Eaton Cutler-Hammer TRU-START Specification sheet

OPERATION AND
INSTALLATION MANUAL
Solid State
DC Injection Brake
Company Information
Eaton’s Cutler-Hammer business is a worldwide leader providing customer-driven
solutions. From power distribution and electrical control products to industrial
automation, the Cutler-Hammer business utilizes advanced product
development, world-class manufacturing and offers global engineering
services and support. To learn more about Eaton’s innovative Cutler-Hammer
products and solutions call 1-800-268-3578, for engineering services call
1-800-498-2678, or visit www.cutler-hammer.ca .
Eaton Corporation is a global $7.3 billion diversified industrial manufacturer that is a
leader in fluid power systems; electrical power quality, distribution and control;
automotive engine air management and fuel economy; and intelligent truck systems
for fuel economyand safety. Eaton has 48,000 employees and sells products in
more than 50 countries. For more information visit www.eaton.com.
Cutler-Hammer
Eaton Corporation
Cutler-Hammer Group
3228 South Service Rd.
Burlington, ON L7N 3H8
Canada
905-333-6442
www.cutler-hammer.ca
Cutler-Hammer
©2001 Eaton Corporation
All Rights Reserved
Printed in Canada
IL.TS-001A
December 2002

FOR YOUR SAFETY
Only qualified personnel should install this equipment,
after first reading and understanding all the information in
this manual. All instructions should be strictly adhered to.
The user should consult Cutler-Hammer or a representitive for
clarification of the contents of this manual should any doubt
or questions arise.
The installation of this equipment must be conducted in
accordance with all national, regional and local electrical
codes.
All drawings and technical representations included in this
manual are for typical installations and should not in any
way be considered for specific applications or
modifications. Consult Cutler-Hammer for supplemental
instructions.
Cutler-Hammer Canada accepts no liability for any
consequences resulting from inappropriate, negligent or
incorrect installation, application or adjustment of this
equipment.
The contents of this manual are believed to be correct at
the time of printing. In following with our commitment to
the ongoing development and improvement of our products
Cutler-Hammer reserves the right to change the specification
of this product and/or the content of this instruction
manual without notice.

1 DESCRIPTION .............................................. PAGE 1...
1.1 OVERVIEW .......................................................... PAGE 1......
1.2 APPLICATION NOTES ............................................... PAGE 2......
1.3 CONTROLS .......................................................... PAGE 3......
1.3.1 CA398-3 LOGIC ........................................................
PAGE 3......
1.3.2 CA398-3 REGULATION ...............................................
PAGE 3
......
2 SPECIFICATIONS .......................................... PAGE 5...
2.1 POWER RATING ..................................................... PAGE 5......
2.2 CURRENT AND FUSE RATING ...................................... PAGE 5......
2.2.1 NOTES ................................................................. PAGE 5......
2.3 SERVICE CONDITIONS .............................................. PAGE 6......
2.4 DIMENSIONS ........................................................ PAGE 6......
2.5 SCR INSTALLATION SPECIFICATIONS ............................. PAGE 7......
2.5.1 SCR TIGHTENING PROCEDURE ..................................... PAGE 7......
3 CARD FUNCTIONS ......................................... PAGE 9...
3.1 CARD LAYOUT ...................................................... PAGE 9......
3.2 LED AND NEON INDICATIONS ...................................... PAGE 9......
3.3 ADJUSTMENTS ...................................................... PAGE 10
....
3.3.1 POTENTIOMETERS ................................................... PAGE 10....
3.3.2 LINK SELECTION ..................................................... PAGE 10....
3.3.3 PUSHBUTTON ......................................................... PAGE 10....
3.4 TERMINALS ......................................................... PAGE 11....
3.4.1 CUSTOMER TERMINALS ............................................. PAGE 11....
3.4.2 TERMINALS FOR INTERNAL USE ................................... PAGE 11....
3.5 FAULTS .............................................................. PAGE 12....
3.5.1 PHASE LOSS ........................................................... PAGE 12....
3.5.2 INSTANTANEOUS OVER CURRENT (IOC) .......................... PAGE 12....
TABLE OF CONTENTS

4 INSTALLATION AND START UP ............................. PAGE 13..
4.1 INSPECTION ........................................................ PAGE 13....
4.2 SAFETY PRECAUTIONS ............................................. PAGE 13....
4.3 MOUNTING GUIDELINES ............................................ PAGE 13....
4.4 WIRING GUIDELINES ............................................... PAGE 14....
4.5 START UP ........................................................... PAGE 14
....
4.5.1 CHECKS BEFORE POWER-UP ........................................ PAGE 14....
4.5.2 WITH POWER ON ..................................................... PAGE 15....
5 TYPICAL CONNECTIONS................................... PAGE 17..
5.1 STAND ALONE DC INJECTION UNIT WITH ZERO SPEED DISABLE PAGE 17....
5.2 TRU-START STARTER WITH DC INJECTION ....................... PAGE 18....
5.3 REVERSING TRU-START STARTER WITH DC INJECTION, 125 AMPS
AND BELOW ............................................................. PAGE 19..
5.4 REVERSING TRU-START STARTER WITH DC INJECTION, 200 AMPS
AND ABOVE .......................................................... PAGE 20....
6 SPARE PARTS
.............................................
PAGE 21
..
TABLE OF CONTENTS

1DESCRIPTION
1.1OVERVIEW
The TRU-START DC Injection braking units provide smooth braking for AC induction
motor. The brake units offer adjustable braking because they are current controlled. Unlike a
mechanical brake, an electrical brake will never wear out. The brake operates by injecting
DC current in two phases of the motor to rapidly decelerate it to zero speed.
These units can be supplied as an option to the TRU-START solid state starter, or as stand
alone units for new or retrofit installations.
Cutler-Hammer TRU-START DC Injection braking modules offer a unique combination of
features that make it very reliable, easy to use, and energy efficient. These features include:
Closed Loop Current Regulation:
The brake, operating with a closed loop current regulator, provides consistent torque
every time. This torque is independent of line voltage variations.
Direct Power Connection:
The brake's power input is connected directly to the AC line, and the power output is
connected directly to the motor, no contactors are required. The unit adapts itself to
any input voltage between 200 and 600 VAC with no adjustments required.
Efficient Power Circuit:
The power circuit is an efficient four Silicon Controlled Rectifier ( SCR )
configuration which uses some of the SCR's as a "free wheeling diode", thus
maximizing the DC current through the motor coils generated by the AC input
current.
With every benefit there is usually a trade-off. Although the TRU-START DC Injection brake
unit will neverwear out like a mechanical brake, the trade-off is that should there be a loss of
power, the brake unit will not operate without battery back-up. Cutler-Hamer can supply a
reliable battery back-up to overcome this disadvantage.
Braking is initiated when the motor starter is opened and the voltage across the motor has
dropped to below 30% or 80% of the line supply. DC injection is removed after an
adjustable period has elapsed. It does not provide zero speed sensing, although a normally
closed contact from a zero speed switch may be connected to the Disable Input.
If braking is released before the motor stops, the motor will coast to rest. If the braking
remains on after the motor stops, the DC supply will provide a holding brake.
PAGE 1

1.2APPLICATION NOTES
The motor torque/speed characteristic of an induction motor under DC supply is similar to
the normal curve published for constant frequency, at 50 or 60 Hz, but this time having
"synchronous speed" zero RPM. This is illustrated below.
For smooth braking the DC current is typically adjusted to 300% of the motor nameplate
current. The stopping time depends on the torque setting and also the inertia of the
mechanical system.
Electric braking is not recommended for continuous or repetitive operation. The kinetic
energy of the mechanical system is transformed into heat during braking ( energy
conservation ). That heat is dissipated in the rotor of the motor.
On wound rotor motors the external rotor resistance will absorb most of the energy. On
squirrel cage motors, overheating of the motor is a real danger if frequent operation is used.
Keeping DC current on the motor stator for a short time after the motor has stopped is quite
acceptable. The heat produced by the I2R losses are not significant, and they are dissipated in
the stator only, not in the rotor where the rotational energy is dissipated.
PAGE 2

1.3CONTROLS
The OP-STOP unit contains two major parts, the power circuit and the control card.
The power circuit is a 4 SCR single phase full wave controlled rectifier. This configuration
optimizes the DC current injected to the motor per input current.
The control is contained in a single PC board, CA398-3. This board is common to all
Cutler-Hammer DC Injection models.
1.3.1CA398-3 LOGIC
DC injection will be applied to the motor when two conditions are met. The starter is
opened and the motor terminal voltage has decayed to 30% or 80%, jumper dependent,
of the line voltage. The starter can not be energized for a period of 1-2 seconds after
the DC injection cycle.
This design has the significant advantage that the braking module will remain off in the
case of having an open auxiliary contact from either a broken wire or faulty contact.
The braking action can be externally defeated at any time by applying 115 VAC to the
Disable Input.
The braking action is inhibited when an instantaneous over current is detected. The
IOC fault is detected and latched until the Reset switch is pressed. A form C relay
contact is available to interlock the brake unit from the motor starter. The starter
cannot be energized while DC current is being applied to the motor or during a fault
condition.
1.3.2CA398-3 REGULATION
The brake module operates in current control at all times. The current is adjusted via an
internal potentiometer and the current feedback signal is generated by a current
transformer mounted on the AC line. A unique circuitry reconstructs the free wheeling
current in the DC output for accurate current regulation.
The output of the current regulator is used in a comparator circuit that performs the
phase control on two SCR's. The other two SCR's are fully phased on to provide free
wheeling action, minimizing the ripple current.
Two opto-couplers are used to generate the line synchronization signal. Each opto
output is used to generate a ramp that is used in the comparator with the current
regulator output.
The motor voltage feedback is used to sense voltage levels for proper sequencing and
not to perform any regulation.
PAGE 3

PAGE 4

2SPECIFICATIONS
2.1POWER RATING
POWER 200-600VAC, 50/60 Hz
CONTROL 115 VAC@50 Hz or 120 VAC@60 Hz, 10VA
RATING Intermitent duty, See Section 2.2
300% for 30 seconds, once every 30 minutes
All models have 1600V PIV SCR's
CONTACTS DC injection relay contacts rated at 1A, 120VAC
PROTECTION Short circuit by HRC fuses or circuit breaker
(supplied upon request)
Voltage surge protection by snubber's and MOV's across the SCR's
2.2CURRENT AND FUSE RATING
CURRENT RATING
DCI
MODEL AMPS MOTOR HP @ 575 V MOTOR HP @ 460V FUSE AMPS SCR TYPE
TRU-020-DCI 20 20 15 20 Module
TRU-040-DCI 40 40 30 40 Module
TRU-080-DCI 75 75 60 80 Module
TRU-125-DCI 125 125 100 125 Module
TRU-200-DCI 200 200 150 200 Disc
TRU-300-DCI 300 300 250 300 Disc
TRU-500-DCI 500 500 400 500 Disc
2.2.1NOTES
2.2.1.1The HP listing is for reference only. For proper selection use the current rating.
2.2.1.2The fuses recommended are Class J time-delay type. This fuse is being
suggested even though it may not protect the SCR in an output shorted
condition while braking. It will protect the unit when starting to operate into a
shorted output. In the case of a shorted SCR, the fuse is there to clear the fault
only.
2.2.1.3The RMS AC line current is equal to : AC RMS = DC Amps x √ Duty Cycle
Assuming 10A motor, TRU-START DC Injection set at 300% current (30 A DC),
free wheeling for 70% of the cycle, then the AC current is 16A.
2.2.1.4 All TRU-START DC Injection models are built without cooling fans because they
are short duty rated.
PAGE 5

2.3SERVICE CONDITIONS
ELEVATION For altitudes in excess of 2000 meters / 6600 feet above sea level,
all assemblies must be derated 1% for every 100 meters / 330 feet
above
AMBIENT
TEMPERATURE Do not install in areas where ambient temperature falls below
0°C / 32°F or exceeds 40°C / 104°F
2.4DIMENSIONS
DCI
MODEL Height × Width × Depth
CHASSIS NEMA 1 / NEMA 12
TRU-020-DCI 41cm × 22cm × 15cm 41cm × 22cm × 18cm
16" × 8.5" × 6" 16" × 8.5" × 7"
TRU-040-DCI 43cm × 27cm × 19cm 43cm × 30cm × 27cm
17" × 10.5" × 7.5" 17" × 12" × 10.5"
TRU-080-DCI 43cm × 27cm × 22cm 43cm × 30cm × 27cm
17" × 10.5" × 8" 17" × 12" × 10.5"
TRU-125-DCI 53cm × 27cm × 24cm 53cm × 30cm × 27cm
21" × 10.5" × 8.5" 21" × 12" × 10.5"
TRU-200-DCI 28cm × 33cm × 27cm 61cm × 61cm × 30cm
11" × 13" × 10.5" 24" × 24" × 12"
TRU-300-DCI 42cm × 37cm × 28cm 76cm × 61cm × 30cm
16.5" × 14.5" × 11" 30" × 24" × 12"
TRU-500-DCI 45cm × 42cm × 36cm 76cm × 61cm × 30cm
17.5" × 16.5" × 14" 30" × 24" × 16"
NOTE : For dimensions of TRU-START DC Injection units in conjunction with
solid state C-H's starter, refer to the TRU-START manual reversing chassis dimensions.
PAGE 6

2.5SCR INSTALLATION SPECIFICATIONS
2.5.1SCR TIGHTENING PROCEDURE
2.5.1.1Clean both heat sink and SCR surfaces.
2.5.1.2Apply a thin layer of joint compound (Noalox) to both SCR surfaces.
2.5.1.3Observe correct SCR polarity.
2.5.1.4Install SCR so that roll pins engage dimples on both sides of the SCR.
2.5.1.5Tighten clamp bolts evenly until finger-tight.
2.5.1.6Tighten each bolt according to table below (based on number of spring bars and
size of bars).
* Note : SMALL clamps are 4.25 inches / 10.5 cm and LARGE clamps are 5 inches /
12.5 cm.
CLAMP SIZE SPRING BARS BOLT TURNS PAST
FINGER TIGHT
SMALL 10.8
SMALL 2 1
LARGE 31.8
LARGE 41.8
PAGE 7

PAGE 8

3CARD FUNCTIONS
3.1CARD LAYOUT
CA398-3 - DC INJECTION CARD
3.2LED AND NEON INDICATIONS
LED NAME COLOUR DESCRIPTION
LD 1 DC INJCT RED On when unit is braking
LD 2 PWR GREEN Must be On when 115 VAC is applied
LD 3 IOC RED Instantaneous Over-Current fault indication
when illuminated
NE1 PHASE OK ORANGE Phase loss indication when neon not glowing
PAGE 9
C-H

3.3ADJUSTMENTS
3.3.1POTENTIOMETERS
POT NAME RANGE DEFAULT
SETTING DESCRIPTION
RV1 BRAKING
TIME 1-60 sec 30% Adjust the braking time CW rotation increases the time
RV2 TORQUE 100-300% 50% Adjust DC current
CW increases the braking torque
(current)
3.3.2LINK SELECTION
LINK NAME POSITION DESCRIPTION
JP1 VOLTAGE
LEVEL LO (Normal) Braking action starts when motor starter has opened
and the motor terminal voltage has decreased to 30%
of the line voltage.
HI Braking action starts when motor starter has opened
and the motor terminal voltage has decreased to 80%
of the line voltage. See important notes below.
HI setting is only used when the stopping time is critical and must be around 1-2 seconds.
For this application 300% DC current is not adequate. Consult factory before using this
jumper position.
When the DC Injection unit is set on the HI level a current surge could occur due to the
motor CEMF and the free wheeling action of the power circuit.
3.3.3PUSHBUTTON
PUSHBUTTON NAME DESCRIPTION
SW1 RESET Reset IOC fault trip
PAGE 10

3.4TERMINALS
3.4.1CUSTOMER TERMINALS
TERMINAL NO. DESCRIPTION
J2 L1, N 115 VAC control voltage input, L1 being hot and N, neutral
L1 input is protected with internal fuse, 1A 250VAC
J4 1, 2 115 VAC supply for external interlock contacts
3A normally open contact from the motor starter auxiliary must
be connected between this teminal and terminals 1 or 2 to sense
when the starter is de-energized to enable braking action
When using a TRU-START starter in conjuction with the DC
Injection, this terminal is to be jumpered to terminal 1 or 2
4When 115VAC from terminals 1 or 2 is applied to this input,
braking is disabled
5Common DCI relay contact
The Form-C relay is de-energized while braking and when a
fault exists
6Normally open DCI relay auxiliary contact
7Normally closed DCI relay auxiliary contact
R7 1, 2 Burden resistor terminals for calibration of DC injection current
See table in Section 4.4
3.4.2TERMINALS FOR INTERNAL USE
TERMINAL NO. DESCRIPTION
J1 24V, COM This terminal is used by C-H as a 24V input to provide
battery back up for DC injection in case of power loss
J3 1, 2 CURRENT FBK
From current transformer for motor current feedback
J5 1, 2 MOTOR VFBK
From T1, T2 motor terminals for motor voltage feedback
SCR1 G1, K1 Gate connection to SCR 1
SCR2 G2, K2 Gate connection to SCR 2
SCR3 G3, K3 Gate connection to SCR 3
SCR4 G4, K4 Gate connection to SCR 4
OPT 1-20 Provided for ribbon cable link to TRU-START starter
This provides signals from the TRU-START to the DCI that
indicate the run status of the starter, replacing the auxiliary
input and prevents starting during DC injection or a fault
PAGE 11

3.5FAULTS
When a fault exists the DC Injection DCI relay is de-energized, preventing a properly
interlocked starter from being activated. When an TRU-START DC Injection is used in
conjunction with a C-H starter, this interlock is also carried out through signals passed by
energized the ribbon cable at OPT. When no faults exist and DC injection is not active, the DCI
relay is energize. Therefore, if the 115 VAC supply is not present the "fail-safe" interlock will
prevent the use of the starter. The faults are explained below.
3.5.1PHASE LOSS
If the single phase power ( 200-600V ) to L1 and L2 terminals is not present, NE1 will
be off and the DCI relay de-energized. When this condition is corrected the unit will
allow the starter to be energized.
3.5.2INSTANTANEOUS OVER CURRENT (IOC)
If the current feedback exceeds 1000% of the current setup by the burden resistor (Rb),
the unit will trip on IOC and de-energize the DCI relay. LD2 will be illuminated to
indicate an IOC fault and is reset via SW1, RESET. Causes of this fault may be a
shorted output or simply a burden resistor sized too small. Refer to Section 4.4 for
burden table.
PAGE 12

4INSTALLATION AND START UP
4.1INSPECTION
The DC Injection unit has been packaged to protect it from damage caused by normal
handling during shipping, however mishandling may cause damage to the DC Injection unit.
Unpack the unit as soon as it is received and check for any shipping or storage damages. If damage
is found notify the carrier. Any damage claim must be filed by the customer since all shipments
are F.O.B. Cutler-Hammer plant unless otherwise specified.
If the DC Injection unit is not installed when received, store it in a clean, dry, well ventilated
area, free from heat, humidity, oil, dust and metal particles.
4.2SAFETY PRECAUTIONS
CAUTION
Equipment is at line voltage when AC power is connected. Pressing "STOP"
pushbutton does not remove AC mains potential. All phases must be disconnected
before it is safe to work on machinery or touch motor terminals or control
equipment parts.
CAUTION
Disconnect incoming voltage from unit before opening load side during DC
injection. Failure to observe this precaution can result in damage to disconnecting
device and/or bodily injury.
The electrical code requires all equipment, starter motor, operator station, brake, etc... to be
grounded properly. An incoming circuit breaker or disconnect switch must be locked open
before wiring and servicing this electrical brake, motor, or other related equipment. This
equipment must be installed and serviced only by qualified personnel, familiar with this unit.
The user is responsible for ensuring that proper short circuit protection is provided by either a
circuit breaker or HRC fuses.
4.3MOUNTING GUIDELINES
Standard Nema 1 DC Injection units must be installed indoors in a well ventilated area,
free from heat, humidity, oil, dust and metal particles.
One foot of clearance must be kept around the perimeter of the unit in a naturally cooled
setup. The equipment must be mounted away from any heat source. See Section 2 for
additional specifications and derating. Be aware that the heatsink may reach temperatures of
70°C / 158°F during normal operation. Do not install the unit in contact with any material
that can not accept this temperature.
The DC Injection Unit must be mounted vertically and where it will not experience excessive
shock or vibration.
PAGE 13

4.4WIRING GUIDELINES
Follow all local electrical codes for installation requirements and wire sizing. Size the power
wiring as per local code and on long wire runs it is recommended to use a larger wire size.
Power factor correcting capacitors MUST NOT be connected to the DC Injection unit output.
If desired, they must be connected on the line side of the unit. Capacitors can be connected
before starting or preferably after the motor has reached full speed.
For short-circuit fuse protection refer to the table in Section 2.
4.5START UP
4.5.1CHECKS BEFORE POWER-UP
4.5.1.1Ensure that all electrical connections are completed as shown on schematics in
section 6, and that connections are properly tightened. The most important
connection is the interlock between the DC Injection unit and the starter.
4.5.1.2Ensure that the burden resistor is equal or larger than the value listed in the
following table or calculated by the following equation :
Rb = Effective Current Transformer Ratio ÷ Motor Nameplate Amps
4.5.1.3Set JP1 link to LO.
4.5.1.4Adjust RV2, braking torque, and RV1, braking time, to 50%.
4.5.1.5Install a Disable switch between terminals 2 and 4 of J3 in the open position.
Switch is to be closed once the motor has reached zero speed or if any
problems occur during braking.
4.5.1.6If a Disable switch is not used, then set RV2 to 30%, about 20 seconds or
lower.
WARNING
DO NOT OPEN LOAD SIDE DISCONNECTING DEVICE DURING
DC INJECTION CYCLE. FAILURE TO OBSERVE THIS WARNING
WILL RESULT IN DAMAGE TO THE DISCONNECTING DEVICE
AND MAY CAUSE PERSONAL INJURY.
PAGE 14

MODEL MOTOR
AMPS BURDEN RESISTOR (¼ W) EFFECTIVE CT RATIO
TRU-015-P c/w DCI 10
68 Ω
750 : 1
15 47 Ω
TRU-020-DCIor
TRU-030-P c/w DCI 20 39 Ω750 : 1
30 27 Ω
TRU-040-DCI or
TRU-050-P c/w DCI 40 39 Ω1500 : 1
50 33 Ω
TRU-080-DCI or
TRU-080P c/w DCI 60 39 Ω2500 : 1
80 33 Ω
TRU-125-DCI or
TRU-125-P c/w DCI 100 27 Ω2500 : 1
125 22 Ω
TRU-200-DCI or
TRU-200-P c/w DCI 150 18 Ω2500 : 1
200 12 Ω
TRU-300-DCI or
TRU-360-P c/w DCI 200 27Ω 5000 : 1
300 18 Ω
TRU-500-DCI or
TRU-500-P c/w DCI 400 22 Ω8500 : 1
500 18 Ω
4.5.2WITH POWER ON
4.5.2.1Run the motor up to full speed and command the starter off. If the motor
reaches zero speed from the DC injection cycle, close the switch to the Disable
Input to disable the braking.
4.5.2.2Re-adjust the braking torque pot, RV2, if the actual braking time has to be
increased or decreased to bring the motor to zero speed.
4.5.2.3Once the braking torque is set, then adjust RV1 to match the DC injection time
with the actual stopping time of the motor. Typically, the injection should cease
when the motor is at zero speed or shortly after. LD1, DC INJCT is an
indication of braking. Each 10% graduation in RV1 corresponds to
approximately 6 seconds.
WARNING
ALLOW TIME FOR THE MOTOR TO COOL BEFORE ANOTHER
START / STOP SEQUENCE IS INITIATED
FREQUENT START / STOP COULD CAUSE MOTOR DAMAGE
DUE TO OVERHEATING
PAGE 15

PAGE 16