frequency converter

Abstract

The utility model discloses a frequency converter, this frequency converter is through with brake assembly and rectifier bridge direct abutment in same radiator, and by radiator mounting panel bears fixed, realizes both common high -efficient heat radiation path, and the radiator mounting panel and the case main body rigid connection, forms integrated structure. Under the premise of guaranteeing power density and thermal stability, realizes frequency converter compact structure, cost reduction and installation space saving.

Description

Technical Field

[0001] This utility model relates to the field of power electronic equipment, specifically to a frequency converter. Background Technology

[0002] Under current technology, multi-drive systems are widely used in equipment requiring the coordinated operation of multiple motors, such as printing presses, packaging lines, and textile machinery. Traditional frequency converters often adopt a horizontally extended structure, resulting in a large size that occupies a significant amount of control cabinet space during installation. When multiple units are arranged side-by-side, overlapping heat dissipation areas can easily lead to excessive temperature rise, affecting system reliability. Furthermore, existing frequency converters typically use busbars for main circuit connections, resulting in complex structures and cumbersome assembly, hindering modular production and maintenance. Braking units are often externally designed, requiring additional wiring and installation space, increasing system integration difficulty. In addition, DC bus connections between frequency converters rely on external wiring or independent busbar trunking, preventing rapid parallel connection and leading to complex multi-drive system configurations and poor scalability. As industrial equipment develops towards higher integration, smaller size, and easier expansion, the above structures can no longer meet the comprehensive requirements of multi-drive products for space utilization, heat dissipation performance, installation efficiency, and system scalability, severely restricting the application of frequency converters in compact multi-machine collaborative scenarios. Therefore, there is an urgent need for a new type of frequency converter structure that is compact, has efficient heat dissipation, and supports direct parallel operation, in order to solve the technical problem that existing technologies cannot meet the needs of multi-drive applications. Utility Model Content

[0003] The present invention provides a frequency converter that aims to solve the technical problem that existing frequency converters cannot meet the application requirements of multi-drive products.

[0004] In a first aspect, the present invention provides a frequency converter, comprising: a chassis body; a power module assembly installed inside the chassis body, including a braking assembly and a rectifier bridge; and an active heat dissipation assembly disposed inside the chassis body, including a heat sink; wherein the braking assembly and the rectifier bridge abut against the heat sink, and the heat sink is installed inside the chassis body.

[0005] In the frequency converter provided by this utility model, the braking assembly includes a single tube plate and an adapter plate, the single tube plate and the adapter plate are electrically connected, the single tube plate is disposed on the side of the circuit board assembly near the heat sink, and the single tube plate abuts against the heat sink.

[0006] The inverter provided by this utility model further includes a mounting bracket assembly disposed within the main body of the chassis, including a radiator mounting plate. The radiator mounting plate has a first hole. The braking assembly and the rectifier bridge are disposed above the radiator mounting plate, and the radiator is disposed below the radiator mounting plate. The active heat dissipation assembly also includes a heat-conducting plate. The single-tube plate includes a base plate, a power single tube, and a single-tube protective cover. Multiple power single tubes are fixed above the base plate, and the single-tube protective cover covers the power single tube. The heat-conducting plate and the rectifier bridge pass through the first hole, and the heat-conducting plate is disposed between the base plate and the radiator.

[0007] In the frequency converter provided by this utility model, the active heat dissipation component includes a cooling fan. The front and rear parts of the main body of the chassis are respectively provided with an air inlet area and an air outlet area. The air inlet area and the air outlet area cooperate to form a heat dissipation air duct that runs through the main body of the chassis. The heat sink and the cooling fan are located between the air inlet area and the air outlet area. The cooling fan is located close to the air inlet area, and the heat sink is located on the side of the cooling fan close to the air outlet area.

[0008] In the frequency converter provided by this utility model, the power module assembly further includes a capacitor board, on which a plurality of capacitors are arranged in an array, and the capacitors are located between the heat sink and the air outlet area.

[0009] In the frequency converter provided by this utility model, the mounting bracket assembly further includes a capacitor plate mounting plate, the capacitor plate is disposed on the capacitor plate mounting plate, the capacitor plate mounting plate is provided with a plurality of capacitor sleeves, the capacitor sleeves are provided with capacitor embedding holes, and the capacitors pass through the capacitor embedding holes.

[0010] The frequency converter provided by this utility model also includes a relay board, which is located above the power module assembly and is vertically connected to the rectifier bridge, capacitor board and braking assembly through electrical terminals to form a main circuit electrical connection structure.

[0011] The frequency converter provided by this utility model also includes a DC output connection component, one part of which is disposed inside the main body of the chassis and electrically connected to the capacitor plate, and the other part extends to the outside of the main body of the chassis to form a parallel connection part, wherein the parallel connection part is used to directly connect to an adjacent frequency converter.

[0012] In the frequency converter provided by this utility model, the DC output connection assembly includes two DC conductive copper busbars, which are disposed above the main body of the chassis. One end of the two DC conductive copper busbars is electrically connected to the positive terminal and the negative terminal of the capacitor board, respectively. The other end of the two DC conductive copper busbars extends outward to one side of the main body of the chassis to form the parallel connection part.

[0013] The frequency converter provided by this utility model also includes a drive control component, which is disposed above the relay board. The drive control component includes a drive board, a lightning protection filter board, and a control board. The mounting bracket assembly includes a drive board mounting plate and a control board mounting plate. The drive board mounting plate and the control board mounting plate are disposed far apart from each other. The drive board and the lightning protection filter board are disposed on the drive board mounting plate, and the control board is disposed on the control board mounting plate.

[0014] Compared with the prior art, the beneficial effects of this utility model are: In the technical solution of this utility model, the frequency converter directly abuts the braking component and the rectifier bridge against the same heat sink, and is supported and fixed by the heat sink mounting plate, so that the two share a high-efficiency heat dissipation path. The heat sink mounting plate is rigidly connected to the main body of the chassis to form an integrated structure. Under the premise of ensuring power density and thermal stability, the frequency converter achieves a compact structure, reduced cost and saved installation space. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0016] Figure 1 This is a three-dimensional view of the frequency converter according to an embodiment of the present invention; Figure 2 This is a first disassembled view of the main body of the inverter chassis according to an embodiment of the present utility model; Figure 3 This is a second disassembled view of the main body of the inverter chassis according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the component assembly and connection of the frequency converter according to an embodiment of the present utility model; Figure 5 This is a schematic diagram of the assembly state of the frequency converter without the relay board installed in an embodiment of this utility model; Figure 6 This is a schematic diagram of the assembly state of the frequency converter in an embodiment of the present invention when the relay board is being installed; Figure 7 This is a schematic diagram of the assembly state of the frequency converter when the relay board is installed in an embodiment of this utility model; Figure 8 This is a three-dimensional schematic diagram of the internal component structure of the frequency converter in an embodiment of the present invention; Figure 9 This is a three-dimensional schematic diagram of the connection relationship of the top component of the frequency converter in an embodiment of the present invention; Figure 10 This is a schematic diagram of the internal structure of the inverter after removing the right side panel of the main body of the chassis, according to an embodiment of this utility model. Figure 11 This is a three-dimensional schematic diagram of the braking assembly of the frequency converter according to an embodiment of the present utility model; Figure label explanation: 10. Chassis body; 111. Air intake area; 112. Air exhaust area; 12. Base plate; 13. Top plate; 14. Main power terminals; 15. Main power terminal cover; 20. Power module assembly; 21. Rectifier bridge; 22. Capacitor board; 221. Capacitor; 222. Negative terminal of capacitor board; 223. Positive terminal of capacitor board; 23. Braking assembly; 231. Negative terminal of braking assembly; 232. Positive terminal of braking assembly; 233. Power tube; 234. Protective cover for tube; 235. Drive signal terminal; 236. Temperature detection terminal; 237. Adapter board; 24. Heat-conducting plate; 25. Relay board; 27. Tube board; 271. Base plate; 30. Mounting bracket assembly; 31. Heat sink mounting plate; 311. First hole; 32. Capacitor board mounting plate; 321. Capacitor sleeve; 322. Capacitor embedding hole; 323. Isolation post; 33. Driver board mounting plate; 34. Control board mounting plate; 40. DC output connection assembly; 41. DC conductive copper busbar; 42. Parallel connection part; 50. Active cooling components; 51. Cooling fan; 52. Radiator; 60. Drive control components; 61. Drive board; 62. Lightning protection filter board; 63. Control board; 71. Debugging port; 72. Small housing; 73. Raised part. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0018] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0019] This utility model addresses the technical problem that existing frequency converters cannot meet the application requirements of multi-drive products, and proposes a frequency converter, referring to... Figures 1 to 11 The inverter includes: a chassis body 10; a power module assembly 20, installed inside the chassis body 10, including a braking assembly 23 and a rectifier bridge 21; and an active heat dissipation assembly 50, disposed inside the chassis body 10, including a heat sink 52; wherein the braking assembly 23 and the rectifier bridge 21 abut against the heat sink 52, and the heat sink 52 is installed inside the chassis body 10.

[0020] The chassis body 10 is a rectangular sheet metal frame, with a through-type design to form a heat dissipation duct. A cooling fan 51 is installed at the bottom, and a DC terminal block is located at the top. The left and right side panels are used to fix the internal mounting brackets. The power module assembly 20 includes a rectifier bridge 21 and a braking assembly 23, which are arranged side by side in the middle of the chassis. The rectifier bridge 21 uses a standard three-phase rectifier module, and the braking assembly 23 is composed of multiple TO-247 packaged power tubes 233 welded to an aluminum substrate 271. Both are directly pressed onto the upper surface of the same aluminum alloy heat sink 52 by fasteners to achieve thermal coupling. The heat sink 52 is fitted with a heat sink mounting plate 31, which is a metal bracket fixed to the inner wall of the chassis by fasteners to ensure structural rigidity and heat dissipation stability. The entire heat dissipation system relies entirely on the surface contact between the components and the heat sink 52 to achieve efficient heat conduction. The rectifier bridge 21 and the braking assembly 23 share a heat dissipation path, eliminating the need for independent heat dissipation devices, significantly reducing the overall height and assembly complexity, and providing core support for achieving a book-style compact structure.

[0021] In one embodiment, reference is made to Figures 1 to 11 The braking assembly 23 includes a single tube plate 27 and an adapter plate 237, which are electrically connected. The single tube plate 27 is located on the side of the circuit board assembly near the heat sink 52 and abuts against the heat sink 52.

[0022] The braking assembly 23 consists of two parts: a single-tube board 27 and an adapter board 237. The two parts are electrically connected to form a complete braking circuit. The single-tube board 27 is a thick aluminum substrate 271. Multiple TO-247 packaged power transistors 233 are soldered to its upper surface using SMT technology. The drain or collector of the transistor is directly connected to the copper foil traces on the aluminum substrate 271. The excellent thermal conductivity of the aluminum substrate 271 is used to efficiently conduct the heat generated by the power transistors 233 during operation to the heat sink 52 below. To accommodate the limited vertical space, the pins of the single-tube board 27 are uniformly bent at 90° after soldering, extending vertically and electrically connected to the adapter board 237 located above it. The adapter board 237 is equipped with drive signal terminals 235, temperature detection thermistor leads, and braking positive and negative output terminals. These are fixed to the bent pins of the single-tube board 27 by soldering with pins to form a stable electrical connection. The single-tube board 27 is arranged close to the upper surface of the heat sink 52, and direct heat conduction is achieved through the low thermal resistance contact between the aluminum substrate 271 and the heat sink 52. To meet safety regulations, a protective cover is placed over the single-tube board 27, its inner cavity enclosing all power tubes 233 and pins, effectively increasing the creepage distance between high-voltage terminals and providing mechanical protection. This structure achieves high-density integration of low-cost power devices and reliable electrical connections without increasing the overall height.

[0023] In one embodiment, reference is made to Figures 1 to 11 It also includes a mounting bracket assembly 30, which is disposed inside the chassis body 10. The assembly includes a radiator mounting plate 31 with a first hole 311. The braking assembly 23 and the rectifier bridge 21 are disposed above the radiator mounting plate 31, and the radiator 52 is disposed below the radiator mounting plate 31. The active cooling assembly 50 also includes a heat-conducting plate 24. The single tube plate 27 includes a base plate 271, a power single tube 233 and a single tube protective cover 234. Multiple power single tubes 233 are fixed above the base plate 271, and the single tube protective cover 234 covers the power single tube 233. The heat-conducting plate 24 and the rectifier bridge 21 pass through the first hole 311. The heat-conducting plate 24 is disposed between the base plate 271 and the radiator 52.

[0024] The radiator mounting plate 31 is a sheet metal part with a first hole 311 that matches the dimensions of the rectifier bridge 21 and the braking assembly 23. This hole is used to establish a direct heat conduction path between the rectifier bridge 21 and the radiator 52, while also providing space for the heat-conducting plate 24 to pass through. The braking assembly 23 and the rectifier bridge 21 are both located above the radiator mounting plate 31, while the radiator 52 is placed below it, forming an upper and lower separated structure, which compresses the overall height of the device. The heat-conducting plate 24 is a pure aluminum plate with an area matching the bottom of the braking assembly 23. Its upper surface is tightly attached to the aluminum substrate 271 of the single tube plate 27, and its lower surface is directly pressed against the upper surface of the radiator 52, forming a low thermal resistance heat conduction chain. This effectively compensates for poor contact caused by minor flatness errors between the single tube plate 27 and the radiator 52, improving heat dissipation consistency. The rectifier bridge 21 passes directly through the first hole 311 and directly contacts the upper surface of the radiator 52, achieving independent heat dissipation for the rectifier module. This structure achieves thermal separation and efficient heat dissipation between the braking unit and the rectifier bridge 21 without increasing vertical space.

[0025] In one embodiment, reference is made to Figures 1 to 11 The active cooling component 50 includes a cooling fan 51. The front and rear parts of the chassis body 10 are respectively provided with an air intake area 111 and an air exhaust area 112. The air intake area 111 and the air exhaust area 112 cooperate to form a cooling air duct that runs through the chassis body 10. The heat sink 52 and the cooling fan 51 are located between the air intake area 111 and the air exhaust area 112. The cooling fan 51 is located close to the air intake area 111, and the heat sink 52 is located on the side of the cooling fan 51 close to the air exhaust area 112.

[0026] The active cooling assembly 50 is used to improve the thermal management capability of the entire machine under high load conditions. The active cooling assembly 50 includes a cooling fan 51 and a heatsink 52. The cooling fan 51 is installed in the air intake area 111 at the front of the chassis body 10, specifically in the fan mounting area above the base plate 12. It adopts an axial flow structure, and when powered on, it can force external cool air into the chassis from front to back. The heatsink 52 is a metal profile structure, located on the side of the cooling fan 51 near the air outlet area 112, i.e., the mounting area behind the fan. Its top surface directly abuts against the bottom heat-conducting surfaces of the rectifier bridge 21 and the braking assembly 23, achieving efficient heat conduction. The heatsink 52 is mounted on the heatsink mounting plate 31, and the rectifier bridge 21 is directly mounted on the heatsink 52, connected by fasteners. The rectifier bridge 21 is attached to the surface of the heatsink 52 via its base plate 12 and pressed firmly with fasteners to ensure reliable thermal contact. The braking assembly 23 is mounted on the heat-conducting plate 24, which also contacts the top of the radiator 52. The heat-conducting plate 24 is pressed together by the fixing structure of the radiator mounting plate 31, forming a multi-point thermal coupling path. The radiator 52 may have multiple fins extending in the front-to-back direction, arranged in a horizontal array to increase the heat exchange area with the airflow. Cooling air, driven by the cooling fan 51, enters from the front air intake area 111, flows through the gaps between the radiator 52 fins, carrying away the heat generated by the rectifier bridge 21 and the braking assembly 23, and finally exits from the rear air outlet area 112, forming a continuous and stable horizontal airflow cooling system. This active cooling design not only improves the heat dissipation efficiency of the power devices but also supports the inverter's stable operation for extended periods in a compact space, making it particularly suitable for applications with continuous high-power output in multi-drive systems.

[0027] The active heat dissipation assembly 50 further includes a heat-conducting plate 24, which is disposed between the braking assembly 23 and the heat sink 52 to enhance the heat conduction efficiency of the braking assembly 23. The main body of the braking assembly 23 is an adapter plate 237, on which a braking negative terminal, a braking positive terminal, multiple power tubes 233, and protective covers corresponding to each power tube 233 are provided. The protective covers can be concealed. In addition, a drive signal terminal 235 and a temperature detection terminal 236 can be installed as needed. Among them, the braking negative terminal serves as the negative connection point of the DC bus of the braking circuit and is aligned and connected to the negative terminal 222 of the capacitor plate on the relay board 25 to form the main circuit path; the braking positive terminal serves as the positive connection point of the DC bus of the braking circuit and is aligned and connected to the positive terminal 223 of the capacitor plate on the relay board 25 to form the main circuit path; the power tubes 233 control the on / off of the braking circuit, and their switching is controlled by the drive signal to achieve precise regulation of energy discharge. The single-tube protective cover 234 is an insulating plastic part used to increase the creepage distance between the pins of the power single tube 233 to meet safety requirements, and also provides mechanical support for the adapter board 237; the drive signal terminal 235 receives the PWM control signal from the drive board 61 to control the conduction and cutoff of the power single tube 233; the temperature detection terminal 236 is connected to a temperature sensor soldered on the aluminum substrate to monitor the temperature of the braking assembly 23 in real time and feed the signal back to the control board 63 for overheat protection. In specific implementations, since the braking assembly 23 is usually composed of multiple TO-247 packaged power single tubes 233 soldered on the aluminum substrate, although its installation position is close to the rectifier bridge 21 area, it is difficult to achieve large-area direct contact with the heat sink 52 due to structural layout limitations. To address this, a heat-conducting plate 24 is added between the bottom of the braking assembly 23 and the top surface of the heat sink 52. This heat-conducting plate 24 is a metal plate with good thermal conductivity or a composite plate made of a highly thermally conductive insulating material. Its shape is adapted to the bottom contour of the braking assembly 23, and its upper and lower surfaces are flat, making close contact with the mounting base of the braking assembly 23 and the top of the heat sink 52, respectively. The heat-conducting plate 24 can be secured by fasteners using the fixing structure on the heat sink mounting plate 31, or by filling the interface gap with thermally conductive silicone grease to reduce contact thermal resistance and achieve efficient heat transfer from the braking assembly 23 to the main heat sink 52. This heat-conducting plate 24 not only compensates for the installation gap caused by space constraints but also allows the heat generated by the braking assembly 23 to be quickly directed into the main heat dissipation path, preventing excessive local temperature rise that could affect device lifespan and system reliability.

[0028] In addition, the heat dissipation contact area between the heat conduction plate 24 and the rectifier bridge 21 is on the same horizontal plane, so that the top surface of the entire heat sink 52 maintains a uniform heat dissipation reference plane, which is conducive to assembly consistency and mass production.

[0029] In practical applications, the heat-conducting plate 24 integrates mounting slots or through holes for temperature sensing elements, which facilitates the placement of temperature sensors close to the power tubes, enabling real-time monitoring of the operating temperature of the power tubes and further improving the operational safety and intelligent thermal management level of the frequency converter under multiple drive conditions.

[0030] In one embodiment, reference is made to Figures 1 to 11 The power module assembly 20 also includes a capacitor board 22, on which multiple capacitors 221 are arranged in an array, and the capacitors 221 are located between the heat sink 52 and the air outlet area 112.

[0031] The capacitor plate 22 has multiple arrayed capacitors 221. These capacitors 221 are used for filtering and energy storage of the DC bus. Their number and arrangement are determined according to the power level and electrical performance requirements of the frequency converter. They are arranged in a regular array to achieve mechanical balance and current sharing. The capacitors 221 are located between the heat sink 52 and the air outlet 112, that is, behind the heat sink 52 and in front of the rear air outlet 112 of the chassis body 10, in the airflow path of the horizontal heat dissipation duct. When the cooling fan 51 is running, the cooling airflow enters from the front air inlet 111, first flows through the heat sink 52 to carry away the heat from the rectifier bridge 21 and the braking assembly 23, and then continues to flow backward, passing through the gaps between the capacitors 221, forcibly cooling the surface of the capacitors 221. Since the lifespan of electrolytic capacitor 221 is closely related to its operating temperature, placing it downstream of the airflow that has already absorbed some heat avoids the waste caused by cold air preferentially cooling non-heat-generating components, and effectively reduces the temperature rise of capacitor 221 by utilizing residual airflow, thus achieving tiered utilization of airflow resources. The axial direction of capacitor 221 is perpendicular to the airflow direction to reduce wind resistance and increase the frontal area, improving heat dissipation efficiency. Simultaneously, capacitor plate 22 is positioned by capacitor plate mounting plate 32 in mounting bracket assembly 30, ensuring sufficient electrical clearance and creepage distance with surrounding conductive components. In practical applications, the density of the capacitor 221 array or the addition of airflow guiding structures can optimize local airflow distribution and prevent eddies or dead zones. Furthermore, this layout supports modular replacement of capacitor 221, facilitating maintenance and platform design for different power specifications, making it suitable for industrial applications with high reliability and maintainability requirements in multi-drive systems.

[0032] In one embodiment, reference is made to Figures 1 to 11 The mounting bracket assembly 30 also includes a capacitor board mounting plate 32, on which a capacitor board 22 is disposed. The capacitor board mounting plate 32 is provided with a plurality of capacitor 221 sheaths, and the capacitor 221 sheaths are provided with capacitor 221 embedding holes through which the capacitors 221 pass.

[0033] The mounting bracket assembly 30 also includes a capacitor plate mounting plate 32, which is a horizontally positioned sheet metal part located inside the chassis body 10. Its left and right flanges engage with mounting holes on the left and right sides of the chassis and are secured with fasteners, providing stable support for the capacitor plate 22. The capacitor plate 22 is mounted on this mounting plate 32. To achieve precise positioning, mechanical fixation, and electrical protection of the capacitor 221, the mounting plate 32 is also equipped with multiple capacitor 221 sleeves. Each sleeve corresponds to a capacitor 221 mounting position and has a capacitor 221 insertion hole. The inner diameter of this hole matches the outer casing size of the capacitor 221, enabling circumferential limiting and axial pre-fixation of the capacitor 221. During installation, the capacitor 221 passes sequentially from top to bottom through the capacitor 221 insertion hole in the sleeve and the second hole on the mounting plate 32. The capacitor 221 sheath is made of insulating material, which not only provides mechanical support and shock absorption, but also effectively isolates the electrical gap between adjacent capacitors 221, preventing pin contact short circuits caused by vibration or thermal cycling, while improving the overall electrical safety and anti-interference capability of the device. This structure also facilitates automated insertion and soldering processes, improving production efficiency. Furthermore, a snap-fit ​​or interference fit structure can be designed between the capacitor 221 sheath and the capacitor board mounting plate 32, allowing assembly without additional fasteners and further simplifying the process. This layout enables reliable fixation and efficient heat dissipation of the capacitor 221 module within a limited space.

[0034] Furthermore, referring to Figures 1 to 11 An isolation column 323 is provided between the capacitor plate 22 and the capacitor plate mounting plate 32.

[0035] An isolation post 323 is provided between the capacitor plate 22 and the capacitor plate mounting plate 32. This isolation post 323 is a columnar structure made of insulating material, typically engineering plastics such as PA66 or PBT, possessing good heat resistance, mechanical strength, and electrical insulation properties. Multiple isolation posts 323 are distributed around the perimeter or corners of the capacitor plate 22. One end is fixed to the mounting hole of the capacitor plate 22, and the other end is connected to the capacitor plate mounting plate 32 by screws or crimping, maintaining a certain vertical distance between the capacitor plate 22 and the capacitor plate mounting plate 32. This spacing structure not only avoids direct contact between the capacitor plate 22 and the metal mounting plate, preventing short circuit risks caused by vibration or assembly stress, but also creates an airflow gap, facilitating heat dissipation airflow through the bottom of the capacitor 221, enhancing the cooling effect on the capacitor 221 body and the root of its leads, further improving thermal management efficiency. Simultaneously, the isolation post 323 provides the capacitor plate 22 with a certain degree of elastic support in vibration environments, buffering external mechanical impacts and improving the overall vibration resistance and long-term operational reliability of the device. During actual assembly, the height of the isolation posts 323 is consistent, ensuring that the capacitor board 22 remains horizontal after installation and preventing breakage or poor soldering of the capacitor 221 pins due to uneven stress caused by tilting. Furthermore, this structure supports pre-installation and replacement of the capacitor board 22 as an independent module, facilitating maintenance and platform-based applications with different power specifications. Combined with the positioning design of the capacitor 221 sheath and the second hole, the isolation posts 323 and the capacitor board mounting plate 32 together form a stable three-dimensional support system, significantly improving the installation accuracy, electrical safety, and environmental adaptability of the capacitor 221 assembly in the book-type compact inverter.

[0036] In one embodiment, reference is made to Figures 1 to 11 The inverter also includes a relay board 25, which is located above the power module assembly 20 and is vertically connected to the rectifier bridge 21, capacitor board 22 and braking assembly 23 through electrical terminals to form the main circuit electrical connection structure.

[0037] Furthermore, referring to Figures 1 to 11 The inverter also includes a DC output connection component 40, one part of which is located inside the chassis body 10 and electrically connected to the capacitor plate 22, and the other part extends to the outside of the chassis body 10 to form a parallel connection part 42, wherein the parallel connection part 42 is used for direct electrical connection with an adjacent inverter.

[0038] The chassis body 10 has an air inlet area 111 and an air outlet area 112 at its front and rear, respectively. The air inlet area 111 and the air outlet area 112 work together to form a heat dissipation duct that runs through the chassis body 10. The power module assembly 20 is installed inside the chassis body 10 and includes a rectifier bridge 21, a capacitor plate 22, and a braking assembly 23. The relay board 25 is located above the power module assembly 20 and is vertically connected to the rectifier bridge 21, the capacitor plate 22, and the braking assembly 23 through electrical terminals to form the main circuit electrical connection. Structure: Mounting bracket assembly 30, disposed within the main body 10 of the chassis, includes multiple horizontally arranged mounting plates, each of which is connected to the main body 10 of the chassis, and each mounting plate is respectively connected to the rectifier bridge 21, capacitor plate 22, braking assembly 23 and relay plate 25; DC output connection assembly 40, part of which is disposed inside the main body 10 of the chassis and electrically connected to the capacitor plate 22, and the other part extends outward of the main body 10 of the chassis to form a parallel connection part 42, wherein the parallel connection part 42 is used for direct electrical connection with adjacent frequency converters.

[0039] The inverter adopts a book-shaped compact structure design, suitable for high-density installation scenarios with multiple drive systems. The main body of the chassis 10 is a rectangular frame-shaped sheet metal structure enclosed by a front panel, a rear panel, a left side panel, and a right side panel. The air intake area 111 at the front is used to install the cooling fan 51, and the air outlet area 112 at the rear has heat dissipation grilles. Together, they form a horizontal heat dissipation airflow channel running from front to back through the entire machine, effectively preventing hot air backflow. The power module assembly 20 includes a rectifier bridge 21, a capacitor board 22, and a braking assembly 23, all mounted on the mounting bracket assembly 30. The mounting bracket assembly 30 includes a radiator mounting plate 31, a capacitor board mounting plate 32, and a braking assembly 23 mounting plate. Each mounting plate is connected to the left and right side panels of the main body of the chassis 10 by fasteners through its left and right flanges, achieving modular positioning and stable support. The rectifier bridge 21 conducts heat through direct contact with the radiator 52 at its bottom, and the braking assembly 23 is mounted on a heat-conducting metal plate and shares a heat dissipation path with the rectifier bridge 21. The relay board 25 is a printed circuit board located above the power module assembly 20. Its lower surface has multiple electrical terminals, which are vertically inserted or crimped to the output terminal of the rectifier bridge 21 below, the positive terminal 223 and negative terminal 222 of the capacitor board, the negative terminal 231 of the braking assembly, and the positive terminal 232 of the braking assembly, forming the main circuit electrical connection structure. This replaces the traditional conductive busbars and simplifies assembly. The main chassis 10 also has a main power terminal 14. The aforementioned terminals are connected to the main power terminal 14 via wires for external electrical connections. To ensure safety during use, a main power terminal cover 15 is provided above the main power terminal 14. The DC output connection assembly 40 includes two DC conductive copper busbars 41 located at the top of the main chassis 10. Their inner ends are electrically connected to the positive and negative terminals of the capacitor board 22, and their outer ends extend horizontally to one side of the chassis to form a parallel connection section 42. This section can be directly inserted into or connected via terminals to the input terminals of adjacent frequency converters, enabling rapid parallel expansion of multiple devices. This structure not only improves power density and system integration, but also significantly enhances flexibility and scalability in multi-drive applications.

[0040] In one embodiment, reference is made to Figures 1 to 11 The DC output connection assembly 40 includes two DC conductive copper busbars 41, which are disposed above the chassis body 10. One end of the two DC conductive copper busbars 41 is electrically connected to the positive terminal 223 and the negative terminal of the capacitor plate on the relay board 25, respectively. The other end of the two DC conductive copper busbars 41 extends outward to one side of the chassis body 10 to form a parallel connection part 42.

[0041] The DC output connection assembly 40 includes two DC conductive copper busbars 41. These busbars have a certain thickness and width and are arranged laterally along the top area of ​​the chassis body 10, located above the relay plate 25 or extending at the same height. The two DC conductive copper busbars 41 are arranged in parallel, corresponding to the positive and negative terminals of the DC bus, respectively. Their inner ends are electrically connected from above or to the side to the positive and negative terminals of the capacitor plate on the relay plate 25 via screw fastening or plugging, ensuring low-impedance transmission of the main circuit current. The outer ends extend horizontally outward from one side of the chassis body 10, passing through a reserved opening in the chassis side panel or extending directly from the top edge, forming a parallel connection part 42. The end of the parallel connection part 42 is provided with a standardized connection interface, such as a through hole or slot structure, which can be used to directly plug into the input terminals of adjacent frequency converters or the common DC bus, or to quickly connect via external wire terminals, realizing parallel operation or cascade configuration of multiple frequency converters in multiple drive systems. This design eliminates the complex wiring of traditional external brake cabinets or external busbars, significantly improving system integration and installation efficiency. Furthermore, the extension direction of the parallel connection section 42 can be designed as a detachable or flip-up structure according to actual installation needs, facilitating parallel installation and maintenance of multiple units in confined spaces. This structure is particularly suitable for industrial applications requiring multi-axis synchronous control, such as printing, textiles, and conveyor lines, effectively solving the technical problems of poor scalability, complex wiring, and large space occupation of existing frequency converters in multi-drive systems.

[0042] In one embodiment, reference is made to Figures 1 to 11 The inverter also includes a drive control assembly 60, which is located above the relay board 25. The drive control assembly 60 includes a drive board 61, a lightning protection filter board 62, and a control board 63. The mounting bracket assembly 30 includes a drive board mounting plate 33 and a control board mounting plate 34. The drive board mounting plate 33 and the control board mounting plate 34 are set far apart from each other. The drive board 61 and the lightning protection filter board 62 are located on the drive board mounting plate 33, and the control board 63 is located on the control board mounting plate 34.

[0043] The inverter also includes a drive control assembly 60, which is located above the relay board 25 and is used to realize drive control, signal processing, and system protection functions for the main power circuit. The drive control assembly 60 includes a drive board 61, a surge protection filter board 62, and a control board 63. The mounting bracket assembly 30 further includes a drive board mounting plate 33 and a control board mounting plate 34, both of which are sheet metal structural components fixed inside the chassis body 10. They are connected to the left and right side panels of the chassis by fasteners through left and right side flanges and are positioned far apart from each other. Specifically, the drive board mounting plate 33 is located on the left side panel and near the front of the chassis body 10, and the control board mounting plate 34 is located on the right side panel and near the rear of the chassis body 10, forming a physically separate layout. The drive board 61 and the surge protection filter board 62 are mounted on the same drive board mounting plate 33, located in the front or middle area of ​​the chassis, close to the relay board 25 for short-distance connection to the drive signal terminal 235. The driver board 61 receives the PWM signal from the control board 63, amplifies it, and transmits it to the rectifier bridge 21 for precise switching control. The surge protection filter board 62 is connected to the main circuit input or DC bus to suppress surge voltage and high-frequency interference from the external power grid, improving the system's operational stability in harsh electromagnetic environments. The control board 63 is mounted on a separately installed control board mounting plate 34, typically located on the right side of the chassis near the external interface area, maintaining a certain distance from the driver board 61 and surge protection filter board 62 to reduce electromagnetic interference from the high-voltage circuit to its low-voltage signals. The control board 63 integrates a microprocessor, communication interface, fault detection circuit, and other functional modules, responsible for the overall system's operational logic control, status monitoring, fault protection, and data interaction with the host system or operation panel. This separate installation structure not only facilitates the separation of high and low voltage circuits and improves the system's anti-interference capability but also facilitates modular assembly and subsequent maintenance. The driver board mounting plate 33 and the control board mounting plate 34 can be equipped with positioning posts or slot structures to ensure that each circuit board is installed flat and accurately positioned. This design is suitable for industrial scenarios with high requirements for control reliability and electromagnetic compatibility, and can effectively support the stable operation of frequency converters under complex operating conditions.

[0044] Furthermore, referring to Figures 1 to 11 The drive control component 60 also includes a debugging port 71, which is located on the top of the chassis body 10 and is electrically connected to the control board 63.

[0045] The drive control assembly 60 also includes a debugging port 71, located on the top of the main body 10 of the chassis. This allows users to connect the port without disassembling the entire unit during installation or maintenance. The debugging port 71 uses a standardized electrical interface, such as a multi-pin PIN interface or a small socket structure. It connects to the communication and debugging circuitry on the control board 63 via wires or printed circuit traces, enabling data interaction between external debugging devices and the inverter control system, such as handheld programmers, laptops, or PLC programming terminals. The debugging port 71 supports various functions, including parameter reading and writing, operating status monitoring, fault code extraction, firmware upgrades, and real-time data acquisition, significantly improving the maintainability and debugging efficiency of the equipment. To protect the debugging port 71 from dust, moisture, or accidental contact, it is equipped with an openable plastic protective cover. This cover is integrated with the top or middle shell on the top plate 13. The small shell 72 corresponding to the location of the debugging port 71 can be flipped open, and one edge has a raised portion 73 for easy opening with the user's fingers. The pin definitions of debug port 71 conform to common industry standards, ensuring compatibility with mainstream debugging tools. In practical applications, this structure is particularly suitable for scenarios requiring rapid on-site configuration or unified debugging of multiple devices in multi-drive systems, avoiding degradation of protection levels or structural damage caused by frequent disassembly. This design enhances the product's engineering applicability and user experience while ensuring electrical safety and ease of operation.

[0046] This utility model's frequency converter adopts a highly integrated and modular design concept, achieving compact integration of power modules, control components, and a heat dissipation system through a layered layout within the main chassis 10. The converter's structure highly aligns with the current trend in industrial automation towards miniaturization, modularity, and multi-drive integration, and can be widely applied in equipment requiring multi-axis collaborative control, such as printing, textiles, packaging, conveyor lines, and machine tools. Its support for rapid parallel operation facilitates the construction of standardized power unit platforms, reducing system integration costs. In the future, it can be further expanded into an intelligent power node, combining digital communication interfaces and remote monitoring functions to integrate into the Industrial Internet of Things (IIoT) system, becoming a key execution unit in intelligent manufacturing systems, possessing broad market potential and industrialization value.

[0047] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this utility model, and these modifications or substitutions should all be covered within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A frequency converter, characterized in that, include: Chassis body; The power module assembly, installed inside the main body of the chassis, includes a braking assembly and a rectifier bridge; An active cooling system, including a heat sink, is disposed inside the chassis body. The braking assembly and the rectifier bridge abut against the radiator, which is installed inside the chassis body.

2. The frequency converter according to claim 1, characterized in that, The braking assembly includes a single tube plate and an adapter plate, which are electrically connected. The single tube plate is located on the side of the circuit board assembly near the heat sink, and the single tube plate abuts against the heat sink.

3. The frequency converter according to claim 2, characterized in that, It also includes a mounting bracket assembly disposed within the chassis body, including a radiator mounting plate with a first hole. The braking assembly and the rectifier bridge are disposed above the radiator mounting plate, and the radiator is disposed below the radiator mounting plate. The active cooling assembly also includes a heat-conducting plate. The single-tube plate includes a base plate, a power single tube, and a single-tube protective cover. Multiple power single tubes are fixed above the base plate, and the single-tube protective cover covers the power single tube. The heat-conducting plate and the rectifier bridge pass through the first hole, and the heat-conducting plate is disposed between the base plate and the radiator.

4. The frequency converter according to claim 3, characterized in that, The active cooling component includes a cooling fan. The front and rear parts of the chassis body are respectively provided with an air inlet area and an air outlet area. The air inlet area and the air outlet area cooperate to form a cooling air duct that runs through the chassis body. The heat sink and the cooling fan are located between the air inlet area and the air outlet area. The cooling fan is located close to the air inlet area, and the heat sink is located on the side of the cooling fan close to the air outlet area.

5. The frequency converter according to claim 4, characterized in that, The power module assembly also includes a capacitor board, on which multiple capacitors are arranged in an array, and the capacitors are located between the heat sink and the air outlet area.

6. The frequency converter according to claim 3, characterized in that, The mounting bracket assembly also includes a capacitor plate mounting plate, on which the capacitor plate is disposed. The capacitor plate mounting plate is provided with a plurality of capacitor sleeves, and each capacitor sleeve is provided with a capacitor embedding hole through which the capacitor passes.

7. The frequency converter according to claim 5, characterized in that, It also includes a relay board, which is located above the power module assembly and is vertically connected to the rectifier bridge, capacitor board and braking assembly through electrical terminals to form the main circuit electrical connection structure.

8. The frequency converter according to claim 7, characterized in that, It also includes a DC output connection component, one part of which is located inside the main body of the chassis and electrically connected to the capacitor plate, and the other part extends to the outside of the main body of the chassis to form a parallel connection part, wherein the parallel connection part is used for direct electrical connection with an adjacent frequency converter.

9. The frequency converter according to claim 8, characterized in that, The DC output connection assembly includes two DC conductive copper busbars disposed above the main body of the chassis. One end of each of the two DC conductive copper busbars is electrically connected to the positive and negative terminals of the capacitor board, respectively. The other end of each of the two DC conductive copper busbars extends outward to one side of the main body of the chassis to form the parallel connection part.

10. The frequency converter according to claim 7, characterized in that, It also includes a drive control component, which is located above the relay board. The drive control component includes a drive board, a lightning protection filter board, and a control board. The mounting bracket assembly includes a drive board mounting plate and a control board mounting plate. The drive board mounting plate and the control board mounting plate are arranged far apart from each other. The drive board and the lightning protection filter board are located on the drive board mounting plate, and the control board is located on the control board mounting plate.

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