Modular brake actuator design and operating method

Abstract

The invention relates to a modular brake actuator (1). The modular brake actuator (1) comprises at least one sub-module (2) and a brake resistor (3), and the at least one sub-module (2) and the brake resistor (3) are arranged in a series circuit (14). In order to improve the modular brake actuator, the resistance value (RB) of the brake resistor (3) can be changed by a control device (4). The invention further relates to a modular drive unit (10) having a modular multilevel converter (11) and such a modular brake actuator (1), said multilevel converter (11) being connected, on the direct voltage side, to the modular brake actuator (1). The invention further relates to a method for operating such a modular brake actuator (1) or such a modular drive unit (10), wherein the control device (4) changes the resistance value (RB) of the modular brake actuator (1) on the basis of an operating point of the modular brake actuator (1).

Description

[0001] Description

[0002] Structure and operating procedure of a modular brake actuator

[0003] The invention relates to a modular braking unit, wherein the modular braking unit comprises at least one submodule and a braking resistor, wherein the at least one submodule and the braking resistor are arranged in a series circuit. Furthermore, the invention relates to a modular drive unit comprising a modular multilevel power converter and such a modular braking unit. Furthermore, the invention relates to a method for operating such a modular braking unit or such a drive unit.

[0004] The modular multilevel power converter is known from DE 10 103 031 A1. This power converter, also known as M2C or MMC, has a converter topology that, thanks to its submodule design, is particularly suitable for medium- and high-voltage applications. The basic design of the multiphase converter comprises two converter arms per phase, each with a series connection of submodules. The two converter arms are connected to each other at the phase connection. The other side of the converter arms is connected to the DC side of the multilevel power converter. The AC side of the modular multilevel power converter is formed by one or more phase connections. In its basic design, the converter can be used to bidirectionally transfer energy between the DC and AC sides or to temporarily store it to a certain extent.

[0005] To additionally enable targeted energy dissipation, the installation of a braking unit is advisable. A modular braking unit is known from WO 2007 / 023061 A2. The modular braking unit is typically connected to the DC side of the modular multilevel converter, for example, between a DC+ and a DC- connection.

[0006] The resistance of a brake actuator assembly is often also referred to as a braking resistor, as it is suitable for converting electrical energy generated by an electrical machine during braking into heat. The use of a braking actuator is not limited to the application of a braking electric drive. It is not necessarily braking energy that is converted into heat. The braking actuator can, for example, also be used to stabilize a power grid by converting electrical energy from the power grid into heat. The term braking resistor was chosen to distinguish the resistor in which a given electrical energy or power is converted into heat or heat per unit of time from other resistors.

[0007] The term "power to be converted into heat" refers to the integral of the power over time being converted into heat. In other words, the amount of energy resulting from the power over time is converted into heat.

[0008] A series circuit is defined as a circuit of components through which the same current flows. A series circuit of partial impedances acts as a single two-terminal network with an impedance equal to the sum of the partial impedances.

[0009] The invention is based on the object of improving a modular brake actuator.

[0010] This object is achieved by a modular braking unit, wherein the modular braking unit comprises at least one submodule and a braking resistor, wherein the at least one submodule and the braking resistor are arranged in a series circuit, wherein the resistance value of the braking resistor can be changed by a control device. Furthermore, this object is achieved by a modular drive unit which has a modular multilevel power converter and such a modular braking unit, wherein the multilevel power converter is connected to the modular braking unit on the DC voltage side. This object is further achieved by a method for operating such a modular braking unit or such a modular drive unit, wherein the control device changes the resistance value of the modular braking unit depending on an operating point of the modular braking unit.

[0011] Further advantageous embodiments of the invention are specified in the dependent claims.

[0012] The invention is based, among other things, on the finding that the energy ripple, i.e., the energy fluctuation, in the respective capacitors of the submodules can be reduced if the resistance value can be varied across the operating range of the braking unit. An energy fluctuation is equivalent to a voltage fluctuation at the capacitor of a submodule, since energy W and voltage U at the capacitor with a capacitance C are related to the equation w = - 2 c ■ u 2

[0013] This allows the submodules of the modular braking unit to be designed more simply and cost-effectively, since the capacitance of the submodule capacitors can be designed smaller with lower energy fluctuations for a given voltage fluctuation range.

[0014] The current flowing through the braking resistor can be influenced using the variable resistance. The current can also be influenced by the submodules, which act as voltage sources.

[0015] When dimensioning the resistor, the resistance value R B be chosen so small that at a given intermediate circuit voltage UD it exceeds

[0016] P = i

[0017] RB can permanently convert the desired power into heat. At the same time, it has been shown that a high resistance value can reduce the energy fluctuations or voltage fluctuations on the capacitors of the submodules. Thanks to the variable resistance value of the braking unit, the system can now be optimized in several directions: towards high power convertible into heat and, at the same time, towards small and cost-effective submodules due to low energy fluctuations. At an operating point with high power convertible into heat, a lower resistance value is selected, and at an operating point with low power, the resistance value is increased in order to reduce energy fluctuations. This makes the entire braking unit more powerful while at the same time being smaller in size and lowering manufacturing costs.

[0018] In addition, the variable resistance value can improve the operating behavior of the braking unit when it is in idle mode. Idle mode refers to operation in which a braking unit is ready for operation but converts no or only a minimal amount of electrical energy into heat. This operating state is often referred to as "standby" or "hot standby". When idle, the modular braking unit only consumes energy to counteract the discharge of the capacitors in the sub-modules. This requires a current flow through the braking unit. In order to keep the associated losses to a minimum, it has proven advantageous to change the resistance value of the braking resistor to the lowest possible value. Ideally, with a resistance value of 0 Q, there are no or only negligible electrical losses in the braking resistor due to the voltage maintenance of the capacitors in the sub-modules.

[0019] The power to be converted into heat is proportional to the DC component ißR.Dc of the current ißR through the modular braking unit. Thus, a change in the power to be converted into heat is equivalent to a change in the DC component ißR.Dc of the current ißR through the modular braking unit.

[0020] It has proven particularly advantageous to vary the resistance value using the control device depending on the operating point of the modular braking unit. It has been shown that energy fluctuations in the capacitors of the submodules can be reduced if the resistance value is varied depending on the operating point. Therefore, the power to be converted into heat and / or the current through the modular braking resistor are particularly suitable as the operating point. Alternatively or additionally, the operating point can also be determined based on the energy fluctuation in the capacitors, for example, via the voltage of the capacitors. These approaches represent advantageous embodiments of the invention.

[0021] In summary, the variable resistance of the braking resistor can reduce the energy fluctuation in the capacitors of the submodules. This allows the use of capacitors with particularly low capacitance. Since the capacitors themselves determine the volume and service life of the capacitor, the proposed design and the corresponding operating method allow for the implementation of compact and cost-effective submodules and their particularly economical operation.

[0022] In an advantageous embodiment of the invention, the modular braking actuator has at least one switch, wherein the braking resistor is formed by at least two partial resistors, wherein the switch is arranged such that the current flow through one of the at least two partial resistors can be influenced by means of the switch. One possibility of changing the resistance value of the braking actuator is for the braking actuator to be formed by two or more partial resistors. A switch ensures that different numbers of partial resistors are passed through by current in different switching states of the switch. When two partial resistors are used, the switch enables current to flow either through just one of the two partial resistors or through both partial resistors. The partial resistors that enable current to flow are involved in the conversion of electrical energy into heat.Furthermore, it has proven advantageous to provide an additional switching state or to arrange an additional switch that bridges all partial resistors. This arrangement allows for a braking resistor resistance of ideally 0 ohms, making it suitable for no-load operation.

[0023] The partial resistors can be arranged in a series circuit. The switch is arranged such that at least one of the partial resistors can be bridged by the switch, so that no current flows through the bridged partial resistor or resistors. Alternatively, the partial resistors can be arranged electrically in parallel, with the switch being arranged electrically in series with at least one of the partial resistors. This creates parallel current branches, with a partial resistor arranged in each current branch. The switch is arranged in at least one of the current branches and makes it possible to prevent current flow through this current branch. In this case, the partial resistor does not contribute, in particular not significantly, to the conversion of electrical energy into heat.

[0024] The partial resistance can be formed by a single resistor or alternatively by several individual resistors arranged in a series circuit, a parallel circuit or a combination of series and parallel circuits.

[0025] In a further advantageous embodiment of the invention, the at least two partial resistors are each arranged in parallel current branches, wherein at least in one of the parallel current branches the switch and one of the at least two partial resistors are arranged in a further series circuit. The parallel arrangement of the partial resistors results in the lowest resistance value of the braking resistor when current flows through all partial resistors and thus contribute to the conversion of electrical energy. Since the lowest resistance value for the braking resistor is advantageous for maximum power, at maximum power of the braking actuator and correspondingly the lowest resistance value of the braking resistor, all resistors contribute to the energy conversion into heat. This means that the heat is distributed across all partial resistors at maximum power, and the thermal design for the individual partial resistors is simplified.In the partial load range, only a few partial resistors are active, meaning they carry current. Due to the lower power, this has been shown to be unproblematic for the partial resistors involved in converting electrical power into heat and does not require increased thermal design. Thus, by arranging the partial resistors in parallel current branches at maximum braking power, the heat can be distributed so effectively across all partial resistors that the individual partial resistors are subjected to only a minimal thermal load.

[0026] If there are two parallel current branches, at least one of these branches must have a switch in series with the partial resistor, so that the current flows through one or both current branches depending on the switching state of the switch.

[0027] In a further advantageous embodiment of the invention, each of the current branches has a further series connection consisting of one of the at least two partial resistors and a switch. It is particularly advantageous to provide all current branches with a switch. In this case, each branch can be excluded from conversion to heat. This allows each individual current branch to be switched off, for example to protect against thermal overload, particularly in the partial load range when not all current branches are carrying current. Furthermore, by appropriate switching actions of the switches, the heat can be distributed among the different partial resistors, for example evenly or depending on the performance of the individual partial resistors.

[0028] In addition, it is possible to use different resistance values ​​R Bof the respective partial resistors, a variety of different resistance values ​​for the braking resistor can be realized. In other words, it is advantageous for the current branches to each have a partial resistor with a different resistance value. By using different values ​​of n partial resistors, up to 2 n Generate -1 resistance values ​​for the braking resistor. The resistance value RB = co for the case where all switches are open is not included, as this condition is not useful for the operation of the braking unit.

[0029] This allows a good gradation of the possible resistance values ​​for the braking controller, which enables operation with low energy fluctuations.

[0030] In a further advantageous embodiment of the invention, the switch is formed by a semiconductor, in particular by an IGBT with an anti-parallel diode. Since the semiconductors of the submodules are already coupled to a control circuit, the additional effort required to also design the switches of the braking resistor as semiconductors is very minimal. Since the submodules of the braking controller preferably have IGBTs due to requirements regarding intermediate circuit voltage and power, IGBTs can also be used for the design of the switches. The use of an IGBT is particularly advantageous because it can use the same control unit as the semiconductors of the submodules. To protect against a brief voltage reversal, the IGBT can have an anti-parallel diode. This enables current to flow in the opposite direction to the IGBT and protects against damage to the IGBT.

[0031] Furthermore, the use of a semiconductor allows the resistance value of the braking resistor to change so quickly that a highly dynamic braking unit is achieved. This also enables the operation of such a braking unit in converters with low DC link capacitance, which are highly sensitive to load changes due to the low voltage buffering in the DC link. These undesirable effects can be eliminated by a braking unit with high dynamic response.

[0032] In a further advantageous embodiment of the invention, a further switch is arranged parallel to the braking resistor. For no-load operation, in which the modular braking unit is not intended to convert power into heat, it has proven advantageous to bypass the braking resistor using the further switch. To bypass the braking resistor, all partial resistors can also be bridged. This means that a current through the braking unit, which is required to maintain the capacitor voltage and, if necessary, to supply the control or regulation module, does not lead to a current through the braking resistor. Such a current would also lead to a conversion of electrical energy into heat when the braking unit is no-load, although this is not desired during no-load operation because it generates losses.The additional switch allows the losses of the switch to be kept to a minimum during idle operation and ensures high efficiency of the brake actuator and the modular drive unit across all operating modes, especially during idle operation.

[0033] Furthermore, it has proven advantageous to arrange an inductance in series with the additional switch. This improves the control and regulation behavior during idle operation without negatively impacting the dynamics of the modular brake actuator.

[0034] In a further advantageous embodiment of the invention, the multilevel power converter is connected to an electrical machine on the AC voltage side, wherein the control device is configured to convert electrical energy from a braking operation of the electrical machine at least partially into heat by means of the modular braking unit. An electrical machine generates electrical energy during a braking operation. If the grid-side power converter is not designed for the feedback of electrical energy into the power grid or the grid is not capable of absorbing it, the electrical energy can be converted into heat without wear using the braking unit. This ensures the safe operation of the modular drive unit, in particular regardless of the operating state of the power grid. In addition, the electrical machine can be highly dynamic, i.e.with rapid load changes, since the proposed modular brake controller can ensure a sufficiently fast response.

[0035] In a further advantageous embodiment of the invention, the multilevel power converter is connected to a power grid on the AC side, wherein the control device is configured, in particular, to convert electrical energy into heat to improve the stability of the power grid. The multilevel power converter is therefore particularly suitable for energy transmission and distribution tasks. For example, such a multilevel power converter can be used to connect a remote energy source, such as an offshore wind farm, with a feed-in point on the mainland. If the power grid at the feed-in point is not capable of absorbing the energy, electrical energy can be converted into heat by means of the braking controller. This can prevent the wind farm from being shut down and then having to undergo a complex restart, for example in the event of brief faults that lead to limited absorption capacity.This increases the stability of both the energy supply grid and the energy-generating wind farm.

[0036] The braking controller can also be used to compensate for an unbalanced power balance when two power supply networks are coupled, thus contributing to the stable operation of both power supply networks.

[0037] In a further advantageous embodiment of the invention, the resistance value decreases with increasing power to be converted into heat. By reducing the resistance, the current through the braking resistor can be increased. This increases the performance of the braking unit. At the same time, a large portion of the power can be converted into heat using a direct current. Likewise, the higher resistance value at lower power reduces the energy fluctuation in the submodules, particularly in the capacitors of the submodules. This allows the performance of the braking unit to be improved while placing lower demands on the capacitors of the submodules. This allows high power to be converted into heat by the braking unit, while at the same time reducing the demands on the capacitance of the submodules.This results in a small size of the brake actuator and low manufacturing costs with greater performance of the brake actuator.

[0038] In a further advantageous embodiment of the invention, the submodules each have at least one capacitor, wherein the resistance value is changed such that a predetermined limit for a voltage fluctuation of the voltage of the respective capacitor of the submodules is undershot. The limit value of a voltage fluctuation can correspond to an interval within which the voltage of the capacitor is permitted. A change in the resistance value can be used to reduce energy fluctuations in the submodules. An energy fluctuation in the submodules manifests itself in voltage changes at the capacitor of the submodule. With a predetermined fluctuation range of the voltage of the capacitor of the submodules, the capacitance of the capacitor can be designed to be smaller while the energy fluctuation of the submodules is reduced.The control system for specifying the resistance value of the braking unit can be designed to maintain a limit for the voltage fluctuation on the capacitor. This ensures that this range is not exceeded during operation. This allows the use of particularly low capacitance values ​​for the capacitors of the submodules.

[0039] In a further advantageous embodiment of the invention, the resistance value of the braking actuator is changed to a value RB < 1 Q, in particular to a value RB < 0.1 Q, when the modular braking actuator is idling. By reducing the resistance value when the modular braking actuator is idling, when the braking actuator is not intended to convert electrical energy into heat, the losses of the modular braking actuator and the modular drive system are reduced. The smaller the resistance value, the lower the losses when idling. Such a resistance value can be achieved, for example, by bridging the braking resistor with an additional switch. However, the additional switch often also has a resistance that cannot be neglected. For example, due to the contacts of a mechanical switch or the track resistance of a semiconductor, so that the resistance cannot be reduced to zero.Furthermore, it has been shown that small resistance values ​​of RB < 0.1 Ω are suitable for reducing switching overvoltage caused by switching operations of the submodules. Thus, a resistance value deviating from the ideal state of RB = 0 Ω can have a positive effect on voltage and current peaks occurring during operation of the modular brake controller, since such a resistance value has a dampening effect and is suitable for eliminating or at least reducing these peaks while simultaneously avoiding any significant losses in the modular drive system. The invention is described and explained in more detail below with reference to the exemplary embodiments shown in the figures. They show:

[0040] FIG 1 a modular brake actuator,

[0041] FIG 2 to FIG 4 embodiments of the submodule,

[0042] FIG 5 an embodiment of the braking resistor,

[0043] FIG 6 Examples of design for the switch and the further switch

[0044] FIG 7 Time courses of voltage and current,

[0045] FIG 8 Dependence of the variable resistance value of the braking resistor,

[0046] FIG 9 Effects of the control method on the energy fluctuations and

[0047] FIG 10 to FIG 12 embodiments of the modular drive unit.

[0048] FIG. 1 shows a modular braking unit 1. This unit comprises a series circuit 14 of at least one submodule 2 and a braking resistor 3. The series circuit 14 can comprise a plurality of submodules 2. The submodules 2, if there is more than one submodule 2, are electrically arranged in series. The modular braking unit 1 is configured to be connected to an intermediate circuit 9 of a power converter at its terminals 13.

[0049] A voltage UBR can be generated across the series-arranged submodules 2 using a control module 16. The generated voltage UBR can be used to generate, control, and regulate a current ißR through the modular braking unit 1. The current ißR also flows through the braking resistor 3, converting electrical energy into heat. The operating voltage, which corresponds to the intermediate circuit voltage UD when the modular braking unit 1 is connected to the DC side of a converter, is applied across the modular braking unit 1.

[0050] A control device 4 of the modular brake actuator 1 is capable of changing the resistance value RB of the braking resistor 3. The change can occur, for example, within a previously defined value range.

[0051] Figures 2 to 4 show exemplary embodiments of submodules 2. All known submodules 2, in particular the submodules 2 of Figures 2 to 4, are suitable for the modular brake actuator 1. To avoid repetition, reference is made to the description of FIG. 1 and the reference numerals introduced therein. The illustrated exemplary embodiments of the submodule 2 comprise at least two semiconductor switches and at least one capacitor. By switching operations of the semiconductor switches, an output voltage U Sub are generated at the connections of the submodule 2. A control module 16 transmits the control signals to the semiconductor switches of the submodule 2. The control module 16 is preferably arranged outside the submodule 2 and is therefore not part of the submodule 2. Alternatively, it is possible to equip each submodule 2 with its own. However, it has proven advantageous to control all submodules 2 of the modular braking actuator 1 with one control module 16. In addition, the control module 16 can then carry out the calculations required for the control and regulation of the voltages and currents. In particular, the control module 16 can also be part of a control device 4 with which the resistance value RB of the braking resistor 3 can be changed or influenced. In the exemplary embodiments in Figures 3 and 4, the control module 16 is not shown for reasons of clarity.

[0052] FIG 2 shows a so-called half-bridge module. This has two semiconductor switches and a capacitor. The voltage Uc.sub is applied to the capacitor. By switching the semiconductor switches, the output voltage U S ub of zero or Uc.sub can be generated at the terminals of submodule 2.

[0053] FIG 3 shows a so-called double half-bridge module. This has four semiconductor switches and two capacitors. The voltage Uci.sub and Uc2,sub are applied to the capacitors, respectively. By switching the semiconductor switches, the output voltage U S ub from zero, from one of the capacitor voltages Uci,sub, Uc2,sub or from the sum of the capacitor voltages UC1,sub, UC2,sub at the terminals of submodule 2.

[0054] FIG 4 shows a so-called full-bridge module. This has four semiconductor switches and a capacitor. The voltage Uc.sub is applied to the capacitor. By switching the semiconductor switches, the output voltage U S ub of zero, the positive or the negative capacitor voltage ±Uc,sub at the terminals of submodule 2.

[0055] One possibility for making the resistance value of the braking resistor 3 variable is shown in FIG. 5. The braking resistor 3 is formed by at least two parallel current branches 35. Each of these current branches 35 has a partial resistance 31. The n partial resistances 31 of the n current branches 35 each have a resistance value Ri, R2, ..., R n . These resistance values ​​Ri , R2, ... , R ncan be the same or different. Furthermore, in this exemplary embodiment, all current branches 35 have a switch 32. This switch 32 is arranged with the respective partial resistor 31 in a further series circuit 15. However, as an alternative to the illustrated exemplary embodiment, it is possible to design one of the current branches 35 without a switch 35, i.e., switch-free. The partial resistors 31 can each be formed from a combination of several individual resistors.

[0056] In addition, a further switch 34 can be arranged in parallel to the braking resistor 3, which bridges the braking resistor 3. The bridging of the braking resistor can be achieved, for example, by bridging all partial resistors 31. This can produce better operating behavior, especially when the braking controller 1 is idling. The arrangement of the further switch 34 in parallel to the braking resistor 3 can also be achieved by arranging the further switch 34 in the braking resistor 3 and electrically parallel to the current branches 35. The further switch 34 has the effect of reducing the effective value of the braking resistor 3 to ideally 0 Q, thus generating no losses when the braking controller is not supposed to convert power into heat.

[0057] The switches 32 are controlled via the control device 4. Furthermore, the additional switch 34 can optionally also be controlled by the control device. In this case, control means being able to set the switch 32 or the additional switch 34 to one of its switching states.

[0058] FIG 6 shows various embodiments of the switch 32 and the further switch 34. Any (electro-)mechanical, pyrotechnic or semiconductor switches can be used for this purpose.

[0059] In medium and high voltage applications, the use of a semiconductor IGBT technology is advantageous as switch 32 in current path 35. The IGBT then has an anti-parallel diode parallel to the switching element. Due to its ability to switch off currents, it is particularly suitable for arrangement as switch 32 in the respective current paths 35. Thus, during operation of the braking unit, even under load, the resistance value RB of the braking resistor RB can be increased by switching off one or more IGBTs. In addition, the IGBT is available on the market with the required performance. Furthermore, it is possible to use the same IGBT both as switch 32 or another switch 34 and as a semiconductor switch in the submodules 2. This increases the number of identical rows in the modular braking unit 1. Suitable materials for the design of the additional switch 34 include, among others:due to the low on-resistance, anti-parallel thyristors or (electro-)mechanical switch designs.

[0060] FIG 7 shows an example of a time curve for the voltage UBR generated by the series-arranged submodules 2 and the current i flowing through the modular brake controller 1 BR These quantities are block-shaped and consist of a DC component and an alternating component. Alternatively, they can also be formed by a sinusoidal shape or a superposition of several sinusoidal functions. Such curves can be used for the operation of the modular braking unit 1.

[0061] FIG. 8 shows, by way of example, a possible change in the resistance value RB of the braking resistor 3 in an arrangement according to FIG. 5 as a function of the direct current ißR through the braking unit. As the power to be converted into heat increases, which corresponds to an increase in the direct current ißR.Dc, the direct current ißR, through the modular braking unit 1, the resistance value RB is reduced. For comparison, operation with a constant resistance value is also shown as a constant line. Since the dimensioning of the braking resistor 3 must be based on the entire operating range, the constant line corresponds to the resistance value R B of the braking resistor 3 with variable resistance value R B at maximum performance.

[0062] An important criterion for the capacitor energy to be installed in the submodules 2 is the energy fluctuation AE, also referred to as energy ripple ei, which results from the integral over the product of the voltage UBR generated by the submodules and the current ißR through the modular braking unit 1. FIG. 9 shows an example of the energy fluctuation AE using the example of a setup according to FIG. 5 and a change in the resistance value RB of the braking resistor 3 according to FIG. 8. For a constant resistance value RB, the upper curve of the energy fluctuation AE results, while for the resistance value RB changed according to FIG. 8, the lower curve results. This makes it clear that the energy fluctuation AE in the capacitors of the submodules 2 can be significantly reduced by a variable resistance value RB of the braking resistor 3. This allows the capacitors to be designed with a lower capacitance for a given voltage fluctuation tolerance.This results in a smaller size and lower manufacturing costs for the individual submodules 2.

[0063] The energy fluctuation AE is a measure of the energy that must be stored in the capacitor of submodule 2. It thus determines the capacitor's capacitance dimensioning. By reducing the energy fluctuation AE, the capacitor in submodules 2 can be designed with lower capacitance values. This makes submodule 2 and the entire modular braking unit 1 more cost-effective.

[0064] The relationships shown are based on an analysis of a modular braking actuator 1 operated at an intermediate circuit voltage of UDC = 10 kV. The maximum power that can be converted into heat is PBR = 15 MW, which corresponds to a current ßR = 1.5 kA. This requires a resistance value RB of the braking resistor 3 of RB = 3.36 Ω. According to the state of the art, only this total resistance is active in the current path. The proposed design is implemented, for example, with four parallel current branches 35, each with Rj = 13.44 Ω. Depending on the current through the braking actuator 3, the individual current branch branches 35 can be successively switched on using the respective switches 32. Initially, only one of the partial resistors 31 is switched on via the corresponding current branch 35, as a result of which the resistance value RB of the braking resistor 3 is RB = 13.44 Ω.As the current ißR through the modular brake controller 1 increases, two, three, and finally all four partial resistors 31 are connected in parallel using the corresponding switches 32. This increases the resistance value R. B of the braking resistor 3 and is then R for all active current branches 35 B = 3.360. At high currents, all partial resistors 31 are active. The total power is thus advantageously distributed across all available partial resistors 31 and current branches 35, thus also improving the thermal behavior compared to prior art braking units.

[0065] For lower power levels, the energy fluctuation AE and thus the capacitor energy required can be reduced by over 50% in the example shown. This is illustrated by the dashed lines in FIG 9. Significantly better values ​​can be achieved if the grading is implemented with appropriate resistance values ​​Rj of the partial resistors 31 and the number of current branches 35.

[0066] Since the current to be supplied through the modular braking unit is significantly lower in the partial load range, operation with fewer parallel partial resistors 31 and current branches 35 does not reach its thermal limit, which means that no further restrictions arise with appropriate design. Another advantage is the use of the additional switch 34 to bridge the braking resistor 3 and the partial resistors 31. The modular braking unit 1 is usually operated in idle mode, also known as "hot standby," for most of the time. In this case, the submodules 2 are precharged, and a small current i flows. BRthrough the modular braking unit 1 to recharge the capacitors of the submodules 2 due to electrical losses. This current also flows through the braking resistor 3 without an additional switch 34 and generates unwanted losses during idle operation. By using the additional switch 34 to bypass the braking resistor 3 and the partial resistors 31 during idle operation, these losses can be eliminated and the overall efficiency and effectiveness of the system can be increased.

[0067] It is clear that the proposed design and method are particularly advantageous precisely in a range of approximately 1 / 3 of the maximum current ißR through the modular braking unit 1, as they contribute to a particularly significant reduction in the energy fluctuation AE. This is the special feature of the operation of the modular braking unit 1: the energy ripple increases significantly in the partial load range. In power electronic circuits, the energy ripple typically increases with the output power. This clearly demonstrates the advantage of the proposed design and method. Depending on the load point, the individual parallel current branches 35 can be added, which changes the partial load factor at a fixed operating point. Thus, the energy ripple can always be kept low, which significantly reduces the number and capacitance of the capacitors to be installed in the submodules 2.Compared to previously known brake actuators, no higher number of resistors needs to be installed in the proposed design.

[0068] FIG 10 shows a modular drive unit 10 with a modular multilevel power converter 11 and a modular braking unit 1. These are connected to one another via the intermediate circuit 9, to which the voltage UD is applied. In other words, the modular multilevel power converter 11 is connected on the DC side to the terminals 13 of the modular braking unit 1. The modular multilevel power converter 11 can, but not necessarily, have the same submodules as the modular braking unit 1. The series connection of the submodules of the modular multilevel power converter 11 preferably also has an inductance 8, which improves the control behavior of the modular multilevel power converter 11. The terminals L1, L2, L3 represent the AC voltage side terminals or, in short, the AC voltage side of the modular multilevel power converter 11. In this exemplary embodiment, the modular multilevel power converter 11 is designed as three-phase.Alternatively, a single-phase design with a neutral conductor or any desired number of phases is possible by providing a corresponding number of phase modules in the modular multilevel power converter 11. Figure 11 shows an exemplary embodiment of a modular drive unit 10. The modular multilevel power converter 11 is connected to a power grid 6 on the AC side. Alternatively, it can be connected to any energy source or energy storage device.

[0069] In the embodiment of FIG 12, the modular drive unit 10 has two modular multilevel power converters 11 and a modular braking unit 1, which are electrically connected to one another at the intermediate circuit 9. A first of the two modular multilevel power converters 11 is connected on its AC voltage side to a power supply network 6, and a second of the two modular multilevel power converters 11 is connected on its AC voltage side to an electrical machine 5. The electrical machine 5 can be supplied, i.e. fed, with electrical energy from the power supply network 6. Energy can also be fed back from the electrical machine 5 into the power supply network 6, for example during a braking operation, with the modular drive unit 10.If the power grid 6 is not capable of absorbing the energy, the electrical energy generated by the electric machine 5 can be advantageously converted into heat without wear using the modular brake actuator 1. A wear-prone mechanical brake can be dispensed with in this embodiment.

[0070] List of reference symbols

[0071] 1 Modular brake actuator

[0072] 2 Submodul

[0073] 3 Braking resistor

[0074] 4 Control device

[0075] 5 electric machine

[0076] 6 Energy supply network

[0077] 8 Inductance

[0078] 9 intermediate circuit

[0079] 10 Modular drive unit

[0080] 11 multilevel power converters

[0081] 13 connections of the brake actuator (1)

[0082] 14 series connection

[0083] 15 further series connection

[0084] 16 Control module

[0085] 31 partial resistance

[0086] 32 switches

[0087] 33 semiconductors

[0088] 34 additional switches

[0089] 35 branch

[0090] RB resistance value of the braking resistor (3)

[0091] Ri resistance value of the partial resistor (31)

[0092] PBS power to be converted into heat

[0093] UBR voltage across the submodules (2)

[0094] UD intermediate circuit voltage ißR current through the modular braking unit (1) Uc.sub capacitor voltage in a submodule

[0095] Usub output voltage of a submodule

Claims

Patent claims 1. Modular brake actuator (1), wherein the modular brake actuator (1) comprises at least one submodule (2) and a braking resistor (3), wherein the at least one submodule (2) and the braking resistor (3) are arranged in a series circuit (14), wherein the resistance value (RB) of the braking resistor (3) can be changed by a control device (4).

2. Modular brake actuator (1) according to claim 1, wherein the modular brake actuator has at least one switch (32), wherein the braking resistor (3) is formed by at least two partial resistors (31), wherein the switch (31) is arranged such that the current flow through one of the at least two partial resistors (31) can be influenced by means of the switch (32).

3. Modular brake actuator (1) according to claim 2, wherein the at least two partial resistors (31) are each arranged in parallel current branches (35), wherein at least in one of the parallel current branches (35) the switch (32) and one of the at least two partial resistors (31) are arranged in a further series circuit (15).

4. Modular brake actuator (1) according to one of claims 2 or 3, wherein each of the current branches (35) has a further series circuit (15) comprising one of the at least two partial resistors (31) and a switch (32).

5. Modular brake actuator (1) according to one of claims 2 to 4, wherein the switch (32) is formed by a semiconductor (33), in particular by an IGBT with an anti-parallel diode.

6. Modular brake actuator (1) according to one of claims 1 to 5, wherein a further switch (34) is arranged parallel to the braking resistor.

7. Modular drive unit (10), comprising a modular multilevel power converter (11) and a modular braking unit (1) according to one of claims 1 to 6, wherein the multilevel power converter (11) is connected to the modular braking unit (1) on the DC voltage side.

8. Modular drive unit (10) according to claim 7, wherein the multilevel power converter (11) is connected on the AC voltage side to an electrical machine (5), wherein the control device (4) is configured to convert electrical energy from a braking operation of the electrical machine (5) at least partially into heat by means of the modular braking controller (1).

9. Modular drive unit (10) according to claim 7, wherein the multilevel power converter (11) is connected on the AC voltage side to a power supply network (6), wherein the control device (4) is configured to convert electrical energy into heat, in particular to improve the stability of the power supply network (6).

10. A method for operating a modular brake actuator (1) according to one of claims 1 to 6 or a modular drive unit (10) according to one of claims 7 to 9, wherein the control device (4) changes the resistance value (RB) of the modular brake actuator (1) depending on an operating point of the modular brake actuator (1).

11. The method according to claim 10, wherein the resistance value (RB) of the modular brake actuator (1) is changed as a function of the power to be converted into heat (PBS) and / or as a function of the energy fluctuation (AE) in the capacitors of the submodules (2).

12. Method according to one of claims 10 or 11, wherein with increasing power to be converted into heat (P B s) and / or with increasing energy fluctuation (AE) the resistance value (R B ) is reduced.

13. Method according to one of claims 10 to 12, wherein the submodules (2) each have at least one capacitor (21), wherein the resistance value (RB) is changed such that a predetermined limit value for a voltage fluctuation of the voltage (Uc) of the respective capacitor (21) of the submodules (2) is undershot.

14. Method according to one of claims 10 to 13, wherein when the modular brake actuator (1) is idling, the resistance value (RB) of the brake actuator is changed to a value RB < 1 Q, in particular to a value RB < 0.1 Q.

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