0299 EN 203 255 44 714 �� 911

DescriptionBrake motorsKB, SB brake motorsFG microspeed units

41409844.eps

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Manufacturer Demag Cranes & Components GmbH

Drives

P.O. Box 67 · D-58286 WetterTelephone (+49/2335) 92-0 · Telefax (+49/2335) 927676E-mail: drives@demagcranes.comwww.drives.demagcranes.com

Further literature Data • Dimensions Brake motorsKBA, KBL squirrel-cage motors 400 V 201 620 84 714 IS 911

Data • Dimensions Brake motorsKBV, KBF travel motors 400 VSBA slip-ring motors 400 VKBZ, KBS, SBS torque motors 400 V 201 619 84 714 IS 911

Squirrel-cage rotor brake motorsKDF/KMF/KBV/KBFfor travel applications 202 549 44 714 IS 911

DataFG microspeed units 200 185 84 714 IS 911

DimensionsFG microspeed units 200 190 84 714 IS 911

Geared motors, catalogue with price code 203 250 44 714 IS 980

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Contents

1 Programme 5

2 Brake motors 6

2.1 Brief description, application examples 62.2 General information 92.2.1 Size symbols 92.2.2 Standards and regulations 102.2.3 Units 102.3 Electrical characteristics 112.3.1 Insulation class 112.3.2 Duty-type rating 112.3.3 Starting influence on temperature rise 112.3.4 Rated output 112.3.5 Standard voltage 112.3.6 Voltage tolerance 112.3.7 Voltage limits for specification 122.3.8 Voltage and frequency commutability 122.3.9 Connection 122.3.10 Rotor-connection of SB slip-ring motors 122.3.11 Maximum speeds of SBA slip-ring motors 132.3.12 Converting motor data for other voltages and frequencies 132.3.13 Starting torque, starting current, no-load current 142.3.14 Pole-changing squirrel-cage motors 142.3.15 Pole-changing slip-ring motors 142.3.16 Rotor layout of pole-changing slip-ring motors 142.3.17 Starting frequency 152.3.18 KBF travel motor 162.3.19 Torque motor with KBZ, KBS squirrel-cage rotor, SBS slip-ring rotor 162.3.20 KBL brake motor 162.3.21 KBV travel motor 162.3.22 Varistors 172.4 Mechanical characteristics 182.4.1 Enclosure 182.4.2 Cooling 192.4.3 Ambient conditions 192.4.4 Mounting 202.4.5 Bearings 212.4.6 Axial displacement, coupling 212.4.7 Direction of axial displacement when braking 212.4.8 Balancing 212.4.9 Shaft extension 212.4.10 Terminal box 212.4.11 Housing 222.4.12 Enamel 222.4.13 KBL brake motor, KBZ torque motor 222.4.14 KBV travel motor 222.5 Brake 222.5.1 Brake disc 222.5.2 Brake ring (non-asbestos) 222.5.3 Life of brake lining 232.5.4 Brake torque 232.5.5 To reduce brake torque 232.5.6 To cancel brake action 232.5.7 Brake springs 242.6 Additional equipment 242.6.1 Additional mechanical equipment 242.6.2 Additional electrical equipment 25

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2.7 Definitions 262.7.1 kW required by driven machine 262.7.2 Power input 262.7.3 Power output 262.7.4 Rated motor power 262.7.5 Starting current (IA) 262.7.6 Rated torque (MN) 262.7.7 Starting torque (MA) 272.7.8 Pull-up torque (MS) 272.7.9 Breakdown torque (MK) 272.7.10 Brake torque (MB) 272.7.11 Duty types 272.7.12 Relative duty factor (DF) 282.7.13 Factor of inertia 28

2.7.14 External moments of inertia 292.7.15 Starting time 292.7.16 Braking time 292.7.17 Starting revolutions 292.7.18 Braking revolutions 292.8 Motor selection 302.8.1 Ambient temperature and altitude 302.8.2 Determining the permissible starting frequency 312.9 Noise 332.10 Measurement of temperature rise of windings 332.11 Winding protection 342.11.1 PTC thermistors 342.11.2 Temperature detectors 342.12 Anti-condensation heater 35

3 Microspeed units 37

3.1 Brief description, application examples 37

3.1.1 Advantages 383.1.2 Application examples 383.2 General information 383.2.1 Size symbols (Short form) 383.2.2 Specifications, standards 383.3 Electrical characteristics 383.3.1 Motor data 383.3.2 Connection 383.3.3 Stepless micro motor operation 393.4 Mechanical characteristics 393.4.1 Mounting 393.4.2 Direction of rotation 393.4.3 Terminal box 393.4.4 Separate fan 393.4.5 Further details 393.5 Brake 403.5.1 Brake disc 403.5.2 Brake torque reduction 403.5.3 To cancel brake action 403.5.4 Additional equipment 403.5.5 Clutch 403.6 Intermediate gear, arrangement 403.7 Geared microspeed units 413.8 Selecting a microspeed unit 423.8.1 Symbols 423.8.2 Selection from data list 433.8.3 Further possibilities for selection 433.8.4 Selection without microspeed unit data lists 443.8.5 Variation of data 443.8.6 Determination of exact speeds 44

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1 Programme

srotomekarB egnaR seziSrotomegac-lerriuqS LBK A17 B17

srotomegac-lerriuqS ABK A17 B17

A08 B08

A09 B09

A001 B001

A.B211 B211

A.B521 B521

A.B041 B041

B061

B081

B002

B522

srotomlevarTrotoregac-lerriuqshtiw

VBK A17 B17

FBK A17 B17

A08

A09

A001

A211

A521

A041

srotomeuqroTrotoregac-lerriuqshtiw

ZBK B17

SBK B08

B09

B001

B211

B521

B041

srotomgnir-pilS ABS B001

B211

B521

B041

B061

B081

B002

B522

srotomeuqroTrotorgnir-pilshtiw

SBS B001

B211

B521

B041

B061

B081

B002

B522

stinudeepsorciMsrotomniaM sraegdeepsorciM srotomniaM srotomdeepsorciM

ABKsrotomegac-lerriuqs

60GF )211(001-17 09-17BK

80GF )061(041-211 211-17BK

01GF 522-061 041-17BK

ABSsrotomgnir-pils

60GF )211(001 09-17BK

80GF )061(041-211 211-17BK

01GF 522-061 041-17BK

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2 Brake motors

2.1 Brief description,application examples

The Demag motor is a combination of an electric motor and a spring-loaded brakeoperating on the sliding rotor principle. It can be supplied as squirrel-cage motor oralternatively as a slip-ring motor.

Characteristic of the Demag motor is the cone shell shaped air gap, i.e. the conicalrotor and stator bore.

At rest the motor is braked.

When energized an axial component of the magnetic field, due to the conical airgap, overcomes the force of the brake spring and draws the rotor into the stator. Thisaxial displacement, which is limited by the bearings, releases the brake and allows themotor to accelerate up to full speed like any normal motor.

When de-energized or in case of mains failure the field collapses and the brakespring displaces the rotor, pushing it with the brake ring fitted on the brake discagainst 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

1 Shaft2 Motor end cap, drive side3 Spring ring4 Pressure ring5 Brake spring6 Adaptor rings7 Stator8 Rotor

9 Motor end cap, brake side10 Brake disc, incorporating fan

(shown: light conical brake disc)11 Conical brake ring12 Brake cap13 Tensioning nut14 Tensioning screws15 Retaining ring

16 Flat brake disc, (shown: heavy flatbrake disc)

17 Flat brake ring

Arrangementwith conical brake disc with flat brake disc

Demag brake motor with squirrel-cage rotorKBA, KBF ranges

Fig. 1

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1211109876

54

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� Front view of a Demag KBA brake motor

� Sectional view of a Demag brake motor

41239944.eps

41415444.eps

Fig. 2

Fig. 3

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Braking of loads coupled direct to themotor shaft

Application examples

Hoist unitsWinchesStackersSmall capacity goods liftsInclined hoists • Bucket elevatorsElevators • Lifting platformsInclined belt conveyorsHinged shutters • TipplersFire doors of industrial furnacesPlate shearsFolding machines

Drives of lathe, milling, and grinding spindlesBalancing machinesDrilling machinesPump drivesViewing and control machineryBucket scalesShakers and vibratorsSmall centrifugesLong travel units • Slewing gearsSliding doors

Table, carriage, and tool carrier drives of milling, grinding, and planing machinesBending machinesMulti-spindle tapping machinesRoll adjusting drives • Log band sawsRam adjustment of pressesValve control of hydraulic pumpsSpring testing machines • Dividing machinesShoe making machinesEmbroidering machinesRacking machines • Printing machines

Bottle cleaning machinesBottling machinesPackaging machinesPower loomsCoiling machinesKneading machinesWire drawing equipmentBrush manufacturing machinesPaper cutting machinesVeneer cutting machinesWood working machines

Rapid braking of masses to eliminatetime-consuming overruns

Repeated braking where preciseangular position is critical

Emergency braking to preventaccidents or damage to material

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2.2 General information2.2.1 Size symbols

Type, range

K Squirrel-cage motorsS Slip-ring motorsB BrakeA,L General brake motorsF,V Travel motorsS,Z Torque motors

Frame sizeShaft height

Stator core length

Number of poles

Special designs

K B A 112 B 4 A

Fig. 4

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Demag AC motors with and without brake comply with all relevant standards andregulations, 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 mountingarrangements (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 ofrotation

• EN 60034-9 (IEC 34-9)Noise limits

• EN 60034-14 (IEC 34-14)Mechanical vibrations;measurements, evaluation andlimits of vibration severity

• EN 60034-18-1 (IEC 34-18-1)Functional assessment of insulationsystems

• DIN IEC 38IEC standard voltages

• EN 60529IP enclosures for electricalequipment

• Tolerance N for concentricity andshaft extension run-out to DIN 42955

• Most IEC dimensionsIEC 72-1 and IEC 72-2

• Terminal markings toDIN EN 60 445.

• CSA, Specification C 22.2see special output tables

Others

• EN 60034 part 12: Starting charac-teristics of AC squirrel-cage motors

• DIN 748 part 3: Cylindrical shaft endsfor electric machinery

• DIN 42925Entry fittings in terminal boxes forAC motors

2.2.2 Standards and regulations

Units defined by the “Law on units of measurement” according to the InternationalSystem of Units (SI) have been used.

For the conversions see the data lists.

2.2.3 Units

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2.3.6 Voltage tolerance ± 5 % of rated voltage In the case of this voltage tolerance the temperaturerise limit of 105 K can be exceeded by 10 K in con-tinuous duty.

DIN IEC 38 +6/-10 % of rated voltage

2.3 Electrical characteristics

2.3.1 Insulation class

There are two different winding layouts, in the data lists they have been separated bya line:

• Continuous duty S 1 (100 % CDF) and intermittent duty S 3 – 60 %• Intermittent duty S 3 with 40, 25 and 15 % CDF

In case of intermittent duty S 4 the required starts per hour c/h (cycles per hour) andthe factor of inertia FI should always be mentioned e.g.:

S 4 - 60 % - 600 c/h - FI 2 (see 2.7.13)

Frequency 50 HzCooling agent temperature max. 40 °CAltitude max. 1000 m above sea level

In the case of different conditions see 2.8.

For sizes 71 - 140 Motor circuit diagram

Three-phase AC 230/400 V �/Y squirrel-cage motor 020 323 84290/500 V �/Y slip-ring motor 2, 4 poles 025 101 84

slip-ring motor 6 poles 025 102 84

For sizes 160 - 225

Three-phase AC 400 V � squirrel-cage motor 031 248 84500 V � slip-ring motor size 160 031 804 84

slip-ring motor sizes 180 - 225 031 449 84

2.3.2 Duty-type rating

2.3.3 Starting influence ontemperature rise

2.3.4 Rated output

2.3.5 Standard voltage

Motors are supplied as standard with insulation material for thermal class F, thusproviding corresponding temperature protection. According to EN 60034-1(IEC 34-1), the temperature rise limit of the winding is 105 K and the maximumcooling agent temperature is 40 ºC.

According to EN 60034-18-1 (IEC 34-18-1), the temperature for thermal class F is155 ºC.

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 inthe case of temperature variation)

and/or

• Acid-proof insulation (protection against acid gases and vapours).

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2.3.7 Maximum voltageMinimum voltage

2.3.8 Voltage and frequencycommutability

2.3.9 Connection

412 598 44.epsFig. 5

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)

• Sizes 180 – 225:Rotor in � connection.

On delivery Demag sliding rotor motors are unconnected.

Links of three-phase motors for connection in Y or ��are lined up on the bottom leftterminal.

Starting torque of Y/� motors is approx. 30 % and starting current approx. 60 % oflist values.

If Y/��start is required, this must be stated in the order, since in this case a weakerbrake spring has to be fitted.

Wrong: 220 V � Correct: 220 V � for Y/��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.

Three-phase AC: up to 600 V (in Y connection) at no extra priceabove 600 to 750 V against extra price

min. 42 V (in � connection) for frame sizes 71 and 80min. 73 V (in � connection) for frame sizes 90 and 100min. 110 V (in � connection) for frame sizes 112 – 140min. 220 V (in � connection) for frame sizes 160 – 225

2.3.10 Rotor-connection ofSB slip-ring motors

Motorcircuit

Terminals diagram

2 voltages, ratio 1:2 e.g. 230/460 V 6 020 337 84YY/Y

3 voltages e.g. 230/400/460 V��/YY/� 12 020 341 84

4 voltages, ratioe.g. 115/200/230/400 V

��/YY/�/Y 12 020 341 84

2 frequencies 50/60 Hz �/YY 12 020 325 84

K L M

32:2:3:1 ⋅

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Starting frequency z0:see section 2.3.17.

noitaiverbbA noitpircseD tinU

Px rewopweN Wk

PN zH05,V004tarewopdetaR Wk

fx ycneuqerfweN zH

Ix tnerrucweN A

IN zH05,V004tatnerrucdetaR A

Ux egatlovweN V

nx deepsweN im n 1-

nsy zH05 zH05tadeepssuonorhcnyS im n 1-

nN zH05tadeepsdetaR im n 1-

K Q Lphu phu

u

i ii. 2

2.3.11 Maximum speeds ofSBA slip-ring motors

2.3.12 Converting motor data forother voltages and frequencies

412 599 44.epsFig. 6

Two-phase for 6-pole motorsSizes 100 – 140

Connection of the two-phase rotor

u = (phase-to-phase) rotor voltage = uph ⋅ 2

uph = phase rotor voltage

i = rated rotor current

i ⋅ 2 = rated rotor current of the middle phase

The maximum permissible speeds for lifting operation are (irrespective of the numberof poles):

Motor Size Maximum speed NoteSBA 100, 112 3600 rpm only for 50 Hz

125, 140 1800 rpm for 50 and 60 Hz160 - 225 1200 rpm for 50 and 60 Hz

Motor data are given for a voltage of 400 V and a frequency of 50 Hz. The followingequations can be used for conversion to a different voltage and/or frequency for ap-propriately modified windings.

Currents:

Power: Speed:

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

Hz50fP

P xNx

⋅=

x

xNx U

V400Hz 50

fII ⋅⋅=

( )NHz 50syx

Hz 50syx nnHz 50

fnn −−⋅=

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2.3.14 Pole-changing squirrel-cagemotors

2.3.15 Pole-changing slip-ringmotors

2.3.16 Rotor layout of pole-changingslip-ring motors

MotorTerminals circuit

diagram

• 1500/3000 rpm (4/2 poles) KBL, KBA: singlewinding in Dahlander connection�/YY 6 020 328 84

KBV, KBF: two separatewindingsY/Y for one voltage only 6 020 332 84

for voltage ratio12 020 347 84

• 750/1500 rpm (8/4 poles) KBL, KBA: singlewinding in Dahlander connection�/YY 6 020 328 84

• 750/3000 rpm (8/2 poles)500/1500 rpm (12/4 poles)500/3000 rpm (12/2 poles)375/3000 rpm (16/2 poles)375/1500 rpm (16/4 poles)

two separate windingsfor one voltage only 6 020 332 84for voltage ratio

12 020 347 84

• 375/1500/3000 rpm (16/4/2 poles)

two windings Y/�/YY 9 020 334 84

• 1500/3000 rpm (4/2 poles) circuit diagram 020 356 84

• 750/3000 rpm (8/2 poles) circuit diagram 020 355 84

two separatestator windings

1 3: / , /∆ ∆Y Y

1 3: / , /∆ ∆Y Y

The two winding designs (see section 2.3.2 “Duty-type rating”) have different specif-ic starting torques, starting current and no-load current values irrespective of dutyfactor and output. To each winding design a maximum brake torque is assigned.

Tolerance to EN 60034-1 (IEC 34-1)

Starting torque: – 15 % to + 25 % of the listed valueStarting current: + 20 % of the listed value

2.3.13 Starting torque, startingcurrent, no-load current

• 1500/3000 rpm Rotor winding �/YY4 poles: Winding short-circuited2 poles: Slip-rings allow control of the starting and braking

process through rotor resistors

• 750/3000 rpm Rotor winding Y/Y8 poles: Winding short-circuited2 poles: Slip-rings allow control of the starting and braking

process through rotor resistors

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

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The no-load starting frequency z0 listed in the tables against the various duty factorsindicate the permissible starts per hour c/h without load and without external momentof inertia with a light brake disc.

In the case of pole-changing motors the listed no-load starting frequency per hourrefer to operation at the given speed only. Combinations of starting frequency at allpossible speeds can only be checked, if exact data of the application are furnished.

2.3.17 Starting frequency

For frequencies other than 50 Hz, value z0 is recalculated according to the followingequation:

z z50 Hz

f0X 0

2 2

x2

= ⋅

noitaiverbbA noitpircseD tinU

z0 zH05tatsilmorfycneuqerfgnitratsdaol-oN h 1-

fX zH05nahtrehtoycneuqerfweN zH

z X0 ycneuqerfwenrofycneuqerfgnitratsdaol-oN h 1-

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2.3.18 KBF travel motor

2.3.19 Torque motor withsquirrel-cage rotor KBZ, KBSslip-ring rotor SBS

Brake motor with squirrel-cage rotor with an especially “smooth” torque/speed curvefor travel and high inertia drives.

Torque motors are used whenever a constant torque is required either at standstill orat low speed (referred to 50 Hz)

Squirrel-cage motor KBZ 8 poles operation range – 750 to + 750 rpmKBS 12 poles operation range – 500 to + 500 rpm

Slip-ring motor SBS 4 poles operation range – 600 to + 1500 rpm

The operation range of torque motors with slip-ring rotor is valid for motors with afixed 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 brakeare 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 mustalways be rated for continuous duty S1, even if the motor to be cooled is ratedfor short-time duty S3. In the case of a failure of the separate fan the motor protec-tion (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 of3 times the stalled torque can be obtained by first connecting the motor in delta dur-ing up to one minute in 60 minutes (increased break-away torque).

6 terminals, circuit diagram 020 323 84

Special layout: �/YY with 12 terminals, circuit diagram 020 327 84� connection: stalled torque at S1

= 100 % of value listed for S1YY 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 short-circuited 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, itshould be switched off via a time relay during longer rest intervals with consequentmechanical braking.

See 2.4.13

See 2.4.14

2.3.20 KBL brake motor

2.3.21 KBV travel motor

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2.3.22 Varistors Due to modern, extremely fast contactors, the combination of high leakage induct-ance with poor mains conditions can result in high voltage peaks in the windings ofhigh-pole motors. In order to protect the brake motors, which are rated for highswitching frequencies, the sizes concerned are protected by fitting varistors (voltage-dependent resistors) as a function of their number of poles.

This affects the following brake and torque motors in the range up to 500 V operatingvoltage:

3 varistors are required for each motor. They are combined to form a set and haveflexible connection leads. The set of varistors is accommodated in the motor terminalbox.

In the case of pole-changing brake motors with two separate windings, only the high-pole winding is protected by means of varistors. No protection is required for the low-pole winding.

For SBA and SBS slip-ring motors no protection is provided because no excessiveswitching peaks are expected. All motors with operating voltages above 500 V havephase insulators and do not require this special protection either.

Notwithstanding the above, varistors can be fitted, if required, at extra cost.

eziS selopforebmuN

LBK B,A17 6 8 21 4/8 2/6 2/8 – – – –

ABK B,A17 6 8 21 4/8 2/6 2/8 – – – –

ABK B,A08 – 8 21 4/8 – 2/8 2/21 4/21 – –

ABK B,A09 – – – – – – 2/21 4/21 2/61 –

ABK B,A001 – – – – – – 2/21 4/21 2/61 4/61

ABK B211 – – – – – – 2/21 4/21 2/61 4/61

ABK B521 – – – – – – – – 2/61 4/61

ZBK B17 – 8 – – – – – – – –

SBK B211-08 – – 21 – – – – – – –

VBK B,A17 – – – – – 2/8 – – – –

FBK B,A17 – – – – – 2/8 – – – –

FBK A08 – – – – – 2/8 2/21 4/21 – –

FBK A09 – – – – – – 2/21 4/21 – –

FBK A001 – – – – – – 2/21 4/21 – –

FBK A211 – – – – – – 2/21 4/21 – –

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If a motor is operated outdoors under severe operating conditions, e.g. if themotor is not protected against rain and wind or if the site altitude is very high, itmight be possible that enclosure IP 54 is no longer sufficient.

In these cases the motor should be designed for IP 55 or suitable protecting meas-ures 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 rec-ommended 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 besupplied against extra price.

2.4 Mechanical characteristics

Motor housing IP 54 standard arrangement

IP 55 against extra price

Terminal box IP 55 standard arrangement

Brake housing IP 20 standard arrangement

IP 54 • against extra price (account should be taken of apower reduction which might be necessary)

• standard arrangement with KBL, KBV brake motors(no power reduction)

IP 55 • for self-cooled torque motorsKBS 80 – 140SBS 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 thiscase the enclosure is IP 44. For occasional water draining screwed water drain holescan 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 ofthe 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 liveparts.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

2.4.1 Type of enclosure

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2.4.3 Ambient conditions Coolant temperature: -20 °C up to +40 °CInstallation altitude: max. 1000 m above sea level

For any other conditions, see section 2.8.

Sizes and technical data

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 isdirected to the side which is protected against wind and rain. The required mountingposition of the air intake opening has to be specified in the order. If this is impossiblesuitable measures should be taken in order to protect the air intake opening of theseparate fan against the entry of water and snow.

An air intake section can also be fitted to the air intake opening of separate fans. Thedrive motor can also be fitted with a fan cover with a protective canopy for D 06 and D064 separate fans; see also operating instructions 201 360 84.

2.4.2 Cooling Self-coolingThe brake disc is fitted on the motor shaft and serves as fan for surface ventilation (notfor KBL, see 2.4.13).

Separate coolingMotors which are to have separate cooling are equipped with a fan attachment. Thisraises their output and switching frequency.

Fan-cooled motors installedoutdoors

rotoM ezisnaF

eziS 30D 40D 50D 060D

001,09,08,17 x

521,211 x

061,041 x

522–081 x

VwolfriA xam m3 nim/ 2,3 0,5 0,01 02

erusserpcitatsniesaercnI � p xam aP 033 053 034 037

tuptuO Wk 30,0 70,0 31,0 5,0

CA3V004tatnerruclanimoN A 71,0 4,0 4,0 4,1

thgieW gk 7,3 5,4 0,5 6,9

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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 toDIN 42677.

Mountings � Selection from EN 60034-7 (lEC 34-7)

In the case of a vertically mounted motor strictly observe instructions givenunder 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.

2.4.4 Mounting

412 185 44.eps

IM B 7IM B 6 IM B 8IM B 3

IM V 1 IM V 3IM B 5 IM V 5

IM B 14 IM V 18 IM V 19 IM V 6

Fig. 7

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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 bearingis 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.

2.4.5 Bearings

2.4.7 Direction of axial displacementwhen braking

From DE to BE.

2.4.8 Balancing The rotor has been balanced dynamically with a halved key.

The Demag motor is constructed with one shaft extension.2.4.9 Shaft extension

2.4.10 Terminal box Squirrel-cage motors have 1 terminal box containing 6 or 12 terminals according tothe 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 andtapped holes for glands. The tapped holes are sealed by means of dummy plugs.

2.4.6 Axial displacement,coupling

To make sure that the axial displacement will not be hindered the following pointsshould be observed:

Gear drive: The pinion should have straight teeth.

Coupling: Only use flexible couplings allowing an easy axial movementbetween the hubs of the coupling.

Belt: The initial tension must not hinder the axial displacement ofthe rotor.

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

Axial displacement of the shaft

ezisemarF ItnemecalpsiD v ]mm[

l nimv l xamv

09,08,17 5,1 0,3

211,001 8,1 5,3

041,521 0,2 0,4

522,002,081,061 3,2 5,4

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2.4.11 Housing Size 71 – 140 : Die-cast aluminium160 – 225 : Grey cast iron

Blue anti-corrosion enamel type RAL 5009.

Other enamel types and special protective enamels are possible against extra price.

Brake motor without fan, fitted with integrated light conical brake which can be adjust-ed 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, 2.5.2and 2.5.6 not at all.

Travel motor with heavy fan, fitted with integrated conical brake which can be adjustedonly 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 2.5.6not at all.

2.4.12 Enamel

2.4.13 KBL brake motor,KBZ torque motor

2.4.14 KBV travel motor

2.5 Brake2.5.1 Brake disc

2.5.2 Brake ring (non-asbestos)

The following brake discs are available:

• Standard (for KBA, KBS, SBA, SBS motors no special indication is required in theorder):Light conical brake disc with low moment of inertia J for a high number of startsper hour.

• Heavy conical brake disc with a higher moment of inertia J. J approximately 2 to3 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. Hencelonger braking time.

• Heavy flat brake disc with higher moment of inertia J. J approximately2 to 3 times that of light flat brake disc. Brake torque approximately 25 % of braketorque of conical brake disc. Hence longer starting time and considerably longerbraking time.

The moments of inertia of light or heavy conical and flat brake disc are practicallyequal.

In the case of horizontal mountings the brake discs can be replaced without modifica-tion of the brake springs.

Consists of brake lining bonded to a rubber ring to absorb shocks during braking.

Standard brake rings:

• Form A (wide): for 4 and 6-pole KBA brake motors• Form B (narrow): for all other brake motors

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• Use manual brake release attachment type HBLG

• Use load lowering attachment type LAGUse load lowering device type LAE

• Use electric brake release attachment type EBLGUse load lowering equipment type LAF

• Use brake release device type BLE

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

2.5.3 Life of brake lining

2.5.6 To cancel brake actionfor motor assignmentsee 2.6.1

Determined by

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

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 thehighest possible brake torque (list torque).

The brake of KBV, KBF travel motors has been designed for the brake torque which ismost favourable for the travel drive, in addition the highest possible brake torque isindicated in the data lists. In case this brake torque (or another intermediate value) isrequired this should be stated in the order.

Motors for 60 Hz have the same brake torques as motors for 50 Hz.

• Use a flat brake disc; brake torque approximately 25 % of value listed for conicalbrake disc with same brake spring

• Remove adaptor washers from behind brake spring;brake torque reduction approximately 5–10 % per washer

• Use weaker brake spring

The maximum possible brake torque reduction is

for 4 and 6-pole KBA brake motors: 40 % of the rated brake torque

for 4 and 6-pole KBA brake motorson Dematic inverters: 60 % of the rated brake torque

for 4 and 6-pole SBA brake motors: 40 % of the rated brake torquefor KB and SB brake motors with

other pole numbers: 60 % of the rated brake torque

for SBS torque motors: down to standstill

for SBS ... F torque motors: 0 % (brake spring must not be weak-ened)

• Use brake torque setter attachment type BEG

Infinitely variable reduction by approximately 1/3 to 2/3 of the values listed forconical and flat brake discs.

2.5.4 Brake torque

2.5.5 To reduce brake torque

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2.5.7 Brake springs Compared with standard arrangement the motor is equipped with a weaker brakespring in the following cases:

• Y/� 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 tocompensate for the weight of the rotor, the brake disc, plus possibly the weight of apulley or coupling half. A stronger spring is fitted when the motor is mounted withoutput shaft downwards, and a weaker spring is fitted with the output shaftupwards!In some cases the vertical position is impossible, therefore please ask for confirmationwhen a vertical or an inclined position is required.

The brake springs can be selected from special tables for brake springs.

2.6 Additional equipment2.6.1 Additional mechanical

equipmenet

Manual brake releaseattachment

HBLG 2 for KB 125-225SB 125-225

HBLG 3 for KB 71-112SB 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 4 HBLG 8HBLG 5 HBLG 9HBLG 6 HBLG 10HBLG 7 HBLG 11

Load lowering attachment

LAG 2 for KB 125-225SB 125-225

LAG 3 for KB 71-112SB 100, 112

Brake can be released by turning brake lever.

Allows gradual lowering of load.

Not permissible for microspeed motors driving hoist units!

Electro-magnetic device of EBLG holds brake in released position after the motor isswitched off. Rotor can be turned by means of shaft extension. Brake remains re-leased until motor is again energized. Brake release push button should be actuatedfor 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 and48 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 ex-ceeds the listed value.For wiring diagrams see operating instructions EBLG.

Electric brake releaseattachment

EBLG 1 for KB 71-112SB 100, 112

EBLG 2 for KB 125-225SB 125-225

Brake torque setterattachment

BEG 2 for KB 125-225SB 125-225

BEG 3 for KB 71-112SB 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.

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Further devices (on request) Brake release device BLE 1Load lowering device LAE 1

LAE 2Brake release checking device BLKBrake wear checking device BVKSeparate fanTachogenerator, absolute position encoderCanopy for brake

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 De-mag motor. Two sensors trace a multi-pole magnet ring fixed on the rotor shaft duringrotor rotation. The corresponding electronic evaluator unit is connected to the genera-tor via connectors in the terminal box of the motor. Depending upon the specific appli-cation and the evaluator unit the generated signals can be used together with theMSEG unit for information, monitoring and switching contacts.

For further details see leaflets

Description • Data • DimensionsEG integrated pulse generator systemIdent. no. 203 091 44

Operating instructionsEG integrated pulse generator systemIdent. no. 214 053 44

The MSEG unit reduces the starting torque of a pole-changing squirrel-cage motor inboth speeds. Furthermore electric braking from high speed to low speed is adjustablewith this unit.

For further details see leaflet

Description • Data • Dimensions • Operating instructionsDematik MSEG motor control unitsIdent. no. 214 033 44

This electronic device has been designed for the reduction of the run-up torque ofthree-phase squirrel-cage motors.

For further details see leaflet

Description • Data • Dimensions • Operating instructionsDematik KSAG smooth starting unitIdent. no. 214 029 44

Dematik MSEGmotor control unit

Dematik KSAGsmooth starting unit

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

MN full-load torque in Nm

PN rated output in kW

nN rated speed in rpm

2.7.6 Full-load torque (MN)

2.7 Definitions2.7.1 kW required by driven machine

P kW requiredby driven machine in kW

M torque requiredby driven machine in Nm

n speed in rpm

F force (weight,frictional force) in N

v linear speed in m/s

�a efficiencyof the driven machine

2.7.2 Power input P1 power input in W

U rated voltage in V

I current in A

cos � power factor

2.7.3 Power output P2 power output in W

� efficiency of the motor

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

2.7.5 Starting current (lA)

PN rated output in W

IN rated current in A

�N rated efficiency

Torque/speed curve

41217444.epsFig. 8

MA

M

MS

MB

nN

n

MN

MK

or

PM n

9550 a= ⋅

⋅ η

PF v

1000 a= ⋅

⋅ η

P 3 U cos1 = ⋅ ⋅ ⋅I ϕ

P 3 U I cos2 = ⋅ ⋅ ⋅ ⋅ϕ η

P 3 U I cos

3 U I cos

N N N

N N

= ⋅ ⋅ ⋅ ⋅

= ⋅ ⋅ ⋅ ⋅

ϕ η

ϕ η1000

M9550 P

nNN

N= ⋅

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2.7.10 Brake torque (MB)

Static brake torque

Dynamic brake torque

2.7.7 Starting torque (MA) The starting torque of a motor is the torque it will develop at rest with rated voltageapplied at rated frequency.

The pull-up torque of a motor is the minimum torque developed by the motor withrated voltage applied at rated frequency during the period of acceleration from rest tothe speed at which breakdown torque occurs.

The breakdown torque of a motor is the maximum torque it will develop with ratedvoltage applied at rated frequency between pull-up speed and rated speed.

2.7.8 Pull-up torque (MS)

2.7.9 Breakdown torque (MK)

2.7.11 Duty types

Maximum torque which the shaft, when locked via fan and brake ring, can oppose toan outside torque acting on the output shaft.

Decelerating brake torque occurring when the brake ring meets the braking surface.

The most common duty types S1, S2, S3 and S4 are described in the diagramsbelow. Other duty types must be determined on the basis of equivalent loading as afunction of time and load.

The duty type must be quoted in the order together with the corresponding specifica-tion.

Continuous duty

41299944.eps

Load

Time

tB Time under load

t B

S1 Short-time duty

41614144.eps

Load

Time

t B

S2

tB Time under load

Cyclic duration factor

referring to 10 min.

tB Time under loadtSt Idling timetS Time cycle

Periodic intermittent duty

41614244.eps

Load

t B t St

t s

S3

Time

Cyclic duration factor

referring to 10 min.

41614344.eps

Load

t A t St

t s

t B

S4Periodic intermittent duty with influence of starting

tA Starting timetB Time under loadtS Time cycletSt Idling time

Time

=+

⋅tt t

B

B St100%

= ++ +

⋅t tt t t

A B

A B St100%

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2.7.12 Relative duty factor (DF)

2.7.13 Factor of inertia The factor of inertia FI is the relation between the moment of inertia of all masses re-ferred to the motor shaft and the moment of inertia of the motor (rotor plus brakedisc).

FIJ J

JMot Zus

Mot= +

Jmot moment of inertiaof motor in kgm2

Jzus external moment of inertiareferred to motor shaft in kgm2

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

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

in %

noitaiverbbA noitpircseD noitamrofnideriuqeR

1S FDC%001htiwytudsuounitnoC –

2S .nim03–2S.g.e,doireptrohsrofdaoltnatsnoC daolrednuemiT

3S %04–3S.g.e,)noitarepodexedni(gnitratsfoecneulfnituohtiwytudtnettimretnicidoireP ).nim01otgnirrefer(%niFDCrotcafnoitarudcilcyC

4S gnitratsfoecneulfnihtiwytudtnettimretnicidoireP daol,ruohrepstrats,%niFDCrotcafnoitarudcilcyCtnemomaitrenidnaeuqrot

100cycleTime

periods operatingof SumDF ⋅=

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+ 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).

2.7.15 Starting time

2.7.18 Braking revolutions

2.7.14 External moments of inertia Determination of moment of inertia referred to motor shaft

– 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 brakeaction)

2.7.17 Starting revolutions

JZus external momentof inertia in kgm2

n motor speed in rpm

m weight in kg

v linear speed in m/s

J moment of inertia in kgm2

� specific weight in kg/dm3

L length in m

Da outside diameter in m

Di inside diameter in m

tB braking time in s

MB brake torque in Nm

tA starting time in s

MA starting torque in Nm

ML load torque in Nm

zB braking revolutions

tR rotor return time in s

These values for tR are between0,035 ... 0,11 sec. for sizes KB 71–125.

Exact values on request.

JJ n J n

nZus

1 12

2 22

2= ⋅ + ⋅ + ⋅ ⋅ ⋅

J91,2 m v

nZus

2

2= ⋅ ⋅

of rotating masses

of masses in linear motion

Important for rotating bodies

Solid cylinder

Hollow cylinder

zA starting revolutions

J 98 L Da4= ⋅ ⋅ ⋅ρ

( )J 98 L D Da4

i4= ⋅ ⋅ ⋅ −ρ

( )tJ n

9,55 M MAA L

=⋅

⋅∑

�

( )tJ n

9,55 M MBB L

=⋅

⋅∑

�

zn t60 2A

A= ⋅⋅

zn t n t

BB R= ⋅⋅

+ ⋅60 2 60

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2.8 Motor selection

2.8.1 Ambient temperatureand altitude

The power ratings given in the tables refer to continuous duty operation S1 accord-ing to EN 60034 (IEC 34-1), unless otherwise specified, for a coolant temperature of40 °C and up to an altitude of 1000 m above sea level. For higher coolant tempera-tures, the given motor power must be reduced by factor kT, for installation altitudeshigher than 1000 m above sea level, it must be reduced by factor kH.

Depending on the motor frame size or number of poles, motors may be provided withspecial windings for non-standard operating conditions.

Motor derating is not necessary if the ambient temperature (coolant temperature) islowered with the installation altitude according to the adjacent table.

kT = Factor for non-standard coolant temperature

41217744.eps

kH = Factor for non-standard installation altitude

41217544.eps

50

T [°C]

0,8

0,9

0,6

0,7

k T

1,0

0,5

0,4

0,340 60 70 80

12 poles

6 and 8 poles

2 and 4 poles

This results in a permissible motor power of:

P P k kzul N T H= ⋅ ⋅

If the permissible motor power is no longer sufficient for the drive, check whether themotor with the next highest power rating meets the requirements.

edutitlanoitallatsnI evoba m 0 0001 0002 0003

otpu m 0001 0002 0003 0004

tnaloocmumixaMerutarepmet C° 04 23 42 61

noitaiverbbA noitpircseD tinU

P luz rewoprotomelbissimreP Wk

PN rewopdetaR Wk

kT erutarepmettnaloocdradnats-nonrofrotcaF –

kH edutitlanoitallatsnidradnats-nonrofrotcaF –

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2.8.2 Determining the permissiblestarting 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 ofits rotor without load torque at 50 % CDF to its no-load speed within an hour. Permis-sible starting frequency Z takes into account the load torque, the external moment ofinertia and the cyclic duration factor.

For frequencies other than 50 Hz, value z0 is recalculated according to the followingequation:

Permissible starting frequency Z can be determined according to the following equa-tion:

or

0,40,2 0,5

1,2

0ED in %

0

0,1

0,2

0,3

0,4

0,5

0,6

0,7

0,8

0,9

1

20 40 60 80 100

0,8

1,1

0,9

0,7

0,6

1,0

P /P = 01 NkP

41217844.eps

Acceleration torque External moment of inertia

2J

0,9

0,8

0,6

0,7

kFI 1,0

0,5

0,4

0,3

0,2

0,1

01 3 4 5

JM

Zus

41217944.eps 41652044.eps

Required power and cyclic durationfactor

kM = Factor for load torque during accelerationkFI = Factor for the external moment of inertiaJM = Motor inertiaJzus = External moment of inertia referred to the motor shaft

z50 Hz

f0X 0

2 2

x2

= ⋅z

z k k k0 M FI P= ⋅ ⋅ ⋅z

z z k k kX M FI P= ⋅ ⋅ ⋅0

k 1M

MMA

= − kJ

J JFIM

M Zus=

+

noitaiverbbA noitpircseD tinU

z0 zH05tatsilmorfycneuqerfgnitratsdaol-oN h 1-

fX zH05nahtrehtoycneuqerfweN zH

z X0 ycneuqerfwenrofycneuqerfgnitratsdaol-oN h 1-

noitaiverbbA noitpircseD tinU

z ycneuqerfgnitratselbissimreP h 1-

z0 zH05tatsilmorfycneuqerfgnitratsdaol-oN h 1-

kM noitareleccagnirudrotcafeuqrotdaoL –

k IF rotcafaitrenifotnemomlanretxE –

kP rotcafnoitarudcilcycdnarewopderiuqerrofrotcaF –

0,1 0,3 0,4 0,5M

0,9

0,8

0,6

0,7

kM 1,0

0,5

0,4

0,3

0,2

0,1

00,2 0,6 0,7 0,8 0,9 1,0

MA

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Calculation of the permissible starting frequency is based on mechanical braking. Mo-tor loss increases with electrical braking. In the case of counter-current braking, whichshould be avoided in practice, the calculated starting frequency corresponds to ap-proximately 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 dependingon the pole number ratio and/or winding design. For approximate calculation, the cal-culated starting frequency may be reduced by 50 %.

Calculation of the starting frequencies is an approximation and is intended as a guidevalue for design purposes. If the calculated starting frequency is close to the requiredvalue, you are advised to contact the technical department in our head office.

After determining the permissible motor starting frequency, check whether the brake isalso suitable.

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1. Leave motor and driven machine for several hours in the test room, so that themotor 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 coolingmedium (ambient temperature) Ta.

Temperature rise

should not exceed 105 K for insulation class F.

Formula for an approximate check: RR

2

1� 1,42 for insulation class F

R2 Resistance of winding at the end of test in �

R1 Resistance of cold winding at T1 at the beginning of test in �

T2 Temperature of winding at the end of test in °C

T1 Temperature of cold winding in °C

Ta Temperature of cooling medium at the end of test in °C

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

2.10 Measurement oftemperature riseof windings

( ) ( )ϑ ϑ= − ⋅ + + − = +R RR

235 T T T2 1

11 a 1 [ ]K T Ta2

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2.11 Winding protection2.11.1 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 outputvoltage and 4 k� tripping resistance.

The resistance for each PTC thermistor is between 10 and 250 � at temperatures of–20 °C to �Nat –20 °C (Nat = rated tripping temperature). The resistance of each PTCthermistor changes in the k� 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 start-ing, 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, excessivelyhigh 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 start-ing, inadequate cooling, blocked rotor.

Note: If, in addition to PTC thermistor switch-off, a warning is required when thewinding temperature is too high, an additional tripping device and double thequantity of PTC thermistors are required. PTC thermistors used for warningpurposes are supplied with a rated tripping temperature 10 K lower than thatof PTC thermistors used for switching off. The required tripping devices mustbe ordered separately.

Bimetallic temperature detectors can be integrated in the winding to protect the motorat an extra price.

Temperature detectors integrated in the motor winding are only suitable for protectionagainst thermal overload. Protection in the event of short circuit and a blocked rotor isnot provided since temperature detector tripping times are significantly longer thanthose of PTC thermistors. The temperature detector type required depends on thecontrol voltage and control current.The control voltage should not be less than 110 V and not exceed 250 V according toEN 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.

2.11.2 Temperature detectors

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Connection diagram

2.12 Anti-condensationheater

At standstill brake motors can be heated by supplying the motor winding with DC orAC resp. via a small transformer. Please consult us for the currents which are permissi-ble for the different cases.

Guide values for the required heating capacity:

For further details see list 030 403 84.

416 006 44.eps

F1 Fuse motorF2 Thermal overcurrent

relayF3 PTC thermistor tripping

device

H1 Signal lamp ONH2 Signal lamp FAULT

K1 Power contactor

S1 Push button OFFS2 Push button ON

Fig. 9

F2

F3

L4

F2 F3

F3

M~3

101 102

U V W

P1 (T1, Z1)

P2 (T2, Z2)

A1

A2

F2

K1

F1

L1L2 L3

H2H1K1

S1

S2 K1 K1

L5

T >

BS,BKezisrotoM HPyticapacgnitaeHW

17 52.ac

08 53.ac

09 54.ac

001 06.ac

211 58.ac

521 021.ac

041 061.ac

061 002.ac

081 072.ac

002 053.ac

522 005.ac

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Anti-condensation heaterusing the motor winding

For squirrel-cage motors:

Circuit diagram for anti-condensation heater. Heating by supplying the motor windingwith AC or DC resp.

Squirrel-cage motors:without K7 and R.Slip-ring motors: with K7 and R.

S1, S2, S3, S4 Push buttonK3, K4 Contactor forward, reverseK1, K2, K7 On contactorsF1 Control fusesK5, K6 Auxiliary contactorsR Slip-ring rotor starting resistorT1 Transformer for heating with ACT2 Transformer with rectifier for heating with DC

416 009 44.eps

For slip-ring motors:

As for squirrel-cage motors, but withshort-circuiting of rotor.

DC heating

416 007 44.eps

416 008 44.eps

Fig. 10

Fig. 11

Fig. 12

U

U=

AC heating

U~i~

onrequest

W1U1

L

K

M

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3 Microspeed units

3.1 Brief description,application examples

The microspeed unit is a combination of two brake motors and an intermediate reduc-tion gear.

The output shaft runs either at the speed of the main motor or at the speed of themicro 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 theintermediate gear, the micro motor rotor and the main motor brake which functions asa clutch.

With the main motor energized, the brake ring of the brake disc is released from thebraking surface on the brake drum by rotor displacement so that the connection tothe intermediate gear ceases to exist. The shaft runs at the normal speed of the mo-tor.

When the micro motor is energized while the main motor is switched off, the speed ofthe micro motor is reduced by the intermediate gear according to its gear ratio and itsoutput is transmitted to the main motor shaft through the main motor brake whichfunctions as a clutch.

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

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Main motor

Intermediate gear

Micro motor

Example: KBA 100 A 4 + FG 06 + KBA 80 A 4

For detailed designation see mounting code and designations FG microspeed units,ident. no. 200 140 84.

See corresponding motor type.

3.1.1 Advantages Compared with pole-changing motors the microspeed units have the followingadvantages:

• higher speed ratio

• precise stop with micro motor for positioning through reduction of effective loadinertia

• micro motor allows more starts per hour compared with slip-ring motors:

• microspeed constant, practically irrespective of the load

Multi-speed drives on machine tools

Positioning drives

Feed drives

Precision setting in mechanical engineering

Crane drives

Physical measuring devices

Multi-speed drive units

3.1.2 Application examples

3.2 General information3.2.1 Size symbols

(Short form)

3.2.2 Specifications, standards

For all technical data and other details concerning the electrical characteristics of mainand micro motor which are not mentioned in this list see the data lists of the corre-sponding motor.

Consideration must be given to the fact that due to the gear ratio of the intermediategear many values of the micro motor change if referred to the main shaft. In this con-nection see 3.8.5.

The data are based on a frequency of 50 Hz.

Squirrel-cage motors are connected to direct-on-line starting. Y/� start is not permit-ted since in the star connection the reduced axial thrust of the main motor requires aweaker brake spring. A weaker brake spring would reduce the frictional torque be-tween brake disc and brake drum, so much that the full output of the micro motorcould not be transmitted. The weaker brake spring necessary for theY/� connection of the micro motor would mean a correspondingly lower brake torquefor the entire unit.

3.3 Electrical characteristics3.3.1 Motor data

3.3.2 Connection

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3.3.3 Stepless micro motor operation The micro motor speed can also be delivered in a stepless speed range, for whichthere are several possibilities:

• Fitting an infinitely variable mechanical gear between three-phase micro motor andintermediate gearbox (on request).

• Control of three-phase micro motor by an inverter (on request).

3.4 Mechanical characteristics3.4.1 Mounting

Standard position for main and micro motor: right-hand side (facing the shaft exten-sion of main motor).

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

Sizes and technical data

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

3.4.2 Direction of rotation

3.4.3 Terminal box

3.4.4 Separate cooling

Main motor and micro motor must be connected for opposite directions of rotation toobtain the same direction of rotation at the output shaft of the main motor when themain and micro motors are running.

For foot and flange mountings see mounting code.

When the required arrangement differs from the standard arrangement please statethe position of the terminal boxes and intermediate gear according to the mountingcode.

For vertical and inclined mountings see “Description” for motors.

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3.5 Brake3.5.1 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 JJ approximately 2 – 3 times motor JLonger starting and braking time.

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 thedimension drawings.

3.5.3 To cancel brake action

Additional equipment fitted to the micro motor (not for hoisting operation).

• Manual brake release attachment HBLG• Load lowering attachment LAG• Electric brake release attachment EBLG• Brake release device BLE 3, 4• Brake torque setter attachment BEG• Brake wear checking device axial BVK• Brake wear checking device radial BVK radial

(in case another additional equipment is mounted axially)• Brake release checking device axial BLK• Brake release checking device radial BLK 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 BLF 1main motor in microspeed unit

• Load lowering attachment for main motor LAF 1, 2, 3, 4in microspeed unit

• Brake wear checking device radial for BVK radialmain motor in microspeed unit

• Brake release checking device radial for BLK radialmain motor in microspeed unit

It must be checked whether it is possible to fit the units to the motor on the basis ofthe dimension drawings.

3.5.4 Additional equipment

3.5.2 Brake torque reduction For main motor only advisable in the case of special technical requirements, e.g. traveldrives; for micro motor, brake torque reduction is possible, however, not for hoistingoperation.

For possibilities see 2.5.5.

Brake disc of main motor and brake drum make up the clutch to the intermediate gear.3.5.5 Clutch

3.6 Intermediate gear,arrangement

The intermediate gear is the mechanical link between micro and main motor. Thespeed of the micro motor is reduced by the intermediate gear and then transmitted tothe main shaft.

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 indi-cated in the data lists.

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3.7 Geared microspeedunits

The number of possible applications for microspeed units can be increased by fittingan 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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41415644.eps

3.8 Selecting amicrospeed unit

3.8.1 Symbols The following terms and abbreviations are used to facilitate the description of therequired microspeed unit. They are also mentioned in the data lists.

n1 = Speed at the main shaft during main motor operation

nH = n1 Main motor speedThe main motor speeds mentioned in the data lists areapproximately 2800, 1400, 900 and 700 rpm.

nF = n1 Micro motor speedIn general 4-pole micro motors for approximately1400 rpm are mentioned in the data lists.

i = Gear ratio of the intermediate gear

Speed at the main shaft during micro motor operation

The speed of the micro motor nF is reduced by the intermediate gearaccording to gear ratio i and then transmitted to the main shaft.

P = Rated power of the main motor

MN = Rated torque of the main motor

MKU = Clutch torque

Fig. 14

Micro motor

Main motor

Intermediate gear

n2nFi

=

nH

n1

n 2

nF

i

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First select a main motor. To do this determine its approximate speed, e.g. 1400 rpmand then use the corresponding data list to choose main motor output at a duty factorof 100, 40, or 25 %. Next select the speed of the micro motor required at the mainshaft 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 thethree duty factors for the micro motor.

For data of main and micro motors which are not mentioned in this list see the data listof the corresponding motor.

3.8.2 Selection from data list

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 thebrake 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 inproportion to gear ratio i of the intermediate gear and in the case of the high gearratios it reaches very high values, which cannot be transmitted because of the limitingclutch torque.

The data lists additionally include micro motor combinations using the smallest micromotor KBL 71 A 4. Due to the high reduction ratio this motor has a full-load torquewhich 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. whichcorresponds to the full-load torque of the main motor), this micro motor is acceptable.

3.8.3 Further possibilitiesfor selection

For all empty spaces in the data list please consult us. The following not mentionedmicro 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 duringmicrospeed 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 ofpossible applications (in this connection see section 3.7).

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3.8.4 Selection without microspeedunit data lists

The selection of a microspeed unit can also be made without the microspeed unit datalists:

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 ofmain motor.

• Torque of micro motor at main shaft should be equal to or less than clutchtorque of main motor.

4. Checking mechanical fitting possibilities according to mounting code and find thesize of the intermediate gear.

5. For all other data see data lists of the corresponding motor.

The listed data of the micro motor – referred to the main shaft and taking the gearratio 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 togear ratio i.

3.8.5 Variation of data

Main motor:

Look up full-load speed from motor data list under “Rated speed”. The partial-loadspeed is correspondingly higher.

Micro motor:

The exact microspeed (speed of micro motor referred to main shaft) is obtained asfollows:

• 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.

3.8.6 Determination of exact speeds

Reproduction in whole or in part only with prior consent of Demag Cranes & Components GmbH, D-58286 Wetter Not liable for errors or omissions. Subject to change.