Catalogue Number Description

DCB15400

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

requires additional backup. D.C. injection brakes do not lock the motor in the rest position after the selected braking time has elapsed.

Dimensions

Weight

0.6 kg

Standards
Approvals CE Approvals COSHH Sheet -

Electronic Commerce
EAN 13 Codes Item Standard Outer Bar-Coded

Technical Specification

Module Supply Voltage (must be specified) Braking Time Green Indicators Amber Red

Technical Specification 110...120V 220...240V +10% - 15% 380...415V N.B network/motor voltage is 380...415V three phase Adjustable 0.5-10s via integral potentiometer or 1-20s via 1M external potentiometer

Power On Braking

Fault Energised during normal motor operation, 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, de-energised when a. max brake time is exceeded Fault Relay b. DCPM temperature is high c. motor temperature is high Relay ratings (n.o and n.c contacts) Resistive Load : 5A A.C inductive Make: 3600VA Break: 360VA (415V max) load (B600) D.C inductive Make: 138VA Break: 138VA (120V max) load (P150) Adjustments Braking Torque (current) 10-100% rated maximum

Braking Time 0.5-10s 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*

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 - 115, 230, or 400 Control Modules DCBU115 DCBU230 DCBU400 110...120V control 220...240V control 380...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.c braking current

Braking Contactors For 7.5kW 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 01.041050.440 01.051050.440 01.032050.440 01.033050.440 01.034050.440 01.036050.440

(these order references are for contactors fitted with 400-440V 50Hz coils. For other voltages please consult supplier) 2n.o + 2n.c auxiliary contact block for MAX03/5 2n.o + 2n.c auxiliary contact block for AXC2-6 01.040300.000 01.000051.022

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.o contact (closed when relay is energised) n.o contact (closed when relay is energised)

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Line contactor relay

Brake contactor relay

n.c contact (closed when relay is energised) Fault Relay n.c contact (open when relay is energised) Brake Initiation n.o contact- close to commence brake sequence Contact Loading 10mA, 24V d.c Potentiometer connections n.o contact - close to commence brake sequence For remote adjustment connect external potentiometer As variable resistance across T1 - T3 Thermistor connections Link to disable DCPM temperature (n.c 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. The d.c. braking current is injected into two motor terminals after the three- phase supply has been disconnected. The magnitude of the braking current and braking torque is dependent on: a. The stator winding resistance of the motor and b. The setting of the torque control (adjustable 10 100%) In practice the braking current should be adjusted to be no more than twice the

motor rated current, i.e. IB < 2IN. Higher currents can cause saturation of the stator windings and lead to overheating, with no corresponding increase in braking torque. The braking time is dependent on motor and load characteristics, as well as braking current, in accordance with the following approximate formula: 0.1 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, T2 and T3 on the DCBU:

The brake time setting should not be significantly longer than the actual deceleration time of the motor, since once it has stopped, continued d.c. injection merely causes unnecessary heat dissipation in the motor. If it is not possible to match the set and actual brake times, a zero speed detection sensor can be used to turn off the braking current by opening connections to S1-S2 on the DCBU. Knowing the motor operating cycle, and having determined the necessary brakinc current and time, the required power module can be selected from the DCPM performance data.

Operation
Both circuits operate normally during starting and running. In the DOL circuit, braking is initiated by the normal stop button. As the line contactor L de- energises, isolating the motor from the three- phase supply, the connection between terminals S1-S2 closes and the braking sequence commences. After 330ms (t1), the brake contact 13-14 closes, energising the brake contactor B, connecting a.c. power to L1-L2 and the motor to U-V on the DCB5. After a further 100ms (t2), braking current is injected into the motor windings. When the set braking time has elapsed, contact 13- 14 opens, contactor B de- energises and supply and motor are again isolated, ready for restarting. The star- delta configuration works in a similar manner, except that the braking sequence is initiated by a stay- put brake button. When the brake contactor B energises, the star contactor S also energises, connecting the motor windings in star for maximum braking effect. The brake command button must be reset or unlatched before the motor can be restarted; if the button is released during the braking sequence, the motor will coast to a stop. Operating Sequence

Typical Wiring Diagram

DOL starter, 415V control, tb = 0.5-10s internal

Star-Delta starter, 230V control, tb = 1-20s external

Installation and Circuit Protection

The supply must have an isolator as shown. Motor rated fuses and overloads should be used in the normal way. A high speed semiconductor fuse F1 should be connected in series with DCPM terminal L1 to protect the braking thyristor, together

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, it can be rated for AC-1 duty at 2.5IN. Line and brake contactors should be electrically interlocked to further guard against simultaneous connection of a.c. and d.c. power. Note that the motor will coast to a stop if the DCBU is correctly set (current too low, braking too short) or if d.c. injection does not occur because of a bad connection, for example. The fault relay is normally energised, with contact 95- 96 closed and contact 07- 08 open. If a fault occurs, the relay de-energises, opening 95-96, closing 07-08, turning off injection current and opening 13-14. The fault relay monitors actual braking time and motor temperature via thermistors. If the braking time exceeds 20s for any reason, e.g. open- circuit timing potentiometer, the fault relay will de-energise. Reset is automatic when the fault has been rectified. Motor thermistors in accordance with BS4999 Part III, can be connected to terminals P1-P2. The fault relay will trip (de-energise) if the total thermistor resistance exceeds 2.5kW approx; automatic reset occurs when the resistance drops to 750W. Alternatively, a normally closed bi- metallic thermostat can be used. To avoid inductive pick- up, thermistor wiring should be a twisted pair and/or screened cable. This cable should not be run parallel to power cables for long distances as a precaution against capacitive pickup. If temperature monitoring is not employed, terminals P1-P2 must be linked together. Power factor correction capacitors, if fitted, must be connected on the supply side of the system i.e. immefdiately after the isolator. WARNING: Semiconductor devices transmit leakage current. Before installing or attempting adjustments or maintenance on DCBU / DCPM unit, starter or motor, the supply must be disconnected.

Setting-up Procedure
Setting-up procedure 1. Because the motor winding resistance changes with temperature, adjustment of braking torque current control should be carried out while the motor is at its normal operating temperature.

2. Set brake time at maximum and brake torque at minimum (10%). 3. Start and stop the motor, with maximum anticipated load, slowly increasing the brake torque setting (clockwise) until required stopping performance is obtained. 4. Reduce the brake time setting until the brake LED indicator goes out just after the motor has stopped. Note: Violent braking should be avoided. It should not normally be necessary to exceed a midpoint setting for the torque control. The rms braking current should be checked with a moving iron ammeter connected in series with terminal U of the DCPM; braking current must not exceed 2IN. Excessive braking duty may damage the DCPM and/or overheat the motor.