application manual elevator cdd v0.8 -...

CDD3000

Application Manual Inverter for Elevator Drives

Version: 0.8

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Directory:

1 Installation ................................................................................4

1.1 Wiring proposal of control inputs........................................................... 4

2 Operation ..................................................................................5

2.1 Operation via PC and Windows .............................................................. 5

2.2 Operation via control unit KeyPadKP200............................................... 6

3 Adjustments .............................................................................7

3.1 Scaling of velocity.................................................................................... 7

3.2 Start........................................................................................................... 8

3.3 Travel-Profile ............................................................................................ 9

3.3.1 Sequence at start ..................................................................................... 10

3.3.1.1 Brake open control ................................................................................... 10

3.3.2 Signal sequence at stop........................................................................... 11

3.4 Distance controlled deceleration - Arch travel .................................... 12

3.4.1 Optimisation of crawl distance - direct descent ........................................ 13

3.4.1.1 Optimisation of crawl distance from VH ................................................... 13

3.4.1.2 Optimation of crawl distance from VM...................................................... 14

3.4.1.3 Distance controlled deceleration from V1................................................. 14

3.4.2 Select velocity reference .......................................................................... 15

3.4.3 Adjustment of velocity references ............................................................ 16

3.5 Thresholds.............................................................................................. 17

3.6 Control type ............................................................................................ 18

3.7 Torque feed forward .............................................................................. 18

4 Commissioning ......................................................................19

4.1 Conditions .............................................................................................. 19

4.2 Identification of motor ........................................................................... 19

C:\My Documents\Applikationen\Aufzuege\Lust\Presentations\Application Manual_Elevator_CDD_V0.8.doc 3

4.3 Test of direction of rotation in V/f-mode ..............................................22

4.4 Test of encoder in V/f-operation............................................................22

4.5 Detection of encoder offset ...................................................................24

4.6 Adjustment of current controller...........................................................24

4.7 Adjustment of speed controller.............................................................25

4.7.1 Basic settings ...........................................................................................26

4.7.2 Fine adjustment of speed controller for high speed..................................28

4.7.3 Fine adjustment of speed controller for low speed ...................................30

4.7.4 Fine adjustment of speed controller for load overtaking ...........................30

4.8 Load overtaking with load compensation ............................................33

4.8.1 Adjustment of load compensation.............................................................33

4.9 Compensation of break-away-torque for worm gears.........................35

4.10 Anticoging...............................................................................................36

4.11 Setting of switches in elevator shaft ....................................................37

5 Parameter index .....................................................................38

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1 Installation Please take the installation notes in chapter 3 of the operating manual CDD3000 into consideration.

1.1 Wiring proposal of control inputs

X15

Terminal extension UM-8I4O

X3

DriveManager or KP200

ENPO

Digital Ground

Motor contactor (ENMO)

Digital ground

Motor brake (BRK2)

Not connectedNot connected

Not connected

Ready, make contact

L1

U

V

W

L+

RB

L-

L3

L2

L1

20 OS03

19 GND03

18 VCC03

17 OS02

16 OS02

15 OS01

14 OS00

13 DGND

12 IS04

11 IS03

10 IS02

9 IS01

8 IS00

7 ENPO

6 DGND

5 UV

4 ISA01-

3 ISA01+

2 ISA00-

1 ISA00+

ϑ−

ϑ+

X1

X2

X4

M RB ϑ

L2

L3

PE

Velocity V3

Velocity V2

Velocity V1

Start left, down (STL)

Start right, up (STR)

RS232

Ready, make contact

CDD3000

+24V

Load compensation-

Load compensation+

Velocity threshold VLIM1



Warning

Velocity V5

Velocity V6

Not connected

Velocity V4

+24V 1 UV

2 DGND

21 +24V

22 IE00

23 IE01

24 IE02

25 IE03

26 IE04

27 IE05

28 IE06

29 IE07

30 DGND

31 DGND

32 OE00

33 OE01

34 OE02

35 OE03

Digital Ground

Digital Ground

Not connected

Not connected

Not connected

Not connected


2 Operation

2.1 Operation via PC and Windows

1. Display of actual values

2. Display of state of the device

3. State of inputs and outputs

Shift from name to function by button „IO“ rsp. „Fct“.

4. Programming of inputs and outputs

5. Adjustment of control loops

6. Adjustment of common limits

7. Initial commissioning and identification of the motor

8. Adjustment of elevator functionality

Adjustment of travel curve, velocity, arch-travel,…

9. Oszilloscope

10. Parametereditor

11. Load and save files

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2

3

4 5 6

11

10

9

87

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2.2 Operation via control unit KeyPadKP200

After switching-on the CDD3000 the KeyPad KP200 is in menu actual values VAL. To change parameters go to menu PARA. Press the button stop return one time and the button t.

The parameters of CDD3000 are located in 4 levels. User level 1 has no password protection. Passwords for levels 2 – 4 can be changed by your own.

More Details about operating via KP200 are shown in chapter 4.6 of operation manual CDD3000.


3 Adjustments

3.1 Scaling of velocity

Menu Basic settings:

CDD3000 calculates the connection of motor-speed and car-velocity by the parameters motor rated speed SN and car nominal velocity VN. The correct adjustment of these parameters is important to handle the velocities in unit of m/s.

Rated speed and nominal speed are engineering data of the elevator. If these data are not at your disposal, you can easily calculate them in the following way:

SN = rated speed n of the motor

n * π * D VN = ------------- 60 * i n = rated speed of the motor [1/min] D = diameter of the traction sheave [m] I = igear ratio * i suspension

Example for n = 1400, D = 0,5m, igear ratio = 20, isuspension = 2/1 1400 * π * 0,5m VN = --------------------- = 0,92 60s * 20 * 2

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3.2 Start

Menu Basic settings:

In factory setting start is done via signals start up (input ISOO) and start down (input IS01). Alternatively you can use the signals start control (START) and inversion of rotation (INV). The input for inversion is only read one time when control is started. It has to be set prior to signal START is active.


3.3 Travel-Profile

In the window „Profile” you can adjust all parameters, that describe the travel curve of the car. The detailed view shows the profile in a larger scale (see following page).

With the smoothing time TJ you can adjust the smoothing of the travel curve. A smoothing time of 1000ms means, that after 1000ms the maximum acceleration is reached. In the following you find the conversion from smoothing time [ms] to jerk [m/s³].

Acceleration ramp ACCR Acceleration jerk = ----------------------------------------- Smoothing time TJ

Deceleration ramp DECR Deceleration Jerk = --------------------------------------- Smooting time TJ

Example: ACCR = 0,7 m/s², DECR = 0,6m/s², TJ = 1000ms = 1,0s

0,7m/s² Acceleration jerk = ----------- = 0,7 m/s³ 1,0s

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3.3.1 Sequence at start

In the following please find the signal sequence at start:

1. Inputs for start (STR or STL), enable power stage ENPO and speed references (V1...Vx) will be activated via the elevator control, however strictly not at the same time.

2. After start input reaches high-level, output motor contactor (ENMO) will be activated immediately.

3. After the adjustable time TENMO is over, the control starts and so the magnetisation of the motor is startet (magnetisation only at induction machines).

4. If 90 % of the motor rated flux is reached, the brake output will be activated. For synchronous machines it is activated at once.

5. The adjustable time TREF considers the time for the mechanical opening of the brake. After TREF is over the speed curve starts.

Enabling of power stage ENPO can also be effected via auxiliary contact of motor contactor. That means start input is prior to ENPO.

3.3.1.1 Brake open control

In systems with brake open control the open brake will be indicated via a signal. Indication to drive controller can be done via an input. For activating this function a digital input has to be set to the value BRKI or /BRKI. This will be made within menu “Inputs”, submenu „Digital“ or „Digital UM8I4O. The function is only active during start. Input reacts on positive (BRKI) or negative edge (/BRKI) of the braking air signal.

Using the input for braking air control, the delay time TREF changes its meaning. If the input of brake open control is not activated in time range TREF, an error message will be generated (E-BRK).


3.3.2 Signal sequence at stop

The following shows the signal sequence at stop:

1. Deactivation of reference v3 2. Deactivation of reference v1. 3. After reaching the standstill window (parameter SPD_0) the time TBRK starts. If this timer

runs off, the braking output will be deactivated and the brake starts closing. The control is still active.

4. After time TCTRL is over the internal enabling of controller will be deactivated. The adjustable time TCTRL considers the time for the mechanical closing of the brake. If an induction motor is used, it will be demagnetised.

5. After the adjustable time TENMO output “motor contactor“ will be deactivated. Deactivating the start input effects in an emergency stop of the braking ramp RSTOP. In case of an re-activation of the start input, the drive runs to the selected reference speed. If there is no standstill of the drive via emergency stop ramp so far and the start signal is on again, the drive accelerates to the set speed and does not brake to standstill.

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3.4 Distance controlled deceleration - Arch travel

The distance controlled deceleration (called arch travel) can be activated for driving from the two highest driving speeds to the crawling velocity V1. This function will be activated in menu „basic settings“, submenu „arch“ with parameter ENDVH (high velocity) and ENDVM (medium velocity). If these parameters are not activated, the deceleration process from two highest driving velocities to the crawling velocity V1 depends on the time. All deceleration processes between other velocities will be executed time-dependent.

The distance controlled deceleration offers special advantages for travels with short floor distances, not reaching the high or medium driving velocity. This effects in a time-optimised reaching of the stop-switch with velocity V1.

In order to travel with high or medium velocity, it is necessary to fulfil the following conditions. Deceleration distance S_BR has to be calculated by CDD3000, under the condition that V1 is always the crawling speed. For the other velocities the CDD3000 looks automatically for the highest velocity VH. The CDD3000 calculates from V1, the highest velocity VH, deceleration ramp DECR and smoothing time TJ the deceleration distance S_BR. The second highest or medium speed, called VM, will be detected by means of the comparison with other velocities, automatically.

The upper graphic of the screenshot shows a long floor operation. The high-velocity VH is reached here. CDD3000 calculates automatically the braking distance S_BR from velocities VH and V1, the deceleration ramp DECR and smoothing time TJ. This value is required for the arch travel. When arch travel is activated, the car always drives the distance S_BR from the deceleration-switch until reaching the crawling velocity V1.


The second graphic at the side before shows the arch travel, with VH selected. Deceleration point is before reaching VH. After VH is deactivated, CDD3000 speeds up and drives the distance S_BR until it reaches crawling speed V1. Time of braking tbr will be detected automatically.

Special case is if the deceleration point is near high speed VH and the travel curve is already smoothed. In case of deceleration with the programmed smoothing time and deceleration ramp, the drive will shoot over the target position. Therefore CDD3000 reduces the smoothing time TJ in the upper rounding automatically in order to avoid that. Also in that case the car drives exactly the distance S_BR. In case that the reduction of the smoothing time impairs the driving comfort too much, it is recommendable to drive such short travels with medium speed VM. This is shown in the lower graphic at the side before.

3.4.1 Optimisation of crawl distance - direct descent

At activated arch travel it is simple to minimise the crawl distance, so that the transportation capacity of the elevator increases.

Conditions for minimising the crawl distance:

• The crawl distances on all levels are nearly the same. That means that all switching-off points have the same distance to the normal position.

• Short delay times in the elevator controller. The switching-off signal of the digital hoistway mimicry or the magnets in the elevator shaft have to be transferred with short delay time to the CDD3000 via the elevator control.

Distance controlled deceleration can be used to minimise the crawl distance in a way that it is comparable to direct descent. In that case it is important that also the deceleration from V1 is distance controlled (see chapter 3.4.1.3).

3.4.1.1 Optimisation of crawl distance from VH

The crawling distance can be reduced via the parameter DC_VH. Start of the braking ramp will be delayed by the distance DC_VH, so that the crawl distance will be reduced. The following picture shows this method.

V

t

V1

VH

ACCR DECR

S_BR

TJ

VH

V1

DC_VH

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3.4.1.2 Optimation of crawl distance from VM

The optimisation of crawl distance when travelling with VM can be effected via parameter DC_VM. DC_VH and DC_VM can be set separately, in order to compensate constant signal delay times in the elevator control. Constant signal delay times in elevator control impact higher at VH than at VM. The parameter DC_VM shall be smaller or the same as DC_VH.

3.4.1.3 Distance controlled deceleration from V1

The accuracy of levelling is a very important point of the elevator system. Levelling is more precisely, when deceleration from V1 to standstill is done distance controlled. In that case CDD3000 travels exactly the distance S_V1 after reaching the stop switch and stops with high accuracy in normal position. You can adjust S_V1 from 1 to 500mm. S_V1 = 0 means that distance controlled deceleration from V1 is disabled and CDD3000 decelerates with deceleration ramp DEC until standstill. The greater you adjust S_V1 the more flat is the deceleration curve.

Distance controlled deceleration from V1 can be used independently from arch travel.

v

tv1

v1

v3

v3

ACC DEC

S_V1

The normal position is reached precisely even when signal V1 is deactivated, before the drive has reached the crawling velocity V1. You can see that in the graphic below.

v

tv1

v1

v3

v3

ACC DEC

S_V1

In this picture there is no travel with crawling verlocity V1, so that it is like a direct descent. The riding comfort is increased, because there is only one deceleration instead of two ones that follow each other.


3.4.2 Select velocity reference

Selection of velocity references via digital inputs, either in mode “1 of n” or “binary” coded. In mode „1 of n“ 6 reference velocities can be selected, in mode “binary” 16 reference velocities are available. Select the mode in menu “initial commissioning”, submenu “pre-set solutions”.

The velocity references must be set prior to start of the travel, at the latest when enabling the start input.

In factory setting the reference inputs are 1 of n coded.

Please take notice that the CDD3000 is equipped with 5 digital inputs. If you need more than 5 inputs the terminal extension module UM-8I4O is necessary.

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3.4.3 Adjustment of velocity references

The following shows the truth-table for mode „1 of n“ :

Velocity references Input5 TB5

Input4TB4

Input3TB3

Input2TB2

Input1TB1

Input0 TBO

V0 = 0 0 0 0 0 0 0 V1 (crawling speed) 0 0 0 0 0 1 V2 (intermediate speed) 0 0 0 0 1 * V3 (high speed) 0 0 0 1 * * V4 (inspection) 0 0 1 * * * V5 (additional speed 1) 0 1 * * * * V6 (additional speed 2.) 1 * * * * *

* : don’t care

The following list shows the truth-table for mode „binary”:

Velocity references Input3 TB3

Input2TB2

Input1TB1

Input0TB0

V0 = 0 0 0 0 0 V1 (running-in) 0 0 0 1 V2 (intermediate speed) 0 0 1 0 V3 (high speed) 0 0 1 1 V4 (inspection) 0 1 0 0 V5 (additional speed 1) 0 1 0 1 V6 (additional speed 2.) 0 1 1 0 V7 (additional speed 3) 0 1 1 1 V8 (additional speed 4) 1 0 0 0 V9 (additional speed 5) 1 0 0 1 V10 (additional speed 6) 1 0 1 0 V11 (additional speed 7) 1 0 1 1 V12 (additional speed 8) 1 1 0 0 V13 (additional speed 9) 1 1 0 1 V14 (additional speed 10) 1 1 1 0 V15 (additional speed 11) 1 1 1 1


3.5 Thresholds

When the actual value of the velocity is lower than the threshold VLim1, the output OE00 is low. When the actual value is higher than the threshold, the output is high. The same is valid for threshold Vlim2 and output OE01 and Vlim3 and OE02.

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3.6 Control type

The standard control type for CDD3000 is speed control. In case of emergency, for example when the encoder is defect, you can switch to V/f-mode. In V/f-mode the riding comfort is decreased. This is specially for load overtaking at start and accuracy of normal position at stop.

The parameters „voltage frequency ratio“ and boost” are calculated by the motor identification during first commissioning. They can be tuned if necessary. Boost is the voltage that is put to motor at standstill (0 Hz). Parameter “voltage frequency ratio” causes that the higher the frequency, the higher the voltage.

Example: Rated voltage of the motor = 400V Rated frequency of the motor = 50Hz Voltage frequency ratio = 400V / 50Hz = 8 V/Hz

3.7 Torque feed forward

CDD3000 supports two types of torque feed forward:

• Friction compensation to compensate break-away torque of worm gears

• Load compensation with load cell for optimum load overtaking of direct drives

Both functionalities are described in detail in chapter 4 commissioning.


4 Commissioning

4.1 Conditions

Before starting the commissioning check the following points:

• The CDD3000 is installed and connected according to this description and the operating manual.

• Functionality and operating of CDD3000 are known.

• Control of CDD3000 is executed according to this instruction and checked

• Safety equipment of the elevator system is installed and checked.

Only when all 4 conditions are fulfilled it is allowed to operate the CDD3000.

Prior to each start the operator has to check that no person or device is endangered.

4.2 Identification of motor

In order to control the motor the CDD3000 requires motor parameters of the connected motor. Prior to the first travel the motor has to be identified or an already existing motor data set has to be loaded in the CDD3000. Identification of the motor will be made in menu first commissioning according to the following scheme:

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Select type of motor

Input of motor plate data

Input of inertia


Set type of encoder

Set type of motor temperature monitoring

If there is already an existing motor data set for the motor, it could be load in the CDD3000 via button „Other motor...“ of mask „Motor plate data“. The lower picture shows the appropriate mask. Mark the requested motor type and confirm with button ok. Double click on the motor type is not sufficient.

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4.3 Test of direction of rotation in V/f-mode

V/f-mode can be selected via menu Basic settings..., submenu Control type. Setting of boost voltage and voltage-frequency ratio can be set as well in this menu. Reference velocity can be selected by means of the digital inputs. First test should be done with low velocity.

In case of activating start right (UP), motor has to rotate – with view to the motor shaft – clockwise. At direct drives the driving sheave rotates clockwise, however at gear motors the handwheel rotates clockwise. Otherwise the connection of motor cable is wrong.

Remedy:

In case of using an induction motor, change the 2 motor phases. It is not important which phases you change.

In case of using a synchronous motor, it is important that you change the right motor phases, otherwise the alignment of the encoder is not longer correct. Check the connection of the motor phases and change the phases, which are wrong connected.

4.4 Test of encoder in V/f-operation

Activate V/f-mode as described in chapter 4.3 and travel with low velocity.

Check the ratio between reference velocity Vref and reference speed Nref. If it is not correct check the scaling in window “scaling” (see chapter 3.1).

Check the reference velocity Vref. and actual velocity Vact. Vact should be a little lower than Vref. If this is not true, check the setting of the encoder in menu “motor and encoder” as well as the wiring of the encoder.


In case of travelling with start right (UP) the indicated speeds have to be positive, in the other case negative. If this is not correct the encoder is connected in the wrong way. Please check the connection and change track A and /A if necessary. This will change the measured direction.

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4.5 Detection of encoder offset

Detection of encoder offset is only necessary for synchronous machines. If you are not sure that the encoder is adjusted or the motor does not produce enough torque, please detect the encoder offset.

Sequence for detection encoder offset:

• Make sure, that the motor can turn free and without load.

• Open the brake, so that the motor can turn free.

• Close the motor contactor

• Activate input ENPO

• Start automatic encoder offset detection (see steps 1 to 5 in the window below) Attention: The CDD3000 will inject current to the motor so that it moves with a jerk!

4.6 Adjustment of current controller

Current controller will be set by means of identification under chapter 4.2., normally an adjustment of the parameters is not necessary. In case an adjustment is requested, it can be made via menu “Control loop” in the window current controller.

Rule of thumb for setting the torque controller is:

• The bigger the TCG, the quicker the torque controller and the higher oscillation and noise. For noise reduction you can reduce TCG moderately. If TCG is adjusted too small, the speed control loop can be instable which causes oscillations.

• The smaller the TCTLG, the quicker the torque controller and higher the oscillation and noise. TCTLG should be in the range of 2 – 5 ms.

1

2

3 4

5


An adjustment of the current controller should only done by persons which have good experience in closed loop control.

You can use the test signal generator to check the current controller. The test signal generator gives current to the motor that produces no torque. So this function can be used without load or with load and closed brake.

Sequence of checking the current controller

• Set the scope: Channels: channel0:d-reference, channel1: Current: d-actual Trigger: channel0, rising edge, pretrigger 10%, level 1A Time: 0.1 sec Start record

• Activate input ENPO • Push Button “Testsignal activate d-current” • The plot window of the scope shows the step response of the d-current.

Tip: If the motor is not fixed by the brake, then the current of the shaft aligns during the first step. This causes a oscillation in the current which is insignificant. The further steps don´t show this oscillations.

4.7 Adjustment of speed controller

Load overtaking when the brake opens and the travel of the car at low and high speed have different requests to the speed controller. At load overtaking the speed controller shall be as stiff as possible, in order to avoid a roll back of the car. During travelling the speed controller shall be equipped with enough attenuation, so that no oscillations occur. In case of using a synchronous direct drive the travelling at low speed may need a speed controller that is a little stiffer than at high speed . Due to this reasons the speed controller of the CDD3000 gives the opportunity to have separate parameters and make separate adjustments for all cases to get an optimum of riding comfort during the whole travelling.

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We recommend to follow the sequence listed below:

• Travel with inspection velocity and make a base adjustment to speed controller, so that the car moves without oscillations.

• Travel with maximum velocity and make a fine adjustment at high speed

• Travel at crawling speed and make a fine adjustment for travelling at low speed (only when using a synchronous direct drive).

• Make a fine adjustment for load overtaking.

4.7.1 Basic settings

Optimising the riding controller with the following parameters:

• Gain scale SCGFA

• Integral time SCTLG

• Filter actual value speed ECTF

• Gain SCG

The drive controller will be stiffer and have more dynamic, with larger gain SCGFA, lower integral time and smaller actual value filter.

With smaller gain SCGFA, larger integral time and larger actual value filter the drive controller will be less dynamic.

The a.m. parameters are already pre-set by means of the identification of the motor to the operation of a direct drive motor. In most of the elevating systems it is only necessary to adjust the gain SCGFA to the external inertia (cabin + rope + counterweight). Therefore the following is valid:

The larger the external inertia, the higher the SCGFA must be selected.

SCGFA has a value range from 1…999% if this is not enough in your elevator system, you can adjust the gain SCG additionally. It is useful to work with parameter SCGFA because in that case you have always the relation between your adjustment and the factory setting of 100%.

The speed actual value filter ECTF is made for standard use of operation with sin-cos-encoder. In case of using an encoder with rectangular signals, increase ECTF to 2-5 ms. This effects in an increasing of the idle time in drive controller, so that the reset time SCTLG has to be heighten up to values from 60-180 ms and the gain scale SCGFA must be reduced by factor 2-5.

Extension of reset time SCTLG effects in more damping in the speed controller and a lower tendency for oscillations.

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4.7.2 Fine adjustment of speed controller for high speed

Optimal adjusted speed controller for high speed

In the following please find a driving profile with an optimal adjusted high speed controller. The left scale corresponds to the both signals on the left side; speed reference and speed actual value. The right scale corresponds to the signals on the right side: torque reference and torque actual value. The “Speed: actual value” follows the “Speed reference” very well. No oscillation at any time. Very good riding comfort.

Gain

Integral time

Filter actual value


Adjustment of high speed controller too soft

“Speed actual value” follows the “Speed reference” very bad. Running into maximum speed effects in an overshoot. Running to the crawling speed effects in an undershoot. The driving comfort is bad, you will feel the oscillations in the car. Increase gain for high speed P (SCGHS).

Adjustment of high speed controller too hard

“Speed actual value” follows the “Speed reference” very well. During starting there is a short oscillation of the speed controller. You can see it also in the currents and the torques. Compared

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with the too soft adjusted riding controller you see here a high-frequency oscillation. This causes a noise during the moving and impairs the driving comfort. Reduce gain for high speed P (SCGHS).

Tips for the operation of worm gear motors:

In combination with worm gear motors often rectangular incremental encoders with TTL-level are used, however most of it are not optimal installed at the motor. We recommend to adjust the speed actual value filter PT1 (ETFHS) to 200-500 %. In order to receive furtheron good control behaviours, the integral time I (SCTHS) must be extended to 200-500% and the gain P (SCGHS) reduced to 50-20%.

4.7.3 Fine adjustment of speed controller for low speed

In some cases when using synchronous direct drives there may be low oscillations at the beginning of the acceleration and at the end of the deceleration. These oscillations are caused by coging of the motor. In that cases, we recommend to use a speed controller that is a little more stiff at low speed than at high speed.

You can activate a separate adjustment of the speed controller for low speed by setting parameter “Speed limit LS/HS” to a value greater than 0. A good value for this parameter is 1.5 – 2 times more than crawling velocity v1. Then you have the parameters:

• P (SCGLS) Gain scale • I (SCTLS) Integral time • PT1(ETFLS) Filter actual value speed

These parameters are valid in the range from speed 0 to “Speed limit LS/HS”. They relate to parameters of base adjustment. If you use separate parameters for high speed and low speed, the gain P (SCGLS) for low speed should be higher than gain P (SCGHS) for high speed.

Parameters for low speed are not used for load overtaking.

4.7.4 Fine adjustment of speed controller for load overtaking

In elevating systems the load overtaking during opening the brake has a special importance. It is necessary to avoid the roll-back-effect (stall of car) under all circumstances. Due to this reason the CDD3000 has the following functions:

• Position controller, only active at load overtaking

• Separate parameters of speed controller for load overtaking

• Feed forward control for torque via load measuring box with analogue output

Due to this features the CDD3000 owns an excellent behaviour at load overtaking. No roll-back at optimised parameter setting.

Basic view

To improve the load overtaking the following parameters should be changed in tendencies to the shown direction:

• Speed actual value filter standstill PT1 (ETFPC) reduce -> 40%

• Integral time speed controller standstill I (SCTPC) extend -> 300%

• Gain speed controller standstill P (SCGPC) extend -> 200%

Parameters should be changed according to the a.m. sequence.

Reducing the speed actual value filter ETFPC causes that the speed controller reacts quicker to a movement of the car.


Extension of the time constant SCTPC effects first of all in a expanded tracking error (Roll Back), but allows the enlargement of the gain SCGPC, in order to reach reduction of the tracking error. Selecting SCGPC too large, drive has a tendency for high-frequency oscillation.

Finally the position controller PCG should be enlarged to values between 4000-15000. Choosing PCG too large, the drive has a tendency for high-frequency oscillation.

Switching-over the parameters from load overtaking to low speed (only when low speed is activated, otherwise to high speed) is at start of acceleration ramp when the speed reference is unlike 0. Realisation of switching-over as follows:

Gain holding controller PCG switch-off to 0

Time lag speed controller in standstill SCTPC switch-over to low speed I

Filter constant actual speed in standstill ETFPC switch-over to low speed PT1

Gain speed controller SCGPC Transition to low speed P via PT1-Filter

The PT1-Filter for transition from load overtaking to low speed can be adjusted via parameter “Load overtaking / LS / HS” SCGTF.

The following pictures derives from a lift without analog load measurement. The load overtaking was only optimised via load overtaking controller. In order to measure the roll-back of the car, parameter “Positioning: tracking error (Incr.) “shows the tracking error. 65536 increments are one full motor revolution.

Optimal adjusted load overtaking

Very good load overtaking, low tracking error. You cannot feel a roll-back of the car inside. In the beginning, the controller recognizes a movement of the motor-shaft (Speed: actual value goes a little bit down) and rizes up the “Speed: reference” to reduce the movement. The controller always works in the opposite direction of the movement.

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Load overtaking too soft

Tracking error too high and controller swings with low frequency. This shows, that the gain SCGPC or PCG has to be increased. During load overtaking you can feel a roll-back in the car.

Load overtaking too hard

Low tracking error, but control is oscillating with high frequency. This shows that the gain SCGPC or PCG has to be reduced. You can hear the high-frequency oscillation and it disturbs the comfort.


Drive Sheave

Brake

Counter Weight

Load Cell

4.8 Load overtaking with load compensation

A load compensation with analog load measuring box (load cell) is only necessary at very high demands on the load overtaking, very high mass and a smooth shaft mechanism.

At load overtaking without load compensation the CDD3000 has to built the torque within milliseconds, required to keep the car in its position. This torque, named holding-torque in the following, depends on the weight difference between car and counterweight. Aim of the load compensation is to inject the holding torque to the motor before opening the brake.

The following picture shows the load ratio in the elevator system in principle.

Load cell delivers an output signal of 0 ... 10 V, corresponding to the weight of the car. The load torque at the drive sheave, is the difference of the car weight and counterweight. So the load torque cannot calculated directly out of the signal from the load cell. If the car is heavier than the counterweight, a positive feed forward torque is necessary, otherwise a negative. In both cases the signal from the load cell is positive.

To determine the context between signal of load cell and feed forward torque, 2 measurements with different car weights are necessary, in order to calibrate the feed forward torque. In both measurements the signal of the load cell and the appropriate motor torque will be taken in order to keep the car in the position. The signal of the load cell has to be connected to input ISA01.

4.8.1 Adjustment of load compensation

Commissioning of the load compensation is according to the following procedure:

• Take care that the car is empty. Actuate button “Start 1. measurement” (see following picture of operating window). Start a travel with the elevator.

• Load the car with 50% - 100% of rated load. Actuate button „Start 2. measurement“. Start travel with the elevator.

• Start the calculating algorithm with button „Start calculation“.

• Activate the load compensation.

• Fine-adjustment of the load compensation by means of changing the measured values manually and via restart of the calculating algorithm.

Car


4.9 Compensation of break-away-torque for worm gears

Some worm gear motors have a high break-away-torque, which has to be get over at starting the drive. To compensate this break-away torque, you can set a feed forward torque in that direction in which the car will travel. This torque will be additionally inject to the motor, when the travel curve is started. To smooth this intrusion, you can use the PT1-filter “smoothing of feed forward.

Tips for adjusting the speed controller

When controlling a motor with worm gear, starting needs an extra stiff speed control. This can be reached by using a more stiff setting in speed controller for low speed:

• Activate parameters for low speed by setting “Speed limit LS/HS” in the range of 1,5-2 times V1

• Increase gain for low speed P (SCGLS). • Increase filter for actual speed PT1 (ETFLS) a little bit if necessary to reduce the higher

noise caused by the greater gain. • Enlarge integral time I (SCTLS) if the greater PT1-filter causes oscillations.

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4.10 Anticoging

Every synchronous motor produces more or less torque-oscillations that can stimulate vibrations in the car. When you use a synchronous motor and have little vibrations at the start of acceleration or the end of deceleration, often the reason is the torque oscillation of the motor that is called coging. CDD3000 offers the function “Anticoging” to compensate this effect. To do that the coging torque of the motor has to be teached, before it can be compensated. The teaching can be done with the ropes on the driving sheave.

Sequence of commissioning anticoging:

• Make sure that you can travel with the car for several revolutions of the motor.

• Set Teach-Frequency (TCF) to 0.01 – 0.05 Hz. The lower the frequency, the better the result and the longer the teaching.

• Start travel of the car with low speed.

• Activate button “Teach coging torque (TCSEQ…” The velocitiy of the car is automatically reduced to the ”Teach-Frequency (TCF)”. The teach run is stopped automatically. You can see the progress of teaching in %. If you teach with 0.02 Hz, teaching will take 8 minutes and 20 seconds.

• After teaching is finished enable anticoging.

Tip for setting control

It is important that the motor is stiff enough during teaching. If you use a soft setting for speed controller it is recommended to increase the gain for more stiffness. When teaching is finished, you can set the gain to the value before.


4.11 Setting of switches in elevator shaft

Stop switch for deceleration from V1

Set the stop switch for deceleration from V1 to standstill with an accuracy of +1mm. The distance from normal position is parameter S_V1 (condition: S_V1 is set not equal to 0). This will give you a high accuracy for levelling.

Stop switch for deceleration from high velocity VH to crawling velocity V1

Set the deceleration switch for deceleration from VH to V1 with an accuracy of +10mm. CDD3000 calculates the deceleration distance from VH to V1 and shows it in parameter S_BR. Please set deceleration switch with more distance to stop switch than value S_BR, if possible. This gives you the possibility to change deceleration ramp DEC an smoothing time TJ without changing the position of the switches in the shaft. If the travelling with crawling speed V1 is too long, you can delay the deceleration with DC_VH (for highest velocity) and DC_VM (for medium velocity). This will reduce the travel with V1 and the time needed for the whole travel.

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5 Parameter index

Subject area _USER (userspecific)

Number

Name Function Unit

52 ACCR Acceleration ramp m/s² 102 DECR Deceleration ramp m/s² 467 TCTRL Time between closing brake and shut down control ms 496 STOPR Stopramp m/s² 500 WLTI Warning threshold temperature inside 501 WLTD Warning threshold temperature heat sink 560 TJ Smoothing time (jerk), till version 200.65 in subject area _SRAM ms 690 PMFS Switching frequency power stage, till version 200.65 in _CONF kHz 901 FISXX Function selector: direction of rotation and start 910 AURES Automatic quit of failure 912 I2TWR Warning threshold for i²*t-monitoring % 940 S_BR Distance controlled deceleration: deceleration distance at high velocity

VH mm

941 S_BRC Distance controlled deceleration: calculate deceleration distance S_BR (till version 200.65 D_BRC)

942 ENDVH Distance controlled deceleration: activate arch travel at high velocity VH

943 ENDVM Distance controlled deceleration: activate arch travel at medium velocity VM

944 DC_VH Distance controlled deceleration: distance correction at high velocity VH

mm

945 DC_VM Distance controlled deceleration: distance correction at medium velocity VM

mm

946 S_V1 Distance controlled deceleration: distance between stop switch and normal position

mm

950 LCF1 Load compensation: 1. measured value of load cell V 951 LCF2 Load compensation: 2. measured value of load cell V 953 LCM1 Load compensation: 1. measured value of holding torque Nm 953 LCM2 Load compensation: 2. measured value of holding torque Nm 954 LCOF Load compensation: offset interpolation line Nm 955 LCGRD Load compensation: gradient interpolation line Nm/V 956 LCSEQ Load compensation: control of sequence 957 LCOMP Load compensation activate 960 SN Rated speed 1/min 961 VN Rated velocity elevator m/s 962 VINV Invert velocity reference 963 TENMO Time between switching-on of motor contactor and starting control ms 964 TBRK Delay brake off. Reducing TBRK effects in an earlier fall-in of the brake

at stopping. ms

965 TREF Start delay. Time between opening the brake and start. ms 966 SDIF Tracking error of speed 1/min 968 TBCOD Mode of input coding 971 V1 Velocity V1 m/s 972 V2 Velocity V2 m/s 973 V3 Velocity V3 m/s 974 V4 Velocity V4 m/s 975 V5 Velocity V5 m/s 976 V6 Velocity V6 m/s 977 V7 Velocity V7 m/s 978 V8 Velocity V8 m/s 979 V9 Velocity V9 m/s 980 V10 Velocity V10 m/s 981 V11 Velocity V11 m/s 982 V12 Velocity V12 m/s 983 V13 Velocity V13 m/s 984 V14 Velocity V14 m/s 985 V15 Velocity V15 m/s 991 VLim1 Velocity threshold Vlim1 m/s 992 VLim2 Velocity threshold Vlim2 m/s 993 VLIM3 Velocity threshold Vlim3 m/s


Subject area _CTRL (Control)

Number

Name Function Unit

47 SCDPC Dimensioning of dynamic of speed and position controller % 460 PCG Position controller gain 1/min 800 TCG Current controller gain V/A 802 TCTLG Current controller integral time ms 810 SCG Speed control: gain Nm min811 SCGFA Speed control: gain scaling % 812 SCTLG Speed control: integral time ms 818 ECTF Speed control: filter actual value ms 890 VFVHZ V/f-mode: gradient of line (V/Hz) V/Hz 891 VFBST V/F:-mode: boost (voltage at 0 Hz) V 904 SCGPC Speed controller: gain at load overtaking % 905 SCGTF Filter for transition load overtaking – low speed ms 906 ETFPC Speed controller: filter actual value at load overtaking % 907 SCTPC Speed controller: integral time at load overtaking % 923 SCGLS Speed controller: gain at low speed % 924 ETFLS Speed controller: filter actual value at low speed % 925 SCTLS Speed controller: integral time at low speed % 926 MRCFA Friction compensation: feed forward torque % 927 MRCTF Friction compensation: smoothing feed forward torque ms 933 SCGHS Speed controller: gain at high speed % 934 ETFHS Speed controller: filter actual value at high speed % 935 SCTHS Speed controller: integral time at high speed %

Subject area _MOT (Motor data)

Number

Name Function Unit

120 MSM Determination offset encoder 153 CFMOT Type of motor (Induction / Synchronous) 154 MOPNM Rated power kW 155 MOVNM Rated voltage V 156 MOFN Rated frequency Hz 157 MOSNM Rated speed 1/min 158 MOCNM Rated current A 160 MOJNM Inertia kgm² 161 MOVGR Voltage constant Veff at 1000rpm V 163 ENSC Enable selfcommissioning 330 MOPTC Type of motor protection 334 MOTMX Max. motor temperature °C 454 MOLMF Scaling main inductance % 502 WLTM Warning threshold motor temperature °C 840 MOFNM Rated flux mH 843 MOR_R Rotor resistance Ohm 844 MONPP Number of pole pairs 850 MOL_M Main inductance mH 851 MOL_S Leakage inductance (induction motor) stator inductance

(synchronous motor) mH

852 MOMNM Rated torque Nm 853 MOMMX Max. torque Nm 856 MOSMX Max. Speed 1/min 857 MOTYP Name of motor

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Subject area _ENC (Encoder)

Numberr

Name Function Unit

430 ECTYP Assistance parameter for setting type of encoder 431 CFENC Type of encoder 432 ECLNC Encoder: lines per revolution 433 ECNPP Resolver: Number of pole pairs 434 ECOFF Encoder: offset 675 ECCON Correction of encoder signals, mode

Subject area _LIM (Limits)

Numberr

Name Function Unit

411 SPD_0 Window for standstill 1/min 803 TCMMX Limit for max. torque Nm 813 SCSMX Limit for max. speed 1/min

Subject area _KPAD (Keypad KP200)

Numberr

Name Function Unit

1 Mode User level of KP200 360 DISP Parameter for continous actual value of KP200 361 BARG Parameter für bargraph monitor des KP200 362 PSW2 Password for level 2 of KP200 363 PSW3 Password for level 3 of KP200 364 PSW4 Password for level 4 of KP200

Subject area _STAT (Device status)

Numberr

Name Function Unit

92 REV Software version 106 CRIDX Revision index as extension for revision number 127 S_NR Serial number of device 130 NAME Symbolic name of device 390 TYPE Type of device 394 A_NR Article number of device