6/1/2020 DC Injection Braking | KEB

DC Injection Braking
Jonathan Bullick | February 20th, 2019

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Some industrial automation machines can encounter induction motors driving high
inertia loads running at high operational speeds. Slowing and stopping these large loads
can prove difficult at times. Once power is removed from the induction motor, the motor
may slowly coast until a standstill is reached.

High inertia loads like saw blades benefit

from DC Injection Braking

For example, a customer has a VFD driving a circular grinding wheel. The wheel has a
high inertia and turns at high speeds, such that when the wheel is turned off, it takes a
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few minutes before the wheel comes to a stopped position. Due to safety concerns and
production downtime, the customer would ideally like to stop the wheel in a quicker
fashion. One KEB VFD capability that would support the customer here is DC injection
braking.

What is DC Injection
Braking?
Three-phase AC induction motors operate by
receiving three-phase AC power input to the
stator windings. This three-phase power creates
a rotating magnetic field in the stator windings.
This rotating magnetic field induces a voltage
(EMF) and associated current in the squirrel-cage
rotor due to Faraday’s Law. This induced current
creates its own magnetic field that opposes the
relative motion of the rotating magnetic field per
Lenz’s Law. This electromagnetic induction and
opposing magnetic fields is what causes rotation
and torque to be produced at the motor shaft.

Diagram of 3 phase induction motor rotation

If the three-phase AC input is removed from the motor stator, the rotating magnetic field
will be removed and the electromagnetic induction process will cease. The motor shaft
will then coast to a stop. For high inertia loads or loads spinning at high speed, the motor
shaft can take a considerable amount of time to reach a stopped position.

DC injection braking, or DC braking, is the process of injecting direct current (DC) into
the stator windings of the AC motor. DC braking is able to provide a rapid and controlled
stopping of a motor load. Once the AC input is removed from the motor, a DC current is
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applied to the stator which creates a stationary magnetic field inside the stator windings.
The rotating rotor then begins to cut the magnetic field lines of the stationary magnetic
field, thus inducing perpendicular, swirling eddy current in the rotor due to Faraday’s
Law. This induced current then produces its own magnetic field to oppose the stator’s
stationary magnetic field per Lenz’s Law. This opposing magnetic field in the rotating
rotor creates a braking torque that quickly decelerates the rotor and load. The strength
of the braking torque is proportional to the amount of DC voltage and current applied to
the stator windings. The greater the DC current on the windings, the greater the strength
of the stationary magnetic field, and thus, the greater the braking torque applied to stop
the load.

This electromagnetic phenomenon is similar to eddy current braking which is found on

many amusement rides and electric passenger trains.

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Combivis 6 Scope of Aggressive DC Braking Profile

Green = motor speed
Yellow = motor phase current
Red = Inverter Status
Blue = Output frequency

Combivis 6 Scope of Moderate DC Braking Profile

Green = motor speed
Yellow = motor phase current

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Red = Inverter Status

Blue = Output frequency

Combivis 6 Scope of Soft DC Braking Profile

Green = motor speed
Yellow = motor phase current
Red = Inverter Status
Blue = Output frequency

DC injection braking employs the use of electromagnetic induction to decelerate a

moving motor. From the laws of induction, a change in flux (or, the amount of magnetic
field through a surface) is necessary to induce electromotive force (EMF). Therefore, if
the rotor is at a zero-speed position, theoretically, the EMF or braking torque on the rotor
will be zero. However, if attempting to move the rotor shaft from a stopped position while
DC current is supplied, the slight movement of the rotor will again induce current and an
opposing magnetic field, which will try to slow the rotor to match the stationary magnetic
field. As will be discussed below, DC braking should only be used to quickly decelerate a
load, and is not able to statically hold a load.

DC Braking with a KEB VFD

DC braking is available for three-phase AC induction motors using KEB F5 and G6
drives under V/Hz or ASCL operating modes. KEB offers 9 different DC braking modes
that are programmable based on 5 protection parameters. The programmable DC
braking parameters include; braking mode, braking input selection, braking time,
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maximum braking voltage, and braking start level/frequency. Depending on how these
parameters are set, the DC braking function can be automatically initiated once rotation
direction is removed, triggered once a specified speed is achieved, or, the braking
function can require an input be activated. For most operations, once the DC braking
process is initiated, the AC three-phase modulation will immediately switch off. Then, the
DC current and voltage will be injected into the stator windings from the DC bus of the
KEB VFD, starting the rotor deceleration.

Default DC braking mode of the 9 available modes in a KEB F5 Drive

For an open-loop KEB drive such as a G6 Open-Loop VFD or F5-Compact, the default
parameters in the drive are situated for DC braking capability right out of the box. DC
braking mode 7 is setup as the default, which uses the braking input selection, time, and
maximum voltage parameters. Programmable digital input 4 is programmed as the DC
braking input selection. For default settings, if that digital input is made active, DC
braking will only occur for a brief calculated time and then the VFD will remain in a
stopped position. Only once the DC braking digital input is deactivated will regular drive
operation continue.

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DC Braking parameters on KEB’s Combivis Studio 6 Software

Advantages and Limitations of DC Braking

DC braking utilizes the VFD’s own DC bus to inject DC current and voltage into the
stator windings. Therefore, no additional components or materials are necessary for
braking action. Friction braking requires a separate electromagnetic brake module to be
mounted within the system, and requires eventual service and replacement due to the
wear of components. With DC braking, no friction contact is made so the service and
replacement of components is minimized.

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Another advantage of DC braking is the mitigated risk of regenerative energy and over-
potential (E.OP) faults. When trying to quickly decelerate a high inertia or high speed
load using a fast deceleration ramp, you run the risk of regenerative energy being put
back into the drive. This will likely cause an over-potential (E.OP) fault in the drive. With
DC braking, a quick braking action is still achieved, but the braking energy is transferred
into the motor, and thus no regenerative energy is reflected back to the drive.

The main limitation with DC braking is heat. Applying a DC current into the stator
windings is similar to a short circuit between the windings, so it is imperative that DC
braking only be applied for a few seconds to avoid overheating the motor. Also, the
energy produced during the braking process is absorbed by the rotor as heat, so this is
another thermal consideration. If DC braking is to be used frequently, this must be taken
into account when sizing the VFD and motor. Motor thermal protection is also
recommended for applications using DC braking.

DC braking is designed for decelerating a load, not holding or supporting a load. Due to
electromagnetic induction and the aforementioned thermal considerations, DC braking
should not be used to statically support a load.

Since VFD power is required for DC injection braking, DC braking is not considered a
fail-safe braking method and should not be relied upon for stopping a machine in case of
emergency.

DC braking is NOT considered a fail-safe braking method and

should NOT be relied upon for stopping a machine in case of
emergency.
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Conclusion
DC injection braking is an efficient and effective way to rapidly decelerate a high inertia
load. No external components are necessary, so DC braking can be easily implemented
in your application today.

Are you interested in learning more about DC injection braking? If so, please use the
form below to discuss with one of our application engineers.

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