SIMOVERT MASTERDRIVES Vector Control - MEYLE - Meyer ...

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6 6/48 SIMOVERT MASTERDRIVES Vector Control Engineering Information System components DC link components The DC bus is a DC voltage system which supplies the inverters. The DC bus itself is supplied via a rectifier unit or a rectifier/ regenerative unit whose supply-side fuses also protect the DC bus against short-circuits and overload. The inverter and the braking units can be connected to the DC bus in three ways: � Direct connection with the fuses integrated in the unit Option: L30 forsizesEtoG. � Electro-mechanical connection (Fig. 6/51) A load switch disconnector (2-pole connection) with two SITOR fuses (which protect the inverter) connects the inverter and braking units to the DC bus. The DC bus must be in a de-energized state when inverters or braking units are switched in or out. For ordering data, see Section 3. Free-wheeling diode on the DC bus The free-wheeling diodes for multi-motor drives (inverters connected to a common DC bus) are to be used for the following applications: Siemens DA 65.10 · 2003/2004 � Electrical connection (Fig. 6/52) A load switch disconnector (2-pole connection) with SITOR fuses, precharging resistors and a coupling contactor connects inverters to the DC bus. In the standard version, the coupling contactor can be operated by the electronics of the inverter. The inverters can thus be switched in/out while the DC bus is live. During switch-in and switch-out, the inverter pulses are blocked, i.e. switching takes place without power. During configuration, it must be ensured that the contacts do not open during operation, e.g. if the control voltage for the contactor coils fails. For ordering data, see Section 3. The suggested components have rated insulation voltages of � 1000 V when used under conditions according to VDE 0110 and with pollution degree 2. 1. When a braking unit is connected. 2. When the output range exceeds the levels in the following table: DC bus Fig. 6/51 Electro-mechanical connection DC bus Inverters Contactor disconnector Fig. 6/52 Electrical connection Compact and chassis units Cabinet units �� Inverters Fuse switch disconnector with semiconductor fuse DC voltage range Precharging contactor type to 810 V 3TC44 810 V to 930 V 3TC52 DC voltage range Nominal DC voltage output or rated current of the inverters 510 V to 650 V 2.2 kW to 15 kW 5.5 kW to 45 kW 18.5 kW to 90 kW 37 kW to 160 kW 45 kW to 250 kW 110 kW to 1300 kW 675 V to 810 V 2.2 kW to 55 kW 11 kW to 110 kW 18.5 kW to 250 kW 45 kW to 450 kW 75 kW to 1700 kW 890 V to 930 V 55 kW to 200 kW 90 kW to 2300 kW �� Disconnector Contactor with precharging resistors ( 6.1Ato 34 A) ( 13.2 A to 92 A) ( 47 A to 186 A) ( 72 A to 315 A) ( 92 A to 510 A) (210 A to 2470 A) ( 4.5Ato 79 A) ( 22 A to 156 A) ( 29 A to 354 A) ( 66 A to 650 A) (108 A to 2340 A) ( 60 A to 208 A) (128 A to 2340 A)
SIMOVERT MASTERDRIVES Vector Control Engineering Information Compact and chassis units Cabinet units System components Braking units and braking resistors The braking units in the range P20 =5kWto20kW consist of a chopper power section and an internal load resistor. An external load resistor can be connected to increase the braking power or to increase the continuous braking power. The internal load resistor must be disabled by removing the connecting jumper (see Fig. 6/55) when an external load resistor is connected. Units with 50 kW to 200 kW braking power require an external load resistor, which is to be connected to the braking unit. � � The braking units of adjacent or the same power ratings, e.g. P20 = 100 kW and 170 kW or 5 kW and 10 kW, can be connected in parallel to increase the power. Each braking unit, however, requires its own load resistor. The maximum permissible continuous braking power (with an external resistor) connected to a converter or inverter is PDBMAX � 0.6 Pconv. P20MAX � 2.4 Pconv. Fig. 6/53 Block diagram of a braking unit with external braking resistor � � �� External load resistors 5kWto200kW Fig. 6/55 Block diagram of braking unit with internal braking resistor � �� Connecting jumper Load resistors up to 20 kW integrated Note When the internal load resistor is being used, P20 can be used for a braking time of 2.5 s and P3 for a braking time of 1.7 s with a cycle time of 72.5 s (see Fig. 6/56). When a braking unit is used on a DC bus, a fuse complying with page 3/78 should be fitted. Protective functions which are visualized via the LEDs � � � �� Fig. 6/54 Load diagram with external load resistor Braking units are used when regenerative power occurs occasionally and for a short time, e.g. during braking of the drive (emergency stop). For braking over a longer period of time, self- commutating pulsed rectifier/ regenerative units AFE or rectifier/regenerative units are to be used. Overcurrent Overcurrent has occurred. Reset necessary. Overload The braking unit is powered down after the permissible I2t value has been exceeded. The unit is ready for operation again after expiry of the defined pause intervals. Overtemp Temperature of the heat sink is too high, self-resetting after falling below the switch-on threshold. Ready DC voltage is connected (LED is on). Braking unit is operating (LED flashes). � � � �� P DB= Continuous power output P 20 =4P DB= Power which is permissible for 20 s every 90 s P 3 =6P DB= Power which is permissible for 3 s every 90 s � �� Fig. 6/56 Load diagram with internal load resistor �� Siemens DA 65.10 · 2003/2004 �� 6/49 6
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vector control SIMOVERT MASTERDRIVE
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SIMOVERT MASTERDRIVES Vector Contro
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Vector Control Overview 1/2 Applica
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Vector Control System Description S
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The engineering and process control
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Drive ES Basic � Drive ES is base
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Dimensions WxHxD SIMOVERT MASTERDRI
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Maximum permissible operating press
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Cable-protection fuses Duty class g
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Compact and chassis units SIMOVERT
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Compact and chassis units Contactor
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Vector Control 6SE71Converter Cabin
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Fig. 31 Type Designation acc. to DI
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Automation & Drives Catalog Interac
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