A kind of clutch control circuit, method and wind turbine generator unit

Abstract

This application provides a brake control circuit, method, and wind turbine generator set. When the first switching element is disconnected, a reverse electromotive force is generated inside the brake coil of the brake. This electromotive force is discharged to the second power supply module through a forced commutation module. The discharge current flows from the second end of the brake coil to the positive output terminal of the second power supply module, and from the negative output terminal of the second power supply module to the first end of the brake coil. Compared with the prior art using energy-dissipating turn-off technology (e.g., using TVS diodes), the energy stored in the brake coil can be released into the second power supply module, thereby reducing the heat generated when the brake coil releases its stored energy. Furthermore, the brake control circuit in this application does not require a TVS diode on its circuit board, thus reducing the area of ​​the circuit board.

Description

Technical Field

[0001] This application relates to the field of brake control technology, and in particular to a brake control circuit, method, and wind turbine generator set. Background Technology

[0002] A brake is a safety device commonly used for braking motor shafts. It typically employs a power-off braking type electromagnetic brake structure, mainly composed of a brake disc, friction pads, a spring assembly, a brake coil, an armature, and a clearance adjustment mechanism. Its function is to automatically press the brake disc against the motor shaft using spring force when the equipment stops, loses power, or malfunctions. During normal system operation, the power supply module (e.g., a switching power supply) supplies power to the brake coil, generating a magnetic force that attracts the armature, overcoming the spring force and disengaging the friction pads from the brake disc, thereby releasing the motor shaft and allowing it to rotate normally.

[0003] In existing technologies, if the energy stored in the braking coil is discharged by a transient voltage suppressor diode (TVS diode) when the brake is de-energized, a large amount of heat will be generated due to the continuous conduction of the TVS diode, causing the surrounding components to age due to heat and reducing the reliability of the surrounding components.

[0004] Therefore, how to reduce the heat generated when the brake coil releases stored energy when the brake is de-energized has become an urgent technical problem to be solved. Summary of the Invention

[0005] This application provides a brake control circuit, method, and wind turbine generator set that can reduce the heat generated when the brake coil releases stored energy.

[0006] In a first aspect, embodiments of this application provide a brake control circuit for controlling a brake to be in a released or engaged state. The brake control circuit includes: a first power supply module, a second power supply module, and a forced commutation module. The forced commutation module includes a first switching element. The positive voltage output terminal of the first power supply module is electrically connected to a first terminal of the brake coil of the brake, and the negative voltage output terminal of the first power supply module is electrically connected to a second terminal of the brake coil of the brake via the first switching element; or, the positive voltage output terminal of the first power supply module is electrically connected to a first terminal of the brake coil of the brake via the first switching element, and the negative voltage output terminal of the first power supply module is electrically connected to a second terminal of the brake coil of the brake. When the first switching element is open, a reverse electromotive force is generated inside the brake coil of the brake, which discharges to the second power supply module through the forced commutation module. The discharge current flows from the second terminal of the brake coil to the positive output terminal of the second power supply module, and from the negative output terminal of the second power supply module to the first terminal of the brake coil.

[0007] Optionally, the forced commutation module further includes a first diode, the positive output terminal of the second power supply module is electrically connected to the cathode of the first diode, the second end of the braking coil is electrically connected to the anode of the first diode, and the negative output terminal of the second power supply module is electrically connected to the first end of the braking coil; and / or, the forced commutation module further includes a second diode, the negative output terminal of the second power supply module is electrically connected to the anode of the second diode, the first end of the braking coil is electrically connected to the cathode of the second diode, and the positive output terminal of the second power supply module is electrically connected to the second end of the braking coil.

[0008] Optionally, the forced commutation module further includes a second switching element connected between the second power supply module and the braking coil. When the first switching element is in the on state, the second switching element is controlled to be in the off state, so that the braking coil is disconnected from the second power supply module. When the first switching element is off, the second switching element is controlled to be on, and a reverse electromotive force is generated inside the braking coil. The reverse electromotive force is discharged to the second power supply module through the second switching element. The direction of the discharge current is from the second end of the braking coil to the positive output end of the second power supply module, and from the negative output end of the second power supply module to the first end of the braking coil.

[0009] Optionally, the second power supply module is a DC bus capacitor.

[0010] Optionally, the output voltage between the positive and negative output terminals of the second power supply module is adjustable.

[0011] Optionally, a third diode is also included; the positive voltage output terminal of the first power supply module is electrically connected to the anode terminal of the third diode, and the cathode terminal of the third diode is electrically connected to the first terminal of the braking coil.

[0012] Optionally, the forward voltage drop of the second diode is less than or equal to the forward voltage drop of the third diode.

[0013] Optionally, the first power supply module is a buck converter circuit.

[0014] Optionally, the first switching element is a field-effect transistor or a relay.

[0015] Optionally, it also includes a voltage detection module for detecting the output voltage value of the first power supply module. When the output voltage value of the first power supply module is greater than a preset voltage threshold, it controls the first switching element to open, thereby cutting off the power supply circuit of the first power supply module to the brake.

[0016] Secondly, embodiments of this application provide a brake control method applied to a brake control circuit. The brake control circuit is used to control the brake to be in a released state or a tightened state. The brake control circuit includes: a first power supply module, a second power supply module, and a forced commutation module. The forced commutation module includes a first switching element. The positive voltage output terminal of the first power supply module is electrically connected to the first terminal of the brake coil of the brake, and the negative voltage output terminal of the first power supply module is electrically connected to the second terminal of the brake coil of the brake through the first switching element. The brake control method includes: when the first switching element is disconnected, a reverse electromotive force is generated inside the brake coil of the brake, and the second power supply module is discharged through the forced commutation module. The discharge current flows from the second end of the brake coil to the positive output end of the second power supply module, and from the negative output end of the second power supply module to the first end of the brake coil.

[0017] Thirdly, embodiments of this application provide a wind turbine generator set, including any of the brake control circuits described in the first aspect.

[0018] Optionally, the wind turbine generator set includes a multi-drive pitch system, the multi-drive pitch system includes multiple brakes, the first ends of the braking coils of the multiple brakes are electrically connected to each other, and the second ends of the braking coils of the multiple brakes are electrically connected to each other.

[0019] This application provides a brake control circuit, method, and wind turbine generator set. When the first switching element is disconnected, a reverse electromotive force is generated inside the brake coil of the brake. This electromotive force is discharged to the second power supply module through a forced commutation module. The discharge current flows from the second end of the brake coil to the positive output terminal of the second power supply module, and from the negative output terminal of the second power supply module to the first end of the brake coil. Compared with the prior art using energy-dissipating turn-off technology (e.g., using TVS diodes), the energy stored in the brake coil can be released into the second power supply module, thereby reducing the heat generated when the brake coil releases its stored energy. Furthermore, the brake control circuit in this application does not require a TVS diode on its circuit board, thus reducing the area of ​​the circuit board. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A connection diagram of the brake control circuit provided in an embodiment of this application; Figure 2 Another connection diagram of the brake control circuit provided in the embodiments of this application; Figure 3 This is another connection diagram of the brake control circuit provided in the embodiments of this application; Figure 4 This is another connection diagram of the brake control circuit provided in the embodiments of this application; Figure 5 This is another connection diagram of the brake control circuit provided in the embodiments of this application; Figure 6 This is another connection diagram of the brake control circuit provided in the embodiments of this application. Detailed Implementation

[0022] In this article, the term "and / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. The symbol " / " in this article indicates that the related objects are in an "or" relationship; for example, A / B means A or B.

[0023] The terms "first" and "second," etc., used in the specification and claims herein are used to distinguish different objects, not to describe a specific order of objects. For example, "first response message" and "second response message," etc., are used to distinguish different response messages, not to describe a specific order of response messages.

[0024] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0025] In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more, for example, multiple processors means two or more processors, multiple elements means two or more elements, etc.

[0026] This application provides a brake control circuit, method, and wind turbine generator set that can reduce the heat generated when the brake coil releases stored energy.

[0027] This application provides a brake control circuit for controlling the brake to be in an open or closed state. Figure 1As shown, the brake control circuit 1 may include a first power supply module 11, a second power supply module 12, and a forced commutation module.

[0028] In the first embodiment, the forced commutation module may include a first switching element 131 and a first diode 132. The positive voltage output terminal 111 of the first power supply module 11 is electrically connected to the first terminal 21 of the brake coil of the brake 2, and the negative voltage output terminal 112 of the first power supply module 11 is electrically connected to the second terminal 22 of the brake coil of the brake 2 via the first switching element 131. The positive voltage output terminal of the second power supply module 12 is electrically connected to the cathode of the first diode 132, the second terminal 22 of the brake coil is electrically connected to the anode of the first diode 132, and the negative voltage output terminal of the second power supply module 12 is electrically connected to the first terminal 21 of the brake coil of the brake 2.

[0029] Under the above circuit connection method, when the first switching element 131 is turned on, the second power supply module 12 will not affect the normal operation of the brake 2 because the first diode 132 has reverse cut-off characteristics.

[0030] When the first switching element 131 is disconnected, the first power supply module 11 stops supplying power to the brake 2. A reverse electromotive force is generated inside the brake coil of the brake 2, meaning that the voltage at the second terminal 22 of the brake coil is higher than the voltage at the first terminal 21. Therefore, the brake coil can discharge to the second power supply module 12 through the first diode 132. The discharge current flows from the second terminal 22 of the brake coil of the brake 2 through the first diode 132 to the positive output terminal of the second power supply module 12, and from the negative output terminal of the second power supply module 12 to the first terminal 21 of the brake coil of the brake 2.

[0031] According to the formula U=L*di / dt, where U is the output voltage between the positive and negative output terminals of the second power supply module 12, di / dt is the rate of change of current in the discharge circuit, and L is the inductance of the braking coil of the brake 2, the value of U determines the discharge speed of the braking coil, given that the value of L is fixed. Specifically, the larger the value of U, the greater the rate of change of current, i.e., the faster the discharge speed. The smaller the value of U, the smaller the rate of change of current, i.e., the slower the discharge speed. During this process, the energy stored in the braking coil is released into the second power supply module 12, thereby reducing the heat generated when the brake 2 is de-energized.

[0032] It should be noted that the first switching element 131 may not be located in the position described above, but rather between the positive voltage output terminal 111 and the negative output terminal of the second power supply module 12. In this case, its implementation principle is the same as that described above, and will not be elaborated further here.

[0033] The brake control circuit 1 in this embodiment may include a circuit board. The second power supply module 12 may be disposed outside the circuit board, while all or some of the other components of the brake control circuit 1 may be disposed on the circuit board. Compared with the prior art, which uses TVS diodes and places the TVS diodes on the circuit board, the circuit board in this embodiment does not need to be placed on the circuit board, thus reducing the area of ​​the circuit board in the brake control circuit.

[0034] like Figure 2 As shown, in the second embodiment, the difference from the first embodiment is that the forced commutation module in the second embodiment does not include the aforementioned first diode 132, but includes a second diode 133. The negative output terminal of the second power supply module 12 is electrically connected to the anode of the second diode 133, and the first end 21 of the braking coil is electrically connected to the cathode of the second diode 133. The second end 22 of the braking coil is electrically connected to the positive output terminal of the second power supply module 12. Based on this connection relationship, the second diode 133 and the first diode 132 have the same function. Specifically, when the first switching element 131 is turned on, because the second diode 133 has reverse cutoff characteristics, the second power supply module 12 will not affect the normal operation of the brake 2. When the first switching element 131 is turned off, the difference between the second embodiment and the first embodiment is only that in the first embodiment, the braking coil discharges to the second power supply module 12 through the first diode 132, while in the second embodiment, the braking coil discharges to the second power supply module 12 through the second diode 133.

[0035] like Figure 3 As shown, in the third embodiment, the difference from the first embodiment is that the forced commutation module in the third embodiment includes not only the aforementioned first diode 132, but also the aforementioned second diode 133. For details regarding the aforementioned first diode 132 and the aforementioned second diode 133, please refer to the relevant content in the first and second embodiments respectively, and will not be elaborated upon here.

[0036] Because the first diode 132 and the second diode 133 have reverse cutoff characteristics, the second power supply module 12 will not affect the normal operation of the brake 2. When the first switching element 131 is open, the difference between the third embodiment and the first embodiment is only that in the first embodiment, the brake coil discharges to the second power supply module 12 through the first diode 132, while in the third embodiment, the brake coil discharges to the second power supply module 12 through both the first diode 132 and the second diode 133.

[0037] like Figure 4As shown, in the fourth embodiment, the difference from the first embodiment is that the forced commutation module does not include the first diode 132, but includes a second switching element 133, which is connected between the second power supply module 12 and the second end 22 of the brake coil of the holding brake 2.

[0038] Based on this connection, the second switching element 133 and the first diode 132 in the first embodiment have essentially the same function. Specifically, when the first switching element 131 is turned on, controlling the second switching element 133 to turn off allows the second terminal 22 of the brake coil to be disconnected from the second power supply module, thus ensuring that the second power supply module 12 does not affect the normal operation of the brake 2. When the first switching element 131 is turned off, the second switching element 133 can be turned on, allowing the brake coil to discharge through the turned-on second switching element 133. The difference between the fourth embodiment and the first embodiment is only that in the first embodiment, the brake coil discharges to the second power supply module 12 through the first diode 132, while in the second embodiment, the brake coil discharges to the second power supply module 12 through the turned-on second switching element 133. For example, the first switching element 131 can be a field-effect transistor or a relay, and the second switching element 133 can also be such a device.

[0039] It should be noted that the second switching element 133 may not be located in the position described above, but rather between the negative output terminal of the second power supply module 12 and the first terminal 21 of the braking coil. In this case, the implementation principle is the same as that described above, and will not be elaborated further here.

[0040] In one specific implementation, the output voltage between the positive and negative output terminals of the second power supply module 12 is adjustable. With the value of L already determined, the discharge speed of the braking coil can be adjusted by changing the value of U. Setting U to a larger value accelerates the discharge speed of the braking coil, while setting U to a smaller value slows it down. Therefore, adjusting the voltage value of the second power supply module 12 achieves the purpose of adjusting the discharge speed of the braking coil. Compared to the prior art, where the discharge speed of the braking coil cannot be adjusted after selecting a TVS diode, this embodiment allows for flexible adjustment of the braking coil's discharge speed according to actual needs.

[0041] In one specific implementation, the DC bus is a common conductive path used in power electronic systems for transmitting and distributing DC power, and it has wide applications in frequency converters, servo drives, new energy systems, electric vehicles, and industrial automation. A DC bus typically consists of a positive bus and a negative bus, with a DC bus capacitor connected between them for filtering and voltage regulation.

[0042] Under normal operating conditions, the voltage across the DC bus capacitor is equal to the DC bus voltage, and this DC bus capacitor can serve as the aforementioned second power supply module 12. In this way, the DC bus voltage determines the discharge rate of the brake coil. Because the DC bus voltage is relatively high (e.g., 540V), the brake coil of the holding brake 2 can discharge at a faster rate.

[0043] In some more specific implementations, the aforementioned DC bus capacitor can supply power to the first power supply module 11. The first power supply module 11 can be a Buck converter circuit, with specific connection methods as follows: Figure 5 As shown. Switch Q1 is the pulse width modulation chopper of the Buck converter circuit, diode D1 is the freewheeling diode of the Buck converter circuit, inductor L1 is the inductor of the Buck converter circuit, and filter capacitor C2 is the filter capacitor of the Buck converter circuit. Switch Q2 is the aforementioned first switching element 131, and diodes D2 and D3 are the freewheeling diodes of the braking coil when the brake 2 is turned off, i.e., the aforementioned first diode 132 and second diode 133.

[0044] When the brake control circuit 1 is powered on, the Buck converter immediately enters its operating mode, establishing the excitation voltage required for the brake coil. At this time, the switch Q2 is off. When power needs to be supplied to the brake coil of brake 2, the switch Q2 can be turned on, thereby immediately outputting the output voltage of the Buck converter to the brake coil. Compared to the conventional Buck converter, which only begins to establish voltage upon receiving the brake release command, this method can accelerate the release speed of brake 2.

[0045] When brake 2 needs to be in the engaged state, switch Q2 can be controlled to open. At this time, the braking coil of brake 2 generates a reverse electromotive force. Taking the voltage across DC bus capacitor C1 as 540V, and taking the voltage at the negative terminal of DC bus capacitor C1 as 0V, the voltage at the second terminal 22 is 540.7V (with the forward voltage drop of diode D2 at 0.7V). The voltage across filter capacitor C2 is 90V. These values ​​are for illustrative purposes only and represent the normal output voltage of the Buck converter circuit, i.e., the supply voltage when brake 2 is released. The voltage across diode D4 (i.e., the third diode) is 0.7V, and the voltage at the first terminal 21 is 90V - 0.7V = 89.3V. At this time, the anode voltage of diode D3 is lower than the cathode voltage, and it is in reverse cutoff. The discharge current flows sequentially through the second terminal 22, diode D2, DC bus capacitor C1, filter capacitor C2, diode D4, and the first terminal 21. During the discharge process, the voltage across the filter capacitor C2 continuously decreases, causing the voltage at the first terminal 21 to continuously decrease, while the voltage at the second terminal 22 remains constant. Therefore, the voltage at the second terminal 22 relative to the first terminal 21 continuously increases. According to the formula U=L*di / dt, U is the voltage at the second terminal 22 relative to the first terminal 21. As the value of U continuously increases, the rate of change of current continuously increases, that is, the discharge speed continuously accelerates.

[0046] When the forward voltage drops of diodes D4 and D3 are the same, for example, both equal to 0.7V, the voltage across the filter capacitor C2 continuously decreases during discharge. When the voltage across the filter capacitor C2 drops to 0V, the cathode voltage of diode D3 is -0.7V, and the anode voltage of diode D3 is 0V. Therefore, diode D3 begins to conduct, and a second discharge path appears. In this discharge path, the discharge current flows sequentially through the second terminal 22, diode D2, DC bus capacitor C1, diode D3, and the first terminal 21. At this time, the braking coil discharges through two conductive paths. The voltage of the second terminal 22 relative to the first terminal 21 is 541.4V. According to the formula U=L*di / dt, U is 541.4V. Combining this with the inductance value L of the braking coil, the discharge rate of the braking coil can be calculated.

[0047] When the forward voltage drop of diode D4 is greater than that of diode D3, for example, when the forward voltage drop of diode D4 is 0.7V and that of diode D3 is 0.3V, during the discharge process, the voltage across filter capacitor C2 continuously decreases. When the voltage drop across filter capacitor C2 reaches 0.4V, the cathode voltage of diode D3 is -0.3V (0.4V - 0.7V = -0.3V), and the anode voltage of diode D3 is 0V. Therefore, diode D3 begins to conduct, and a second discharge path appears. In this discharge path, the discharge current flows sequentially through the second terminal 22, diode D2, DC bus capacitor C1, diode D3, and the first terminal 21. At this time, the braking coil discharges through two conductive paths. The voltage of the second terminal 22 relative to the first terminal 21 is 541V. According to the formula U = L * di / dt, U is 541V. Combining this with the inductance value L of the braking coil, the discharge speed of the braking coil can be calculated.

[0048] When the forward voltage drop of diode D4 is less than that of diode D3, for example, when the forward voltage drop of diode D4 is 0.7V and that of diode D3 is 0.9V, during the discharge process, the voltage across filter capacitor C2 continuously decreases. When the voltage drop across filter capacitor C2 reaches -0.2V, the cathode voltage of diode D3 is -0.9V, and the anode voltage of diode D3 is 0V. Therefore, diode D3 begins to conduct, and a second discharge path appears. In this discharge path, the discharge current flows sequentially through the second terminal 22, diode D2, DC bus capacitor C1, diode D3, and the first terminal 21. At this time, the braking coil discharges through two conductive paths. The voltage of the second terminal 22 relative to the first terminal 21 is 541.6V. According to the formula U=L*di / dt, U is 541.6V. Combined with the inductance value L of the braking coil, the discharge speed of the braking coil can be calculated. However, when the voltage across the filter capacitor C2 is -0.2V, the voltage at the positive terminal of the filter capacitor C2 is lower than the voltage at the negative terminal. The filter capacitor C2 is generally an electrolytic capacitor. When an electrolytic capacitor is subjected to reverse voltage, even if the voltage value is very small, it may cause damage to the electrolytic capacitor, a sharp increase in leakage current, or even dangerous situations such as overheating, bulging, or explosion.

[0049] Based on the above, by ensuring that the forward voltage drop of diode D3 is less than or equal to the forward voltage drop of diode D4, the filter capacitor C2 can be prevented from being damaged due to reverse voltage.

[0050] It should be noted that diode D4 also serves as a reverse protection mechanism. That is, when the first terminal 21 is electrically connected to other parts, and the voltage of those other parts is high, diode D4 can prevent the current generated by that higher voltage from flowing back into the Buck converter circuit. The first power supply module 11 in this embodiment can be in other topologies, but its implementation principle is similar to the above description and will not be detailed here.

[0051] It should be noted that the numerical values ​​mentioned above are merely illustrative and do not limit the scope of protection of the embodiments of this application. When other specific numerical values ​​are used, the technical principles of the embodiments of this application remain unchanged, and the relevant content will not be described in detail here.

[0052] In some embodiments of this application, such as Figure 6 As shown, the brake control circuit 1 may further include a voltage detection module 14 for detecting the output voltage value of the first power supply module. The voltage detection module 14 is electrically connected to the positive voltage output terminal 111 and the negative voltage output terminal 112, respectively. For example, the voltage detection module 14 may be a Hall voltage sensor.

[0053] When the voltage detection module 14 detects that the output voltage of the first power supply module 11 is greater than the preset voltage threshold, the brake control circuit 1 can control the first switching element 131 to disconnect, thereby cutting off the power supply circuit of the first power supply module to the brake 2. This can prevent the brake coil from burning out due to the high voltage output by the first power supply module 11, and thus avoid the brake 2 from failing to work properly (i.e., permanently locked and unable to be released).

[0054] Using the previous example, in the first power supply module 11... Figure 5 In the case of the Buck step-down converter circuit shown, if the switching transistor Q1 is broken down and the voltage detection module 14 detects that the output voltage value of the first power supply module 11 is greater than the preset voltage threshold, the brake control circuit 1 can control the switching transistor Q2 to disconnect to prevent the brake coil from being burned out.

[0055] This application also provides a brake control method, which is applied to a brake control circuit 1. The relevant content of the brake control circuit 1 can be found in the previous description, and will not be described in detail here.

[0056] The brake control method may include the following steps: When the first switching element 131 is opened, a reverse electromotive force is generated inside the braking coil of the brake 2. This electromotive force is discharged to the second power supply module 12 through the forced commutation module. The discharge current flows from the second end 22 of the braking coil to the positive output terminal of the second power supply module 12, and from the negative output terminal of the second power supply module 12 to the first end 21 of the braking coil. For the technical principles and effects of the brake control method, please refer to the relevant descriptions above; they will not be elaborated upon here.

[0057] This application also provides a wind turbine generator set, which may include any of the aforementioned brake control circuits.

[0058] In some embodiments of this application, the wind turbine generator set includes a multi-drive pitch system, which includes multiple brakes. For details regarding the brakes, please refer to the previous description of brake 2.

[0059] The first ends of the braking coils of multiple brakes are electrically connected to each other, and the second ends of the braking coils of multiple brakes are electrically connected to each other. The first and second ends of the multiple brakes are electrically connected to the brake control circuit 1 in the manner described above. In this way, when the first switching element 131 is opened, the braking coils of the multiple brakes can discharge to the second power supply module 12, thereby reducing the heat generated by the multiple brake coils when releasing stored energy.

[0060] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0061] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A brake control circuit, characterized in that, The brake control circuit is used to control the brake to be in a released or engaged state. It includes a first power supply module, a second power supply module, and a forced commutation module; the forced commutation module includes a first switching element. The positive voltage output terminal of the first power supply module is electrically connected to the first terminal of the brake coil of the brake, and the negative voltage output terminal of the first power supply module is electrically connected to the second terminal of the brake coil of the brake via the first switching element; or, the positive voltage output terminal of the first power supply module is electrically connected to the first terminal of the brake coil of the brake via the first switching element, and the negative voltage output terminal of the first power supply module is electrically connected to the second terminal of the brake coil of the brake; when the first switching element is open, a reverse electromotive force is generated inside the brake coil of the brake, which discharges the second power supply module through the forced commutation module. The discharge current flows from the second terminal of the brake coil to the positive output terminal of the second power supply module, and from the negative output terminal of the second power supply module to the first terminal of the brake coil.

2. The brake control circuit according to claim 1, characterized in that, The forced commutation module further includes a first diode, the positive output terminal of the second power supply module is electrically connected to the cathode of the first diode, the second terminal of the braking coil is electrically connected to the anode of the first diode, and the negative output terminal of the second power supply module is electrically connected to the first terminal of the braking coil. And / or, The forced commutation module further includes a second diode. The negative output terminal of the second power supply module is electrically connected to the anode of the second diode. The first terminal of the braking coil is electrically connected to the cathode of the second diode. The positive output terminal of the second power supply module is electrically connected to the second terminal of the braking coil.

3. The brake control circuit according to claim 1, characterized in that, The forced commutation module further includes a second switching element, which is connected between the second power supply module and the braking coil; When the first switching element is in the ON state, the second switching element is controlled to be in the OFF state, so that the braking coil is disconnected from the second power supply module. When the first switching element is turned off, the second switching element is turned on, and a reverse electromotive force is generated inside the braking coil. The second power supply module is discharged through the second switching element. The discharge current flows from the second end of the braking coil to the positive output end of the second power supply module, and from the negative output end of the second power supply module to the first end of the braking coil.

4. The brake control circuit according to claim 1, characterized in that, The second power supply module is a DC bus capacitor.

5. The brake control circuit according to claim 1, characterized in that, The output voltage between the positive and negative output terminals of the second power supply module is adjustable.

6. The brake control circuit according to claim 2, characterized in that, It also includes a third diode; the positive voltage output terminal of the first power supply module is electrically connected to the anode terminal of the third diode, and the cathode terminal of the third diode is electrically connected to the first terminal of the braking coil.

7. The brake control circuit according to claim 6, characterized in that, The forward voltage drop of the second diode is less than or equal to the forward voltage drop of the third diode.

8. The brake control circuit according to claim 4 or 7, characterized in that, The first power supply module is a buck converter circuit.

9. The brake control circuit according to claim 1, characterized in that, The first switching element is a field-effect transistor or a relay.

10. The brake control circuit according to claim 1, characterized in that, It also includes a voltage detection module for detecting the output voltage value of the first power supply module. When the output voltage value of the first power supply module is greater than a preset voltage threshold, the first switching element is controlled to open to cut off the power supply circuit of the first power supply module to the brake.

11. A brake control method, characterized in that, This invention relates to a brake control circuit, used to control the brake to be in an open or closed state. The brake control circuit includes: a first power supply module, a second power supply module, and a forced commutation module. The forced commutation module includes a first switching element. The positive voltage output terminal of the first power supply module is electrically connected to a first terminal of the brake coil of the brake, and the negative voltage output terminal of the first power supply module is electrically connected to a second terminal of the brake coil of the brake via the first switching element; alternatively, the positive voltage output terminal of the first power supply module is electrically connected to a first terminal of the brake coil of the brake via the first switching element, and the negative voltage output terminal of the first power supply module is electrically connected to a second terminal of the brake coil of the brake. The brake control method includes: When the first switching element is disconnected, a reverse electromotive force is generated inside the brake coil of the holding brake. This force is discharged to the second power supply module through the forced commutation module. The discharge current flows from the second end of the brake coil to the positive output end of the second power supply module, and from the negative output end of the second power supply module to the first end of the brake coil.

12. A wind turbine generator set, characterized in that, Includes the brake control circuit as described in any one of claims 1 to 10.

13. The wind turbine generator set according to claim 12, characterized in that, The wind turbine generator set includes a multi-drive pitch system, which includes multiple brakes. The first ends of the braking coils of the multiple brakes are electrically connected to each other, and the second ends of the braking coils of the multiple brakes are electrically connected to each other.

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