Fault ride-through module and converter

Abstract

This application provides a fault ride-through module and a converter, relating to the field of converter technology. The fault ride-through module includes a tray, a first stacked busbar, and a first switching device, a second switching device, a first freewheeling component, and a second freewheeling component disposed on the tray. The first stacked busbar is positioned above the first switching device, the second switching device, the first freewheeling component, and the second freewheeling component. The first switching device and the second switching device are connected in parallel. The first switching device includes a first bridge arm and a second bridge arm, and the second switching device includes a third bridge arm and a fourth bridge arm. The first bridge arm and the third bridge arm are electrically connected to the first freewheeling component via the first stacked busbar, and the second bridge arm and the fourth bridge arm are electrically connected to the second freewheeling component via the first stacked busbar. This design results in high utilization of the switching devices and strong current-carrying capacity of the fault ride-through module.

Description

Technical Field

[0001] This application relates to the field of converter technology, and more particularly to fault ride-through modules and converters. Background Technology

[0002] Three-level technology has advantages such as low loss, high efficiency, and low output harmonic content, and is widely used in power electronic products such as converters. A three-level converter has three bus potentials: positive, neutral (N), and negative. The fault ride-through module of a three-level converter requires protection circuits to protect the positive and negative buses separately.

[0003] In related technologies, fault ride-through modules typically include two switching devices, each with only one arm operating. These two devices are used to protect the positive and negative busbars respectively. However, these technologies suffer from low utilization of the switching devices and weak current-carrying capacity. Utility Model Content

[0004] The embodiments of this application aim to provide a fault ride-through module and converter to solve the problems of low utilization of switching devices and weak current carrying capacity of fault ride-through modules in the prior art.

[0005] The first aspect of this application provides a fault ride-through module, which includes a tray, a first switching device, a second switching device, a first freewheeling component, a second freewheeling component, and a first stacked busbar.

[0006] The first switching device, the second switching device, the first freewheeling component, and the second freewheeling component are all disposed on the tray, and the first stacked busbar is disposed above the first switching device, the second switching device, the first freewheeling component, and the second freewheeling component.

[0007] The first switching device and the second switching device are connected in parallel. The first switching device includes a first bridge arm and a second bridge arm, and the second switching device includes a third bridge arm and a fourth bridge arm. The first bridge arm and the third bridge arm are electrically connected to the first freewheeling component through a first stacked busbar, and the second bridge arm and the fourth bridge arm are electrically connected to the second freewheeling component through the first stacked busbar.

[0008] The fault ride-through module provided in this application embodiment has its first and second arms of a first switching device electrically connected to a first and second freewheeling component, respectively. Similarly, the third and fourth arms of a second switching device are also electrically connected to the first and second freewheeling components. Through the freewheeling of the first and second freewheeling components, both arms of the first and second switching devices operate simultaneously, resulting in higher utilization rates for both devices and reducing their number, thus lowering the cost of the fault ride-through module. The parallel connection of the first and second switching devices enhances the current-carrying capacity of the fault ride-through module, meeting the needs of high-current-carrying applications. This achieves a dual optimization of both performance and cost for the fault ride-through module.

[0009] In addition, the electrical connections between the first and third bridge arms and the first freewheeling component, as well as between the second and fourth bridge arms and the second freewheeling component, are convenient and make full use of space, resulting in a compact fault ride-through module structure and improving its power density. Furthermore, the electrical connections between the first and third bridge arms and the first freewheeling component, as well as between the second and fourth bridge arms and the second freewheeling component, are all achieved through the first stacked busbar, reducing the number of components in the fault ride-through module and facilitating its assembly. Additionally, this also helps to shorten the current paths between the first and third bridge arms and the first freewheeling component, and between the second and fourth bridge arms and the second freewheeling component, thus reducing parasitic inductance.

[0010] Optionally, the first switching device and the second switching device are arranged side by side, and the first freewheeling component and the second freewheeling component are arranged side by side. Along the left-right direction, the first switching device and the second switching device are located between the first freewheeling component and the second freewheeling component.

[0011] In this way, while achieving a compact layout and high power density in the fault ride-through module, it helps reduce interference and transmission losses between the positive and negative power loop paths, minimizes the differences between them, and improves system reliability. Furthermore, the wiring of the fault ride-through module is relatively easy.

[0012] Optionally, the fault-crossing module further includes a first heat sink and a second heat sink, which are fixedly connected to the tray and arranged side-by-side. A first switching device and a second switching device are located between the first and second heat sinks in the left-right direction. A first freewheeling component is fixedly connected to the first heat sink, and a second freewheeling component is fixedly connected to the second heat sink.

[0013] This makes it easier to assemble the first and second freewheeling components onto the tray, facilitates heat dissipation for both components, and allows for a more compact overall layout, improving space utilization and increasing the power density of the fault ride-through module.

[0014] Optionally, the fault-crossing module also includes a capacitor bank and a second stacked busbar. The capacitor bank is mounted on a tray and is located behind the first and second switching devices.

[0015] The second stacked busbar is positioned above the first switching device, the second switching device, the first freewheeling component, the second freewheeling component, and the capacitor bank.

[0016] The capacitor bank, the first switching device, the second switching device, the first freewheeling component, and the second freewheeling component are all electrically connected to the second stacked busbar.

[0017] In this way, the size of the first and second switching devices imposes fewer restrictions on the capacitor bank configuration, allowing for more flexible capacitor bank placement. Furthermore, it facilitates the electrical connection of the capacitor bank, first and second switching devices, first and second freewheeling components, and the busbar, making full use of space and resulting in a compact fault ride-through module structure, which is beneficial for increasing the power density of the fault ride-through module. Additionally, the electrical connection of the capacitor bank, first and second switching devices, first and second freewheeling components, and the busbar is all achieved through the second laminated busbar, reducing the number of components in the fault ride-through module and facilitating its assembly. Moreover, it also helps to shorten the current path between the capacitor bank, first and second switching devices, first and second freewheeling components, and the busbar, reducing parasitic inductance and resulting in better electrical performance of the fault ride-through module.

[0018] Optionally, the fault-crossing module further includes an adapter board and a drive assembly. The drive assembly is mounted on a tray and is located to the side of the capacitor bank in the left-right direction. In the up-down direction, the adapter board is located between the first and second switching devices and the second stacked busbar, and also between the first and second switching devices and the first stacked busbar. The drive assembly is electrically connected to the first and second switching devices via the adapter board.

[0019] In this way, the drive assembly can be electrically connected to the first and second switching devices through the adapter board below the first and second stacked busbars. This makes it easier to achieve electrical connection between the drive assembly and the first and second switching devices, and makes wiring between the drive assembly and the first and second switching devices easier. The overall layout of the fault ride-through module is more compact and has a higher power density.

[0020] Optionally, the drive assembly includes a first drive board and a second drive board arranged side-by-side. A capacitor bank is located between the first and second drive boards in the left-right direction. The adapter board has a first trace and a second trace spaced apart from each other. The first drive board is electrically connected to the first and third bridge arms via the first trace, and the second drive board is electrically connected to the second and fourth bridge arms via the second trace.

[0021] This design facilitates easy electrical connections between the first and second drive boards and the first and second switching devices, while also meeting safety regulations for fault ride-through modules in high-voltage environments, thus promoting their application in such scenarios. Furthermore, the fault ride-through module boasts a compact overall layout and high power density. Additionally, cable routing for connecting the first and second drive boards is also relatively convenient.

[0022] Optionally, the first stacked busbar has a first electrical connection structure and a second electrical connection structure. Both the first electrical connection structure and the second electrical connection structure are located at the front end of the first stacked busbar. The first electrical connection structure and the second electrical connection structure are located at the left and right edges of the first stacked busbar, respectively. The first electrical connection structure is electrically connected to the first bridge arm and the third bridge arm. The first electrical connection structure is also used to electrically connect to the first braking resistor of the converter. The second electrical connection structure is electrically connected to the second bridge arm and the fourth bridge arm. The second electrical connection structure is also used to electrically connect to the second braking resistor of the converter.

[0023] This facilitates the electrical connection between the first and third bridge arms and the first freewheeling component, as well as the second and fourth bridge arms and the second freewheeling component, via the first stacked busbar. Cable routing is easier, enabling a compact layout of the fault-crossing module and improving its power density. Furthermore, the first and second electrical connection structures are located at the left and right edges of the first stacked busbar, respectively. This reduces interference and transmission losses between the loops formed by the first and second braking resistor connections, minimizes the difference between the positive and negative power circuit paths, and improves system reliability.

[0024] Optionally, the fault ride-through module further includes a first current sensing device and a second current sensing device. Both the first and second current sensing devices are mounted on a tray, positioned in front of the first stacked busbar. The first current sensing device is adjacent to the first electrical connection structure and is used to detect the return current between the first braking resistor and the first and third bridge arms. The second current sensing device is adjacent to the second electrical connection structure and is used to detect the return current between the second braking resistor and the second and fourth bridge arms.

[0025] This facilitates the detection of the return current between the first and third bridge arms, as well as the return current between the second braking resistor and the second and fourth bridge arms, enabling corresponding control based on the intensity of the return current. The fault ride-through module has a compact overall structure, high power density, and accurate detection of the return current.

[0026] Optionally, the first stacked busbar includes a first conductive layer, a second conductive layer, and a first insulating layer, with the first insulating layer disposed between the first conductive layer and the second conductive layer. The first bridge arm and the third bridge arm are electrically connected to the first conductive layer, and the first conductive layer is electrically connected to the first freewheeling component, such that the first bridge arm and the third bridge arm are electrically connected to the first freewheeling component through the first conductive layer. The second bridge arm and the fourth bridge arm are electrically connected to the second conductive layer, and the second conductive layer is electrically connected to the second freewheeling component, such that the second bridge arm and the fourth bridge arm are electrically connected to the second freewheeling component through the second conductive layer.

[0027] This facilitates the electrical connection between the first and third bridge arms and the first freewheeling component, as well as the second and fourth bridge arms and the second freewheeling component, through the first stacked busbar, which reduces the generation of parasitic inductance and improves the electrical performance of the fault ride-through module.

[0028] A second aspect of this application provides a converter including a first braking resistor, a second braking resistor, and a fault ride-through module as described in any of the above embodiments. The first braking resistor is electrically connected to a first bridge arm and a third bridge arm of the fault ride-through module via a first stacked busbar of the fault ride-through module. The second braking resistor is electrically connected to a second bridge arm and a fourth bridge arm of the fault ride-through module via the first stacked busbar of the fault ride-through module. Attached Figure Description

[0029] 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 some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A schematic diagram of a converter provided in an embodiment of this application;

[0031] Figure 2 A schematic diagram of yet another converter provided in the embodiments of this application;

[0032] Figure 3 A circuit connection diagram of a converter provided in an embodiment of this application;

[0033] Figure 4A schematic diagram of a fault-crossing module provided in an embodiment of this application;

[0034] Figure 5 A schematic diagram from one perspective of another fault-crossing module provided in an embodiment of this application;

[0035] Figure 6 for Figure 5 This is a schematic diagram from another perspective of the fault traversal module provided in the documentation.

[0036] Explanation of reference numerals in the attached figures:

[0037] 10. Fault-crossing module; 20. First braking resistor; 30. Second braking resistor; 40. Chassis; 50. Sliding plate;

[0038] 100, Tray; 110, First Radiator; 120, Second Radiator; 130, First Support Assembly; 140, Second Support Assembly;

[0039] 200a, First switching device; 210a, First bridge arm; 220a, Second bridge arm; 200b, Second switching device; 210b, Third bridge arm; 220b, Fourth bridge arm;

[0040] 300a, First freewheeling assembly; 310a, First freewheeling device; 320a, Second freewheeling device; 300b, Second freewheeling assembly; 310b, Third freewheeling device; 320b, Fourth freewheeling device;

[0041] 400. First stacked busbar; 410. First electrical connection structure; 420. Second electrical connection structure;

[0042] 500, Second stacked motherboard;

[0043] 600. Capacitor bank; 610. First capacitor; 620. Second capacitor;

[0044] 700, Adapter board;

[0045] 800. Drive component; 810. First drive board; 820. Second drive board;

[0046] 910. First current sensing device; 920. Second current sensing device;

[0047] L1, positive busbar; L2, negative busbar; L3, N-pole busbar. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0049] Figure 1 This is a schematic diagram of a converter provided in an embodiment of this application. Figure 2 This is a schematic diagram of yet another converter provided in an embodiment of this application. Figure 3 This is a circuit connection diagram of a converter provided in an embodiment of this application. In the coordinate system shown, the positive x-direction is forward, the negative x-direction is backward, the positive y-direction is right, the negative y-direction is left, the positive z-direction is upward, and the negative z-direction is downward.

[0050] like Figure 1 , Figure 2 As shown, this application embodiment provides a converter, which includes a chassis 40, a fault ride-through module 10, a first braking resistor 20, and a second braking resistor 30. The fault ride-through module 10, the first braking resistor 20, and the second braking resistor 30 are all disposed within the chassis 40, and the first braking resistor 20 and the second braking resistor 30 are electrically connected to the fault ride-through module 10. Figure 3 As shown, the converter also includes a positive bus L1, a negative bus L2, and an N-pole bus L3. One of the first braking resistor 20 and the second braking resistor 30 is electrically connected to the positive bus L1, and the other of the first braking resistor 20 and the second braking resistor 30 is electrically connected to the negative bus L2. The fault ride-through module 10 is used to protect the positive bus L1 and the negative bus L2 respectively through the first braking resistor 20 and the second braking resistor 30.

[0051] The following explanation uses the example of the first braking resistor 20 being electrically connected to the positive bus L1 and the second braking resistor 30 being electrically connected to the negative bus L2. In this case, the fault-crossing module 10 is used to protect the positive bus L1 through the first braking resistor 20, and the fault-crossing module 10 is used to protect the negative bus L2 through the second braking resistor 30. Of course, the first braking resistor 20 can also be electrically connected to the negative bus L2 and the second braking resistor 30 can be electrically connected to the positive bus L1. In this case, the connection relationships of other devices can be adjusted adaptively with reference to the settings described below.

[0052] like Figure 1 , Figure 2As shown, for example, the first braking resistor 20 and the second braking resistor 30 are respectively disposed on the left and right sides of the fault passage module 10. The first braking resistor 20 and the second braking resistor 30 are respectively connected to the part of the fault passage module 10 closest to itself, so that the interference between the circuit formed by the first braking resistor 20 and the circuit formed by the second braking resistor 30 is small and the transmission loss is small, which helps to reduce the difference between the positive power circuit path and the negative power circuit path and improve the reliability of the system.

[0053] For example, the first braking resistor 20 and the second braking resistor 30 can be arranged symmetrically on the left and right sides of the fault ride-through module 10 relative to the fault ride-through module 10, so as to further reduce the difference between the positive power circuit path and the negative power circuit path and further improve the reliability of the system.

[0054] In some examples, the converter also includes a push-pull plate 50, which is located inside a chassis 40. The inner wall of the chassis 40 has a slide rail, and the push-pull plate 50 is slidably connected to the inner wall of the chassis 40 via the slide rail. The push-pull plate 50 can slide back and forth relative to the chassis 40. The fault-passing module 10, the first braking resistor 20, and the second braking resistor 30 are all located on the push-pull plate 50. The first braking resistor 20 and the second braking resistor 30 can be electrically connected to the fault-passing module 10 via corresponding cables, so that the fault-passing module 10, the first braking resistor 20, and the second braking resistor 30 can be pulled out via the push-pull plate 50 for maintenance, facilitating quick maintenance.

[0055] like Figure 3 As shown, the fault ride-through module 10 includes a first switching device 200a, a second switching device 200b, a first freewheeling component 300a, and a second freewheeling component 300b. The first switching device 200a and the second switching device 200b are connected in parallel. The first switching device 200a includes a first bridge arm 210a and a second bridge arm 220a, and the second switching device 200b includes a third bridge arm 210b and a fourth bridge arm 220b. The first bridge arm 210a and the third bridge arm 210b are electrically connected to the first freewheeling component 300a, and the second bridge arm 220a and the fourth bridge arm 220b are electrically connected to the second freewheeling component 300b.

[0056] In this way, the first bridge arm 210a and the second bridge arm 220a of the first switching device 200a are electrically connected to the first freewheeling component 300a and the second freewheeling component 300b, respectively. The third bridge arm 210b and the fourth bridge arm 220b of the second switching device 200b are also electrically connected to the first freewheeling component 300a and the second freewheeling component 300b, respectively. Through the freewheeling of the first freewheeling component 300a and the second freewheeling component 300b, both bridge arms of the first switching device 200a and the two bridge arms of the second switching device 200b simultaneously participate in operation, resulting in higher utilization rates of the first and second switching devices 200a and 200b. This reduces the number of switching devices and lowers the cost of the fault ride-through module 10. The parallel connection of the first switching device 200a and the second switching device 200b improves the current-carrying capacity of the fault ride-through module 10, meeting the needs of high-current-carrying application scenarios. Thus, both performance and cost of the fault ride-through module 10 are optimized.

[0057] For example, one end of the first freewheeling component 300a is electrically connected to the positive bus L1, and the other end of the first freewheeling component 300a is electrically connected to one end of the first bridge arm 210a and one end of the third bridge arm 210b. The other end of the first bridge arm 210a is electrically connected to one end of the second bridge arm 220a, and the other end of the third bridge arm 210b is electrically connected to one end of the fourth bridge arm 220b. The other ends of the second bridge arm 220a and the fourth bridge arm 220b are electrically connected to one end of the second freewheeling component 300b, and the other end of the second freewheeling component 300b is electrically connected to the negative bus L2. The first bridge arm 210a is connected to one end of the second bridge arm 220a, the second bridge arm 220a is connected to one end of the first bridge arm 210a, the third bridge arm 210b is connected to one end of the fourth bridge arm 220b, and the fourth bridge arm 220b is connected to one end of the third bridge arm 210b and electrically connected to the N-pole bus L3.

[0058] One end of the first braking resistor 20 is electrically connected to one end of the positive bus L1 of the first freewheeling assembly 300a, and the other end of the first braking resistor 20 is electrically connected to one end of the first bridge arm 210a and the third bridge arm 210b of the first freewheeling assembly 300a. The first braking resistor 20 is connected in parallel with the first freewheeling assembly 300a.

[0059] One end of the second braking resistor 30 is electrically connected to one end of the negative bus L2 of the second freewheeling assembly 300b, and the other end of the second braking resistor 30 is electrically connected to one end of the second bridge arm 220a and the fourth bridge arm 220b of the second freewheeling assembly 30b. The second braking resistor 30 is connected in parallel with the second freewheeling assembly 300b.

[0060] For example, both the first switching device 200a and the second switching device 200b can be insulated gate bipolar transistors (IGBTs).

[0061] For example, the fault-crossing module 10 further includes a capacitor bank 600, which is electrically connected to the positive bus L1, the negative bus L2, and the N-bus L3. Specifically, the capacitor bank 600 includes a first capacitor 610 and a second capacitor 620. One end of the first capacitor 610 is electrically connected to the positive bus L1, and the other end of the first capacitor 610 is electrically connected to the N-bus L3. One end of the second capacitor 620 is electrically connected to the negative bus L2, and the other end of the second capacitor 620 is electrically connected to the N-bus L3. The end of the first capacitor 610 connected to the N-bus L3 is electrically connected to the end of the second capacitor 620 connected to the N-bus L3.

[0062] In some examples, the first freewheeling component 300a includes a first freewheeling device 310a and a second freewheeling device 320a connected in parallel, and the second freewheeling component 300b includes a third freewheeling device 310b and a fourth freewheeling device 320b connected in parallel.

[0063] This helps to improve the current throughput capacity of the fault ride-through module 10, so as to meet the needs of high current throughput application scenarios.

[0064] For example, the first braking resistor 20, the first freewheeling device 310a, and the second freewheeling device 320a are connected in parallel. One end of the first freewheeling device 310a, one end of the second freewheeling device 320a, and one end of the first braking resistor 20 are electrically connected to the positive bus L1. The other ends of the first freewheeling device 310a, the second freewheeling device 320a, and the first braking resistor 20 are electrically connected to the first bridge arm 210a and the third bridge arm 210b. The second braking resistor 30, the third freewheeling device 310b, and the fourth freewheeling device 320b are connected in parallel. One end of the third freewheeling device 310b, one end of the fourth freewheeling device 320b, and one end of the second braking resistor 30 are electrically connected to the negative bus L2. The other ends of the third freewheeling device 310b, the fourth freewheeling device 320b, and the second braking resistor 30 are electrically connected to the second bridge arm 220a and the fourth bridge arm 220b.

[0065] For example, the first freewheeling device 310a, the second freewheeling device 320a, the third freewheeling device 310b and the fourth freewheeling device 320b can all be diodes.

[0066] Figure 4 This is a schematic diagram of a fault-crossing module provided in an embodiment of this application. Figure 5 This is a schematic diagram from one perspective of another fault-crossing module provided in an embodiment of this application. Figure 6 for Figure 5 This is a schematic diagram from another perspective of the fault traversal module provided in the documentation. Figure 4 and Figure 5 The difference lies in Figure 4 The first stacked motherboard 400 was removed. Figure 5 and Figure 6 The difference lies in the perspective. Figure 6 The middle view is from above.

[0067] like Figure 4 As shown in the embodiment of this application, the fault-crossing module 10 further includes a tray 100, on which the first switching device 200a, the second switching device 200b, the first freewheeling component 300a and the second freewheeling component 300b are all disposed. The tray 100 is disposed on the push-pull plate 50.

[0068] For example, the tray 100 can be fixedly connected to the push-pull plate 50 by means of fasteners or the like.

[0069] For example, tray 100 can be a sheet metal structure.

[0070] like Figures 4-6 As shown, the fault-crossing module 10 also includes a first stacked busbar 400, which is disposed above the first switching device 200a, the second switching device 200b, the first freewheeling component 300a, and the second freewheeling component 300b. The orthographic projection of the first stacked busbar 400 on the tray 100 covers portions of the orthographic projections of the first switching device 200a, the second switching device 200b, the first freewheeling component 300a, and the second freewheeling component 300b on the tray 100. The first bridge arm 210a and the third bridge arm 210b are electrically connected to the first freewheeling component 300a via the first stacked busbar 400, and the second bridge arm 220a and the fourth bridge arm 220b are electrically connected to the second freewheeling component 300b via the first stacked busbar 400.

[0071] In this way, the electrical connections between the first bridge arm 210a and the third bridge arm 210b and the first freewheeling component 300a, and between the second bridge arm 220a and the fourth bridge arm 220b and the second freewheeling component 300b, are convenient and make full use of space, resulting in a compact structure for the fault ride-through module 10 and improving its power density. Furthermore, the electrical connections between the first bridge arm 210a and the third bridge arm 210b and the first freewheeling component 300a, and between the second bridge arm 220a and the fourth bridge arm 220b and the second freewheeling component 300b, are all achieved through the first stacked busbar 400, reducing the number of components in the fault ride-through module 10 and facilitating its assembly. Additionally, this also helps to shorten the current paths between the first bridge arm 210a and the third bridge arm 210b and the first freewheeling component 300a, and between the second bridge arm 220a and the fourth bridge arm 220b and the second freewheeling component 300b, thus reducing parasitic inductance.

[0072] For example, the first braking resistor 20 is electrically connected to the first bridge arm 210a and the third bridge arm 210b via the first stacked busbar 400. The second braking resistor 30 is electrically connected to the second bridge arm 220a and the fourth bridge arm 220b via the first stacked busbar 400.

[0073] In this way, the electrical connection between the first braking resistor 20 and the first bridge arm 210a and the third bridge arm 210b, and the second braking resistor 30 and the second bridge arm 220a and the fourth bridge arm 220b are relatively convenient, and the cable routing is relatively easy, which is conducive to achieving a compact layout of the fault ride-through module 10 and improving the power density of the fault ride-through module 10. In addition, the first braking resistor 20 and the first bridge arm 210a and the third bridge arm 210b, and the second braking resistor 30 and the second bridge arm 220a and the fourth bridge arm 220b are all electrically connected through the first stacked busbar 400, which reduces the number of components in the fault ride-through module 10 and facilitates the assembly of the fault ride-through module 10.

[0074] For example, the fault-crossing module 10 also includes a first support component 130, which is disposed on the tray 100 and between the tray 100 and the first stacked busbar 400. The first support component 130 supports the first stacked busbar 400, thereby facilitating the placement of the first stacked busbar 400 above the first switching device 200a, the second switching device 200b, the first freewheeling component 300a, and the second freewheeling component 300b.

[0075] For example, the first support assembly 130 may include a plurality of first support bodies spaced apart. The lower end of the first support body may be fixedly connected to the tray 100 by fasteners, and the upper end of the first support body may be fixedly connected to the first stacked busbar 400 by fasteners. For instance, the first support assembly 130 may include two first support bodies spaced apart from each other. Along the left-right direction, the first switching device 200a and the second switching device 200b are located between the two first support bodies.

[0076] For example, the first stacked busbar 400 includes a first conductive layer, a second conductive layer, and a first insulating layer, with the first insulating layer disposed between the first conductive layer and the second conductive layer. A first bridge arm 210a and a third bridge arm 210b are electrically connected to the first conductive layer, and the first conductive layer is electrically connected to the first freewheeling assembly 300a, such that the first bridge arm 210a and the third bridge arm 210b are electrically connected to the first freewheeling assembly 300a through the first conductive layer. A second bridge arm 220a and a fourth bridge arm 220b are electrically connected to the second conductive layer, and the second conductive layer is electrically connected to the second freewheeling assembly 300b, such that the second bridge arm 220a and the fourth bridge arm 220b are electrically connected to the second freewheeling assembly 300b through the second conductive layer.

[0077] This facilitates the electrical connection between the first bridge arm 210a and the third bridge arm 210b and the first freewheeling component 300a, and between the second bridge arm 220a and the fourth bridge arm 220b and the second freewheeling component 300b, through the first stacked busbar 400. This reduces the generation of parasitic inductance and improves the electrical performance of the fault ride-through module 10.

[0078] For example, the first braking resistor 20 is electrically connected to the first conductive layer, such that the first braking resistor 20 is electrically connected to the first bridge arm 210a and the third bridge arm 210b through the first conductive layer. The second braking resistor 30 is electrically connected to the second conductive layer, such that the second braking resistor 30 is electrically connected to the second bridge arm 220a and the third bridge arm 210b through the second conductive layer.

[0079] In some possible implementations, the first stacked busbar 400 has a first electrical connection structure 410 and a second electrical connection structure 420. Both the first electrical connection structure 410 and the second electrical connection structure 420 are located at the front end of the first stacked busbar 400. The first electrical connection structure 410 and the second electrical connection structure 420 are respectively located at the left and right edges of the first stacked busbar 400. The first electrical connection structure 410 is electrically connected to the first bridge arm 210a and the third bridge arm 210b. The first electrical connection structure 410 is also used to electrically connect to the first braking resistor 20. The second electrical connection structure 420 is electrically connected to the second bridge arm 220a and the fourth bridge arm 220b. The second electrical connection structure 420 is also used to electrically connect to the second braking resistor 30.

[0080] This facilitates the electrical connection of the first bridge arm 210a and the third bridge arm 210b to the first freewheeling component 300a, and the second bridge arm 220a and the fourth bridge arm 220b to the second freewheeling component 300b via the first stacked busbar 400. Cable routing is easier, enabling a compact layout of the fault-crossing module 10 and improving its power density. Furthermore, the first electrical connection structure 410 and the second electrical connection structure 420 are located at the left and right edges of the first stacked busbar 400, respectively. This reduces interference and transmission loss between the circuits formed by the first braking resistor 20 and the second braking resistor 30, minimizes the difference between the positive and negative power circuit paths, and improves system reliability.

[0081] For example, along the left-right direction, the first electrical connection structure 410 is disposed on the side of the first stacked busbar 400 near the first braking resistor 20, and the second electrical connection structure 420 is disposed on the side of the first stacked busbar 400 near the second braking resistor 30. This makes the interference between the circuit formed by the connection of the first braking resistor 20 and the circuit formed by the connection of the second braking resistor 30 smaller and the transmission loss smaller, which helps to reduce the difference between the positive power circuit path and the negative power circuit path and improve the reliability of the system.

[0082] For example, the first braking resistor 20 can be connected to the first electrical connection structure 410 via a corresponding cable, and the second braking resistor 30 can be connected to the second electrical connection structure 420 via a corresponding cable.

[0083] For example, the first electrical connection structure 410 is electrically connected to the first conductive layer, such that the first braking resistor 20 is electrically connected to the first conductive layer through the first electrical connection structure 410. The second electrical connection structure 420 is electrically connected to the second conductive layer, such that the second braking resistor 30 is electrically connected to the second conductive layer through the second electrical connection structure 420.

[0084] In some possible implementations, the fault-crossing module 10 further includes a first current detection device 910 and a second current detection device 920. Both the first current detection device 910 and the second current detection device 920 are disposed on the tray 100, and are located in front of the first stacked busbar 400. The first current detection device 910 is disposed adjacent to the first electrical connection structure 410, and is used to detect the return current between the first braking resistor 20 and the first bridge arm 210a and the third bridge arm 210b. The second current detection device 920 is disposed adjacent to the second electrical connection structure 420, and is used to detect the return current between the second braking resistor 30 and the second bridge arm 220a and the fourth bridge arm 220b.

[0085] This facilitates the detection of the return current between the first bridge arm 210a and the third bridge arm 210b, as well as the return current between the second braking resistor 30 and the second bridge arm 220a and the fourth bridge arm 220b, enabling corresponding control based on the intensity of the return current. The fault ride-through module 10 has a relatively compact overall structure, high power density, and accurate detection of the return current.

[0086] For example, both the first current sensing device 910 and the second current sensing device 920 can be Hall elements.

[0087] In some possible implementations, the first switching device 200a and the second switching device 200b are arranged side by side, and the first freewheeling component 300a and the second freewheeling component 300b are arranged side by side. Along the left-right direction, the first switching device 200a and the second switching device 200b are located between the first freewheeling component 300a and the second freewheeling component 300b.

[0088] In this way, while achieving a compact layout and high power density, the fault ride-through module 10 helps reduce interference and transmission losses between the positive and negative power loop paths, minimizes the differences between them, and improves system reliability. Furthermore, the wiring of the fault ride-through module 10 is relatively easy.

[0089] For example, the first freewheeling component 300a is located on the side of the first switching device 200a and the second switching device 200b close to the first braking resistor 20, and the second freewheeling component 300b is located on the side of the first switching device 200a and the second switching device 200b close to the second braking resistor 30.

[0090] In some possible implementations, the fault-crossing module 10 further includes a first heat sink 110 and a second heat sink 120, which are fixedly connected to the tray 100 and arranged side-by-side. Along the left-right direction, a first switching device 200a and a second switching device 200b are located between the first heat sink 110 and the second heat sink 120. A first freewheeling component 300a is fixedly connected to the first heat sink 110, and a second freewheeling component 300b is fixedly connected to the second heat sink 120.

[0091] This makes it easier to assemble the first freewheeling component 300a and the second freewheeling component 300b onto the tray 100, while also facilitating heat dissipation for the first freewheeling component 300a and the second freewheeling component 300b. In addition, it allows for a more compact overall layout, which is beneficial for improving space utilization and increasing the power density of the fault ride-through module 10.

[0092] In some examples where the first freewheeling assembly 300a includes a first freewheeling device 310a and a second freewheeling device 320a, and the second freewheeling assembly 300b includes a third freewheeling device 310b and a fourth freewheeling device 320b, the first freewheeling device 310a and the second freewheeling device 320a are respectively fixedly connected to the left and right sides of the first heat sink 110. The third freewheeling device 310b and the fourth freewheeling device 320b are respectively fixedly connected to the left and right sides of the second heat sink 120.

[0093] This makes it easier to assemble the first freewheeling device 310a, the second freewheeling device 320a, the third freewheeling device 310b, and the fourth freewheeling device 320b onto the tray 100, while also facilitating heat dissipation for these devices. Furthermore, it allows for a more compact overall layout, improving space utilization and increasing the power density of the fault ride-through module 10.

[0094] For example, both the first radiator 110 and the second radiator 120 are arranged vertically. For instance, the first radiator 110 and the second radiator 120 may be perpendicular to the left-right direction.

[0095] In some possible implementations, the capacitor bank 600 is disposed on the tray 100, located behind the first switching device 200a and the second switching device 200b. This arrangement, compared to a configuration where the capacitor bank 600 is positioned above the first and second switching devices 200a and 200b, places fewer restrictions on the placement of the capacitor bank 600 due to the dimensions of the first and second switching devices 200a and 200b, allowing for greater flexibility in its placement. Furthermore, the fault-crossing module 10 has a more compact structure and higher power density.

[0096] In some possible implementations, the fault-crossing module 10 further includes a second stacked busbar 500. The second stacked busbar 500 is disposed above the first switching device 200a, the second switching device 200b, the first freewheeling assembly 300a, the second freewheeling assembly 300b, and the capacitor bank 600, and is disposed behind the first stacked busbar 400. The orthographic projection of the second stacked busbar 500 on the tray 100 covers a portion of the orthographic projection of the first switching device 200a on the tray 100, a portion of the orthographic projection of the second switching device 200b on the tray 100, a portion of the orthographic projection of the first freewheeling assembly 300a on the tray 100, a portion of the orthographic projection of the second freewheeling assembly 300b on the tray 100, and at least a portion of the orthographic projection of the capacitor bank 600 on the tray 100. The capacitor bank 600, the first switching device 200a, the second switching device 200b, the first freewheeling component 300a, and the second freewheeling component 300b are all electrically connected to the second stacked busbar 500.

[0097] This design facilitates the electrical connection of the capacitor bank 600, the first switching device 200a, the second switching device 200b, the first freewheeling component 300a, and the second freewheeling component 300b to the busbar, while also making full use of space. This results in a compact structure for the fault ride-through module 10, which is beneficial for increasing its power density. Furthermore, the electrical connections of the capacitor bank 600, the first switching device 200a, the second switching device 200b, the first freewheeling component 300a, and the second freewheeling component 300b to the busbar are all achieved through the second stacked busbar 500, reducing the number of components in the fault ride-through module 10 and simplifying its assembly. Additionally, it shortens the current path between the capacitor bank 600, the first switching device 200a, the second switching device 200b, the first freewheeling component 300a, and the second freewheeling component 300b and the busbar, reducing parasitic inductance and improving the electrical performance of the fault ride-through module 10.

[0098] For example, the first braking resistor 20 is electrically connected to one end of the positive bus L1 of the first freewheeling assembly 300a via the second stacked busbar 500. The second braking resistor 30 is electrically connected to one end of the negative bus L2 of the second freewheeling assembly 300b via the second stacked busbar 500.

[0099] In this way, the electrical connection between the first braking resistor 20 and the end of the first freewheeling component 300a connected to the positive bus L1, and the end of the second braking resistor 30 and the end of the second freewheeling component 300b connected to the negative bus L2, is relatively convenient, and the cable routing is easier, which is conducive to achieving a compact layout of the fault ride-through module 10 and improving the power density of the fault ride-through module 10. In addition, the electrical connection between the first braking resistor 20 and the end of the first freewheeling component 300a connected to the positive bus L1, and the end of the second braking resistor 30 and the end of the second freewheeling component 300b connected to the negative bus L2, are all achieved through the second stacked busbar 500, which reduces the number of components in the fault ride-through module 10 and facilitates its assembly.

[0100] For example, the first braking resistor 20 is connected to the second stacked busbar 500 via a corresponding cable. The second braking resistor 30 is connected to the second stacked busbar 500 via a corresponding cable.

[0101] For example, the second stacked busbar 500 includes a positive layer, a negative layer, an N-pole layer, and a second insulating layer. The N-pole layer can be disposed between the positive layer and the negative layer. A second insulating layer is disposed between the N-pole layer and the positive layer, and also between the N-pole layer and the negative layer. The positive busbar L1 is electrically connected to the positive layer, the negative busbar L2 is electrically connected to the negative layer, and the N-pole busbar L3 is electrically connected to the N-pole layer, resulting in a smaller parasitic inductance of the fault-passing module 10 and better electrical performance.

[0102] The first freewheeling component 300a is electrically connected at one end to the positive bus L1 and to the positive layer, thus connecting to the positive bus L1 through the positive layer. The first braking resistor 20 is electrically connected at one end to the positive bus L1 and to the positive layer, thus connecting to the positive bus L1 through the positive layer. The second freewheeling component 300b is electrically connected at one end to the negative bus L2 and to the negative layer, thus connecting to the negative bus L2 through the negative layer. The second braking resistor 30 is electrically connected at one end to the negative bus L2 and to the negative layer, thus connecting to the negative bus L2 through the negative layer. One end of the first capacitor 610 is electrically connected to the positive layer, thus connecting to the positive bus L1 through the positive layer. The other end of the first capacitor 610 is electrically connected to the N-terminal layer, thus connecting to the N-terminal bus L3 through the N-terminal layer. One end of the second capacitor 620 is electrically connected to the negative electrode layer, so as to be electrically connected to the negative bus L2 through the negative electrode layer. The other end of the second capacitor 620 is electrically connected to the N-electrode layer, so as to be electrically connected to the N-electrode bus L3 through the N-electrode layer. The ends of the first bridge arm 210a, the second bridge arm 220a, the third bridge arm 210b, and the fourth bridge arm 220b connected to the N-electrode bus L3 are all electrically connected to the N-electrode layer, so as to be electrically connected to the N-electrode bus L3 through the N-electrode layer.

[0103] For example, the fault-crossing module 10 further includes a second support component 140, which is disposed on the tray 100 and between the tray 100 and the second stacked busbar 500, supporting the second stacked busbar 500. This facilitates the placement of the second stacked busbar 500 above the first switching device 200a, the second switching device 200b, the first freewheeling component 300a, the second freewheeling component 300b, and the capacitor bank 600.

[0104] For example, the second support component 140 may include a plurality of second support bodies spaced apart. The lower end of the second support body may be fixedly connected to the tray 100 by fasteners, and the upper end of the second support body may be fixedly connected to the second stacked busbar 500 by fasteners.

[0105] For example, the fault-crossing module 10 also includes a drive assembly 800, which is disposed on the tray 100. The drive assembly 800 is electrically connected to the first switch device 200a and the second switch device 200b, and is used to control the first switch device 200a and the second switch device 200b.

[0106] In some possible implementations, the drive assembly 800 includes a first drive plate 810 and a second drive plate 820. The first drive plate 810 is electrically connected to the first bridge arm 210a and the third bridge arm 210b, and the first drive plate 810 is used to control the first bridge arm 210a and the third bridge arm 210b. The second drive plate 820 is electrically connected to the second bridge arm 220a and the fourth bridge arm 220b, and the second drive plate 820 is used to control the second bridge arm 220a and the fourth bridge arm 220b.

[0107] This facilitates meeting the safety requirements of the fault ride-through module 10 in high-voltage scenarios and promotes its application in such scenarios.

[0108] In some possible implementations, the fault-crossing module 10 further includes an adapter plate 700. A drive assembly 800 is disposed on the tray 100, located to the side of the capacitor bank 600 in the left-right direction. In the vertical direction, the adapter plate 700 is located between the first switching device 200a and the second switching device 200b and the second stacked busbar 500, and between the first switching device 200a and the second switching device 200b and the first stacked busbar 400. The drive assembly 800 is electrically connected to the first switching device 200a and the second switching device 200b via the adapter plate 700.

[0109] In this way, the drive assembly 800 can be electrically connected to the first switching device 200a and the second switching device 200b through the adapter plate 700 below the first stacked busbar 400 and the second stacked busbar 500. It is relatively easy to realize the electrical connection between the drive assembly 800 and the first switching device 200a and the second switching device 200b. The wiring between the drive assembly 800 and the first switching device 200a and the second switching device 200b is relatively easy. The overall layout of the fault ride-through module 10 is relatively compact and the power density is relatively high.

[0110] For example, the drive assembly 800 can be connected to the adapter board 700 via a cable located below the second stacked busbar 500.

[0111] In some examples where the drive assembly 800 includes a first drive board 810 and a second drive board 820, the first drive board 810 and the second drive board 820 are arranged side by side. A capacitor bank 600 is located between the first drive board 810 and the second drive board 820 in the left-right direction. The adapter board 700 has a first trace and a second trace spaced apart from each other. The first drive board 810 is electrically connected to the first bridge arm 210a and the third bridge arm 210b via the first trace, and the second drive board 820 is electrically connected to the second bridge arm 220a and the fourth bridge arm 220b via the second trace.

[0112] This design facilitates easy electrical connections between the first drive board 810 and the second drive board 820 and the first switching device 200a and the second switching device 200b, while also meeting the safety requirements of the fault ride-through module 10 in high-voltage scenarios. Furthermore, the fault ride-through module 10 has a compact overall layout and high power density. Additionally, the cabling for connecting the first drive board 810 and the second drive board 820 is also relatively convenient.

[0113] For example, the adapter board 700 can be a circuit board.

[0114] By setting up the first drive board 810, the second drive board 820, the first stacked busbar 400 and the second stacked busbar 500, the appearance of the cables connecting the fault crossing module 10 can be made consistent, which helps to further reduce the inductive effect in current transmission.

[0115] In some examples, the fault-crossing module 10 also includes a third heat sink, which is disposed between the first switching device 200a and the second switching device 200b and the tray 100. The first switching device 200a and the second switching device 200b are mounted on the tray 100 via the third heat sink. This facilitates heat dissipation for the first switching device 200a and the second switching device 200b. In addition, it has high space utilization, a compact structure, and high power density.

[0116] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A fault ride-through module (10) characterized by, It includes a tray (100), a first switching device (200a), a second switching device (200b), a first freewheeling assembly (300a), a second freewheeling assembly (300b), and a first stacked busbar (400). The first switching device (200a), the second switching device (200b), the first freewheeling assembly (300a) and the second freewheeling assembly (300b) are all disposed on the tray (100), and the first stacked busbar (400) is disposed above the first switching device (200a), the second switching device (200b), the first freewheeling assembly (300a) and the second freewheeling assembly (300b); The first switching device (200a) and the second switching device (200b) are connected in parallel; The first switching device (200a) includes a first bridge arm (210a) and a second bridge arm (220a), and the second switching device (200b) includes a third bridge arm (210b) and a fourth bridge arm (220b). The first bridge arm (210a) and the third bridge arm (210b) are electrically connected to the first freewheeling assembly (300a) through the first stacked busbar (400), and the second bridge arm (220a) and the fourth bridge arm (220b) are electrically connected to the second freewheeling assembly (300b) through the first stacked busbar (400).

2. The fault ride-through module (10) according to claim 1, characterized in that The first switching device (200a) and the second switching device (200b) are arranged side by side, and the first freewheeling component (300a) and the second freewheeling component (300b) are arranged side by side; Along the left-right direction, the first switching device (200a) and the second switching device (200b) are located between the first freewheeling component (300a) and the second freewheeling component (300b).

3. The fault ride-through module (10) according to claim 2, characterized in that It also includes a first radiator (110) and a second radiator (120), the first radiator (110) and the second radiator (120) being fixedly connected to the tray (100), and the first radiator (110) and the second radiator (120) being arranged side by side on the left and right sides; Along the left-right direction, the first switching device (200a) and the second switching device (200b) are located between the first heat sink (110) and the second heat sink (120); The first current-carrying component (300a) is fixedly connected to the first heat sink (110), and the second current-carrying component (300b) is fixedly connected to the second heat sink (120).

4. The fault ride-through module (10) according to claim 1, characterized in that It also includes capacitor banks (600) and second stacked busbars (500); The capacitor bank (600) is disposed on the tray (100), and the capacitor bank (600) is located behind the first switching device (200a) and the second switching device (200b); The second stacked busbar (500) is disposed above the first switching device (200a), the second switching device (200b), the first freewheeling component (300a), the second freewheeling component (300b) and the capacitor bank (600), and the second stacked busbar (500) is disposed behind the first stacked busbar (400); The capacitor bank (600), the first switching device (200a), the second switching device (200b), the first freewheeling component (300a), and the second freewheeling component (300b) are all electrically connected to the second stacked busbar (500).

5. The fault ride-through module (10) according to claim 4, characterized in that It also includes an adapter board (700) and a drive assembly (800); The drive assembly (800) is disposed on the tray (100), and the drive assembly (800) is located to the side of the capacitor bank (600) in the left-right direction; Along the vertical direction, the adapter plate (700) is located between the first switching device (200a) and the second switching device (200b) and the second stacked busbar (500), and the adapter plate (700) is located between the first switching device (200a) and the second switching device (200b) and the first stacked busbar (400); The drive assembly (800) is electrically connected to the first switching device (200a) and the second switching device (200b) via the adapter plate (700).

6. The fault ride-through module (10) according to claim 5, characterized in that The drive assembly (800) includes a first drive plate (810) and a second drive plate (820) arranged side by side. Along the left-right direction, the capacitor bank (600) is located between the first driving board (810) and the second driving board (820); The adapter board (700) has a first and a second line spaced apart from each other. The first drive board (810) is electrically connected to the first bridge arm (210a) and the third bridge arm (210b) through the first line. The second drive board (820) is electrically connected to the second bridge arm (220a) and the fourth bridge arm (220b) through the second line.

7. The fault ride-through module (10) according to any of claims 1 to 6, characterized in that The first stacked busbar (400) has a first electrical connection structure (410) and a second electrical connection structure (420). The first electrical connection structure (410) and the second electrical connection structure (420) are both located at the front end of the first stacked busbar (400). The first electrical connection structure (410) and the second electrical connection structure (420) are respectively located at the left and right edges of the first stacked busbar (400). The first electrical connection structure (410) is electrically connected to the first bridge arm (210a) and the third bridge arm (210b). The first electrical connection structure (410) is also used to be electrically connected to the first braking resistor (20) of the converter. The second electrical connection structure (420) is electrically connected to the second bridge arm (220a) and the fourth bridge arm (220b). The second electrical connection structure (420) is also used to be electrically connected to the second braking resistor (30) of the converter.

8. The fault ride-through module (10) according to claim 7, characterized in that The fault ride-through module (10) also includes a first current sensing device (910) and a second current sensing device (920). The first current detection device (910) and the second current detection device (920) are both disposed on the tray (100), and the first current detection device (910) and the second current detection device (920) are both disposed in front of the first stacked busbar (400); The first current detection device (910) is disposed adjacent to the first electrical connection structure (410), and the first current detection device (910) is used to detect the return current between the first braking resistor (20) and the first bridge arm (210a) and the third bridge arm (210b); The second current detection device (920) is disposed adjacent to the second electrical connection structure (420), and the second current detection device (920) is used to detect the return current between the second braking resistor (30) and the second bridge arm (220a) and the fourth bridge arm (220b).

9. The fault-crossing module (10) according to any one of claims 1-6, characterized in that, The first stacked busbar (400) includes a first conductive layer, a second conductive layer and a first insulating layer, wherein the first insulating layer is disposed between the first conductive layer and the second conductive layer; The first bridge arm (210a) and the third bridge arm (210b) are electrically connected to the first conductive layer, and the first conductive layer is electrically connected to the first freewheeling component (300a), such that the first bridge arm (210a) and the third bridge arm (210b) are electrically connected to the first freewheeling component (300a) through the first conductive layer. The second bridge arm (220a) and the fourth bridge arm (220b) are electrically connected to the second conductive layer, and the second conductive layer is electrically connected to the second freewheeling component (300b), such that the second bridge arm (220a) and the fourth bridge arm (220b) are electrically connected to the second freewheeling component (300b) through the second conductive layer.

10. A current transformer, characterized by It includes a first braking resistor (20), a second braking resistor (30), and a fault ride-through module (10) as described in any one of claims 1-9. The first braking resistor (20) is electrically connected to the first bridge arm (210a) and the third bridge arm (210b) of the fault-crossing module (10) through the first stacked busbar (400) of the fault-crossing module (10); The second braking resistor (30) is electrically connected to the second bridge arm (220a) and the fourth bridge arm (220b) of the fault-crossing module (10) through the first stacked busbar (400) of the fault-crossing module (10).

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