Description Brake motors

KB, SB brake motors FG microspeed units

41409844.eps

0299 EN

203 255 44

714 IS 911

Manufacturer

Demag Cranes & Components GmbH Drives P.O. Box 67 D-58286 Wetter Telephone (+49/2335) 92-0 Telefax (+49/2335) 927676 E-mail: drives@demagcranes.com www.drives.demagcranes.com

Further literature

Data Dimensions Brake motors KBA, KBL squirrel-cage motors 400 V Data Dimensions Brake motors KBV, KBF travel motors 400 V SBA slip-ring motors 400 V KBZ, KBS, SBS torque motors 400 V Squirrel-cage rotor brake motors KDF/KMF/KBV/KBF for travel applications Data FG microspeed units Dimensions FG microspeed units

201 620 84

714 IS 911

201 619 84

714 IS 911

202 549 44 200 185 84 200 190 84 203 250 44

714 IS 911 714 IS 911 714 IS 911 714 IS 980

Geared motors, catalogue with price code

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Contents

1 2 2.1 2.2 2.2.1 2.2.2 2.2.3 2.3 2.3.1 2.3.2 2.3.3 2.3.4 2.3.5 2.3.6 2.3.7 2.3.8 2.3.9 2.3.10 2.3.11 2.3.12 2.3.13 2.3.14 2.3.15 2.3.16 2.3.17 2.3.18 2.3.19 2.3.20 2.3.21 2.3.22 2.4 2.4.1 2.4.2 2.4.3 2.4.4 2.4.5 2.4.6 2.4.7 2.4.8 2.4.9 2.4.10 2.4.11 2.4.12 2.4.13 2.4.14 2.5 2.5.1 2.5.2 2.5.3 2.5.4 2.5.5 2.5.6 2.5.7 2.6 2.6.1 2.6.2

Programme Brake motors Brief description, application examples General information Size symbols Standards and regulations Units Electrical characteristics Insulation class Duty-type rating Starting influence on temperature rise Rated output Standard voltage Voltage tolerance Voltage limits for specification Voltage and frequency commutability Connection Rotor-connection of SB slip-ring motors Maximum speeds of SBA slip-ring motors Converting motor data for other voltages and frequencies Starting torque, starting current, no-load current Pole-changing squirrel-cage motors Pole-changing slip-ring motors Rotor layout of pole-changing slip-ring motors Starting frequency KBF travel motor Torque motor with KBZ, KBS squirrel-cage rotor, SBS slip-ring rotor KBL brake motor KBV travel motor Varistors Mechanical characteristics Enclosure Cooling Ambient conditions Mounting Bearings Axial displacement, coupling Direction of axial displacement when braking Balancing Shaft extension Terminal box Housing Enamel KBL brake motor, KBZ torque motor KBV travel motor Brake Brake disc Brake ring (non-asbestos) Life of brake lining Brake torque To reduce brake torque To cancel brake action Brake springs Additional equipment Additional mechanical equipment Additional electrical equipment

5 6 6 9 9 10 10 11 11 11 11 11 11 11 12 12 12 12 13 13 14 14 14 14 15 16 16 16 16 17 18 18 19 19 20 21 21 21 21 21 21 22 22 22 22 22 22 22 23 23 23 23 24 24 24 25

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2.7 2.7.1 2.7.2 2.7.3 2.7.4 2.7.5 2.7.6 2.7.7 2.7.8 2.7.9 2.7.10 2.7.11 2.7.12 2.7.13 2.7.14 2.7.15 2.7.16 2.7.17 2.7.18 2.8 2.8.1 2.8.2 2.9 2.10 2.11 2.11.1 2.11.2 2.12 3 3.1 3.1.1 3.1.2 3.2 3.2.1 3.2.2 3.3 3.3.1 3.3.2 3.3.3 3.4 3.4.1 3.4.2 3.4.3 3.4.4 3.4.5 3.5 3.5.1 3.5.2 3.5.3 3.5.4 3.5.5 3.6 3.7 3.8 3.8.1 3.8.2 3.8.3 3.8.4 3.8.5 3.8.6

Definitions kW required by driven machine Power input Power output Rated motor power Starting current (IA) Rated torque (MN) Starting torque (MA) Pull-up torque (MS) Breakdown torque (MK) Brake torque (MB) Duty types Relative duty factor (DF) Factor of inertia External moments of inertia Starting time Braking time Starting revolutions Braking revolutions Motor selection Ambient temperature and altitude Determining the permissible starting frequency Noise Measurement of temperature rise of windings Winding protection PTC thermistors Temperature detectors Anti-condensation heater Microspeed units Brief description, application examples Advantages Application examples General information Size symbols (Short form) Specifications, standards Electrical characteristics Motor data Connection Stepless micro motor operation Mechanical characteristics Mounting Direction of rotation Terminal box Separate fan Further details Brake Brake disc Brake torque reduction To cancel brake action Additional equipment Clutch Intermediate gear, arrangement Geared microspeed units Selecting a microspeed unit Symbols Selection from data list Further possibilities for selection Selection without microspeed unit data lists Variation of data Determination of exact speeds

26 26 26 26 26 26 26 27 27 27 27 27 28 28 29 29 29 29 29 30 30 31 33 33 34 34 34 35 37 37 38 38 38 38 38 38 38 38 39 39 39 39 39 39 39 40 40 40 40 40 40 40 41 42 42 43 43 44 44 44

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Programme

Brake motors
Squirrel-cage motor Squirrel-cage motors

Range
KBL KBA

Sizes
71 A 71 A 80 A 90 A 100 A 112 B . A 125 B . A 140 B . A 71 B 71 B 80 B 90 B 100 B 112 B 125 B 140 B 160 B 180 B 200 B 225 B

Travel motors with squirrel-cage rotor

KBV KBF

71 A 71 A 80 A 90 A 100 A 112 A 125 A 140 A

71 B 71 B

Torque motors with squirrel-cage rotor

KBZ KBS

71 B 80 B 90 B 100 B 112 B 125 B 140 B

Slip-ring motors

SBA

100 B 112 B 125 B 140 B 160 B 180 B 200 B 225 B

Torque motors with slip-ring rotor

SBS

100 B 112 B 125 B 140 B 160 B 180 B 200 B 225 B

Microspeed units
Main motors KBA squirrel-cage motors Microspeed gears F G 06 F G 08 F G 10 SBA slip-ring motors F G 06 F G 08 F G 10 Main motors 71 - 100 ( 112) 112 - 140 ( 160) 160 - 225 100 ( 112) 112 - 140 ( 160) 160 - 225 Microspeed motors KB 71 - 90 KB 71 - 112 KB 71 - 140 KB 71 - 90 KB 71 - 112 KB 71 - 140

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Brake motors

2.1 Brief description, application examples

The Demag motor is a combination of an electric motor and a spring-loaded brake operating on the sliding rotor principle. It can be supplied as squirrel-cage motor or alternatively as a slip-ring motor. Characteristic of the Demag motor is the cone shell shaped air gap, i.e. the conical rotor and stator bore. At rest the motor is braked. When energized an axial component of the magnetic field, due to the conical air gap, overcomes the force of the brake spring and draws the rotor into the stator. This axial displacement, which is limited by the bearings, releases the brake and allows the motor to accelerate up to full speed like any normal motor. When de-energized or in case of mains failure the field collapses and the brake spring displaces the rotor, pushing it with the brake ring fitted on the brake disc against the braking surface. The Demag motor has proved a reliable machine in all branches of industry. It is mainly used for drives requiring: braking of loads and overhauling torques braking of inertia shorter overruns improved indexing precision braking in emergencies to prevent accidents braking in case of trouble to avoid rejects a constant holding torque at standstill

Fig. 1

Arrangement with conical brake disc

with flat brake disc

3 4

5 6

10 11

12

14 13 15

16

17

41259744.eps

Demag brake motor with squirrel-cage rotor

KBA, KBF ranges 1 2 3 4 5 6 7 8 6 Shaft Motor end cap, drive side Spring ring Pressure ring Brake spring Adaptor rings Stator Rotor 9 Motor end cap, brake side 10 Brake disc, incorporating fan (shown: light conical brake disc) 11 Conical brake ring 12 Brake cap 13 Tensioning nut 14 Tensioning screws 15 Retaining ring 16 Flat brake disc, (shown: heavy flat brake disc) 17 Flat brake ring
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Fig. 2

41239944.eps

s Front view of a Demag KBA brake motor t Sectional view of a Demag brake motor Fig. 3

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41415444.eps

Application examples
Braking of loads coupled direct to the motor shaft Hoist units Winches Stackers Small capacity goods lifts Inclined hoists Bucket elevators Elevators Lifting platforms Inclined belt conveyors Hinged shutters Tipplers Fire doors of industrial furnaces Plate shears Folding machines Drives of lathe, milling, and grinding spindles Balancing machines Drilling machines Pump drives Viewing and control machinery Bucket scales Shakers and vibrators Small centrifuges Long travel units Slewing gears Sliding doors Table, carriage, and tool carrier drives of milling, grinding, and planing machines Bending machines Multi-spindle tapping machines Roll adjusting drives Log band saws Ram adjustment of presses Valve control of hydraulic pumps Spring testing machines Dividing machines Shoe making machines Embroidering machines Racking machines Printing machines Bottle cleaning machines Bottling machines Packaging machines Power looms Coiling machines Kneading machines Wire drawing equipment Brush manufacturing machines Paper cutting machines Veneer cutting machines Wood working machines

Rapid braking of masses to eliminate time-consuming overruns

Repeated braking where precise angular position is critical

Emergency braking to prevent accidents or damage to material

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2.2 General information

2.2.1 Size symbols K S B A,L F,V S,Z

Type, range Squirrel-cage motors Slip-ring motors Brake General brake motors Travel motors Torque motors Frame size Shaft height Stator core length Number of poles Special designs KBA Fig. 4 112 B 4 A

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2.2.2 Standards and regulations

Demag AC motors with and without brake comply with all relevant standards and regulations, in particular with: EN 60034 (IEC 34) Rotating electrical machines EN 60034-1 (IEC 34-1) Rating and performance EN 60034-5 (IEC 34-5) IP types of enclosure (IP code) EN 60034-7 (IEC 34-7) Types of construction and mounting arrangements (IM code) IM B3, IM B5, IM B6, IM B7, IM B8, IM B14, IM V1, IM V3, IM V5, IM V6, IM V18, IM V19 mounting arrangements implemented EN 60034-8 (IEC 34-8) Terminal markings and direction of rotation EN 60034-9 (IEC 34-9) Noise limits EN 60034-14 (IEC 34-14) Mechanical vibrations; measurements, evaluation and limits of vibration severity EN 60034-18-1 (IEC 34-18-1) Functional assessment of insulation systems DIN IEC 38 IEC standard voltages EN 60529 IP enclosures for electrical equipment Tolerance N for concentricity and shaft extension run-out to DIN 42955 Most IEC dimensions IEC 72-1 and IEC 72-2 Terminal markings to DIN EN 60 445. CSA, Specification C 22.2 see special output tables

Others EN 60034 part 12: Starting characteristics of AC squirrel-cage motors DIN 748 part 3: Cylindrical shaft ends for electric machinery DIN 42925 Entry fittings in terminal boxes for AC motors

2.2.3 Units

Units defined by the Law on units of measurement according to the International System of Units (SI) have been used. For the conversions see the data lists.
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10

2.3 Electrical characteristics

2.3.1 Insulation class Motors are supplied as standard with insulation material for thermal class F, thus providing corresponding temperature protection. According to EN 60034-1 (IEC 34-1), the temperature rise limit of the winding is 105 K and the maximum cooling agent temperature is 40 C. According to EN 60034-18-1 (IEC 34-18-1), the temperature for thermal class F is 155 C. The motors are normally tropicalized for operation in hot and dry surroundings. Special insulation is available against surcharge. It comprises: Moisture-proof insulation (protection against high atmospheric humidity also in the case of temperature variation) and/or Acid-proof insulation (protection against acid gases and vapours).

2.3.2 Duty-type rating

There are two different winding layouts, in the data lists they have been separated by a line: Continuous duty Intermittent duty S 1 (100 % CDF) and intermittent duty S 3 60 % S 3 with 40, 25 and 15 % CDF

2.3.3 Starting influence on temperature rise

In case of intermittent duty S 4 the required starts per hour c/h (cycles per hour) and the factor of inertia FI should always be mentioned e.g.: S 4 - 60 % - 600 c/h - FI 2 (see 2.7.13)

2.3.4 Rated output

Frequency Cooling agent temperature Altitude

50 Hz max. 40 C max. 1000 m above sea level

In the case of different conditions see 2.8.

2.3.5 Standard voltage

For sizes 71 - 140 Three-phase AC 230/400 V D/Y 290/500 V D/Y squirrel-cage motor slip-ring motor 2, 4 poles slip-ring motor 6 poles

Motor circuit diagram 020 323 84 025 101 84 025 102 84

For sizes 160 - 225 Three-phase AC 400 V D 500 V D squirrel-cage motor slip-ring motor size 160 slip-ring motor sizes 180 - 225 031 248 84 031 804 84 031 449 84

2.3.6 Voltage tolerance

5 % of rated voltage

In the case of this voltage tolerance the temperature rise limit of 105 K can be exceeded by 10 K in continuous duty. +6/-10 % of rated voltage

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DIN IEC 38

11

2.3.7 Maximum voltage Minimum voltage

Three-phase AC: up to 600 V (in Y connection) at no extra price above 600 to 750 V against extra price min. min. min. min. 42 V 73 V 110 V 220 V (in D connection) for frame sizes 71 and 80 (in D connection) for frame sizes 90 and 100 (in D connection) for frame sizes 112 140 (in D connection) for frame sizes 160 225

2.3.8 Voltage and frequency commutability Terminals 2 voltages, ratio 1:2 3 voltages 4 voltages, ratio
1: 3 : 2 : 2 3

Motor circuit diagram 020 337 84

e.g. 230/460 V YY/Y e.g. 230/400/460 V DD/YY/D

12

020 341 84

e.g. 115/200/230/400 V DD/YY/D/Y 12 D/YY 12

020 341 84 020 325 84

2 frequencies 50/60 Hz

2.3.9 Connection

On delivery Demag sliding rotor motors are unconnected. Links of three-phase motors for connection in Y or D are lined up on the bottom left terminal. Starting torque of Y/D motors is approx. 30 % and starting current approx. 60 % of list values. If Y/D start is required, this must be stated in the order, since in this case a weaker brake spring has to be fitted. Wrong: 220 V D Correct: 220 V D for Y/D start

The brake torque is reduced to approx. 1/3 of its listed value. The rotor return time increases to 4 5 times its value.

2.3.10 Rotor-connection of SB slip-ring motors

Three-phase for 2 and 4-pole motors for 6-pole motors, sizes 160 225 for pole-changing motors Connection of the three-phase rotors up to size 160 (star point not brought out)

K
Fig. 5

M
412 598 44.eps

Sizes 180 225: Rotor in D connection.

12

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Two-phase for 6-pole motors Sizes 100 140 Connection of the two-phase rotor

i K u ph u
Fig. 6

i. 2 Q u ph L

u uph i

= (phase-to-phase) rotor voltage = uph 2 = phase rotor voltage = rated rotor current

i 2 = rated rotor current of the middle phase

412 599 44.eps

2.3.11 Maximum speeds of SBA slip-ring motors

The maximum permissible speeds for lifting operation are (irrespective of the number of poles): Motor SBA Size 100, 112 125, 140 160 - 225 Maximum speed 3600 rpm 1800 rpm 1200 rpm Note only for 50 Hz for 50 and 60 Hz for 50 and 60 Hz

2.3.12 Converting motor data for other voltages and frequencies

Motor data are given for a voltage of 400 V and a frequency of 50 Hz. The following equations can be used for conversion to a different voltage and/or frequency for appropriately modified windings. Power:
Px = PN f x 50 Hz

Speed:

n x = n sy 50 Hz

fx n sy 50 Hz n N 50 Hz

Currents:

with nsy 50 Hz: 2 poles = 3000 min-1 4 poles = 1500 min-1 6 poles = 1000 min-1 8 poles = 750 min-1 12 poles= 500 min-1
Unit kW kW Hz A A V min -1 min -1 min -1

fx 400 V I x = IN 50 Hz U x

Abbreviation Px PN fx Ix IN Ux nx n sy50 Hz
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Description New power Rated power at 400 V, 50 Hz New frequency New current Rated current at 400 V, 50 Hz New voltage New speed Synchronous speed at 50 Hz Rated speed at 50 Hz

nN

Starting frequency z0 : see section 2.3.17. 13

2.3.13 Starting torque, starting current, no-load current

The two winding designs (see section 2.3.2 Duty-type rating) have different specific starting torques, starting current and no-load current values irrespective of duty factor and output. To each winding design a maximum brake torque is assigned. Tolerance to EN 60034-1 (IEC 34-1) Starting torque: Starting current: 15 % to + 25 % of the listed value + 20 % of the listed value

2.3.14 Pole-changing squirrel-cage motors

Terminals 1500/3000 rpm (4/2 poles) KBL, KBA: single winding in Dahlander connection D/YY KBV, KBF: two separate windings Y/Y for one voltage only for voltage ratio 1: 3 / Y, / Y (8/4 poles) KBL, KBA: single winding in Dahlander connection D/YY (8/2 poles) (12/4 poles) (12/2 poles) (16/2 poles) (16/4 poles) two separate windings for one voltage only for voltage ratio 1: 3 / Y, / Y (16/4/2 poles) two windings Y/D/YY

Motor circuit diagram

020 328 84

6 12

020 332 84 020 347 84

750/1500 rpm

020 328 84

750/3000 rpm 500/1500 rpm 500/3000 rpm 375/3000 rpm 375/1500 rpm

6 12

020 332 84 020 347 84

375/1500/ 3000 rpm

020 334 84

2.3.15 Pole-changing slip-ring motors

1500/3000 rpm (4/2 poles) 750/3000 rpm (8/2 poles)

circuit diagram 020 356 84 circuit diagram 020 355 84

two separate stator windings

2.3.16 Rotor layout of pole-changing slip-ring motors

1500/3000 rpm

Rotor winding D/YY 4 poles: Winding short-circuited 2 poles: Slip-rings allow control of the starting and braking process through rotor resistors Rotor winding Y/Y 8 poles: Winding short-circuited 2 poles: Slip-rings allow control of the starting and braking process through rotor resistors

750/3000 rpm

14

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Starting resistors control acceleration and electrical deceleration which both take place while the 2-pole winding is energized. (An acceleration with the 4 or 8-pole short-circuit winding being energized is impossible.) Switching over to the slower speed must not take place before this speed has been reached during acceleration or deceleration. A time relay should be provided for monitoring purposes.

2.3.17 Starting frequency

The no-load starting frequency z0 listed in the tables against the various duty factors indicate the permissible starts per hour c/h without load and without external moment of inertia with a light brake disc. In the case of pole-changing motors the listed no-load starting frequency per hour refer to operation at the given speed only. Combinations of starting frequency at all possible speeds can only be checked, if exact data of the application are furnished. For frequencies other than 50 Hz, value z0 is recalculated according to the following equation:
z0 X = z0 50 2 Hz 2 fx
2

Abbreviation z0 fX z0X

Description No-load starting frequency from list at 50 Hz New frequency other than 50 Hz No-load starting frequency for new frequency

Unit h-1 Hz h-1

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15

2.3.18 KBF travel motor

Brake motor with squirrel-cage rotor with an especially smooth torque/speed curve for travel and high inertia drives.

2.3.19 Torque motor with squirrel-cage rotor KBZ, KBS slip-ring rotor SBS

Torque motors are used whenever a constant torque is required either at standstill or at low speed (referred to 50 Hz) Squirrel-cage motor KBZ 8 poles KBS 12 poles Slip-ring motor SBS 4 poles operation range 750 to + 750 rpm operation range 500 to + 500 rpm operation range 600 to + 1500 rpm

The operation range of torque motors with slip-ring rotor is valid for motors with a fixed rotor resistor. With a variable resistor the operation range is extended to 1000 rpm. The brake of torque motors is totally enclosed up to size 140. Thus motor and brake are designed to come under the same type of enclosure. This is not applicable for externally cooled torque motors KBS ... F and SBS ... F. Separate fan To increase the torques the motors can be fitted with a separate fan. The latter must always be rated for continuous duty S1, even if the motor to be cooled is rated for short-time duty S3. In the case of a failure of the separate fan the motor protection (see 2.11) or an air-flow monitor provide for protection against overheating. Torque motor with squirrel-cage rotor If the motor is normally connected to the supply in star, an initial break-away torque of 3 times the stalled torque can be obtained by first connecting the motor in delta during up to one minute in 60 minutes (increased break-away torque). 6 terminals, circuit diagram 020 323 84 Special layout: D/YY with 12 terminals, circuit diagram 020 327 84 D connection: stalled torque at S1 = 100 % of value listed for S1 YY connection: stalled torque at S3 60 % = 130 % of value listed for S1

Torque motor with slip-ring rotor To obtain an initial break-away torque, part of the rotor resistance can be shortcircuited for up to 2 minutes in 60 minutes. The stalled torque can be reduced by increasing the rotor resistance. To relieve a torque motor rated for S1 from thermal stress during heavy duty, it should be switched off via a time relay during longer rest intervals with consequent mechanical braking.

2.3.20 KBL brake motor

See 2.4.13

2.3.21 KBV travel motor

See 2.4.14

16

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2.3.22 Varistors

Due to modern, extremely fast contactors, the combination of high leakage inductance with poor mains conditions can result in high voltage peaks in the windings of high-pole motors. In order to protect the brake motors, which are rated for high switching frequencies, the sizes concerned are protected by fitting varistors (voltagedependent resistors) as a function of their number of poles. This affects the following brake and torque motors in the range up to 500 V operating voltage:

Size KBL KBA KBA KBA 71 A , B 71 A , B 80 A , B 90 A , B 6 6 8 8 8 8 12 12 12 12 8/4 8/4 8/4

Number of poles 6/2 6/2 8/2 8/2 8/2 8/2 8/2 8/2 12/2 12/2 12/2 12/2 12/2 12/2 12/2 12/2 12/4 12/4 12/4 12/4 12/4 12/4 12/4 12/4 16/2 16/2 16/2 16/2 16/4 16/4 16/4

KBA 100 A, B KBA 112 B KBA 125 B KBZ KBS KBV KBF KBF KBF 71 B 80-112 B 71 A , B 71 A , B 80 A 90 A

KBF 100 A KBF 112 A

3 varistors are required for each motor. They are combined to form a set and have flexible connection leads. The set of varistors is accommodated in the motor terminal box. In the case of pole-changing brake motors with two separate windings, only the highpole winding is protected by means of varistors. No protection is required for the lowpole winding. For SBA and SBS slip-ring motors no protection is provided because no excessive switching peaks are expected. All motors with operating voltages above 500 V have phase insulators and do not require this special protection either. Notwithstanding the above, varistors can be fitted, if required, at extra cost.

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2.4 Mechanical characteristics

2.4.1 Type of enclosure Motor housing IP 54 standard arrangement IP 55 against extra price Terminal box Brake housing IP 55 standard arrangement IP 20 standard arrangement IP 54 against extra price (account should be taken of a power reduction which might be necessary) standard arrangement with KBL, KBV brake motors (no power reduction) IP 55 for self-cooled torque motors KBS 80 140 SBS 100 140 Motors designed for enclosure IP 54 do not have condensation water drain holes. On request they can be supplied with open condensation water drain holes; in this case the enclosure is IP 44. For occasional water draining screwed water drain holes can be supplied. When they are closed the enclosure is IP 54, otherwise it is IP 44. Since condensation water drain holes should always be situated at the lowest point of the motor the mounting arrangement must not be changed at a later date. Brief description of the enclosures IP 20: Protection against finger contact with interior mobile parts or with live parts. IP 44: Protection against contact with tools etc. with interior mobile parts or with live parts. Protection against granular foreign bodies. Protection against splashed water from all directions. IP 54: Protection against injurious dust deposits. Protection against splashed water from all directions. IP 55: Protection against injurious dust deposits. Protection against jets of water from all directions. For detailed description of the enclosures and the test conditions see EN 60034-5 (IEC 34-5).

Outdoor mounting

If a motor is operated outdoors under severe operating conditions, e.g. if the motor is not protected against rain and wind or if the site altitude is very high, it might be possible that enclosure IP 54 is no longer sufficient. In these cases the motor should be designed for IP 55 or suitable protecting measures should be taken, e.g. installation of a weather protection. If the motor is installed outdoors for a longer period without being operated it is recommended to order a motor with a protected braking surface to avoid rust formation. For motors in a vertical position with the shaft showing downwards a canopy can be supplied against extra price.

18

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Fan-cooled motors installed outdoors

The fan is generally supplied in enclosure IP 55. When fitting the fan it should be made sure that the air intake opening of the fan is directed to the side which is protected against wind and rain. The required mounting position of the air intake opening has to be specified in the order. If this is impossible suitable measures should be taken in order to protect the air intake opening of the separate fan against the entry of water and snow. An air intake section can also be fitted to the air intake opening of separate fans. The drive motor can also be fitted with a fan cover with a protective canopy for D 06 and D 064 separate fans; see also operating instructions 201 360 84.

2.4.2 Cooling

Self-cooling The brake disc is fitted on the motor shaft and serves as fan for surface ventilation (not for KBL, see 2.4.13). Separate cooling Motors which are to have separate cooling are equipped with a fan attachment. This raises their output and switching frequency. Sizes and technical data
Motor
Size 71, 80, 90, 100 112, 125 140, 160 180 225 Air flow Vmax Increase in static pressure ) pmax Output Nominal current at 400 V 3 AC Weight m3/min Pa kW A kg 3,2 330 0,03 0,17 3,7 5,0 350 0,07 0,4 4,5 10,0 430 0,13 0,4 5,0 D 03 x x x x 20 730 0,5 1,4 9,6

Fan size
D 04 D 05 D 060

2.4.3 Ambient conditions

Coolant temperature: -20 C up to +40 C Installation altitude: max. 1000 m above sea level For any other conditions, see section 2.8.

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2.4.4 Mounting

Foot mountings and flange mountings according to the table of mountings. The Demag motor is available with one shaft extension only. The dimensions correspond largely to IEC Publication 72-1. Foot mountings correspond largely to DIN 42673, flange mountings largely to DIN 42677. Mountings Selection from EN 60034-7 (lEC 34-7) In the case of a vertically mounted motor strictly observe instructions given under 2.5.7! For the possible arrangements see the corresponding dimension lists The feet of foot-mounted motors can be unscrewed. The flange of flange-mounted motors can be unscrewed. IM B 3 IM B 6 IM B 7 IM B 8

IM B 5

IM V 1

IM V 3

IM V 5

IM B 14

IM V 18

IM V 19

IM V 6

20 Fig. 7

412 185 44.eps

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2.4.5 Bearings

2 roller bearings and 1 axial deep-groove ball bearing. The bearings are sealed with special shaft seals (seals with sealing lip). When flanged motors are mounted on gears or similar machines the drive end bearing is sealed against splash oil from the gearbox by means of a radial shaft sealing ring. When ordering please quote: Drive end oil-tight. This is not applicable for Demag geared motors.

2.4.6 Axial displacement, coupling

Axial displacement of the shaft

Frame size
71, 80, 90 100, 112 125, 140 160, 180, 200, 225

Displacement Iv [mm]
lv min 1,5 1,8 2,0 2,3 lv max 3,0 3,5 4,0 4,5

To make sure that the axial displacement will not be hindered the following points should be observed: Gear drive: Coupling: Belt: The pinion should have straight teeth. Only use flexible couplings allowing an easy axial movement between the hubs of the coupling. The initial tension must not hinder the axial displacement of the rotor.

Variable speed pulleys: Only change speed when motor is running.

2.4.7 Direction of axial displacement when braking 2.4.8 Balancing 2.4.9 Shaft extension 2.4.10 Terminal box

From DE to BE.

The rotor has been balanced dynamically with a halved key. The Demag motor is constructed with one shaft extension. Squirrel-cage motors have 1 terminal box containing 6 or 12 terminals according to the special needs. Slip-ring motors have 1 terminal box for stator and rotor. Additional terminals for anti-condensation heaters, temperature sensors etc., if any, are housed in the terminal box. The terminal boxes have a connection terminal for the protective conductor and tapped holes for glands. The tapped holes are sealed by means of dummy plugs.

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2.4.11 Housing

Size

71 140 : Die-cast aluminium 160 225 : Grey cast iron

2.4.12 Enamel

Blue anti-corrosion enamel type RAL 5009. Other enamel types and special protective enamels are possible against extra price.

2.4.13 KBL brake motor, KBZ torque motor

Brake motor without fan, fitted with integrated light conical brake which can be adjusted only once. Bearings: 2 deep-groove ball bearings. Additional equipment cannot be fitted. Therefore 2.4.4, 2.5.1 and 2.5.5 apply only in part to the KBL and KBZ motors, 2.5.2 and 2.5.6 not at all.

2.4.14 KBV travel motor

Travel motor with heavy fan, fitted with integrated conical brake which can be adjusted only once. Bearings: 2 deep-groove ball bearings. Additional equipment cannot be fitted. Therefore 2.4.4, 2.5.1 and 2.5.5 apply only in part to the KBV motor, 2.5.2 and 2.5.6 not at all.

2.5 Brake
2.5.1 Brake disc The following brake discs are available: Standard (for KBA, KBS, SBA, SBS motors no special indication is required in the order): Light conical brake disc with low moment of inertia J for a high number of starts per hour. Heavy conical brake disc with a higher moment of inertia J. J approximately 2 to 3 times that of light conical brake disc. Hence smooth starting and braking, i.e. longer starting and braking times. (Standard arrangement for KBF travel motor) Light flat brake disc with low moment of inertia J (sizes 71 100 only) Brake torque approximately 25 % of brake torque of conical brake disc. Hence longer braking time. Heavy flat brake disc with higher moment of inertia J. J approximately 2 to 3 times that of light flat brake disc. Brake torque approximately 25 % of brake torque of conical brake disc. Hence longer starting time and considerably longer braking time. The moments of inertia of light or heavy conical and flat brake disc are practically equal. In the case of horizontal mountings the brake discs can be replaced without modification of the brake springs. 2.5.2 Brake ring (non-asbestos) Consists of brake lining bonded to a rubber ring to absorb shocks during braking. Standard brake rings: Form A (wide): Form B (narrow): for 4 and 6-pole KBA brake motors for all other brake motors

22

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2.5.3 Life of brake lining

Determined by frame size motor speed torques to be braked moments of inertia starts per hour.

2.5.4 Brake torque

The brake torque in the data lists refers to both the static brake torque (static friction) and dynamic brake torque. The brake of KBA, KBL, SBA, KBZ, KBS, SBS motors has been designed for the highest possible brake torque (list torque). The brake of KBV, KBF travel motors has been designed for the brake torque which is most favourable for the travel drive, in addition the highest possible brake torque is indicated in the data lists. In case this brake torque (or another intermediate value) is required this should be stated in the order. Motors for 60 Hz have the same brake torques as motors for 50 Hz.

2.5.5 To reduce brake torque

Use a flat brake disc; brake torque approximately 25 % of value listed for conical brake disc with same brake spring Remove adaptor washers from behind brake spring; brake torque reduction approximately 510 % per washer Use weaker brake spring The maximum possible brake torque reduction is for 4 and 6-pole KBA brake motors: for 4 and 6-pole KBA brake motors on Dematic inverters: for 4 and 6-pole SBA brake motors: for KB and SB brake motors with other pole numbers: for SBS torque motors: for SBS ... F torque motors: 40 % of the rated brake torque 60 % of the rated brake torque 40 % of the rated brake torque 60 % of the rated brake torque down to standstill 0 % (brake spring must not be weakened)

Use brake torque setter attachment type BEG Infinitely variable reduction by approximately 1/3 to 2/3 of the values listed for conical and flat brake discs.

2.5.6 To cancel brake action

Use manual brake release attachment Use load lowering attachment Use load lowering device Use electric brake release attachment Use load lowering equipment Use brake release device

type HBLG type LAG type LAE type EBLG type LAF type BLE

for motor assignment see 2.6.1

203255k2.p65/0299

In the case of slip-ring motors: energize stator inserting a high external resistance into the rotor circuit.

23

2.5.7 Brake springs

Compared with standard arrangement the motor is equipped with a weaker brake spring in the following cases: Y/D starting (see 2.3.9) Stator-resistance starting circuit (e.g. by means of appliance KSAG acc. to 2.6.2) In the case of a motor mounted in a vertical position a different brake spring is fitted to compensate for the weight of the rotor, the brake disc, plus possibly the weight of a pulley or coupling half. A stronger spring is fitted when the motor is mounted with output shaft downwards, and a weaker spring is fitted with the output shaft upwards! In some cases the vertical position is impossible, therefore please ask for confirmation when a vertical or an inclined position is required. The brake springs can be selected from special tables for brake springs.

2.6 Additional equipment

2.6.1 Additional mechanical equipmenet Manual brake release attachment HBLG 2 for HBLG 3 for KB 125-225 SB 125-225 KB 71-112 SB 100, 112 With power off, brake can be released with brake lever. When released, rotor can be turned with hand wheel or crank. Not suitable for overhauling loads, e.g. hoist units! Further manual brake release attachments on request: HBLG HBLG HBLG HBLG 4 5 6 7 HBLG 8 HBLG 9 HBLG 10 HBLG 11

Load lowering attachment LAG 2 for LAG 3 for KB 125-225 SB 125-225 KB 71-112 SB 100, 112

Brake can be released by turning brake lever. Allows gradual lowering of load. Not permissible for microspeed motors driving hoist units!

Electric brake release attachment EBLG 1 for EBLG 2 for KB 71-112 SB 100, 112 KB 125-225 SB 125-225

Electro-magnetic device of EBLG holds brake in released position after the motor is switched off. Rotor can be turned by means of shaft extension. Brake remains released until motor is again energized. Brake release push button should be actuated for at least 0,5 sec. until brake is released. Coil duty factor max. S 3 10 %. Available coil voltages for AC, 50 Hz : 24, 42, 110, 127, 220, 290 Volt, tolerance +5 % to -10 %. Input 220 VA operating. Available coil voltages for DC: 24 V and 48 V. Normally the rotor receives a short rotary impulse when the EBLG is energized. A special circuit layout avoiding above is available, but the motor starting current exceeds the listed value. For wiring diagrams see operating instructions EBLG.

Brake torque setter attachment BEG 2 for BEG 3 for KB 125-225 SB 125-225 KB 71-112 SB 100, 112

Setting of brake torque by means of an additional spring adjustable from outside. Thus 65 to 100 % of the listed brake torque can be obtained.

24

203255k2.p65/0299

Further devices (on request)

Brake release device Load lowering device

Brake release checking device Brake wear checking device Separate fan Tachogenerator, absolute position encoder Canopy for brake

BLE 1 LAE 1 LAE 2 BLK BVK

2.6.2 Additional electric equipment EG integrated pulse generator The Demag EG integrated pulse generator is fitted in the area of the brake of the Demag motor. Two sensors trace a multi-pole magnet ring fixed on the rotor shaft during rotor rotation. The corresponding electronic evaluator unit is connected to the generator via connectors in the terminal box of the motor. Depending upon the specific application and the evaluator unit the generated signals can be used together with the MSEG unit for information, monitoring and switching contacts. For further details see leaflets Description Data Dimensions EG integrated pulse generator system Ident. no. 203 091 44 Operating instructions EG integrated pulse generator system Ident. no. 214 053 44 Dematik MSEG motor control unit The MSEG unit reduces the starting torque of a pole-changing squirrel-cage motor in both speeds. Furthermore electric braking from high speed to low speed is adjustable with this unit. For further details see leaflet Description Data Dimensions Operating instructions Dematik MSEG motor control units Ident. no. 214 033 44 Dematik KSAG smooth starting unit This electronic device has been designed for the reduction of the run-up torque of three-phase squirrel-cage motors. For further details see leaflet Description Data Dimensions Operating instructions Dematik KSAG smooth starting unit Ident. no. 214 029 44

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25

2.7 Definitions
2.7.1 kW required by driven machine
P= Mn 9550 a

P M n or
P= Fv 1000 a

kW required by driven machine torque required by driven machine speed force (weight, frictional force) linear speed efficiency of the driven machine power input rated voltage current

in kW in Nm in rpm in N in m/s

F v ha

2.7.2 Power input

P1 = 3 U I cos

P1 U I

in W in V in A

cos j power factor

2.7.3 Power output

P2 = 3 U I cos

P2 h

power output efficiency of the motor

in W

2.7.4 Rated output (in the date lists of the motors indicated as P)

PN = 3 U IN cos N = 3 U IN cos N 1000

PN IN hN

rated output rated current rated efficiency

in W in A

2.7.5 Starting current (lA)

The starting current of a motor is the maximum current it will take from the line at rest with rated voltage applied at rated frequency.

2.7.6 Full-load torque (MN)

MN =

9550 PN nN

MN PN nN

full-load torque rated output rated speed

in Nm in kW in rpm

MA

MK MS MN nN

n
MB

Fig. 8 Torque/speed curve 26

41217444.eps

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2.7.7 Starting torque (MA)

The starting torque of a motor is the torque it will develop at rest with rated voltage applied at rated frequency. The pull-up torque of a motor is the minimum torque developed by the motor with rated voltage applied at rated frequency during the period of acceleration from rest to the speed at which breakdown torque occurs. The breakdown torque of a motor is the maximum torque it will develop with rated voltage applied at rated frequency between pull-up speed and rated speed.

2.7.8 Pull-up torque (MS)

2.7.9 Breakdown torque (MK)

2.7.10 Brake torque (MB) Static brake torque Dynamic brake torque

Maximum torque which the shaft, when locked via fan and brake ring, can oppose to an outside torque acting on the output shaft. Decelerating brake torque occurring when the brake ring meets the braking surface.

2.7.11 Duty types

The most common duty types S1, S2, S3 and S4 are described in the diagrams below. Other duty types must be determined on the basis of equivalent loading as a function of time and load. The duty type must be quoted in the order together with the corresponding specification.

Continuous duty
tB

S1

Short-time duty
tB

S2

Load

Load

Time tB Time under load

41299944.eps

Time tB Time under load

41614144.eps

Periodic intermittent duty

S3

Periodic intermittent duty with influence of starting

ts tA tB t St

S4

ts tB t St

Load

Load

Time
41614244.eps

Time
41614344.eps

t B Time under load tSt Idling time tS Time cycle

203255k2.p65/0299

Cyclic duration factor referring to 10 min.

tB 100% tB + tSt

tA tB tS tSt

Starting time Time under load Time cycle Idling time

= t A + tB 100% t A + tB + tSt

Cyclic duration factor referring to 10 min.

27

Duty types according to EN 60034 (IEC 34-1)

Abbreviation S1 S2 S3 S4 Description Continuous duty with 100 % CDF Constant load for short period, e.g. S2 30 min. Required information Time under load

Periodic intermittent duty without influence of starting (indexed operation), e.g. S3 40 % Cyclic duration factor CDF in % (referring to 10 min.) Periodic intermittent duty with influence of starting Cyclic duration factor CDF in %, starts per hour, load torque and inertia moment

2.7.12 Relative duty factor (DF)

Ratio of time under load: time cycle (Time cycle = sum of operating periods and periods of rest). Maximum time cycle 10 minutes.
DF = Sum of operating periods 100 Time cycle

in %

2.7.13 Factor of inertia

The factor of inertia FI is the relation between the moment of inertia of all masses referred to the motor shaft and the moment of inertia of the motor (rotor plus brake disc).

J + JZus FI = Mot JMot

Jmot Jzus

moment of inertia of motor

in kgm2

external moment of inertia referred to motor shaft in kgm2

28

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2.7.14 External moments of inertia

Determination of moment of inertia referred to motor shaft of rotating masses

JZus =

2 J1 n1 + J2 n2 2 +

JZus n m v

external moment of inertia motor speed weight linear speed

in kgm2 in rpm in kg in m/s

of masses in linear motion

JZus =

91,2 m v 2 n2

Important for rotating bodies Solid cylinder

J = 98 L D4 a

J r L

moment of inertia specific weight length outside diameter inside diameter

in kgm2 in kg/dm3 in m in m in m

Hollow cylinder
4 J = 98 L D4 a Di

Da Di

2.7.15 Starting time

tA =

9,55 (MA m ML )

Jn

tA MA ML

starting time starting torque load torque

in s in Nm in Nm

ML when the load torque is opposed to the starting torque (hoisting). + ML when the load torque increases the starting torque (overhauling loads can be considered as negative load torques lowering).

2.7.16 Braking time (from beginning of brake action)

tB =

9,55 (MB m ML )

Jn

tB MB

braking time brake torque

in s in Nm

+ ML when the load torque has a braking effect (higher brake torque hoisting). ML when the load torque is opposed to the brake torque (overhauling loads lowering).
n tA 60 2 n tB n tR + 60 2 60

2.7.17 Starting revolutions

zA =

zA

starting revolutions

2.7.18 Braking revolutions

zB =

zB tR

braking revolutions rotor return time in s

These values for tR are between 0,035 ... 0,11 sec. for sizes KB 71125. Exact values on request.

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29

2.8 Motor selection

2.8.1 Ambient temperature and altitude

The power ratings given in the tables refer to continuous duty operation S1 according to EN 60034 (IEC 34-1), unless otherwise specified, for a coolant temperature of 40 C and up to an altitude of 1000 m above sea level. For higher coolant temperatures, the given motor power must be reduced by factor kT, for installation altitudes higher than 1000 m above sea level, it must be reduced by factor kH.

kT = Factor for non-standard coolant temperature

kT

kH = Factor for non-standard installation altitude

1,0

2 and 4 poles
0,9

0,8

0,7

6 and 8 poles
0,6

12 poles

0,5

0,4

0,3 40 50 60 70 80
T [C]
41217744.eps 41217544.eps

Depending on the motor frame size or number of poles, motors may be provided with special windings for non-standard operating conditions. Motor derating is not necessary if the ambient temperature (coolant temperature) is lowered with the installation altitude according to the adjacent table.
Installation altitude above up to Maximum coolant temperature m m C 0 1000 40 1000 2000 32 2000 3000 24 3000 4000 16

This results in a permissible motor power of:

Pzul = PN k T k H
Abbreviation Pzul PN kT kH Description Permissible motor power Rated power Factor for non-standard coolant temperature Factor for non-standard installation altitude Unit kW kW
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If the permissible motor power is no longer sufficient for the drive, check whether the motor with the next highest power rating meets the requirements. 30

2.8.2 Determining the permissible starting frequency

No-load starting frequency Z0 is specified in the motor power tables. The no-load starting frequency defines how often a motor can accelerate the moment of inertia of its rotor without load torque at 50 % CDF to its no-load speed within an hour. Permissible starting frequency Z takes into account the load torque, the external moment of inertia and the cyclic duration factor. For frequencies other than 50 Hz, value z0 is recalculated according to the following equation:
Abbreviation Description No-load starting frequency from list at 50 Hz New frequency other than 50 Hz No-load starting frequency for new frequency Unit h-1 Hz h-1

z0 X = z0

50 2 Hz 2 fx
2

z0 fX z0X

Permissible starting frequency Z can be determined according to the following equation:

Abbreviation Description Permissible starting frequency No-load starting frequency from list at 50 Hz Load torque factor during acceleration External moment of inertia factor Factor for required power and cyclic duration factor Unit h-1 h-1

z = z0 k M k FI k P

z z0 kM

or

z = z0 X k M k FI k P

kFI kP

Acceleration torque
k M = 1
kM 1,0 0,9 0,8 0,7 0,6

External moment of inertia

Required power and cyclic duration factor

M MA

k FI =
k FI 1,0 0,9 0,8 0,7 0,6

JM JM + JZus
kP

1 0,9 0,8 0,7 0,6 0,5 0,4 0,3

P1/PN = 0

0,2

0,4

0,5 0,6 0,7 0,8 0,9 1,0

0,5 0,4 0,3 0,2 0,1 0

0,5 0,4 0,3 0,2 0,1

0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 M MA

0,2 0,1 0 0 20 40 60 1,2 80 100

ED in %

1,1

5 J Zus JM

41217844.eps

41217944.eps

41652044.eps

kM k FI JM Jzus

= = = =

Factor for load torque during acceleration Factor for the external moment of inertia Motor inertia External moment of inertia referred to the motor shaft

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31

Calculation of the permissible starting frequency is based on mechanical braking. Motor loss increases with electrical braking. In the case of counter-current braking, which should be avoided in practice, the calculated starting frequency corresponds to approximately one quarter of the number of permissible starts without electrical braking. Pole-changing motors are partly decelerated regeneratively by the large pole winding, whereby brake torques up to 3-times the motor starting torque may occur depending on the pole number ratio and/or winding design. For approximate calculation, the calculated starting frequency may be reduced by 50 %. Calculation of the starting frequencies is an approximation and is intended as a guide value for design purposes. If the calculated starting frequency is close to the required value, you are advised to contact the technical department in our head office. After determining the permissible motor starting frequency, check whether the brake is also suitable.

32

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2.9 Noise

The noise levels of KB, SB motors are below the prescribed maximum values according to EN 60034-9 / 05.96 (IEC 34-9) (A-rated noise leveI).

2.10 Measurement of temperature rise of windings

1. Leave motor and driven machine for several hours in the test room, so that the motor winding can assume the ambient temperature. 2. Measure winding resistance R1 and winding temperature (ambient temperature) T1. 3. Operate motor and driven machine until the resistance values stop rising. 4. Disconnect motor. Measure winding resistance R2 and temperature of cooling medium (ambient temperature) Ta. Temperature rise

R2 R1 (235 + T1) + ( Ta T1) R1

[K ]

T2 = + Ta

should not exceed 105 K for insulation class F.

R2 Formula for an approximate check: R 1,42 for insulation class F 1

R2 R1 T2 T1 Ta

Resistance of winding at the end of test Resistance of cold winding at T1 at the beginning of test Temperature of winding at the end of test Temperature of cold winding Temperature of cooling medium at the end of test

in W in W in C in C in C

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33

2.11 Winding protection

2.11.1 PTC thermistors PTC thermistors can be integrated into the winding for motor protection at an extra price. PTC thermistors to DIN 44081 are suitable for tripping devices with 2,5 V DC output voltage and 4 kW tripping resistance. The resistance for each PTC thermistor is between 10 and 250 W at temperatures of 20 C to qNat 20 C (Nat = rated tripping temperature). The resistance of each PTC thermistor changes in the kW range when the rated tripping temperature is reached. Number of PTC thermistors: Motors with one winding: 3 PTC thermistors (1 per phase); protection against overload, excessively high starting frequencies, two-phase starting, inadequate cooling, blocked rotor. Motors with two windings: 3 PTC thermistors; 1 PTC thermistor in the low-speed winding, 2 PTC thermistors in the high-speed winding. Important: Thermistors only provide protection against overload, excessively high starting frequency, inadequate cooling. No protection against blocked rotor and two-phase starting. Special design (must be specified in the order): 3 PTC thermistors in the low-speed winding, 3 PTC thermistors in the high-speed winding, protection against overload, excessively high starting frequency, two-phase starting, inadequate cooling, blocked rotor. Note: If, in addition to PTC thermistor switch-off, a warning is required when the winding temperature is too high, an additional tripping device and double the quantity of PTC thermistors are required. PTC thermistors used for warning purposes are supplied with a rated tripping temperature 10 K lower than that of PTC thermistors used for switching off. The required tripping devices must be ordered separately. 2.11.2 Temperature detectors Bimetallic temperature detectors can be integrated in the winding to protect the motor at an extra price. Temperature detectors integrated in the motor winding are only suitable for protection against thermal overload. Protection in the event of short circuit and a blocked rotor is not provided since temperature detector tripping times are significantly longer than those of PTC thermistors. The temperature detector type required depends on the control voltage and control current. The control voltage should not be less than 110 V and not exceed 250 V according to EN 60204. Number of temperature detectors: Motors with one winding: 1 temperature detector Motors with two windings: 2 temperature detectors; 1 temperature detector in the low-speed winding, 1 temperature detector in the high-speed winding. Special design (must be ordered separately): 3 temperature detectors in the low-speed winding, 3 temperature detectors in the high-speed winding. Not possible for frame sizes < 90 for design reasons.

34

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Connection diagram

L4

L1 L2 L3

F2

F2

F3 F1
F1 Fuse motor F2 Thermal overcurrent relay F3 PTC thermistor tripping device H1 Signal lamp ON H2 Signal lamp FAULT K1 Power contactor S1 Push button OFF S2 Push button ON

F3 K1 S1 F2

S2

K1

K1

U V W
3

~
102

101

K1 L5

H1

H2

F3

A1 T> A2

P1 (T1, Z1) P2 (T2, Z2)

Fig. 9

416 006 44.eps

2.12 Anti-condensation heater

At standstill brake motors can be heated by supplying the motor winding with DC or AC resp. via a small transformer. Please consult us for the currents which are permissible for the different cases. Guide values for the required heating capacity:
Motor size KB, SB 71 80 90 100 112 125 140 160 180 200 225 Heating capacity PH W ca. 25 ca. 35 ca. 45 ca. 60 ca. 85 ca. 120 ca. 160 ca. 200 ca. 270 ca. 350 ca. 500

For further details see list 030 403 84.

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35

Anti-condensation heater using the motor winding For squirrel-cage motors: AC heating
L1 L2 L3 K1 F1

T2

T1

Fig. 10
416 007 44.eps

K3 F2 K2

K4

U~ i~

on request
K

U1

V1

W1

L M 1 3 4 5 6 W2

M 3
U2 V2

DC heating
K7

L4

U=

K5 K1 K6 K5 K4 K2 K6 K3

S1

S3

S2 K5

S4 K6

Fig. 11
416 008 44.eps

R tot = 2 Rphcold U= = PH 1 ,2 R tot I= = PH U=

K7 L5

K1

K2

K3

K4

K5

K6

Fig. 12

416 009 44.eps

Circuit diagram for anti-condensation heater. Heating by supplying the motor winding with AC or DC resp. Squirrel-cage motors:without K7 and R. Slip-ring motors: with K7 and R. S1, S2, S3, S4 K3, K4 K1, K2, K7 F1 K5, K6 R T1 T2 Push button Contactor forward, reverse On contactors Control fuses Auxiliary contactors Slip-ring rotor starting resistor Transformer for heating with AC Transformer with rectifier for heating with DC

For slip-ring motors: As for squirrel-cage motors, but with short-circuiting of rotor.

36

203255k3.p65/0299

Microspeed units

3.1

Brief description, application examples

Fig. 13
41239844.eps

The microspeed unit is a combination of two brake motors and an intermediate reduction gear. The output shaft runs either at the speed of the main motor or at the speed of the micro motor reduced by the ratio of the intermediate gear. At rest the rotor of the main motor is braked by the micro motor brake through the intermediate gear, the micro motor rotor and the main motor brake which functions as a clutch. With the main motor energized, the brake ring of the brake disc is released from the braking surface on the brake drum by rotor displacement so that the connection to the intermediate gear ceases to exist. The shaft runs at the normal speed of the motor. When the micro motor is energized while the main motor is switched off, the speed of the micro motor is reduced by the intermediate gear according to its gear ratio and its output is transmitted to the main motor shaft through the main motor brake which functions as a clutch.
The speed of the output shaft is now = speed of micromotor gear ratio of intermediate gear

203255k3.p65/0299

With the micro motor power off or in the case of mains failure, the micro motor brake stops the unit through the positive connection between main motor brake disc and brake drum on the drive shaft of the intermediate gear.

37

3.1.1 Advantages

Compared with pole-changing motors the microspeed units have the following advantages: higher speed ratio precise stop with micro motor for positioning through reduction of effective load inertia micro motor allows more starts per hour compared with slip-ring motors: microspeed constant, practically irrespective of the load

3.1.2 Application examples

Multi-speed drives on machine tools Positioning drives Feed drives Precision setting in mechanical engineering Crane drives Physical measuring devices Multi-speed drive units

3.2 General information

3.2.1 Size symbols (Short form) Example: KBA 100 A 4 + FG 06 + KBA 80 A 4

Main motor Intermediate gear Micro motor

For detailed designation see mounting code and designations FG microspeed units, ident. no. 200 140 84. 3.2.2 Specifications, standards See corresponding motor type.

3.3 Electrical characteristics

3.3.1 Motor data For all technical data and other details concerning the electrical characteristics of main and micro motor which are not mentioned in this list see the data lists of the corresponding motor. Consideration must be given to the fact that due to the gear ratio of the intermediate gear many values of the micro motor change if referred to the main shaft. In this connection see 3.8.5. The data are based on a frequency of 50 Hz. 3.3.2 Connection Squirrel-cage motors are connected to direct-on-line starting. Y/D start is not permitted since in the star connection the reduced axial thrust of the main motor requires a weaker brake spring. A weaker brake spring would reduce the frictional torque between brake disc and brake drum, so much that the full output of the micro motor could not be transmitted. The weaker brake spring necessary for the Y/D connection of the micro motor would mean a correspondingly lower brake torque for the entire unit.

38

203255k3.p65/0299

3.3.3 Stepless micro motor operation

The micro motor speed can also be delivered in a stepless speed range, for which there are several possibilities: Fitting an infinitely variable mechanical gear between three-phase micro motor and intermediate gearbox (on request). Control of three-phase micro motor by an inverter (on request).

3.4 Mechanical characteristics

3.4.1 Mounting For foot and flange mountings see mounting code. When the required arrangement differs from the standard arrangement please state the position of the terminal boxes and intermediate gear according to the mounting code. For vertical and inclined mountings see Description for motors. 3.4.2 Direction of rotation Main motor and micro motor must be connected for opposite directions of rotation to obtain the same direction of rotation at the output shaft of the main motor when the main and micro motors are running. Standard position for main and micro motor: right-hand side (facing the shaft extension of main motor).

3.4.3 Terminal box

3.4.4 Separate cooling

Main motors which are to have separate cooling are equipped with a fitted separate fan. The output and switching frequency for the motor are increased as a result. Sizes and technical data

Main motor
Size 100-140 160 180-225 Air flow Vmax m3/min 5,0 350 0,07 0,4 4,5 D 04 x

Separate fan size

D 05 D 06

x x 10 430 0,13 0,4 5 20 730 0,5 1,4 10,8

Increase in static pressure D pmax Pa Output Nominal current at 400 V 3 AC Weight kW A kg

3.4.5 Further details

For all further details concerning the mechanical characteristics, e.g. type of enclosure, outdoor mounting, cooling, condensation water drain holes, bearings, axial displacement, coupling, direction of axial displacement when braking, balancing, shaft extension, enamel, see section 2.

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39

3.5 Brake
3.5.1 Brake disc For main and micro motor Standard: light conical brake disc with low moment of inertia J On request: Heavy conical brake disc with high moment of inertia J J approximately 2 3 times motor J Longer starting and braking time. 3.5.2 Brake torque reduction For main motor only advisable in the case of special technical requirements, e.g. travel drives; for micro motor, brake torque reduction is possible, however, not for hoisting operation. For possibilities see 2.5.5. 3.5.3 To cancel brake action Fitting of additional equipment to micro motor (not for hoisting operation). For possibilities see 2.5.6. It must be checked whether it is possible to fit the unit to the motor on the basis of the dimension drawings.

3.5.4 Additional equipment

Additional equipment fitted to the micro motor (not for hoisting operation). Manual brake release attachment Load lowering attachment Electric brake release attachment Brake release device Brake torque setter attachment Brake wear checking device axial Brake wear checking device radial (in case another additional equipment is mounted axially) Brake release checking device axial Brake release checking device radial (in case another additional equipment is mounted axially) Canopy for brakes (to protect the brake) Additional equipment fitted to main motor Brake release with remote control for main motor in microspeed unit Load lowering attachment for main motor in microspeed unit Brake wear checking device radial for main motor in microspeed unit Brake release checking device radial for main motor in microspeed unit BLF 1 LAF 1, 2, 3, 4 BVK radial BLK radial HBLG LAG EBLG BLE 3, 4 BEG BVK BVK radial BLK BLK radial

It must be checked whether it is possible to fit the units to the motor on the basis of the dimension drawings. 3.5.5 Clutch Brake disc of main motor and brake drum make up the clutch to the intermediate gear.

3.6 Intermediate gear, arrangement

The intermediate gear is the mechanical link between micro and main motor. The speed of the micro motor is reduced by the intermediate gear and then transmitted to the main shaft.
203255k3.p65/0299

The intermediate gear is a triple-stage spur gear. The range of speed ratios is approximately 4 : 1 to 125 : 1. The exact values are indicated in the data lists.

40

3.7 Geared microspeed units

The number of possible applications for microspeed units can be increased by fitting an output gearbox to the main motor. The following gearboxes can be used: Old gearboxes double-stage spur wheel gearbox, range D triple-stage spur wheel gearbox, range T triple-stage offset gearbox, range AF double and triple-stage offset gearbox, range AFM triple-stage angular gearbox, range AFW

New gearboxes double and triple-stage helical gearbox, ranges DG, DF double and triple-stage offset gearbox, ranges AU, AG, AF, AM double and triple-stage angular gearbox, ranges WU, WG, WF In this connection see geared motors (catalogue with prices), ident. no. 203 150 44.

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3.8 Selecting a microspeed unit

3.8.1 Symbols The following terms and abbreviations are used to facilitate the description of the required microspeed unit. They are also mentioned in the data lists. n1 = Speed at the main shaft during main motor operation Main motor speed The main motor speeds mentioned in the data lists are approximately 2800, 1400, 900 and 700 rpm. Micro motor speed In general 4-pole micro motors for approximately 1400 rpm are mentioned in the data lists. Gear ratio of the intermediate gear

nH = n1

nF

= n1

n2

nF i

Speed at the main shaft during micro motor operation The speed of the micro motor nF is reduced by the intermediate gear according to gear ratio i and then transmitted to the main shaft. Rated power of the main motor Rated torque of the main motor Clutch torque

MN = MKU =

Micro motor

nF i

Main motor

n1 nH n2

Intermediate gear
Fig. 14
41415644.eps

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3.8.2 Selection from data list

First select a main motor. To do this determine its approximate speed, e.g. 1400 rpm and then use the corresponding data list to choose main motor output at a duty factor of 100, 40, or 25 %. Next select the speed of the micro motor required at the main shaft of the speed ratio main motor/micro motor = gear ratio of the intermediate gear. Then read off micro motor size at the intersection of both lines and choose one of the three duty factors for the micro motor. For data of main and micro motors which are not mentioned in this list see the data list of the corresponding motor.

Limits for selection

In this list the combination of micro motor/main motor is based on the following rules: The micro motor delivers at the main shaft at least the full-load torque at most the clutch torque of the main motor. The clutch torque of the main motor is in this case equal to the brake torque with conical brake disc (in the motor data lists designated MB1). The torque (or brake torque) of the micro motor referred to the main shaft increases in proportion to gear ratio i of the intermediate gear and in the case of the high gear ratios it reaches very high values, which cannot be transmitted because of the limiting clutch torque. The data lists additionally include micro motor combinations using the smallest micro motor KBL 71 A 4. Due to the high reduction ratio this motor has a full-load torque which is higher than the transmittable clutch torque MKU. If, in these cases, a torque is required which is less than the clutch torque (e.g. which corresponds to the full-load torque of the main motor), this micro motor is acceptable.

3.8.3 Further possibilities for selection

For all empty spaces in the data list please consult us. The following not mentioned micro motors can also be used: Micro motors for a different duty factor, e.g. S 3 60 % or S 3 15 % 2-pole micro motors, especially for small main motors 6 and 8-pole micro motors, especially to reach wide speed ranges Pole-changing micro motors to obtain several microspeed steps Inverter-fed micro motors obtain an infinitely variable speed range during microspeed operation. Furthermore the main motor can be designed for a different duty factor, e.g. S 3 60% or S 3 15%. The use of output gearboxes fitted to the microspeed unit increases the number of possible applications (in this connection see section 3.7).

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3.8.4 Selection without microspeed unit data lists

The selection of a microspeed unit can also be made without the microspeed unit data lists: 1. Select main motor from its data list. 2. Determine gear ratio of the intermediate gear. 3. Determine micro motor from its data list. Taking account of the following facts: Torque of micro motor at main shaft should be equal to or higher than torque of main motor. Torque of micro motor at main shaft should be equal to or less than clutch torque of main motor. 4. Checking mechanical fitting possibilities according to mounting code and find the size of the intermediate gear. 5. For all other data see data lists of the corresponding motor.

3.8.5 Variation of data

The listed data of the micro motor referred to the main shaft and taking the gear ratio i of the intermediate gear into account change as follows: The speed decreases in proportion to gear ratio i. The output power remains constant except for insignificant losses. The torque (full-load torque, brake torque, starting torque) increase in proportion to gear ratio i.

3.8.6 Determination of exact speeds

Main motor: Look up full-load speed from motor data list under Rated speed. The partial-load speed is correspondingly higher. Micro motor: The exact microspeed (speed of micro motor referred to main shaft) is obtained as follows: Determine rated speed of micro motor from motor data list. Take account of actual micro motor loading. Divide this speed by the exact gear ratio.

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Not liable for errors or omissions. Subject to change.

203255k3.p65/0299 Printed in Germany DZS/0299/3T