Description

Brake motors
KB, SB brake motors
FG microspeed units

41409844.eps

0299 EN 203 255 44 714 IS 911

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

Further literature Data • Dimensions Brake motors

KBA, KBL squirrel-cage motors 400 V 201 620 84 714 IS 911

Data • Dimensions Brake motors

KBV, KBF travel motors 400 V
SBA slip-ring motors 400 V
KBZ, KBS, SBS torque motors 400 V 201 619 84 714 IS 911

Squirrel-cage rotor brake motors

KDF/KMF/KBV/KBF
for travel applications 202 549 44 714 IS 911

Data
FG microspeed units 200 185 84 714 IS 911
203255k1.p65/0299

Dimensions
FG microspeed units 200 190 84 714 IS 911

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

1 Programme 5

2 Brake motors 6
2.1 Brief description, application examples 6
2.2 General information 9
2.2.1 Size symbols 9
2.2.2 Standards and regulations 10
2.2.3 Units 10
2.3 Electrical characteristics 11
2.3.1 Insulation class 11
2.3.2 Duty-type rating 11
2.3.3 Starting influence on temperature rise 11
2.3.4 Rated output 11
2.3.5 Standard voltage 11
2.3.6 Voltage tolerance 11
2.3.7 Voltage limits for specification 12
2.3.8 Voltage and frequency commutability 12
2.3.9 Connection 12
2.3.10 Rotor-connection of SB slip-ring motors 12
2.3.11 Maximum speeds of SBA slip-ring motors 13
2.3.12 Converting motor data for other voltages and frequencies 13
2.3.13 Starting torque, starting current, no-load current 14
2.3.14 Pole-changing squirrel-cage motors 14
2.3.15 Pole-changing slip-ring motors 14
2.3.16 Rotor layout of pole-changing slip-ring motors 14
2.3.17 Starting frequency 15
2.3.18 KBF travel motor 16
2.3.19 Torque motor with KBZ, KBS squirrel-cage rotor, SBS slip-ring rotor 16
2.3.20 KBL brake motor 16
2.3.21 KBV travel motor 16
2.3.22 Varistors 17
2.4 Mechanical characteristics 18
2.4.1 Enclosure 18
2.4.2 Cooling 19
2.4.3 Ambient conditions 19
2.4.4 Mounting 20
2.4.5 Bearings 21
2.4.6 Axial displacement, coupling 21
2.4.7 Direction of axial displacement when braking 21
2.4.8 Balancing 21
2.4.9 Shaft extension 21
2.4.10 Terminal box 21
2.4.11 Housing 22
2.4.12 Enamel 22
2.4.13 KBL brake motor, KBZ torque motor 22
2.4.14 KBV travel motor 22
2.5 Brake 22
2.5.1 Brake disc 22
2.5.2 Brake ring (non-asbestos) 22
2.5.3 Life of brake lining 23
2.5.4 Brake torque 23
2.5.5 To reduce brake torque 23
2.5.6 To cancel brake action 23
2.5.7 Brake springs 24
2.6 Additional equipment 24
2.6.1 Additional mechanical equipment 24
2.6.2 Additional electrical equipment 25
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 2.7 Definitions 26
2.7.1 kW required by driven machine 26
2.7.2 Power input 26
2.7.3 Power output 26
2.7.4 Rated motor power 26
2.7.5 Starting current (IA) 26
2.7.6 Rated torque (MN) 26
2.7.7 Starting torque (MA) 27
2.7.8 Pull-up torque (MS) 27
2.7.9 Breakdown torque (MK) 27
2.7.10 Brake torque (MB) 27
2.7.11 Duty types 27
2.7.12 Relative duty factor (DF) 28
2.7.13 Factor of inertia 28

2.7.14 External moments of inertia 29

2.7.15 Starting time 29
2.7.16 Braking time 29
2.7.17 Starting revolutions 29
2.7.18 Braking revolutions 29
2.8 Motor selection 30
2.8.1 Ambient temperature and altitude 30
2.8.2 Determining the permissible starting frequency 31
2.9 Noise 33
2.10 Measurement of temperature rise of windings 33
2.11 Winding protection 34
2.11.1 PTC thermistors 34
2.11.2 Temperature detectors 34
2.12 Anti-condensation heater 35

3 Microspeed units 37
3.1 Brief description, application examples 37
3.1.1 Advantages 38
3.1.2 Application examples 38
3.2 General information 38
3.2.1 Size symbols (Short form) 38
3.2.2 Specifications, standards 38
3.3 Electrical characteristics 38
3.3.1 Motor data 38
3.3.2 Connection 38
3.3.3 Stepless micro motor operation 39
3.4 Mechanical characteristics 39
3.4.1 Mounting 39
3.4.2 Direction of rotation 39
3.4.3 Terminal box 39
3.4.4 Separate fan 39
3.4.5 Further details 39
3.5 Brake 40
3.5.1 Brake disc 40
3.5.2 Brake torque reduction 40
3.5.3 To cancel brake action 40
3.5.4 Additional equipment 40
3.5.5 Clutch 40
3.6 Intermediate gear, arrangement 40
3.7 Geared microspeed units 41
3.8 Selecting a microspeed unit 42
3.8.1 Symbols 42
3.8.2 Selection from data list 43
3.8.3 Further possibilities for selection 43
3.8.4 Selection without microspeed unit data lists 44
203255k1.p65/0299

3.8.5 Variation of data 44

3.8.6 Determination of exact speeds 44

4
 1 Programme

Brake motors Range Sizes

Squirrel-cage motor KBL 71 A 71 B
Squirrel-cage motors KBA 71 A 71 B
80 A 80 B
90 A 90 B
100 A 100 B
112 B . A 112 B
125 B . A 125 B
140 B . A 140 B
160 B
180 B
200 B
225 B
Travel motors KBV 71 A 71 B
with squirrel-cage rotor
KBF 71 A 71 B
80 A
90 A
100 A
112 A
125 A
140 A
Torque motors KBZ 71 B
with squirrel-cage rotor
KBS 80 B
90 B
100 B
112 B
125 B
140 B
Slip-ring motors SBA 100 B
112 B
125 B
140 B
160 B
180 B
200 B
225 B
Torque motors SBS 100 B
with slip-ring rotor
112 B
125 B
140 B
160 B
180 B
200 B
225 B

Microspeed units
Main motors Microspeed gears Main motors Microspeed motors
KBA F G 06 71 - 100 ( 112) KB 71 - 90
squirrel-cage motors
F G 08 112 - 140 ( 160) KB 71 - 112
F G 10 160 - 225 KB 71 - 140
SBA F G 06 100 ( 112) KB 71 - 90
slip-ring motors
F G 08 112 - 140 ( 160) KB 71 - 112
203255k1.p65/0299

F G 10 160 - 225 KB 71 - 140

5
 2 Brake motors

2.1 Brief description, The Demag motor is a combination of an electric motor and a spring-loaded brake
operating on the sliding rotor principle. It can be supplied as squirrel-cage motor or
application examples alternatively as a slip-ring motor.

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

At rest the motor is braked.

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

When de-energized or in case of mains failure the field collapses and the brake
spring displaces the rotor, pushing it with the brake ring fitted on the brake disc
against the braking surface.

The Demag motor has proved a reliable machine in all branches of industry.

It is mainly used for drives requiring:

• braking of loads and overhauling torques

• braking of inertia
• shorter overruns
• improved indexing precision
• braking in emergencies to prevent accidents
• braking in case of trouble to avoid rejects
• a constant holding torque at standstill

Fig. 1 Arrangement
with conical brake disc with flat brake disc

1 2 3 5 7 8 9 10 11 12 14 16 17
4 6 13 15

41259744.eps

Demag brake motor with squirrel-cage rotor

KBA, KBF ranges
1 Shaft 9 Motor end cap, brake side 16 Flat brake disc, (shown: heavy flat
2 Motor end cap, drive side 10 Brake disc, incorporating fan brake disc)
3 Spring ring (shown: light conical brake disc) 17 Flat brake ring
4 Pressure ring 11 Conical brake ring
203255k1.p65/0299

5 Brake spring 12 Brake cap

6 Adaptor rings 13 Tensioning nut
7 Stator 14 Tensioning screws
8 Rotor 15 Retaining ring
6
 Fig. 2

41239944.eps

s Front view of a Demag KBA brake motor

t Sectional view of a Demag brake motor

Fig. 3
203255k1.p65/0299

41415444.eps
7
 Application examples

Braking of loads coupled direct to the Hoist units

motor shaft Winches
Stackers
Small capacity goods lifts
Inclined hoists • Bucket elevators
Elevators • Lifting platforms
Inclined belt conveyors
Hinged shutters • Tipplers
Fire doors of industrial furnaces
Plate shears
Folding machines

Rapid braking of masses to eliminate Drives of lathe, milling, and grinding spindles
time-consuming overruns Balancing machines
Drilling machines
Pump drives
Viewing and control machinery
Bucket scales
Shakers and vibrators
Small centrifuges
Long travel units • Slewing gears
Sliding doors

Repeated braking where precise Table, carriage, and tool carrier drives of milling, grinding, and planing machines
angular position is critical Bending machines
Multi-spindle tapping machines
Roll adjusting drives • Log band saws
Ram adjustment of presses
Valve control of hydraulic pumps
Spring testing machines • Dividing machines
Shoe making machines
Embroidering machines
Racking machines • Printing machines

Emergency braking to prevent Bottle cleaning machines

accidents or damage to material Bottling machines
Packaging machines
Power looms
Coiling machines
Kneading machines
Wire drawing equipment
Brush manufacturing machines
Paper cutting machines
Veneer cutting machines
Wood working machines
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 2.2 General information
Type, range
2.2.1 Size symbols
K Squirrel-cage motors
S Slip-ring motors
B Brake
A,L General brake motors
F,V Travel motors
S,Z Torque motors

Frame size
Shaft height

Stator core length

Number of poles

Special designs

KBA 112 B 4 A

Fig. 4
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 2.2.2 Standards and regulations Demag AC motors with and without brake comply with all relevant standards and
regulations, in particular with:
• EN 60034 (IEC 34)
Rotating electrical machines
• EN 60034-1 (IEC 34-1)
Rating and performance
• EN 60034-5 (IEC 34-5)
IP types of enclosure (IP code)
• EN 60034-7 (IEC 34-7)
Types of construction and mounting
arrangements (IM code)
IM B3, IM B5, IM B6, IM B7, IM B8, IM B14, IM V1, IM V3, IM V5, IM V6, IM V18,
IM V19 mounting arrangements implemented
• EN 60034-8 (IEC 34-8)
Terminal markings and direction of
rotation
• EN 60034-9 (IEC 34-9)
Noise limits
• EN 60034-14 (IEC 34-14)
Mechanical vibrations;
measurements, evaluation and
limits of vibration severity
• EN 60034-18-1 (IEC 34-18-1)
Functional assessment of insulation
systems
• DIN IEC 38
IEC standard voltages
• EN 60529
IP enclosures for electrical
equipment
• Tolerance N for concentricity and
shaft extension run-out to DIN 42955
• Most IEC dimensions
IEC 72-1 and IEC 72-2
• Terminal markings to
DIN EN 60 445.
• CSA, Specification C 22.2
see special output tables

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

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

For the conversions see the data lists.

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 2.3 Electrical characteristics

2.3.1 Insulation class Motors are supplied as standard with insulation material for thermal class F, thus
providing corresponding temperature protection. According to EN 60034-1
(IEC 34-1), the temperature rise limit of the winding is 105 K and the maximum
cooling agent temperature is 40 ºC.
According to EN 60034-18-1 (IEC 34-18-1), the temperature for thermal class F is
155 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 in
the case of temperature variation)
and/or
• Acid-proof insulation (protection against acid gases and vapours).

2.3.2 Duty-type rating There are two different winding layouts, in the data lists they have been separated by
a line:

• Continuous duty S 1 (100 % CDF) and intermittent duty S 3 – 60 %

• Intermittent duty S 3 with 40, 25 and 15 % CDF

2.3.3 Starting influence on In case of intermittent duty S 4 the required starts per hour c/h (cycles per hour) and
temperature rise the factor of inertia FI should always be mentioned e.g.:

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

2.3.4 Rated output Frequency 50 Hz

Cooling agent temperature max. 40 °C
Altitude max. 1000 m above sea level

In the case of different conditions see 2.8.

2.3.5 Standard voltage For sizes 71 - 140 Motor circuit diagram

Three-phase AC 230/400 V D/Y squirrel-cage motor 020 323 84
290/500 V D/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 D squirrel-cage motor 031 248 84
500 V D slip-ring motor size 160 031 804 84
slip-ring motor sizes 180 - 225 031 449 84

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

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

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

2.3.8 Voltage and frequency Motor

commutability circuit
Terminals diagram

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

YY/Y

3 voltages e.g. 230/400/460 V

DD/YY/D 12 020 341 84

4 voltages, ratio
e.g. 115/200/230/400 V
1: 3 : 2 : 2 ⋅ 3
DD/YY/D/Y 12 020 341 84

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

2.3.9 Connection On delivery Demag sliding rotor motors are unconnected.

Links of three-phase motors for connection in Y or D are lined up on the bottom left
terminal.

Starting torque of Y/D motors is approx. 30 % and starting current approx. 60 % of

list values.

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

Wrong: 220 V D Correct: 220 V D for Y/D start

The brake torque is reduced to approx. 1/3 of its listed value.

The rotor return time increases to 4 – 5 times its value.

2.3.10 Rotor-connection of
SB slip-ring motors Three-phase for
• 2 and 4-pole motors
• for 6-pole motors, sizes 160 – 225
• for pole-changing motors

Connection of the three-phase rotors

• up to size 160
(star point not brought out)
K L M • Sizes 180 – 225:
Rotor in D connection.
Fig. 5 412 598 44.eps
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 Two-phase for 6-pole motors
Sizes 100 – 140

Connection of the two-phase rotor

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

i i. 2 i
uph = phase rotor voltage
i = rated rotor current
K Q L
u ph u ph i ⋅ 2 = rated rotor current of the middle phase

Fig. 6
412 599 44.eps

2.3.11 Maximum speeds of The maximum permissible speeds for lifting operation are (irrespective of the number
SBA slip-ring motors of poles):

Motor Size Maximum speed Note

SBA 100, 112 3600 rpm only for 50 Hz
125, 140 1800 rpm for 50 and 60 Hz
160 - 225 1200 rpm for 50 and 60 Hz

2.3.12 Converting motor data for Motor data are given for a voltage of 400 V and a frequency of 50 Hz. The following
other voltages and frequencies equations can be used for conversion to a different voltage and/or frequency for ap-
propriately modified windings.

Power: Speed:

Px =
PN ⋅ f x n x = n sy 50 Hz ⋅
fx
50 Hz
(
− n sy 50 Hz − n N )
50 Hz

with nsy 50 Hz: 2 poles = 3000 min-1

Currents:
4 poles = 1500 min-1
fx 400 V
I x = IN ⋅ ⋅ 6 poles = 1000 min-1
50 Hz U x
8 poles = 750 min-1
12 poles= 500 min-1

Abbreviation Description Unit

Px New power kW
PN Rated power at 400 V, 50 Hz kW
fx New frequency Hz
Ix New current A
IN Rated current at 400 V, 50 Hz A
Ux New voltage V
nx New speed min -1
n sy50 Hz Synchronous speed at 50 Hz min -1
nN Rated speed at 50 Hz min -1
203255k1.p65/0299

Starting frequency z0 : see section 2.3.17.

13
 2.3.13 Starting torque, starting The two winding designs (see section 2.3.2 “Duty-type rating”) have different specif-
current, no-load current ic starting torques, starting current and no-load current values irrespective of duty
factor and output. To each winding design a maximum brake torque is assigned.

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

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

2.3.14 Pole-changing squirrel-cage Motor

motors Terminals circuit
diagram

• 1500/3000 rpm (4/2 poles) KBL, KBA: single

winding in Dahlander connection
D/YY 6 020 328 84
KBV, KBF: two separate
windings
Y/Y for one voltage only 6 020 332 84
for voltage ratio
1: 3 ∆ / Y, ∆ / Y 12 020 347 84
• 750/1500 rpm (8/4 poles) KBL, KBA: single
winding in Dahlander connection
D/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 windings
for one voltage only 6 020 332 84
for voltage ratio
1: 3 ∆ / Y, ∆ / Y 12 020 347 84

• 375/1500/
3000 rpm (16/4/2 poles)
two windings Y/D/YY 9 020 334 84

2.3.15 Pole-changing slip-ring • 1500/3000 rpm (4/2 poles) circuit diagram 020 356 84 two separate
motors stator windings
• 750/3000 rpm (8/2 poles) circuit diagram 020 355 84

2.3.16 Rotor layout of pole-changing • 1500/3000 rpm Rotor winding D/YY

slip-ring motors 4 poles: Winding short-circuited
2 poles: Slip-rings allow control of the starting and braking
process through rotor resistors

• 750/3000 rpm Rotor winding Y/Y

8 poles: Winding short-circuited
2 poles: Slip-rings allow control of the starting and braking
process through rotor resistors

Starting resistors control acceleration and electrical deceleration which both take
place while the 2-pole winding is energized. (An acceleration with the 4 or 8-pole
short-circuit winding being energized is impossible.) Switching over to the slower
speed must not take place before this speed has been reached during acceleration or
deceleration. A time relay should be provided for monitoring purposes.
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 2.3.17 Starting frequency The no-load starting frequency z0 listed in the tables against the various duty factors
indicate the permissible starts per hour c/h without load and without external moment
of inertia with a light brake disc.

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

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

50 2 Hz 2
z0 X = z0 ⋅
2
fx

Abbreviation Description Unit

z0 No-load starting frequency from list at 50 Hz h-1

fX New frequency other than 50 Hz Hz

z0X No-load starting frequency for new frequency h-1

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

2.3.19 Torque motor with Torque motors are used whenever a constant torque is required either at standstill or
squirrel-cage rotor KBZ, KBS at low speed (referred to 50 Hz)
slip-ring rotor SBS
Squirrel-cage motor KBZ 8 poles operation range – 750 to + 750 rpm
KBS 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 a
fixed rotor resistor. With a variable resistor the operation range is extended to
–1000 rpm.
The brake of torque motors is totally enclosed up to size 140. Thus motor and brake
are designed to come under the same type of enclosure.

This is not applicable for externally cooled torque motors KBS ... F and SBS ... F.

Separate fan
To increase the torques the motors can be fitted with a separate fan. The latter must
always be rated for continuous duty S1, even if the motor to be cooled is rated
for short-time duty S3. In the case of a failure of the separate fan the motor 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 of
3 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: D/YY with 12 terminals, circuit diagram 020 327 84

D connection: stalled torque at S1
= 100 % of value listed for S1
YY connection: stalled torque at S3 – 60 %
= 130 % of value listed for S1

Torque motor with slip-ring rotor

To obtain an initial break-away torque, part of the rotor resistance can be 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, it
should be switched off via a time relay during longer rest intervals with consequent
mechanical braking.

2.3.20 KBL brake motor See 2.4.13

2.3.21 KBV travel motor See 2.4.14

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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 of
high-pole motors. In order to protect the brake motors, which are rated for high
switching frequencies, the sizes concerned are protected by fitting varistors (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 operating
voltage:

Size Number of poles

KBL 71 A , B 6 8 12 8/4 6/2 8/2 – – – –

KBA 71 A , B 6 8 12 8/4 6/2 8/2 – – – –
KBA 80 A , B – 8 12 8/4 – 8/2 12/2 12/4 – –
KBA 90 A , B – – – – – – 12/2 12/4 16/2 –
KBA 100 A, B – – – – – – 12/2 12/4 16/2 16/4
KBA 112 B – – – – – – 12/2 12/4 16/2 16/4
KBA 125 B – – – – – – – – 16/2 16/4
KBZ 71 B – 8 – – – – – – – –
KBS 80-112 B – – 12 – – – – – – –
KBV 71 A , B – – – – – 8/2 – – – –
KBF 71 A , B – – – – – 8/2 – – – –
KBF 80 A – – – – – 8/2 12/2 12/4 – –
KBF 90 A – – – – – – 12/2 12/4 – –
KBF 100 A – – – – – – 12/2 12/4 – –
KBF 112 A – – – – – – 12/2 12/4 – –

3 varistors are required for each motor. They are combined to form a set and have
flexible connection leads. The set of varistors is accommodated in the motor terminal
box.
In the case of pole-changing brake motors with two separate windings, only the 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 excessive
switching peaks are expected. All motors with operating voltages above 500 V have
phase insulators and do not require this special protection either.

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

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 2.4 Mechanical characteristics
2.4.1 Type of enclosure Motor housing IP 54 standard arrangement
IP 55 against extra price

Terminal box IP 55 standard arrangement

Brake housing IP 20 standard arrangement

IP 54 • against extra price (account should be taken of a
power reduction which might be necessary)
• standard arrangement with KBL, KBV brake motors
(no power reduction)
IP 55 • for self-cooled torque motors
KBS 80 – 140
SBS 100 – 140

Motors designed for enclosure IP 54 do not have condensation water drain holes.

On request they can be supplied with open condensation water drain holes; in this
case the enclosure is IP 44. For occasional water draining screwed water drain holes
can be supplied. When they are closed the enclosure is IP 54, otherwise it is IP 44.

Since condensation water drain holes should always be situated at the lowest point of
the motor the mounting arrangement must not be changed at a later date.

Brief description of the enclosures

IP 20: Protection against finger contact with interior mobile parts or with live parts.
IP 44: Protection against contact with tools etc. with interior mobile parts or with live
parts.
Protection against granular foreign bodies.
Protection against splashed water from all directions.
IP 54: Protection against injurious dust deposits.
Protection against splashed water from all directions.
IP 55: Protection against injurious dust deposits.
Protection against jets of water from all directions.

For detailed description of the enclosures and the test conditions see EN 60034-5
(IEC 34-5).

Outdoor mounting If a motor is operated outdoors under severe operating conditions, e.g. if the
motor is not protected against rain and wind or if the site altitude is very high, it
might be possible that enclosure IP 54 is no longer sufficient.
In these cases the motor should be designed for IP 55 or suitable protecting 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 be
supplied against extra price.
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 Fan-cooled motors installed The fan is generally supplied in enclosure IP 55.
outdoors When fitting the fan it should be made sure that the air intake opening of the fan is
directed to the side which is protected against wind and rain. The required mounting
position of the air intake opening has to be specified in the order. If this is impossible
suitable measures should be taken in order to protect the air intake opening of the
separate fan against the entry of water and snow.
An air intake section can also be fitted to the air intake opening of separate fans. The
drive motor can also be fitted with a fan cover with a protective canopy for D 06 and D
064 separate fans; see also operating instructions 201 360 84.

2.4.2 Cooling Self-cooling

The brake disc is fitted on the motor shaft and serves as fan for surface ventilation (not
for KBL, see 2.4.13).

Separate cooling
Motors which are to have separate cooling are equipped with a fan attachment. This
raises their output and switching frequency.

Sizes and technical data

Motor Fan size

Size D 03 D 04 D 05 D 060

71, 80, 90, 100 x

112, 125 x

140, 160 x

180 – 225 x

Air flow Vmax m3/min 3,2 5,0 10,0 20

Increase in static pressure ) pmax Pa 330 350 430 730

Output kW 0,03 0,07 0,13 0,5

Nominal current at 400 V 3 AC A 0,17 0,4 0,4 1,4

Weight kg 3,7 4,5 5,0 9,6

2.4.3 Ambient conditions Coolant temperature: -20 °C up to +40 °C

Installation altitude: max. 1000 m above sea level
For any other conditions, see section 2.8.
203255k2.p65/0299

19
 2.4.4 Mounting Foot mountings and flange mountings according to the table of mountings.
The Demag motor is available with one shaft extension only.
The dimensions correspond largely to IEC Publication 72-1.
Foot mountings correspond largely to DIN 42673, flange mountings largely to
DIN 42677.

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

In the case of a vertically mounted motor strictly observe instructions given
under 2.5.7!
For the possible arrangements see the corresponding dimension lists
The feet of foot-mounted motors can be unscrewed.
The flange of flange-mounted motors can be unscrewed.

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

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

IM B 14 IM V 18 IM V 19 IM V 6
203255k2.p65/0299

20 Fig. 7 412 185 44.eps

 2.4.5 Bearings 2 roller bearings and 1 axial deep-groove ball bearing.

The bearings are sealed with special shaft seals (seals with sealing lip).

When flanged motors are mounted on gears or similar machines the drive end bearing
is sealed against splash oil from the gearbox by means of a radial shaft sealing ring.

When ordering please quote: “Drive end oil-tight”.

This is not applicable for Demag geared motors.

2.4.6 Axial displacement, Axial displacement of the shaft

coupling
Frame size Displacement Iv [mm]
lv min lv max

71, 80, 90 1,5 3,0

100, 112 1,8 3,5

125, 140 2,0 4,0

160, 180, 200, 225 2,3 4,5

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

Gear drive: The pinion should have straight teeth.

Coupling: Only use flexible couplings allowing an easy axial movement
between the hubs of the coupling.
Belt: The initial tension must not hinder the axial displacement of
the rotor.
Variable speed pulleys: Only change speed when motor is running.

2.4.7 Direction of axial displacement From DE to BE.

when braking

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

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

2.4.10 Terminal box Squirrel-cage motors have 1 terminal box containing 6 or 12 terminals according to
the special needs.

Slip-ring motors have 1 terminal box for stator and rotor.

Additional terminals for anti-condensation heaters, temperature sensors etc., if any,

are housed in the terminal box.

The terminal boxes have a connection terminal for the protective conductor and
tapped holes for glands. The tapped holes are sealed by means of dummy plugs.
203255k2.p65/0299

21
 2.4.11 Housing Size 71 – 140 : Die-cast aluminium
160 – 225 : Grey cast iron

2.4.12 Enamel Blue anti-corrosion enamel type RAL 5009.

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

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

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

2.5 Brake
2.5.1 Brake disc The following brake discs are available:

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

• Heavy conical brake disc with a higher moment of inertia J. J approximately 2 to

3 times that of light conical brake disc. Hence smooth starting and braking, i.e.
longer starting and braking times.
(Standard arrangement for KBF travel motor)

• Light flat brake disc with low moment of inertia J

(sizes 71 – 100 only)
Brake torque approximately 25 % of brake torque of conical brake disc. Hence
longer braking time.

• Heavy flat brake disc with higher moment of inertia J. J approximately

2 to 3 times that of light flat brake disc. Brake torque approximately 25 % of brake
torque of conical brake disc. Hence longer starting time and considerably longer
braking time.

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

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

2.5.2 Brake ring (non-asbestos) Consists of brake lining bonded to a rubber ring to absorb shocks during braking.

Standard brake rings:

• Form A (wide): for 4 and 6-pole KBA brake motors
• Form B (narrow): for all other brake motors
203255k2.p65/0299

22
 2.5.3 Life of brake lining Determined by

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

2.5.4 Brake torque The brake torque in the data lists refers to both the static brake torque (static friction)
and dynamic brake torque.

The brake of KBA, KBL, SBA, KBZ, KBS, SBS motors has been designed for the
highest possible brake torque (list torque).

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

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

2.5.5 To reduce brake torque • Use a flat brake disc; brake torque approximately 25 % of value listed for conical
brake disc with same brake spring

• Remove adaptor washers from behind brake spring;

brake torque reduction approximately 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 motors
on Dematic inverters: 60 % of the rated brake torque

for 4 and 6-pole SBA brake motors: 40 % of the rated brake torque
for 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 for
conical and flat brake discs.

2.5.6 To cancel brake action • Use manual brake release attachment type HBLG
for motor assignment
• Use load lowering attachment type LAG see 2.6.1
Use load lowering device type LAE

• Use electric brake release attachment type EBLG

Use load lowering equipment type LAF

• Use brake release device type BLE

• In the case of slip-ring motors: energize stator inserting a high external resistance
into the rotor circuit.
203255k2.p65/0299

23
 2.5.7 Brake springs Compared with standard arrangement the motor is equipped with a weaker brake
spring in the following cases:
• Y/D starting (see 2.3.9)
• Stator-resistance starting circuit (e.g. by means of appliance KSAG acc. to 2.6.2)
In the case of a motor mounted in a vertical position a different brake spring is fitted to
compensate for the weight of the rotor, the brake disc, plus possibly the weight of a
pulley or coupling half. A stronger spring is fitted when the motor is mounted with
output shaft downwards, and a weaker spring is fitted with the output shaft
upwards!
In some cases the vertical position is impossible, therefore please ask for confirmation
when a vertical or an inclined position is required.
The brake springs can be selected from special tables for brake springs.

2.6 Additional equipment

2.6.1 Additional mechanical
equipmenet

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

Load lowering attachment Brake can be released by turning brake lever.

LAG 2 for KB 125-225 Allows gradual lowering of load.
SB 125-225 Not permissible for microspeed motors driving hoist units!
LAG 3 for KB 71-112
SB 100, 112

Electric brake release Electro-magnetic device of EBLG holds brake in released position after the motor is
attachment switched off. Rotor can be turned by means of shaft extension. Brake remains re-
EBLG 1 for KB 71-112 leased until motor is again energized. Brake release push button should be actuated
SB 100, 112 for at least 0,5 sec. until brake is released. Coil duty factor max. S 3 –10 %.
EBLG 2 for KB 125-225 Available coil voltages for AC, 50 Hz : 24, 42, 110, 127, 220, 290 Volt, tolerance
SB 125-225 +5 % to -10 %. Input 220 VA operating. Available coil voltages for DC: 24 V and
48 V. Normally the rotor receives a short rotary impulse when the EBLG is energized.
A special circuit layout avoiding above is available, but the motor starting current ex-
ceeds the listed value.
For wiring diagrams see operating instructions EBLG.

Brake torque setter Setting of brake torque by means of an additional spring adjustable from outside.
attachment
Thus 65 to 100 % of the listed brake torque can be obtained.
BEG 2 for KB 125-225
SB 125-225
BEG 3 for KB 71-112
SB 100, 112
203255k2.p65/0299

24
 Further devices (on request) Brake release device BLE 1
Load lowering device LAE 1
LAE 2
Brake release checking device BLK
Brake wear checking device BVK
Separate fan
Tachogenerator, absolute position encoder
Canopy 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 during
rotor 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 the
MSEG unit for information, monitoring and switching contacts.
For further details see leaflets
Description • Data • Dimensions
EG integrated pulse generator system
Ident. no. 203 091 44
Operating instructions
EG integrated pulse generator system
Ident. no. 214 053 44

Dematik MSEG The MSEG unit reduces the starting torque of a pole-changing squirrel-cage motor in
motor control unit both speeds. Furthermore electric braking from high speed to low speed is adjustable
with this unit.
For further details see leaflet
Description • Data • Dimensions • Operating instructions
Dematik MSEG motor control units
Ident. no. 214 033 44

Dematik KSAG This electronic device has been designed for the reduction of the run-up torque of
smooth starting unit three-phase squirrel-cage motors.
For further details see leaflet
Description • Data • Dimensions • Operating instructions
Dematik KSAG smooth starting unit
Ident. no. 214 029 44
203255k2.p65/0299

25
 2.7 Definitions P kW required
by driven machine in kW
2.7.1 kW required by driven machine M⋅n
P= M torque required
9550 ⋅ ηa by driven machine in Nm
n speed in rpm
or F force (weight,
F⋅v frictional force) in N
P=
1000 ⋅ ηa v linear speed in m/s
ha efficiency
of the driven machine

2.7.2 Power input P1 = 3 ⋅ U ⋅ I ⋅ cosϕ

P1 power input in W
U rated voltage in V
I current in A
cos j power factor

2.7.3 Power output P2 = 3 ⋅ U ⋅ I ⋅ cosϕ ⋅ η P2 power output in W

h efficiency of the motor

2.7.4 Rated output PN = 3 ⋅ U ⋅ IN ⋅ cosϕ ⋅ ηN PN rated output in W

(in the date lists of the IN rated current in A
motors indicated as P) 3 ⋅ U ⋅ IN ⋅ cosϕ ⋅ ηN
= hN rated efficiency
1000

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

2.7.6 Full-load torque (MN) 9550 ⋅ PN MN full-load torque in Nm

MN =
nN PN rated output in kW
nN rated speed in rpm

MK
MA
MS
MN

nN

n
MB
203255k2.p65/0299

Fig. 8 41217444.eps

Torque/speed curve
26
 2.7.7 Starting torque (MA) The starting torque of a motor is the torque it will develop at rest with rated voltage
applied at rated frequency.

2.7.8 Pull-up torque (MS) The pull-up torque of a motor is the minimum torque developed by the motor with
rated voltage applied at rated frequency during the period of acceleration from rest to
the speed at which breakdown torque occurs.

2.7.9 Breakdown torque (MK) The breakdown torque of a motor is the maximum torque it will develop with rated
voltage applied at rated frequency between pull-up speed and rated speed.

2.7.10 Brake torque (MB) Maximum torque which the shaft, when locked via fan and brake ring, can oppose to
Static brake torque an outside torque acting on the output shaft.

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

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

Continuous duty
S1 Short-time duty S2
tB tB

Load Load

Time Time

tB Time under load tB Time under load

41299944.eps 41614144.eps

Periodic intermittent duty Periodic intermittent duty with influence of starting

S3 S4
ts
tA tB t St
ts
tB t St

Load Load

Time Time
41614244.eps 41614344.eps
t B Time under load tA Starting time
tSt Idling time tB Time under load
tS Time cycle tS Time cycle
tSt Idling time
tB
= ⋅ 100% t A + tB
203255k2.p65/0299

Cyclic duration factor

tB + tSt Cyclic duration factor = ⋅ 100%
t A + tB + tSt
referring to 10 min.
referring to 10 min.
27
 Duty types according to EN 60034 (IEC 34-1)
Abbreviation Description Required information

S1 Continuous duty with 100 % CDF –

S2 Constant load for short period, e.g. S2 – 30 min. Time under load

S3 Periodic intermittent duty without influence of starting (indexed operation), e.g. S3 – 40 % Cyclic duration factor CDF in % (referring to 10 min.)
S4 Periodic intermittent duty with influence of starting Cyclic duration factor CDF in %, starts per hour, load
torque and inertia moment

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

Sum of operating periods

DF = ⋅ 100 in %
Time cycle

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 brake
disc).
Jmot moment of inertia
J + JZus of motor in kgm2
FI = Mot
JMot Jzus external moment of inertia
referred to motor shaft in kgm2

203255k2.p65/0299

28
 2.7.14 External moments of inertia Determination of moment of inertia referred to motor shaft

of rotating masses
J1 ⋅ n12 + J2 ⋅ n22 + ⋅⋅⋅ JZus external moment
JZus = 2
n of inertia in kgm2
n motor speed in rpm
of masses in linear motion
91,2 ⋅ m ⋅ v 2 m weight in kg
JZus =
n2 v linear speed in m/s

Important for rotating bodies

Solid cylinder

J = 98 ⋅ ρ ⋅ L ⋅ D4a J moment of inertia in kgm2

r specific weight in kg/dm3
Hollow cylinder L length in m

(
J = 98 ⋅ ρ ⋅ L ⋅ D4a − Di4 ) Da
Di
outside diameter
inside diameter
in m
in m

2.7.15 Starting time

tA =
∑ J⋅n tA starting time in s
9,55 ⋅ (MA m ML ) MA starting torque in Nm
ML load torque in Nm

– ML when the load torque is opposed to the starting torque (hoisting).

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

2.7.16 Braking time tB =

∑ J⋅n tB braking time in s
(from beginning of brake 9,55 ⋅ (MB m ML )
MB brake torque in Nm
action)
+ ML when the load torque has a braking effect
(higher brake torque – hoisting).

– ML when the load torque is opposed to the brake torque

(overhauling loads – lowering).

n ⋅ tA
2.7.17 Starting revolutions zA = zA starting revolutions
60 ⋅ 2

n ⋅ tB n ⋅ tR
2.7.18 Braking revolutions zB = + zB braking revolutions
60 ⋅ 2 60
tR rotor return time in s

These values for tR are between

0,035 ... 0,11 sec. for sizes KB 71–125.
Exact values on request.
203255k2.p65/0299

29
 2.8 Motor selection 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 of
2.8.1 Ambient temperature 40 °C and up to an altitude of 1000 m above sea level. For higher coolant tempera-
and altitude tures, the given motor power must be reduced by factor kT, for installation altitudes
higher than 1000 m above sea level, it must be reduced by factor kH.

kT = Factor for non-standard coolant temperature kH = Factor for non-standard installation altitude

kT

1,0

2 and 4 poles
0,9

0,8

0,7
6 and 8 poles

0,6
12 poles

0,5

0,4

0,3
40 50 60 70 80
T [°C]

41217744.eps 41217544.eps

Depending on the motor frame size or number of poles, motors may be provided with
special windings for non-standard operating conditions.
Motor derating is not necessary if the ambient temperature (coolant temperature) is
lowered with the installation altitude according to the adjacent table.

Installation altitude above m 0 1000 2000 3000

up to m 1000 2000 3000 4000

Maximum coolant
temperature °C 40 32 24 16

This results in a permissible motor power of:

Pzul = PN ⋅ k T ⋅ k H

Abbreviation Description Unit

Pzul Permissible motor power kW

PN Rated power kW

kT Factor for non-standard coolant temperature –

kH Factor for non-standard installation altitude –

203255k2.p65/0299

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

30
 2.8.2 Determining the permissible
starting frequency
No-load starting frequency Z0 is specified in the motor power tables. The no-load
starting frequency defines how often a motor can accelerate the moment of inertia of
its rotor without load torque at 50 % CDF to its no-load speed within an hour. Permis-
sible starting frequency Z takes into account the load torque, the external moment of
inertia and the cyclic duration factor.
For frequencies other than 50 Hz, value z0 is recalculated according to the following
equation:

Abbreviation Description Unit

50 2 Hz 2 z0 No-load starting frequency from list at 50 Hz h-1
z0 X = z0 ⋅
2
fx fX New frequency other than 50 Hz Hz

z0X No-load starting frequency for new frequency h-1

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

tion:

Abbreviation Description Unit

z = z0 ⋅ k M ⋅ k FI ⋅ k P z Permissible starting frequency h-1

z0 No-load starting frequency from list at 50 Hz h-1

or
kM Load torque factor during acceleration –
z = z0 X ⋅ k M ⋅ k FI ⋅ k P kFI External moment of inertia factor –

kP Factor for required power and cyclic duration factor –

Acceleration torque External moment of inertia Required power and cyclic duration
factor
M JM
k M = 1− k FI =
MA JM + JZus
kM 1,0 k FI 1,0 1
kP P1/PN = 0 0,2 0,4 0,5
0,9 0,9 0,9 0,6
0,8 0,8
0,8 0,7
0,7 0,7
0,7
0,6 0,8
0,6
0,6
0,5 0,5
0,5 0,9
0,4 0,4
0,3
0,4
0,3 1,0
0,2 0,3
0,2
0,1 0,2 1,1
0,1
0,1 1,2
0 0
0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 0 20 40 60 80 100
M ED in %
MA 0
1 2 3 4 5
J Zus
JM

41217844.eps 41217944.eps 41652044.eps

kM = Factor for load torque during acceleration

k FI = Factor for the external moment of inertia
JM = Motor inertia
Jzus = External moment of inertia referred to the motor shaft
203255k2.p65/0299

31
 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, which
should 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 depending
on 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 guide
value for design purposes. If the calculated starting frequency is close to the required
value, you are advised to contact the technical department in our head office.
After determining the permissible motor starting frequency, check whether the brake is
also suitable.

203255k2.p65/0299

32
 2.9 Noise The noise levels of KB, SB motors are below the prescribed maximum values
according to EN 60034-9 / 05.96 (IEC 34-9)
(A-rated noise leveI).

2.10 Measurement of 1. Leave motor and driven machine for several hours in the test room, so that the
motor winding can assume the ambient temperature.
temperature rise
of windings 2. Measure winding resistance R1 and winding temperature (ambient temperature) T1.

3. Operate motor and driven machine until the resistance values stop rising.

4. Disconnect motor. Measure winding resistance R2 and temperature of cooling

medium (ambient temperature) Ta.

Temperature rise
R2 − R1
ϑ= ⋅ (235 + T1) + ( Ta − T1) [K ] T2 = ϑ + Ta
R1
should not exceed 105 K for insulation class F.

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

R2 Resistance of winding at the end of test in W

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

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

203255k3.p65/0299

33
 2.11 Winding protection
2.11.1 PTC thermistors PTC thermistors can be integrated into the winding for motor protection at an extra
price.
PTC thermistors to DIN 44081 are suitable for tripping devices with 2,5 V DC output
voltage and 4 kW tripping resistance.
The resistance for each PTC thermistor is between 10 and 250 W at temperatures of
–20 °C to qNat –20 °C (Nat = rated tripping temperature). The resistance of each PTC
thermistor changes in the kW range when the rated tripping temperature is reached.

Number of PTC thermistors:

• Motors with one winding: 3 PTC thermistors (1 per phase);
protection against overload, excessively high starting frequencies, two-phase 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, excessively
high starting frequency, inadequate cooling.
No protection against blocked rotor and two-phase starting.
• Special design (must be specified in the order):
3 PTC thermistors in the low-speed winding,
3 PTC thermistors in the high-speed winding,
protection against overload, excessively high starting frequency, two-phase start-
ing, inadequate cooling, blocked rotor.
Note: If, in addition to PTC thermistor switch-off, a warning is required when the
winding temperature is too high, an additional tripping device and double the
quantity of PTC thermistors are required. PTC thermistors used for warning
purposes are supplied with a rated tripping temperature 10 K lower than that
of PTC thermistors used for switching off. The required tripping devices must
be ordered separately.

2.11.2 Temperature detectors Bimetallic temperature detectors can be integrated in the winding to protect the motor
at an extra price.
Temperature detectors integrated in the motor winding are only suitable for protection
against thermal overload. Protection in the event of short circuit and a blocked rotor is
not provided since temperature detector tripping times are significantly longer than
those of PTC thermistors. The temperature detector type required depends on the
control voltage and control current.
The control voltage should not be less than 110 V and not exceed 250 V according to
EN 60204.
Number of temperature detectors:
• Motors with one winding:
1 temperature detector
• Motors with two windings:
2 temperature detectors;
– 1 temperature detector in the low-speed winding,
– 1 temperature detector in the high-speed winding.
• Special design (must be ordered separately):
3 temperature detectors in the low-speed winding,
3 temperature detectors in the high-speed winding.
Not possible for frame sizes < 90 for design reasons.
203255k3.p65/0299

34
 Connection diagram
L4 L1 L2 L3

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

S2 K1 K1 U V W
M
3 ~
101 102

A1 P1 (T1, Z1)
K1 H1 H2 F3 T>
A2 P2 (T2, Z2)

L5

Fig. 9 416 006 44.eps

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

Guide values for the required heating capacity:

Motor size KB, SB Heating capacity PH

W
71 ca. 25

80 ca. 35

90 ca. 45

100 ca. 60

112 ca. 85

125 ca. 120

140 ca. 160

160 ca. 200

180 ca. 270

200 ca. 350

225 ca. 500

For further details see list 030 403 84.

203255k3.p65/0299

35
 Anti-condensation heater
using the motor winding

For squirrel-cage motors: L1

L2
L3
AC heating
K1

F1
U

T2 T1

K3 K4
Fig. 10
416 007 44.eps F2
K2
U~ on
i~ request
U1 W1
K V1

L M
R M 3
DC heating W2
U2
V2
1 3 5
K7
2 4 6

L4
K5 S1 S3
U=

K1 K2

K6 K5 K6 S2 S4

K4 K3 K5 K6
Fig. 11
416 008 44.eps

R tot = 2 ⋅ Rphcold
K7 K1 K2 K3 K4 K5 K6
L5
U= = PH ⋅ 1,2 ⋅ R tot

Fig. 12 416 009 44.eps

PH
I= =
U=
Circuit diagram for anti-condensation heater. Heating by supplying the motor winding
with AC or DC resp.
Squirrel-cage motors:without K7 and R.
For slip-ring motors: Slip-ring motors: with K7 and R.

As for squirrel-cage motors, but with S1, S2, S3, S4 Push button
short-circuiting of rotor. K3, K4 Contactor forward, reverse
K1, K2, K7 On contactors
F1 Control fuses
K5, K6 Auxiliary contactors
R Slip-ring rotor starting resistor
T1 Transformer for heating with AC
T2 Transformer with rectifier for heating with DC
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 3 Microspeed units

3.1 Brief description,

application examples

Fig. 13
41239844.eps

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

speed of micromotor
The speed of the output shaft is now =
gear ratio of intermediate gear

With the micro motor power off or in the case of mains failure, the micro motor brake
stops the unit through the positive connection between main motor brake disc and
brake drum on the drive shaft of the intermediate gear.
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 3.1.1 Advantages Compared with pole-changing motors the microspeed units have the following
advantages:
• higher speed ratio
• precise stop with micro motor for positioning through reduction of effective load
inertia
• micro motor allows more starts per hour compared with slip-ring motors:
• microspeed constant, practically irrespective of the load

3.1.2 Application examples Multi-speed drives on machine tools

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

3.2 General information Main motor

3.2.1 Size symbols Intermediate gear
(Short form)
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.

3.2.2 Specifications, standards See corresponding motor type.

3.3 Electrical characteristics

3.3.1 Motor data For all technical data and other details concerning the electrical characteristics of main
and micro motor which are not mentioned in this list see the data lists of the corre-
sponding motor.
Consideration must be given to the fact that due to the gear ratio of the intermediate
gear many values of the micro motor change if referred to the main shaft. In this con-
nection see 3.8.5.
The data are based on a frequency of 50 Hz.

3.3.2 Connection Squirrel-cage motors are connected to direct-on-line starting. Y/D start is not permit-
ted since in the star connection the reduced axial thrust of the main motor requires a
weaker brake spring. A weaker brake spring would reduce the frictional torque be-
tween brake disc and brake drum, so much that the full output of the micro motor
could not be transmitted. The weaker brake spring necessary for the
Y/D connection of the micro motor would mean a correspondingly lower brake torque
for the entire unit.
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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 which
there are several possibilities:
• Fitting an infinitely variable mechanical gear between three-phase micro motor and
intermediate gearbox (on request).
• Control of three-phase micro motor by an inverter (on request).

3.4 Mechanical characteristics

3.4.1 Mounting For foot and flange mountings see mounting code.
When the required arrangement differs from the standard arrangement please state
the position of the terminal boxes and intermediate gear according to the mounting
code.
For vertical and inclined mountings see “Description” for motors.

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

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

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

Sizes and technical data

Main motor Separate fan size
Size D 04 D 05 D 06

100-140 x

160 x

180-225 x

Air flow Vmax m3/min 5,0 10 20

Increase in static pressure D pmax Pa 350 430 730

Output kW 0,07 0,13 0,5

Nominal current at 400 V 3 AC A 0,4 0,4 1,4

Weight kg 4,5 5 10,8

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.
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 3.5 Brake
3.5.1 Brake disc For main and micro motor
• Standard: light conical brake disc with low moment of inertia J

On request:
• Heavy conical brake disc with high moment of inertia J
J approximately 2 – 3 times motor J
Longer starting and braking time.

3.5.2 Brake torque reduction For main motor only advisable in the case of special technical requirements, e.g. travel
drives; for micro motor, brake torque reduction is possible, however, not for hoisting
operation.
For possibilities see 2.5.5.

3.5.3 To cancel brake action Fitting of additional equipment to micro motor (not for hoisting operation).
For possibilities see 2.5.6.
It must be checked whether it is possible to fit the unit to the motor on the basis of the
dimension drawings.

3.5.4 Additional equipment Additional equipment fitted to the micro motor (not for hoisting operation).
• Manual brake release attachment 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 1
main motor in microspeed unit
• Load lowering attachment for main motor LAF 1, 2, 3, 4
in microspeed unit
• Brake wear checking device radial for BVK radial
main motor in microspeed unit
• Brake release checking device radial for BLK radial
main motor in microspeed unit
It must be checked whether it is possible to fit the units to the motor on the basis of
the dimension drawings.

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

3.6 Intermediate gear, The intermediate gear is the mechanical link between micro and main motor. The
speed of the micro motor is reduced by the intermediate gear and then transmitted to
arrangement the 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-
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cated in the data lists.

40
 3.7 Geared microspeed The number of possible applications for microspeed units can be increased by fitting
an output gearbox to the main motor. The following gearboxes can be used:
units
• Old gearboxes
– double-stage spur wheel gearbox, range D
– triple-stage spur wheel gearbox, range T
– triple-stage offset gearbox, range AF
– double and triple-stage offset gearbox, range AFM
– triple-stage angular gearbox, range AFW

• New gearboxes
– double and triple-stage helical gearbox, ranges DG, DF
– double and triple-stage offset gearbox, ranges AU, AG, AF, AM
– double and triple-stage angular gearbox, ranges WU, WG, WF
In this connection see geared motors (catalogue with prices),
ident. no. 203 150 44.
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 3.8 Selecting a
microspeed unit
3.8.1 Symbols The following terms and abbreviations are used to facilitate the description of the
required microspeed unit. They are also mentioned in the data lists.

n1 = Speed at the main shaft during main motor operation

nH = n1 Main motor speed
The main motor speeds mentioned in the data lists are
approximately 2800, 1400, 900 and 700 rpm.
nF = n1 Micro motor speed
In general 4-pole micro motors for approximately
1400 rpm are mentioned in the data lists.
i = Gear ratio of the intermediate gear
nF
n2 = Speed at the main shaft during micro motor operation
i
The speed of the micro motor nF is reduced by the intermediate gear
according to gear ratio i and then transmitted to the main shaft.
P = Rated power of the main motor
MN = Rated torque of the main motor
MKU = Clutch torque

Micro motor nF

i
Main motor

n1
nH
n2

Intermediate gear

Fig. 14 41415644.eps
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 3.8.2 Selection from data list First select a main motor. To do this determine its approximate speed, e.g. 1400 rpm
and then use the corresponding data list to choose main motor output at a duty factor
of 100, 40, or 25 %. Next select the speed of the micro motor required at the main
shaft of the

speed ratio main motor/micro motor

= gear ratio of the intermediate gear.

Then read off micro motor size at the intersection of both lines and choose one of the
three duty factors for the micro motor.
For data of main and micro motors which are not mentioned in this list see the data list
of the corresponding motor.

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

3.8.3 Further possibilities For all empty spaces in the data list please consult us. The following not mentioned
for selection micro motors can also be used:

• Micro motors for a different duty factor, e.g. S 3 – 60 % or S 3 – 15 %

• 2-pole micro motors, especially for small main motors
• 6 and 8-pole micro motors, especially to reach wide speed ranges
• Pole-changing micro motors to obtain several microspeed steps
• Inverter-fed micro motors obtain an infinitely variable speed range during
microspeed operation.

Furthermore the main motor can be designed for a different duty factor, e.g. S 3 –
60% or S 3 – 15%.
The use of output gearboxes fitted to the microspeed unit increases the number of
possible applications (in this connection see section 3.7).
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 3.8.4 Selection without microspeed The selection of a microspeed unit can also be made without the microspeed unit data
unit data lists lists:

1. Select main motor from its data list.

2. Determine gear ratio of the intermediate gear.
3. Determine micro motor from its data list.

Taking account of the following facts:

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

4. Checking mechanical fitting possibilities according to mounting code and find the
size of the intermediate gear.
5. For all other data see data lists of the corresponding motor.

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

3.8.6 Determination of exact speeds Main motor:

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

Micro motor:
The exact microspeed (speed of micro motor referred to main shaft) is obtained as
follows:
• Determine rated speed of micro motor from motor data list.
• Take account of actual micro motor loading.
• Divide this speed by the exact gear ratio.
Printed in Germany DZS/0299/3T
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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.