stop. According to this procedure, the signal from the output “1” of subsystem 48 of the DAU by the diesel generator 1-2 is applied to the servomotor 6 of its single-pulse mechanohydraulic angular speed controller 5 and the rotational speed of the DG 1-2 is reduced to a value n _{dg xx} corresponding to its idle mode (FIG. . 9, d).

When at the same moment in time t ₅ become equal to the actual and set for idle values p p _{. xx} pressurized air pressure (Fig. 9, g), also compared in the OSEM 13 engine control sub-block 27, cease to affect the control subsystem 19 of the power converter 17 from the side of this sub-block 27, and the steady-state idling of the TNA 10-13 occurs (Fig. 9e for OSEM and Fig. 9e for turbocharger 10).

After a short, software-defined operation of DG 1-2 (Fig. 1) at idle for a period of time τ _{dg xx} with a reduced rotation speed n _{dg xx} . (Fig. 9, b, c, d) at the outputs "2" and "3" of the subsystem 48 of the DAEs, the output DG 1-2 form simultaneously at the time t ₆ the stop signals of diesel 2 and turbocharging unit 10-13, respectively. So, its signal from the output "2" is sent to the stop device 9 of a single-pulse mechanohydraulic regulator 5 of the angular speed of diesel 2, which stops the fuel supply (Fig. 9, b) and stops this diesel 2 (Fig. 9, c, d). And the signal from the output "3" of the same subsystem 48 DAU is sent to the input "1" (Fig. 1, Fig. 2) of the subunit 29 (SBT) of the braking unit 23 of the logic control of the valve OSEM 13. The output signals from the outputs "1", " 2 ”and“ 3 ”of the braking subunit 29 (SBT) act directly on the inputs“ 2 ”of the control subsystems 18, 19 and 22, respectively, of the machine 16, network 17 and rectifier-excitatory 21 converters and transfer the valve OSEM 13 to the generator mode in the same way ( regenerative) braking at rated currents in its windings (Fig. 9, d) for fast e e stops. It is significant that in diesel generators equipped with well-known turbochargers with free pressurization, after the diesel engine and its auxiliary mounted pumps are stopped, the turbocharging unit, which stores a significant amount of kinetic energy, continues to rotate for some time in free-running mode with the actual absence of pressure in the lubrication system. This circumstance contributes to a decrease in the life of the TNA bearings. In the claimed method, together with stopping the DG 1-2, they quickly quench in the interval τ _{m g} (Fig. 9, d and Fig. 9, f) of the generator braking of the valve OSEM 13 and the very speed of the TNA 10-13, which is measured by the frequency sensor 46 rotation and send its signal to the input "2" of the subunit 29 (SBT) braking.

As this decrease in this interval of the rotation speed n _{to the} TNA 10-13, as well as the valve OSEM 13 (Fig. 9, f), the developed power P _{mg of the} latter (Fig. 9, d) and its braking electromagnetic moment M rapidly decrease _{m g} , which soon becomes small. Therefore, when reducing the speed signal n _to . TNA 10-13 to the programmed value in the same sub-block 29 (SBT) of braking the value n _{to dyne} (Fig. 9, f), corresponding to the beginning of dynamic braking of the valve OSEM 13, with the signal from the output “5” of this sub-block 29 (SBT) of braking ( Fig. 2) close at time t ₇ (Fig. 9, e) contact 49 of the auxiliary contactor (not shown) and include a dynamic resistor 50 in the DC circuit of the SPP 15. At the same time, by means of the braking subunit 29, the generation of control pulses is stopped (not shown) on the semiconductor valves of a network converter Yelaya 17 (UZ2) SPP 15. This increases the current in the DC circuit SPP 15 and, accordingly, the braking torque M _min. valve OSEM 13, so that in the next time interval τ _{m d} (Fig. 9, d, f), its stop is continued already in the dynamic braking mode. When the speed signal n _{to the} turbocharging unit 10-13, at the same input "2" (Fig. 2) of the braking subunit 29 (SBT), becomes equal to zero, then the same signal at the output "5" of this subunit 29 (SBT) open contact 49 of the auxiliary contactor, and a single signal at its output "4" of the same subunit 29 (SBT) - circuit breaker 14 (QF2), removing power from all circuits of the valve OSEM 13.

Moreover, while the valve OSEM 13 is braked in the regenerative braking mode in the interval “t ₀ -t ₄ ” and “t ₆ -t ₇ ”, the kinetic energy of the rotating parts of the TNA 10-13 is also converted into electrical energy and sent to the receiver network, using it is useful. And in the dynamic braking mode, the remnants of this kinetic energy are converted into heat in the dynamic resistor 50. If the functions of this resistor are assigned to the heater of the same boiler water, then this part of the energy is also used.

On this, the program for removing DG 1-2 from work is completed.

Claims (3)

one.  A method for automatically controlling the pressure of the charge air of a diesel generator in dynamic modes,  consisting in  that when starting a synchronous diesel generator, a reversible synchronous electric machine of a turbocharging unit is accelerated at the same time,  and when this diesel generator is operating in the range of static active loads of less than 30-40% of the nominal and power surge, the signals of static and dynamic increment of this power are measured using a three-pulse electronic proportional-integral-differential regulator of fuel supply and charge air pressure  in a consistent and synchronous way, with these signals they boost the fuel supply and charge air pressure by  that they act as a static signal on the servomotor of a single-pulse mechano-hydraulic diesel angular speed controller,  and a dynamic signal to the control system of a static semiconductor converter of a reversible synchronous electric machine of a turbocharger,  increasing at this stage the voltage of this converter in the DC circuit and the rotating electromagnetic moment of this reversible synchronous electric machine,  operating drive motor  and when power is reset in this range of static loads, the same three-pulse electronic proportional-integral-differential regulator of fuel supply and charge air pressure is measured by the signals of static and dynamic reduction of this power,  which also consistently and synchronously deform the fuel supply and the charge air pressure of the diesel engine by  that the first signal acts on the servomotor of a single-pulse mechanohydraulic angular velocity controller and the second signal acts on the control system of the static semiconductor converter of a reversible synchronous electric machine of a turbocharger,  how to reduce at this stage the voltage of this converter in the DC circuit and the rotating electromagnetic moment of a reversible synchronous electric machine;  when the diesel generator operates in the range of static loads above 30-40% of the nominal and power surge, the signals of static and dynamic increment of this power are measured,  in a consistent and synchronous way, with these signals they boost the fuel supply and charge air pressure by  which also acts as a static signal on the servomotor of a single-pulse mechano-hydraulic diesel angular speed controller and increase the fuel supply,  and a dynamic signal acts on the control system of a static semiconductor converter of a reversible synchronous electrical machine of a turbocharger,  operating in this load range in generator mode,  the lowering of the excitation current and the braking electromagnetic moment of a reversible synchronous electric machine at this stage,  at the same time, when power is reset in this static load range, the fuel supply and diesel boost pressure are simultaneously and consistently deformed at this stage,  in contrast to the known method in the inventive method in dynamic modes of operation of the diesel generator during power surge and discharge, the pressure of the charge air at all its previous loads is regulated in stages;  when the load is loaded onto the diesel generator with the combined effect of the static and dynamic load increment signals, at the first stage, they additionally act as a static load increment signal to increase the charge air pressure due to the supply of a generator of the dynamic correction of the generator voltage frequency to the intake pipe of the turbocharger of pressurized compressed air from it a source through an auxiliary air duct by means of a controlled valve,  installed on this air duct immediately before entering the turbocharger,  and also act on a reversible synchronous electric machine of a turbo-charging unit by means of a static semiconductor converter,  management systems  made in the form of control subsystems of reversible network and electrical semiconductor converters,  and subunits for controlling the motor and generator modes of the logical control unit of a reversible synchronous electric machine,  during periods of operation of the diesel generator with a static load of more than 30-40% of the nominal,  with the mentioned load surge,  when the reversible synchronous electric machine of the turbocharger is in generator mode,  reduce  due to the impact of the total signal increments of the static and dynamic loads of the diesel generator and through a static semiconductor converter,  its control subsystems of reversible network and machine semiconductor converters and, accordingly, subunits of control of motor and generator modes,  the electromagnetic braking torque of a reversible synchronous electric machine until it is transferred to the motor mode with its subsequent bringing to the nominal value by means of a controlled semiconductor converter-exciter with its control subsystem,  moreover, at the first stage of this load surge, the charge air pressure in the air manifold of the turbocharger turbocharger and the rotational speed of the turbocharger itself are measured,  signal value  proportional to this pressure  compare by means of a block of dynamic correction of the frequency frequency of the generator with a software value specified in the same block,  equal to optimal for increased static load of the diesel generator,  and,  if the value of the measured signal exceeds the optimum,  the controlled valve is disconnected by means of the signal from this unit from the source of compressed air;  at the second stage of this regulation of the charge air pressure of the same diesel generator mode with the indicated load surge, the measured values of the current signal of the boost turbocharger speed and charge air pressure in the air manifold with the software specified in that the subunit of setting the mode with values,  equal to optimal for increased static load of the diesel generator,  and,  in case of exceeding the measured rotation speed signals and, accordingly, the charge air pressure over the set ones and during operation of the diesel generator with a load of more than 30-40% of the nominal,  with the signals of their difference, this subunit affects the return of the reversible synchronous electric machine of the turbocharging unit again to the previous generator mode,  and then the subsequent increase in the electromagnetic braking torque of a reversible synchronous electric machine,  through its static semiconductor converter,  its control subsystems for reversible electrical and network semiconductor converters,  when returning the mode and controlled semiconductor converter-exciter with its control subsystem with increasing braking torque,  until,  until the values of the measured and optimal charge air pressure signals compared in the generator control sub-block become equal,  then increase the electromagnetic braking torque of a reversible synchronous electric machine,  by means of a semiconductor converter-exciter with its control subsystem,  at the signal of the sub-block for controlling the generator mode, they are stopped as steady state,  and if the load of the diesel generator at the time of casting corresponds to values less than 30-40% of the nominal,  then initially  along with the above-mentioned supply at the first stage to the turbocharger of pressurized compressed air from an external source,  increase at the same time  due to the impact of the total signal increments of the static and dynamic loads of the diesel generator,  electromagnetic driving torque of a reversible synchronous electric machine,  operating in this load range of the diesel generator in motor mode,  to nominal value  by means of a static semiconductor converter,  control subsystems of its network semiconductor converter and a subunit for controlling the motor mode;  and in the second stage,  after turning off the compressed air source,  signals of the difference between the measured increased values of the turbocharger speed of the charge air and, respectively, the pressure of the charge air in the air manifold over the programmed ones,  calculated in the motor control subunit,  affect the return of a reversible synchronous electric machine to the previous motor mode and a further decrease in its electromagnetic torque,  by means of a static semiconductor converter,  control subsystems of its network semiconductor converter and a sub-block for controlling the motor mode,  until,  until the measured signal of the actual value of the charge air pressure when compared in the engine control subunit decreases and becomes equal to the optimal value for the increased static load mode of the diesel generator,  after which this decrease in the electromagnetic driving moment of a reversible synchronous electric machine is stopped as steady state by the signal of this subunit;  when the load is dumped from the diesel generator in the first stage by the measured static signal, the power drops simultaneously affect the decrease in fuel supply,  by means of a single-pulse mechanohydraulic engine angular speed controller,  and to connect to the terminals of the generator an active power compensator,  through its high-speed semiconductor controller,  by the signal of the dynamic voltage frequency correction block,  associated with the specified single-pulse mechanohydraulic angular velocity controller,  as well as affect the discharge with a shutter speed of 0, 5 with charge air from the air manifold of the turbocharger to its suction cavity,  by applying an additional signal from the output of the dynamic voltage frequency correction block to the opening of the controlled valve,  installed on the bypass duct,  connecting the discharge cavity of the turbocharger with its suction cavity,  thereby reducing the coefficient of excess air in the combustion chambers of a diesel engine,  and the total signal of static and dynamic power reduction,  if the load of the diesel generator at this moment of discharge is less than 30-40% of the nominal,  acting on them subblocks of control of motor and generator modes of the logical control unit,  translate the signal of the last subunit reversible synchronous electric machine turbocharger,  operating in motor mode  to generator mode at rated current,  through its static semiconductor converter,  control subsystems of its network and machine semiconductor converters and controlled semiconductor converter exciter,  and forcedly lowering the rotational speed and productivity of the turbocharger boost,  as well as the pressure of the charge air in its air manifold;  and if the load of the diesel generator at the time of discharge is equal to and more than 30-40% of the nominal,  the total signal of static and dynamic power reduction increases the electromagnetic braking torque of a reversible synchronous electric machine of a turbocharger,  operating in generator mode,  up to rated power  acting on this total signal with the output signal of the control unit of the generator mode of the logical control unit on the control subsystem controlled by a semiconductor converter-exciter,  in this case, by means of this converter-exciter, the excitation current and the electromagnetic braking torque of the reversible synchronous electric machine are increased to a nominal value,  thereby forcingly reduce the speed and performance of the turbocharger boost,  as well as the pressure of the charge air in its air manifold;  further, after the load is discharged from the diesel generator, a signal to reduce the fuel supply,  synchronously with it proportionally reduce the load of the active power compensator by means of its high-speed semiconductor controller by an additional signal of the generator for dynamic correction of the generator voltage frequency,  at the same time, the decreasing rotational speed of the turbocharger of the boost and the charge air pressure in the air manifold are measured and, as the charge air pressure decreases, the measured signal of this pressure is compared by means of a generator for dynamically adjusting the frequency of the voltage of the generator with its value specified in the same block,  equal to the optimum for a given reduced static load of the diesel generator,  wherein,  when the signal  proportional to charge air pressure,  will become equal to the programmed one,  the controlled valve on the bypass duct is closed by means of this unit for dynamic correction of the generator voltage frequency,  and when the value of the rotation speed signal received in it becomes equal to the software specified in it,  proportional to the angular velocity of the turbocharger boost,  the active power compensator is also turned off by the action of this unit of dynamic correction of the generator voltage frequency on its high-speed semiconductor controller;  then, at the second stage of regulation, the measured values of the boost speed turbocharger speed and charge air pressure signals of the turbocharger turbocharger and charge air pressure are compared by means of the sub-block controlling the generator mode of the logical control block of the reversible synchronous electric machine of the turbocharger with the values set in the same sub-block of controlling the generator mode  equal to optimal for reduced static load of the diesel generator,  and,  in case of excess of the second signals over the first,  in the modes with a static load of the diesel generator less than 30-40% of the nominal, these signals of the difference of this subunit affect the control subsystems of the machine and network semiconductor converters of the static semiconductor converter of a reversible synchronous electric machine and return this machine to the previous motor mode,  then increase by means of a subunit controlling the motor mode and its mentioned elements and connections, the electromagnetic motor moment of the reversible synchronous electric machine and the speed of the turbocharger of the boost until  until the measured and programmed optimal values for the reduced static load mode of the diesel generator compared in this sub-block for controlling the engine mode become equal to the pressure signals of the charge air pressure,  after which the increase of the electromagnetic motor moment of the reversible synchronous electric machine is stopped by the signal of this subunit;  when the diesel generator is taken out of operation, a stop command is sent to the input of its remote automated control subsystem and through this subsystem a load is transferred to the diesel generator remaining in operation,  in the process of this transfer, at the output of a three-pulse electronic proportional-integral-differential fuel supply regulator of the output diesel generator, a signal for decreasing the static load of the engine is generated simultaneously with a decrease in the load of the synchronous generator,  they act on the servomotor of a single-pulse mechano-hydraulic angular velocity controller,  as well as devices for regulating pressurized air pressure,  reducing its pressure and speed of the turbocharger boost,  as with load shedding,  and when the power of the output synchronous generator becomes equal to zero,  at the signal of his three-pulse electronic proportional-integral-differential fuel supply regulator, the circuit breaker of this generator is turned off,  by means of a normally closed block contact of this switch, an idle signal is sent to the remote automated control subsystem of the outputted diesel generator,  on this signal through the specified subsystem remote control lower the frequency of rotation of the diesel generator to a value  set by the program for idling,  and after the time delay specified for this subsystem by the program method for idling the diesel generator idle, this remote automated control subsystem generates simultaneously a diesel stop command by means of a stop device of a single-pulse mechanohydraulic angular velocity controller and a stop command of the turbocharging unit by means of the braking subunit of the reversible logic control unit synchronous electric machine  further, by means of this braking subunit, in interaction of the latter with the static semiconductor converter and its both subsystems for controlling the network and machine semiconductor converters, the reversible synchronous electric machine is transferred to regenerative braking generator mode,  reduce the speed of a reversible synchronous electric machine and a turbocharger,  while converting the kinetic energy stored by them into electrical energy and directing it to the electrical network,  measure the decreasing rotational speed of the turbocharger of the boost and compare its value in the braking subunit of the logical control unit with a value programmatically set in the same braking subunit,  determining the moment of transition of a reversible synchronous electric machine into dynamic braking mode,  when the turbocharger speed of the boost is reduced to the specified set value of dynamic braking by the signal of this braking subunit, the electrical machine converter of the static semiconductor converter is switched via its auxiliary contactor to its dynamic resistor,  including the latter in the DC circuit of the static converter itself,  and the control pulses of the semiconductor valves of the network converter of the static semiconductor converter are blocked by the same braking subunit,  when the rotation speed of the turbocharger of the boost during dynamic braking becomes equal to zero,  with the same braking subunit, turn off the circuit breaker of a reversible synchronous electric machine,  removing power from all circuits of a reversible synchronous electric machine. 2. A method for automatically controlling the pressure of the charge air of a diesel generator in dynamic modes according to claim 1, characterized in that the reversible synchronous electric machine of the turbo-charging unit during its operation by the engine is used in the valve machine mode at the rated excitation current, and during its operation by the generator the flow of electric power is controlled in a combined manner so that in steady-state conditions, the flow of this power is controlled by regulating the voltage and excitation current, and in In some modes, the same stream is controlled by acting on a static semiconductor converter of a reversible valve synchronous electric machine included in its anchor circuit. 3. A method for automatically controlling the pressure of the charge air of a diesel generator in dynamic modes according to claim 2, characterized in that during the start of the diesel generator, acceleration of the reversible synchronous electric machine of the turbocharger in the valve engine mode to an initial speed of 5% of its nominal values and guaranteeing a stable natural switching of semiconductor valves of an electrical machine converter during operation by a dependent inverter, is performed by supplying compressed air from the starting cylinder of the diesel engine into the inlet pipe of the gas turbine of the turbo-charging unit through a controlled valve installed in the section of the auxiliary air pipe between this cylinder and the inlet pipe of this gas turbine, and the compressed air supply is stopped by applying a feedback signal on the speed of the turbo-charging unit to the same controlled valve.

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