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Allen-Bradley 1336/1336VT/1336 PLUS/PLUS II/IMPACT/FORCE

1. Expensive bridge configurations use SCRs or transistors that can transform DC regenerative electrical energy into fixed frequency utility electrical energy A more cost effective solution is to provide a Transistor Chopper on the DC Bus of the AC PWM drive that feeds a power resistor which transforms the regenerative electrical energy into thermal energy This is generally referred to as Dynamic Braking A Dynamic Brake Module consists of a Chopper Module a chopper transistor and related control components and a Dynamic Brake Resistor Figure 1 shows a simplified schematic of a Dynamic Brake Module The Chopper Module is shown connected to the positive and negative DC Bus conductors of an AC PWM Drive The two series connected Bus Caps are part of the DC Bus filter of the AC Drive A Chopper Module contains five significant power components Protective fuses are sized to work in conjunction with a Crowbar SCR Sensing circuitry within the Chopper Transistor Voltage Control determines if an abnormal condition exists within the Chopper Module such as a shorted Chopper Transistor or open Dynamic Brake Resistor When an abnormal condition is sensed the Chopper Transistor Voltage Control will fire the Crowbar SCR shorting the DC Bus and melting the fuse link This action isolates the Chopper Module from the DC Bus until the problem can be resolved The Chopper Transistor is an Insulated Gate Bipolar Transistor IGBT The Chopper Transistor is
2. power dissipated by the Dynamic Brake Resistors relative to the steady state power dissipation capacity of the resistors This will give a data point to be drawn on the curve of Figure 3 The number calculated for PL will commonly fall between 300 and 600 A calculated number for PL of less than 100 indicates that the Dynamic Brake Resistor has a higher steady state power dissipation capacity than is necessary Step 8 Plot the Steady State and Transient Power Curves on Figure 3 Draw a horizontal line equal to the value of AL Average Load in percent as calculated in Step 6 This value must be less than 100 Pick a point on the vertical axis equal to the value of PL Peak Load in percent as calculated in Step 7 This value should be greater the 100 Draw a vertical line at t4 ty seconds such that the line intersects the AL line at right angles Label the intersection point Point 1 Draw a straight line from PL on the vertical axis to Point 1 on the AL line This line is the power curve described by the motor as it decelerates to minimum speed Figure 3 Plot Your Power Curve KA KB KC Transient Power Capacity 600 500 400 300 Power mee eee idet ub cdd led ur ud uus time in seconds 1336 5 64 July 2005 12 Heavy Duty Dynamic Braking If the line you drew lies to the left of the constant temperature power curve of the Dynamic Brake Resistor then there will be no app
3. the required rating and number of Dynamic Brake Modules can be determined Ifa Dynamic Brake Resistance value greater than the minimum imposed by the choice of the peak regenerative power is made and applied the drive can trip off due to transient DC Bus overvoltage problems Once the approximate ohmic value of the Dynamic Brake Resistor is determined the necessary power rating of the Dynamic Brake Resistor can be calculated The wattage rating of the Dynamic Brake Resistor is estimated by applying what is known about the drive s motoring and regenerating modes of operation The average power dissipation of the regenerative mode must be estimated and the wattage of the Dynamic Brake Resistor chosen to be greater than the average regenerative power dissipation of the drive If the Dynamic Brake Resistor has a large thermodynamic heat capacity then the resistor element will be able to absorb a large amount of energy without the temperature of the resistor element exceeding the operational temperature rating Thermal time constants in the order of 50 seconds and higher satisfy the criteria of large heat capacities for these applications If a resistor has a small heat capacity defined as thermal time constants less than 5 seconds the temperature of the resistor element could exceed maximum temperature limits during the application of pulse power to the element and could exceed the safe temperature limits of the resistor The resistors used inthe Dy
4. 115V AC 1 50 60 Hz required for KB050 amp KC050 brake operation Enable Signal 50 mA Fan Power 600 mA 1 N O contact TTL compatible closed when Brake Fault Contact 115V AC is applied open when a brake fault or loss of power occurs Customer supplied 115V AC 50 mA required for KA005 KB005 KC005 KA010 KB010 amp KC010 optional brake fault contact monitoring UL CSA Rating 0 6 Amps 125VAC 0 6 Amps 110VAC 2 0 Amps 30VAC Initial Contact Resistance 50mQ maximum Temperature 10 C to 50 C 14 F to 122 F Humidity 5 to 95 non condensing Atmosphere NEMA Type 1 Cannot be used in atmospheres having corrosive or hazardous dust vapor or gas Altitude Derating 1 000 meters 3 300 feet maximum without derating Enclosure Type KA005 KB005 KC005 IP20 NEMA Type 1 A KA010 KBO10 KCO10 IP20 NEMA Type 1 KB050 KC050 IP00 Open ATTENTION Electric Shock can cause injury or death Remove all power before working on this product For all Dynamic Brake ratings DC brake power is supplied from the drive DC Bus In addition 1 Dynamic Brakes KB050 and KC050 have fans and an enable circuit that requires a 115V AC user power supply 2 Optional brake fault contact monitoring also requires a 115V AC user power supply For KB050 and KC050 brakes the same AC power supply may be used Hazards of electrical shock exist if accidental contact is made with parts carrying bus voltage A b
5. 1336 5 64 July 2005 P N 156079 Supersedes May 2005 Copyright 2005 Rockwell Automation Inc All rights reserved Printed in USA
6. Brake Power Wiring must be twisted pair and run in conduit separate from Control Wiring Minimum required DC Brake Power Wiring sizes are listed in tables 1b 2b and 3b Control Wiring All Control Wiring must be twisted pair and run in conduit separate from DC Brake Power Wiring Interconnection Control Wiring between the brake terminals must be twisted pair 1 mm 18 AWG minimum Optional Brake Fault Contact Wiring A separate 115V AC power supply is required if the brake fault contacts are to be monitored Refer to your 1336 1336VT 1336 PLUS or 1336 FORCE User Manual for wire selection and installation details Connect to AUX at TB3 Terminal 24 for L6 Option Terminal 28 for L3 Option The MASTER OUT terminals are factory jumpered and must remain jumpered for single brake applications For multiple brake applications remove the jumpers in all but the last enclosure Contact is shown in a de energized state Contact is closed when 115V AC power is applied to TB3 and pilot relay is energized Loss of power or a brake malfunction will open contact Connect the brake frame to earth ground Refer to the connected drive s User Manual for grounding instructions 1336 5 64 July 2005 26 KB050 and KC050 Wiring Scheme Heavy Duty Dynamic Braking Auxiliary Term Block user supplied 1 H AL AJ LLL 115V AC L2 L3 DC DC CUSTOMER ENABL
7. Draw AL as a dotted line on Figure 4 PL 100 x Ph Pgp 617 This is the result of the calculation outlined in Step 7 and should always be greater than 100 Heavy Duty Dynamic Braking 15 Figure 4 Power Curve Out of Range PL 617 KA KB KC Transient Power Capacity 600 500 400 3 E 300 200 I s Point 1 adiac dur ee gee ae ear eae 0 1 2 3 4 5 6 7 8 9 10 time in seconds Figure 4 is the result of Step 8 Note that a portion of the motor power curve lies to the right of the constant temperature power curve of the Dynamic Brake Resistor This means that the resistor element temperature is exceeding the operating temperature limit This could mean a shorter Dynamic Brake Resistor life than expected To alleviate this possibility use two KB050 Dynamic Brake Modules in parallel and recalculate AL 20 PL 400 Figure 5 Power Curve In Range KA KB KC Transient Power Capacity 100 EN 7 Point 1 AL 20 vj yp pp 0 1 2 3 4 5 6 7 8 9 10 t time in seconds Figure 5 is the result of Step 8 using two KB050 Dynamic Brake Modules in parallel and the graph indicates that the resistive element temperature will not exceed the operational limit 1336 5 64 July 2005 16 Heavy Duty Dynamic Braking 1336 5 64 July 2005 Table 1a Maximum Ratings for 230V AC Drives 375 Volts Turn on Voltage Dynamic Brake Module Resistance Value of Dynamic Average Wattage Dissipation of
8. F G H l J K RiDia R2Dia Weight KA005 KA010 KB005 KB010 KC005 KC010 193 5 441 4 174 5 7 62 17 38 6 87 133 4 4254 300 64 97 508 460 508 71 143 68 5 25 16 75 1 18 0 25 0 38 2 00 1 81 16 75 0 28 0 56 15 00 1336 5 64 July 2005 18 Heavy Duty Dynamic Braking KB050 and KC050 Dimensions Weights and Conduit Entry Locations Conduit Entry 28 5mm 1 12 Dia H H Bottom Dimensions and Weights in Millimeters Inches and Kilograms Pounds Option Code A B C D E1 E2 F G H l J K R1 Dia R2 Dia Weight KB050 406 4 609 6 247 7 381 0 3048 592 3 127 173 191 508 1524 793 84 143 33 8 and KC050 16 00 24 00 9 75 15 00 12 00 23 32 0 50 0 68 0 75 2 00 6 00 3 12 0 33 0 56 75 00 1336 5 64 July 2005 Specifications Installation Requirements Heavy Duty Dynamic Braking 19 Braking Torque 100 torque for 20 seconds typical Duty Cycle 20 typical Input Power DC power supplied from DC Bus Optional Customer supplied
9. If the parallel combination of Dynamic Brake Modules becomes too complicated for the application consider using a Brake Chopper Module with a separately specified Dynamic Brake Resistor Step5 Estimate the Minimum Wattage Requirements for the Dynamic Brake Resistors Itis assumed that the application exhibits a periodic function of acceleration and deceleration If t3 tp equals the time in seconds necessary for deceleration from rated speed to speed and t4 is the time in seconds before the process repeats itself then the average duty cycle is t5 t5 t4 The power as a function of time is a linearly decreasing function from a value equal to the peak regenerative power to some lesser value after t5 t5 seconds have elapsed The average power regenerated over the interval of t4 ty seconds is Pg p t Wo Tx Ob 1336 5 64 July 2005 10 Heavy Duty Dynamic Braking 1336 5 64 July 2005 The average power in watts regenerated over the period t4 is tg te Pb b o ers Pay Average dynamic brake resister dissipation watts t5 t5 Deceleration time from c to og seconds t Total cycle time or period of process seconds Py Peak braking power watts Rated motor speed Rad s g A lower motor speed Rad s NE Pav x x av 2 Pay watts The Dynamic Brake Resistor power rating of the Dynamic Brake Module singly or two in parallel
10. must be mounted within 3 0 m 10 ft of the drive Allow a maximum distance of 1 5 m 5 ft between each brake enclosure and the terminal block If more than one KA005 KA010 KB005 KB010 or KCO05 KC010 brake enclosure is required the first enclosure must be mounted within 3 0 m 10 ft of the drive Allow a maximum distance of 1 5 m 5 ft between each remaining brake enclosure Separate conduit must be provided for the control connections between multiple brake enclosures Separate conduit must be provided for the DC power connections between brake enclosures the terminal block if required and the drive For AC power connection and conduit requirements refer to your 1336 1336VT 1336 PLUS II or 1336 FORCE User Manual IMPORTANT The National Electrical Codes NEC andlocal regulations govern the installation and wiring of the Heavy Duty Dynamic Brake DC power wiring AC power wiring control wiring and conduit must be sized and installed in accordance with these codes and the information supplied on the following pages 1336 5 64 July 2005 Heavy Duty Dynamic Braking 21 Recommended Brake Configurations Drive porem 1 1 Brake Enclosure ieee eee E 304 8 mm 304 8 mm 15m 12 In 12 In 5 ft Minimum Minimum Maximum 304 8 mm 304 8 mm 304 8 mm 12 In 12 In 12 In User Minimum Brake Minimum Minimum Su
11. that will be chosen must be greater than the value calculated in Step 5 If it is not then a Brake Chopper Module with the suitable Dynamic Brake Resistor must be specified for the application Step 6 Calculate the Percent Average Load of the Dynamic Brake Resistor AL Average load in percent of Dynamic Brake Resistor P AL 5 X10 p A AMAN Pub av Average dynamic brake resistor dissipation calculated in Step 5 watts Pab Steady state power dissipation capacity of dynamic brake resistors obtained from Table 1a 2a or 3a watts ALS 100 AL 96 The calculation of AL is the Dynamic Brake Resistor load expressed as a percent Pap is the sum of the Dynamic Brake Module dissipation capacity and is obtained from Table 1a 2a or 3a This will give a data point for a line to be drawn on the curve in Figure 3 The number calculated for AL must be less than 100 If AL is greater than 100 an error was made in a calculation or the wrong Dynamic Brake Module was selected Heavy Duty Dynamic Braking 11 Step 7 Calculate the Percent Peak Load of the Dynamic Brake Resistor Pp PL Peak load in percent of Dynamic Brake Resistor PL Pap A100 Py Peak braking power calculated in Step 2 watts Pap Steady state power dissipation capacity of dynamic brake resistors obtained from Table 1a 2a or 3a watts PL x 100 PL The calculation of PL in percent gives the percentage of the instantaneous
12. 005 F1 A60Q or Equivalent 5A 600V KCO005 F1 FWP 5 or Equivalent 5A 700V KA010 F1 A50P20 or Equivalent 20A 500V KB010 F1 A60Q or Equivalent 10A 600V KC010 F1 FWP 10 or Equivalent 10A 700V KB050 F1 amp F2 A70QS35 or Equivalent 35A 700V KC050 F1 amp F2 A70QS35 or Equivalent 35A 700V For the Recommended Brake Configurations shown on the previous page as well as the interconnection diagrams shown on the following pages there can be only one master brake to control dynamic braking When multiple brakes are used only one brake can serve as the master brake to control the remaining slave brakes KA005 KA010 KB005 KB010 KC005 KC010 wis Slave Master 3 Jumper M Set to Master KA005 KA010 KB005 KB010 KC005 KC010 Wis i Slave Master 3 Jumper M Set to Slave KB005 KB010 w2 460V 1 Input Voltage 380V Jumper Set to 460V KB050 KC050 a i s121 wi KB050 KC050 Minas 2 s i Wi KB050 3 380V 2 V SELECT 1 460V w2 Master Brake Module Jumper Settings For the master brake leave slave master jumper W1 factory set to master Between jumper positions 2 amp 3 Slave Brake Module Jumper Settings In each slave enclosure reset jumper W1 to slave Between jumper positions 1 amp 2 Input Voltage Jumper Settings For KB brakes remember to set jumper W2 in all enclosures to correspond to the nominal drive input voltage Setting the jumper between positions 1 amp 2 will select an
13. 50 Terminal Block Fuse and Jumper Locations esee 24 KA005 KA010 KB005 KB010 and KC005 KC010 Wiring Scheme mene 25 KB050 and KC050 Wiring Scheme i22 encre ri on howe dds un Me EEEE ARUNA i dads 26 DC Power Wiring Tables lessen 27 Table 1b DC Brake Power Wiring for 200 240V AC Drives seen 27 Table 2b DC Brake Power Wiring for 380 480V AC Drives sese 27 Table 3b DC Brake Power Wiring for 500 600V AC Drives cc eee e cece eee 27 1336 5 64 July 2005 2 Heavy Duty Dynamic Braking What This Option Provides Where This Option Is Used What These Instructions Contain How Dynamic Braking Works 1336 5 64 July 2005 The Heavy Duty Dynamic Braking Option provides a self contained NEMA Type 1 enclosed assembly that is wired to a 1336 AC Drive Dynamic braking can increase the braking torque capability of a drive up to 100 B003 B250 and C003 C250 1336 Drives B003 B250 1336VT Drives AQF05 A010 BRF05 B250 and C007 C250 1336 PLUS and 1336 FORCE Drives Catalog Number Description 1336 MOD K B 005 1336 1336VT 1336 PLUS 1336 FORCE Heavy Duty Dynamic Braking Voltage Rating A 230V AC B 380 415 460V AC C 500 575V AC Brake Kit Code 005 Drive Ratings 003 005 F05 F50 010 Drive Ratings 007 010 050 Drive Ratings 040 060 These instructions describe Dynamic Brake Module operation and explain how to calculate the data needed to c
14. 80 480V AC Drives Drive Master or Drive Auxiliary Term Block Auxiliary Term Block Master Master Slave Slave Slave for drive rating with wire size wire size wire size wire size Ea A 1 KB005 4 12 a B007 B010 1 KB010 4 12 B015 1 KB005 1 KB010 4 12 4 12 B020 2 KB010 4 12 4 12 BX040 BX060 1 KB050 6 10 B040 B060 B075 B100 2 KB050 16 6 6 10 Table 3b DC Brake Power Wiring for 500 600V AC Drives Drive Master or Drive Auxiliary Term Block Auxiliary Term Block Master Master Slave Slave Slave for drive rating with wire size wire size wire size wire size C003 C005 1 KC005 4 12 a C007 C010 1 KC010 4 12 C015 1 KC005 1 KC010 4 12 4 12 C020 2 KC010 4 12 4 12 C040 C060 1 KC050 6 10 C075 C100 2 KC050 16 6 6 10 1336 5 64 July 2005 www tockwellautomation com Power Control and Information Solutions Headquarters Americas Rockwell Automation 1201 South Second Street Milwaukee WI 53204 2496 USA Tel 1 414 382 2000 Fax 1 414 382 4444 Europe Middle East Africa Rockwell Automation Pegasus Park De Kleetlaan 12a 1831 Diegem Belgium Tel 32 2 663 0600 Fax 32 2 663 0640 Asia Pacific Rockwell Automation Level 14 Core E Cyberport 3 100 Cyberport Road Hong Kong Tel 852 2887 4788 Fax 852 2508 1846 Publication
15. B3 TB3 Brake ON Light Ds2 Input Voltage Select Jumper W2 KB050 Units Only 3 380V 2 V SELECT 1 460V w2 Fuse F1 Slave Master Jumper W1 lel GERERE B c i Z 7 Ak hi 3 UT AE DI J J 3 eee SLAVE IN MASTEROUT DC BUS 120VAC 120VAC Power and Control do W B HW CUR POM dum I 5 s M o ze d TERMINAL STRIP TB 1 Terminal Block TB1 nd Ic ii Fuse F2 Brake Chassis Ground Screw 1336 5 64 July 2005 Heavy Duty Dynamic Braking 25 KA005 KA010 KB005 KB010 and KC005 KC010 Wiring Scheme Important Series A 1336 PLUS A4 frames 380 480V 5 5 7 5 kW 7 5 10 HP do not use the 1 stave TB e DC terminal for brake connection A separate BRK 2 C SUAVE IN ae terminal is supplied for proper brake connection 3 MASTER OUT gt soci tI e 4 MASTER OUT 5 H DC BUS LUJ 6 DC BUS 115V AC 1 slaven TB1 2 SLAVE IN 3 C MASTER OUT 4 MASTER OUT oo 19 staat TB3 5 DC BUS 20 stop 6 DC BUS STOP p 21 com 4 22 1 slaven TB1 si 2 SLAVEIN 1 3 MASTER OUT p 28 4 MASTER OUT a 5 DC BUS 6 DC BUS CUSTOMER 29 com ENABLE t um 30 ENABLE Brake Power Wiring Brake Power Wiring All DC
16. Catalog No 1336 MOD Brake Resistor Ohms Dynamic Brake Resistor Watts KA 005 28 0 666 KA 010 13 2 1650 Table 2a Maximum Ratings for 380 460V AC Drives 750 Volts Turn on Voltage Dynamic Brake Module Resistance Value of Dynamic Average Wattage Dissipation of Catalog No 1336 MOD Brake Resistor Ohms Dynamic Brake Resistor Watts KB 005 108 0 1500 KB 010 52 7 2063 KB 050 10 5 7000 Table 3a Maximum Ratings for 575V AC Drives 937 5 Volts Turn on Voltage Dynamic Brake Module Resistance Value of Dynamic Average Wattage Dissipation of Catalog No 1336 MOD Brake Resistor Ohms Dynamic Brake Resistor Watts KC 005 108 0 1500 KC 010 52 7 2063 KC 050 15 8 8000 Heavy Duty Dynamic Braking 17 KA005 KA010 KB005 KB010 and KC005 KC010 Dimensions Weights and Conduit Entry Locations y x me C mu tr c Y Front O F O lo ol o Conduit my L J 28 5mm 1 12 Dfa l I J Bottom NM Or Q 0 Dimensions and Weights in Millimeters Inches and Kilograms Pounds Option Code A B C D E
17. E QP MOD L3 or L6 19 stant TBS 20 stop 21 com 22 23 24 r b 26 27 28 29 com 30 ENABLE DC Brake Power Wiring DC Brake Power Wiring All DC Brake Power Wiring must be twisted pair and run in conduit separate from Control Wiring Minimum required DC Brake Power Wiring sizes are listed in tables 1b 2b and 3b Control Wiring All Control Wiring must be twisted pair and run in conduit separate from DC Brake Power Wiring Interconnection Control Wiring between the brake terminals must be twisted pair 1 mm 18 AWG minimum Optional Brake Fault Contact Wiring A separate 115V AC power supply is required if the brake fault contacts are to be monitored Refer to your 1336 1336VT 1336 PLUS or 1336 FORCE User Manual for wire selection and installation details Connect to AUX at TB3 Terminal 24 for L6 Option Terminal 28 for L3 Option When more than KB050 or KC050 brake is required a separate user supplied Auxiliary Term Block is also required A B Catalog Number 1492 PDM3141 or equivalent A separate 115V AC power supply is required to operate fans and enable the brake Q The MASTER OUT terminals are factory jumpered and must remain jumpered for single brake applications For multiple brake applications remove the jumpers in all but the last enclosure Contact is shown in a de energized state Contact is closed when 115V AC
18. Installation Data Allen Bradley 1336 1336VT 1336 PLUS PLUS II IMPACT 1336 FORCE Drives Dynamic Braking Series D Cat No 1336 MOD KA005 KB005 and KC005 Series D Cat No 1336 MOD KA010 KB010 and KC010 Series D Cat No 1336 MOD KB050 and KC050 Table of Contents What This Option Provides lessen 2 Where This Option Is Used 0 0 cece cece eee eee IH 2 What These Instructions Contain 0 cece cece eee eee eee eee eens 2 How Dynamic Braking Works sseeseee Re 2 How to Select a Dynamic Brake Module sseeeennn n 5 Table ta 200 240V AC Drive Brake Assembly Ratings lessen 16 Table 2a 380 480V AC Drive Brake Assembly Ratings esee 16 Table 3a 500 600V AC Drive Brake Assembly Ratings sese 16 KA005 KA010 KB005 KB010 and KC005 KC010 Dimensions Weights and Conduit Entry Locations s esee 17 KB050 and KC050 Dimensions Weights and Conduit Entry Locations sese 18 Specifications 0 0 c cece cece eee Hm 19 Installation Requirements lcs 19 Mounting Requirements essen 20 Recommended Brake Configurations 0 0 cece eee eee eee eee eens 21 Brake Fault Contact Monitoring sese 22 Brake FUSS e 22 Brake Module Jumper Settings lessen 22 KA005 KA010 KB005 KB010 and KC005 KC010 Terminal Block Fuse and Jumper Locations sese 23 KB050 and KC0
19. either ON or OFF connecting the Dynamic Brake Resistor to the DC Bus and dissipating power or isolating the resistor from the DC Bus There are several transistor ratings that are used in the various Dynamic Brake Module ratings The most important rating is the collector current rating of the Chopper Transistor that helps to determine the minimum ohmic value used for the Dynamic Brake Resistor Chopper Transistor Voltage Control regulates the voltage of the DC Bus during regeneration The average values of DC Bus voltages are e 375V DC for 230V AC input 750 V DC for 460V AC input e 937 5V DC for 575V AC input Voltage dividers reduce the DC Bus voltage to a value that is usable in signal circuit isolation and control The DC Bus feedback voltage from the voltage dividers is compared to a reference voltage to actuate the Chopper Transistor The Freewheel Diode FWD in parallel with the Dynamic Brake Resistor allows any magnetic energy stored in the parasitic inductance of that circuit to be safely dissipated during turn off of the Chopper Transistor 1336 5 64 July 2005 4 Heavy Duty Dynamic Braking Figure 1 Simplified Schematic of Dynamic Brake Module DC Bus Dynamic N Brake To Resistor Voltage Dividers Chopper Transistor Chopper Transistor Voltage Control V E Crowbar SCR Gate Bus Caps Voltage Divider To gt Voltage Control Signal Common To D Vol
20. input voltage of 415 460 volts Setting the jumper between positions 2 amp 3 will select an input voltage of 380 volts KA and KC brakes do not have input voltage jumpers Heavy Duty Dynamic Braking 23 KA005 KA010 KB005 KB010 and KC005 KC010 Terminal Block Fuse and Jumper Locations Front View Q Side View wis 1 Slave Master Jumper W1 F M O d In gl w2 i 1 p Input Voltage Select Jumper W2 n KB005 KB010 Units Only i 380V Brake Module Fuse F1 Board d SOSSSISS P KA005 KA010 and KC005 KC010 Units Only Relay E Option aa E DS1 Board Ox 5 DC Power ON Light ps2 S 1 213 1 Q O gi SISISISISIE D NN Aue Brake ON Light Power and Control Terminal Block TB1 Brake Chassis Ground Screw Brake Fault Contact Terminal Block TB3 Fuse F1 KB005 KB010 Units Only 1336 5 64 July 2005 24 Heavy Duty Dynamic Braking KB050 and KC050 Terminal Block Fuse and Jumper Locations Brake Module Board DC Power ON Light Ds1 Brake Fault Contact Terminal Block T
21. lication problem If any portion of the line lies to the right of the constant temperature power curve of the Dynamic Brake Resistor then there is an application problem The application problem is that the Dynamic Brake Resistor is exceeding its rated temperature during the interval that the transient power curve is to the right of the resistor power curve capacity It would be prudent to parallel another Dynamic Brake Module or apply a Brake Chopper Module with a separate Dynamic Brake Resistor ATTENTION The heavy duty dynamic brake unit contains a A thermostat to guard against overheating and component damage If the thermostat sensed excessive ambient temperature associated with a high duty cycle torque setting or overload condition the thermostat will open and disable the brake until components cool to rated temperature During the cooling period no brake operation is available If reduced braking torque represents a potential hazard to personnel auxiliary stopping methods must be considered in the machine and or control circuit design 1336 5 64 July 2005 Example Calculation Heavy Duty Dynamic Braking 13 A 50 HP 4 Pole 460 Volt motor and drive is accelerating and decelerating as depicted in Figure 2 Cycle period t4 is 60 seconds Rated speed is 1785 RPM and is to be decelerated to 0 speed in 6 0 seconds Motor load can be considered purely as an inertia and all power expended or absorbed by the mot
22. m P t Motor shaft power in watts 1 0 HP 746 watts ob Rated angular rotational speed Rad s o Angular rotational speed less than c can equal 0 Rad s Pb Motor shaft peak regenerative power in watts 1336 5 64 July 2005 Heavy Duty Dynamic Braking 7 Figure 2 Application Speed Torque and Power Profiles 0 ti t t t tu t T t P t 1336 5 64 July 2005 8 Heavy Duty Dynamic Braking 1336 5 64 July 2005 Step 1 Determine the Total Inertia Jy Jm GR2 x J 1 0 Ib ft 0 04214011 kg m2 Jz Total inertia reflected to the motor shaft kg m Jm Motor inertia kg m2 GR Gear ratio for any gear between motor and load dimensionless Note For 2 1 gear ratio GR 0 5 J Load inertia kg m2 Step 2 Calculate the Peak Braking Power _ JTX Op Op Mo b tg t2 Jz Total inertia reflected to the motor shaft kg m2 Rated angular rotational speed Rad s 2xNy 60 Angular rotational speed less than rated speed down to zero Rad s Np Rated motor speed RPM t t Deceleration time from p to 0g seconds Py Peak braking power watts 1 0 HP 746 watts Py i P watts Compare the peak braking power to that of the rated motor power If the peak braking power is greater that 1 5 times that of the motor then the deceleration time t t2 needs to be increased so that the drive does n
23. namic Brake Modules have thermodynamic time constants of less than 5 seconds This means restrictions must be imposed upon the application of the Dynamic Brake Modules Peak regenerative power can be calculated as e Horsepower English units Watts The International System of Units SI Per Unit System pu which is dimensionless The final number must be in watts of power to estimate the ohmic value of the Dynamic Brake Resistor The following calculations are demonstrated in SI units 1336 5 64 July 2005 6 Heavy Duty Dynamic Braking Howto Selecta Dynamic Brake Gather the following information Module Power rating from motor nameplate in watts kilowatts or horsepower e Speed rating from motor nameplate in rpm or rps radians per second Motor inertia and load inertia in kg m or Ib ft Gear ratio GR if a gear is present between the motor and load e Motor shaft speed torque and power profile of the drive application Figure 2 shows the speed torque and power profiles of the drive as a function of time for a particular cyclic application that is periodic over t4 seconds The desired time to decelerate 1s known or calculable and is within the drive performance limits In Figure 2 the following variables are defined t Motor shaft speed in radians per second rps EN 60 N t Motor shaft speed in Revolutions Per Minute RPM T t Motor shaft torque in Newton meters 1 0 Ib ft 1 355818 N
24. or is absorbed by the motor and load inertia e Load inertia is directly coupled to the motor e Motor inertia plus load inertia is given as 9 61 kg m Calculate the necessary values to choose an acceptable Dynamic Brake Module Rated Power 50 HP x 746 37 3 kW This information was given and must be known before the calculation process begins This can be given in HP but must be converted to watts before it can be used in the equations Rated Speed 1785 RPM 27 x 1785 60 186 93 Rad s p This information was given and must be known before the calculation process begins This can be given in RPM but must be converted to radians per second before it can be used in the equations 0 RPM 0 Rad s Total Inertia 9 61 kg m Jy This value can be in Ib ft or Wk2 but must be converted into kg m2 before it can be used in the equations Deceleration Time t t5 6 0 seconds Period of Cycle t4 60 seconds Va 750 Volts This was known because the drive is rated at 460 Volts rms If the drive were rated 230 Volts rms then V4 375 Volts and if the drive were rated at 575 Volts rms then Vg 937 5 Volts All of the preceding data and calculations were made from knowledge of the application under consideration The total inertia was given and did not need further calculations as outlined in Step 1 Jr x Op 0 Oo ts t2 Peak Braking Power P 55 95 kW This is 150 rated power and is equal
25. orrectly select configure and install a Heavy Duty Dynamic Brake Module By completing How to Select a Dynamic Brake Module first you will be able to determine 1 Whether or not Heavy Duty Dynamic Braking is required for your application 2 If Heavy Duty Dynamic Braking is required the rating and quantity of brakes required When an induction motor s rotor is turning slower than the synchronous speed set by the drive s output power the motor is transforming electrical energy obtained from the drive into mechanical energy available at the drive shaft of the motor This process is referred to as motoring When the rotor is turning faster than the synchronous speed set by the drive s output power the motor is transforming mechanical energy available at the drive shaft of the motor into electrical energy that can be transferred back into the utility grid This process is referred to as regeneration Most AC PWM drives convert AC power from the fixed frequency utility grid into DC power by means of a diode rectifier bridge or controlled SCR bridge before it is inverted into variable frequency AC power Diode and SCR bridges are cost effective but can only handle power in the motoring direction Therefore if the motor is regenerating the bridge cannot conduct the necessary negative DC current the DC bus voltage will increase and cause a Bus Overvoltage trip at the drive How The Dynamic Brake Module Works Heavy Duty Dynamic Braking 3
26. ot go into current limit This is assuming that 150 of motor power is less than or equal to 150 drive capacity Heavy Duty Dynamic Braking 9 Step 3 Calculate the Maximum Dynamic Brake Resistance Value 0 9 Vy Va DC Bus voltage the chopper module regulates to Rabi P 875V DC 750V DC or 937 5V DC Py Peak braking power calculated in Step 2 watts Rabi Maximum allowable value for the dynamic brake resistor ohms Rabi Rabi ohms The choice of the Dynamic Brake resistance value should be less than the value calculated in Step 3 If the resistance value is greater than the value calculated in Step 3 the drive can trip on DC Bus overvoltage Do not reduce P by any ratio because of estimated losses in the motor and inverter This has been accounted for by an offsetting increase in the manufacturing tolerance of the resistance value and the increase in resistance value due to the temperature coefficient of resistor element Step 4 Choose the Correct Dynamic Brake Module Go to Table 1a 2a or3a in this publication and choose the correct Dynamic Brake Module based upon the resistance value being less than the maximum value of resistance calculated in Step 3 If the Dynamic Brake Resistor value of one Dynamic Brake Module is not sufficiently low consider using up to three Dynamic Brake Modules in parallel such that the parallel Dynamic Brake resistance is less than Rgp calculated in Step 3
27. power is applied to TB3 and pilot relay is energized Loss of power or a brake malfunction will open contact 115V AC user supplied 1 SLAVE IN 2 C SLAVE IN 6 DC BUS 7 120VAC POWER 8 120VAC POWER 9 120VAC ENABLE 10 120VAC ENABLE TB1 Master Brake SLAVE IN SLAVE IN C MASTER OUT MASTER OUT 5 DC BUS 6 DC BUS 7 120VAC POWER 8 120VAC POWER 9 120VAC ENABLE 10 120VAC ENABLE TB1 Slave Brake Q Connect the brake frame to earth ground Refer to the connected drive s User Manual for grounding instructions 1 9 SLAVE IN 2 C SLAVE IN 3 MASTER OUT 4 MASTER OUT 5 DC BUS 6 DC BUS 7 120VAC POWER 8 120VAC POWER 9 120VAC ENABLE 10 120VAC ENABLE TB1 e Master Brake 1336 5 64 July 2005 Heavy Duty Dynamic Braking 27 DC Power Wiring Tables Required Minimum DC Power Wiring Sizes in mm and AWG Table 1b DC Brake Power Wiring for 200 240V AC Drives Drive Master or Drive Auxiliary Term Block Auxiliary Term Block Master Master Slave Slave Slave for drive rating With wire size wire size wire size wire size AQFO05 AQF50 1 KA005 6 10 A007 A010 1 KA010 6 10 A015 1 KA005 1 KA010 6 10 6 10 A020 2 KA010 6 10 6 10 Table 2b DC Brake Power Wiring for 3
28. pplied AX Drive Terminal 30m Enclosure 30m 10 ft 10 ft Block Maximum Maximum 304 8 mm 304 8 mm 15m 12 In 12 In 5 ft Minimum Minimum Maximum Poles ss 3 i Brake Single Brake Enclosure Enclosure es 4 KA050 KB050 and KC050 Multiple Brake Enclosures 304 8 mm 304 8 mm 12 In 12 In Minimum Minimum 304 8 mm 304 8 mm 304 8 mm 12 In 12 In 12 In Drive Minimum Brake Minimum Brake Minimum E 30m Enclosure 15m Enclosure 15m 10 ft 5 ft 5 ft Maximum Maximum Maximum 304 8 mm 304 8 mm 12 In 12 In Minimum Minimum KA005 KA010 KB005 KB010 and KC005 KC010 Multiple Brake Enclosures 1336 5 64 July 2005 22 Heavy Duty Dynamic Braking Brake Fault Contact Monitoring Brake Fuses Brake Module Jumper Settings 1336 5 64 July 2005 For all brake ratings a fault contact has been provided to provide a remote output signal to an Allen Bradley 1336 MOD L3 L6 or PLC Should a brake fuse fail the brake thermostat trip or for KB050 amp KC050 units the brake enable signal be lost the brake fault contact will open Interconnection wiring for remote brake monitoring is provided in the Wiring Schemes All dynamic brakes are internally fused to protect brake components When replacing brake fuses use only the type and size specified below Dynamic Brake Fuse Type Rating KA005 F1 A50P10 or Equivalent 10A 500V KB
29. tage Crowbar Control SCR Voltage Divider Jj Bus Caps y To Voltage Control DC Bus Dynamic Brake Modules are designed to be applied in parallel if the current rating is insufficient for the application One Dynamic Brake Module is the designated Master Dynamic Brake Module while any other Modules are the designated Follower Modules Two lights are provided on the front of the enclosure to indicate operation DC Power light illuminates when DC power has been applied to the Dynamic Brake Module Brake On light flickers when the Chopper Module is operating or chopping 1336 5 64 July 2005 How to Select a Dynamic Brake Module Heavy Duty Dynamic Braking 5 As a rule a Dynamic Brake Module can be specified when regenerative energy is dissipated on an occasional or periodic basis In general the motor power rating speed torque and details regarding the regenerative mode of operation will be needed in order to estimate what Dynamic Brake Module rating to use When a drive is consistently operating in the regenerative mode of operation serious consideration should be given to equipment that will transform the electrical energy back to the fixed frequency utility The peak regenerative power of the drive must be calculated in order to determine the maximum ohmic value of the Dynamic Brake Resistor of the Dynamic Brake Module Once the maximum ohmic value of the Dynamic Brake Resistor current rating is known
30. to the maximum drive limit of 150 current limit This calculation is the result of Step 2 and determines the peak power that must be dissipated by the Dynamic Brake Resistor 1336 5 64 July 2005 14 Heavy Duty Dynamic Braking 1336 5 64 July 2005 Rap 0 9V 2 P 9 05 ohms This calculation is the result of Step 3 and determines the maximum ohmic value of the Dynamic Brake Resistor Note that a choice of V4 750 Volts DC was made based on the premise that the drive is rated at 460 Volts The most cost effective combination of Dynamic Brake Modules chosen in Step 4 is one 1336 MOD KB050 and one 1336 MOD KB010 operated in parallel This results in an equivalent Dynamic Brake Resistance of 8 76 ohms By comparison a KB050 paralleled with a KBO05 results in an equivalent Dynamic Brake Resistance of 9 57 ohms which is greater than the maximum allowable value of 9 05 ohms If two KB050 Dynamic Brake Modules are paralleled the equivalent resistance would be 5 25 ohms which will satisfy the resistance criteria set by Step 3 but is not cost effective t ta Pp gt p av ae 2 8 kW Ob This is the result of calculating the average power dissipation as outlined in Step 5 Verify that the sum of the power ratings of the Dynamic Brake Resistors chosen in Step 4 is greater than the value calculated in Step 5 AL 100 x Pay Pyp 32 This is the result of the calculation outlined in Step 6 and is less than 100
31. us charged indicator on the brake enclosures provides visual indication that bus voltage is present Before proceeding with any installation or troubleshooting activity allow at least one minute after input power has been removed for the bus circuit to discharge Bus voltage should be verified by using a voltmeter to measure the voltage between the DC and DC terminals on the drive power terminal block Do not attempt any servicing until bus charged indicating lights have extinguished and bus voltage has diminished to zero volts 1336 5 64 July 2005 20 Heavy Duty Dynamic Braking Mounting Requirements Dynamic brake enclosures must only be installed in the vertical position Select a location using the guidelines below and information provided in the Recommended Brake Configurations section Each dynamic brake enclosure must be mounted outside of any other enclosure or cabinet and exposed to unrestricted circulating air for proper heat dissipation Allow a minimum of 304 8 mm 12 in between brake enclosures and all other enclosure or cabinets including the drive e ach enclosure must be mounted in an area where the environment does not exceed the values listed in the specification section of this publication e fonly one dynamic brake enclosure is required the enclosure must be mounted within 3 0 m 10 ft of the drive f more than one KB050 or KC050 brake enclosure is required a separate user supplied terminal block

Allen-Bradley 1336/1336VT/1336 PLUS/PLUS II/IMPACT/FORCE

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