Brake unit for a quick-connect wiring structure

Abstract

The utility model relates to wiring structure technical field, concretely relates to the braking unit of quick -plug type wiring structure, including subline shell, subline core, first installation groove, installation stripe, busbar shell, second installation groove, installation recess, clamping groove, busbar core and resistance wire, the inside of subline shell is provided with subline core, first installation groove is arranged in the below of subline shell, the inside of subline shell is set up on the inside surface, busbar shell is installed in the below of subline shell, second installation groove is arranged in the top of busbar shell, the inside surface of second installation groove is set up on the installation recess, the top of busbar shell is set up on the clamping groove, the inside intermediate of mould core shell is provided with busbar core, the inside of busbar shell is provided with resistance wire, resistance wire is provided as spiral, and resistance wire is set up around busbar core.

Description

Technical Field

[0001] This utility model relates to the field of wiring structure technology, specifically to a braking unit with a quick-connect wiring structure. Background Technology

[0002] In modern industrial equipment, frequency converters are widely used for motor speed regulation and control. However, under certain special operating conditions, such as when a crane is lowering a heavy object, a fan is decelerating due to inertia, or when equipment is shut down in an emergency, the motor may operate in a generator state. In this generator state, the motor's kinetic energy is fed back to the DC bus through the inverter section of the frequency converter, forming regenerative electrical energy. If this regenerative energy cannot be consumed or released in time, the DC bus voltage will rise sharply in a very short period of time, far exceeding the voltage withstand design range of the frequency converter itself. Excessive DC voltage will not only trigger the frequency converter's overvoltage protection, affecting the normal operation of the equipment, but may also directly damage power devices or even burn out the entire frequency converter. Therefore, to suppress the rapid rise of the DC bus voltage, a braking unit is usually connected to the DC circuit, and a corresponding braking resistor is configured. This converts the regenerative electrical energy into heat energy for consumption, thereby ensuring the electrical safety of the system and the stable operation of the equipment. This solution is particularly critical in high-inertia, high-power applications such as cranes, wind turbines, and metallurgical rolling mills.

[0003] Many braking units use screw-type wiring or traditional terminal block connections, which have certain shortcomings in installation and maintenance. First, screw-type wiring requires tools and is cumbersome, especially in situations with limited space, leading to low wiring efficiency and long construction periods. Second, screw-type wiring is highly dependent on the operator's skill level; insufficient tightening torque can cause poor contact, while excessive force can damage the terminals. Over time, vibration can also cause loosening, creating safety hazards. Furthermore, braking units often require frequent inspection or replacement of the braking resistor in practical applications. With traditional wiring structures, each disassembly and reassembly requires significant time, hindering rapid equipment maintenance and increasing the probability of terminal damage from repeated wiring. Based on these issues, the industry has gradually proposed using quick-connect wiring structures to achieve rapid connection and disconnection between the braking unit and the braking resistor. This method significantly shortens installation time, improves wiring reliability, and reduces risks during operation and maintenance, providing a more efficient and reliable technical approach for inverters to handle safe braking under power generation conditions.

[0004] In view of the above, in order to overcome the above technical problems, this utility model designs a braking unit with a quick-connect wiring structure, which solves the above technical problems. Utility Model Content

[0005] The technical objective of this invention is to design a braking unit with a quick-connect wiring structure to reduce the probability of terminal damage caused by repeated wiring.

[0006] To achieve the above-mentioned technical objectives, this utility model provides the following technical solution: The quick-connect wiring structure braking unit includes several key components such as a sub-wire housing, a sub-wire core, a first mounting slot, mounting stripes, a busbar housing, a second mounting slot, a mounting groove, a snap-fit ​​groove, the busbar core, and a resistance wire. Specifically, the sub-wire housing, as the basic protective structure for the sub-wire, houses the sub-wire core, ensuring the stability and insulation of the conductive components during operation. A first mounting slot is located at the bottom of the sub-wire housing, allowing for positional alignment and mating with the busbar housing, thus enabling quick connection during wiring. Mounting stripes are also provided on the inner surface of the sub-wire housing; this structure provides additional friction during insertion, serving both as a limiting force and enhancing the tightness and stability between the sub-wire and the busbar.

[0007] The busbar housing is installed below the sub-line housing, forming an integrated plug-in connection. A second mounting groove is formed on the upper surface of the busbar housing, and the inner side of the second mounting groove further has a mounting recess. This interlocking structure ensures a more secure assembly between the sub-line housing and the busbar housing, preventing loosening or detachment due to vibration or external force during operation. Simultaneously, a snap-fit ​​groove is also formed on the upper part of the busbar housing, which interlocks with the corresponding structure of the sub-line section, achieving a more reliable quick-connect fixation. Inside the busbar housing is a busbar core, located in the center of the busbar housing and connected to the corresponding sub-line core to ensure smooth current transmission. For braking function, a resistance wire is also installed inside the busbar housing. This resistance wire has a spiral structure and is arranged around the busbar core. During operation, the resistance wire rapidly dissipates excess electrical energy fed back from the motor as heat energy, effectively suppressing the rise of the DC bus voltage and ensuring the safety and stability of the entire inverter system. With the combination of the above structures, this braking unit not only has good electrical connection performance, but also has the advantages of quick plugging and unplugging, easy installation and reliable operation.

[0008] Both the mounting stripes and mounting grooves are designed as helical structures with the same pitch, enabling precise meshing and a tight fit during insertion, thereby effectively improving the stability and reliability of the connection. Through this structure, the sub-line housing and the bus housing can be seamlessly connected via the first and second mounting grooves, ensuring not only the continuity and stability of the electrical connection but also structurally avoiding the risk of loosening and detachment, thus improving overall assembly efficiency and safety.

[0009] A mating groove is provided below the sub-core. The cross-sectional shape of the mating groove is designed as a regular circle, enabling stable engagement and positioning when it mates with the bus core or other connecting parts. To further improve conductivity and reduce contact resistance, a conductive coating is uniformly applied to the surface of the mating groove. This coating not only ensures efficient current transmission but also provides anti-oxidation and anti-corrosion properties, thereby extending the service life of the overall wiring structure and improving operational reliability.

[0010] The surface of the busbar casing is evenly covered with heat dissipation fins, which cover the entire area where the resistance wire is located. This allows the heat generated by the resistance wire during operation to be quickly conducted to the casing surface and dissipated. To prevent heat buildup between the fins, annular gaps are designed between adjacent heat dissipation fins. This structure ensures smooth airflow and improves overall heat dissipation efficiency, thereby effectively reducing the operating temperature rise of the resistance wire and ensuring that the braking unit maintains stable and reliable performance even during long-term operation.

[0011] The busbar housing has an internal movable cavity, providing space for the installation and protection of electrical components. A junction plate is fixedly installed inside the movable cavity. The junction plate's position is strategically positioned to form a stable electrical connection with the sub-cores and busbar cores. The junction plate is electrically connected to the resistance wire via conductivity, allowing the regenerative current to be smoothly conducted to the resistance wire for dissipation. This ensures good circuit continuity of the braking unit during operation, resulting in a compact overall structure with high conductivity and safety.

[0012] The upper and lower surfaces of the movable cavity are each arranged in a ring array with magnetic blocks, which, together with the junction plate and the resistance wire, form an auxiliary conduction structure. When the system is under special operating conditions, such as a sudden increase in DC bus voltage or excessive regenerative energy, the magnetic blocks can automatically sense and engage, rapidly diverting excess energy into the resistance wire for dissipation, thus effectively preventing voltage overshoot and damage to electrical components. This design not only improves the safety of the braking unit but also enhances the overall stability and reliability.

[0013] The busbar core houses a battery cell body, which serves as the primary conductive load-bearing component, ensuring stable current transmission within the busbar. A limiting ring is slidably mounted on the outer surface of the battery cell body. This limiting ring not only provides mechanical restraint and support but also prevents displacement of the battery cell due to vibration or thermal expansion and contraction during operation. A energizing ring is located on the side of the limiting ring, electrically connected to both the limiting ring and the battery cell body, thus forming a reliable conductive loop. This structural design, based on normal conductivity, further enhances the contact area and reduces contact resistance through the energizing and limiting rings, improving overall conductivity and stability. Simultaneously, this design facilitates maintaining good electrical performance under high-current surges, preventing overheating or energy loss due to poor contact, thereby effectively improving the reliability and service life of the busbar core and the entire braking unit.

[0014] The beneficial effects of this utility model are as follows: (1) This utility model introduces a quick-connect wiring structure into the braking unit, enabling the sub-line housing and the bus housing to achieve rapid and seamless connection through mounting grooves, mounting stripes, and snap-fit ​​grooves, greatly improving the convenience and stability of wiring. Compared with the traditional screw wiring method, this utility model can complete installation and disassembly without the need for complex tools, which not only shortens construction and maintenance time but also reduces the risk of poor contact due to improper operation. At the same time, the conductive coating and energizing ring set in the structural design can effectively improve conductivity and ensure the reliability of current transmission, thereby greatly improving the safety and practicality of equipment operation.

[0015] (2) This utility model integrates resistance wire, heat dissipation fins, and magnetic blocks into the busbar casing, which can promptly consume excess electrical energy generated by the motor in the generator state and convert it into heat energy for release, thus preventing damage to the frequency converter caused by excessive DC bus voltage. The setting of heat dissipation fins and annular spacer slots ensures good heat dissipation performance and extends the service life of the resistance wire; the addition of magnetic blocks provides an energy transfer channel under special working conditions, further improving the safety and reliability of the overall system. Therefore, this utility model not only simplifies the installation and maintenance process in terms of structure, but also enhances the system's ability to consume regenerative energy in terms of function, achieving efficient, stable, and safe operation. Attached Figure Description

[0016] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] The above and other aspects of the present invention will now be described by way of example only, with reference to the accompanying drawings, in which: Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a cross-sectional view of the utility model; Figure 3 This is a schematic diagram of the internal structure of the sub-wire housing of this utility model; Figure 4 This is a schematic diagram of the internal structure of the busbar housing of this utility model; Figure 5 This is a utility model Figure 4 A magnified view of a portion of the image.

[0018] In the diagram: 1. Sub-line casing; 2. Sub-line core; 201. Mating groove; 3. First mounting groove; 4. Mounting stripe; 5. Busbar casing; 501. Heat dissipation fins; 502. Movable cavity; 503. Connecting plate; 504. Magnetic block; 6. Second mounting groove; 7. Mounting groove; 8. Snap-fit ​​groove; 9. Busbar core; 901. Cell body; 902. Limiting ring; 903. Current-carrying ring; 10. Resistance wire. Detailed Implementation

[0019] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0020] like Figure 1-5 As shown, the braking unit of the quick-connect wiring structure includes several key components such as a sub-wire housing 1, a sub-wire core 2, a first mounting groove 3, mounting stripes 4, a busbar housing 5, a second mounting groove 6, a mounting recess 7, a snap-fit ​​groove 8, a busbar core 9, and a resistance wire 10. Specifically, the sub-wire housing 1 serves as the basic protective structure for the sub-wire, and its interior houses the sub-wire core 2, ensuring the stability and insulation of the conductive components during operation. The first mounting groove 3 is located at the bottom of the sub-wire housing 1, which corresponds and cooperates with the busbar housing 5 in position, enabling quick connection during wiring. Mounting stripes 4 are also provided on the inner surface of the sub-wire housing 1. This structure provides additional friction during insertion, serving both as a limiting force and enhancing the tightness and stability between the sub-wire and the busbar.

[0021] The busbar housing 5 is installed below the sub-line housing 1, forming an integral plug-in connection. A second mounting groove 6 is formed on the upper surface of the busbar housing 5, and a mounting recess 7 is further formed on the inner side of the second mounting groove 6. The interlocking of the concave and convex structures ensures a more secure assembly between the sub-line housing 1 and the busbar housing 5, preventing loosening or detachment due to vibration or external force during operation. Simultaneously, a snap-fit ​​groove 8 is also formed on the upper part of the busbar housing 5, which interlocks with the corresponding structure of the sub-line section, achieving a more reliable quick-connect fixation. Inside the busbar housing 5, a busbar core 9 is located in the middle and is connected to the sub-line core 2 to ensure smooth current transmission. To achieve a braking function, a resistance wire 10 is also provided inside the busbar housing 5. This resistance wire 10 has a spiral structure and is arranged around the busbar core 9. During operation, the resistance wire 10 can quickly dissipate excess electrical energy fed back from the motor as heat, thereby effectively suppressing the rise of the DC bus voltage and ensuring the safety and stability of the entire inverter system. Through the combination of the above structures, this braking unit not only possesses excellent electrical connection performance but also offers advantages such as quick plug-and-play operation, easy installation, and reliable operation.

[0022] Both the mounting stripe 4 and the mounting groove 7 are designed as helical structures with the same pitch, enabling them to precisely mesh and form a tight fit during insertion, thereby effectively improving the stability and reliability of the connection. Through this structure, the sub-line housing 1 and the bus housing 5 can achieve a seamless connection via the first mounting groove 3 and the second mounting groove 6, ensuring not only the continuity and stability of the electrical connection but also structurally avoiding the risk of loosening and detachment, thus improving overall assembly efficiency and safety.

[0023] like Figure 3 As shown, a mating groove 201 is provided below the sub-core 2. The cross-sectional shape of the mating groove 201 is designed as a regular circular structure, which enables it to achieve stable fitting and positioning when docking with the bus core 9 or other connecting parts. To further improve conductivity and reduce contact resistance, a conductive coating is uniformly provided on the surface of the mating groove 201. This coating not only ensures efficient current transmission but also provides anti-oxidation and anti-corrosion effects, thereby extending the service life of the overall wiring structure and improving operational reliability.

[0024] like Figure 4As shown, heat dissipation fins 501 are evenly distributed on the surface of the busbar housing 5, covering the entire area where the resistance wire 10 is located. This allows the heat generated by the resistance wire 10 during operation to be quickly conducted to the housing surface and dissipated. To avoid heat buildup between the fins, annular gaps are designed between adjacent heat dissipation fins 501. This structure ensures smooth air convection and improves overall heat dissipation efficiency, thereby effectively reducing the operating temperature rise of the resistance wire 10 and ensuring that the braking unit maintains stable and reliable performance even during long-term operation.

[0025] The busbar housing 5 has an internal movable cavity 502, which provides installation and protection space for electrical components. A junction plate 503 is fixedly installed inside the movable cavity 502. The junction plate 503 is strategically positioned to form a stable electrical connection with the sub-core 2 and the busbar core 9. The junction plate 503 is electrically connected to the resistance wire 10 via conductivity, allowing the regenerative current to be smoothly conducted to the resistance wire 10 for dissipation. This ensures good circuit continuity of the braking unit during operation, resulting in a compact overall structure with high conductivity and safety.

[0026] The upper and lower surfaces of the active cavity 502 are each arranged in a ring array with a ring of magnetic blocks 504. The magnetic blocks 504, together with the junction plate 503 and the resistance wire 10, form an auxiliary conduction structure. When the system is under special operating conditions, such as a sudden increase in DC bus voltage or excessive regenerative energy, the magnetic blocks 504 can automatically sense and participate in the operation, allowing the excess electrical energy to be quickly diverted into the resistance wire 10 for consumption, thereby effectively avoiding voltage overshoot and damage to electrical components. This design not only improves the safety of the braking unit but also enhances the overall stability and reliability.

[0027] like Figure 5 As shown, the busbar core 9 contains a core body 901, which serves as the main conductive load-bearing component, ensuring stable current transmission within the busbar. A limiting ring 902 is slidably mounted on the outer surface of the core body 901. This limiting ring 902 not only provides mechanical limiting and support but also prevents the core from shifting due to vibration or thermal expansion and contraction during operation. A energizing ring 903 is provided on the side of the limiting ring 902, and the energizing ring 903 is electrically connected to the limiting ring 902 and the core body 901, thus forming a reliable conductive circuit. Through this structural design, the core, while maintaining normal conductivity, can further enhance the contact area through the energizing ring 903 and the limiting ring 902, reducing contact resistance and improving overall conductivity and stability. Simultaneously, this design facilitates maintaining good electrical performance under high current surges, avoiding overheating or energy loss due to poor contact, thereby effectively improving the reliability and service life of the busbar core 9 and the entire braking unit.

[0028] In operation, during actual use, the sub-line housing 1 and the busbar housing 5 are quickly connected via a quick-connect wiring structure, and the sub-line core 2 and the busbar core 9 achieve a stable electrical connection. Under normal driving conditions, electrical energy is transmitted through the sub-line core 2 and the busbar core 9, and the braking unit is in standby mode. When the motor enters generator mode, such as when a crane lowers a heavy object, a fan decelerates due to inertia, or when equipment stops suddenly, excess regenerative energy is introduced into the resistance wire 10 through the junction plate 503. The resistance wire 10 heats up rapidly under the influence of current, converting electrical energy into heat energy. Simultaneously, the heat dissipation fins 501 and annular spacers on the surface of the busbar housing 5 accelerate heat dissipation, preventing the resistance wire 10 from overheating, thus ensuring a stable and reliable braking process.

[0029] The principle is to suppress the rapid rise of DC bus voltage by utilizing resistive energy dissipation. Through a quick-connect structure, a highly reliable electrical path is formed between the sub-wire and the bus. When the DC bus voltage is too high, current is introduced into the resistance wire 10 inside the bus casing 5. The resistance wire 10 is arranged in a spiral pattern, which can evenly distribute the current and efficiently generate heat. Simultaneously, the magnetic block 504 plays a role in assisting energy diversion under special operating conditions, further improving the timeliness and safety of energy consumption. Combined with the structure of the heat dissipation fins 501, the heat generated by the resistance wire 10 is released in a timely manner, preventing overheating failure. Through this dual electrical and heat dissipation mechanism, this invention achieves rapid consumption and safe transfer of regenerative electrical energy, ensuring the stable operation of the frequency converter and motor system.

[0030] Various modifications to this disclosure will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other variations without departing from the scope of this disclosure. Therefore, this disclosure is not limited to the examples and designs described herein, but should be given the broadest scope consistent with the principles and novel features disclosed herein. Although one or more exemplary embodiments of this disclosure have been described with reference to the accompanying drawings, those skilled in the art will understand that various changes in form and detail may be made therein without departing from the spirit and scope of this disclosure as defined by the appended claims.

Claims

1. A braking unit with a quick-connect wiring structure, characterized in that, It includes a sub-wire housing (1), a sub-wire core (2), a first mounting groove (3), a mounting stripe (4), a busbar housing (5), a second mounting groove (6), a mounting recess (7), a snap-fit ​​groove (8), a busbar core (9), and a resistance wire (10). The sub-wire housing (1) is provided with a sub-wire core (2) inside. The first mounting groove (3) is opened on the bottom of the sub-wire housing (1). The mounting stripe (4) is provided on the inner side of the sub-wire housing (1). The bus housing (5) is installed on the bottom of the sub-wire housing (1). The second mounting groove (6) is opened on the top of the bus housing (5). The mounting groove (7) is opened on the inner side of the second mounting groove (6). The snap-fit ​​groove (8) is opened on the top of the bus housing (5). The bus core (9) is provided in the middle of the inner core housing. The resistance wire (10) is provided in the inner core of the bus housing (5). The resistance wire (10) is set in a spiral shape and is arranged around the bus core (9).

2. The braking unit with a quick-connect wiring structure according to claim 1, characterized in that: The mounting stripes (4) and mounting grooves (7) are set to a spiral shape with the same pitch, and the sub-line housing (1) and the bus housing (5) are seamlessly connected by the first mounting groove (3) and the second mounting groove.

3. The braking unit with a quick-connect wiring structure according to claim 1, characterized in that: The sub-core (2) has a mating groove (201) on its lower surface. The mating groove (201) has a circular cross-sectional shape and a conductive coating on its surface.

4. The braking unit with a quick-connect wiring structure according to claim 1, characterized in that: The surface of the busbar housing (5) is provided with heat dissipation fins (501), the heat dissipation fins (501) cover the entire resistance wire (10), and an annular spacer groove is provided between adjacent heat dissipation fins (501).

5. The braking unit with a quick-connect wiring structure according to claim 1, characterized in that: The busbar housing (5) has an open cavity (502) inside, and a junction plate (503) is provided inside the open cavity (502). The junction plate (503) and the resistance wire (10) are electrically connected.

6. The braking unit with a quick-connect wiring structure according to claim 5, characterized in that: The upper and lower surfaces of the active cavity (502) are arranged in a ring of magnetic blocks (504).

7. The braking unit with a quick-connect wiring structure according to claim 1, characterized in that: The inside of the bus core (9) is configured as a cell body (901), and a limiting ring (902) is slidably mounted on the surface of the cell body (901). A power-conducting ring (903) is provided on the side of the limiting ring (902), and the power-conducting ring (903), the limiting ring (902) and the cell body (901) are electrically connected.

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