SU1183939A1 - Adaptive system for controlling diesel installations operated in parallel - Google Patents

Abstract

ADAPTIVE CONTROL SYSTEM OF PARALLEL-OPERATING DIESEL EQUIPMENT, comprising a series-connected adder unit, a regulator unit, an actuator unit, a diesel unit, a clutch unit, a gearbox, the output of which is a system output, a speed sensor, and a turn-current converter, as well speed indicators, connected to the outputs of the diesel engine unit, and a position setting device, which, in order to improve the quality of control processes, increase engine life and fuel economy, it additionally contains serially connected mode parameter identifiers with a filter coefficient calculator and a correction filter, a series of position sensors and a position-current transducer block, the outputs of which (L are connected to the first inputs of the adder block, the position setting output is connected to the second inputs block of adders, outputs of the block of transducers position-current and output converter transducer-current are connected to the corresponding inputs The indicator of the mode parameters with the coefficient calculator is calculated from the filter, and the outputs of the position sensor block are connected to the outputs of the actuator block.

Description

The invention relates to automation, in particular to an adaptive control system, and can be used, for example, on drilling rigs.

The purpose of the invention is to improve the quality of control processes, increase motor resources and save fuel.

FIG. 1 shows the structures of the proposed adaptive control system in parallel with operating diesel installations; in fig. 2 - a variant of the implementation of the identifier of the mode parameters with the calculator of the filter coefficient; in fig. 3 is a variant of the implementation of the corrective filter.

The system contains serially connected setting device 1 position, correction filter 2, block 3 adders, block 4 regulators, block 5 actuators (with manual and automatic control), block b of diesel engines, block 7 clutches, gearbox 8, sensor 9 turns, converter 10 revolutions-current and mode parameter identifier 11 with a calculator of the filter coefficient connected to the second input of the correction filter 2, the position sensor block 12 and the position-current converter block 13 connected in series, and its outputs connected to the inputs of a block of 3 adders and an identifier of 11 mode parameters with a calculator of filter coefficients, and the inputs of the block of 12 position sensors are connected to. the outputs of the block 5 of the actuating mechanisms, the block of 14 indicators of speed, connected to the output of the block 6 of diesel engines.

The block 11 contains a serially connected differentiator 15, the input of which is connected to the output of the block 10, module 16, multiplier 17, non-stationary inertial link 18, comparator 19, adder 20, integrator 21, multiplier 22 and amplifier 23 connected to another input of adder 20, sequentially United mode setting unit 24 and comparator 25, the input of which is connected to the output of module 16, and output to the second input of multiplier 17, serially connected amplifier 26, comparator 27, delay block 28 and element 29, whose second input

connected via NO 30 to the output of the comparator 27, connected in series to the adder 31, the inputs of which are connected to the outputs of the block 13, the amplifier 32, the multiplier 33, the key 34 and the block 35 of memory, and also contains a one-shot 36. The output of the multiplier 17 is connected to the second inputs of the comparators 19 and 27. The input of the amplifier 26 is connected to the output of the non-stationary inertial link 18. The output of the integrator 21 is connected to the second input of the multiplier 33, and the output of the AND 29 element is connected to the input of the OR element 37 of the block 18 and connected through the one-shot 36 to the second input of the key 34, out the same element OR 37 is connected to another input of the multiplier 22.

Non-stationary inertial link 18 contains a series-connected integrator 38, the output of which is the output of block 18, the adder

39, the other input of which is connected to the output of multiplier 17, and a switch

40, the second input of which is connected to the output of the OR element 37. The output of the switch 40 is connected to the inputs of amplifiers 41 or 42, the outputs of which are connected to the inputs of the integrator 38. The output of the comparator 19 is connected to another input of the element OR 37 via the element NO 43 (not shown) .

The correction filter 2 comprises an adder 44 connected to the inputs of the adder 45, respectively, via a serially connected amplifier 46 and an integrator 47 and a serially connected amplifier 48 and a multiplier 49, whose input is connected to the output of block 11. The output of the integrator 47 and block 1 is connected to the inputs of the adder 44 and the output of the adder 45 is the output of the filter 2.

The system works as follows.

Phase i-ro diesel, (i-1) diesel engines work. Using the manual control of the actuator 5-block 5 on the basis of information from the block 14 of the turn indicator, it is ensured that the diesel 6-block 6 of the 6-diesel engines 6 (i-1) are working. After that, the manual control mode of the actuator 5 is transferred to the automatic one and further controlled by the controller 4 from

31

block 4 of regulators, and the included diesel 6., 1F1 is shown through the mechanical clutch of the block 7 of the clutch couplings to the common gearbox 8 Stage of operation. The signal, which is connected to the output of the actuator 5 (..., p) of the block 5 of the actuators by the sensor 12 of the position block 12 of the position sensors, is converted into electric by means of the converter 13, the position-current of the block 13 of the position-current converters. The CjTMMaTopoM 3 of the block 3 of adders generates the error signal between the signal from the transducer 13 position-current and the converted correction filter 2 signal from the setpoint 1 position. With the help of this signal, which is fed to the input of the regulator 4 of the block 4 of the regulators, by the regulator 4i, a signal is generated that replicates the linear control law. The received signal is fed to the input of the actuator 5-block 5 and further, successively transformed by the actuator 5 of block 5, diesel 6, diesel block 6, clutch 7 of clutch block 7 and gearbox 8, turns out to be the output of the system. The signal generated by the rotational speed sensor connected to the gearbox 8 is converted into electric by means of the 10 rpm-current converter and together with the signals from the converter unit 13, the position-current is fed to the input of the identifier 11 of the mode parameters with the filter coefficient calculator. A block 11 is formed, on the basis of which the value of Tj, jp is changed in the transfer function of the correction filter 2

Gtko.

WiP)

T, PH

where y, T (, - are constant.

The identifier of 11 mode parameters with the calculator of the filter coefficient works in the following way. The signal u) from the output of block 10, is successively transformed by differentiator 15, module 16 and multiplier 17, is fed to the input of a non-stationary inertial link 18 if (co) is greater than the value of the signal cG with preset39394

Chika -24 mode. The comparison is made by a comparator 25 generating a single signal at (LU) CL. And zero otherwise. Permanently n5 at the time of the unsteady inertial link 18, consisting of 37-43, is equal to T, if the signal from the element OR 37 is equal to 1, and Tj (Tj T) otherwise. 0 comparator 19 generates zero

Lj. Oh, if (jgx and

signal

BMH

nineteen

unit otherwise (Ug, Ueux input and output signals of block 18). Blocks 20-23 are

5 is an inertial element with a small time constant, if the signal from the element OR 37 1 and the integrator 21, if 0637 0. The comparator 27 produces a zero signal, if

0 UBX (oi 0.7 + 0.1), and one otherwise. The delay unit shifts in time the signal received from block 27 for a fixed short period of time. Both of these signals, one directly and the other (0 27) transformed by the element NO 30, are fed to the inputs of the element And 29. All signals coming from the outputs of block 13 are averaged (the sum of the signals divided by their number) using the sum. torus 31 and amplifier 32. The signal thus obtained is multiplied by multiplier 33 with the signal from integrator 21 and is fed to the input of memory unit 35 when the value changes from zero to one. This signal is the output of the identifier 11 of the mode parameters with the calculator of the filter coefficient.

0 -. Thus, the resulting average value of the relative positions of the fuel rails (from zero to one, and one corresponds to a fully open state)

5 considered inversely proportional

diesel gain factor. The logic of block 11 is designed so that at the time of changing zero by one, the value of the signal from the integrator

0 21 is proportional to the time interval between the moment of maximum and the moment when the signal (s)) reaches from the maximum. At this moment the signal with multiplier 33 characterizes

5 generalized time of engines, their

inertia. Therefore, this value is fixed in the memory unit 35, because only at this moment the one-shot 36 brings logical 1 to the key 34. After that, by virtue of logic, the input and output signals of the blocks 18 and 21 are zeroed. (This occurs during the block 28 delay time from the time it changes from ZERO to one).

In the proposed technical solution is the equality of the relative power given by each diesel engine separately. This follows directly from the synchronization of diesel engines in terms of revolutions and the relative position of the fuel rails.

In the process of operation, the dynamic and statistical characteristics of diesel engines change. Reorganization in accordance with these changes

the correction coefficient of the filter allows the transitions to be quasi-optimal, i.e.

5, the quality of management processes is improved. The transition time from one mode to another is reduced, the engines operate more time in the same stationary mode, which

to increase their lifespan. And since the operation mode is far from critical and close to nominal, the most economical in terms of energy consumption necessary for

15 functioning of the entire system as a whole, the proposed system in comparison with the known one provides a reduction in the energy intensity of the control process, as it saves fuel.

ig. 3

Claims (1)

ADAPTIVE CONTROL SYSTEM OF PARALLEL WORKING DIESEL INSTALLATIONS, containing serially connected adder block, regulator block, actuator block, diesel block, clutch block, gearbox, the output of which is the system output, speed sensor and speed-current converter, as well as speed indicator block, as well as speed indicator block, connected to the outputs of the diesel unit, and a position adjuster, characterized in that, in order to improve the quality of control processes, increase motor resources and save fuel, it is supplemented It contains a serially connected identifier of mode parameters with a filter coefficient calculator and a correction filter, serially connected block of position sensors and a block of position-current converters, the outputs of which are connected to the first inputs of the adder block, the output of the position adjuster through the correction filter is connected to the second inputs of the adder block, the outputs of the position-current converter unit and the output of the · speed-current converter are connected to the corresponding inputs of the parameter identifier mode with a calculator of the filter coefficient, and the outputs of the block of position sensors are connected to the outputs of the block of actuators. 1., 1183939