RU2753704C2 - Method for automatic regulation of voltage frequency, programming and distribution of active load between different types of power sources of vessel - Google Patents

Abstract

FIELD: electrical engineering.

SUBSTANCE: method is proposed for automatic regulation of the voltage frequency, programming and distribution of the active load between different types of power sources of a vessel. The invention can be used on ship-based automated power plants. The essence of the invention consists in equipping main engine (1) and auxiliary diesel generators (4.1, 4.2) with turbocompound systems containing booster electric machines (8, 14.1, 14.2); using booster electric machines (8, 14.1, 14.2) in the mode of electric engines at partial loads and in the mode of recycling gas turbine generators at normal loads of their diesels for adaptive regulation of air supply; parallel operation of autonomous diesel generators (4.1, 4.2), shaft generator (29), recycling gas turbine generators (8, 14.1, 14.2) and secondary resource source (40); forced load distribution between generators according to a criterion of the highest economic and environmental efficiency due to parallel operation unit (70); related regulation of the voltage frequency of a power grid by comparator (79) of actual and set frequency via electric consoles (28) of shaft generator and (26.1, 26.2) diesel generators.

EFFECT: introducing a criterion of the highest economic and environmental efficiency in the management of the parallel operation of different types of power sources, expanding the scope of application of the method on any composition of generator sets, removing the restriction from the load mode of diesel generators below 30% of the nominal one, simplifying management means.

6 cl, 11 dwg

Description

The invention relates to the field of power supply for autonomous objects with diesel power plants, for example, ships of the transport fleet, the main and auxiliary power plants of which contain a turboelectric compound pressurization system.

There is a known passive method for automatic regulation of the voltage frequency and the distribution of the active load between generator sets operating in parallel with autonomous prime movers equipped with mechanical controllers of angular speed, based on manual alignment of their regulatory speed static characteristics, tuned to the same statism, after entering an additional generator for parallel operation and subsequent automatic maintenance of the equality of loads with any change in the electrical network (Baranov A.P. Ship automated electric power systems [Text]: textbook. - M .: Transport, 1988. - P. 152) The advantage of the method is the simplicity of its implementation and universalism, allowing parallel operation of generator sets with different types of prime movers.

Its disadvantage is the instability of the voltage frequency in the electrical network, depending on the set value of the statism of the regulatory speed characteristics and the presence of a dead zone in them, as well as the impossibility of automatic, without operator participation, both the primary load balancing when an additional generator is put into operation, and the load is removed when withdrawal from parallel operation of one of the generators. In addition, the accuracy of load distribution depends on the presence of dead zones in the regulatory speed characteristics, which are determined by the degree of wear of mechanical angular speed controllers, so that with their appearance and increase, both the unevenness of the load distribution and the deviation of the voltage frequency from the set value increase. These indicators are also influenced by the properties of the fluid - viscosity, the presence of impurities - used in the hydraulic boosters of the noted mechanical controllers of the angular velocity.

There is also known an active method for automatic regulation of the voltage frequency and distribution of the active load between parallel operating generator sets called the method of the master generator, which is based on the use on each generator set, in addition to mechanical speed controllers, additional electrical attachments in the composition of each active current sensor, sensor frequency of voltage and amplifier, consisting in the fact that one of the generators, called the master, creates a frequency circuit in its electrical attachment, with the help of which the signal of the deviation of the specified frequency is influenced through the amplifier on the servomotor of the mechanical regulator of the angular velocity of the master generator and is maintained at its prime mover an astatic high-speed regulatory characteristic, and the active current sensor of its own electrical attachment is connected directly to the equalizing wires through the auxiliary contacts of its automatic generator switch body. In an additionally connected generator set, called a slave, the active current sensor of its electrical attachment is also connected to the same equalizing wires through the auxiliary contacts of the automatic switch of the slave generator and through the input circuit of the amplifier of its electrical attachment, the output of which is connected to the servomotor of the mechanical speed controller of the prime mover slave generator, and thus form an equalizing distribution circuit between the master and slave generators. At the same time, the current loads of each generator are measured by means of their active current sensors, signals proportional to these loads are compared by means of an equalizing-distribution loop, and, in case of inequality of the active loads of the generators, the difference signal is sent to the input of the amplifier of the electrical attachment of the slave generator, and after amplification, they act to the servomotor of the mechanical regulator of the angular speed of its prime mover, changing its fuel supply and thereby equalizing the active loads of both generators at the frequency that the leading generator maintains with its frequency loop (Baranov A.P. Ship automated electric power systems [Text]: textbook . - M .: Transport, 1988. - S. 153-157).

The advantage of this active method of voltage frequency regulation and distribution of active loads is: high accuracy of voltage frequency regulation in the electrical network and distribution of its load between generators, due to the forced nature of active program actions - measuring the loads of individual generators, comparing them, generating difference signals, amplifying them, changing the supply of energy to the prime mover; the absence of dead zones in the regulatory characteristics that worsen the quality of regulation; automatic, without operator participation, load distribution in all modes of generating sets, including final ones - input to parallel operation and output from parallel operation.

The disadvantages of this active method include: the complexity of the electrical attachments due to the redundancy of frequency circuits and the saturation of the auxiliary relays used to switch the electrical attachments to the modes of the master and slave generators; associated with it low reliability, significant size, weight, cost and labor intensity of maintenance of electrical attachments; separate regulation of voltage frequency stabilization processes and load distribution between the master and slave generators, which reduces their speed during load surge and shedding and allows for the possibility of short-term overloads of the master generator set and the generation of signals for their protection against overload.

There is also known an active method for automatic coupled regulation of the voltage frequency and load distribution between parallel operating generator sets, which is also based on the use of additional electrical attachments for the generator sets, but devoid of voltage frequency sensors, instead of which one common voltage frequency sensor of the electrical network is used, forming with a comparator of a given voltage frequency, a parallel operation unit containing, in addition, a subunit for generating a driving power signal for each of the parallel operating generating sets, and an integrator of its signal with a signal of a comparator of a given voltage frequency, and consisting in the fact that the active current sensors of the electrical load attachments are measured in parallel working generators, direct them through the block-contacts of the automatic switches of the generators to the inputs of the subunit for generating the signal of the setting power of the parallel operation unit, and sum them up by of this subunit, in which the total load is then divided by the number of operating generators and this average result is taken as the signal of the reference load of each individual generator, this signal is summed by the integrator with the signal of the comparator of the specified voltage frequency and this resulting signal is sent to the inputs of the comparators of the load signals included in the composition of the electrical attachments of the generating sets, using these comparators, the reference power signal for the given generator, formed by the parallel operation unit, with the signal of its current, actual load, measured by the active current sensor, is formed by these load signal comparators, the difference signals are formed and amplified by means of amplifiers of the electrical attachments, and the amplified signals from the outputs of the electrical attachments of parallel operating generator sets are sent to the servomotors of the mechanical regulators of the fuel supply of their prime movers (Standard documentation t anchors of the m / v "Ventspils" type and other series of Finnish-built ships).

The advantages of this active method of automatic coupled regulation of the voltage frequency and load distribution are the same as those of the previous analogue in the absence of the disadvantages indicated for it. The disadvantage of this active method is that its parallel operation unit is adapted to control generator sets only with autonomous and similar prime movers.

The closest and known to the claimed one is an active method for automatic regulation of the voltage frequency and forced distribution of the electrical network load during parallel operation of an autonomous diesel generator (DG) equipped with a turbocharger of pure pressurization and a utilization steam turbine generator (Radchenko P.M. ship electric power plants [Text]: cons. lek. - Vladivostok: Maritime State University, 2010. - P. 115), based on the use of a mechanical speed controller and an additional electrical attachment similar to the second analogue for utilization steam turbine generator and the third analogue for an autonomous diesel generator, a parallel operation unit containing an adder of loads of signals of parallel operating generators and a differential subunit, and consisting in the fact that in the electrical attachment of the utilization steam generator A frequency loop is used that contains a sensor of the actual voltage frequency of the utilization steam turbine generator and a comparator of the signals of the actual and set voltage frequencies, with the help of which they act through an amplifier on the servomotor of the mechanical regulator of the angular velocity of the primary engine of the utilization steam turbine generator (UPTG) -a steam turbine, and support this UPTG with an astatic regulatory the speed characteristic, and the active current sensor of its electrical attachment is connected through the block-contact of the circuit breaker of this generator in parallel to the first input of the load adder of the parallel operating generators of the parallel operation unit and the first input of its differential subunit, the second input of which is connected to the output of the specified adder of load signals; and in the electrical attachment of the autonomous diesel generator, the active current sensor is connected through the block-contact of its circuit breaker to the parallel-connected adder of signals of the parallel operating generators of the parallel operation unit, as well as two comparators of its electrical attachment: the comparator of the signals of the master and actual loads of this autonomous diesel generator and a comparator of a low load signal (30% of the nominal), while the output of the first comparator through the first amplifier of this electrical attachment is connected to the servomotor of the mechanical regulator of the angular velocity of the primary motor of this autonomous DG, and the output of the comparator of its low load signal is connected through the second amplifier to the low relay load. The current loads of both power sources are measured by means of active current sensors of electrical attachments, the signals of these sensors are sent to the adder of load signals of parallel operating generators of the parallel operation unit. At the same time, the load signal of the UPTG is sent to the first input of the differential subunit of the parallel operation unit, and the load signal of the autonomous DG is sent to the comparator of the signals of the real and master load and the comparator of the low load signal of its electrical attachment. The measured signals of the loads of the UPTG and the autonomous DG are summed up by means of the adder of the load signals of the parallel operation unit, the load signal sent by the active current sensor of the UPTG is subtracted from the sum obtained by means of the differential subunit of the parallel operation unit. A driving power signal for a diesel generator is formed at the output of the differential subunit. It is sent to the electrical attachment of the autonomous DG at the first input of its comparator of the reference and real load signals, the signal of the difference of this comparator is applied through the first amplifier to the servomotor of the mechanical regulator of the angular velocity of the primary engine of the autonomous DG, it regulates the fuel supply and the developed load at the frequency that is maintained frequency circuit of the UPTG operating on an astatic regulatory speed characteristic. At the same time, by means of a comparator of low load signals of an electric attachment of an autonomous DG, its current load is compared with the limit low value set by the program, equal to 30% of the nominal value, and, in the case of a decrease in the current load of the DG to the set value, the output channel is blocked by the signal of this low load comparator. fuel ”at the first amplifier of his electrical attachment.

This active prototype method allows with high accuracy to automatically regulate the voltage frequency and forcibly distribute the load of the electrical network between the autonomous DG and the UPTG, which utilizes the heat energy of the exhaust gases of the main power plant, according to the criterion of maximum economic efficiency, constantly loading the UPTG with the potentially available power and transferring the remaining part of the load of the electrical network on the supporting autonomous diesel generator, while preventing its loading below 30% of the nominal, when incomplete combustion of fuel occurs in its combustion chambers - smoke - and soot deposits are formed on the entire exhaust tract of the engine and toxic gases.

However, the scope of application of this method is limited by the parallel operation of an autonomous diesel generator equipped with a traditional turbocharger of pure pressurization, and a utilization steam turbine generator receiving steam from a utilization boiler and equipped with its own regulator for the supply of energy carrier - steam. This active method of voltage frequency stabilization and forced load distribution does not apply to the parallel operation of an autonomous diesel generator or several autonomous diesel generators, with a shaft generator, as well as with utilization gas turbine generators of turbo-compound systems of marine diesel engines - main and auxiliary ones, not equipped with their own regulators of the developed power. This is its significant drawback. In addition, the need to use in the prototype method of operations for blocking low-load modes of an autonomous diesel generator, on the one hand, leads to underutilization of the utilization steam turbine generator according to the current potentially available power developed by it, and on the other hand, complicates the circuit of the electric attachment of an autonomous diesel generator, lowers reliability and makes it more expensive, increases size and weight. In the prototype method, there is no control of the operating units of the maximum permissible loads for them. The prototype method, like its analogues, does not solve the main problem of the current stage of operation of power plants of ships - the achievement of the most complete and comprehensive economic and environmental efficiency of the entire power plant of the ship - the main and auxiliary ones - as a whole.

The technical problem to be solved by the claimed invention is to eliminate the listed disadvantages of the prototype method, namely: 1) expanding the scope of application of the voltage frequency regulation method and forced distribution of the active load for the parallel operation of different types of electricity sources - shaft generators, several autonomous diesel generators, utilization gas turbine generators of turbo-compound charge air systems for the main and auxiliary diesel engines of the ship and other sources of electricity, based on the use of secondary resources of a different nature; 2) removal of restrictions on the long-term operation of autonomous diesel generators with partial loads less than 30% of the nominal without deterioration of the economic and environmental indicators of its operation in order to more fully use the current available capacities of utilization sources of electricity during their parallel operation, aimed at further increasing the efficiency of engines; 3) simplification of the scheme of electric attachments of autonomous diesel generators in order to increase their reliability, reduce the size, weight and cost; 4) programming the maximum permissible loads of operating generating sets; 5) the introduction of the criterion for the most complete economic and environmental efficiency of the ship's power plant as a whole into the management of the parallel operation of different types of electricity sources.

The technical problem posed is achieved by the fact that in the known method for automatic regulation of the voltage frequency, programming and distribution of the electrical network load during parallel operation of an autonomous diesel generator and a utilization steam turbine generator, based on the use of mechanical regulators of energy supply on the primary engines of both generators, containing servo motors at the input, and on the generators - electrical attachments containing each active current sensor, a load signal comparator and a signal amplifier, and the electrical attachment of the utilization steam turbine generator, in addition, also a sensor of the actual voltage frequency and a frequency signal comparator, while the outputs of the amplifier of the electrical attachment of each generator are connected to the terminals of the servomotor of the corresponding a mechanical regulator for the supply of an energy carrier, as well as a parallel operation unit as part of an adder of load signals in parallel operating generators c, connected by its inputs to the outputs of the active current sensors of the autonomous diesel generator and the utilization steam generator through the auxiliary contacts of their circuit breakers, and a differential subunit connected by the inputs to the outputs of the specified summator of load signals and the active current sensor of the utilization steam turbine generator through the block contact of its circuit breaker , and the output - with the master input of the comparator of the load signals of the electric attachment of the autonomous diesel generator, and consisting in the fact that during the parallel operation of the autonomous diesel generator and the utilization steam turbine generator, the actual frequency of the voltage at the terminals of its synchronous generator is measured in the electric attachment of the utilization steam turbine generator by means of a frequency sensor , the signals of the actual frequency of the voltage are compared by means of a frequency signal comparator with the reference frequency set in advance by the operator, the difference signal of this comparator is amplified by unit of the amplifier and send it to the servomotor of the mechanical regulator of the steam supply of the steam turbine, which maintains an astatic frequency regulatory characteristic in the utilization steam turbine generator. Their current loads are measured by means of active current sensors of the electrical attachments of both generating sets, and the measured signals are sent through the block contacts of the generator circuit breakers to the inputs of the load signal adder of the parallel operation unit, as well as from the autonomous diesel generator to the first input of the load signal comparator of its electrical attachments, and at the steam turbine generator - to the first input of the differential subunit of the parallel operation unit. The measured load signals are summed by means of a signal adder and the total load of the electrical network is determined. Its resulting signal is sent to the second input of the differential subunit and the signal of the current load of the utilization steam turbine generator is subtracted from this signal. The signal of the difference of the differential subunit is sent to the second input of the comparator of the load signals of the autonomous diesel generator as a signal of the load setting for it, and the signal of the given load of the autonomous diesel generator is compared by means of this comparator with the signal of its actual (current) load. If they do not coincide, this comparator generates a difference signal, amplifies it by means of an amplifier and acts on the servo motor of the fuel supply regulator of an autonomous diesel generator, thereby correcting its current load adequately to the change in the potentially available power of the utilization steam generator and the load of the electrical network, characterized in that instead of utilization steam turbine generator in parallel with several autonomous diesel generators, utilization gas turbine generators of turbo-compound charge air systems of these diesel generators and the main engine of the ship, containing each booster electric machine coaxially connected to the shaft of a known turbocharger and connected to the electrical network through a circuit breaker and a static semiconductor a converter consisting of reversible electrical and network converters and their control subsystems, and equipped with reversible power sensors. And the parallel operation unit additionally contains a frequency channel, which includes a sensor of the actual (current) mains voltage frequency and a frequency signal comparator comparing the signal of the actual mains voltage frequency with the reference frequency signal, an additional adder of the load signals of the utilization gas turbine generators, a subunit of the average load signal of a separate autonomous diesel generator , an integrator of medium load signals of a separate diesel generator and a frequency channel. At the same time, during the period of parallel operation of several autonomous diesel generators and utilization gas turbine generators of the turbo-compound charge air systems of the main engine and these autonomous diesel generators, their active loads are additionally measured by means of reversible power sensors of the utilization gas turbine generators, and their signals are sent through the block contacts of their circuit breakers and blocking diodes to the inputs of an additional adder of load signals, by means of which the load signals of the utilization gas turbine generators are summed, and the resulting signal is sent to the input of the main adder of load signals of all parallel operating generators and the first input of the differential subunit. Further, from the resulting signal of the main adder by means of a differential subunit, the resulting signal of the additional signal adder is subtracted, obtaining a total load signal falling on all autonomous diesel generators, which is divided by the subunit of the average load signal of a separate diesel generator by the number of diesel generators operating in parallel. The received signal of the average load of a separate diesel generator by means of a signal integrator is summed with the output signal of the frequency channel of the parallel operation unit and, having received the signal of the command load of a separate diesel generator, it is sent to the parallel-connected master inputs of the load signal comparators of the electrical attachments of all autonomous diesel generators operating in parallel. By means of these comparators, the signal of a given load for a separate diesel generator is compared with its actual (current) load. The received signals of the difference between these comparators in the electric attachments of each autonomous diesel generator are amplified by means of amplifiers of these electric attachments, and they act with amplified signals on the servomotors of the mechanical regulators of fuel supply to the combustion chambers of the primary engines of autonomous diesel generators, by means of which the load of the electric network attributable to of each autonomous diesel generator with equal efficiency, equally. Moreover, at partial loads of the main engine and autonomous diesel generators, when the utilization gas turbine generators of their turbocombined charge air systems operate in engine modes, the signals of their loads generated by the reversible power sensors to the inputs of the additional signal adder of the parallel operation unit are blocked by means of blocking diodes at these inputs.

It is economically advantageous on ships equipped with an adjustable pitch propeller and characterized by long running modes (the first special case), to provide their power supply in these modes from an autonomously operating shaft generator equipped with the same electrical attachment as stand-alone diesel generators and rotating at a constant frequency during all load modes of the main engine and at any speed of the vessel, and the utilization gas turbine generator of the turbo compound system of the main engine, connected to the power grid through circuit breakers, and for a gas turbine generator operating at loads of the main engine above 30% nominal in generator mode, also through a reversible semiconductor converter ... Automatic regulation of the voltage frequency and forced distribution of the active load of the electric network between the generating units of this composition is carried out by means of a parallel operation unit and an electric attachment of the shaft generator so that the current loads of the shaft generator are measured by means of an active current sensor of its electric attachment and a booster electric machine of the turbo-compound system of the main engine by means of its reversible power sensor and send the measured signals through the auxiliary contacts of their circuit breakers to the parallel operation unit to the inputs of the main adder of the total load signals of the electrical network: directly - from the active current sensor of the electric attachment of the shaft generator, and through the blocking diode and additional signal adder - from the reversible power sensor booster electric machine of the turbo-compound system of the main engine. The signal of the total load of the electrical network from the output of the main signal adder is directed to the input of the differential subunit, by means of which the signal of the current load of the booster electric machine is subtracted from this signal, coming through the additional signal adder to the second input of the differential subunit. Then the resulting signal of the difference at its output is summed up in the signal integrator with the signal of the frequency deviation of the voltage of the electrical network, formed by the comparator of the voltage frequency signals, and the resulting signal from the output of this integrator is sent through the switching contact of the intermediate relay of the parallel operation unit to the master input of the comparator of the load signals of the electrical attachment of the shaft generator as a signal of the power setting for it. Here it is compared with the signal of the actual load of the shaft generator coming from the output of the active power sensor of the same electrical attachment of the shaft generator. The output signal of the difference of this comparator, after its amplification, acts on the servomotor of the mechanical regulator of the fuel supply of the main engine, thereby bringing the power developed by the shaft generator in accordance with its value specified by the parallel operation unit. The increasing load on the shaft generator is controlled by the comparator of the maximum load signal of its electrical attachment, the load input of which is connected to the analogous input of the comparator of the load signals of the same electrical attachment, and the signal of the maximum allowable load of the shaft generator is set at the master input, equal to 90% of its nominal value. When these signals coincide, a warning signal is removed from the output of this comparator, which is sent through an element of the OR type to an intermediate warning relay, and through its closing contact, a signal to start it is sent to the remote automated control (RAC) subsystem of a stand-alone diesel generator. After this autonomous diesel generator is put into operation in the parallel operation unit, an executive signal is sent through the block contact of its circuit breaker and the logical element of the "OR" type to an intermediate relay, the switching contact of which the output of the signal integrator of this parallel operation unit is switched to the master input of the electrical attachment an autonomous diesel generator put into operation, and a zero signal is set at the master input of the comparator of the load signals of the electric attachment of the shaft generator. At the output of this comparator, a signal is generated to reduce the fuel supply of the main engine, which is sent to the servomotor of its mechanical fuel supply regulator, and they immediately begin to control the decreasing power of the shaft generator, measured by the active current sensor of its electric attachment, by means of a zero load signal comparator of the same electric attachment. When the decreasing load of the shaft generator becomes equal to zero, from the output of the zero-load comparator, a signal is sent through the amplifier to remove the shaft generator from operation, which is sent to the DAE subsystem by this shaft generator. The output signals of this DAU subsystem turn off the automatic switch of the shaft generator and send a signal to quench the magnetic field of the shaft generator to its automatic voltage regulator.

It is also economically advantageous to perform the method in which, in the running mode of a ship equipped with a fixed pitch propeller (second special case), its power supply is produced from a shaft generator stabilized in rotation frequency by means of a known mechanical variator consisting of a planetary gear train connected to an intermediate multiplier shaft the main gearbox of the propulsion system, and the differential mechanism as part of the booster electric machine, kinematically connected to the control shaft of the planetary gear train, and electrically through a reversible semiconductor converter and a circuit breaker to the busbars of the main switchboard (MSB) and equipped with a reversible power sensor connected through closing block-contact of the automatic switch of this booster machine with a comparator of the signal of the maximum load of this booster electric machine in the electric attachment of the shaft generator, and h through the blocking diode - with an additional adder of the load signals of the utilization generators of the parallel operation unit, while the active current sensor of the electric attachment of the shaft generator itself is connected through the closing block contact of its circuit breaker in parallel with the input of the main adder of the load signals of the parallel operation unit, as well as with inputs of comparators of signals of maximum and zero loads of the shaft generator in its electrical attachment. In the modes of full speed of the ship, the electric network is supplied from a stabilized shaft generator operating in an autonomous mode, with the support of booster electric machines of the turbo compound system of the main engine and the differential mechanism of the mechanical variator of the shaft generator, and in the middle speed mode - operating in parallel with a standby autonomous diesel generator with the support of the same booster electric machines with a booster electric machine of the turbo-compound system of a stand-by autonomous diesel generator connected to them. At full speed of the vessel, when the shaft generator operates autonomously, the current loads of the shaft generator, the utilization gas turbine generator of the turbo-compound system of the main engine and the booster electric machine of the differential mechanism operating in the generator mode are measured by means of their active current and power sensors, and the measured signals are sent through the block contacts of their circuit breakers. to the inputs of the main adder of the total load signals of the electrical network of the parallel operation unit and the additional adder of the load signals of the operating utilization gas turbine generator of the tube-compound charge air system of the main engine and the booster electric machine of the differential mechanism of the mechanical variator of the shaft generator. The received signals of the current loads of generating machines are summed in the main and additional signal adders. By means of the first differential subunit, the resulting signal of the additional signal adder is subtracted from the resultant signal of the main adder of the electrical network load signals, and the signal of that part of the electrical network load that falls on the shaft generator is formed at its output. At the same time, the current frequency of the voltage of the electric network is measured by means of the sensor of the actual frequency of the voltage of the parallel operation unit, and its actual value is compared with the programmed value by means of a comparator of voltage frequency signals. The signal of the difference of this comparator is sent to the integrator of the signals of the load and frequency channels of the parallel operation unit, and the output signal of this integrator, as a signal of the driving power of the shaft generator, is sent through the switching contacts of the intermediate operating relay of the parallel operation unit and the warning relay of the electric attachment of the shaft generator to the comparator of the load signals in the electrical shaft generator attachment and compare it with the actual load signal of the shaft generator. The signal of the difference at the output of this comparator is sent through an amplifier to the control subsystem of the reversible semiconductor converter of the booster electric machine of the differential mechanism of the mechanical variator of the shaft generator; the very frequency of the voltage at the terminals of its armature winding. In this case, the measured power signals of the shaft generator and the booster electric machine are compared by means of their maximum load comparators in the electric attachment of the shaft generator with the limit values set by the program at their master inputs, equal to 90% of the nominal for the shaft generator and 100% for the booster electric machine of the differential mechanism. When the measured power signals of any of these machines exceed the limit value set by the program, warning signals are generated at the output of these comparators, which act through an element of the "OR" type on an intermediate warning relay; the switching contact of this warning relay sends a programmable limit power signal equal to 90% of its nominal value to the master input of the comparator of the load signals of the shaft generator of its electrical attachment, and the closing contact of the same intermediate warning relay generates a start signal of the standby autonomous diesel generator sent to its subsystem DOWE. The standby autonomous diesel generator and its turbo-compound pressurization system by means of its booster electric machine operating in the motor mode is carried out in a known manner by means of this DAU subsystem. An autonomous diesel generator with a shaft generator is synchronized in a known manner and connected to the busbars of the main switchboard by means of its circuit breaker. Its opening contact sends an executive signal to the subunit of the average load signal of a separate autonomous diesel generator of the parallel operation unit, and the closing block contact of the circuit breaker acts through the OR element of the parallel operation unit on its intermediate executive relay. Switching contacts of this relay switch the outputs of the signal integrator of the parallel operation unit to the master input of the load signal comparator of the electrical attachment of the standby stand-alone diesel generator put into operation, and the second differential subunit of the parallel operation unit and the subunit of the average load signal of a separate diesel engine are dehunted by the opening contact of the same intermediate operating relay. -generator. Then, in the additional adder of signals of the parallel operation unit, the power signals of the utilization gas turbine generators of the turbo-compound systems of the main engine and the stand-alone diesel generator, as well as the booster electric machine of the differential mechanism of the mechanical variator are integrated, and in the main adder of the same unit - the signals of the total load of the electrical network. By means of the first differential subunit of the parallel operation unit, the final signal of the additional signal adder is subtracted from the resulting signal of the main signal adder, determining the total load of the shaft and diesel generators, and then, by means of the second differential subunit, the load signal of the shaft generator is subtracted from the signal of the first differential subunit, obtaining on the output of the second differential subunit is the driving power signal of a stand-by stand-alone diesel generator. This signal is sent through the subunit of the average load signal and the integrator to the master input of the comparator of the load signals of the electrical attachment of the standby stand-alone diesel generator put into operation, by means of which the signal of the given power is compared with the signal of its actual load. The output signal of the difference of this comparator is amplified by means of an amplifier of the electric attachment of a stand-by autonomous diesel generator and acts on the servomotor of its mechanical fuel supply regulator to accept the load of the electrical network in excess of the maximum allowable power for the shaft generator, equal to 90% of the nominal. During the period of operation of an autonomous diesel generator with loads less than 30% of the nominal, to supply charge air with optimal parameters to its combustion chambers, the booster electric machine of the turbo-compound system of this autonomous diesel generator continues to operate in a motor mode, controlling its reversible semiconductor converter through its subsystem management. When the vessel moves at a speed lower than the economic one, but within the permissible operating range, in order to maintain the nominal values of the rotational speed and voltage frequency of the stabilized shaft generator, the booster electric machine of the differential mechanism of its mechanical variator is transferred in a known way according to the signal generated by the voltage frequency signal comparator of the parallel operation unit, into the motor mode by means of its reversible semiconductor converter and its control subsystem. In this case, the load signal generated by the reversible power sensor of the booster electric machine and sent to the corresponding input of the additional signal adder of the parallel operation unit is blocked by means of a blocking diode; and when the speed of the vessel is reduced to a value at which the frequency of rotation of the input shaft of the planetary gear train is reduced to the lowest of the operating range of the limit admissible for the course of the vessel with a shaft generator, according to a signal sent by the machine telegraph to the "OR" type element of the electric attachment of the shaft generator and duplicated a comparator of the signals of the rotational speed of the input shaft of the planetary gear, comparing the signals of its actual rotational speed, measured by the sensor of the rotational speed of the input shaft of the planetary gear, with the minimum permissible program value, include the specified warning and, additionally, the emergency warning intermediate relays. By means of an intermediate warning relay, a command is sent to the DAU subsystem by a stand-by stand-alone diesel generator to put it into operation, as described above in this particular case. And the switching contact of the emergency-warning intermediate relay generates a signal for transferring the load from the shaft generator to the commissioned standby autonomous diesel generator, which is sent to the master input of the comparator of the load signals of the electric attachment of the shaft generator. The signal of removing the load from the shaft generator from the output of this comparator is directed to the control subsystem of the reversible semiconductor converter of the booster electric machine of the differential mechanism of the mechanical variator of the shaft generator. The signal of the decreasing load of the shaft generator from the output of the active current sensor of its electrical attachment arrives at the first input of the comparator of the zero load signal, at the second input of which a zero power signal is set in software. When the signals at both inputs of this comparator become equal, at its output a signal is generated to take the shaft generator out of operation, which is sent to the DAU subsystem by the shaft generator. According to this signal, at the output of this subsystem, signals are simultaneously generated to turn off the automatic switches of the shaft generator and the booster electric machine of the differential mechanism of its mechanical variator, the signal to turn off the disconnecting clutch on the input shaft of the planetary gear train and the signal to quench the magnetic field of the shaft generator by means of its automatic voltage regulator.

It is economically and operationally justified (third special case) such an implementation of the method for automatic regulation of the voltage frequency and forced distribution of the load in an electrical system containing a shaft generator with electromagnetic excitation, rotated by a propeller shaft with a variable angular speed and electrically connected to the main busbars of the main switchboard by means of a circuit breaker and a static converter voltage frequency with a direct current link as part of a semiconductor electric machine rectifier and a network IGBT-transistor inverter with a control subsystem for this inverter and equipped with an electric attachment and an independent controlled semiconductor rectifier-exciter with its control subsystem, during the course of the ship at full speed its power supply is produced from a frequency stabilized voltage of a shaft generator operating in an autonomous mode, together with a utilization gas-turbine generator of a turbo-compound supercharging system air of the main engine, while the output signal of the load signal comparator of the electric attachment of the shaft generator is sent through an amplifier to the control subsystem of an independent controlled semiconductor rectifier-exciter of the shaft generator, the control angle of its semiconductor devices is changed, thereby regulating the voltage and excitation current of the shaft generator, the electromotive force ( EMF) of its armature winding, load current and developed power; and the reference signal of the voltage frequency signal comparator of the parallel operation unit is directed through the switching contact of the intermediate executive relay of the parallel operation unit to the control subsystem of the network semiconductor inverter of the static voltage frequency converter of the shaft generator, which is used in this transistor case in the stand-alone inverter mode, while maintaining a constant switching frequency its phase semiconductor devices, and therefore the frequency of the voltage of the electrical network. At the same time, the current load of the shaft generator is measured by the active current sensor of its electrical attachment, and its signal is compared by means of a maximum load signal comparator with the signal of its upper limit value set by the program, equal to 90% of its rated power, and when these signals become equal, this comparator generates a signal to turn on the intermediate a warning relay in the electric attachment of the shaft generator, the switching contact of which fixes its load at the level of the upper limit value set by the program, for which the setting inputs of the load signal comparator and the maximum load signal comparator are connected in parallel, and at the same time the closing contact of the warning intermediate relay form a command to start the stand-by autonomous diesel engine -generator, which is sent to its DAU subsystem. A standby autonomous diesel generator, as well as a booster electric machine of its turbo-compound charge air system, which is put into operation in a motor mode by means of its automatic switch and a reversible semiconductor converter, is started simultaneously by means of this subsystem of the DAU according to known programs, and then turn on the automatic switch of the reserve an autonomous diesel generator, the auxiliary contact of which in the parallel operation unit additionally includes an intermediate executive relay, the opening contacts of which dehun the second differential subunit and the subunit of the average load signal of a separate diesel generator, at the same time the switching contacts of this executive relay reconnect the frequency channel output of the parallel operation unit to the input of the signal integrator, and the output of this signal integrator is reconnected to the reference input of the comparator of the load signals of the electrical attachment introduced into the pa a backup autonomous diesel generator, and the input of the inverter control subsystem of the static voltage frequency converter is connected through a synchronizing transformer to the output terminals of the higher harmonic current filter for operation in the mode of a grid-driven inverter. At the same time, the current speed of the propeller shaft and the shaft generator rotor built into it is measured by means of a speed sensor, its signal is compared in the electric attachment of the shaft generator by means of two signal comparators - the average speed and the lowest speed - with the average and minimum permissible values of the rotor speed set by the program shaft generator; if the signal of the actual speed of rotation coincides with the average value set by the program, a warning signal is generated by its comparator, which is turned on by means of an element of the "OR" type, the intermediate warning relay of the electric attachment of the shaft generator, the closing contact of which sends a command to the DAU subsystem by a stand-by autonomous diesel generator to its launch, simultaneously with the utilization gas turbine generator, of the turbo-compound charge air system of this autonomous diesel generator; this command is used to launch according to a known program and connect this autonomous diesel generator to parallel operation with the shaft generator as discussed above for the case of its maximum load; and if the signal of the actual rotational speed of the shaft generator rotor coincides with the signal of the minimum allowable value set by the program, the comparator of this signal turns on, by means of another element of the "OR" type, both intermediate relays of the electrical attachment: warning and emergency warning; by means of an intermediate warning relay, a command is also sent to start the standby autonomous diesel generator simultaneously with the utilization gas turbine generator of the turbo-compound charge air system of this autonomous diesel generator, executed in the same way as in the case of generating the warning signals described above. At the same time, immediately after turning on both intermediate relays, a zero signal is sent to the master input of the load signal comparator of the electric attachment of the shaft generator, and from the output of this comparator a command is sent to the control subsystem of an independent controlled semiconductor rectifier-exciter "Removing the load from the shaft generator" and transferring it to the input operation of an autonomous diesel generator; by this signal, acting on the control angle of the semiconductor devices of the rectifier-exciter, the voltage, excitation current, EMF of the armature winding, current and power of the shaft generator are reduced; the decrease in the power of the shaft generator is controlled by a zero load comparator of its electrical attachment, which, when its load is reduced to zero, form a command to withdraw the shaft generator from work, which is sent to the input of the DAU subsystem by this shaft generator; from its output, the signals for turning off the automatic switches of the shaft generator and its independent semiconductor rectifier-exciter are removed, as well as the "Prohibition of operation" signal sent to the blocking input of the control subsystem of this rectifier-exciter; A similar alarm is generated in advance by means of these intermediate relays of the electric attachment of the shaft generator also in the case when a command is received from the engine telegraph to establish the course of the vessel with the minimum permissible propeller shaft speed for the stabilized shaft generator, equal to 40% of the nominal one.

It is operationally justified and technically expedient (in the fourth particular case) to use, on ships equipped with a fixed pitch propeller, a voltage frequency stabilized shaft generator, which is excited by permanent magnets; therefore, the excitation winding and the semiconductor exciter rectifier feeding it are eliminated, and as part of the static frequency converter the voltage included in the circuit of its armature winding, the electric machine rectifier is performed on controlled semiconductor devices equipped with a separate control subsystem; at the same time, in the running mode of the ship during the period of operation of the stabilized shaft generator in autonomous mode together with the utilization gas turbine generator of the turbo-compound charge air system of the main engine, the reference power signal from the output of the signal integrator of the parallel operation unit and the signal from the output of the automatic voltage regulator connected by its input to the output of the filter-reactor , are sent to the control subsystem of an electromachine controlled semiconductor rectifier of a static voltage frequency converter, and when the stabilized shaft generator is taken out of operation on an emergency warning signal, the commands "Remove the load from the shaft generator" from the output of the load signal comparator of the electrical attachment of the shaft generator and "Inhibit operation" from the output of the subsystem The DAU is sent by the shaft generator to the control subsystem with the same controlled semiconductor electric machine rectifier of the static voltage frequency converter. In this case, by the signal of the last command "Prohibition of operation", power is removed from the electric machine semiconductor converter of the static semiconductor voltage frequency converter of the shaft generator by means of a disconnector installed in the circuit of its armature winding.

And in the fifth special case, when installed on ships equipped with a fixed-pitch propeller and having a high power-to-weight ratio, a stabilized synchronous shaft generator of a megawatt power series with electromagnetic excitation from an independent controlled rectifier-exciter, when its static semiconductor voltage frequency converter, working complete with a synchronous compensator and its automatic voltage regulator connected to its output is performed on thyristors, and its network semiconductor converter is used in all modes of operation of a stabilized shaft generator - both single and in parallel with an autonomous diesel generator - in the mode of an inverter driven by the network, then such a method for automatic regulation of the voltage frequency and forced distribution of the load between parallel operating different types of generators, in which, during the autonomous operation of the stabilized shaft generator, together with The combined signal of the load and frequency channels of the parallel operation unit from the output of its signal integrator is sent to the reference input of the load signal comparator of the electric attachment of the shaft generator using the utilization gas turbine generator of the turbo compound system of the charge air of the main engine, and the output signal of this very comparator of the load signals of the electric attachment of the shaft generator is sent through the signal amplifier to the input control subsystems of an independent semiconductor rectifier-exciter of the shaft generator, while the synchronizing signals are sent from the terminals of the filter-reactor through the synchronizing voltage transformer with the frequency of the EMF induced in the armature winding of the synchronous compensating voltage to the synchronizing input of the control subsystem of the network semiconductor thyristor inverter driven by the network, the static voltage frequency converter , the voltage of which is regulated by means of its automatic voltage regulator; and when the stabilized shaft generator is taken out of operation on an emergency warning signal, the commands "Remove load" from the output of the load signal comparator of the electric attachment of the shaft generator and "Disable operation" from the output of the DAU subsystem are sent by the shaft generator to the inputs of the control subsystem with the same independent controlled semiconductor exciter-exciter and automatic switches of the shaft generator and its controlled semiconductor rectifier-exciter.

Thus, the set technical task is achieved.

The limiting and distinctive features of the claimed invention, in the aggregate, provide a solution to the problem with the following results:

1) expand the scope of the prototype method for cases of parallel operation:

- several autonomous diesel generators with several utilization gas turbine generators of the turbo compound systems of these diesel generators and the main engine, devoid of autonomous regulators of the developed power;

- a shaft generator with utilization gas turbine generators of the turbo-compound systems of the main engine and utilization generators of a different nature, which are devoid of autonomous regulators of the developed power;

- a shaft generator, an autonomous diesel generator and utilization gas turbine generators of the turbo compound systems of this diesel generator and the main engine, as well as utilization generators of a different nature, which are devoid of autonomous regulators of the developed power;

2) remove restrictions on the operation of autonomous diesel generators with partial loads of less than 30% of the nominal one when operating in parallel with utilization generators in order to fully utilize their current available capacities at the latter;

3) simplify the scheme of electric attachments of autonomous diesel generators, increasing their reliability while reducing size, weight and cost;

4) carry out programming of the maximum permissible loads and limiting modes of operating generating sets.

5) implement the distribution of the active load of the electrical network, subject to frequent changes according to a random law in the conditions of variable sailing modes of the vessel and non-stationary modes of operation of its main and auxiliary power plants, according to the criterion of achieving their greatest integrated economic and environmental efficiency.

1. The use of utilization steam turbine generators on modern ships, complete with utilization boilers for deep utilization of the heat energy of the exhaust gases of the main engine, has become a rarity, while shaft generators are increasingly included in the propulsion systems of ships, and the main engines and autonomous diesel generators are equipped with less complex , and at the same time more efficient utilization gas turbine generators of turbo compound systems, including turbo compound charge air systems. In addition to traditional generating sets, ship power plants have been supplemented and replenished with sources based on the use of energy from secondary resources of the main and auxiliary power plants. Naturally, there is a need to use such methods of regulating the power supply of ships, which would be distinguished by the completeness of the use of secondary sources of electricity in parallel operation with traditional generator sets, primarily autonomous diesel generators and shaft generators.

The following fragment of the claimed technical solution extends the use of the prototype method for automatic voltage frequency control and forced distribution of the active load of the electrical network of the vessel for the parallel operation of several autonomous diesel generators with several utilization gas turbine generators of their own turbo-compound charge air systems and a similar main engine system: “... the fact that instead of a utilization steam turbine generator, in parallel with several autonomous diesel generators, utilization gas turbine generators of turbocomposite charge air systems of these diesel generators and the main engine of the vessel operate, containing each booster electric machine on the turbocharger shaft, connected to the electrical network through a circuit breaker and a static semiconductor converter as part of reversible electrical and network semiconductor converters and their control systems, and equipped with reversible power sensors. And the parallel operation unit additionally contains a frequency channel that includes a sensor of the actual (current) mains voltage frequency and a frequency signal comparator that compares the actual mains voltage frequency signal with the frequency reference signal, a second combiner for load signals of utilization gas turbine generators, a subunit for an average load signal of a separate diesel generator, integrator of medium load signals of a separate diesel generator and frequency channel. At the same time, during the period of parallel operation of several autonomous diesel generators and utilization gas turbine generators of the turbo compound charge air systems of the main engine and these autonomous diesel generators, their active loads are additionally measured by means of reversible power sensors of the utilization gas turbine generators and send their signals through the block contacts of their circuit breakers and blocking diodes to the inputs of an additional adder of load signals, by means of which the received signals of the loads of the utilization gas turbine generators are summed, and the resulting signal is sent to the input of the first adder of the load signals of all parallel operating generators and the first input of the differential subunit. Further, from the resulting signal of the first adder by means of a differential subunit, the resulting signal of the additional signal adder is subtracted, obtaining the total load signal falling on all autonomous diesel generators, which is divided by the subunit of the average load signal of a separate diesel generator by the number of parallel operation signals through the block contacts of their automatic switches and blocking diodes to the inputs of an additional adder of load signals, by means of which the received signals of the loads of the utilization gas turbine generators are summed, and the resulting signal is sent to the input of the first adder of the load signals of all parallel operating generators and the first input of the differential subunit. Further, the resulting signal of the additional signal adder is subtracted from the resultant signal of the first adder by means of a differential subunit, obtaining a total load signal for all autonomous diesel generators, which is divided by the subunit of the average load signal of a separate diesel generator by the number of parallel operating in parallel. By means of these comparators, the signal of a given load for a separate diesel generator is compared with its actual (current) load. The received signals of the difference in the electric attachments of each autonomous diesel generator are amplified by means of amplifiers of these electric attachments, and they act with amplified signals on the servomotors of the mechanical regulators of fuel supply to the combustion chambers of the primary engines of autonomous diesel generators, by means of which the load of the electric network attributable to the share of each autonomous diesel generator, equally. Moreover, at partial loads of the main engine and autonomous diesel generators, when the utilization gas turbine generators of their turbocombined charge air systems operate in engine modes, the signals of their loads generated by reversible power sensors are blocked at the inputs of the second adder of the parallel operation unit by means of blocking diodes at these inputs ... " ...

From the given fragment of the proposed technical solution, it follows that it solves the problem of the most efficient and ecologically more perfect use of the parallel operation of several autonomous diesel generators and utilization gas turbine generators of their turbo compound pressurization systems and a similar main engine system.

In particular cases of the claimed technical solution, the boundaries of the application of the method for automatic regulation of the voltage frequency, programming and distribution of loads for the parallel operation of shaft generators of various designs, an autonomous diesel generator and utilization generators, using the energy of secondary resources of a different nature, have been expanded:

- in the first particular case, it is the parallel operation of an autonomous shaft generator with electromagnetic excitation, installed on ships equipped with a variable-pitch propeller, with a utilization gas turbine generator of the turbo-compound charge air system of the main engine;

- in the second special case, it is the parallel operation of a rotational speed-stabilized shaft generator with electromagnetic excitation and a mechanical variator, installed on ships equipped with a fixed pitch propeller, with a stand-by autonomous diesel generator, utilization gas turbine generators of the turbo-compound charge air system of the main engine and a stand-by diesel generator , as well as a booster electric machine of the differential mechanism of the mechanical variator of the shaft generator;

- in the third particular case, it is the parallel operation of a frequency-stabilized voltage shaft generator with electromagnetic excitation and a transistor static voltage frequency converter (SPCHN), installed on ships equipped with a fixed pitch propeller, with a stand-by autonomous diesel generator, utilization gas turbine generators of turbocomponent systems of charge air of the main engine and standby diesel generator;

- in the fourth particular case, it is the parallel operation of a frequency-stabilized voltage shaft generator with permanent magnets and a transistor SPCN installed on ships equipped with a fixed pitch propeller, with a standby autonomous diesel generator, utilization gas turbine generators of the turbo-compound charge air systems of the main engine and a standby diesel generator ;

- in the fifth particular case, it is the parallel operation of a voltage-stabilized voltage-stabilized megawatt-class shaft generator with electromagnetic excitation, thyristor SPChN and a synchronous compensator, installed on ships equipped with a fixed pitch propeller, with a stand-by autonomous diesel generator, utilization gas turbine generators of turbo-compound charge air systems of the main engine and a standby diesel generator;

Consequently, from the analysis of particular cases of using the claimed method, it follows that the scope of its application has been extended to practically any composition of power sources of ship power plants, i.e. is universal in the management of the ship's power supply according to the criterion of the highest efficiency and environmental compatibility of their use in parallel operation modes.

2. Further, from the following fragments of the claimed technical solution: a) from the text to the main part "... characterized in that, instead of a utilization steam turbine generator, in parallel with several autonomous diesel generators, utilization gas turbine generators of turbocomponent charge air systems of these diesel generators and the main engine operate. vessels containing each booster electric machine on the turbocharger shaft, connected to the electrical network through a circuit breaker and a static semiconductor converter as part of reversible electrical and network semiconductor converters and their control subsystems, and equipped with reversible power sensors ... ";

b) from the text to the main part “... Moreover, at partial loads of the main engine and autonomous diesel generators, when the utilization gas turbine generators of their turbocombined charge air systems operate in engine modes, the signals of their loads generated by reversible power sensors to the inputs of the second adder of the parallel operation unit blocked by means of blocking diodes at these inputs ... ";

c) from the text to the second special case: “... by the switching contact of this warning relay, a maximum power signal equal to 90% of its rated power is sent to the master input of the load signal comparator of the shaft generator of its electrical attachment, and the closing contact of the same intermediate warning relay generates a start signal of the backup an autonomous diesel generator directed to its remote automated control subsystem (RAC). The standby autonomous diesel generator and its turbo-compound pressurization system by means of its booster electric machine operating in the motor mode is carried out in a known manner by means of this DAU subsystem. An autonomous diesel generator with a shaft generator is synchronized in a known manner and connected to the busbars of the main switchboard by means of its circuit breaker ... ";

d) from the text to the second special case “... During the period of operation of an autonomous diesel generator with loads less than 30% of the nominal, to supply the combustion chambers with charge air with optimal parameters, the booster electric machine of the turbo compound system of this diesel generator continues to operate in the engine mode, controlling its reversible semiconductor converter by means of its control subsystem ... ";

- it follows that replacing a conventional turbocharger with a clean boost of an autonomous diesel generator and the main engine with a turbo-compound charge air system, consisting of a utilization gas turbine, a booster electric machine and a turbocharger, gives the diesel engines on which it is installed unique properties: 1) c starting modes, due to the proactive start-up of the turbocharger of the supercharger due to the motor mode of the booster electric machine, guarantee the start of the prime mover at the first attempt, which is extremely important for standby diesel generators from the standpoint of maintaining uninterrupted power supply to the ship in emergency situations; 2) during the period of operation of an autonomous diesel engine with partial loads less than 30% of the nominal, when due to the low energy potential of the exhaust gases, the utilization gas turbine is unable to independently provide the optimal performance of the turbocharger for supplying air into the combustion chambers sufficient for complete combustion of fuel; the torque on the turbocharger shaft is created by an electric booster machine, which continues to operate in the engine mode after starting the diesel engine, as a result of which, in all partial modes of the diesel engine from idle to 30% load, the fuel in its cylinders burns completely without smoke and without the formation of toxic exhaust gases, and therefore, there is no need to limit the duration of its operation with partial loads, which makes it possible to load the utilization generators operating on the exhaust gases of the main and auxiliary engines at any given time the power available to them, corresponding to the current energy potential of these exhaust gases, regardless of the degree of loading of the autonomous diesel generator operating in parallel with them; 3) due to the completeness of fuel combustion at all load modes of a diesel engine equipped with a turbo-compound charge air system, without the formation of soot deposits throughout the entire exhaust tract, the number of engine cleanings of the diesel engine itself and its gas turbine decreases, and therefore the labor intensity of their maintenance is reduced; 4) with an increase in the load of the diesel engine up to 30% of the nominal and higher, the utilization gas turbine, rotating independently the turbocharger with optimal performance, develops excess torque, therefore the booster electric machine is transferred to the generator mode, converting the energy potential of the excess exhaust gases into electrical energy, which increases the efficiency of the engine; 5) due to a decrease in soot deposits in the combustion chambers of a diesel engine and in its exhaust tract, the likelihood of its ignition decreases, and therefore, the fire hazard in the engine room of the ship decreases.

Therefore, using a turbo-compound pressurization system to supply the charge air of an autonomous diesel generator, the restriction on the operation of autonomous diesel generators with partial loads less than 30% of the nominal is removed, which makes it possible to simplify their electrical attachments, excluding from their composition the elements of blocking partial modes of small loads of autonomous diesels. -generators, and thereby increase the degree of utilization of utilization gas turbine generators operating in parallel with it, i.e. their effectiveness.

3. Having presented in the previous paragraph convincing evidence of the possibility and expediency of lifting the restriction on the use of autonomous diesel generators in shared modes with loads less than 30% of the nominal, the next logical step in the claimed method should be considered the exclusion of those functional units from the electrical attachments of autonomous diesel generators, which are responsible in the prototype method for these restrictions, which, of course, entails an increase in the reliability of these attachments, a decrease in their size, weight and cost.

4. In all special cases of the claimed technical solution, automatic program control of the limiting modes of the shaft-generating plant of the vessel is provided for by the maximum permissible loads and the rotational speeds of its equipment. In particular, in the first particular method "... The load increasing on the shaft generator is controlled by the comparator of the maximum load signal of its electrical attachment, the load input of which is connected to the same input of the comparator of the load signals of the same electrical attachment, and the program input is set to the signal of the maximum allowable shaft generator load equal to 90% of its nominal value. When these signals coincide, a warning signal is removed from the output of this comparator, which is sent through an element of the "OR" type to an intermediate warning relay, and through its closing contact, a signal to start it is sent to the remote automated control (RAC) subsystem of the stand-by autonomous diesel generator ... ";

In the second special case “... In this case, the measured signals of the power of the shaft generator and the booster electric machine are compared by means of comparators of their maximum loads in the electric attachment of the shaft generator with the limit values set by the program at their master inputs equal to 90% of the nominal for the shaft generator and 100% for the booster electric machine of the differential mechanism. When the measured power signals of any of these machines exceed the limit value set by the program, warning signals are generated at the output of these comparators, which act through an element of the "OR" type on an intermediate warning relay; the switching contact of this warning relay sends a programmable limit power signal equal to 90% of its nominal value to the master input of the comparator of the load signals of the shaft generator of its electrical attachment, and the closing contact of the same intermediate warning relay generates a start signal of the standby autonomous diesel generator sent to its subsystem DOWE. In a known manner, by means of this DAU subsystem, a stand-by autonomous diesel generator and its turbo-compound pressurization system are started by means of its booster electric machine operating in a motor mode; ... and when the speed of the vessel is reduced to a value at which the frequency of rotation of the input shaft of the planetary gear train is reduced to the lowest of the operating range of the limit allowed for the course of the vessel with a shaft generator, according to a signal sent by a machine telegraph to an element of the "OR" type of the electric attachment of the shaft generator and duplicated by the comparator of the signals of the rotational speed of the input shaft of the planetary gear, comparing the signals of its actual rotational speed measured by the sensor of the rotational speed of the input shaft of the planetary gear, with the minimum permissible program value, the indicated warning and, additionally, the emergency warning intermediate relays are switched on. By means of an intermediate warning relay, a command is sent to the DAU subsystem by a stand-by autonomous diesel generator to put it into operation, as described above in this particular case, and when the ship's speed decreases to a value at which the rotational speed of the input shaft of the planetary gear train is reduced to the lowest of the working the range of the limit admissible for a ship with a shaft generator, according to the signal sent by the machine telegraph to the "OR" element of the electric attachment of the shaft generator and duplicated by the comparator of the signals of the rotational speed of the input shaft of the planetary gear train, which compares the signals of its actual rotational speed measured by the input shaft rotational speed sensor of the planetary gear train, with the minimum permissible program value, the indicated warning and, additionally, the emergency warning intermediate relays are switched on. By means of an intermediate warning relay, a command is sent to the DAU subsystem by a stand-by stand-alone diesel generator to put it into operation, as described above in this particular case. And the switching contact of the emergency-warning intermediate relay generates a signal for transferring the load from the shaft generator to the commissioned standby autonomous diesel generator, which is sent to the master input of the comparator of the load signals of the electric attachment of the shaft generator. The signal of removing the load from the shaft generator from the output of this comparator is directed to the control subsystem of the reversible semiconductor converter of the booster electric machine of the differential mechanism of the mechanical variator of the shaft generator. The signal of the decreasing load of the shaft generator from the output of the active current sensor of its electrical attachment arrives at the first input of the comparator of the zero load signal, at the second input of which a zero power signal is set in software. When the signals at both inputs of this comparator become equal, at its output a signal is generated to take the shaft generator out of operation, which is sent to the DAU subsystem by the shaft generator. According to this signal at the output of this subsystem, signals are simultaneously generated to turn off the automatic switches of the shaft generator and the booster electric machine of the differential mechanism of its mechanical variator, the signal to turn off the disconnecting clutch on the input shaft of the planetary gear and the signal to quench the magnetic field of the shaft generator by means of its automatic voltage regulator ... ";

In the third special case “... At the same time, the current load of the shaft generator is measured by the active current sensor of its electrical attachment, and its signal is compared by means of a maximum load signal comparator with the signal of its upper limit value set by the program, equal to 90% of its rated power, and when these signals become equal, This comparator generates a signal for switching on the intermediate warning relay in the electric attachment of the shaft generator, the switching contact of which fixes its load at the level of the upper limit value set by the program, for which the setting inputs of the load signal comparator and the maximum load signal comparator are connected in parallel, and at the same time the closing contact of the warning intermediate relay is formed a command to start a stand-by autonomous diesel generator, which is sent to its DAU subsystem. A standby autonomous diesel generator, as well as a booster electric machine of its turbo-compound charge air system, which is put into operation in a motor mode by means of its automatic switch and a reversible semiconductor converter, is started simultaneously by means of this subsystem of the DAU according to known programs, and then turn on the automatic switch of the reserve an autonomous diesel generator, the auxiliary contact of which in the parallel operation unit additionally includes an intermediate executive relay, the opening contacts of which dehun the second differential subunit and the subunit of the average load signal of a separate diesel generator, at the same time the switching contacts of this executive relay reconnect the frequency channel output of the parallel operation unit to the input of the signal integrator, and the output of this signal integrator is reconnected to the reference input of the comparator of the load signals of the electrical attachment introduced into the pa a backup autonomous diesel generator, and the input of the inverter control subsystem of the static voltage frequency converter is connected through a synchronizing transformer to the output terminals of the higher harmonic current filter for operation in the mode of a grid-driven inverter. At the same time, the current speed of the propeller shaft and the shaft generator rotor built into it is measured by means of a speed sensor, its signal in the electric attachment of the shaft generator is compared by means of two signal comparators - the average speed and the lowest speed - with the average and minimum permissible values of the rotor speed set by the program shaft generator; if the signal of the actual speed of rotation coincides with the average value set by the program, a warning signal is generated by its comparator, which is turned on by means of an "OR" element, an intermediate warning relay of the electric attachment of the shaft generator, the closing contact of which sends a command to the DAU subsystem by a stand-by autonomous diesel generator to its launch, simultaneously with the utilization gas turbine generator, of the turbo-compound charge air system of this autonomous diesel generator ... ".

Thus, from the given fragments of the claimed technical solution, it follows that the algorithm proposed in the new method for automatic programmed control of the limiting modes of shaft-generating plants is aimed at maintaining an uninterrupted and trouble-free power supply of the ship's running modes.

5. The criterion of the ecological compatibility of its activities with the environment, put forward at the present stage of the development of earthly civilization, makes the approach quite understandable and justified, according to which the less energy mankind spends on its vital activity, the less impact - greenhouse, polluting, ozone-damaging, etc. - it will have an impact on the environment. Consequently, the policy of total energy saving in any area of economic activity is objectively aimed at solving the environmental problem facing humanity. And one of the pillars of this policy is the maximum use (utilization) of secondary production resources.

From the following fragments of the main text of the technical solution; 1) “… in parallel with several autonomous diesel generators, utilization gas turbine generators of turbo-compound charge air systems of these diesel generators and the main engine of the vessel operate, each containing an electric booster and a static semiconductor converter as part of reversible electric machine and network power sensors. And the parallel operation unit additionally contains a frequency channel that includes a sensor of the actual (current) frequency of the mains voltage and a comparator of frequency signals, semiconductor converters and their control subsystems, and a reversible machine on the shaft of a known turbocharger, connected to the electrical network through a circuit breaker comparing the actual signal the mains voltage frequency with a master frequency signal, an additional additional summator of load signals of utilization autonomous diesel generators and utilization gas turbine generators of turbo compound charge air systems of the main engine and these autonomous diesel generators are additionally measured by means of reversible power sensors of utilization gas turbine generators, their active loads and send their signals through the block contacts of their circuit breakers and the received signals of the loads of gas turbine generators, a subunit of the average load signal of a separate autonomous diesel l-generator, integrator of medium load signals of a separate diesel generator and a frequency channel. At the same time, during the period of parallel operation of several utilization gas turbine generators, blocking diodes are sent to the inputs of an additional adder of load signals, by means of which the resulting signal is added to the input of the first adder of load signals of all parallel operating generators and the first input of the differential subunit. Further, from the resulting signal of the first adder by means of a differential subunit, the resulting signal of the additional signal adder is subtracted, obtaining the total load signal falling on all autonomous diesel generators, which is divided by the subunit of the average load signal of a separate diesel generator by the number of diesel generators operating in parallel. The received signal of the average load of a separate diesel generator by means of a signal integrator is summed with the output signal of the frequency channel of the parallel operation unit and, having received the signal of the command load of a separate diesel generator, it is sent to the parallel-connected master inputs of the load signal comparators of the electrical attachments of all autonomous diesel generators operating in parallel. By means of these comparators, the signal of a given load for a separate diesel generator is compared with its actual (current) load. The received signals of the difference between these comparators in the electric attachments of each autonomous diesel generator are amplified by means of amplifiers of these electric attachments, and they act with amplified signals on the servomotors of the mechanical regulators of fuel supply to the combustion chambers of the primary engines of autonomous diesel generators, by means of which the load of the electric network attributable to of each autonomous diesel generator, equally. Moreover, at partial loads of the main engine and autonomous diesel generators, when the utilization gas turbine generators of their turbocombined charge air systems operate in engine modes, their load signals generated by reversible power sensors are blocked at the inputs of the second signal adder of the parallel operation unit by means of blocking diodes at these inputs ... "

2) as well as from fragments of private methods of technical solutions, for example, the second one “... It is also economically advantageous to perform a method in which, in the running mode of a ship equipped with a fixed pitch propeller (second special case), its power supply is produced from a shaft generator stabilized in rotation frequency by means of a known mechanical variator, consisting of a planetary gear train connected to the intermediate multiplier shaft of the main gearbox of the propulsion unit, and a differential mechanism as part of a booster electric machine, connected kinematically to the control shaft of the planetary gear train, and electrically through a reversible semiconductor converter and a circuit breaker to busbars of the main switchboard (MSB) and equipped with a reversible power sensor connected through the closing block contact of the circuit breaker of this booster machine with a maximum load signal comparator of this booster electric machine in the electric attachment of the shaft generator, and through a blocking diode - with an additional adder of the load signals of the utilization generators of the parallel operation unit, while the active current sensor of the electric attachment of the shaft generator itself is connected through the closing block contact of its circuit breaker in parallel with the input of the first adder the signals of the loads of the parallel operation unit, as well as with the inputs of the comparators of the signals of the maximum and zero loads of the shaft generator in its electrical attachment. In the ship's full speed modes, the electrical network is supplied from a stabilized shaft generator operating in an autonomous mode, with the support of booster electric machines of the turbo-compound system of the main engine and the differential mechanism of the mechanical variator of the shaft generator, and in the middle speed mode, operating in parallel with a stand-by autonomous diesel generator with the support of the same booster electric machines with a booster electric machine of the turbo-compound system of the stand-by autonomous diesel generator connected to them. At full speed of the vessel, when the shaft generator operates autonomously, the current loads of the shaft generator, the utilization gas turbine generator of the turbo-compound system of the main engine and the booster electric machine of the differential mechanism operating in the generator mode are measured by means of their active current and power sensors, and the measured signals are sent through the block contacts of their circuit breakers. to the inputs of the first adder of the total load signals of the electrical network of the parallel operation unit and the additional adder of the load signals of the operating utilization gas turbine generator of the tube-compound charge air system of the main engine and the booster electric machine of the differential mechanism of the mechanical variator of the shaft generator. The received signals of the current loads of generating machines are summed in the first and additional signal adders. By means of the first differential subunit, the resulting signal of the additional signal adder is subtracted from the resultant signal of the first adder of the electrical network load signals and the signal of that part of the electrical network load that falls on the shaft generator is formed at its output. At the same time, the current frequency of the voltage of the electric network is measured by means of the sensor of the actual frequency of the voltage of the parallel operation unit, and its actual value is compared with the programmed value by means of a comparator of voltage frequency signals. The signal of the difference of this comparator is sent to the integrator of the signals of the load and frequency channels of the parallel operation unit, and the output signal of this integrator, as a signal of the driving power of the shaft generator, is sent through the switching contacts of the intermediate operating relay of the parallel operation unit and the warning relay of the electric attachment of the shaft generator to the comparator of the load signals in the electrical shaft generator attachment and compare it with the actual load signal of the shaft generator. The signal of the difference at the output of this comparator is sent through an amplifier to the control subsystem of the reversible semiconductor converter of the booster electric machine of the differential mechanism of the mechanical variator of the shaft generator; the very frequency of the voltage at the terminals of its armature winding. In this case, the measured power signals of the shaft generator and the booster electric machine are compared by means of their maximum load comparators in the electric attachment of the shaft generator with the limit values set by the program at their master inputs, equal to 90% of the nominal for the shaft generator and 100% for the booster electric machine of the differential mechanism. When the measured power signals of any of these machines exceed the limit value set by the program, warning signals are generated at the output of these comparators, which act through an element of the "OR" type on an intermediate warning relay; the switching contact of this warning relay sends a programmable limit power signal equal to 90% of its nominal value to the master input of the comparator of the load signals of the shaft generator of its electrical attachment, and the closing contact of the same intermediate warning relay generates a start signal of the standby autonomous diesel generator sent to its subsystem DOWE. The standby autonomous diesel generator and its turbo-compound pressurization system by means of its booster electric machine operating in the motor mode is carried out in a known manner by means of this DAU subsystem. An autonomous diesel generator with a shaft generator is synchronized in a known manner and connected to the busbars of the main switchboard by means of its circuit breaker. Its opening contact sends an executive signal to the subunit of the average load signal of a separate autonomous diesel generator of the parallel operation unit, and the closing block contact of the circuit breaker acts through the OR element of the parallel operation unit on its intermediate executive relay. Switching contacts of this relay switch the outputs of the signal integrator of the parallel operation unit to the master input of the load signal comparator of the electrical attachment of the standby stand-alone diesel generator put into operation, and the second differential subunit of the parallel operation unit and the subunit of the average load signal of a separate diesel engine are dehunted by the opening contact of the same intermediate operating relay. -generator. Then, the power signals of the utilization gas turbine generators of the turbo-compound systems of the main engine and stand-by stand-alone diesel generator, as well as the booster electric machine of the differential mechanism of the mechanical variator, are integrated in the additional adder of signals of the parallel operation unit, and in the first adder of the same unit - the signals of the total load of the electrical network. By means of the first differential subunit of the parallel operation unit, the final signal of the additional signal adder is subtracted from the resultant signal of the first signal adder, determining the total load of the shaft and diesel generators, and then, by means of the second differential subunit, the load signal of the shaft generator is subtracted from the signal of the first differential subunit, obtaining on the output of the second differential subunit is the driving power signal of a stand-by stand-alone diesel generator. This signal is sent through the subunit of the average load signal to the reference input of the load signal comparator of the electrical attachment of the standby autonomous diesel generator put into operation, by means of which the signal of the given power is compared with the signal of its actual load. The output signal of the difference of this comparator is amplified by means of an amplifier of the electric attachment of a stand-by autonomous diesel generator and acts on the servomotor of its mechanical fuel supply regulator to accept the load of the electrical network in excess of the maximum allowable power for the shaft generator, equal to 90% of the nominal. During the operation of an autonomous diesel generator with loads less than 30% of the nominal, to supply the combustion chambers with charge air with optimal parameters, the booster electric machine of the turbocompound system of this autonomous diesel generator continues to operate in motor mode, controlling its reversible semiconductor converter through its control subsystem ... When the vessel moves at a speed lower than the economic one, but within the permissible operating range, in order to maintain the nominal values of the rotational speed and voltage frequency of the stabilized shaft generator, the booster electric machine of the differential mechanism of its mechanical variator is transferred, according to the signal generated by its reversible power sensor, to the propulsion mode by means of its reversible semiconductor converter and its control subsystem. In this case, the load signal generated by the reversible power sensor of the booster electric machine and sent to the corresponding input of the second signal adder of the parallel operation unit is blocked by means of a blocking diode; and when the speed of the vessel is reduced to a value at which the frequency of rotation of the input shaft of the planetary gearbox is reduced to the smallest of the operating range of the limit admissible for the course of the vessel with a shaft generator, according to a signal sent by the machine telegraph to the element of the "OR" type of the electric attachment of the shaft generator and duplicated by the comparator of the signals of the rotational speed of the input shaft of the planetary gearbox, comparing the signals of its actual speed, measured by the speed sensor of the input shaft of the planetary gearbox, with the minimum permissible program value, include the specified warning and, additionally, the emergency warning intermediate relays. By means of an intermediate warning relay, a command is sent to the DAU subsystem by a stand-by stand-alone diesel generator to put it into operation, as described above in this particular case. And the switching contact of the emergency-warning intermediate relay generates a signal for transferring the load from the shaft generator to the commissioned standby autonomous diesel generator, which is sent to the master input of the comparator of the load signals of the electric attachment of the shaft generator. The signal of removing the load from the shaft generator from the output of this comparator is directed to the control subsystem of the reversible semiconductor converter of the booster electric machine of the differential mechanism of the mechanical variator of the shaft generator. The signal of the decreasing load of the shaft generator from the output of the active current sensor of its electrical attachment arrives at the first input of the comparator of the zero load signal, at the second input of which a zero power signal is set in software. When the signals at both inputs of this comparator become equal, at its output a signal is generated to take the shaft generator out of operation, which is sent to the DAU subsystem by the shaft generator. According to this signal at the output of this subsystem, signals are simultaneously generated to turn off the automatic switches of the shaft generator and the booster electric machine of the differential mechanism of its mechanical variator, the signal to turn off the disconnecting clutch on the input shaft of the planetary gearbox and the signal to quench the magnetic field of the shaft generator by means of its automatic voltage regulator ... ";

номинальным КПД, нагружая его до максимально установленной для него мощности, равной 85% номинальной, при которой он работает с наименьшим удельным расходом топлива. А нагрузку электросети, уже выше указанной, принимает на себя автономный агрегат с более низким КПД.- it follows that the claimed method is aimed at solving the problem of managing the distribution of the active load of the electrical network during the period of parallel operation of different types of electricity sources according to the criterion of achieving the highest economic and environmental efficiency, the essence of which is that the total load of the vessel's electrical network is distributed between them so that the utilization turbine generators using secondary resources of the main and auxiliary diesel engines were loaded with the power always potentially available and developed by them at the current moment, adequate to the current energy potential of the exhaust gases of the main and auxiliary engines, and the remaining load is distributed between the shaft generator and autonomous diesel generators in such proportion, with which first load the shaft generator, operating with a higher efficiency, up to the maximum allowable or potentially possible power, depending on the frequency of its rotation, and already the last remnants of the load of the electric the cables are transferred to autonomous diesel generators capable of operating without smoke and without the formation of toxic gases at any load mode. Moreover, if they have the same nominal efficiency, the load on them is distributed equally between them. If the nominal efficiency of autonomous diesel generators is not the same, then most of the remaining load of the power grid is loaded with

nominal efficiency, loading it to the maximum power set for it, equal to 85% of the nominal, at which it operates with the lowest specific fuel consumption. And the load of the power grid, already higher than the specified one, is taken over by an autonomous unit with a lower efficiency.

This is the essence of ship power supply management according to the criterion of economic and environmental efficiency in the claimed method.

The inventive method for automatic voltage frequency control, programming and load distribution is illustrated by the following graphic materials. FIG. 1 shows a functional and basic electrical diagram of a system for automatic voltage frequency control and load distribution between autonomous diesel generators operating in parallel and utilization gas turbine generators (UGTG) of turbo compound systems (TCS) of charge air of the main engine (GD) and autonomous diesel generators (DG); fig. 2 - the same between the parallel operating shaft generator (VG) of constant speed on ships with variable pitch propellers (CPP) and the utilization gas turbine generator of the turbo-compound charge air system of the main engine; fig. 3 - the same between a parallel shaft generator installed on ships with a fixed pitch propeller (FPP), a constant rotational speed from a mechanical variator, an autonomous diesel generator and utilization gas turbine generators of the turbo-compound charge air systems of the main engine and an autonomous diesel generator; fig. 4 - the same between the parallel operating variable speed shaft generator installed on ships with fixed pitch propellers, with electromagnetic excitation and a transistor static voltage frequency converter, an autonomous diesel generator and utilization gas turbine generators of turbo-compound charge air systems of the main engine and an autonomous diesel generator; fig. 5 - the same between the parallel-operating variable speed shaft generator installed on ships with fixed pitch propellers, with permanent magnets and a transistor static voltage frequency converter (SPCHN), an autonomous diesel generator and utilization gas turbine generators of the turbo compound charge air systems of the main engine and an autonomous diesel generator; fig. 6 - the same between the parallel operating variable speed shaft generator installed on ships with fixed pitch propellers, with electromagnetic excitation and thyristor inverter SPChN, autonomous diesel generator and utilization gas turbine generators of turbo-compound charge air systems of the main engine and autonomous diesel generator, FIG. 7 - load and control characteristics of a shaft generator with electromagnetic excitation, equipped with a SPChN; fig. 8 - the same shaft generator with permanent magnets; fig. 9 is a table of the names of elements, their positions in the figures and abbreviations.

A new method for automatic voltage frequency control, programming and load distribution between different types of ship power sources is carried out by means of the following system.

The power plant of the ship that implements the inventive method contains (Fig. 1) the main engine 1, connected by the propeller shaft 2 with the propeller 3, and a power plant (not shown) consisting of two or more autonomous diesel generators 4.1 and 4.2 connected to the busbars 5 of the main switchboard - main switchboard (not shown) by means of circuit breakers 6.1 and 6.2, respectively. The main engine 1 is equipped with a turbo-compound charge air system as part of a utilization gas turbine (UGT) 7, driven into rotation by the energy of the heat of exhaust gases, a booster electric machine (BEM) 8, for example, synchronous with permanent magnets (not shown), connected kinematically coaxially with the shafts a gas turbine 7 and a turbocharger 9, and electrically through a circuit breaker 12 and a static semiconductor converter - SPP (not shown), consisting of reversible electrical 10 and network 11 semiconductor converters, each containing a control subsystem (not shown), to the busbars 5 Main switchboard. Each autonomous diesel generator 4.1 and 4.2 is equipped with similar turbo-compound charge air systems. For diesel generators 4.1 and 4.2, these are, respectively, utilization gas turbines 13.1 and 13.2, booster electric synchronous machines 14.1 and 14.2, and turbochargers 15.1 and 15.2. BEM 14.1 and 14.2 autonomous DG 4.1 and 4.2 are connected to the busbars 5, respectively, through the SPP, consisting of reversible electrical 16.1 and 16.2 and network 17.1 and 17.2 semiconductor converters with their control subsystems (not shown in Fig. 1), and through circuit breakers, respectively 181.1 and 18.2. The autonomous diesel generators themselves are equipped with electrical attachments, respectively, 21.1 and 21.2, containing respectively active current sensors 22.1 and 22.2, connected by their inputs to the terminals of diesel generators 4.1 and 4.2, respectively, through measuring transformers (not shown), comparators 23.1 and 23.2 of the load signals of these autonomous diesel generators with two inputs of real P _dei and master P _back power and amplifiers 24.1 and 24.2 of the comparator data signals, connected by their outputs through the closing block contacts (not shown) of the sectional switch 25 of the busbars 5 of the main switchboard to the terminals of the servomotors 26.1 and 26.2, respectively mechanical regulators 27.1 and 27.2 of the fuel supply, respectively, of autonomous diesel generators 4.1 and 4.2. The inputs "1" of the comparators 23.1 and 23.2 of the load signals are connected to the outputs of the corresponding sensors 22.1 and 22.2 of the active current through the closing block contacts (not shown) of the automatic switches 6.1 and 6.2 of the autonomous DG 4.1 and 4.2, respectively, and their inputs "2" are supplied from the outside common signal P _{back of the} driving power.

In particular cases of using the method, a similar electrical attachment 28 (Fig. 2 - Fig. 6) is also equipped with a shaft generator 29, connected to the busbars 5 of the main switchboard by means of a circuit breaker 30 and having in different special cases a different design depending on the design of the propeller 3 : with adjustable (CPP) or fixed (VPP) step. In the first particular case, on ships with an adjustable pitch propeller (Fig. 2), the electric attachment 28 of the shaft generator contains the same as that of an autonomous diesel generator, an active current sensor 31, a comparator 32 of the shaft generator load signals, and a signal amplifier 33 of this comparator connected by its own output to the servomotor 34 of the mechanical regulator 35 of the fuel supply of the main engine 1. Input "1" of the load comparator 32 is connected to the output of the active current sensor 31 through the closing block-contact 30.1 of the automatic switch 30 of the shaft generator 29, and signal P is supplied to its input "2" from the outside _{back of the} driving power.

In other special cases, on ships equipped with fixed pitch propellers, shaft generators are used that are stabilized in rotation frequency (Fig. 3) or in voltage frequency (Fig. 4 - Fig. 6).

In the second special case (Fig. 3), the shaft generator 29 with electromechanical excitation is driven into rotation from the intermediate multiplier shaft 36 of the main gearbox 37 by means of a disconnecting clutch 38 and a known mechanical variator (not shown) containing a planetary gear train 39 connected to the shafts of the shaft generator 29 and booster synchronous electric machine 40 connected to the busbars 5 of the main switchboard through a circuit breaker 41 and a static semiconductor converter 42 containing reversible electrical machine 43 and network 44 semiconductor converters with their independent control subsystems 45 and 46, respectively. Shaft generators 29 in this particular case and on ships with CPP (Fig. 2) equipped with an automatic voltage regulator 47, and BEM 40 (Fig. 3) - a reversible power sensor 48.

In the following special cases, on ships with fixed pitch propellers, the shaft generators 29, stabilized in voltage frequency (Fig. 4 - Fig. 6), are built kinematically into the line of the propeller shaft 2, and electrically connected to the busbars 5 of the main switchboard in series through the circuit breaker 30 and the static frequency converter voltage - SPChN (not shown), consisting of a semiconductor electric machine rectifier 49 and a network inverter 50, each of which has a separate control subsystem, respectively 51 (Fig. 5) and 52 (Fig. 4 - Fig. 6).

So in the 4th and 5th special cases (Fig. 4, Fig. 5) SPChN shaft generator 29 with a capacity of up to 1.0 MVA is performed on diodes and power transistors of the IGBT type, and in the 6th special case (Fig. 6) for a shaft generator 29 with a power exceeding 1.0 MVA SPChN is performed on diodes and thyristors.

In the particular cases under consideration, a synchronous machine with electromagnetic excitation (Fig. 2, Fig. 3, Fig. 4, Fig. 6) or with permanent magnets 53 (Fig. 5) is used as a shaft generator 29. A shaft generator with electromagnetic excitation is supplied with an excitation winding 54 (Fig. 2, Fig. 3, Fig. 4, Fig. 6), powered by the shaft generator 29 with a constant rotation frequency (Fig. 2, Fig. 3), from an automatic voltage regulator 47, and for the shaft generator 29 with SPChN (Fig. 4, Fig. 6) - from an independent controlled semiconductor exciter-exciter 55, which is equipped with a control subsystem 56 and is connected to the busbars 5 of the main switchboard through a circuit breaker 57. The frequency-stabilized voltage of the shaft generator 29, equipped with a SPCN (Fig. 4, Fig. 5, Fig. 6), at its output and in series with it, a filter-reactor 58 is installed, which acts as a filter for higher harmonics of the current generated by the network semiconductor converter 50.

In some special cases, the electric attachment 28 to the shaft generators 29 additionally contains: comparators of signals of maximum 59 and zero 60 loads (Fig. 2 - Fig. 6); comparators 61 of the average and 62 of the minimum allowable rotational speed of the VG 29 (Fig. 4 - Fig. 6); comparator 63 of the maximum load BEM 40 of the differential mechanism of the mechanical variator (Fig. 3); logical elements 64 (Fig. 2 - Fig. 6) and 65 (Fig. 3 - Fig. 6) of the "OR"type; intermediate warning relay 66 (Fig. 2 - Fig. 6) and alarm relay 67 (Fig. 3 - Fig. 6); amplifier 68 (FIG. 2 to FIG. 6). In this case, the comparator 59 of the maximum load VG 29 is connected with its inputs: "2" - with the master (not shown) of the signal P _{1mak of the} maximum load, and also (Fig. 3 - Fig. 6) through the switching contacts 66.1 of the intermediate warning relay 66 and 67.1 alarm relay 67 with the master input "2" of the comparator 32 of the load signals of the VG, and its input "1" (Fig. 2 - Fig. 6) - through an auxiliary contact (not shown) of the circuit breaker 30 of the shaft generator 29 is connected to its output active current sensor 31. Comparator 60 zero load is connected by its inputs: "2" - with a driver (not shown) zero load P _set = 0, and the input "1" is connected in parallel to the input "1" of the said comparator 59 of the maximum load. The inputs of the comparator 61 of the average rotational speed (Fig. 4, Fig. 5, Fig. 6) are connected: "2" - with the master (not shown) of the signal n _{cf of the} average rotational speed, and the input "1" - with the output of the frequency sensor 69 rotation of the propeller shaft 2. The inputs of the comparator 62 of the minimum allowable rotational speed of the VG 29 (Fig. 3, Fig. 4, Fig. 5, Fig. 6) are connected: "2" - with the master (not shown) of the signal n _{min of the} minimum rotational speed , and the input "1" is parallel to the analogous input of the comparator 61 (Fig. 4, Fig. 5, Fig. 6) or with the output of the sensor 69 of the rotational speed of the intermediate multiplier shaft 36 of the main gearbox 37 (Fig. 3). The inputs of the comparator 63 of the maximum load BEM 40 (Fig. 3) of the differential mechanism VG 29, stabilized in rotation frequency, are connected: "2" - with the master (not shown) of the signal P _{2max of the} maximum load of this machine, and the input "1" - with the output of the reversing power sensor 48 BEM 40 through an auxiliary contact (not shown) of the circuit breaker 41 of this machine. The inputs of the logical element 64 of the "OR" type (Fig. 2 - Fig. 6), loaded with an intermediate warning relay 66, are connected at the VG 29, stabilized in speed (Fig. 2, Fig. 3), to the output of the comparator 59, and at VG 29, frequency-stabilized voltage (Fig. 4 - Fig. 6) - its both inputs "1" and "2" are connected separately to the outputs of the comparators 59 and 61, respectively. And the inputs to the logical element 65 of the "OR" type, loaded with intermediate warning 66 and emergency warning 67 relays, are connected (Fig. 3 - Fig. 6): at the input "2" - to the output of the comparator 62 of the minimum allowable speed equal to 0 , 7n _n . And at the input "1" the element 65 is connected at the shaft generators 29, stabilized by the frequency of rotation (Fig. 3), to the output of the comparator 63 of the maximum load BEM 40; and for shaft generators 29, stabilized in voltage frequency (Fig. 4 - Fig. 6), to the output of the machine telegraph in its position "n _min ".

In the stabilized VG 29, installed on ships equipped with a CPP (Fig. 2), of the additional elements of the electrical attachment 28, only the comparator 59 of the maximum and 60 zero load VG 29 and the intermediate warning relay 66 are used.

Parallel operation of all power sources is coordinated by means of a parallel operation unit 70 (Fig. 1 - Fig. 6), consisting of a load and frequency channels (not shown). The loading channel consists of the following connected in series: the first (additional) adder 71 of the load signals of the booster electric machines of the TKS diesel generators, the main engine and the shaft generator, stabilized in terms of rotation frequency; the second (main) adder 72 of the total load of the electrical network; the first differential subunit 73; a second differential subunit 74; subunit 75 of the average load signal of a separate autonomous diesel generator; logical element 76 of the "OR" type and intermediate executive relay 77.

The inputs of the first adder 71 of the parallel operation unit (Fig. 1 - Fig. 6) are connected through blocking diodes (not shown) and auxiliary contacts (not shown) of automatic switches 12, 18.1, 18.2 and 41 of booster electric machines, respectively 8, 14.1, 14.2 TCS (not shown), respectively, the main engine 1 and autonomous diesel generators 4.1, 4.2 (Fig. 1, Fig. 4, Fig. 5, Fig. 6) and BEM 40 (Fig. 3) of the differential mechanism (not shown) of the shaft generator 29 connected to the outputs of their reversible power sensors, respectively, 19, 20.1, 20.2 (Fig. 1, Fig. 4, Fig. 5, Fig. 6) and 48 (Fig. 3) of these booster electric machines.

Inputs "1" and "2" of the second adder 72 (Fig. 1 - Fig. 6) are connected through auxiliary contacts (not shown) of circuit breakers 6.1, 6.2 and 30, respectively, of autonomous diesel generators 4.1, 4.2 (Fig. 1 - Fig. . 5) and shaft generator 29 (Fig. 2 - Fig. 6.) with the outputs of their active current sensors, respectively 22.1, 22.2 (Fig. 1 - Fig. 5) and 37 (Fig. 2 - Fig. 6.), and its input "3" (Fig. 1 - Fig. 6.) - with the output of the first adder 77 signals.

The inputs of the first differential subunit 73 are connected: "1" - with the output of the second adder 72, and "2" - with the output of the first adder 71 and in parallel with the input "3" of the second adder 72 of the parallel operation unit 70. The inputs of the second differential subunit 74 (Fig. 3 - Fig. 6) are connected: "1" - with the output of the first differential subunit 73, and "2" - parallel to the input "2" of the second adder 72 of the block 70 of parallel operation.

The break contacts 77.7 and 77.3 of FIG. 3 to FIG. 6) of the intermediate operating relay 77, respectively, the second differential subunit 74 and the subunit 75 of the average load signal of a separate autonomous diesel generator of the parallel operation unit 70 are shunted. And the opening block contacts of the automatic switches 6.1 and 6.2, respectively, of the autonomous diesel generators 4.1 and 4.2 are connected, respectively, to the inputs "2" and "3" of the medium load subunit 75 of the separate diesel generator of the parallel operation unit 70.

The frequency channel of the block 70 of parallel operation (Fig. 1 - Fig. 6) contains a series-connected sensor 78 of the actual frequency of the voltage of the electrical network, connected to the busbars 5 of the main switchboard through a voltage measuring transformer (not shown), and a comparator 79 of voltage frequency signals containing two input: set (input "2") and actual (input "1") voltage frequencies. The output signals of the load and frequency channels are summed in the signal integrator 80 (Fig. 1, Fig. 2, Fig. 3, Fig. 6), which serves as the output element of the parallel operation unit 70 and is connected with its output to the master input P _{back of the} electrical attachments 21.1, 21.2 and 28, respectively, autonomous diesel generators 4.1, 4.2 (Fig. 1) and shaft generator 29 (Fig. 2 - Fig. 6). In this case, the output signals of the electrical attachments 21.1, 21.2, respectively, of the autonomous DG 4.1, 4.2 (Fig. 1), as well as in the first particular case, and at the shaft generator 29 (Fig. 2) installed on ships with a CPP, are connected through amplifiers 24.1, 24.2 and 33 (Fig. 1 - Fig. 6), respectively, for diesel generators 4.1, 4.2 and shaft generator 29 with their servomotors 26.1, 26.2 and 34, respectively, built into mechanical regulators 27.1, 27.2 and 35 of the fuel supply, respectively, of autonomous DG 4.1, 4.2 and main motor 1.

In the second special case (Fig. 3), the output of its electrical attachment 28 (output of the amplifier 33) is connected through a block contact (not shown) of the sectional switch 25 with the inputs "1 »Subsystems 45 and 46, respectively, electrical machine 43 and network 44 reversible semiconductor converters SPP 42 booster electrical machine 40 differential mechanism (not shown) mechanical variator (not shown) shaft generator 29. And in the mentioned fifth special case (Fig. 6) the output of the electrical attachment 28 (the output of the amplifier 33) is connected in the same way with the input of the control subsystem 56 of an independent semiconductor rectifier-exciter 55 of the frequency-stabilized voltage VG 29 with a thyristor SPChN.

In the third and fourth particular cases, for shaft generators 29, stabilized in voltage frequency by means of transistor SPCN (Fig. 4, Fig. 5), the load and frequency channels of the parallel operation unit 70 during the autonomous operation of the VG 29 operate separately. In the third particular case (Fig. 4) in the autonomous operation of the frequency-stabilized voltage of the shaft generator 29 with electromagnetic excitation and transistor SPCN, the output of its electrical attachment 28 (output of the amplifier 33) is connected in this case through a block contact (not shown) of the section switch 25 busbars 5 of the main switchboard with the input "1" of the subsystem 56 for controlling an independent semiconductor rectifier-exciter 55, while the output of the frequency channel of the parallel operation unit 70 (the output of the comparator 79 of voltage frequency signals) is connected through series-connected switching contacts 77.4 and 77.5 of the executive relay 77 of this unit 70, with the input of the control subsystem 52 of the network semiconductor inverter 50 SPChN frequency-stabilized voltage VG 29.

In the fourth particular case (Fig. 5), in the autonomous operation of the frequency-stabilized voltage VG 29 with permanent magnets 53 and a transistor SPChN, the output of the same amplifier 33 of the electrical attachment 28 VG 29 is connected through the same block-contact of the sectional switch 25 with the input "1 »Subsystems 57 for controlling the electric machine controlled semiconductor rectifier 49 SPChN shaft generator 29. And the frequency channel of the parallel operation unit 70 (output of the comparator 79 of voltage frequency signals) through series-connected switching contacts 77.4 and 77.5 of the intermediate operating relay 77 of this unit 70 is connected to the subsystem 52 for controlling the network semiconductor inverter 50 SPChN frequency-stabilized voltage VG 29.

The control of the modes of the main engine 1 on ships equipped with fixed pitch propellers (3rd - 5th special cases) is performed by a machine telegraph (not shown) acting on the servomotor 34 (Fig. 3 - Fig. 6) of the mechanical regulator 35 of the fuel supply, by means of systems 81 DAU main engine 1 and amplifier 82, connected in series.

Stabilized VG 29 are equipped with a subsystem 83 DAE (Fig. 2 - Fig. 6), the input of which is connected through amplifier 68 to the output of the zero-load comparator 60 of the electrical attachment 28, and its outputs in some special cases are connected: a) at the shaft generator 29 installed on ships with CPP (Fig. 2), its output "1" - with an automatic voltage regulator 47, and its output "2" - with an automatic switch 30 of the shaft generator 29; b) in the VG 29, stabilized in terms of rotation frequency (Fig. 3), the output "3" is connected to the disconnecting clutch 38 of the intermediate shaft 36 of the main gearbox 37, the output "1" is respectively to the automatic voltage regulator 47, and the output "2" arrow "A" - with automatic switches 30 and 41, respectively, VG 29 and booster electric machine 40 of the differential mechanism; c) for shaft generators 29 with electromagnetic excitation, stabilized in voltage frequency (Fig. 4, Fig. 6), with parallel connected input "2" of the control subsystem 56 of an independent semiconductor exciter-exciter 55 and the inputs of the circuit breakers 30 and 57, respectively, of the shaft generator 29 and an independent semiconductor rectifier-exciter 55; d) and in VG 29 with permanent magnets, frequency-stabilized voltage (Fig. 5): the output "1" - with the input "3" of the subsystem 51 for controlling the electric machine semiconductor transistor rectifier 49 SPCHN (not shown) VG 29; the output "2" - with the input of the disconnector 84, and the output "3" - with the input (not shown) of the circuit breaker 30 of the shaft generator 29.

Autonomous diesel generators, for example, 4.1 (Fig. 3 - Fig. 5), the input "1" (Start) of which is connected to the source of single signals through the closing contact 66.2 of the intermediate warning relay 66 of the electrical attachment 28 of the shaft generator 29 (Fig. 3 - Fig. 6), input "2" - with sensors (not shown) of this diesel generator; and the outputs "2" and "1" are connected, respectively, with the executive bodies (not shown) of this DG and the inputs of the subsystems (not shown) of the control, respectively, of the reversible electric machine 16.1 and network 17.1 semiconductor converters of the booster electric machine 12.1 of the turbo compound system (not shown) of the charge air of this diesel generator 4.1.

The network semiconductor converter 50 SPChN of the frequency-stabilized voltage of the shaft generator 29 (Fig. 4 - Fig. 6) for operation in the mode of an inverter driven by the network is equipped with a synchronizing voltage transformer 86 connected by its output to the synchronizing input of the control subsystem 52 of this inverter: directly - at a shaft generator 29 with a thyristor inverter 50, driven by the network, as part of its SPChN (Fig. 6); through the switching contact 77.5 of the intermediate executive relay 77 of the unit 70 for parallel operation - at the shaft generator 29 with a transistor inverter 50 as part of its SPCN (Fig. 4, Fig. 5).

In the shaft generator 29, stabilized in voltage frequency, with a power of over 1.0 MVA (Fig. 6), in which the network semiconductor inverter 50 as part of its SPCN is performed on thyristors (5th special case), a parallel synchronous compensator is connected to the output of this inverter 87, equipped with a field winding 88 and an automatic voltage regulator 89.

A new method for automatic regulation of the voltage frequency, programming and distribution of the active load between the various types of power sources of the vessel is carried out as follows.

Introductory information. In order to save the consumption of continuously rising fuel prices, in the second half of the last century, utilization steam turbine generators, using secondary energy resources of the exhaust gases of the main engines, and shaft generators, became widespread in maritime transport. For the same purpose, the construction speed of the majority of modern transport vessels at the end of the last century decreased from 17-18 to 14-15 knots, which caused a decrease in the installed capacities of their main power plants, and after that, a decrease in the steam output of utilization boilers, which was only enough for the ship's own heating needs. Therefore, the use of utilization steam turbine generators on modern ships, which also require the use of more expensive installations for deep utilization of the heat of exhaust gases from the main engines, has practically ceased.

At the same time, the successes achieved in the same years in the field of turbocharging of internal combustion engines led to the emergence of simpler, more economical and inexpensive turbo-compound systems for utilizing the heat of diesel exhaust gases, including their turbo-compound charge air systems, in maritime transport. It is important to note here that turbo-compound systems, along with increasing the efficiency of power plants, successfully solve another serious problem of maritime transport - environmental. After all, economical fuel consumption is directly related to environmental issues: the less fossil fuel is burned, the less impact on the environment will be the emissions of harmful combustion products into it - greenhouse and toxic gases, ash, ash, soot. Auxiliary diesel engines of autonomous diesel generators, equipped with turbo-compound charge air systems and with a turbo-electric boost compressor, are capable of operating with complete fuel combustion, i.e. without smoke and without emission of toxic gases, in any load mode: from idle to nominal. Limitations on the minimum permissible continuous load of 30% of the nominal load do not apply to such diesel engines. The same applies to marine main engines.

But in contrast to utilization steam turbine generators, gas-to-gas generators of turbo-compound systems are deprived of traditional means of individual regulation of the power developed by them, while the change of operating modes of marine diesel engines, and, consequently, of their turbocharging systems, is relatively frequent and random. Moreover, the specifics of the turbocharging modes of a diesel engine operating in a wide range of loads from idle to nominal, dictates the need to transfer the gas-turbine-driven generator of the turbocharging system from the generator mode to the motor mode and vice versa.

Unlike old-built ships, the power plant of a modern ship turns out to be equipped with different sources of electricity - autonomous diesel generators, auxiliary and utilization steam and gas turbine generators, shaft generators - with varying degrees of autonomy of their prime movers. Under these conditions, the use of traditional methods and means of regulating the voltage frequency in the ship's electrical network and the distribution of active loads between parallel operating power sources of different types, varying degrees of autonomy and efficiency, with unstable generation modes and different control capabilities becomes ineffective.

The claimed method is aimed at solving this problem. It is based on the criterion of the maximum achievable economic and environmental efficiency of using the main engine and power plant of the ship, the essence of which is that when several different types of electricity sources operate in parallel, the total load of the ship's electrical network is distributed between them so that the utilization turbogenerators using the secondary resources of the main and auxiliary diesel engines, were loaded with the power that is always potentially available at the moment, and the remaining load is distributed between the shaft generator and autonomous diesel generators in such a proportion that first the shaft generator, operating with a higher efficiency, is loaded to the maximum allowable or potentially possible power, depending on from the frequency of its rotation, and already the last remnants of the power grid load are transferred to autonomous diesel generators. Moreover, if they have the same nominal efficiency, the load on them is distributed equally between them. If the nominal efficiency of autonomous diesel generators is not the same, then most of the remaining load of the power grid is loaded with a unit with a high nominal efficiency, loading it to the maximum power installed for it, equal to 85% of the nominal, at which it operates with the lowest specific fuel consumption. And the load of the power grid, already higher than the specified one, is taken over by an autonomous unit with a lower efficiency. This is the essence of ship power supply management based on the criterion of economic and environmental efficiency.

1. Parallel operation of autonomous diesel generators and utilization gas turbine generators of their turbo compound pressurization systems

In the running mode of the ship, not equipped with a shaft generator, its power supply is usually produced from parallel operating autonomous DGs 4.1 and 4.2 (Fig. 1), which are connected to the busbars 5 of the main switchboard by means of circuit breakers 6.1 and 6.2. Primary engines (not shown) of diesel generators 4.1 and 4.2 are equipped with turbo-compound charge air systems, respectively: for diesel generator 4.1 - UTG 13.1, BEM 14.1 and turbocharger 15.1; for diesel generator 4.2 - UTG 13.2, BEM 14.2 and turbocharger 15.2. GD 1 is also equipped with a similar TKS pressurization in the composition of the utilization gas turbine 7, the booster electric machine 8 and the turbocompressor 9. The utilization gas turbines 7, 13.1 and. 13.2 operate on the energy of exhaust gases, respectively, GD 1 and the prime movers of autonomous DG 4.1 and 4.2. As BEM 8, 14.1 and 14.2 use, for example, a permanent magnet synchronous machine (not shown). They are connected to the same busbars 5 of the main switchboard by means of circuit breakers 12 for the main engine 1 and 18.1, 18.2, respectively, for autonomous DG 4.1 and 4.2.

During the period of starting the main and auxiliary diesel engines, their operation at idle speed and in load modes with a load less than 30% of the nominal, their exhaust gases have a low energy potential, and therefore UGT 7, 13.1 and 13.2 and their turbochargers 9, 15.1 and 15.2 are unable to provide the process combustion of fuel in the cylinders of diesel engines with the amount of air sufficient for its complete combustion. In these modes, to create optimal performance of turbochargers 9, 15.1 and 15.2, booster electric machines 8, 14.1 and 14.2 are used in motor mode and, compensating for the torque deficit on the shafts of turbochargers 9, 15.1 and 15.2, provide air supply to the combustion chambers of diesel engines in the required amount and the required pressure for complete combustion of the fuel without residues, i.e. no fumes and no formation of toxic gases. When the diesel engine load reaches 30% of the nominal, UGT 7, 13.1 and 13.2 and the turbochargers 9, 15.1 and 15.2 driven by them are able to independently provide an optimal charge air supply to the combustion chambers. And at diesel loads over 30% of the nominal drive capacity of UGT 7, 13.1 and 13.2 becomes excessive. In order to avoid the bypass of a part of the exhaust, but still having a high energy potential, diesel gases into the atmosphere, BEM 8, 14.1 and 14.2 are transferred to the generator mode, directing the electricity they convert to the ship's power grid through their supply line and thereby increasing the efficiency of their diesel engines. In these load modes, diesel engines BEM 8, 14.1 and 14.2 of their turbo-compound systems operate in parallel with autonomous diesel generators, developing capacities determined by the current energy potential of the exhaust gases, respectively, of the main 1 and auxiliary diesel engines of autonomous diesel generators 4.1 and 4.2. In this case, the distribution of the total load of the vessel's electrical network between autonomous diesel generators and booster electric machines in accordance with the above criterion and principle is carried out in the following sequence.

The current (actual) load of generating units is measured by means of: for autonomous DG 4.1 and 4.2 - respectively active current sensors 22.1 and 22.2 (DAT) of their electrical attachments 21.1 and 21.2; for booster electric machines 14.1 and 14.2 of their turbo-compound systems - respectively, reversible sensors 20.1 and 20.2 power (DM); and for BEM 8 of the turbo-compound system 7-8-9 of the main engine 1 - reversible DM 19. The signals measured by sensors 22.1 and 22.2 of the active current, respectively, of autonomous DGs 4.1 and 4.2 are sent through the block contacts (not shown) of their circuit breakers, respectively, 6.1 and 6.2 to inputs "1" and "2" of the second adder 72 of the load signals of the electrical network of the unit 70 for parallel operation. The signals of the current loads measured by the reversible DM 19, 20.1 and 20.2, respectively, BEM 8, 14.1 and 14.2 of the turbocompound systems, respectively, GD 1 and autonomous DG 4.1 and 4.2 are sent through the block contacts (not shown) of their circuit breakers, respectively 12, 18.1 and 18.2 and blocking diodes (not shown) to the inputs of the first adder 71 of the load signals of the booster electric machines of the parallel operation unit 70.

In the first adder 71, the load signals of all BEMs are summed, and the resulting signal Σ _{1 is} sent to the parallel-connected input "1" of the first differential subunit 73 and the input "3" of the second adder 72 of the load signals of the electrical network, by means of which the total current load of the electrical network as a whole is determined ... Further, from the output signal Σ _{2 of the} total load of the electrical network, formed by the second adder 72, in the first differential subunit 73, the output signal Σ _{1 of the} total power developed by all BEMs 8, 14.1 and 14.2 of the turbocompound systems, respectively, GD 1 and autonomous DG 4.1 and 4.2 and the first adder 71 of the load signals. As a result, the signal P _dg = Σ ₂ -Σ _{1 of the} total load is determined, falling on both autonomous DGs 4.1 and 4.2, which is sent to the input "1" of the subunit 75 of the average load signal, performing the division operation

where P _dg is the total load that falls on both autonomous DGs;

n is the number of parallel operating autonomous DGs, information about which is fed to inputs "2" and "3" of the medium load subunit 75 by means of disconnecting block contacts 6.1 and 6.2 of generator switches.

The signal P _{cf of the} average load, falling on one autonomous DG, is summed up in the integrator 80 with the signal Δƒ of the deviation of the voltage frequency in the electrical network, measured by the sensor 78 of the actual frequency, from its programmed value ƒ _back , and generated by the comparator 79 of frequency signals. The resulting signal of the load and frequency channels (not shown) of the parallel operation unit 70 from the output of the integrator 80, as a signal of the driving power P _back for each of the parallel operating autonomous DGs, is sent to the parallel driving inputs "2" of the comparators 23.1 and 23.2 of the load signals, respectively, electrical set-top boxes 21.1 and 27.2, respectively, autonomous DG 4.1 and 4.2. The inputs "1" of the same comparators receive signals of actual loads of the same autonomous DGs, generated by active current sensors 22.1 and 22.2, respectively, of electric attachments 21.1 and 21.2, respectively, of autonomous DGs 4.1 to 4.2 and sent through block contacts (not shown) of their circuit breakers, respectively 6.1 and 6.2. Difference signals from the output of these comparators 23.1 and 23.2 of the load signals are directed to the amplifiers 24.1 and 24.2, respectively, of the signals of the same electrical attachments, respectively, of the autonomous DG 4.1 and 4.2. Then the amplified signals are sent through the block contacts (not shown) of the sectional switch 25 of the busbars 5 of the main switchboard to the inputs of the servomotors 26.1 and 26.2, respectively, built into the mechanical regulators 27.1 and 27.2 of the fuel supply, respectively, of the autonomous DG 4.1 and 4.2. These regulators change the fuel supply and, accordingly, the torque and active load of each autonomous DG until the signals of the difference at the output of the comparators 23.1 and 23.2 of the loads, respectively, of the electric attachments 21.1 and 21.3, respectively, of the autonomous DG 4.1 and 4.2, become equal to zero.

The frequency channel 78-79 of the parallel operation unit 70 is configured to maintain an astatic regulatory frequency response for each autonomous DG 4.1 and 4.2 at a given voltage frequency at the reference input "2" of the comparator 79 of frequency signals. With the same voltage frequency, the recyclable electrical energy is transmitted to the ship's power grid and booster electric machines 8, 14.1 and 14.2 of turbocompound systems, respectively, of the main engine 1 and autonomous diesel generators 4.1 and 4.2, the network semiconductor converters of which, respectively 11, 17.1 and 17.2, operate in inverter mode driven by the network.

During the periods of operation of GD 1 and autonomous DG 4.1 and 4.2 with loads less than 30% of the nominal, their BEM, respectively, 8, 14.1 and 14.2 are automatically transferred by means of reverse polarity signals at the output of their reversible DM, respectively 19, 20.1 and 20.2, to the mode of electric motors, maintaining, as it has been noted that the optimal performance of turbochargers 9, 15.1 and 15.2 supercharged to ensure smokeless combustion of fuel in the cylinders of their diesel engines. In order to avoid disturbance during this period of the normal operation of the parallel operation unit 70 by signals of reverse polarity at the outputs of the reversible power sensors BEM 8, 14.1 and 14.2, these signals are blocked by means of blocking diodes (not shown) installed at the inputs of the first adder 71 of the signals of the parallel operation unit 70.

In the case of operation of each autonomous DG on the busbar sections 5 of the main switchboard disconnected by means of the section switch 25, the automatic distribution of loads between the diesel generators 4.1 and 4.2 is interrupted by the section switch 25, the interrupting block contacts of which (not shown) are installed at the output of the electrical attachments 21.1 and 21.2 their diesel generators 4.1 and 4.2, respectively. At the same time, automatic regulation of the voltage frequency on the disconnected sections (not shown) of the main busbars 5 of the main switchboard is carried out independently by means of mechanical regulators 27.1 and 27.2, respectively, for DG 4.1 and 4.2 according to their static regulatory characteristics.

2. Parallel operation of the shaft generator rotated by the CPP and the utilization gas turbine generator of the turbo-compound pressurization system of the main engine

In the first particular case (Fig. 2) in the running mode of a vessel equipped with a main engine 1, a propeller shaft 2, a propeller 3 of an adjustable pitch and a VG 29, its power supply is produced from a synchronous VG 29 working together in an autonomous mode with electromagnetic excitation from the excitation winding 54, powered by an automatic voltage regulator 47, and a booster electric machine 8 of the turbo-compound system 7-8-9 of charge air GD 1. The shaft generator 29 is connected to the busbars 5 of the main switchboard by means of a circuit breaker 30, and BEM 8 is connected by means of a static semiconductor converter (SPP) 10-11 as a part of reversible electric machine 10 and network 11 semiconductor converters, assembled on power transistors of the IGBT type, and an automatic switch 12. The course of a ship equipped with a CPP with a shaft generator is performed at a constant angular speed of the propeller shaft 2 and the rotor VG 29, stabilized by a mechanical feed regulator 35 fuel of the main engine 1 in interaction in connection with the frequency channel 78-79 of the block 70 of parallel operation and the electric attachment 28 VG 29, and the maneuvers of the vessel are carried out by adjusting the pitch of the blades (not shown) of the propeller 3. In this running mode of the main engine 1, the synchronous VG 29 generates alternating current electricity with a stable frequency. However, long-term parallel operation of the VG 29 with an autonomous diesel generator (not shown) is not allowed, due to the susceptibility of the angular velocity of the main engine 1 to fluctuations when the ship navigates in stormy weather. When the ship is moving at full and medium speed, the BEM 8 of the turbo-compound charge air system of the main engine 1 is transferred by means of its static semiconductor converter 10-11 to the generator mode, and it, developing the potentially available power proportional to the current load mode of the main engine 1, works through a static semiconductor converter 10-11 in parallel with VG 29. In this case, the total load of the electrical network (not shown) of the vessel, connected to the busbars 5 of the main switchboard, is forcedly distributed between them in the following sequence.

The current capacities developed by them are measured at both generating units: for VG 29 - by means of DAT 31 of the electric attachment 28, and for BEM 8 - by means of a reversible DM 19. The measured signals are sent to the block 70 for parallel operation to the inputs "2" (Р _вг ) and " 3 "(P _tg ) of the second adder 72 of the electrical network load: the DAT signal 31 - through the auxiliary contact 30.1 of the circuit breaker 30, and the signal of the reversible DM 19 - through the auxiliary contact (not shown) of the circuit breaker 12, blocking the diode (not shown) and the first adder 71 of the booster electric machine signals. By means of the second adder 72 of the signals, the total load P _{Σ2 of the} electrical network is determined, and its output signal is sent to the input "1" of the differential subunit 73, to the input "2" of which comes the signal P _{tg of the} load BEM 8 from the reversible DM 19 after it is processed in the first adder 71. By means of the differential subunit 73 from the first signal P _{Σ2, the} second P _{tg is} subtracted and the load signal falling on the VG 29 is obtained. This signal is sent to the input "1" of the integrator 80, which is added to the signal of the difference ± Δƒ of the frequency channel obtained at the output of the comparator 79 voltage frequency signals as a result of comparing the actual frequency signal of the mains voltage measured by the actual frequency sensor 78 and sent to the input "1" of the comparator 79 with the programmed voltage frequency signal at its input "2" equal, in particular, 50 Hz. The output signal of the integrator 80 of the parallel operation unit 70 is a signal of the command power P _back VG 29. It is sent through the switching contact 77.2 of the intermediate operating relay 77 of the parallel operation unit 70 to the reference input "2" of the comparator 32 of the load signals of the electrical attachment 28 VG 29, to the input " 1 "of which the signal of the actual power of the same VG 29 comes. The output signal ± ΔP of the difference of the signal comparator 32 is amplified by the amplifier 33 and sent to the servomotor 34 of the mechanical regulator 35 of the GD 1 fuel supply. and the mechanical regulator 35 of the fuel supply ensure the operation of the main engine according to the astatic regulatory frequency response.

At the same time, the signal of the current load VG 29, measured by DAT 31 of this electrical attachment 28 and directed through the closing block-contact 30.1 of the circuit breaker 30 in parallel to the input "1" of the comparator 59 of the maximum load, is compared with the software set at the input "2" of this comparator 59 the maximum permissible load of the shaft generator 29, equal to 90% of the nominal. When these signals are equal, a signal is generated at the output of the comparator 59, which is sent to the input of the logical element 64 of the "OR" type, loaded with an intermediate warning relay 66. Through the closing contact (not shown) of this relay, a stand-by autonomous diesel generator (on Fig. 2 not shown) send a signal to start it up simultaneously with the BEM (not shown) of its turbo-compound charge air system.

During the operation of the main engine 1 with a load less than 30% of the nominal one, the BEM 8 of its turbo-compound system 7-8-9 is transferred by means of reversible electric machine 10 and network 11 semiconductor converters of this machine into a motor mode, in which the reversible DM 19 of this electric machine changes the polarity of the output signal. In order to prevent this signal from disturbing the normal operation of the parallel operation unit 70, it is blocked by means of a blocking diode (not shown) installed at the input of the first signal adder 71 of the parallel operation unit 70.

3. Parallel operation of a shaft generator, stabilized in terms of rotation frequency, rotated by a fixed pitch propeller, and a utilization gas turbine generator of a turbocomposite pressurization system of the main engine

In the second special case (Fig. 3), the power supply of a ship equipped with a medium-speed main engine 1, a propeller shaft 2, a main gearbox 37 and a fixed-pitch propeller 3 is carried out in running mode from a synchronous shaft generator 29 equipped with an excitation winding 54 and an automatic voltage regulator 47, which is connected at the input "2" with the output "1" of the subsystem 83 DAU shaft generator 29. Maneuvers of the main engine 1 are performed by changing the angular speed and direction of rotation of its crankshaft (not shown). In order for the synchronous VG 29 to generate a constant voltage frequency under these conditions, its rotational speed is stabilized by means of a mechanical variator (not shown), consisting of a planetary gear train 39, the input shaft (not shown) of which is articulated with the intermediate shaft 36 of the main gearbox 37 by an uncoupling clutch 38, and a differential mechanism (not shown), consisting of a booster electric machine 40, for example, synchronous with permanent magnets (not shown), and a static semiconductor converter 42 as part of reversible electrical machine 43 and network 44 semiconductor converters assembled on power transistors of the IGBT type and connected to the busbars 5 of the main switchboard through the circuit breaker 41, with their control subsystems 45 and 46, respectively. Such a shaft generator is speed-stabilized and it is allowed, which is very important, for long-term parallel operation with an autonomous DG 4.1 in a limited range of variation of the propeller shaft speed 2, which is (0.7-1.1) n _n (n _n is the nominal the rotational speed of the propeller shaft 2, corresponding to the mode of economic propulsion of the vessel). Same nominal revolutions of the propeller shaft 2 _{with 2N} n corresponds to nominal frequency of rotation of the synchronous shaft generator 29 n _29n. In this mode of economic propulsion of the vessel, the shaft BEM 40 of the differential mechanism of the mechanical variator does not rotate: n ₄₀ = 0. When the propeller shaft 2 and the shaft generator 29 rotate with a frequency exceeding the nominal, the voltage frequency on the buses 5 of the main switchboard will become higher than the specified ƒ _back . The deviation of the voltage frequency signal, measured by the comparator 79 of the voltage frequency signals of the unit 70 of parallel operation, is directed through the adder 80 and the switching contacts 77.2 and 66.1 of the intermediate executive relay 77 of the unit 70 of parallel operation and the warning relay 66 of the electrical attachment 28 of the shaft generator 29, de-energized during the period of its autonomous operation, to the input "1" of the comparator 32 of the load signals of the electrical attachment 28 of the shaft generator 29. The output signal of this comparator 32 acts through the amplifier 33 of the same electrical attachment 28 on the inputs "1" of the subsystems 45 and 46 of the control subsystems 45 and 46, respectively, of the electrical machine 42 and network 43 semiconductor converters SPP 42 of the booster electric machine 40. Thus, the BEM 40 is transferred to the generator mode, with a rotational speed n ₄₀ , at which the rotor speed of the VG 29 is kept nominal, since

n _29n = n ₂ -n ₄₀ .

And when the propeller 2 rotates with a frequency lower than the nominal, the BEM 40 is transferred by means of the same SPP 42 according to the reverse polarity signal of the same comparator 79 of the voltage frequency signals of the parallel operation unit 70 into the motor mode, automatically loading it with the higher torque, the lower the frequency rotation of the propeller shaft 2 and the intermediate shaft 36 of the main gearbox 37. At the same time, the rotor speed of the VG 29 remains at the nominal, since

n _29n = n ₂ + n ₄₀ .

In this lower range of the propeller shaft 2 rotational speeds permissible for the shaft generator operation, it is possible for the BEM 40 to enter the overload mode during the period of its operation with the booster motor.

In the running mode of the ship, when the propeller shaft 2 rotates within the specified operating range, its power supply is produced, as in the first special case, from the stabilized synchronous VG 29, BEM 8 turbocomponent system 7-8-9 of the main engine charge air operating in parallel operating in an autonomous mode 1 and additionally - from the BEM 40 of the differential mechanism of the mechanical variator of the shaft generator 29 during the period of its operation in the generator mode. In this case, the total load of the electrical network (not shown) of the vessel, connected to the busbars 5 of the main switchboard, is distributed between them in the following sequence.

During the period of their operation, BEM 8 and 40 are loaded with generators with the current available capacities proportional to the current energy potential of the exhaust gases GD 1 (for BEM 8) and the speed of the vessel (for BEM 40). The values of the current powers developed by them are measured for all generating units: for the stabilized VG 29 - by means of DAT 31 of its electric attachment 28, in the BEM 8 of the turbo-compound pressurization system of the GD 1 - by means of the reversible DM 19, and in the BEM 40 of the differential mechanism - by means of the reversible DM 48. The signal measured by the sensor 31 of the active current VG 29 is sent through the block-contact 30.1 of its automatic switch 30 to the input "2" of the second adder 72 of the load signals of the electrical network of the unit 70 of parallel operation. And the signals of the actual loads measured by the reversible DM 19 and 48, respectively, BEM 8 of the turbocompound system GD 1 and BEM 40 of the differential mechanism are directed through the block contacts (not shown) of their circuit breakers, respectively 12 to 41 and blocking diodes (not shown), to the inputs of the first adder 71 signals loads of booster electric machines of the same block 70 of parallel operation.

In the first signal adder 71, the load signals of all BEMs are added. Its resulting signal Σ _{1 is} sent to the parallel connected input "2" of the first differential subunit 73 and input "3" of the second adder 72 of signals, by means of which the total current load of the entire electrical network is determined, and its signal is sent to the input "1" of the first differential subunit 73. Further, from the signal Σ _{2 of the} total load of the electrical network, the signal Σ _{1 of the} total power developed by both BEM 8 and 40, respectively, of the turbocompound system GD 1 and the differential mechanism of the mechanical variator of the stabilized VG 29, formed by the first adder 71 signals, is subtracted. As a result, at the output of the differential subunit 73, a load signal P = Σ _{2 -Σ 1 is} determined, falling on the stabilized VG 29. It is sent through the closed break contacts 77.1 and 77.3 of the intermediate operating relay 77 de-energized during the autonomous operation of the VG 29, shunting the second differential subunit 74, respectively. and a sub-unit 75 of the average load of a separate autonomous DG, to the input "1" of the integrator 80 of the unit 70 of parallel operation. The output of integrator 80 is a signal defining the power P _ass stabilized SH 29. It is sent via the closed switch contacts 77.2 and 66.1 for specifying the input "2" of the comparator 32 signals the electrical loads 28 the shaft generator console 29 to input a "1" which comes real signal F _dei the power of the stabilized VG 29 from the output of its active current sensor 31 through the closing block contact 30.1 of the circuit breaker 30 of the shaft generator 29. The output signal ± ΔP of the difference of the comparator 32 of the load signals is amplified by the amplifier 33 and sent through the block contact (not shown) of the section switch 25 to the inputs "1" subsystems 45 and 46 control reversible, respectively, electromachine 43 and network 44 semiconductor converters SPP 42 booster electric machine 40 differential mechanism. According to this signal, the specified control subsystems 45 and 46 regulate the control angles of the power transistors (not shown) of the corresponding semiconductor converters 43 and 44, thereby changing the current and the electromagnetic moment developed by the BEM 40 of the differential mechanism of the mechanical variator VG 29. This causes an increase in its torque in the motor mode (or braking torque in the generator mode) and exert a stabilizing effect, as shown above, on the output shaft (not shown) of the planetary gear train 39 rotating the stabilized synchronous VG 29, and the voltage frequency at the terminals of its armature winding (not shown). Regarding the regulation of the main engine 1 fuel supply on this type of vessel, it is produced by a signal for changing the speed of the vessel's course, supplied by the command of the machine telegraph (not shown) by the RAC system 81 by the main engine 1 through the amplifier 82 and directed to the servomotor 34 of its mechanical regulator 35 of the fuel supply ...

Simultaneously with the process of distributing the load of the electrical network between generating units of different types, the related regulation of the frequency of the voltage of the electrical network is carried out, as presented above in this section of the description of the method.

The loading modes of the stabilized VG 29 and BEM 40 of its differential mechanism are controlled in its electrical attachment 28 by comparators, respectively, 59 and 63 of the signals of their maximum loads. In particular, the overload of the stabilized VG 29 can be caused by an excessively high increase in the load of the electrical network, and the overload of the BEM 40, as noted, by the use of the VG 29 at excessively low rotational speeds of the propeller shaft 2. To the inputs "1" of the comparators 59 and 63 of the maximum load signals signals of actual loads are received, respectively, from the DAT 31 of the stabilized VG 29 and the reversible power sensor 48 of the BEM 40 of the differential mechanism through the auxiliary contacts 30.1 of the circuit breaker 30 and the auxiliary contact (not shown) of the circuit breaker 41, respectively. The signals measured by them are compared with the software installed at the inputs “2” of these comparators 59 and 63 by signals, respectively, P _1mak and P _{2mak of the} maximum permissible loads for these units, equal to 90% of the nominal value for VG 29 and 100% for BEM 40. When the compared signals on the comparator 59 coincide, the signal of the maximum load VG 29 a single signal generated at its output is directed They pass through logic element 64 of the "OR" type to the intermediate warning relay 66 overload and turn it on. Now, by the switching contact 66.1 of the intermediate warning relay 66 of the shaft generator overload 29, the reference input "2" of the comparator 32 of the load signals in the electrical attachment 28, when the alarm relay 67 is de-energized, is connected to the software-installed mentioned input "2" of the comparator 59 of the maximum load signal VG 29, on which is set by software signal P _1mak . Thus, the ceiling value of the load of the stabilized VG 29 is limited to the specified value of P _1mak .

The second, closing contact 66.2 of the warning relay 66 of the overload VG 29 is currently sending the "Start" signal to the input "1" of the subsystem 85 of the DAU by the stand-by autonomous DG 4.1. By means of this DAU subsystem, signals from its output "2" are used to start up according to the known program of the standby autonomous DG 4.1, and the signal from the output "1" of this DAU subsystem 85 simultaneously activates the turbocompressor 15.1 of the turbo-compound pressurization system of this autonomous DG 4.1 by means of its BEM 14.1, triggered in engine mode by a signal fed to the inputs of its circuit breaker 18.1 and control subsystems (not shown), respectively, of reversible electrical machine 16.1 and network 17.1 semiconductor converters. Next, the launched autonomous DG 4.1 is synchronized with the electrical network (not shown) according to a known program and connected to the busbars 5 of the main switchboard by means of a circuit breaker 6.1 for parallel operation with already operating generating units: stabilized VG 29, loaded up to 90% of the rated power, BEM 40 differential mechanism of its mechanical variator and BEM 8 of the turbo-compound pressurization system of the main engine 1. The degree of loading of the connected autonomous diesel generator 4.1 is determined by means of the load channel (not shown) of the parallel operation unit 70, for which its structure is changed as follows. By means of two - closing and opening - auxiliary contacts (not shown) of the automatic switch 6.1, information signals are sent to the parallel operation unit 70, respectively, to the input "1" of the logical element 76 of the "OR" type and the input "2" of the element 75 of the medium load of separate autonomous DGs ... The output signal of the logical element 76 of the "OR" type includes an intermediate executive relay 77 of the parallel operation unit. Its opening contacts 77.1 and 77.3 include in the circuit of the load channel (not shown) of the parallel operation unit 70, respectively, the second differential subunit 74 and the subunit 75 of the average load of separate autonomous diesel generators, previously shunted by them, and the switching contact 77.2 switches the output of the integrator 80 to the reference input “2 »Comparator 23.1 of the load signals of the electrical attachment 21.1 of the already commissioned autonomous DG 4.1. Simultaneously with the other closing auxiliary contact (not shown) of the automatic switch 6.1 and the same auxiliary contact of the automatic switch 18.1 of the booster electric machine 14.1, information signals are sent to the parallel operation unit 70, respectively, from the DAT 22.1 and the reversible DM 20.1, respectively, of the autonomous DG 4.1 and BEM 14.1 on respectively, the inputs "1" of its second adder 72 and the input (not shown) of the first adder 71 of the load signals. The adders 71 and 72 of the load signals of the parallel operation unit 70 perform the program actions described above in section 1 of this application. After subtracting in the first differential subunit 73 from the signal Σ _{2 of the} total load of the electrical network, the signal Σ _{1 of the} total power developed by all booster machines, the signal P = Σ ₂ -Σ _{1 of} their differences is sent to the input "1" of the second differential subunit 74, to the input " 2 "of which the signal P is _{received, the} power developed by the stabilized VG 29 at the level of 90% of its nominal power. Subtract this differential subunit 74 from the first signal - "P" the second - "P _bg " and receive at the output the signal "P _dg " of the load attributable to the autonomous DG 4.1, which is passed unchanged through the sub-unit 75 of the average load of individual diesel generators to the input "1" of the integrator 80. Sum it up in the integrator 80 with the output signal Δƒ of the frequency channel 78-79 of the block 70 of parallel operation, coming to its input "2", forming at the output of the integrator 80 the setting signal P _{back of the} load of the autonomous DG 4.1, directed as stated, to the input "2" of the comparator 23.1 of the signals of the loads of the electric attachment 21.1 put into operation of this DG 4.1. Regulation of the frequency of the voltage of the electrical network and further increase in its load is carried out by loading it with an autonomous DG 4.1 by means of its electrical attachment 21.1 and a mechanical regulator 27.1 of the fuel supply, while maintaining the load of the stabilized VG 29 at the maximum allowable level equal to 90% of its rated power. At the same time, the specified means support the operation of the introduced autonomous DG 4.1 on the astatic regulatory frequency response.

At the first stage, while the load of the autonomous DG 4.1 does not increase to 30% of the nominal, BEM 14.1 continues to be used in motor mode by means of its reversible SPP 16.1-17.1.During this period, the signal of negative polarity at the output of the reversible DM 20.1 of this machine is blocked at the input of the first adder 71 of signals blocking diode (not shown).

The operating frequency range of the propeller shaft 2, allowed for the stabilized VG 29, is controlled by the comparator 62 of the rotation frequency signals of the electric attachment 28 VG 29, the input "1" of which comes the signal n _{dey of the} current (actual) rotational speed of the drive shaft 36 of the planetary gearbox 39 of the mechanical variator VG 29 from the speed sensor 69. This signal is compared with the software set signal n _{min of the} minimum allowable operating speed of the drive shaft 36 at the input "2" of this comparator 62. When these signals become equal, a signal is generated at the output of the comparator 62, which is sent to the input "2" of the logic element 65 of the type "OR", and from its output and through the decoupling diode (not shown) - to the intermediate warning relay 66 overload, and thus turn it on, simultaneously preparing the overload alarm relay 67 for switching on.

The second sign of the exit of the stabilized VG 29 from the operating frequency range of rotation of the propeller shaft 2 and the drive shaft 36 of the planetary gear train 39 is, as noted above, the overload of the BEM 40 of the differential mechanism of the mechanical variator. The overload signal of the BEM 40, coming from its power sensor 48, is formed by means of the comparator 63 of the signal of its maximum load, by means of which the signal P _{dey of the} actual load of the BEM 40 at the input "1" _{is compared with the signal P 2max of the} maximum permissible load set at the input "2" of this machine equal to 100% of its rated power. The overload signal from the output of the comparator 63 is directed to the input "1" of the same logical element 65 of the "OR" type, and from its output to the same intermediate warning relay 66 overload. By the closing contact of the warning relay 66.2, as noted above, a signal is sent to the input "1" of subsystem 85 of the DAU to activate the standby autonomous DG 4.1 and its TKS of charge air 13.1-14.1-15.1.

But the output of the stabilized VG 29 from the permitted range of rotational speeds requires taking it out of operation and completely replacing it with an autonomous backup power source. Therefore, after connecting the autonomous DG 4.1 to the main busbars 5 of the main switchboard by means of the circuit breaker 6.1 and turning it on through its auxiliary contact (not shown) and the logical element 76 of the "OR" type of the intermediate executive relay 77 in the block 70 of parallel operation, as described above, with a closing contact 77.6 of this relay turn on the intermediate alarm relay 67 overload in the electrical attachment 28 VG 29. Switching contact 67.1 installed in the reference input "2" circuit of the comparator 32 of the load signals VG 29, a zero signal is sent to this input, according to which the output of the comparator 32 a signal is generated to remove the load from the VG 29 and transfer it to the autonomous DG 4.1 put into operation, for which the output of the integrator 80 of the parallel operation unit 70 is switched to the electric attachment 21.1 of the autonomous DG 4.1 by the switching contact 77.2 of the same operating relay 77. And the signal to reduce the load VG 29, taken from the output of the comparator 32 of the signals of its electrical attachment 28, through the amplifier 33 and the block contact (not shown) of the section switch 25, act by means of subsystems 45 and 46 of the control on the static semiconductor converter 42 BEM 40 of the differential mechanism of the mechanical variator VG 29. With this signal, the electromagnetic torque developed by the booster electric machine 40, operating in the motor mode, is continuously reduced, which leads to a decrease in the total torque on the shaft of the stabilized VG 29 and the release of the developed power by it.

The signal to reduce the power of the stabilized VG 29, measured by DAT 31 of the electrical attachment 28 VG 29 and sent to the input "1" of the comparator 60 of the zero load signal is compared with the zero power value P _SET = 0 set by the software at its input "2" and when these signals match , at the output of this comparator, a signal is generated to stop the operation of the VG 29. This signal is sent through the amplifier 68 to the input of the subsystem 83 of the DAU stabilized VG 29. In this case: at the output "2" of this subsystem, the DAU generates a signal to turn off the circuit breakers 30 and 41, respectively, of the shaft generator 29 and BEM 40 of its differential mechanism, which from the exit "2" is directed along the arrow "A"; from the output "3" remove the signal to turn off the release clutch 38 of the planetary gear 39; and at the output "1" a signal for de-excitation of the VG 29 is generated, which is sent to the automatic regulator 47, which removes power from the excitation winding 54 by means of a known magnetic field suppression device (not shown).

This completes the withdrawal of VG 29 from parallel operation, continuing the power supply of the vessel from the autonomous DG 4.1, operating in parallel with the BEM 8 and 14.1 turbo-compound pressurization systems, respectively, of the main engine 1 and the autonomous DG 4.1.

4. Parallel operation of the frequency-stabilized voltage of the shaft generator, rotated by the fixed pitch propeller, and the utilization gas turbine generator of the turbo-compound pressurization system of the main engine

In the case of use in other special cases - 3rd, 4th and 5th - on ships equipped with a fixed-pitch propeller 3, synchronous VG 29, built into the line of the propeller shaft 2 (Fig. 4, Fig. 5, Fig. 6) and rotated at a variable angular velocity, variable frequency electricity is generated in its armature winding. In such cases, a stable voltage frequency in the electrical network of the vessel is obtained by using a static voltage frequency converter 49-50 (SPCHN) with a DC link in the anchor winding circuit of the VG 29 with a DC link connected to the busbars 5 of the main switchboard by means of a circuit breaker 30. Synchronous VG 29 can have electromagnetic excitation from the winding 54 (Fig. 4, Fig. 6), located at the magnetic poles of the rotor, or be excited by permanent magnets 53 (Fig. 5) on the same rotor.

In the third particular case (Fig. 4), the frequency-stabilized voltage VG 29 with electromagnetic excitation is equipped with a SPCN 49-50, consisting of an uncontrolled (diode) rectifier 49 and a network inverter 50, assembled on power transistors of the IGBT type. In the fifth special case (Fig. 6), the same synchronous VG 29, but already of megawatt power, with electromagnetic excitation is equipped with a SPCN 49-50, which consists of an uncontrolled electric machine contains an SPCN 49-50, which consists of an uncontrolled (diode) electric machine rectifier 49 and a network inverter 50, assembled on thyristors. In the fourth particular case (Fig. 5), together with a frequency-stabilized voltage VG 29 with permanent magnets 53, an SPCN 49-50 is used, consisting of a controlled electric machine rectifier 49 and a network inverter 50, both assembled on power transistors of the IGBT type. In all these particular cases, depending on the method of generating a sinusoidal voltage at the output of the SPChN 49-50, its network converter 50 is used either in the mode of an autonomous inverter or an inverter driven by the network.

In each specific particular case, the control of the parallel operation of the frequency-stabilized voltage VG 29 with other different types of energy sources has its own distinctive features. A distinctive feature common to all frequency-stabilized VG voltages is its wider than that of a frequency-stabilized shaft generator, the operating frequency range of the propeller shaft 2, in which the shaft generator is allowed to operate. It ranges from 0.4 to 1,1 n _2N. The dependence of the output power P of the shaft generator with SPCN on the rotational speed of the propeller shaft is shown in Fig. 7 and FIG. 8. In the area "A" of the working rotational frequency range component of the (0,7-1,1) n _2N, frequency-stabilized voltage VG 29 can upload wattage. Within this band it is used in conjunction with the offline BEM 8 turbokompaundnoy turbocharging system main engine 1, without support auxiliary diesel generator, while controlling the maximum load P _poppy, above which requires putting into operation Autonomous backup DW. In zone "B" operating range of speeds - from 0.4 to 0,7n _2N - available capacity of the SH 29. The rotatable stabilized at the rated current of the excitation current frequency is directly proportional to its rotation, so that the area of its use, if necessary, in parallel with an autonomous diesel generator and BEM of turbo-compound pressurization systems of all diesel engines, while loading the VG and booster units at each current moment of time with potentially available capacities, minus which the remaining part of the power grid load is transferred to the autonomous DG.

4.1 Using a stabilized synchronous shaft generator with electromagnetic excitation and diode-transistor SPChN

In this third particular case (Fig. 4), the excitation winding 54 of the stabilized VG 29 receives power from the busbars 5 of the main switchboard through a circuit breaker 57 and an independent controlled semiconductor rectifier-exciter 55, made, in particular, on power transistors of the IGBT type and equipped with a subsystem 56 controls. By means of this winding, during the rotation of the VG 29 rotor by the main engine 1, a rotating magnetic field is created in its air gap, which, crossing the turns of the stator armature winding (not shown), induces in it a variable electromotive force (EMF), the frequency of which depends on the rotational speed of the propeller shaft 2, i.e. on the speed of the vessel. This induced EMF and variable frequency current is rectified by means of a diode rectifier 49, and then, by means of a transistor inverter 50, is converted by the known method of high-frequency pulse-width modulation into an alternating sinusoidal voltage and current of a stable frequency, in particular 50 Hz. Next, an alternating current is passed through the filter reactor 58, filtering it from the higher harmonic currents generated during the inversion in the network inverter 50 of the direct current into the alternating semiconductor valves (not shown), and sent through the circuit breaker 30 to the electrical network.

In the block 70 for parallel operation, in this particular case, the load and frequency channels are divided into two independent outputs - the outputs of the integrator 80 and the comparator 79, respectively - and are connected via switching contacts 77.2 and 77.4, respectively, of the intermediate executive relay 77 of the block 70 for parallel operation to the inputs: load channel ( integrator 80) - to the reference input "2" of the comparator 32 of the load signals of the electrical attachment 28 VG 29 through the switching contact 66.1 of the intermediate warning relay 66 of this electrical attachment; the frequency channel (comparator 79) - to the input of the control subsystem 52 of the network transistor inverter 50 SPChN 49-50 of the shaft generator 29 through the switching contact 77.5 of the same executive relay 77 of the unit 70 for parallel operation.

When the ship is moving at full speed, when the main engine 1 is operating in an economic mode, its turbo-compound system 7-8-9 utilizes part of the energy of the exhaust gas heat into the mechanical work of the turbocharger 9 of the pressurization, and the excess of this energy is converted by means of its BEM 8 operating in a generator mode , into electrical energy of unstable frequency and voltage, which, after matching these parameters by means of SPP 10-11, is sent to the electrical network through the circuit breaker 12. Part of the mechanical work performed by the main engine 1 itself is converted by means of the stabilized VG 29 into electrical energy for ship's own needs by its parallel operation on the common busbars 5 of the main switchboard with the booster electric machine 8 of the turbo-compound pressurization system 7-8-9 of the main engine 1. In this case, the total load of the electrical network is distributed between them in a proportional periodically changing according to a random law in order to achieve maximum efficiency onomic effect: BEM 8 is loaded at each current moment of time with available power, which corresponds at the moment to the energy potential of the exhaust gases of the main engine 1 according to its current load mode and is approximately 4-5% of the rated power of the main engine 1; the rest of the load of the power grid is transferred to the stabilized VG 29. The process of distributing the load of the power grid while maintaining a given nominal voltage frequency is controlled as follows.

The current loads of the stabilized VG 29 and BEM 8 of the turbo-compound pressurization system of the GD 1 are measured by means of: at the shaft generator 29 - DAT 31 of its electrical attachment 28; BEM 8 has a reversible power sensor 19. The measured signals are directed through the closing auxiliary contact (not shown) and the same auxiliary contact (not shown) of the circuit breaker 30 to the input "2" of the second 72 signal adder and parallel to it to the inputs "1" of the comparators 32, 59 and 60 of the signals electrical attachment 28 VG 29. The processing of these signals in block 70 of parallel operation is performed in the same sequence as in section 3 of the description of the present application.

The output signal of the frequency channel of the unit 70 for parallel operation from the output of the comparator 79 of the voltage frequency signals is directed through the switching contacts 77.4 and 77.5 of the intermediate executive relay 77 of the unit 70 for parallel operation to the control subsystem 52 of the network transistor inverter 50 operating in the autonomous use of the stabilized VG 29 in the known independent mode. (autonomous) inverter. The output signal of the frequency channel of the unit 70 for parallel operation is maintained by a known method due to the control subsystem 52, the frequency of the voltage at the output of the autonomous inverter 50 unchanged and equal to its nominal value at any load, in particular, 50 Hz.

The output signal P _{back of the} load channel of the same block 70 of parallel operation from the output of the integrator 80 through the switching contact 77.2 is directed to the reference input "2" of the comparator 32 of the load signals of the electrical attachment 28 of the stabilized VG 29, in which this signal is compared with the signal P _{dey of the} actual VG load 29 at the entrance "1". If these signals do not match, the difference signal from the output of the comparator 32 of the load signals is sent, after amplification in the amplifier 33, through the closing block contact (not shown) of the sectional switch 25 of the busbars 5 of the main switchboard to the input "1" of the subsystem 56 of the independent semiconductor rectifier-exciter 55 of the stabilized VG 29. At the same time, changing the angle of control of the power transistors of this rectifier-exciter regulate the voltage and excitation current of the stabilized VG 29, EMF, voltage and current of its armature winding, bringing the power it develops in accordance with its specified value. In this case, the actual voltage U _dei stabilized VG 29 at the output of the filter-reactor 58 and at the input "1" of the automatic voltage regulator 47 is compared with the value U _back set by the input "2" and when these signals do not coincide, the difference signal generated at the output of the automatic regulator 47, act on the voltage and excitation current of the stabilized VG 29 by means of the same independent rectifier-exciter 55 through the input "3" of its control subsystem 56.

For this, the third particular case, the dependence of the output power of the stabilized VG 29, equipped with SPCN 49-50, on the rotational speed of the propeller shaft 2 is shown in Fig. 7. The programmed control of the modes of the stabilized VG 29 in the zones "A" and "B" of its operating frequency range is carried out as follows. During the period of its autonomous operation in the zone "A" control by the comparator 59 of the signal of the maximum load of the electrical attachment 28 set at its input "2" program value P _{1mak of the} maximum allowable load of the shaft generator. When the VG 29 is loaded up to this limit at the input "1" of this comparator 59, a warning signal is generated at its output, which is sent through the input "1" of the element 64 of the "OR" type to the intermediate warning relay 66. Switching contact 66.1 of this relay sets the input "2""Of the comparator 32 of the load signals of the electrical attachment 28 of the shaft generator 29 through the switching contact 67.1 of the alarm relay 67 is connected to the input" 2 "of the comparator 59 of the maximum load signal, on which the setting signal P _{1mak is} programmatically installed, equal to 90% of the rated power of the VG 29. After that the stabilized VG 29 will be constantly loaded at 90%.

The same warning signal comes to the input "2" of the logic element 64 and at the moment when the rotational speed of the propeller shaft 2 and the rotor of the VG 29 takes the lowest value of n _cf from the zone "A" of the operating frequency range (Fig. 7). This signal is generated by the comparator 61 (Fig. 4) of the average rotational speed signal, to the input "1" of which a signal from the sensor 69 of the current rotational speed of the propeller shaft 2 is supplied and it is compared with the value set by the software at the input "2", equal to n _cf = 0 , 7n _n . When these signals coincide, a warning signal is removed from the output of the comparator 61 of the average speed signal, which also turns on the intermediate warning relay 66 of the electrical attachment 28.

After this relay 66 is triggered by its closing contact 66.2, a signal is sent to the subsystem 85 of the DAU by an autonomous diesel generator 4.1 to be put into operation simultaneously with the BEM 14.1 of its turbo-compound pressurization system for parallel operation with the stabilized VG 29 and BEM 8 of the turbo-compound system GD 1, which is performed in the sequence described above in section 3 of the description of the present application. After connecting the autonomous DG 4.1 to the BEM 14.1 by means of their automatic switches 6.1 and 18.1, respectively, to the busbars 5 of the main switchboard and supplying them with block contacts (not shown) of information signals to the block 70 of parallel operation, the intermediate executive relay 77 of this block is turned on. Its contacts change the structure of the load channel of this unit 70 of parallel operation, as described above in section 3, to distribute the load of the electrical network between the power sources of the new composition of parallel operation. Additionally, the output of the comparator 79 of the voltage frequency signals by a switching contact 77.4 is connected to the input "2" of the integrator 80 signals, and the synchronizing input of the control subsystem 52 of the network inverter 50 SPCHN 49-50 with the switching contact 77.5 is switched to the synchronizing voltage transformer 86.

The modified structure of the block 70 of parallel operation sets the autonomous DG 4.1 mode of the master generator set, in which, by means of its automatic voltage regulator (not shown) in a known manner, the nominal voltage value is maintained in the electric network, and by means of the frequency channel 78-79 of the unit 70 of parallel operation - the nominal value the frequency of this voltage, due to the operation of this autonomous DG 4.1 according to the astatic regulatory external and frequency characteristics. And due to the switching of the synchronization input of the control subsystem 52 of the grid inverter 50 to the synchronizing transformer 86, this converter is transferred to the inverter mode, driven by the grid. With an increase in the load of the electrical network, the voltage-stabilized VG 29, with these modified structures of the parallel operation unit 70 and its electrical attachment 28, is left loaded at 90% of the rated power, and the increasing load of the electrical network is transferred to the connected autonomous DG 4.1. When the latter is loaded with a power of less than 30% of the nominal, its BEM 14.1 is used by means of its SPP 16.1-17.1 in the engine mode to increase the performance of the turboelectric compressor 15.1 to the optimal values for complete fuel combustion. During this period of operation of the BEM 14.1, the signal of its power sensor 20.1 having negative polarity is blocked at the input of the first adder 71 of the load signals of the utilization gas turbine generators of the parallel operation unit 70 by means of a blocking diode (not shown). At loads of the main engine 1 and autonomous DG 4.1 above 30% of the nominal values, the BEM 8 and 14.1, respectively, of their turbo-compound pressurization systems are transferred, as noted above, to the mode of utilization gas-turbine generators, which develop capacities corresponding to the energy potentials of the exhaust gases of their engines under current load conditions. the latter.

If during the operation of the main engine 1 in the zone "B" of the operating speed range (Fig. 7) to the inputs "1" and "2" of the logic element 65 of the "OR" type (Fig. 4) duplicate signals n _min from the machine telegraph (not shown) either from the comparator 62 of the signal of the minimum rotational speed of the propeller shaft 2, which compares the actual frequency n _{dey of} its rotation at the input "1", which is measured and sent by the sensor 69 of the rotational speed of the propeller shaft 2, with its set programmatically at the input "2" minimum value n _min , then with a signal from the output of this logical element 65 of the OR type, along with an intermediate warning relay 66 overload, an intermediate alarm relay 67 overload is also switched on in the following sequence. By the signal of the warning relay 66, as noted above, the autonomous reserve DG 4.1 and BEM 14.1 of its turbo-compound pressurization system are started and connected to the busbars 5 of the main switchboard. Therefore, after connecting the DG 4.1 to the main busbars 5 of the main switchboard, by means of the automatic switch 6.1, and switching on through the logical element "76" of the OR type of the intermediate executive relay 77 in the block 70 of parallel operation, the closing contact 77.6 of this switched on relay also turns on the intermediate alarm relay 67 overload.

In turn, the switching contact 67.1 of the alarm relay 67 sends a zero signal about the removal of the entire load from the VG 29 to the reference input "2" of the comparator 32 of the load signals of the electrical attachment 28 of the stabilized VG 29. The signal generated at the output of this comparator and sent through it amplifier 33 to the input "1" of the control subsystem 56 of the semiconductor rectifier-exciter 55, reduce the voltage and excitation current of the VG 29, its armature voltage, current and the power it develops, which is transferred by means of a parallel operation unit 70, an electric attachment 21.1 of an autonomous DG 4.1 and its mechanical regulator 27.1 of the fuel supply to the autonomous DG 4.1 and its BEM 14.1 as the latter goes into the mode of the utilization gas turbine generator. When the load on the VG 29 is reduced to zero, a signal for withdrawing the VG 29 from operation is generated by the comparator 60 of the zero load signal of the electrical attachment 28 of the shaft generator 29. This signal at the output and after amplification by the amplifier 68 is sent through the subsystem 83 of the DAU by the shaft generator 29 to the input "3" of the subsystem 56 for controlling the semiconductor rectifier-exciter 55, thereby blocking the operation of the latter, and, accordingly, to the circuit breakers 30 and 57, respectively, VG 29 and its rectifier- pathogen 55. On this conclusion of the VG 29 from work is completed.

4.2 Using a stabilized synchronous shaft generator with permanent magnets and transistor SPChN

In this fourth special case (Fig. 5), the excitation winding on the VG 29 and the semiconductor rectifier-exciter supplying it are absent, and it is excited by permanent magnets 53 mounted on the rotor. In addition, the electric machine rectifier 49 SPChN 49-50 is made controlled on power transistors of the IGBT type, and it is equipped with a control subsystem 51, the control input "1" of which is connected to the output of the amplifier 33 of the electrical attachment 28 VG 29 through a block contact (not shown) of the section switch 25, and the other control input "2" - with the output of the automatic voltage regulator 47. The block diagrams of the electric attachment 28 of the shaft generator 29 and the block 70 of parallel operation are executed in the same way as in the third particular case.

When the vessel is under way to the work of the main engine 1 in economic mode, when the propeller shaft 2 and the rotor shaft generator 29 rotate at the rated rotational speed n _{of 2N} corresponding area "A" of its working speed range (FIG. 8), power supply vessel produced by stabilized VG 29 (Fig. 5) through its SPChN 49-50 and the circuit breaker 30. In parallel to it, the main switchboard is connected to the busbars 5 through the SPP 10-11 by means of the circuit breaker 12 BEM 8 of the turbo-compound pressurization system of the main engine 1, operating in the mode UGTG. During the autonomous operation of the VG 29, the network transistor converter 50 of its SPChN 49-50 is used in the mode of an autonomous inverter. The sinusoidal voltage at its output is formed by using its semiconductor valves (not shown) in the known high-frequency pulse-width modulation mode, followed by filtering higher harmonic currents by means of a filter-reactor 58. The frequency of this sinusoidal voltage at the output of the autonomous inverter 50 is maintained unchanged due to the fact that to the reference frequency input of its control subsystem 52 a reference signal of the voltage frequency equal to the nominal value, for example, 50 Hz, is sent from the output of the comparator 79 of the voltage frequency signals through the switching contacts 77.4 and 77.5 of the intermediate executive relay 77 of the unit 70 of parallel operation, which in in the stand-alone mode, VG 29 is de-energized.

When the current load of the electrical network changes, the signals of its increase or decrease from the outputs of the DAT 31 of the electrical attachment 28 of the stabilized VG 29 and the reversing power sensor 19 of the BEM 8 of the turbocomponent pressurization system of the main engine 1 are sent through the block contacts (not shown) of the circuit breakers, respectively, 30 and 12 to the inputs of the second 72 and the first 71 of the load signal adders of the parallel operation unit 70. There they are processed according to the program described in section 3 of the description of the present application, and from the output of the integrator 80 of the load channel signals through the switching contact 77.2 of the intermediate operating relay 77 of the same block 70 of parallel operation, they are sent to the reference input "2" of the comparator 32 of the load signals of the electrical attachment 28 stabilized VG 29. Here it is compared with the signal P _{dey of the} actual load of the same VG 29, arriving at the input "1". If they do not match, the signal of the difference at its output is directed through the amplifier 33 and the block-contact of the sectional switch 25 to the control input "1" of the subsystem 51 for controlling the electromachine controlled semiconductor rectifier 49 SPCHN 49-50. This signal regulates the control angle of the power transistors (not shown) of this rectifier, its rectified voltage and current, as well as the power developed by the shaft generator 29 until it becomes equal to the specified power.

At the same time, the actual voltage at the output of the filter-reactor 58 supplied to the input "1" of this regulator, with the programmed voltage at its input "2", is measured and compared by means of an automatic voltage regulator 47. In case of their discrepancy, the output signal of the automatic voltage regulator 47 is applied to the control input "2" of the same subsystem 51 for controlling the controlled electric machine rectifier 49. This voltage deviation signal in the same way as the load signal regulates the amplitude of the rectified voltage of the rectifier 49, which serves as a reference for an autonomous inverter 50, from which a sinusoidal voltage of a given nominal frequency is formed by the method of known pulse-width modulation.

The control of the maximum load of the VG 29 and the boundary average value n _{cf of} the rotational speed from its operating range (Fig. 8), at the establishment of which, is introduced into parallel operation with the VG 29 (Fig. 5) a stand-by autonomous diesel generator 4.1 and its BEM 14.1, produce in the same way as described above in section 4.1 of the description of the present application. In this case, after the backup autonomous DG 4.1 is put into operation, upon the signal of closing the auxiliary contact (not shown) of its automatic circuit breaker 6.1 in the unit 70 for parallel operation, the intermediate executive relay 77 will be powered, its switching contact 77.5 switches the synchronizing input of the subsystem 52 control of the network converter 50 to the terminals of the synchronizing transformer 86, thereby transferring this converter 50 from autonomous mode to the mode of the inverter driven by the network, the voltage frequency of which from that moment is supported by the standby autonomous DG 4.1 operating in the mode of the master generator set according to the astatic frequency characteristic. It is maintained by means of the frequency channel of the parallel operation unit 70, in which the output of the voltage frequency signal comparator 79 by the switching contact 77.4 is switched to the input “2” of the signal integrator 80 of the parallel operation unit, the output of which, in turn, is reconnected by the switching contact 77.2 to the reference input “2 »Comparator 23.1 of the electric attachment 21.1 of the stand-by autonomous DG 4.1.

Also, when the rotational speed of the propeller shaft 2 and the rotor of the VG 29 decreases to the lowest limit value n _min from the zone "B" of the working range (Fig. 8), at which the VG 29 (Fig. 5) is taken out of operation, an emergency warning signal is generated in the sequence described in section 4.1 of the description of the present application. In this case, the load transfer signal from the VG 29 taken out of operation, formed at the output 33 of the amplifier of its electrical attachment 28, is sent through the block contact of the sectional switch 25 of the busbars 5 of the main switchboard to the control input "1" of the subsystem 51 for controlling the electric machine transistor rectifier 49. When decreasing load VG 29 to zero from the output of the comparator 60 of the zero load signal VG through the amplifier 68 send a command to turn off the VG 29 to its subsystem 83 DAU, from the outputs "3", "2" and "1" of which the signals go respectively to turn off the circuit breaker 30, auxiliary disconnector 84 and to the input "3" of the subsystem 51 for controlling the electrical machine transistor rectifier 49 SPCHN 49-50. The last signal at the input "3" of the control subsystem 51 blocks the formation of transistor control pulses by it, and the switch 30 and the disconnector 89 remove the power from the SPChN 49-50 both from the side of the busbars 5 of the main switchboard and the shaft generator 29, since at the terminals that are out of service, but as the VG 29 continues to rotate, the voltage induced by the permanent magnets 53 is retained.

This completes the conclusion of VG 29 from work.

4.3 Using a stabilized synchronous shaft generator with electromagnetic excitation and thyristor SPChN

On ships equipped with fixed pitch propellers and stabilized shaft generators of a megawatt power series (Fig. 6), synchronous VG 29 is installed, as a rule, with electromagnetic excitation from the rotor winding 54, powered by an independent controlled semiconductor rectifier-exciter 55, equipped with a control subsystem 56, through a circuit breaker 57. And the network semiconductor converter 50 SPChN 49-50, included in the armature winding circuit of the shaft generator, is performed on thyristors, due to the fact that the power transistors have limitations on the maximum rated values of voltage and current. The electric machine rectifier 49 SPCHN 49-50, depending on the requirements imposed on it, in special cases, can be assembled on diodes, i.e. uncontrollable, if the operation of the SH in motor mode is not required, or also on thyristors, i.e. manageable if it is to be reversible. Below we consider a particular case of a stabilized VG 29 with a diode electric machine rectifier 49 as part of the SPCHN 49-50, which is used in cases of operation of the VG 29 only in the power take-off mode, when its network converter 50, being connected to the network by circuit breakers 30 and 57, operates as an inverter driven by the network by means of a synchronizing transformer 86.

By means of the thyristor inverter 50, driven by the network in the natural switching mode of its thyristors, it is known that only the active energy of the stabilized VH 29 can be converted from direct current to alternating current, consuming reactive energy from the electrical network by the inverter in this mode. At the same time, due to the low switching frequency of the thyristors, the thyristor autonomous inverter 50, as is known, in the autonomous mode of operation of the shaft generator, form the output voltage not of a sinusoidal, but of a rectangular shape with an unacceptably high content of higher harmonics. For this reason, the autonomous mode of the grid inverter 50 is not used for shaft generators with thyristor SPChN. In this particular case, the synchronous compensator (SK) 87 serves as the generator of the sinusoidal voltage in the electrical network, as well as the source of reactive energy for the receivers of the electrical network and the network semiconductor inverter 50 SPCHN 49-50, which is connected in parallel with the output terminals of this inverter and set to the inverter 50, as highlighted, grid-driven inverter mode. CK 87 is equipped with an excitation winding 88 on the rotor (not shown) and equipped with an automatic voltage regulator 89 supplying the excitation winding 88.

Consuming during the period of operation of the VG 29 active idle energy, the synchronous compensator 87 rotates its rotor (not shown) and the magnetic field created by its excitation winding 88 with synchronous angular velocity. In this case, a rotating magnetic field in the anchor winding of the SK 87, laid on its stator, induces an EMF of a nominal frequency, in particular, 50 Hz. Due to this EMF in the network on the busbars 5 of the main switchboard, a voltage is created, which is maintained by the nominal voltage of the synchronous compensator 87 by the automatic regulator 89. Simultaneously, the same EMF of the synchronous compensator 87 naturally switches the semiconductor valves of the thyristor inverter 50, driven by the network, with the specified nominal frequency , converting the active DC energy of the electric machine rectifier 49 into the alternating current of the electrical network. The use of a synchronous compensator 87 is the first distinctive feature of a shaft-driven generator set in this particular case. Its second feature, as noted above, is that the network converter 50 SPChN operates as a grid-driven inverter in all modes of the VG 29: both autonomously and in parallel with a backup diesel generator.

When the vessel is moving with variable moves with the rotation frequencies of the propeller shaft 2 and the rotor of the stabilized VG 29, falling on the zone "A" of the operating frequency range (Fig. 7), the power supply of the vessel is produced from the stabilized VG 29 (Fig. 6), operating in an autonomous mode in parallel with SK 87 and BEM 8 of the turbo-compound pressurization system of the main engine 1, which operates at this time as a utilization gas turbine generator. The signals of the current loads of the operating generating sets from the outputs of the DAT 31 of the stabilized VG 29 and the reversing power sensor 19 of the BEM 8 of the turbocomposite pressurization system of the main engine 1, arriving at the inputs of the second 72 and the first 71 of the load signal adders of the block 70 of parallel operation, as well as the signal of the current frequency of the electric voltage. network, measured by the sensor 78 real frequency, processed in the same sequence as in section 4.1 of the description of the present application. In this fifth particular case, the processed signals of the load (not shown) and frequency (not shown) channels of the parallel operation unit 70 are summed at the output by the integrator 80 and sent through the switching contacts 77.2 and 66.1 of the intermediate relays, respectively, of the executive 77 of the parallel operation unit 70 and the warning 66 electric attachment 28 VG 29, to the comparator 32 of the load signals of the same electric attachment, from the output of which the difference signal is sent through the amplifier 33 and the block contact (not shown) of the sectional switch 25 to the control input "1" of the subsystem 56 of the independent semiconductor rectifier-exciter 55 of this VG 29. This signal regulates the voltage and excitation current at the output of this rectifier-exciter and in the excitation winding 54 of the VG 29. This causes a change in the output voltage of the VG 29 armature winding, its load current and the active power developed by the shaft generator, bringing it into line with the specified input power "2" to Comparator 32 of the load signals of its electrical attachment 28.

Meanwhile, acting on the automatic regulator 89 of the synchronous compensator 87 on its excitation winding 88, the voltage on the busbars 5 of the main switchboard is stabilized.

Input of a stand-alone autonomous DG (not shown) and BEM (not shown) of its TKS pressurization for parallel operation with already operating stabilized VG 29 and BEM 8 of the turbocompound system 7-8-9 pressurization of the main engine 1 according to the warning signals of the comparators 59 of the maximum load signal VG 29 and 61 signals of its average rotational speed n _cf (Fig. 7) of the electric attachment 28 (Fig. 6) are produced in the same sequence as in the third special case (Section 4.1 of the description of the present application). And the output of the stabilized VG 29 from the parallel operation on the emergency warning signal of the comparator 62 of the signal of the minimum allowable speed n _{min of the} stabilized VG 29 of the same electrical attachment 28 is carried out in the sequence described in the same third special case (Section 4.1).

So, in the fifth special case, the composition of the generating sources of electricity is programmed while the ship is under way, the voltage and its frequency in the electrical network are regulated, and its active load is distributed between these sources in the mode of their parallel operation.

Claims (6)

1. A method for automatic regulation of the voltage frequency, programming and distribution of the active load between the various types of power sources of the ship - an autonomous diesel generator and a utilization steam turbine generator, based on the use of mechanical regulators of the energy carrier on the primary engines of both generators, containing servo motors at the input, and on the generators - electric attachments containing each active current sensor, a load signal comparator and a signal amplifier, and the electric attachment of the utilization steam turbine generator, in addition, also a sensor of the actual voltage frequency and a frequency signal comparator, while the amplifier outputs of the electric attachment of each generator are connected to the terminals of the servomotor of the corresponding mechanical regulator of the energy supply, as well as a parallel operation unit as part of an adder of load signals of parallel operating generators, connected by its inputs to outputs d active current sensors of an autonomous diesel generator and a utilization steam turbine generator through the auxiliary contacts of their circuit breakers, and a differential subunit connected by inputs to the outputs of the specified load signal adder and an active current sensor of the utilization steam turbine generator through the block contact of its circuit breaker, and the output with the master input of the load signal comparator of the electric attachment of the autonomous diesel generator, and consisting in the fact that during the parallel operation of the autonomous diesel generator and the utilization steam turbine generator, the actual frequency of the voltage at the terminals of its synchronous generator is measured in the electric attachment of the utilization steam turbine generator by means of a frequency sensor, the signals are compared by means of a comparator of frequency signals. the actual frequency of the voltage with a master frequency set in advance by the operator, the signal of the difference of this comparator is amplified by an amplifier and sent to the servo a switch for a mechanical regulator of the steam supply of a steam turbine, which maintains an astatic frequency control characteristic in the utilization steam turbine generator; their current loads are measured by means of active current sensors of the electrical attachments of both generator sets and the measured signals are sent through the block contacts of the generator circuit breakers to the inputs of the load signal adder of the parallel operation unit, as well as from the autonomous diesel generator to the first input of the load signal comparator of its electrical attachment , and at the steam turbine generator - to the first input of the differential subunit of the parallel operation unit; the measured load signals are summed by means of the signal adder and the total load of the electrical network is determined; its resulting signal is sent to the second input of the differential subunit and the signal of the current load of the utilization steam turbine generator is subtracted from this signal; sending the signal of the difference of the differential subunit to the second input of the comparator of the load signals of the autonomous diesel generator as a signal of the load setting for it and comparing the signal of the given load of the autonomous diesel generator with the signal of its actual (current) load by means of this comparator; in case of their mismatch, this comparator generates a difference signal, amplifies it by means of an amplifier and acts on the servo motor of the fuel supply regulator of an autonomous diesel generator, thereby correcting its current load adequately to the change in the potential available power of the utilization steam generator and the load of the electrical network, which differs in that instead of the utilization a steam turbine generator, in parallel with several autonomous diesel generators, utilization gas turbine generators of turbo-compound charge air systems of these diesel generators and the main engine of the vessel operate, containing each booster electric machine coaxially connected to the shaft of a known turbocharger and connected to the electrical network through a circuit breaker and a static semiconductor converter as part of reversible electrical and network semiconductor converters and their control subsystems, and equipped with reversible sensors mi power; and the parallel operation unit additionally contains a frequency channel that includes a sensor of the actual (current) mains voltage frequency and a frequency signal comparator that compares the actual mains voltage frequency signal with the frequency reference signal, an additional combiner for the load signals of the utilization gas turbine generators, an average load signal subunit of a separate autonomous diesel generator , an integrator of medium load signals of a separate diesel generator and a frequency channel; at the same time, during the period of parallel operation of several autonomous diesel generators and utilization gas turbine generators of the turbocomposite charge air systems of the main engine and these autonomous diesel generators, their active loads are additionally measured by means of reversible power sensors of the utilization gas turbine generators and send their signals through the block contacts of their circuit breakers and blocking diodes to the inputs of an additional adder of load signals, through which the summation is performed, and the resulting signal is sent to the input of the main adder of load signals of all parallel operating generators and the first input of the differential subunit; then, from the resulting signal of the main adder by means of a differential subunit, the resulting signal of the additional signal adder is subtracted, obtaining a total load signal falling on all autonomous diesel generators, which is divided by the subunit of the average load signal of a separate diesel generator by the number of diesel generators operating in parallel; the received signal of the average load of a separate diesel generator by means of a signal integrator is summed with the output signal of the frequency channel of the parallel operation unit and, having received the signal of the command load of a separate diesel generator, it is sent to the parallel connected master inputs of the load signal comparators of the electrical attachments of all autonomous diesel generators operating in parallel; comparing by means of these comparators the signal of a given load for a separate diesel generator with its actual (current) load; the received signals of the difference between these comparators in the electrical attachments of each autonomous diesel generator are amplified by means of amplifiers of the signals of these electrical attachments and act with amplified signals on the servomotors of the mechanical regulators of fuel supply to the combustion chambers of the primary engines of autonomous diesel generators, by means of which the load of the electrical network attributable to each autonomous diesel generator with equal efficiency, equally; moreover, at partial loads of the main engine and autonomous diesel generators, when the utilization gas turbine generators of their turbocombined charge air systems operate in engine modes, the signals of their loads generated by the reversible power sensors to the inputs of the additional signal adder of the parallel operation unit are blocked by means of blocking diodes at these inputs. 2. A method for automatic regulation of the voltage frequency, programming and distribution of the active load between the different types of power sources of the ship according to claim 1, characterized in that on ships equipped with an adjustable pitch propeller and characterized by long running modes (the first special case), their power supply in these modes are provided from an autonomously operating shaft generator equipped with the same electrical attachment as autonomous diesel generators and rotating at a constant frequency in all load modes of the main engine and at any speed of the vessel, and from a utilization gas turbine generator of the turbo compound system of the main engine, connected to the power grid through automatic switches, and for a gas turbine generator operating at loads of the main engine above 30% of the nominal in generator mode, also through a reversible semiconductor converter; automatic regulation of the voltage frequency and forced distribution of the active load of the electric network between the generating units of this composition are carried out by means of a parallel operation unit and an electric attachment of the shaft generator so that the current loads of the shaft generator are measured by means of an active current sensor of its electric attachment and a booster electric machine of the turbo-compound system of the main engine by means of its reversible power sensor and send the measured signals through the auxiliary contacts of their circuit breakers to the parallel operation unit to the inputs of the main summator of the total load signals of the electrical network: directly - from the active current sensor of the electric attachment of the shaft generator and through the blocking diode and additional signal adder - from the reversible power sensor of the booster electric machine of the turbo-compound system of the main engine; the signal of the total load of the electrical network from the output of the main adder of signals is directed to the input of the differential subunit, by means of which the signal of the current load of the booster electric machine is subtracted from this signal, coming through the additional adder of signals to the second input of the differential subunit; then the resulting signal of the difference at its output is summed up in the signal integrator with the signal of the deviation of the frequency of the voltage of the electrical network, formed by the comparator of the voltage frequency signals, and the resulting signal from the output of this integrator is sent through the switching contact of the intermediate relay of the parallel operation unit to the master input of the comparator of the load signals of the electrical attachment of the shaft generator as a signal of the power setting for it, here it is compared with the signal of the actual load of the shaft generator, coming from the output of the active power sensor of the same electric attachment of the shaft generator; the output signal of the difference of this comparator, after its amplification, acts on the servomotor of the mechanical regulator of the fuel supply of the main engine, thereby bringing the power developed by the shaft generator in accordance with its value specified by the parallel operation unit; the increasing load on the shaft generator is controlled by the comparator of the maximum load signal of its electrical attachment, the load input of which is connected to the analogous input of the comparator of the load signals of the same electrical attachment, and the signal of the maximum allowable load of the shaft generator, equal to 90% of its nominal value, is installed at the master input; when these signals coincide, a warning signal is removed from the output of this comparator, which is sent through an element of the OR type to an intermediate warning relay, and through its closing contact, a signal to start it is sent to the remote automated control (RAC) subsystem of the stand-by autonomous diesel generator; after this autonomous diesel generator is put into operation in the parallel operation unit, an executive signal is sent through the block contact of its circuit breaker and the logical element of the "OR" type to an intermediate relay, the switching contact of which the output of the signal integrator of this parallel operation unit is switched to the master input of the electrical attachment an autonomous diesel generator put into operation, and a zero signal is set at the master input of the comparator of the load signals of the electric attachment of the shaft generator; at the output of this comparator, a signal is generated to reduce the fuel supply of the main engine, which is sent to the servomotor of its mechanical fuel supply regulator, and immediately begins to control the decreasing power of the shaft generator, measured by the active current sensor of its electric attachment, by means of a zero load signal comparator of the same electric attachment; when the decreasing load of the shaft generator becomes equal to zero, from the output of the zero load comparator, a signal is sent through the amplifier to remove the shaft generator from operation, which is sent to the DAU subsystem by this shaft generator; the output signals of this DAU subsystem turn off the automatic circuit breaker of the shaft generator and send a signal to quench the magnetic field of the shaft generator to its automatic voltage regulator. 3. A method for automatic regulation of the voltage frequency, programming and distribution of the active load between different types of power sources of the vessel according to claim 2, characterized in that in the running mode of the vessel equipped with a fixed pitch propeller (second special case), its power supply is produced from a shaft generator stabilized by rotational speed by means of a known mechanical variator, consisting of a planetary gear train connected to the intermediate multiplier shaft of the main gearbox of the propulsion unit, and a differential mechanism as part of a booster electric machine connected kinematically to the control shaft of a planetary gear train, and electrically through a reversible semiconductor converter and an automatic switch to the busbars of the main switchboard (MSB) and equipped with a reversible power sensor connected through the closing block contact of the circuit breaker of this booster machine s with a signal comparator of the maximum load of this booster electric machine in the electric attachment of the shaft generator, and through a blocking diode - with an additional summator of the load signals of the utilization generators of the parallel operation unit, while the active current sensor of the electric attachment of the shaft generator itself is connected through the closing block contact of its circuit breaker in parallel with the input of the main adder of the load signals of the parallel operation unit, as well as with the inputs of the comparators of the signals of the maximum and zero loads of the shaft generator in its electrical attachment; in the modes of full speed of the ship, the electric network is supplied from a stabilized shaft generator operating in an autonomous mode, with the support of booster electric machines of the turbo compound system of the main engine and the differential mechanism of the mechanical variator of the shaft generator, and in the middle speed mode - operating in parallel with a stand-by autonomous diesel generator with the support the same booster electric machines with a booster electric machine of the turbo-compound system of a stand-by autonomous diesel generator connected to them; at full speed of the vessel, when the shaft generator is operating autonomously, the current loads of the shaft generator, the utilization gas turbine generator of the turbocompound system of the main engine and the booster electric machine of the differential mechanism operating in the generator mode are measured by means of their active current and power sensors; send the measured signals through the block-contacts of their circuit breakers to the inputs of the main adder of the total load signals of the electrical network of the parallel operation unit and the additional adder of the load signals of the operating utilization gas turbine generator of the tube-compound charge air system of the main engine and the booster electric machine of the differential mechanism of the mechanical variator of the shaft generator; summarize in the main and additional signal adders the received signals of the current loads of generating machines; subtracting by means of the first differential subunit from the resulting signal of the main adder of electrical network load signals the resulting signal of the additional signal adder and generating at its output the signal of that part of the electrical network load that falls on the shaft generator; at the same time measuring the current frequency of the voltage of the electric network by means of the sensor of the actual frequency of the voltage of the parallel operation unit, comparing its actual value with the programmed value by means of a comparator of voltage frequency signals; the signal of the difference of this comparator is sent to the integrator of the signals of the load and frequency channels of the parallel operation unit, and the output signal of this integrator as a signal of the driving power of the shaft generator is sent through the switching contacts of the intermediate operating relay of the parallel operation unit and the warning relay of the electric attachment of the shaft generator to the load signal comparator in the electrical attachment of the shaft generator and compare it with the actual load signal of the shaft generator; the signal of the difference at the output of this comparator is sent through the amplifier to the control subsystem of the reversible semiconductor converter of the booster electric machine of the differential mechanism of the mechanical variator of the shaft generator, the current and the electromagnetic moment of the booster electric machine are adjusted, due to this, the frequency of rotation of the output shaft of the planetary gear train and the shaft of the shaft generator is stabilized, thus stabilizing the most voltage frequency at the terminals of its armature winding; at the same time, the measured power signals of the shaft generator and the booster electric machine are compared by means of their maximum load comparators in the electric attachment of the shaft generator with the limit values set by the program at their master inputs equal to 90% of the nominal for the shaft generator and 100% for the booster electric machine of the differential mechanism; when the measured power signals of any of these machines exceed the limit value set by the program, warning signals are generated at the output of these comparators, which act through an element of the "OR" type on an intermediate warning relay; the switching contact of this warning relay sends a programmable limit power signal equal to 90% of its nominal value to the master input of the comparator of the load signals of the shaft generator of its electrical attachment, and the closing contact of the same intermediate warning relay generates a start signal for the standby autonomous diesel generator sent to its subsystem DAU; in a known manner, by means of this DAU subsystem, a standby autonomous diesel generator and its turbo-compound pressurization system are started by means of its booster electric machine operating in a motor mode; an autonomous diesel generator with a shaft generator is synchronized in a known manner and connected to the busbars of the main switchboard by means of its circuit breaker; its opening contact sends an executive signal to the subunit of the average load signal of a separate autonomous diesel generator of the parallel operation unit, and the closing block contact of the circuit breaker acts through the OR element of the parallel operation unit on its intermediate operating relay; switching contacts of this relay switch the outputs of the signal integrator of the parallel operation unit to the master input of the load signal comparator of the electric attachment of the standby standby diesel generator put into operation, and the break contacts of the same intermediate operating relay dehun the second differential subunit of the parallel operation unit and the subunit of the average load signal of a separate diesel -generator; then the power signals of the utilization gas turbine generators of the turbo-compound systems of the main engine and stand-alone diesel generator, as well as the booster electric machine of the differential mechanism of the mechanical variator are integrated in the additional adder of the signals of the parallel operation unit, and in the main adder of the same unit - the signals of the total load of the electrical network; the final signal of the additional signal adder is subtracted by means of the first differential subunit of the parallel operation unit from the resulting signal of the main signal adder, the final signal of the additional signal adder is determined, and then, by means of the second differential subunit, the load signal of the shaft generator is subtracted from the signal of the first differential subunit, obtaining on the output of the second differential subunit is the driving power signal of the standby stand-alone diesel generator; this signal is sent through the subunit of the average load signal and the integrator to the master input of the comparator of the load signals of the electrical attachment of the standby stand-alone diesel generator put into operation, by means of which the signal of the given power is compared with the signal of its actual load; the output signal of the difference of this comparator is amplified by means of an amplifier of the electric attachment of a stand-by autonomous diesel generator and acts with it on the servomotor of its mechanical fuel supply regulator to accept the load of the electrical network in excess of the maximum allowable power for the shaft generator, equal to 90% of the nominal; during the period of operation of an autonomous diesel generator with loads less than 30% of the nominal, to supply charge air with optimal parameters to its combustion chambers, the booster electric machine of the turbo compound system of this autonomous diesel generator continues to operate in a motor mode, controlling its reversible semiconductor converter through its subsystem management; when the vessel is moving at a speed lower than the economic one, but within the permissible operating range, in order to maintain the nominal values of the rotational speed and voltage frequency of the stabilized shaft generator, the booster electric machine of the differential mechanism of its mechanical variator is transferred in a known way according to the signal generated by the voltage frequency signal comparator of the parallel operation unit, into the motor mode by means of its reversible semiconductor converter and its control subsystem; the load signal generated by the reversible power sensor of the booster electric machine and sent to the corresponding input of the additional signal adder of the parallel operation unit is blocked by means of a blocking diode; and when the speed of the vessel is reduced to a value at which the frequency of rotation of the input shaft of the planetary gear train is reduced to the lowest of the operating range of the limit admissible for the course of the vessel with a shaft generator, according to a signal sent by the machine telegraph to the "OR" type element of the electric attachment of the shaft generator and duplicated a comparator of the signals of the rotational speed of the input shaft of the planetary gear, comparing the signals of its actual rotational speed, measured by the sensor of the rotational speed of the input shaft of the planetary gear, with the minimum permissible program value, include the specified warning and, additionally, emergency warning intermediate relays; by means of an intermediate warning relay, a command is sent to the DAU subsystem by a stand-alone stand-alone diesel generator to put it into operation, as described above in this particular case; and the switching contact of the emergency-warning intermediate relay generates a load transfer signal from the shaft generator to the standby stand-alone diesel generator put into operation, which is sent to the master input of the load signal comparator of the shaft generator's electric attachment; the signal of removing the load from the shaft generator from the output of this comparator is directed to the control subsystem of the reversible semiconductor converter of the booster electric machine of the differential mechanism of the mechanical variator of the shaft generator; the signal of the decreasing load of the shaft generator from the output of the active current sensor of its electrical attachment arrives at the first input of the comparator of the zero load signal, at the second input of which a zero power signal is programmed; when the signals at both inputs of this comparator become equal, at its output a signal is generated to take the shaft generator out of operation, which is sent to the DAU subsystem by the shaft generator; according to this signal at the output of this subsystem, signals are simultaneously generated to turn off the automatic switches of the shaft generator and the booster electric machine of the differential mechanism of its mechanical variator, the signal to turn off the disconnecting clutch on the input shaft of the planetary gear and the signal to quench the magnetic field of the shaft generator by means of its automatic voltage regulator. 4. A method for automatic regulation of the voltage frequency, programming and distribution of the active load between different types of power sources of the ship according to claim 3, characterized in that in an electrical system containing a shaft generator with electromagnetic excitation, rotated by a propeller shaft with a variable angular speed and electrically connected to the main busbars of the main switchboard by means of a circuit breaker and a static voltage frequency converter with a DC link as part of a semiconductor electric machine rectifier and a network IGBT-transistor inverter with a control subsystem for this inverter and equipped with an electrical attachment and an independent controlled semiconductor rectifier-exciter with its control subsystem; when the ship is running at full speed, its power supply is produced from the frequency-stabilized voltage of the shaft generator operating in an autonomous mode, together with the utilization gas turbine generator of the turbocomponent charge air system of the main engine, while the output signal of the load signal comparator of the electric attachment of the shaft generator is sent through an amplifier to the control subsystem of an independent controlled semiconductor the rectifier-exciter of the shaft generator, change the control angle of its semiconductor devices, thereby regulating the voltage and excitation current of the shaft generator, the electromotive force (EMF) of its armature winding, the load current and the developed power; and the reference signal of the voltage frequency comparator of the parallel operation unit is directed through the switching contact of the intermediate executive relay of the parallel operation unit to the control subsystem of the network semiconductor inverter of the static voltage frequency converter of the shaft generator, which is used in this particular case in the mode of an autonomous inverter, while maintaining its constant switching frequency phase semiconductor devices, and therefore the frequency of the voltage of the electrical network; simultaneously measure the current load of the shaft generator by the active current sensor of its electrical attachment and its signal is compared by means of a maximum load signal comparator with the signal of its upper limit value set by the program, equal to 90% of its rated power, and when these signals become equal, this comparator generates a signal to turn on the intermediate a warning relay in the electric attachment of the shaft generator, the changeover contact of which fixes its load at the level of the upper limit value set by the program, for which the setting inputs of the load signal comparator and the maximum load signal comparator are connected in parallel, and at the same time the closing contact of the warning intermediate relay form a command to start the stand-by autonomous diesel engine -generator, which is sent to its DAU subsystem; the standby autonomous diesel generator, as well as the booster electric machine of its turbo-compound charge air system, which is put into operation in the motor mode by means of its automatic switch and the reversible semiconductor converter, is started simultaneously by means of this subsystem of the DAU according to known programs, and then turn on the automatic switch of the reserve of an autonomous diesel generator, the auxiliary contact of which in the parallel operation unit additionally includes an intermediate executive relay, the opening contacts of which dehun the second differential subunit and the subunit of the average load signal of a separate diesel generator, at the same time the switching contacts of this executive relay reconnect the output of the frequency channel of the parallel operation unit to the input of the signal integrator, and the output of this signal integrator is reconnected to the reference input of the comparator of the load signals of the electrical attachment introduced into the pa a backup autonomous diesel generator bot, and the input of the inverter control subsystem of the static voltage frequency converter is connected through a synchronizing transformer to the output terminals of the higher harmonic current filter for operation in the mode of a grid-driven inverter; simultaneously measure the current speed of the propeller shaft and the shaft generator rotor built into it by means of a speed sensor, compare its signal in the electric attachment of the shaft generator by means of two signal comparators - the average speed and the lowest speed - with the average and minimum permissible values of the rotor speed set by the program shaft generator; if the signal of the actual rotational speed coincides with the average value set by the program, its comparator generates a warning signal, which is turned on by means of an "OR" element, an intermediate warning relay of the electric attachment of the shaft generator, the closing contact of which sends a command to the DAU subsystem by a stand-by autonomous diesel generator to start it simultaneously with the utilization gas turbine generator of the turbo-compound charge air system of this autonomous diesel generator; this command is used to launch according to a known program and connect this autonomous diesel generator to parallel operation with the shaft generator, as discussed above for the case of its maximum load; and if the signal of the actual rotational speed of the shaft generator rotor coincides with the signal of the minimum allowable value set by the program, the comparator of this signal is switched on by means of another element of the "OR" type, both intermediate relays of the electrical attachment: warning and emergency warning; by means of an intermediate warning relay, a command is also sent to start the standby autonomous diesel generator simultaneously with the utilization gas turbine generator of the turbo-compound charge air system of this autonomous diesel generator, executed in the same way as in the case of the generation of the warning signals described above; at the same time, immediately after turning on both intermediate relays, a zero signal is sent to the master input of the comparator of the load signals of the electric attachment of the shaft generator and from the output of this comparator a command is sent to the control subsystem of an independent controlled semiconductor rectifier-exciter "Removing the load from the shaft generator" and transferring it to the put into operation autonomous diesel generator; by this signal, acting on the control angle of the semiconductor devices of the rectifier-exciter, the voltage, excitation current, EMF of the armature winding, current and power of the shaft generator are reduced; the decrease in the power of the shaft generator is controlled by a zero load comparator of its electrical attachment, which, when its load is reduced to zero, form a command to withdraw the shaft generator from work, which is sent to the input of the DAU subsystem by this shaft generator; from its output, the signals for turning off the automatic switches of the shaft generator and its independent semiconductor rectifier-exciter are removed, as well as the "Prohibition of operation" signal sent to the blocking input of the control subsystem of this rectifier-exciter; A similar alarm is generated in advance by means of these intermediate relays of the electric attachment of the shaft generator also in the case when a command is received from the engine telegraph to establish the course of the vessel with the minimum permissible propeller shaft speed for the stabilized shaft generator, equal to 40% of the nominal one. 5. A method for automatic voltage frequency control, programming and distribution of active load between different types of ship power sources according to claim 4, characterized in that on ships equipped with a fixed pitch propeller, a voltage frequency stabilized shaft generator is used, which is excited from permanent magnets, therefore the winding the excitation and the semiconductor rectifier-exciter supplying it are abolished, and as part of the static voltage frequency converter included in the circuit of its armature winding, the electric machine rectifier is performed on controlled semiconductor devices equipped with a separate control subsystem; at the same time, in the ship's running mode during the operation of the stabilized shaft generator in autonomous mode together with the utilization gas turbine generator of the turbo-compound charge air system of the main engine, the command power signal from the output of the signal integrator of the parallel operation unit and the signal from the output of the automatic voltage regulator connected by its input to the output of the filter-rector , are sent to the control subsystem of the electric machine controlled semiconductor rectifier of the static voltage frequency converter, and when the stabilized shaft generator is taken out of operation on the emergency warning signal, the command "Remove load from the shaft generator" from the output of the load signal comparator of the electric attachment of the shaft generator and "Inhibit operation" from the output of the DAU subsystem the shaft generator is sent to the control subsystem of the same controlled semiconductor electric machine rectifier of the static voltage frequency converter; with the signal of the last command "Prohibition of operation", power is removed from the electric machine semiconductor converter of the static semiconductor voltage frequency converter of the shaft generator by means of a disconnector installed in the circuit of its armature winding. 6. A method for automatic regulation of the voltage frequency, programming and distribution of the active load between different types of power sources of the ship according to claim 4, characterized in that, when installed on ships equipped with a fixed pitch propeller and having a high power-to-weight ratio, a stabilized synchronous shaft generator of a megawatt power range with electromagnetic excitation from an independent controlled rectifier-exciter, when its static semiconductor voltage frequency converter, operating complete with a synchronous compensator and its automatic voltage regulator connected to its output, is performed on thyristors, and its network semiconductor converter is used in all operating modes of a stabilized shaft generator - as single, and in parallel with an autonomous diesel generator - in the mode of an inverter driven by the network, then such a method of automatic regulation of the voltage frequency and forced load distribution between different types of generators operating in parallel, in which, during the autonomous operation of the stabilized shaft generator together with the utilization gas turbine generator of the turbo-compound charge air system of the main engine, the combined signal of the load and frequency channels of the parallel operation unit from the output of its integrator is sent to the master input of the load signal comparator of the electric shaft generator attachment signals, and the output signal of the given comparator of load signals of the electric attachment of the shaft generator is directed through the signal amplifier to the input of the control subsystem of an independent semiconductor rectifier-exciter of the shaft generator, while the synchronizing signals are sent to the synchronizing input of the control subsystem of the network semiconductor thyristor inverter, slave by the network, of the static voltage frequency converter from the terminals of the filter-reactor through a synchronizing voltage transformer with h the frequency of the EMF induced in the armature winding of the synchronous compensator, the voltage of which is regulated by its automatic voltage regulator; and when the stabilized shaft generator is taken out of operation on the emergency warning signal, the command "Remove load" from the output of the load signal comparator of the electric attachment of the shaft generator and "Disable operation" from the output of the DAU subsystem, the shaft generator is sent to the inputs of the control subsystem with the same independent controlled semiconductor rectifier-exciter and automatic switches of the shaft generator and its controlled semiconductor rectifier-exciter.

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