Training

HOISTING commissioning with ATV9

930
01/2016

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 Table of contents
Sommaire
1. Presentation .........................................................................................................................................4
2. Starting procedure ATV930 in Open Loop ............................................................................................5
2.1. Motor data ....................................................................................................................................5
2.2. I/O configuration ...........................................................................................................................6
This step ensures the easiness of braking setting.........................................................................6
2.3. Optimisation of speed loop............................................................................................................6
2.4. Brake sequence optimization ........................................................................................................8
2.4.1. Adjustment of start.................................................................................................................8
2.4.1.1 Adjustment of the Brake Release time (BRT) .....................................................................9
2.4.1.2 Adjustment of brake release current (IBR)........................................................................11
2.4.2. Adjustment of stop ...............................................................................................................13
2.4.2.1 Adjustment of brake engage time (BET)...........................................................................13
2.4.2.2 Adjustment of brake engage delay (TBE) .........................................................................15
2.5. Motor slipping optimization..........................................................................................................15
2.5.1. Method to adjust the nominal motor slip: speed measurement ............................................16
2.5.2. Another method to adjust the nominal motor slip: time measurement ..................................16
3. Starting procedure ATV930 in Close Loop ..........................................................................................17
3.1. Motor data ..................................................................................................................................17
3.2. I/O configuration .........................................................................................................................18
3.2.1. Ensure the easiness of braking setting ................................................................................18
3.2.2. Define the motor feedbacks .................................................................................................18
3.3. Optimization of speed loop..........................................................................................................19
3.4. Brake sequence optimization ......................................................................................................20
3.4.1. Adjustment of start...............................................................................................................21
3.4.1.1 Adjustment of the Brake Release time (BRT) ...................................................................22
3.4.1.2 Adjustment of brake release current (IBR)........................................................................23
3.4.2. Adjustment of stop ...............................................................................................................24
3.4.2.1 Adjustment of brake engage time (BET) ...........................................................................24
3.4.1.1 Adjustment of brake engage delay (TBE) .........................................................................26
4. Annexe 1: Load measurement ............................................................................................................27
5. Annexe 2: Table of known issues ........................................................................................................28
 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
ATV930 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 ATV930 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 Complete setting Macro configuration 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 5.2 Complete settings \ Motor parameters 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:

NPR = UNS × NCR × 3 × 0.85 × cosϕ

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 • The Auto tuning must be performed with a cold motor (one day off).
• Set the Macro configuration to: APPT = Hoisting control application.

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:

• DI1 is Forward ==> the hook must go UP

• DI2 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 5.2.8 Complete settings \ Motor parameters \Speed Loop optimisation 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: If there is an overshoot on the speed like that:

Then, decrease SPG. Then, decrease SIT.

If the speed waveform looks like that: If the speed waveform looks like that:

Then, SPG is OK. Then, SIT is OK.

If there is an overshoot on the speed like that: If the torque is oscillating like that:

Then, increase SPG. Then, increase SIT.

With the scope of SoMove, 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 5.15 Complete settings\ Hoisting function\Brake Logic Control 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, ATV930 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 ( 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 ATV930 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.

Version : 00 of 01.03.2010 Page : 15/30

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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 ATV930 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 ATV930 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 Complete setting Macro configuration 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 5.2 Complete settings \ Motor parameters 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:

NPR = UNS × NCR × 3 × 0.85 × cosϕ

• Then, the Auto tuning must be performed with a cold motor (one day off).
• Set the Macro configuration to: : APPT = Hoisting control application.

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:

• DI1 is Forward ==> the hook must go UP

• DI2 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.
• 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 5.2.8 Complete settings \ Motor parameters \Speed Loop optimisation 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: If the speed waveform looks like that:

Then, decrease SPG. Then, decrease SIT.

If the speed waveform looks like that: If the speed waveform looks like that:

Then, SPG is OK. Then, SIT is OK.

If there is a big overshoot like that: If the speed waveform looks like that:

Then, increase SPG. 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 5.15 Complete settings\ Hoisting function\Brake Logic Control 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, ATV930 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 (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.

Version : 00 of 01.03.2010 Page : 26/30

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 3.4.1.1 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

NOT IN ATV930.

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 5. Annexe 2: Table of known
issues

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