GHD Global Help Desk HOISTING commissioning with ATV71 03/2010

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Table of contents

1. Presentation ............................................................................................5

2. Starting procedure ATV71 in Open Loop .......................................6

2.1. Motor data ............................................................................................................................................6

2.2. I/O configuration................................................................................................................................7

2.3. Optimisation of speed loop ...........................................................................................................7

2.4. Brake sequence optimization........................................................................................................9

2.4.1. Adjustment of start ................................................................................................................................................. 9

2.4.1.1 Adjustment of the Brake Release time (BRT) ......................................................................10

2.4.1.2 Adjustment of brake release current (IBR)............................................................................12

2.4.2. Adjustment of stop...............................................................................................................................................14

2.4.2.1 Adjustment of brake engage time (BET) ...............................................................................14

2.4.2.2 Adjustment of brake engage delay (TBE)..............................................................................16 2.5. Motor slipping optimization........................................................................................................16

2.5.1. Method to adjust the nominal motor slip: speed measurement ...............................................17

2.5.2. Another method to adjust the nominal motor slip: time measurement ...............................17

3. Starting procedure ATV71 in Close Loop ....................................18

3.1. Motor data .........................................................................................................................................18

3.2. I/O configuration.............................................................................................................................19

3.2.1. Ensure the easiness of braking setting .....................................................................................................19

3.2.2. Define the motor feedbacks ...........................................................................................................................19 3.3. Optimization of speed loop ........................................................................................................20

3.4. Brake sequence optimization.....................................................................................................21

3.4.1. Adjustment of start ..............................................................................................................................................22

3.4.1.1 Adjustment of the Brake Release time (BRT) ......................................................................23

3.4.1.2 Adjustment of brake release current (IBR)............................................................................24

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3.4.2. Adjustment of stop...............................................................................................................................................25

3.4.2.1 Adjustment of brake engage time (BET) ...............................................................................25

3.4.2.2 Adjustment of brake engage delay (TBE)..............................................................................27

4. Annexe 1: Load measurement ........................................................28

5. Annexe 2: Table of known issues....................................................30

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Pictograms

Important information or caution.

Computation or calculation.

Purpose of the chapter or paragraph.

Additional information or remark.

Definition type information.

Clever idea (astuteness).

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1. Presentation

This document provides additional information and must be used in conjunction with the ATV71 user manuals.

In this document, all the directives for the correct installation have not been considered; this is the responsibility of the installer of the product.

Definitions and abbreviations: BEN: Brake engine frequency

BET: Brake engage time

BFR: Standard motor frequency

BRT: Brake release time

FRO: Frequency reference

FRS: Rated motor frequency

IBR: Brake release time

ITH: Motor thermal current

MMF: Measured output frequency

NCR: Rated motor current

NPR: Rated motor power

NSL: Nominal motor slip

NSP: Rated motor speed

SIT: Speed time integral

SMMF: Unfiltered measured motor speed

SOTR: Motor torque

SPG: Speed proportional gain

SRFR: Motor frequency

TBE: Adjustment of brake engage delay

TFR: Maximum frequency

UNS: Rated motor voltage

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2. Starting procedure ATV71 in Open Loop

This procedure has to be used for asynchronous motor in open loop.

What is important to keep in mind is that in open loop, there is no torque at 0 Hz.

The VSD cannot hold the load when the frequency is under the slip of motor. In basic access level, the VSD sets the low speed to the rated motor slip.

To make the settings of product become easier, we recommend you to use the hoisting macro-configuration in SIMPLY START menu.

The first step is to perform the adjustment of setting without load. Then, when you find a good working, you can perform some tests at full load to optimize your settings.

2.1. Motor data

In 1.1 Simply start menu: this step ensures the optimum motor control.

For hoisting application, the motor control type is voltage flux vector control (SVC V).

• You must set the standard motor frequency (BFR), the rated motor power (NPR), the rated motor voltage (UNS), the rated motor current (NCR), the rated motor frequency (FRS), the rated motor speed (NSP), the maximum frequency (TFR) and the motor thermal current (ITH = NCR).

About the power, if there is no information you have to calculate it with the formula below:

ϕcos85.03 ××××= NCRUNSNPR

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• The Auto tuning must be performed with a cold motor (one day off).

• Set the Macro configuration to: CFG = Hoisting.

2.2. I/O configuration

This step ensures the easiness of braking setting.

Now, you can perform the first movement of the hook to check the sense of rotation. This is important for the setting of brake control:

• LI1 is Forward ==> the hook must go UP

• LI2 is Reverse ==> the hook must go DOWN

If the sense of rotation is not correct, you can change it by the output phase rotation in Motor control menu: PHR = ACB (factory setting: PHR = ABC).

The speed reference can be given via analogical input or via logical input by using preset speed function.

In most of hoisting application, the mode of motor is “generator” when the load goes down and it is “motor” when the load goes up. When the mode of motor is generator, the dissipation of this generator energy must be done through resistor or network braking unit.

2.3. Optimisation of speed loop

In 1.3 Settings menu: this step reduces the vibration and reduces the overshoot or the undershoot.

Most of case, the factory settings of speed loop are sufficient. But the factory setting values are corresponding to an application inertia which equals to 3 times the motor inertia. For hoisting, there is a gear box after the motor, so, the application inertia on the motor shaft is similar to the motor inertia. In this case with a standard motor, the SPG can be set between 20 and 40, and SIT can be set between 100 and 150:

• Speed proportional gain = SPG = 40%;

When you increase SPG, you reduce the speed overshoot due to a torque jerk. But, if you increase too much SPG, you saturate the motor, and you can see it with lots of oscillation on the torque.

When you decrease SPG, you reduce the saturation of motor but you increase the overshoot due to a torque jerk.

• Speed time integral = SIT = 100%;

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When you increase SIT, you reduce the low oscillation of torque. But the speed overshoot becomes higher.

When you decrease SIT, you reduce the speed overshoot due a torque jerk. But, the motor torque starts to oscillate.

The following curves correspond to the speed reference (FRO in red) and the motor speed (SRFR in green) and the motor torque (SOTR in blue):

If there is lots of oscillation on the torque waveform:

Then, decrease SPG.

If there is an overshoot on the speed like that:

Then, decrease SIT.

If the speed waveform looks like that:

Then, SPG is OK.

If the speed waveform looks like that:

Then, SIT is OK.

If there is an overshoot on the speed like that:

Then, increase SPG.

If the torque is oscillating like that:

Then, increase SIT.

With the scope of PowerSuite V2.6, you can see frequency reference (FRO), the motor frequency (SRFR) and the motor torque (SOTR).

Warning: A too much slack setting of speed loop can make the load slip without any detection from product! So you need to perform some tests at full load to check the speed loop setting.

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2.4. Brake sequence optimization

In 1.3 Application funct. menu: this step improves the start and stop of movement.

The brake control consists in controlling the release and the engage of brake. Both phases have different goals:

2.4.1. Adjustment of start

The delay between the command of brake (R2) and the mechanical opening of brake corresponds to the brake release time (BRT).

During BRT, ATV71 must hold the load: for this, the brake impulse must be set to Yes (BIP = Yes) and the brake release I FW to the nominal motor current (factory setting of hoisting CFG: IBR = NCR).

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2.4.1.1 Adjustment of the Brake Release time (BRT)

Set BRT to more than necessary and gradually reduce it. You find the good value of BRT when the brake releases without allowing the rotor to move before following the acceleration ramp.

At the real opening of brake, the shaft moves in up direction during BRT.

You can see that the motor speed (in yellow) increases on the following curve. The real opening of brake is when the motor torque (SOTR in blue) is decreasing from the level of IBR:

SOTR in blue, FRO in red, SRFR in yellow

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On the same curve, you can find the value that you need to decrease in BRT. With cursor (period), the first cursor is on the start of decreasing of SOTR, and the second cursor is when the speed reference is different from 0 Hz:

SOTR in blue, FRO in red, SRFR in yellow

Here, BRT must be reduced by 0.25s.

If BRT is too short, the motor torque (SOTR in blue) increase suddenly when the brake is really engaged:

SOTR in blue, FRO in red, SRFR in yellow

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Here, BRT is well set:

SOTR in blue, FRO in red, SRFR in yellow

SOTR is the link to the sign of motor speed. When the motor speed is near 0 Hz, you can have some points with the opposite sign like on this scope of SOTR. This is only due to the calculation of SOTR, the real motor torque seen by the drive is correct.

2.4.1.2 Adjustment of brake release current (IBR)

With the IBR current, you adjust the torque current to hold the load during BRT time. So, for hoisting, you must adjust it to the torque that the motor requires to start at full load.

The first setting is to adjust IBR to the rated motor current: IBR = NCR. After checking this value, you can adjust IBR to the real motor torque at full load.

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SOTR in blue, FRO in red, SRFR in yellow

By doing some tests at full load (after the adjustment of stop), you can adjust the IBR value for the full load.

SOTR in blue, FRO in red, SRFR in yellow

Here the IBR corresponds exactly to the load of motor.

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2.4.2. Adjustment of stop

When the VSD receive a stop order, the speed comes down following the deceleration ramp until the brake engage frequency (BEN) is reached. This output frequency is maintained during the brake engage time (BET).

2.4.2.1 Adjustment of brake engage time (BET)

Set BET to more than necessary and gradually reduce it to a point where the current is cancelled just after the brake is engaged.

SOTR in blue, FRO in red, SRFR in green

Here BET is too long because the motor torque (in blue) increases up to limitation at the end of BET. There is this behaviour because the brake is really engaged and the ATV71 is still energizing the motor. On this example, BET must be reduced by 0.406s.

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SOTR in blue, FRO in red, SRFR in green

Then the motor torque does not increase at the end of BET.

The good value of BET is when the motor current does not increase at the end of BET.

Nota: If BET is too short, the load will slip a little bit, just after engaging the brake:

SOTR in blue, FRO in red, SMMF in yellow

Here, BET must be increased by 0.094s.

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2.4.2.2 Adjustment of brake engage delay (TBE)

When the motor speed reaches the brake engage frequency (BEN), the brake engage order is immediately given. To reduce this jerk, with TBE, you can stabilize the motor speed around BEN and then at the end of TBE, the drive gives the engage order.

SOTR in blue, FRO in red, SRFR in green

With a little value of TBE (here, TBE=0.3s), the engage of brake is really soft.

2.5. Motor slipping optimization

The slip optimization is necessary if you need an accurate speed versus the load and a reactive regulation. It reduces the speed difference between no-load and full load operation.

The ATV71 calculates the nominal motor slip (NSL) with the nominal motor speed (NSP) that you set before.

The NSP parameter can be revised if the nominal speed indicated on the motor rating plate is not reliable.

If you do not want to change the rated motor speed NSP, the other way to adjust motor slip is to modify the slip compensation SLP parameter. This parameter is a coefficient applied to the nominal motor slip NSL.

If SLP is too low, the motor never reach the reference speed.

If SLP is too high, the motor is overcompensated and becomes unstable.

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2.5.1. Method to adjust the nominal motor slip: speed measurement

• Put SLP = 0

• Run the motor at the nominal motor frequency FRS with nominal load (==> the motor current LCR is equal to the nominal motor current NCR)

• Measure the real speed with a tachymeter

• Set the measured value in NSP, set SLP to 100%

2.5.2. Another method to adjust the nominal motor slip: time measurement

• Measure the time in going down with the nominal load

• Measure the time in going up with the nominal load

• If the time difference is less than 5%, your setting is good

• If the time down is higher than the time up, you must increase SLP

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3. Starting procedure ATV71 in Close Loop

This procedure has to be used for asynchronous motor in close loop.

What is important to keep in mind is that in close loop, you can have some torque at 0 Hz.

To make the settings of product become easier, we recommend you to use the hoisting macro-configuration in SIMPLY START menu.

The first step is to perform the adjustment of setting without load in open loop. Then, when you find a good working, you can perform some tests in close loop to check the settings. After, you need to perform some tests at full load to optimize your settings.

3.1. Motor data

In 1.3 Simply start menu: this step ensures the optimum motor control.

Before working in close loop, we must ensure that the working is correct in open loop. The following is to check the setting of speed loop, of brake control, and to check the encoder.

So at first, the motor control type is voltage flux vector control (SVC V).

• You must set the standard motor frequency (BFR), the rated motor power (NPR), the rated motor voltage (UNS), the rated motor current (NCR), the rated motor frequency (FRS), the rated motor speed (NSP), the maximum frequency (TFR) and the motor thermal current (ITH = NCR).

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About the power, if there is no any information you have to calculate it with the formula below:

ϕcos85.03 ××××= NCRUNSNPR

• Then, the Auto tuning must be performed with a cold motor (one day off).

• Set the Macro configuration to: CFG = Hoisting.

3.2. I/O configuration

3.2.1. Ensure the easiness of braking setting

Now, you can perform the first movement of the hook to check the sense of rotation. This is important for the setting of brake control:

• LI1 is Forward ==> the hook must go UP

• LI2 is Reverse ==> the hook must go DOWN

If the sense of rotation is not correct, you can change it by the output phase rotation in Motor control menu: PHR = ACB (factory setting: PHR = ABC).

The speed reference can be given via analogical input or via logical input by using preset speed function.

In most of hoisting application, the motor mode is “generator” when the load goes down or it is “motor” when the load goes up. When the motor mode is “generator”, the dissipation of this generator energy must be done through resistor or network braking unit.

3.2.2. Define the motor feedbacks

• Choose the encoder type (ENS), according to the feedback and the option board.

• Set the encoder usage to feedback monitoring: ENU = SEC. With this setting, you will be able to see the measured output frequency (MMF) in the monitoring menu.

• For incremental encoder, the number of pulse (PGI) must be set correctly. If not, the MMF will be different from the reference (FRH).

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• Then, without load, you can perform the encoder check to validate the encoder coupling (with low speed: 15Hz). You can find the encoder check procedure in the motor control menu (page 77).

• If the test is bad, you can try to change the wiring of encoder (inverse A, A/ by B, B/). If the test is again bad, you have to verify your wiring encoder (supply, signals…).

• When the encoder test is good you can work in close loop, Ctt parameter to FVC.

3.3. Optimization of speed loop

In 1.3 Settings menu: this step reduces the vibration and reduces the overshoot or the undershoot.

Most of case, the factory settings of speed loop are sufficient. But, the factory setting values are corresponding to an application inertia which equals to 3 times the motor inertia. For hoisting, there is a gear box after the motor, so, the application inertia on the motor shaft is similar to the motor inertia. In this case with a standard motor, the SPG can be set between 20 and 40, and SIT can be set between 100 and 150:

• Speed proportional gain = SPG = 40%;

When you increase SPG, you reduce the speed overshoot due to a torque jerk. But, if you increase too much SPG, the speed loop becomes unstable, and you create some oscillation on the speed. You can also see it with lots of oscillation on the torque.

When you decrease SPG, you reduce the instability of motor speed but you increase the overshoot due to a torque jerk.

• Speed time integral = SIT = 100%;

When you increase SIT, you reduce the low oscillation of torque. But the speed loop reaction becomes longer and longer, so the speed overshoot becomes higher.

When you decrease SIT, you reduce the speed overshoot due a torque jerk. But, the speed loop becomes unstable and it starts to oscillate.

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The following curves correspond to the speed reference (FRO in red) and the motor speed (SRFR in green) and the motor torque (SOTR in blue):

If the speed oscillates like that:

Then, decrease SPG.

If the speed waveform looks like that:

Then, decrease SIT.

If the speed waveform looks like that:

Then, SPG is OK.

If the speed waveform looks like that:

Then, SIT is OK.

If there is a big overshoot like that:

Then, increase SPG.

If the speed waveform looks like that:

Then, increase SIT.

With the scope of Power Suite V2.6, you can see frequency reference (FRO), the motor frequency (SRFR) and the motor torque (SOTR).

Warning: A too much slack setting of speed loop can make the load slip (ANF fault)! So you need to perform some tests at full load to check the speed loop setting.

3.4. Brake sequence optimization

In 1.3 Application funct. menu: this step improves the start and stop of movement.

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The brake control consists in controlling the release and the engage of brake. Both phases have different goals: in close loop, the main advantage is that the drive can regulate 0 speed. So, it means that the release and the engage of the brake are done at 0 Hz (instead of slip frequency in open loop).

3.4.1. Adjustment of start

The delay between the command of brake (R2) and the mechanical opening of brake corresponds to the brake release time (BRT).

During BRT, ATV71 must hold the load: for this, the brake impulse must be set to Yes (BIP = Yes) and the brake release I FW to the nominal motor current (factory setting of hoisting CFG: IBR = NCR).

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3.4.1.1 Adjustment of the Brake Release time (BRT)

Set BRT to more than necessary and gradually reduce it. You find the good value of BRT when the brake releases without allowing the rotor to move before following the acceleration ramp.

At the real opening of brake, the shaft moves in up direction during BRT. You can see that the motor speed (in green) increases on the following curve. The real opening of brake is when the motor torque (SOTR in blue) is decreasing from the level of IBR.

SOTR in blue, FRO in red, SRFR in green

On this curve, you can find the value that you need to decrease in BRT. With cursor (period), the first cursor is on the start of decreasing of SOTR, and the second cursor is when the speed reference is different from 0Hz:

Here, BRT must be reduced by 0.393s.

If BRT is too short, the motor torque (SOTR in blue) increase when the brake is really engaged:

SOTR in blue, FRO in red, SRFR in yellow

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Another way to see it is that the motor speed stays at 0 Hz after BRT (with SMMF: unfiltered measured motor speed).

Here, BRT is well set:

SOTR in blue, FRO in red, SRFR in green

3.4.1.2 Adjustment of brake release current (IBR)

With the IBR current, you adjust the torque current to hold the load during BRT time. So, for hoisting, you must adjust it to the torque that the motor requires to start at full load.

The first setting is to adjust IBR to the rated motor current: IBR = NCR. After verifying this value, you can adjust IBR to the real motor torque at full load.

SOTR in blue, FRO in red, SRFR in green

By doing some test at full load (after the adjustment of stop), you can adjust IBR value for the full load.

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SOTR in blue, FRO in red, SRFR in green

Here IBR corresponds exactly to the load of motor.

3.4.2. Adjustment of stop

When the VSD receive a stop order, the speed comes down following the deceleration ramp until the 0 Hz is reached. The product holds the load at 0 Hz during the brake engage time (BET).

3.4.2.1 Adjustment of brake engage time (BET)

Set BET to more than necessary and gradually reduce it to a point where the current is cancelled just after the brake is engaged.

SOTR in blue, FRO in red, SMMF in green

Here BET is too long because the motor speed stays at 0 Hz during a long time. It can be reduced by 0.39s.

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Nota: If BET is too short, the load will slip a little bit, just after engaging the brake:

SOTR in blue, FRO in red, SMMF in green

Here, you can see that the load is slipping on SMMF measurement. This is because BET is too short and the brake is not mechanically engaged at the end of BET. So, BET must be increased by 0.06s.

SOTR in blue, FRO in red, SMMF in green

The good value of BET is when the load does not slip at the end of BET.

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3.4.2.2 Adjustment of brake engage delay (TBE)

For a smother stop, you can set a value for TBE to stabilize the motor speed before engaging the brake:

SOTR in blue, FRO in red, SMMF in green

Here, the value of TBE is good because the speed is really stabilized before engaging the brake.

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4. Annexe 1: Load measurement

For hoisting application, the brake release current (IBR) must be adjusted to hold the full load.

Depending on application, the load can change (empty or half load) and the setting of IBR for the full load generates some movement in up direction during the brake release time (BRT).

This behaviour can be avoided by the use of an external weight sensor that measures the load. With this feedback, the drive adjusts automatically the value of IBR for the torque that the actual load of motor needs.

To commission weights measurement function we have to find the coordinates of two points: (LP1; CP1) and (LP2; CP2).

• Increase BRT to 4 s and activate the external weight measurement: PES = Aix.

Then set both coordinates: (LP1; CP1) = (25%; NCR) and (LP2; CP2) = (100%; NCR).

• Verify the working of the weight sensor: check that the value of analogical input in the monitoring menu is different from 0 V (or 4 mA) or different from 10 V (or 20 mA).

Nota: For the two following points, be careful because the load goes up at the brake release frequency.

• For the first coordinates (LP1; CP1), with a weak load:

− Calculate the ratio of load to set it in LP1 = actual weight / maximum weight. Read also the value of analogical input in the monitoring menu.

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− Perform several starts and reduce gradually the value of CP1 up to avoid any shock at the mechanical release of brake.

• For the second coordinates (LP2; CP2), with another load (full load or more than the first one):

− Repeat the same manipulation for CP2 and LP2 than for CP1 and LP1.

When you are in close loop, to find the good value for CP1 and CP2, you do not need to increase BRT to 4 s. You just need to set the speed reference to 0 Hz and then after BRT, read the motor current value (LCR in A).

• Perform no load and full load tests, to check that there is no shock when the brake is open no matter what the load is.

• At the end of test, decrease BRT to the value that you find during the adjustment of the brake control function.

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5. Annexe 2: Table of known issues

Problem Condition Cause Solution

The load is slipping after giving a stop order

In open loop with HHP product

Bad result of auto tuning with V1.1 product version

Upgrade the product version with V1.2 or higher

Vibration on the motor speed

Only in close loop,

No vibration in open loop.

Strong mechanical coupling of encoder to the motor shaft

Use another mechanical coupling of encoder

SCF1 nuisance tripping

HHP product Motor saturation Read the application note: SCF1fault motor saturation.pdf