Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280

15 Dimension sheets for brake controllers

15 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280

General On request, SEW-EURODRIVE motors and gearmotors are supplied with an integrated
mechanical brake. The brake is a DC-operated electromagnetic disk brake that is re-
leased electrically and applied using spring force. The brake is applied in case of a pow-
er failure. It meets the basic safety requirements.

The brake can also be released mechanically if equipped with manual brake release.
Two options are available for manual brake release:
1. With automatic manual brake release (..HR), a hand lever is supplied.
2. With lock-type manual brake release (..HF), a setscrew is supplied.

The brake is controlled by a brake controller that is either installed in the motor wiring
space or the control cabinet.

A main advantage of brakes from SEW-EURODRIVE is their very short design. The
brake bearing end shield is a part of both the motor and the brake. The integrated con-
struction of the brakemotor permits particularly compact and sturdy solutions.

Short response A characteristic feature of the brake is the patented two-coil system. This system com-
times prises the accelerator coil BS and the coil section TS. The special SEW-EURODRIVE
brake control system ensures that, when the brake is released, the accelerator coil is
switched on first with a high current inrush, after which the coil section is switched on.
The result is a particularly short response time when releasing the brake. The brake disk
moves clear very swiftly and the motor starts up with hardly any brake friction.
This principle of the two coil system also reduces self-induction so that the brake is ap-
plied more rapidly. The result is a reduced braking distance. The brake can be switched
off in the DC and AC circuit to achieve particularly short response times when applying
the brake, for example in hoists.

Emergency stop features

In hoist applications, the limits of the permitted maximum braking work (including emer-
gency stops) may not be exceeded. In other applications, such as in travel drives with
reduced braking torques, significantly higher values are permitted depending on the
specific case. Please consult SEW-EURODRIVE if you need values for increased emer-
gency stop braking work.

Brake control
Various brake controllers are available for controlling disk brakes with a DC coil, de-
pending on the requirements and the operating conditions. All brake control systems are
fitted as standard with varistors to protect against overvoltage. For detailed information
on brakes from SEW-EURODRIVE, refer to the publication "Drive Engineering – Practi-
cal Implementation – SEW Disk Brakes."
The brake control systems are either installed directly on the motor in the wiring space
or in the control cabinet. For motors of thermal class 180 (H), the control system must
be installed in the control cabinet.

444 MOT1 – AC Motors

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
Principles of the SEW brake
15

15.1 Principles of the SEW brake 1

Basic structure The SEW brake is an electromagnetic disk brake with a DC coil that releases electrically
and brakes using spring force. The system meets all fundamental safety requirements: 2
The brake is applied automatically if the power fails.
The principal parts of the brake system are the brake coil itself [8] (accelerator coil + coil 3
section = holding coil), comprising the brake coil body [9] with an encapsulated winding
and a tap, the moving pressure plate [6], the brake springs [7], the brake disk [1] and the
brake endshield [2]. 4
A characteristic feature of SEW brakes is their very short length: The brake endshield is
a part of both the motor and the brake. The integrated design of the SEW brakemotor 5
makes for particularly compact and sturdy solutions.
6
Basic functions In contrast to other disk brakes with a DC coil, the SEW brakes operate with a two coil
system. The pressure plate is forced against the brake disk by the brake springs when 7
the electromagnet is deenergized. The brake is applied to the motor. The type and num-
ber of brake springs determines the braking torque. When the brake coil is connected to
the appropriate DC voltage, the spring force [4] is overcome by magnetic force [11], 8
thereby bringing the pressure plate into contact with the coil body. The brake disk moves
clear and the rotor can turn. 9
[1] [6]
10
[2]
[8] 11

[3] [9] 12

[10] 13

14

15
[11]

[7] 16

17

[4] [5]
18
56912AXX

[1]
[2]
Brake disk
Brake endshield
[7] Brake spring
[8] Brake coil
19
[3] Driver [9] Brake coil body
[4] Spring force [10] Motor shaft
[5] Working air gap [11] Electromagnetic force 20
[6] Pressure plate

21
Particularly short See section "Particularly short response times at switch-on" page 232.
response times at 22
switch-on

MOT1 – AC Motors 445

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
15 Details of the SEW brake system

15.2 Details of the SEW brake system

Brake BMG02 The BMG02 brake is used in AC brakemotors of size DT56.
The BMG02 brake is only available as a complete spare part.
Main features of the brake:
• Brake coil with tap
• Preassembled unit
• Movable pressure plate
• Plug connector (contact box) for simple electrical contacting
• The number of brake springs determines the braking torque

[1] [2] [3] [4] [5] [6] [7]

[8]

[13] [12] [11] [10] [9]

56928AXX

[1] Brake bearing end shield [8] Fan

[2] Brake disk (complete) [9] Retaining ring
[3] Pressure plate [10] Brake coil
[4] Hand lever [11] Brake spring
[5] Release lever [12] Carrier
[6] Retaining screw [13] Friction plate
[7] Fan guard

446 MOT1 – AC Motors

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
Details of the SEW brake system
15

Brake BR03 The BR03 brake is used in AC brakemotors of size DR63. The BR brake can be installed 1
mechanically or electrically and is then ready for operation. The BR03 brake is only
available as a complete spare part. The guide ring [3] allows for a very compact design.
2
Main features of the brake:
• Brake coil with tap
3
• Movable pressure plate
• Plug connector (contact box) for simple electrical contacting 4
• The number of brake springs determines the braking torque
5
[1] [2] [3] [4] [5] [6] [7] [8]
6

8
[B] [15] [16]
9

10

11

12

13

[14] [13] [A] [12] [11] [10] [9] [17]

14
56984AXX
15
[1] Brake bearing end shield [10] Brake coil
[2] Contact box [11] Brake disk
[3] Guide ring
[4] Magnet
[12] Friction plate
[13] Carrier
16
[5] Hand lever [14] Clip
[6] Release lever [15] Conical spring
[7] Fan [16] Hex nut 17
[8] Fan guard [17] Retaining screws
[9] Brake spring [A] Working air gap
[B] Floating clearance of the manual brake release 18

19

20

21

22

MOT1 – AC Motors 447

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
15 Brake control system

15.3 Brake control system

Various brake controllers are available for controlling disk brakes with a DC coil, de-
pending on the requirements and the operating conditions. All brake control systems are
fitted as standard with varistors to protect against overvoltage.
The brake control systems are either installed directly on the motor in the wiring space
or in the control cabinet. For motors of thermal class 180 (H), the control system must
be installed in the control cabinet.

Brake control The supply voltage for brakes with an AC connection is either supplied separately or tak-
system in the en from the supply system of the motor in the wiring space. Only motors with a fixed
wiring space speed can be supplied from the motor supply voltage. With pole-changing motors and
for operation with a frequency inverter, the supply voltage for the brake must be supplied
separately.
Furthermore, bear in mind that the brake response is delayed by the residual voltage of
the motor if the brake is powered by the motor supply voltage. The brake application
time t2I specified in the technical data for cut-off in the AC circuit applies to a separate
supply only.

Motor wiring The following table lists the technical data of brake control systems for installation in the
space motor wiring space and the assignments with regard to motor size and connection tech-
nology. The different housings have different colors (= color code) to make them easier
to distinguish.
Holding
Type Function Voltage current Type Part number Color code
IHmax [A]
AC 90...500 V 1.2 BG 1.2 826 992 0 Black
AC 24...500 V 2.4 BG 2.4 827 019 8 Brown
BG One-way rectifier
AC 150...500 V 1.5 BG 1.5 825 384 6 Black
AC 24...500 V 3.0 BG 3 825 386 2 Brown
One-way rectifier with AC 150...500 V 1.5 BGE 1.5 825 385 4 Red
BGE
electronic switching AC 42...150 V 3.0 BGE 3 825 387 0 Blue
AC 90...500 V 1.0 BG1.2 + SR 11 826 992 0 + 826 761 8
AC 42...87 V 1.0 BG2.4 + SR 11 827 019 8 + 826 761 8
1.0 BGE 1.5 + SR 11 825 385 4 + 826 761 8
One-way rectifier + current AC 150...500 V 1.0 BGE 1.5 + SR 15 825 385 4 + 826 762 6
BSR relay for cut-off in the DC
circuit 1.0 BGE 1.5 + SR 19 825 385 4 + 826 246 2
1.0 BGE 3 + SR11 825 387 0 + 826 761 8
AC 42...150 V 1.0 BGE 3 + SR15 825 387 0 + 826 762 6
1.0 BGE 3 + SR19 825 387 0 + 826 246 2
AC 90...150 V 1.0 BG 1.2 + UR 11 826 992 0 + 826 758 8
One-way rectifier + voltage AC 42...87 V 1.0 BG 2.4 + UR 11 827 019 8 + 826 758 8
BUR relay for cut-off in the DC AC 150...500 V 1.0 BG 1.2 + UR 15 826 992 0 + 826 759 6
circuit AC 150...500 V 1.0 BGE 1.5 + UR 15 825 385 4 + 826 759 6
AC 42...150 V 1.0 BGE 3 + UR 11 825 387 0 + 826 758 8
BS Varistor protection circuit DC 24 V 5.0 BS24 826 763 4 Aqua
BSG Electronic switching DC 24 V 5.0 BSG 825 459 1 White

448 MOT1 – AC Motors

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
AC brakemotors DR/DT...BR/BMG
15

Control cabinet The following table lists the technical data of brake control systems for installation in the 1
control cabinet and the assignments with regard to motor size and connection technol-
ogy. The different housings have different colors (= color code) to make them easier to
distinguish. 2
Holding cur-
Type Function Voltage rent Type Part number Color code 3
IHmax [A]
AC 150...500 V 1.5 BMS 1.5 825 802 3 Black
BMS One-way rectifier as BG
AC 42...150 V 3.0 BMS 3 825 803 1 Brown
4
One-way rectifier with electronic AC 150...500 V 1.5 BME 1.5 825 722 1 Red
BME
switching as BGE AC 42...150 V 3.0 BME 3 825 723 X Blue 5
One-way rectifier with electronic AC 150...500 V 1.5 BMH 1.5 825 818 X Green
BMH
switching and heating function AC 42...150 V 3 BMH 3 825 819 8 Yellow
One-way rectifier with electronic AC 150...500 V 1.5 BMP 1.5 825 685 3 White
6
BMP switching, integrated voltage relay
for cut-off in the DC circuit AC 42...150 V 3.0 BMP 3 826 566 6 Light blue
One-way rectifier with electronic AC 150...500 V 1.5 BMK 1.5 826 463 5 Aqua
7
BMK switching, DC 24 V control input and
cut-off in the DC circuit AC 42...150 V 3.0 BMK 3 826 567 4 Bright red
Brake control unit with electronic
8
BMV switching, DC 24 V control input and DC 24 V 5.0 BMV 13000063 White
fast cut-off
9
15.4 AC brakemotors DR/DT...BR/BMG
10
The BR03 brake is only used for size DR63.... For size DT56, BMG is used.
SEW brakemotors are characterized by the fact that the brake is integrated in the motor, 11
resulting in a very short, compact design.
Various brake control systems for installation in the terminal box, with plug connection 12
or in the control cabinet mean that the optimum solution can be found for all applications
and conditions.
The standard type is supplied unless particular requirements are made.
13

14
Standard brake A standard brakemotor is a brakemotor supplied with a terminal box and, with one ex-
control system ception, with built-in brake control systems. The standard type is delivered ready for con-
nection. 15
The motor connection voltage and the brake voltage are usually specified by the cus-
tomer. If the customer does not supply the relevant information, the phase voltage is se- 16
lected automatically for single-speed motors and the line voltage for pole-changing mo-
tors. The table below lists the standard AC brakemotors.
17
Motor type AC connection DC 24 V connection
DT56..BMG 18
BG No control unit1)
DR63..BR
1) The overvoltage protection must be implemented by the customer, for example using varistors.
19

20

21

22

MOT1 – AC Motors 449

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
15 AC brakemotors DR/DT...BR/BMG

Either cut-off in the AC circuit or cut-off in both the DC and AC circuits is possible with
standard types for AC connection.
The brake voltage can either be supplied separately (particularly with pole-changing mo-
tors) or taken directly from the motor terminal board (with single-speed motors).
The response times t2I for cut-off in the AC circuit apply to the separate power supply.
With the terminal board connection, switching the motor off with remanent energization
leads to a further delay before the brake is applied.
The specified brake control systems have powerful overvoltage protection for the brake
coil and switching contact.
No brake control is supplied with the standard version for DC 24 V voltage supply of
DT56..BMG and DR63..BR motors. The customer must install suitable overvoltage pro-
tection.

[1]

WH RD BU

1a 2a 3a 4a 5a

[2]

+ -
DC 24 V
56575AXX

[1] Brake coil

[2] Varistor
WH = White
RD = Red
BU = Blue

Example: Varistor for protecting the brake coil

Varistor type Manufacturer
SIOV-S10 K300 EPCOS
10M 250 VB Conradty

450 MOT1 – AC Motors

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
AC brakemotors DR/DT...BR/BMG
15

Brakemotors for The SEW modular concept for brakemotors permits a wide variety of versions using 1
special require- electronic and mechanical options. The options include special voltages, mechanical
ments manual brake release, special types of protection, plug connections and special brake
control systems (see the 'Gearmotor' catalog). 2

3
High switching A high switching frequency in combination with significant external mass moments of in-
frequency ertia is often a requirement for brakemotors.
In addition to the basic thermal suitability of the motor, the brake needs to have a re-
4
sponse time t1 short enough to ensure that it is already released when the motor starts.
At the same time, the acceleration required for the mass moment of inertia also has to 5
be taken into account. Without the usual startup phase when the brake is still applied,
the temperature and wear balance of the SEW brake permits a high switching frequen-
cy.
6
Motors DV250..BMG and DV280...BMG are designed for a high switching frequen-
cy as standard. 7

8
High stopping Positioning systems require high stopping accuracy.
accuracy Due to their mechanical principle, the degree of wear on the linings and on-site physical
peripheral conditions, brakemotors are subject to an empirically determined braking dis- 9
tance variation of ± 12 %. The shorter the response times, the smaller the absolute value
of the variation. 10
Cut-off in the DC and AC circuits makes it possible to shorten the brake application time
t2II considerably (see the section "Technical Data" page 455). 11

Cut-off in the DC and AC circuits with mechanical contact: 12

The section 'Standard brake controller' page 449 already refers to the possibility of
achieving this solution by conventional means by using an extra contact. 13

Cut-off in the DC and AC circuits with electronic relay in the terminal box: 14
The BSR and BUR brake control systems offer sophisticated options involving an elec-
tronic, wear-free contact with minimum wiring. Both control systems are made up of 15
BGE (BG for size 64) and either the SR current relay or UR voltage relay.
BSR is only suitable for single-speed motors. BUR can be installed universally if
16
it has a separate power supply.
When ordering the brakemotor, it is sufficient to specify BSR or BUR in conjunction with
the motor or brake voltage. The SEW order processing system assigns a suitable relay. 17
Refer to page 448 ff for relay retrofitting options suited to the motor and voltage. The
electronic relays can switch up to 1 A brake current and thereby limit the selection to 18
BSR and BUR.
19

20

21

22

MOT1 – AC Motors 451

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
15 AC brakemotors DR/DT...BR/BMG

Principle and The BSR brake control system combines the BGE control unit with an electrical current
selection of the relay. With BSR, the BGE (or BG) is supplied with voltage directly from the terminal
BSR brake control board of a single-speed motor, which means that it does not need a special supply ca-
system ble.
When the motor is disconnected, the motor current is interrupted practically instanta-
neously and is used for cut-off in the DC circuit of the brake coil via the SR current relay.
This feature results in particularly fast brake application despite the remanence voltage
at the motor terminal board and in the brake control system.
The brake voltage is defined automatically on the basis of the motor phase voltage with-
out further customer data (e.g. motor 230 V / 400 V 댴, brake 230 V). As an option, the
brake coil can also be configured for the line-to-line voltage (e.g. motor 400 V 댴, brake
400 V).
The following table takes the brake current and the motor current into account for the
assignment of the SR relay.
BSR (BGE + SR..) for motor voltage (AC V) in W connection

234 - 261
208 - 233

262 - 293
294 - 329
186 - 207

370 - 414
148 - 164
165 - 185

330 - 369

465 - 522
523 - 690
415 - 464
117 - 131
132 - 147
105 - 116
Motor 93 - 104
40 - 58
59 - 66
67 - 73
74 - 82
83 - 92

DR63..BR

SR11 SR15 SR19 Not possible

TIP
Motor sizes 250/280 are offered without BSR.

Principle and The BUR brake control system combines the BGE (BG) control unit with an electronic
selection of the voltage relay. In this case, the BGE (or BG) control unit has a separate voltage supply
BUR brake control because there is no constant voltage at the motor terminal board (pole-changing motors,
system motor with frequency inverters) and because the remanence voltage of the motor (sin-
gle-speed motor) would cause a delay in the brake application time. With cut-off in the
AC circuit, the UR voltage relay triggers cut-off in the DC circuit of the brake coil almost
instantaneously and the brake is applied very quickly.
The brake voltage is defined automatically on the basis of the motor phase voltage with-
out further customer data. Optionally, other brake voltages can be defined in accor-
dance with the following table.
BUR (BGE + UR..) for brake control system (AC V)
234 - 261
208 - 233

262 - 293
294 - 329
186 - 207

370 - 414
148 - 164
165 - 185

330 - 369

465 - 522
523 - 690
415 - 464
117 - 131
132 - 147
105 - 116
93 - 104

Motor
40 - 58
59 - 66
67 - 73
74 - 82
83 - 92

DR63..BR

UR11 UR15 Not possible

452 MOT1 – AC Motors

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
AC brakemotors DR/DT...BR/BMG
15

1
TIP
2
Motor sizes 250/280 cannot be combined with a UR.

Increased ambient In addition to the basic considerations, increased ambient temperature, insufficient sup-
5
temperature or ply of cooling air and/or thermal class H are valid reasons for installing the brake control
restricted system in the control cabinet.
ventilation Only brake control systems with electronic switching are used in order to ensure reliable 6
switching at higher winding temperatures in the brake.
Use of BGE, BME or BSG is stipulated instead of BG, BMS or DC 24 V direct con- 7
nection for the special case of "electrical brake release when motor is at stand-
still" for motor sizes 71-100. 8
Special versions of brakemotors for increased thermal loading have to be equipped with
brake control systems in the control cabinet.
9

Low and fluctuat- Brakemotors for low and fluctuating ambient temperatures e.g for use outdoors, are ex- 10
ing ambient posed to the dangers of condensation and icing. Functional limitations due to corrosion
temperatures and ice can be counteracted by using the BMH brake control with the additional function
"anti-condensation heating". 11
The heating function is activated externally. As soon as the brake has been applied and
the heating function switched on during lengthy breaks, both coil sections of the SEW 12
brake system are supplied with reduced voltage in an inverse-parallel connection by a
thyristor operating at a reduced control factor setting. On the one hand, this practically 13
eliminates the induction effect (brake does not release). On the other hand, it gives rise
to heating in the coil system, increasing the temperature by approx. 25 K in relation to
the ambient temperature. 14
The heating function (via K16 in the sample circuits) must be ended before the brake
starts its normal switching function again. 15
BMH is available for all motor sizes and is only mounted in the control cabinet.
16
Brake control sys- The SEW brake control systems are also available for control cabinet installation. The
tem in the control following aspects favor control cabinet installation: 17
cabinet • Unfavorable ambient conditions at the motor (e.g. motor with thermal class H, high
ambient temperature > 40 °C, low ambient temperatures, etc.) 18
• Connections with cut-off in the DC circuit by means of a switch contact are less com-
plicated to install in the control cabinet 19
• Easier access to the brake control system for service purposes
When the brake control system is installed in the control cabinet, 3 cables must always 20
be routed between the brake coil and the control system. An auxiliary terminal strip with
5 terminals is available for connection in the terminal box.
21
The table below gives an overview of all brake control systems available for control cab-
inet installation. With the exception of BSG, all units are delivered with housings for top
hat rail mounting. 22

MOT1 – AC Motors 453

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
15 AC brakemotors DR/DT...BM(G) with frequency inverter

Brake control system in the control cabinet

Brakemotor type
For AC connection For DC 24 V connection
BSG
DR63..BR03 BMS, BME, BMH, BMP, BMK
BMV
DV250..BMG
BME -
DV280..BMG

Multi-motor opera- Brakes must be switched at the same time in multi-motor operation. The brakes must
tion of brakemotors also be applied together when a fault occurs in one brake.
Simultaneous switching can be achieved by connecting any particular group of brakes
in parallel to one brake control system.
When several brakes are connected in parallel to the same brake rectifier, the total
of all the operating currents must not exceed the rated current of the brake control
system.

TIP
If a fault occurs in one brake, all brakes must be cut-off in the AC circuit.

15.5 AC brakemotors DR/DT...BM(G) with frequency inverter

Important: The supply voltage for the brake must always be routed separately. It
cannot be taken from the terminal board of the motor due to the variable motor
supply voltage.
Under normal circumstances in the frequency inverter mode of the motor, the mechan-
ical brake only displays the characteristics of a holding brake for holding a position which
has been reached and of a security brake for an emergency (emergency stop). Conse-
quently, its size is determined by a defined number of emergency stop braking opera-
tions of the drive at full load from maximum speed.
The brake command is always issued to the frequency inverter simultaneously with the
stop command without any delay. It is beneficial and recommended for this command
to be generated by the frequency inverter itself. Internal interlocks in the frequency in-
verter ensure the precise moment is selected. This allows the load to be safely taken
over by the mechanical brake, thereby avoiding, for example, any sag on hoist drives.
The table below gives an overview of all brake control systems possible in conjunction
with frequency inverter supply to the motor.
Brakemotor type Terminal box installation Control cabinet installation
BG, BUR BMS, BME, BMP, BMH
DR63..BR03
No control unit BSG, BMV
DV250..BMG
BGE BME
DV280..BMG

454 MOT1 – AC Motors

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
Block diagrams
15

15.6 Block diagrams 1

For block diagrams and a key, see chapter "Brake control block diagrams" on page
253 ff. 2

15.7 Technical data 3

Technical data of BR/BMG/BE brakes for DT/DR series AC motors
The following table lists the technical data of the brakes. The type and number of brake
4
springs determines the level of the braking torque. Maximum braking torque MB max is
installed as standard, unless specified otherwise in the order. Other brake spring com- 5
binations can result in reduced braking torque values MB red.

W t2 6
Brake For motor MB max Reduced braking torques MB red t1 PB
[106 t2II t 2I
Type size [Nm] [Nm] [10-3s] [W]
J] [10-3s] [10-3s]
7
BMG02 DT56 1.2 0.8 15 28 10 100 25
BR03 DR63 3.2 2.4 1.6 0.8 200 25 3 30 26
8
MB max Maximum braking torque
MB red Reduced braking torque
9
W Braking work until maintenance
t1 Response time
10
t2 I Brake application time for cut-off in the AC circuit
t2II Brake application time for cut-off in the DC and AC circuits
PB Braking power
11
The response and application times are recommended values in relation to the maximum braking torque.
12

Table for setting different braking torques for type BMG/BR03

13
d
Number
Mount- Brak-
Brake ing on ing
and type of Part (order) no. and brake spring 14
Da

brake dimensions
motor torque
springs
Lo
15
Normal Part no.
[Nm] Nor- Red Lo Da d w Part no. Brake
mal
Lo Da d w spring 16
3.2 6 -
2.4 4 2 17
BR03 DR63 32 7 0.9 13.5 01858157 32 7 0.65 13.5 01858734
1.6 3 2
0.8 - 6 18
600 8 -
500 6 2 19
DV250
BMG61 400 4 4
DV280
300 4 - 20
200 - 8
59.7 24 4.8 8 01868381 59.5 24 4.0 9.5 0186839x
1200 8 -
21
1000 6 2
DV250
BMG122 800 4 4
DV280 22
600 4 -
400 - 8

MOT1 – AC Motors 455

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
15 Technical data

Brake coil resistance

BMG02 / BR03
Brake BMG02 BR03
Max. braking torque [Nm] 1.2 3.2
Coil power [W] 25 26
Voltage VN BS TS BS TS
AC V DC V RB RT RB RT
24 8.46 24.2 6.0 18.0
24 (23-26) 10 0.95 2.8
42 (40-45) 18 3.0 8.9
60 (57-63) 24 6.0 18.0
110 (99-110) 44 19.0 56.5
120 (111-123) 48 23.9 71.2
133 (124-138) 54 30.1 89.6
208 (194-217) 85 75.6 225
230 (218-243) 96 121 345 95.2 283
254 (244-273) 110 120 357
290 (274-306) 125 151 449
318 (307-343) 140 190 565
360 (344-379) 150 239 712
400 (380-431) 170 374 1070 301 896
460 (432-484) 190 379 1128
500 (485-542) 217 576 1650

RD

RB
WH

RT
BU

BS Accelerator coil
TS Coil section
RB Accelerator coil resistance at 20 °C [Ω]
RT Coil section resistance at 20 °C [Ω]
UN Rated voltage (rated voltage range)
RD Red
WH White
BU Blue

456 MOT1 – AC Motors

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
Technical data
15

BMG61/122 1

Brake BMG61/122 2
Max. braking torque [Nm] 600 / 1200
Coil power [W] 195
VN BS TS
3
AC V RB RT
208 (194-217) 4.0 32.6 4
230 (218-243) 5.0 41.0
254 (244-273) 6.3 51.6
290 (274-306) 7.9 65
5
318 (307-343) 10.0 81.8
360 (344-379) 12.6 103 6
400 (380-431) 15.8 130
460 (432-484) 19.9 163
500 (485-542) 25.1 205
7
575 (543-600) 31.6 259
8
RD
9
RB
WH
10
RT
BU
11
BS Accelerator coil
TS Coil section 12
RB Accelerator coil resistance at 20 °C [Ω]
RT Coil section resistance at 20 °C [Ω]
UN
RD
Rated voltage (rated voltage range)
Red
13
WH White
BU Blue
14

15

16

17

18

19

20

21

22

MOT1 – AC Motors 457

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
15 Technical data

BR1 / BR2 / BR8

Brake BR1 BR2 BR8

Max. braking torque [Nm] 20 40 90
Coil power [W] 45 55 75
Voltage VN BS TS BS TS BS TS
AC V DC V RB RT RB RT RB RT
24 3.7 11.2 3.3 9.8 1.4 7.2
110 (98-110) 11.8 35.4 10.5 31 4.4 22.7
230 (217-242) 59.2 178 52.6 156 21.9 114
400 (385-431) 187 561 158 469 69.3 359
460 (432-484) 236 707 199 590 87.2 452

RD

RB
WH

RT
BU

BS Accelerator coil
TS Coil section
RB Accelerator coil resistance at 20 °C [Ω]
RT Coil section resistance at 20 °C [Ω]
UN Rated voltage (rated voltage range)
RD Red
WH White
BU Blue

458 MOT1 – AC Motors

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
Technical data
15

Permitted braking work of BM(G), BR and BE brakes for AC motors and asynchronous servomotors 1
If you are using a brakemotor, you have to check whether the brake is approved for use
with the required switching frequency Z. The following diagrams show the permitted
braking work Wmax per braking operation for different brakes and rated speeds. The val- 2
ues are given with reference to the required switching frequency Z in cycles/hour (1h).
Example: The rated speed is 1500 min-1 and the brake BM 32 is used. At 200 braking 3
operations per hour, the permitted braking work per braking operation is 9000 J.
Wmax Wmax 4
6
3000 1/min 6
1500 1/min
10 10
5
J J

10
5
10
5
6

4 BR 03 4
BR 03 7
10 10 BMG02

8
3 3
10 10
9

10
2
10
2
10

11
10 2 3 4
10 2 3 4
1 10 10 10 c/h 10 1 10 10 10 c/h 10
Z Z 12
65515axx

Wmax Wmax 13
6
1000 1/min 6
750 1/min
10 10
J J 14
5 5
10 10 15

10
4
BR 03
10
4
BR 03
16

17
3 3
10 10
18
2 2
10 10 19

10 10 20
2 3 4 2 3 4
1 10 10 10 c/h 10 1 10 10 10 c/h 10
Z Z 21
65516axx

22

MOT1 – AC Motors 459

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
15 Project planning information

BMG61, BMG122 Contact SEW-EURODRIVE for the values for the permitted braking work of the BMG61
and BMG122 brakes.

Working air gap for SEW brakes

Working air gap [mm]

Motor size Brake type
New value1) Adjust at
250/280 BMG122 min 0.4 max 1.2
1) The measured value can differ from the specified value by 0.1 mm after the test run

TIP
An air gap setting is not required for BR brakes.

15.8 Project planning information

The size of the brakemotor and its electrical connection must be selected carefully to
ensure the longest possible service life.
The following aspects must be taken into account:
• Selection of the brake and braking torque in accordance with the project planning
data (motor selection)
• Determining the brake voltage
• Selection of the brake control system and connection type
• Size and routing of the cable
• Selection of the brake contactor
• Design specifications
• Motor protection switch if necessary to protect the brake coil

460 MOT1 – AC Motors

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
Project planning information
15

Protective circuit Motor protection switches (e.g. ABB type M25-TM) are suitable as protection against 1
breaker short circuits for the brake rectifier and thermal protection for the brake coil.
Select or set the motor protection switch to 1.1 x IBrake holding current (r.m.s. value). For 2
holding currents, see chapter 12.5.
Motor protection switches are suitable for all brake rectifiers in the control cabinet (im-
3
portant: except for the BMH heating function) and in the terminal box with separate volt-
age supply.
Advantage: Motor protection switches prevent the brake coil from being destroyed when 4
a fault occurs in the brake rectifier or when the brake coil is connected incorrectly (keeps
costs resulting from repairs and downtimes low). 5
L1 L2 (N)
6
1 2 3 21 13

22 14
G1 7
I> I> I>
4 5 6

10

11

12
1
13
1a 2
2a 3 BME
WH [1] BMS 14
3a 4
M RD
BMP
4a 13 BMK
3
BU 5a 14 15
15

16

17

18

19

20
WH 1 BG
M 2 BGE
RD 3
3 4
21
BU
5

58075AXX 22
[1] Customers are responsible for connecting terminals 3 and 4.

MOT1 – AC Motors 461

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
15 Project planning information

Selection of the brake and braking torque in accordance with the project planning data (motor
selection)
The mechanical components, brake type and braking torque are determined when the
drive motor is selected. The drive type or application areas and the standards that have
to be taken into account are used for the brake selection.
Selection criteria:
• AC motor with one speed / pole-changing motor
• Speed-controlled AC motor with frequency inverter
• Servomotor
• Number of braking operations during service and number of emergency braking
operations
• Working brake or holding brake
• Amount of braking torque ("soft braking"/"hard braking")
• Hoist application
• Minimum/maximum deceleration

Values deter-
mined/calculated
Basic specification Link / addition / comment
during motor
selection: Motor type Brake type/brake controller
Braking torque1) Brake springs
Brake application time Connection type of the brake control system (important for the electrical design
for wiring diagrams)
Braking time
Braking distance The required data can only be observed if the aforementioned parameters meet
Braking deceleration the requirements
Braking accuracy
Braking work
Maintenance interval (important for service)
Brake service life
1) The braking torque is determined from the requirements of the application with regards to the maximum
deceleration and the maximum permitted distance or time.

For detailed information on selecting the size of the brakemotor and calculating the brak-
ing data, refer to the documentation Drive Engineering - Practical Implementation "Proj-
ect Planning for Drives".

Determining the The brake voltage should always be selected on the basis of the available AC supply
brake voltage voltage or motor operating voltage. This means the user is always guaranteed the most
cost-effective installation for lower braking currents.
In the case of multi-voltage types for which the supply voltage has not been defined
when the motor is purchased, the lower voltage must be selected in each case in order
to achieve feasible connection conditions when the brake control system is installed in
the terminal box.
Extra-low voltages are often unavoidable for reasons of safety. However, they demand
a considerably greater investment in cables, switchgear, transformers as well as rectifi-
ers and overvoltage protection (e.g. for direct DC 24 V supply) than for connection to the
supply voltage.
With the exception of BG and BMS, the maximum current flowing when the brake
is released is 8.5 times the holding current. The voltage at the brake coil must not
drop below 90 % of the rated voltage.

462 MOT1 – AC Motors

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
Project planning information
15

Selecting and a) Selecting the cable 1

routing the cable Select the cross section of the brake cable according to the currents in your application.
Observe the inrush current of the brake when selecting the cross section. When taking 2
the voltage drop into account due to the inrush current, the value must not drop below
90 % of the rated voltage. The data sheets for the brakes (see the section Technical Da-
ta) provide information on the possible supply voltages and the result operating currents. 3
Refer to the table below for a quick source of information for selecting the size of the
cable cross sections with regard to the acceleration currents for cable lengths ≤ 50 m. 4
Minimum cross section in mm2 (AWG) of the brake cables for cable lengths ≤ 50 m
and brake voltage (AC V) 5
Brake type
42 48 56 110 125-153 175-200 230 254-500
DC24V
6
BR03
BMG05
BMG1
7
2.5 (12)
BMG2 1.5 (16)
BMG4 4 (10) 8
BMG8 4 (10)
BM15 9
Not available 10 (8) 2.5 (12)
BM 30 - 62
BMG61-122 2.5 (12) 10
Values in brackets = AWG (American Wire Gauge)
11
Conductor cross sections of max. 2.5 mm2 can be connected to the terminals of
the brake control systems. Intermediate terminals must be used if the cross sec- 12
tions are larger.
13
b) Routing information:
Brake cables must always be routed separately from other power cables with 14
phased currents unless they are shielded.
Ensure adequate equipotential bonding between the drive and the control cabinet 15
(for an example, see the documentation Drive Engineering - Practical Implemen-
tation "EMC in Drive Engineering").
16
Power cables with phased currents are in particular
• Output cables from frequency inverters and servo controllers, soft start units and 17
brake units
• Supply cables to braking resistors
18

19

20

21

22

MOT1 – AC Motors 463

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
15 Project planning information

Selection of the In view of the high current loading and the DC voltage to be switched at inductive
brake contactor load, the switchgear for the brake voltage and cut-off in the DC circuit either has
to be a special DC contactor or an adapted AC contactor with contacts in utiliza-
tion category AC 3 to EN 60947-4-1.
It is simple to select the brake contactor for supply system operation:
• For the standard voltages AC 230 V or AC 400 V, a power contactor with a rated pow-
er of 2.2 kW or 4 kW for AC-3 operation is selected.
• The contactor is configured for DC3 operation with DC 24 V.

When the applications require cut-off in the DC and AC circuits for the brake, it is a good
idea to install SEW switchgear to perform this task.

Control cabinet Brake rectifiers (BMP, BMV and BMK), which perform the cut-off in the DC circuit inter-
installation nally, have been specially designed for this purpose.

Terminal box The current and voltage relays (SR1x and UR1x), mounted directly on the motor, per-
installation form the same task.

Advantages compared to switch contacts:

• Special contactors with four AC-3 contacts are not required.
• The contact for cut-off in the DC circuit is subject to high loads and, therefore, a high
level of wear. In contrast, the electronic switches operate without any wear at all.
• Customers do not have to perform any additional wiring. The current and voltage re-
lays are wired at the factory. Only the power supply and brake coil have to be con-
nected for the BMP and BMK rectifiers.
• Two additional conductors between the motor and control cabinet are no longer re-
quired.
• No additional interference emission from contact bounce when the brake is cut-off in
the DC circuit.

Semi-conductor Semi-conductor relays with RC protection circuits are not suitable for switching
relay brake rectifiers (with the exception of BG and BMS).

464 MOT1 – AC Motors

 Brakes from SEW-EURODRIVE – DT56, DR63, DV250/280
Project planning information
15

Important design a) EMC (Electromagnetic compatibility) 1

data SEW AC brakemotors comply with the relevant EMC generic standards when operated
in accordance with their designated use in continuous duty on the supply system. 2
Additional instructions in the frequency inverter documentation must also be taken into
account for operation with frequency inverters.
3
The EMC instructions in the servo controller documentation must also be taken into ac-
count for the operation of SEW servomotors with brake.
4
You must always adhere to the cable routing instructions (see page 26).

5
b) Connection type
The electrical design team and, in particular the installation and startup personnel, must 6
be given detailed information on the connection type and the intended brake function.
Maintaining certain brake application times may be relevant to safety. The deci-
7
sion to implement cut-off in the AC circuit or cut-off in the DC and AC circuits
must be passed on clearly and unambiguously to the people undertaking the
work. 8
The brake application times t2I specified in the data summary (see section "Tech-
nical data" page 455) for cut-off in the AC circuit only apply if there is a separate 9
voltage supply. The times are longer if the brake is connected to the terminal
board of the motor.
10
BG and BGE are always supplied wired up for cut-off in the AC circuit in the ter-
minal box. The blue wire on the brake coil must be moved from terminal 5 of the
rectifier to terminal 4 for cut-off in the AC and DC circuits. An additional contactor 11
(or SR/UR) must also be connected between terminals 4 and 5.
12
c) Maintenance intervals
The time to maintenance is determined on the basis of the expected brake wear. This 13
value is important for setting up the maintenance schedule for the machine to be used
by the customer’s service personnel (machine documentation). 14

d) Measuring principles 15
The following points must be observed during service measurements on the brakes:
The values for DC voltage specified in the data sheets only apply if brakes are 16
supplied with DC voltage from an external source without an SEW brake control
system.
17
Due to the fact that the freewheeling arm only extends over the coil section, the
DC voltage that can be measured during operation with the SEW brake control
system is 10 % to 20 % lower than the normal one-way rectification when the free- 18
wheeling arm extends over the entire coil.
19

20

21

22

MOT1 – AC Motors 465