Drive Parameters

SCHINDLER INDIA PVT LTD
Drive Parameters – Vacon for S001

Description and FAQ
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Introduction........................................................................................................................................... 2
Description of Important Parameters.................................................................................................3
Activities / Tests / Checks to be done at site.....................................................................................5
Parameter Default Values.................................................................................................................... 6
9 Passenger Parameters.................................................................................................................... 6
Test Results.......................................................................................................................................... 9
9 Passenger Test Results................................................................................................................... 9

7 Passenger Test Results................................................................................................................. 10
5 Passenger Test Results................................................................................................................. 11
FAQ...................................................................................................................................................... 12
How to reduce starting jerk ?............................................................................................................ 12

How to reduce stopping jerk ?........................................................................................................... 13
The motor does not run at leveling speed while pulling load up ?.....................................................14
The lift stops before reaching floor level ?........................................................................................ 14
Wiring and Earthing standards to be followed ?................................................................................14
How high can the deceleration rate be set ?.....................................................................................15
How is the stator impedance determined ?.......................................................................................15
How to calculate the minimum value of zero frequency voltage ?.....................................................16
How high can the DC braking current be set ?..................................................................................16
How does the flywheel size determine the parameter values ?........................................................17
How is the frequency to voltage curve decided ?..............................................................................17
Why is the stall current limit set at 200 % ?.......................................................................................18
Which factors influence the leveling accuracy ?................................................................................18
Can the leveling speed be reduced below 0.08 mps ?......................................................................19
How can over travel be avoided ?..................................................................................................... 19
How will change in motor temperature effect the parameter setting ?..............................................19
How to determine current limit setting ?............................................................................................ 20
How to perform the RPM test ?......................................................................................................... 20
Author : Sundar Doraiswamy Document No. - K45900010 Date - 18-Jul-00

Dept. : Engineering Rev - 0.0 Page - 1/20
Description and FAQ
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Introduction
This document covers the important parameters of the VACON sensor less vector drive in the S001
series. A detailed description of the important parameters, their values, the range of variation in their
values, and the method of their adjustment at site depending upon site conditions is described.
Though the number of parameters available to the user in VACON is huge, we have filtered out the set
of parameters which affect the ride performance of the lift. The balance set of parameters either are to
do with the lift application software loaded into the VACON or do not affect the ride quality.
The values of the described parameters were decided upon by testing the various passenger
capacities at the following sites :-
a) 9 passenger - Building – Park Side – 3

612 kgs load Tropicana, Raheja Estate,
Borivili (East)
Mumbai
b) 7 passenger - Wing B, Remi Bizcourt

476 kgs load Off Veera Desai Road
Andheri (West)
Mumbai
c) 5 passenger - Wing B, Remi Bizcourt

340 kgs load Off Veera Desai Road
Andheri (West)
Mumbai
Via FAQ we have tried to explain the most pertinent questions. In case you have any more please let
us know and it will get added to the already enclosed list. Also there may be reasons for occurrences
of faults like over travel, over and above that described in FAQ. These reasons will be covered
separately at a later date in a different document.
Please note that these tests were done with specific machines with their specific flywheel inertia’s.
With a change in flywheel inertia the default, maximum and minimum values will change. The effect of
a decrease in flywheel inertia is described in the FAQ section.

Description and FAQ
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Description of Important Parameters
Sl No. Parameter Description Effect of Change
1 1.3 Motor Nominal Speed Decides the RPM of the motor and helps in
computation of the motor slip in up and down
directions.
2 1.6 Maximum Speed Changes the normal speed of the lift
3 1.7 Nominal Speed Limits the normal speed of the lift
4 1.8 Inspection Speed Changes the inspection speed. Normally to be kept
at 0.25 mps. Higher values will cause over travel in
correction run if the brake is not adjusted correctly.
5 1.9 Leveling Speed Changes the leveling speed, do not go below 0.08
as drive may not be able to generate enough torque
to pull up the load (full load up / empty car down) to
run the motor at that low speed
6 1.10 Acceleration & Jerk Changes the acceleration rate and the jerk values
for acceleration
7 1.11 Deceleration & Jerk Changes the deceleration rate and the jerk values
for deceleration
8 1.12 End Distance Used for determining the dropping off time for RVZ
relay after floor level KS is sensed. The smaller the
value the better chance of getting accurate leveling.
Arriving at a compromise between leveling accuracy
and reduction in stopping jerk a value between 30 -
50 mm should be chosen
9 1.13 Brake Control Delay This need not be used as we can achieve zero
speed by electrical braking using 1.15,1.16 & 1.17
parameters
10 1.14 MGB Chain Enable Delay Decides the time for the opening of the mechanical
brake after drive receives SH1 feedback. After this
time delay the brake coil is energized and the
mechanical brake starts opening.
11 1.15 MGB Chain Open Delay Decides the time for the opening of the brake circuit
to enable closing of mechanical brake. The coil of
the brake is de-energized after this time and the
brake starts closing. This is to happen after DC
braking has stopped the motor electrically.
12 1.16 Stop DC Braking Time Decides the amount of time DC braking current will
be allowed after the frequency prescribed in 1.17 is
reached. This value should be less than or equal to
1.15
13 1.17 Stop DC Braking Frequency Decides the frequency at which DC braking current
will be started during deceleration.

Description and FAQ
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14 1.18 Start DC Braking Time Decides the amount of time DC braking current will
allowed during the starting of the run. This value
should be more the 1.14. This will ensure that the
motor is held to standstill by DC braking current
when the mechanical brake opens. Hence the
electrical speed ramp will start the motor from zero
speed, otherwise the electrical ramp would have
gone ahead of the motor speed and the motor will
get a step input and will start with a jerk (starting
jerk).
15 1.19 Current Limit Decides the maximum current the drive will allow
during it's control. Ideally this is to kept at twice the
motor rated current. Please note that the actual
current may exceed this value due to circumstances
external to the drive.
16 1.20 U/f Mid Frequency Plots the frequency to voltage characteristics.
17 1.21 U/f Mid Voltage Plots the frequency to voltage characteristics. In
case the motor stalls while running at low speeds
such as leveling speed, this value should be
increased. This is to help the drive give enough
voltage to the motor at lower frequencies to enable it
to develop the torque needed to run the motor at
that load.
18 1.22 Zero Frequency Voltage Decides the voltage given out at zero frequency or
the starting voltage and also helps decide the
frequency to voltage characteristics. This value
should normally be = P 6.9 x motor flc. In case this
value is high the starting jerk will increase. But
decreasing this value will result in a lower voltage at
lower frequencies.
19 3.19 External Brake Frequency Decides the frequency at which the DC braking
current will stop during the deceleration phase. This
value should necessarily be kept at 0 Hz.
20 4.9 DC Braking Current Decides the amount of DC braking current that will
be subjected to the motor. This should normally be
equal to FLC. Do not exceed 1.5 times the FLC or
go below 0.75 times FLC.
21 6.9 Stator Impedance To be decided by performing the stator impedance

test, preferably when the motor is in hot condition.
Keying in a slightly higher value than that
determined by the tests is preferable, as it will
ensure that the drive gives a higher voltage at
respective frequencies. Keeping a very high value
will cause an increase in jerks, while a lower value
may result in the motor stalling at low frequencies.
22 7.11 Stall Current The over current trip setting for the drive. Normally
to be kept at 200 %.

Description and FAQ
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Activities / Tests / Checks to be done at site
The following activities must be done at site in serial order –
1. Check flywheel size. Thickness of flywheel on machines that were used for the tests was 70 –
80 mm. The new machines seem to have flywheel thickness of around 25 mm. In case the
flywheel is of lower inertia please inform the engineering department for suggestions on effect
on parameters.
2. Key in the default parameters depending upon type of passenger capacity.
3. Perform the stator impedance test with motor in hot condition.
4. Carry out the RPM test.
5. Compute the zero frequency voltage.
6. Carry out leveling with balanced load.
7. Check for start - stop jerks and roll backs in balanced load conditions and P 1.14, P 1.15, P
1.16 and P 1.18 accordingly.
8. Check for motor slow speed run with 110 % load from lowest floor to the floor above it and
adjust frequency – voltage curve accordingly.
9. Load the car fully and check for full load up motor running at slow speed. Adjust frequency –
voltage curve to achieve satisfactory result.
10. Load the car fully and check for leveling and start and stop jerks. Adjust P 1.14, P 1.15, P 1.16
and P 1.18 for roll backs and stop jerks and leveling.
11. Check leveling and start – stop jerks with empty load.
12. Store parameter set. Download to PC using FC Drive.

Description and FAQ
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Parameter Default Values
9 Passenger Parameters
9 Passenger - 612 kg load capacity

Schindler : 160MW140N - 4/16CR
415 V, 50 Hz, 6.7 kw
1500 rpm, 16.5 A FLC
Sl No. Parameter Description Default Recommended

To be Used Max Setting Min Setting
1 1.3 Motor Nominal Speed 1380 *

2 1.6 Maximum Speed 1.00 1.00 0.70
3 1.7 Nominal Speed 1.00 1.00 1.00
4 1.8 Inspection Speed 0.25 0.25 0.20
5 1.9 Leveling Speed 0.08 0.12 0.08
6 1.10 Acceleration & Jerk 1.00 1.00 0.80
7 1.11 Deceleration & Jerk 1.60 1.80 1.20
8 1.12 End Distance 30 50 30
9 1.13 Brake Control Delay 0 0 0
10 1.14 MGB Chain Enable Delay 0.3 0.5 0.2
11 1.15 MGB Chain Open Delay 0.75 0.85 0.65
12 1.16 Stop DC Braking Time 0.7 0.8 0.6
13 1.17 Stop DC Braking Frequency 0.5 1.0 0.2
14 1.18 Start DC Braking Time 0.5 0.8 0.4
15 1.19 Current Limit 34 34 25
16 1.20 U/f Mid Frequency 7 7 7
17 1.21 U/f Mid Voltage 21 25 19
18 1.22 Zero Frequency Voltage 5 7 2.5
19 3.19 External Brake Frequency 0 0 0
20 4.9 DC Braking Current 20 24.75 15
21 6.9 Stator Impedance 1.35 **
22 7.11 Stall Current 200 200 160
* - The motor rpm needs to be determined each time for each and every machine by performing the
motor rpm test.
** - The stator impedance value is to be determined each time for each and every machine by
performing the stator impedance test.

Description and FAQ
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Schindler : 160MW140N - 4/16BR
415 V, 50 Hz, 5.4 kw
1500 rpm, 13.5 A FLC


2 1.6 Maximum Speed 1.00 1.00 0.70
3 1.7 Nominal Speed 1.00 1.00 1.00
5 1.9 Leveling Speed 0.08 0.12 0.08
8 1.12 End Distance 30 50 30
17 1.21 U/f Mid Voltage 21 25 19
18 1.22 Zero Frequency Voltage 5 7 2.5
20 4.9 DC Braking Current 15 20.25 12
21 6.9 Stator Impedance 1.7 **
22 7.11 Stall Current 200 200 160
motor rpm test.

Description and FAQ
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Orona - ZU160.19-4/16
415 V, 50 Hz, 4.05 kw
1500 rpm, 8.3 A FLC


2 1.6 Maximum Speed 1.00 1.00 0.70
3 1.7 Nominal Speed 1.00 1.00 1.00
5 1.9 Leveling Speed 0.08 0.12 0.08
8 1.12 End Distance 30 50 30
17 1.21 U/f Mid Voltage 25 30 19
18 1.22 Zero Frequency Voltage 5 7.5 2.5
20 4.9 DC Braking Current 12 15 8
21 6.9 Stator Impedance 3 **
22 7.11 Stall Current 200 200 160
motor rpm test.

Description and FAQ
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Test Results
9 Passenger Test Results
Building :
Park Side - 3
Tropicana, Raheja Estate
Borivili (east)
Mumbai
Installation Data :
G + 14 = 15 stops
Balanced Counterweight
Schindler : 160MW140N - 4/16CR
415 V, 50 Hz, 6.7 kw
1500 rpm, 16.5 A FLC
Incoming Voltage : 410 V AC
Load Condition Direction Weight in car Travel Current Net Leveling

Starting Running Stopping Error
Max Steady Max Car Position
Full Load Up 620 kgs 0-4 29.8 15.5 18.1 11 mm dn

Full Load Up 620 kgs 7 - 10 29 14.1 17.9 10.5 mm dn
Full Load Up 620 kgs 10 - 14 28.3 13 18.5 11 mm dn
Full Load Dn 620 kgs 14 - 10 18.5 8.1 20.1 6 mm dn

Full Load Dn 620 kgs 10 - 7 18.7 7.9 20.6 8 mm dn
Full Load Dn 620 kgs 7-4 19.2 7.9 20.2 9.5 mm dn
Full Load Dn 620 kgs 4-0 18.5 8.1 20.2 7 mm dn
Balanced Load Up 315 kgs 0-4 24 9.1 18 Nil

Balanced Load Up 315 kgs 4-7 24.3 8.8 19.6 Nil
Balanced Load Up 315 kgs 7 - 10 23.3 8.5 19.3 Nil
Balanced Load Up 315 kgs 10 - 14 23.5 8.2 18.2 Nil
Balanced Load Dn 315 kgs 14 - 10 22.1 7.4 18.5 Nil

Balanced Load Dn 315 kgs 10 - 7 21.9 7.4 19.6 Nil
Balanced Load Dn 315 kgs 7-4 20 7.4 19 Nil
Balanced Load Dn 315 kgs 4-0 20 7 20 Nil
Empty Load Up 95 kgs 0-4 21 7.1 19.3 9 mm up

Empty Load Up 95 kgs 4-7 20.4 7 20.2 8.5 mm up
Empty Load Up 95 kgs 7 - 10 20.2 7.4 19.3 7.5 mm up
Empty Load Up 95 kgs 10 - 14 20.3 7.2 19.7 9 mm up
Empty Load Dn 95 kgs 14 - 10 25 9.4 17.7 9 mm up

Empty Load Dn 95 kgs 10 - 7 24.5 9.2 19.4 4.5 mm up
Empty Load Dn 95 kgs 7-4 24.7 9.1 18.7 5 mm up
Empty Load Dn 95 kgs 4-0 24.2 9.2 17.8 0.5 mm up

Description and FAQ
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Building :
Remi Bizcourt Wing B
Off Veera Desai Road
Andheri (east)
Mumbai
Installation Data :
G + 7 = 8 stops
Schindler : 160MW140N - 4/16BR
415 V, 50 Hz, 5.4 kw
1500 rpm, 13.5 A FLC

Full Load Up 480 kgs 0-2 21.5 11.8 14 12 mm dn

Full Load Up 480 kgs 2-5 21 10.2 13.8 10 mm dn
Full Load Up 480 kgs 5-7 21.4 10 13.7 12 mm dn

Balanced Load Up 240 kgs 0-2 18.1 6.7 14.4 nil

Balanced Load Up 240 kgs 5-7 17.5 6.7 15 nil
Balanced Load Dn 240 kgs 7-5 18.4 6.8 14.5 nil

Balanced Load Dn 240 kgs 5-2 18 6.3 14.2 nil
Empty Load Up 60 kgs 0-2 14.3 5.7 19.3 2 mm up



Description and FAQ
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Building :
Remi Bizcourt Wing B
Off Veera Desai Road
Andheri (east)
Mumbai
Installation Data :
G + 7 = 8 stops
Orona : ZU160.19-4/16
415 V, 50 Hz, 4.05 kw
1500 rpm, 8.3 A FLC


Full Load Up 355 kgs 5-7 16 8.3 12.8 8 mm dn
Full Load Dn 355 kgs 7-5 13 6.8 14.5 6 mm dn




Empty Load Dn 55 kgs 7-5 16.9 8.2 12 10 mm up


Description and FAQ
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FAQ
How to reduce starting jerk ?
Starting jerk occurs when –
1. The motor is not held stationary after the release of the mechanical brake as there is not enough
torque developed, or
2. The motor gets a step voltage on release of brake.
Starting jerk is determined by the following parameters –
P 1.10 – Acceleration rate

P 1.14 - MGB Chain Enable Delay
P 1.18 - Start DC Braking Time
P 1.22 – Zero Frequency Voltage
P 4.9 – DC Braking Current
The first instance of the starting jerk is determined by the brake opening time, the DC braking current
and the duration of DC braking current. It should be ensured that the DC braking current is present
and is built up to it’s full set value before the brake opens, and the current is still there for a sufficient
period after the brake has opened. In case the DC braking current goes off before the opening of the
mechanical brake the motor will not be held stationary as there will be no torque developed.
The DC braking current value should be high enough to ensure that the motor has enough torque to
hold the load when the mechanical brake has opened and the speed ramp has ensured that there is
enough torque to start the motor in the right direction. Normally the value of the DC braking current
can be kept equal to the motor FLC. This is normally enough to enable the motor to develop the
required torque to hold even the full load at stand still. The DC current value should not be kept too
high, as the motor will then get heated up very soon. The DC braking current value is controlled
through P 4.9.
The brake opening delay is controlled through P 1.14 and the time duration of DC braking current is
controlled through P 1.18. The value of P 1.14 gives a delay for the start of opening of the mechanical
brake. This time delay is used to ensure that the DC braking current is built up to the full set value and
that the motor has developed enough torque to hold the load at stand still. A value of 0.3 seconds
should normally be sufficient for this to happen.
P 1.18 decides the time duration the DC braking current is on and is determined on basis of P 1.14 +
the time taken for the mechanical brake to open physically (approximately 100 – 150 msec). Keeping a
value of more than 250 msec above P 1.14 will lead to a faster over heating of the motor. Also in case
the value is kept high, then by then the speed ramp would have increased the voltage well beyond the
zero frequency voltage, which can cause a jerk as the motor starts running.
DC Braking The starting jerk will be lesser when the motor

Current pulls the load up, than when the load is going
Speed down. A comprmise can be arrived at by
Ramp lowering the zero frequency voltage. However
lowering the zero frequency voltage below a
certain may cause stalling at lower frequencies.
P 1.14 The lower the acceleration rate, the lower is the
starting jerk and vice-versa for starting time.
P 1.18
However keeping it at 1.00 is sufficient to achieve
a smooth start and also to prevernt stalling in full
load conditions.

Description and FAQ
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How to reduce stopping jerk ?
The stopping jerk happens when –
1. The motor has not been brought to zero speed by electrical braking and the mechanical brake
clamps on the shaft, or
2. The motor reaches zero speed by electrical braking and before the mechanical brake can
clamp there is a roll back.
Stopping jerk is determined by the following parameters –
P 1.11 – Deceleration Rate

P 1.13 - Brake Control Delay
P 1.15 - MGB Chain Open Delay
P 1.16 - Stop DC Braking Time
P 1.17 – Stop DC Braking Frequency
P 3.19 - External Brake Frequency
In the first case of stopping jerk, the drive has been unable to brake the motor down to zero speed.
The reason could be due to a low value of deceleration rate. The same can be increased up to a
certain level (Read – How high can the deceleration rate be set). This can be set via P 1.11
The other reason for the motor not stopping first can be because below 1 Hz the speed control
accuracy is not guaranteed. Hence below 1 Hz the motor may be coasting and there may not be
controlled braking. To avoid this one can start DC braking earlier at around 0.5 Hz, thereby bringing a
controllable braking into picture. The DC braking then takes over the normal braking activity and is
normally strong enough to bring the motor to standstill and to hold the motor at that point. P 1.17
decides the frequency at which DC braking should initiate during stopping.
Needless to say the DC braking current must be strong enough to ensure the braking and also to hold
the motor at that point. P 4.9 determines the DC braking current value.
The second case of stopping jerk is determined by the brake closing time. In this case, first of all
enough time must be given to the DC braking current to stop the motor. This will depend upon the load
capability of the lift. This time has been found to vary between the 5, 7 and the 9 passenger lifts. This
time is determined by P 1.16, and is found to vary between 0.5 sec to 0.7 sec depending upon
passenger capacity.
Once the DC braking current has stopped the motor, the mechanical brake must clamp before there is
any roll back. Normally after the motor is stopped, there will be enough inertia to prevent a roll back for
about 200 msec. Assuming a brake closing time of 100 – 150 msec from the time the brake coil is de-
energized, a brake closing time delay of 100 msec above that of the DC braking time is the limit.
Keeping this time less than the DC braking time causes the stopping jerk to increase. This time is set
by P 1.15 and for calculating P 1.15 use the following equations –
P 1.15 >= P 1.14
And
P 1.15 <= P 1.14 + 0.1 sec
The brake control delay P 1.13 works in conjunction with P 1.15. As P 1.15 setting has found to be
sufficient to achieve zero braking through electrical means, P 1.13 is set to zero.

Description and FAQ
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The motor does not run at leveling speed while pulling load up ?
When the motor does not run at leveling speed while pulling load up (fully loaded car up / empty car
down), it means that the motor is not able to develop enough torque to run the load. As the drive is
open loop, it assumes that the motor is running at the low speed as per it’s output. Due to this
assumption there is no corrective action taken by the drive to pump more current into the motor
thereby making it to travel at that slow speed.
To overcome this problem two parameters need to be set. They are –
P 1.21 – U/f Mid Voltage

By increasing these two parameter values this stalling at low speeds can be avoided. However
increasing these values too high will increase the starting jerk.
For setting P 1.21 refer frequency to voltage curve and for P 1.22 refer calculating zero frequency
voltage.
The lift stops before reaching floor level ?
Sometimes the lift stops before floor level (empty car down and full load up, normally), and the
controller shows an error of trip too long and goes into correction.
This happens due to the motor not running at the slow leveling speed. Hence the floor level magnets
are not reached the floor – floor time elapses and the controller drops the relays and then goes into
correction for trip too long.
This stalling of the motor can happen due to insufficient torque developed by the motor and also due
to improper Earthing of the shields of the VACON cables.
For insufficient torque refer - the motor does not run at slow speed while pulling load up, and for
Earthing of VACON shielded cables refer – wiring and Earthing standards to be followed.
Wiring and Earthing standards to be followed ?
Connection between VACON and the controller must be through shielded cables. The cable going
from the controller to the motor must also be a shielded cable.
The shielded cable must be earthed at the VACON and motor ends. The shields of the two power
cables (VACON – controller, and controller – motor) must be joined together at the controller end. But
the shields of all these cables, as well as that of the control signal exchange between VACON and the
controller must not be earthed at the controller end.
The control signal exchange cable shield and also the cable shields coming from the sicurtronic must
be kept open at the controller end and must not be earthed, nor should they be connected with the
joined shields of the power cables.

Description and FAQ
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How high can the deceleration rate be set ?
The deceleration rate determines the rate of braking. It has been observed during the tests performed
that the rate of braking is followed exactly when the drive gives the braking torque directly. However
when the braking is done via the resistor the actual speed curve does not follow the speed ramp in the
drive software. As the motor does not follow the drive ramp in the second case there can be problems
of the motor not braking in time to stop at level. This causes a tendency to increase the deceleration
rate to a very high value.
However it has been observed that a change of rate beyond 1.65 does not enhance the braking effect
significantly while braking through the resistor. With a braking rate of 1.65, the braking performance
via the resistor has been found to be satisfactory, vis-à-vis the leveling accuracy, as well as the
stopping jerk.
Increasing the rate beyond this value does not fetch any better results. On the other hand deteriorates
the performance when the drive supplies the current for braking, as the motor brakes to leveling speed
very fast and then travels at leveling speed over a longer distance for a longer time to reach the floor
level.
Also a higher rate means a larger amount of current is needed during the deceleration phase. This
current kick can some times cause the drive to trip on over current while the motor speed is still high
resulting in other problems like over travel, mechanical breakage’s (door drive belt), etc.
Hence keeping a value of 1.65 – 1.70 may not be necessary. Keeping a higher deceleration rate can
only lead to various other problems including over travel.
How is the stator impedance determined ?
The stator impedance is a very important parameter, and the drive uses this value while deciding the
losses in the motor and compensates for these losses while giving the voltages out. That is for a given
frequency, the higher the stator impedance, the higher will be the output voltage.
Stator impedance is determined automatically by the drive on performing a certain test. The stator
impedance test is to be calculated in the following manner –
Set P 1.18 = 1.2, put a balanced load in the car with a person in the car top (the weight in the car must
be deducted by the weight of the person on the car top). Come to the mid-way with the counter weight
and the car ropes being of equal lengths. Select P 6.9 on the VACON display and observe the value.
Move the car one floor in the up direction. Note the value of P 6.9 during this run. Now move the car
down back to mid-way position and note the value displayed on P 6.9. Move the car nor down one
floor and back up again to mid way while keeping a note on the P 6.9 value. Average out the values of
P 6.9 displayed during this test. Enter a value = average value x 1.1 into the VACON and store it.
This will give VACON that motor’s stator impedance.
It is preferable to conduct this test when the motor is in hot condition as a significant variation of about
20 % has been observed during the tests in cold condition and hot condition.
Every motor will have it’s own stator impedance as the impedance will keep on reducing as the motor
design is improved in the long run. As an improvement in motor design may not be communicated to
us it is essential to do this tests.
The default values mentioned in the parameter tables are only for indication and use prior to
conducting the stator impedance test.

Description and FAQ
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How to calculate the minimum value of zero frequency voltage ?
P 1.22 that determines the zero frequency voltage is defined as % of the nominal voltage. The
minimum value of zero frequency voltage should at least compensate for the losses in the motor. To
calculate this use the following equation –
Losses in motor = stator impedance x full load current of motor
If the value of P 1.22 is kept lower than to compensate for the losses in the motor, there are chances
for stalling at low speeds. If the value P 1.22 is kept far higher than to compensate for the losses in the
motor, the starting jerk will increase.
Hence as per normal practice keep P 1.22 in such a way that it compensates for the losses in the
motor. However if the starting jerk is not satisfactory due to the overall frequency – voltage curve it can
be reduced by about 10 %.
Therefore for computing value of P 1.22 the following procedure should be adopted –
1. Determine stator impedance.

2. Multiply stator impedance with the full load current as defined on the motor name plate.
3. Divide the value obtained in step 2 by the nominal voltage and multiply it by 100.
The value determined by step 3 should be keyed into P 1.22.
After all the parameters have been set, if the starting jerk is not satisfactory due to over compensation
for slow speed stalling, the computed value of P 1.22 can be reduced by about 10 %. Do not reduce
below 10 % as it can once again cause stalling at slow speeds.
During the tests, the value of P 1.22 was not needed to be changed after computation for the 9 and 7
passengers. However for the 5 passenger this was needed to be done to compensate for the starting
jerk.
How high can the DC braking current be set ?
P 4.9 determines the DC braking current. The DC braking current is used during starting to minimize
the starting jerk when the mechanical brake opens. While during stopping it is used to brake the motor
to zero speed before the mechanical brake clamps.
The DC braking current can normally be set equal to the full load current of the motor, and this will
suffice to do both the functions mentioned above. In case a higher value is needed, it is preferable not
to go above 1.5 times the full load current, and if a lower value is needed, a value below 0.75 times the
full load current should not be selected.
Too high a setting will cause faster heating of the motor, while a low setting will produce enough
torque in the motor to hold the load at the required spot.
The best way to determine the exact value is to inject DC current through the motor windings, open
the brake mechanically and try rotating the motor with the car fully loaded and at the first floor. The
current at which you are unable to crank the motor to move the fully loaded car down is the value of
DC braking current to be used. However to do this test will be difficult as trying to configure the
VACON for this will be tough, and getting a source for constant DC current will also be difficult.

Description and FAQ
_________________________________________________________________________________
Hence it is advisable to follow the thumb rule setting of equal to full load current. In case it is found to
be not sufficient in full load conditions, the value can be increased in steps of 10 % up to a maximum
of 50 5 above the full load current. The desired effect should definitely be achieved with this maximum
value in all conditions.
How does the flywheel size determine the parameter values ?
The flywheel size determines the moment of inertia of the entire load reflected at the motor shaft to a
large extent. Hence as the flywheel size reduces the moment of inertia reduces and it becomes easier
for the drive to accelerate and also to decelerate the motor.
As the acceleration rate P 1.10 is already satisfactory it will not needed to be changed. The
deceleration rate should be decreased with a smaller flywheel. Now it will easier to achieve the drive
speed curve even while braking though the resistor. Hence P 1.11 can be reduced.
The stopping time delays set through P 1.15 and P 1.16 can be reduced, as the motor will brake
faster. However the basic concept will still stay the same, refer – how to reduce stopping jerk.
The frequency – voltage curve can also be changed and brought down to a lower value as the load
required to be driven is lower and a lower torque will be required to run the motor at slow speed than
was needed previously.
How much reduction can be achieved will need to be determined after carrying out tests on the
machines with lower inertia flywheels being supplied now days.
A new set of default, maximum and minimum parameter values for these new machines will be
released in a subsequent revision of this document.
How is the frequency to voltage curve decided ?

The frequency to voltage curve determines the voltage that will be given out at lower frequencies. This
is to help us to achieve the running of the motor at slow speeds during full load conditions, by giving
out a voltage than would be given by a linear curve.
There are three parameters, which define the frequency to voltage curve. They are as under –
P 1.20 - U/f Mid Frequency

P 1.21 – U/f Mid Voltage
Computation of P 1.22 is given above, refer -

How to calculate zero frequency voltage.
P 1.20 will be kept at 7 Hz without any change. 400 V, 50 Hz
P 1.21 will be varied (increased) in case motor
Stalling at slow speeds under full load condition V
is observed. The increase is to be done in a O P 1.21
step wise manner, one point ( 21 – 22) at a L
time. The value at which the motor runs at slow T
speed under full load up condition should be A
selected and that value entered. G
It should be noted that keeping a too high value E P 1.22
of P 1.21 and P 1.22 to avoid stalling will
degrade the starting jerk and may also cause P 1.20
overcurrent tripping. Hence though a safe FREQUENCY
value should be chosen, the starting ride comfort
must also be kept in mind.

Description and FAQ
_________________________________________________________________________________
Why is the stall current limit set at 200 % ?

During various observations it has been seen that the starting and stopping currents under full load
conditions (see test results) go up to almost 180 % of the full load current of the motor. Also the
current limit is normally set at a value of 200 % of the motor full load current. It does not have any
sense in keeping the trip setting below the limiting setting.
Also the motor is capable of withstanding twice the full load current repeatedly as is the drive. As we
are within the parameters of the motor as well as of the drive and keeping this high a setting avoids
nuisance tripping of the drive on over current F 1, it is preferable to keep the stall current limit at 200
%.
Which factors influence the leveling accuracy ?
The leveling accuracy is determined by the following parameters –
P 1.09 – Leveling Speed

P 1.11 – Deceleration Rate
P 1.12 – End Distance
P 1.15 – MGB Chain Open Delay
P 1.16 – Stop DC Braking Time
P 1.17 – Stop DC Braking Frequency
P 3.19 – External Brake Frequency
And of course the position of the magnets.
It can immediately be seen that the parameters mentioned above are also responsible for the
reduction of stopping jerk. An increase of these parameters improves the stopping jerk, while it
degrades the leveling accuracy. Hence a compromise is needed to be arrived at between the stopping
jerk and the leveling accuracy.
On reaching the floor level magnet the drive switches off the RVZ relay after a time delay
corresponding the distance set in P 1.12 (End Distance) and the leveling speed set in P 1.09.
The lower the leveling speed the more the time delay that will be given for the dropping of the RVZ
relay for a given end distance.
Also as speed control accuracy goes down with lower speeds, the smaller the distance needed to be
traveled at slow speed, the better will be leveling accuracy. Keeping a too small end distance will be
mean that the magnet switch can get reset in case of roll back. A value of 30 mm has been found to
be comfortable for avoiding such problems. However this distance will need to be verified at site.
Keeping a larger value, naturally degrades the leveling accuracy.
An end distance of 30 mm does not directly imply that the center to center distance between the two
floor level magnets will be 60 mm. This is due to the poor speed control at low frequencies. Also
between 1.0 to 0.5 Hz the motor is coasting and beyond 0.5 Hz the motor is stopped by DC braking
under which condition an exact speed profile curve will not be followed. Both at Tropicana and at Remi
Bizourt it was observed that the center to center distance was around 90 – 95 mm on achieving levels
with balanced loads.

Description and FAQ
_________________________________________________________________________________
Hence at each site the leveling will need to be checked under balanced load conditions and the
magnets adjusted on basis of floor sill to car sill distance measurements. Each floor will need to be
checked as the result is slightly different for each floor due to varying friction and rope length variation.
It has also been observed that the worst leveling errors occur, when the full load is coming up (full
loaded car up / empty car down) especially at the terminal floors due to roll back. To reduce leveling
errors due to roll back the difference between P 1.15 and P 1.16 can be reduced. However the
stopping jerk must also be kept in mind during the reverse conditions (i.e.- full load down).
The worst case for leveling has been found to be the 5 passenger cars due to the small bandwidth
being available between empty car and full car.
Kindly look up the net leveling error tables in the test results for reference.
Can the leveling speed be reduced below 0.08 mps ?
A lower leveling speed does not necessarily mean better leveling accuracy and better stopping jerk as
the speed control accuracy goes down with speed. Also with a lower speed the speed – torque
required ratio for the worsens, ie – a steeper frequency to voltage curve will be required to run the
motor at that speed for full load up conditions. This steeper curve will worsen the starting jerk and also
there may be a discernable shift in acceleration rate when the motor changes from the faster slope of
acceleration (0 – 7 Hz) to the slower slope of acceleration (7 – 50 Hz).
Hence it is advisable not to go below 0.08 mps as the leveling speed.
How can over travel be avoided ?
Over travel can be avoided due to drive problems by the following methods –
1. Increasing the stall current limit setting to 200 %. By this the drive will not trip on the high
current requirements during the fast decelerations required. As the drive will not trip. The
braking will be controlled and not uncontrolled being done via the mechanical brake.
2. Not keeping too small end distance settings. Due to this the magnet switch will not get reset
on the event of the motor taking slightly longer to stop than normal due to various reasons like
over heating, etc.
3. Checking the dropping time of the RVZ relay. That is it is not too high. In case of problems,
replace the RVZ relay.
4. By keeping deceleration rates on or below 1.70, as a higher deceleration rate means higher
and sharper current rises during braking resulting in the drive tripping due to over current.
5. By setting the frequency – voltage curve and checking it’s functionality with full load
conditions, thereby ensuring that the motor runs at slow speeds (this will avoid empty car over
travel above ground floor during descent).
How will change in motor temperature effect the parameter setting ?

The motor temperature plays a very significant role in the performance of the motor. It affects the
stator impedance by increasing it significantly. As mentioned earlier an increase of about 20 % has
been observed during the tests. When the stator impedance goes up the losses in the motor go up,
resulting in making the setting of the frequency – voltage curve in-effective. It can also cause problems
like motor not developing enough torque to run heavy loads at slow speeds causing break downs. Also
the starting and stopping jerk levels will change causing a deterioration in ride comfort.
With increase in stator impedance due to rise in temperature the current being pumped during
deceleration may not be enough resulting problems like over travel.
Apart from the above the drive is a sensor less vector drive. Vector control varies the frequency along
with the phase and magnitude of the current. This is unlike that for a normal v/f where there is straight

Description and FAQ
_________________________________________________________________________________
relationship between frequency and voltage. For this it maintains a temperature model of the motor
inside, as it needs this to determine the shaft position of the motor (Assumption that giving a particular
voltage and particular frequency will cause the motor to rotate by a certain angle). In case of closed
loop systems the shaft position is decided on basis of the speed feedback.
Needless to say with high temperatures, this model in the drive becomes inaccurate and hence the
vector performance deteriorates, which for high inertia flywheel machines will not be noticeable, but
may become noticeable at high speeds and high currents for low inertia flywheel machines.
How to determine current limit setting ?

The current limit is determined by P 1.19. Current Limit defines the maximum current the drive will
allow to pumped into the motor. This setting should be based on the maximum current required for that
application, but should be less than that corresponding to the maximum current allowable by the drive.
On basis of the tests, we have decided upon the following as default current limit settings –
9 passenger – 6.7 kw – 34 A
Please note that the current limit setting determines the maximum current that the drive will allow to
pass through to the motor under it’s control. The actual current may sometimes be more than this due
to external circumstances like a short circuit at the output of the drive, etc.
In case the current limit setting is kept low, the drive will allow a smaller maximum current to pass to
the motor and this may lead to problems like the motor not being able to accelerate / decelerate at the
required rates.
Hence decrease in the above mentioned settings is not advisable. The current limit setting can be
increased to the maximum values given in the table (these values correspond to the maximum current
setting of the drive) if required. This change to maximum setting may be required in case of G + 14
buildings especially. In case of the 9 passenger, the drive current limit setting has already been
determined for the worst condition and hence need not be changed at all.
How to perform the RPM test ?

The RPM test is necessary to be performed, as this data is very essential for the drive. It needs to
know the exact rpm that the motor will have at 50 Hz to enable it to calculate the torque developed at
various lift speeds, the slip of the motor, etc.
Change the inspection speed to 0.08 mps (P 1.8). Take the lift to the middle of the hoist way. Mark the
position of the car on the rope. Now move the car down for a period of 20 seconds. Then move the car
back up for an equivalent period of 20 seconds. Look for the marking on the rope. In case the marking
is below the place it was increase the value in P 1.3. In case the marking is above the place it was
then decrease the value in P 1.3.
Carry out this test till the error in position of the marking is less than 100 mm. Store the motor speed at
the value at which this result is achieved. This gives the rpm of the motor at 50 Hz.


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Drive Parameters

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SCHINDLER INDIA PVT LTD

Drive Parameters – Vacon for S001

Description of Important Parameters.................................................................................................3

Activities / Tests / Checks to be done at site.....................................................................................5

Parameter Default Values.................................................................................................................... 6

9 Passenger Test Results................................................................................................................... 9

How to reduce starting jerk ?............................................................................................................ 12

Author : Sundar Doraiswamy Document No. - K45900010 Date - 18-Jul-00

a) 9 passenger - Building – Park Side – 3

b) 7 passenger - Wing B, Remi Bizcourt

c) 5 passenger - Wing B, Remi Bizcourt

Author : Sundar Doraiswamy Document No. - K45900010 Date - 18-Jul-00

Description of Important Parameters

Sl No. Parameter Description Effect of Change

Author : Sundar Doraiswamy Document No. - K45900010 Date - 18-Jul-00

21 6.9 Stator Impedance To be decided by performing the stator impedance

Author : Sundar Doraiswamy Document No. - K45900010 Date - 18-Jul-00

Activities / Tests / Checks to be done at site

The following activities must be done at site in serial order –

Author : Sundar Doraiswamy Document No. - K45900010 Date - 18-Jul-00

Parameter Default Values

9 Passenger - 612 kg load capacity

Sl No. Parameter Description Default Recommended

1 1.3 Motor Nominal Speed 1380 *

19 3.19 External Brake Frequency 0 0 0

20 4.9 DC Braking Current 20 24.75 15

21 6.9 Stator Impedance 1.35 **

22 7.11 Stall Current 200 200 160

Author : Sundar Doraiswamy Document No. - K45900010 Date - 18-Jul-00

7 Passenger - 476 kg load capacity

Sl No. Parameter Description Default Recommended

1 1.3 Motor Nominal Speed 1380 *

19 3.19 External Brake Frequency 0 0 0

20 4.9 DC Braking Current 15 20.25 12

21 6.9 Stator Impedance 1.7 **

22 7.11 Stall Current 200 200 160

Author : Sundar Doraiswamy Document No. - K45900010 Date - 18-Jul-00

5 Passenger - 340 kg load capacity

Sl No. Parameter Description Default Recommended

1 1.3 Motor Nominal Speed 1380 *

19 3.19 External Brake Frequency 0 0 0

20 4.9 DC Braking Current 12 15 8

21 6.9 Stator Impedance 3 **

22 7.11 Stall Current 200 200 160

Author : Sundar Doraiswamy Document No. - K45900010 Date - 18-Jul-00

9 Passenger Test Results

Load Condition Direction Weight in car Travel Current Net Leveling

Full Load Up 620 kgs 0-4 29.8 15.5 18.1 11 mm dn

Full Load Dn 620 kgs 14 - 10 18.5 8.1 20.1 6 mm dn

Balanced Load Up 315 kgs 0-4 24 9.1 18 Nil

Balanced Load Dn 315 kgs 14 - 10 22.1 7.4 18.5 Nil

Empty Load Up 95 kgs 0-4 21 7.1 19.3 9 mm up

Empty Load Dn 95 kgs 14 - 10 25 9.4 17.7 9 mm up

Author : Sundar Doraiswamy Document No. - K45900010 Date - 18-Jul-00

Load Condition Direction Weight in car Travel Current Net Leveling

Full Load Up 480 kgs 0-2 21.5 11.8 14 12 mm dn

Full Load Dn 480 kgs 7-5 15.6 6.2 15.8 4 mm dn

Balanced Load Up 240 kgs 0-2 18.1 6.7 14.4 nil

Balanced Load Dn 240 kgs 7-5 18.4 6.8 14.5 nil

Empty Load Up 60 kgs 0-2 14.3 5.7 19.3 2 mm up

Empty Load Dn 60 kgs 7-5 20.4 9.2 13.9 8 mm up

Author : Sundar Doraiswamy Document No. - K45900010 Date - 18-Jul-00

5 Passenger Test Results