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15kW dc injection brake control and power module, 400v control
Powerbrake DCBU / DCPM is a modular system for D.C. Injection Braking of 400V three-phase motors from 7.5 to 75 Kw. Each installation will consist of a universal braking control module DCBU and one of a range of six DCPM thyristor/rectifier power modules, wired into a conventional D.O.L. or Y-D motor starter. Powerbrake DCBU / DCPM will provide rapid braking while minimising the maintenance associated with mechanical brakes. The only additional component required is the braking control contactor which should be suitable for AC1 duty at the maximum braking current. The DCBU provides independent adjustment of braking current/torque and time, so that the deceleration can be optimised to suit motor and load inertia. Additional flexibility is afforded by facilities for remote time setting/selection. Separate control relays for line and brake contactors ensure that motor switching occurs in an orderly sequence, with no risk of overlap on three-phase and d.c. connections. A fault relay is fitted for remote signalling and interlocking; fault monitoring includes power module temperature, motor temperature (via PTC thermistors to BS4999 embedded in the windings) and excessive braking time. Three LED status indicators are provided. Note that injection braking cannot operate in the event of supply failure. A risk assessment should therefore be undertaken to determine whether the application
D. Dimensions Weight 0. injection brakes do not lock the motor in the rest position after the selected braking time has elapsed.6 kg Standards Approvals CE Approvals COSHH Sheet - Electronic Commerce EAN 13 Codes Item Standard Outer Bar-Coded .requires additional backup.C.
15% 380.B network/motor voltage is 380..... max brake time is exceeded Fault Relay b..5-10s through integral or external 470K potentiometer Ambient -10oC to +50oC Temperature Range Dependent on braking current Operations/h See DCPM technical data Enclosure Rating Terminal Cable Capacity IP20 1 x 4mm2 Order References Ordering Information Part Ordered Power Module Control Module* ...415V N.120V 220.. DCPM temperature is high c.415V three phase Adjustable 0.C inductive Make: 138VA Break: 138VA (120V max) load (P150) Adjustments Braking Torque (current) 10-100% rated maximum Braking Time 0.Technical Specification Module Supply Voltage (must be specified) Braking Time Green Indicators Amber Red Technical Specification 110.240V +10% . de-energised Line contactor relay while braking and when motor is off Brake contactor Energised during braking only relay See operating sequence diagram Normally energised. motor temperature is high Relay ratings (n.5-10s via integral potentiometer or 1-20s via 1M external potentiometer } Power On Braking Fault Energised during normal motor operation.o and n. de-energised when a.c contacts) Resistive Load : 5A A.C inductive Make: 3600VA Break: 360VA (415V max) load (B600) D.
115.DCB7xxx DCB15xxx DCB22xxx DCB30xxx DCB45xxx DCB75xxx DCPM007 DCPM015 DCPM022 DCPM030 DCPM045 DCPM075 DCBU115 or DCBU230 or DCBU400 * Control unit supplied will depend on control voltage requested xxx control voltage ..036050. or 400 Control Modules DCBU115 DCBU230 DCBU400 110.5kW use type MAX03 For 15kW use type MAX05 For 22kW use type AXC2 For 30kW use type AXC3 For 45kW use type AXC4 For 75kW use type AXC6 01.000051.415V control Power Module DCPM015 DCPM022 DCPM030 DCPM045 DCPM075 15kw (20hp) 22kw (30hp) 30kw (40hp) 45kw (60hp) 75kw (100hp) 400V 400V 400V 400V 400V where Ib = d...440 01.440 01.034050.440 01.240V control 380.033050.440 (these order references are for contactors fitted with 400-440V 50Hz coils.c auxiliary contact block for MAX03/5 2n...120V control 220.c auxiliary contact block for AXC2-6 01.440 01.022 .c braking current Braking Contactors For 7.032050.000 01.040300.051050.o + 2n.041050..o + 2n. For other voltages please consult supplier) 2n. 230.440 01.
close to commence brake sequence Contact Loading 10mA.phase supply has been disconnected.close to commence brake sequence For remote adjustment connect external potentiometer As variable resistance across T1 .o contact (closed when relay is energised) n. braking current is injected into two motor terminals after the three.o contact (closed when relay is energised) } } } Line contactor relay Brake contactor relay n.c Potentiometer connections n. The stator winding resistance of the motor and b.T3 Thermistor connections Link to disable DCPM temperature (n.o contact. 24V d.c contact (open when relay is energised) Brake Initiation n. The setting of the torque control (adjustable 10 – 100%) In practice the braking current should be adjusted to be no more than twice the .c contact.c contact (closed when relay is energised) Fault Relay n.Terminal Functions Terminal Functions A1 A2 23 24 13 14 95 96 07 08 S1 S2 T1 T2 T3 P1 P2 P3 P4 R K G } } } } } } } } } } supply voltage n.c. The d. The magnitude of the braking current – and braking torque – is dependent on: a.o contact . opening when temperature is high Synchronising signal input Brake contactor relay Common Pulse output } Application Information The operating sequence is shown on the graph below.
in accordance with the following approximate formula: 0. as well as braking current. . and having determined the necessary brakinc current and time. IB < 2IN. T2 and T3 on the DCBU: The brake time setting should not be significantly longer than the actual deceleration time of the motor. Higher currents can cause saturation of the stator windings and lead to overheating.1 x ILR2 x J x n IB2 x TLR tB = seconds where : tB is the braking time ILR is locked rotor current in A IB is braking current in A TLR is locked rotor torque (Nm) J is the total moment of inertia of motor and load in kgm 2 n is the motor speed in rpm Alternative braking times can be selected to compensate for varying motor speeds and/or loads by using the potentiometer terminals T1. i. The braking time is dependent on motor and load characteristics. a zero speed detection sensor can be used to turn off the braking current by opening connections to S1-S2 on the DCBU. the required power module can be selected from the DCPM performance data. Knowing the motor operating cycle.e.c. If it is not possible to match the set and actual brake times. continued d. injection merely causes unnecessary heat dissipation in the motor.motor rated current. since once it has stopped. with no corresponding increase in braking torque.
except that the braking sequence is initiated by a stay. In the DOL circuit.phase supply. braking current is injected into the motor windings. Operating Sequence Typical Wiring Diagram DOL starter. contact 13. When the brake contactor B energises. The brake command button must be reset or unlatched before the motor can be restarted. the motor will coast to a stop.energises. ready for restarting.14 opens. connecting a. tb = 0. After 330ms (t1). isolating the motor from the three.c. power to L1-L2 and the motor to U-V on the DCB5. the brake contact 13-14 closes. the connection between terminals S1-S2 closes and the braking sequence commences. braking is initiated by the normal stop button. contactor B de. if the button is released during the braking sequence.delta configuration works in a similar manner. When the set braking time has elapsed.energises and supply and motor are again isolated.5-10s internal .Operation Both circuits operate normally during starting and running.put brake button. energising the brake contactor B. connecting the motor windings in star for maximum braking effect. After a further 100ms (t2). 415V control. As the line contactor L de. the star contactor S also energises. The star.
Motor rated fuses and overloads should be used in the normal way.Star-Delta starter. 230V control. tb = 1-20s external Installation and Circuit Protection The supply must have an isolator as shown. A high speed semiconductor fuse F1 should be connected in series with DCPM terminal L1 to protect the braking thyristor. together .
braking too short) or if d.96 closed and contact 07. The fault relay will trip (de-energise) if the total thermistor resistance exceeds 2. e. with contact 95.up.metallic thermostat can be used. closing 07-08.g.c. for example. thermistor wiring should be a twisted pair and/or screened cable. If temperature monitoring is not employed. Motor thermistors in accordance with BS4999 Part III. The fault relay monitors actual braking time and motor temperature via thermistors. Alternatively. WARNING: Semiconductor devices transmit leakage current. if fitted. and d. injection does not occur because of a bad connection. automatic reset occurs when the resistance drops to 750W. Because the motor winding resistance changes with temperature.c. immefdiately after the isolator. The fault relay is normally energised.circuit timing potentiometer. To avoid inductive pick. open. . Line and brake contactors should be electrically interlocked to further guard against simultaneous connection of a. Before installing or attempting adjustments or maintenance on DCBU / DCPM unit. the relay de-energises. power. the fault relay will de-energise. turning off injection current and opening 13-14. Power factor correction capacitors. terminals P1-P2 must be linked together. it can be rated for AC-1 duty at 2. starter or motor. adjustment of braking torque current control should be carried out while the motor is at its normal operating temperature.08 open. the supply must be disconnected.5IN.c. opening 95-96. Reset is automatic when the fault has been rectified. a normally closed bi.5kW approx.with 4A HBC control circuit fuses CF1 and CF2 Suitable Bussmann semiconductor fuses are as follows: DCMP007 DCMP015 DCMP022 DCMP030 DCMP045 DCMP075 type 63FE type 90FE type 100FE type 140FE type 180FE type 225FE Since contactor B switches off load. If a fault occurs. can be connected to terminals P1-P2. This cable should not be run parallel to power cables for long distances as a precaution against capacitive pickup. Setting-up Procedure Setting-up procedure 1.e. Note that the motor will coast to a stop if the DCBU is correctly set (current too low. must be connected on the supply side of the system i. If the braking time exceeds 20s for any reason.
Excessive braking duty may damage the DCPM and/or overheat the motor. with maximum anticipated load. Start and stop the motor. 4. slowly increasing the brake torque setting (clockwise) until required stopping performance is obtained.2. Set brake time at maximum and brake torque at minimum (10%). The rms braking current should be checked with a moving iron ammeter connected in series with terminal U of the DCPM. . Note: Violent braking should be avoided. braking current must not exceed 2IN. Reduce the brake time setting until the brake LED indicator goes out just after the motor has stopped. 3. It should not normally be necessary to exceed a midpoint setting for the torque control.
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