Elektronische Thyrisor-Bremsgeräte Reihe BGT
Technical Documentation | DC Braking Equipment | ||||||||||||||
BGD and BGT | Overview > main data | ||||||||||||||
Technical data | BGD 1 to 4 | BGT 31 | BGT 35, BGT 40 | ||||||||||||
Nominal voltage UN + 20% | < = 400 VAC | < = 500 VAC | < = 500 VAC | ||||||||||||
Power supply UH = ± 20% | 230 VAC | 230 VAC | 230, 400, 500 VAC | ||||||||||||
Frequency from UN and UH | 40-60 Hz | 40-60 Hz | 40-60 Hz | ||||||||||||
Max power consumption | 3 VA | 3,2 VA | 4,0 VA | ||||||||||||
Max braking current IB max |
10 bis 40 A | 25 A | 35 - 350 A, larger braking currents on request | ||||||||||||
Display for braking current IB7, segment, 3-dec. | ---- | ---- | optional BGT 35 > ab 110 A | ||||||||||||
Setting-range of braking current | ---- | 10 - 100% | 10 - 100% | ||||||||||||
Braking initiation | Contact initiating | Contactinitating | Contact initating | ||||||||||||
Safety time until braking-start | |||||||||||||||
a) Time-dependent | 100ms | 100ms | 120ms | ||||||||||||
b) EMF dependent | ---- | ---- | EMF drop-out time + 120ms | ||||||||||||
EMF switching value | dependent on nominal voltage | ||||||||||||||
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---- | ---- | 250 V | ||||||||||||
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---- | ---- | 150 V | ||||||||||||
Duty ratio | 50% | 50% | 50% | ||||||||||||
Braking time tB | |||||||||||||||
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0,5-5 s | 0,8-10 s | 0,8-15 s | ||||||||||||
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---- | ---- | 0,6-60s | ||||||||||||
Relay output | 1 CO contact | 1 CO contact | 1 CO contact | ||||||||||||
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250 VAC / 8 A | 250 VAC / 8 A | 250 VAC / 8 A (B213xH245xT145) | ||||||||||||
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1250 VA / 150 W | 1250 VA / 150 W | 1250 VA / 150 W (B213xH381xT175) | ||||||||||||
Ambient temperature | 0 - 55°C | 0 - 55°C | 0 - 55°C | ||||||||||||
Braking equiment | |||||||||||||||
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2 units | 1 unit | 1 unit | ||||||||||||
Protection according to DIN 40050 (STandard) | IP 40 / IP00 | IP40 | IP10 | ||||||||||||
Weight | 0,25 / 0,25 kg | 0,5 kg | BGT 35 up to 70A > 1kg bis 150A 1,2 kg | ||||||||||||
BGT 35 up to 150A with IB display > 2,5 kg | |||||||||||||||
BGT 40 up to 250A with IB display > 2,5 kg | |||||||||||||||
BGT 40 up to 350A with IB display > 3,5 kg | |||||||||||||||
Mounting: screwing-on (S) or on-top-hat rail (H) | S or H | S or H | S | ||||||||||||
housing | Standard / open frame | standard housing | |||||||||||||
open frame | |||||||||||||||
Einbaulage | cooling fins vertical | ---- | cooling fins vertical | ||||||||||||
Dimensions Width x Height x Depth (mm) | control unit | ---- | |||||||||||||
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50 x 75 x 115 50 x 75 x 145 |
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Planning notes | |||||||||||||
When selecting a DC braking unit it shall be based on that the permis- sible data of the complete drive system during start-up do not exceed the data during braking with regard to the thermal and mechanical loads. There are two fundamentally different methods for selecting of a DC braking device, a mathematical and graphical method, Despite many simplifications (e.g. neclect of the leakage inductance and saturation change of the motor) both methods are complicated and time consuming without a computer based program. Another problem is also that in practice only rarely all necessary data and characteristics are available for the selecting. In general following considerations are suffient for selecting of a DC braking unit. 1. It must be known: nominal motor voltage, nominal motor current, motor circuit at start-up and braking 2. The nominal motor voltage is taken into account by the device manufacturer in selection of the power semiconductors regarding their repetitive peak off-state voltage 3 To determine the braking current the approximate equation IB = c x IN is valid. In the factor c the relationship between DC average value, which determines among other things the braking torque of the engine, and RMS current is provided; the RMS current is decisive for dimensioning of brake unit. Also included are above mentiones considerations when comparing the 3AC feed-in and DC feed-in. |
In consideration of the factor c - depending on the choosen circuit -
results an applicable DC current in general.
For the protection of semiconductors may only semiconductor fuses (e.g. types silized, ultrarapid) be used. Slow-blow fuses are not allowed According to our proposals circuit it is very important to ensure a safety interlock between line contactor and brake contactor. In general in extreme cases (e.g. very high frequencies of operation, large braking torque) the engine is more at risk than the Wenglorz-brake equipment. |