SBT L450S, Руководство пользователя

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37
Problem Control Mode and Possible Cause Corrective Action
Rollback at start
Incorrect adjustment of DC-injector control controllers
-Increase the parameter value of S3-01.
-Increase the C5-19
-Decrease the C5-20
Motor sound before
start
Incorrect adjustment of DC-injector control controllers
- Decrease the C5-19
- Increase the C5-20
Shock at start
Motor starts when the brake is not released completely -Increase the time of DC Injection (S1-04)
Time of the accelerate is very low -Increase the C5-01
Incorrect adjustment of speed controllers
-Increase the C5-03
- decrease the C5-04
Motor Vibrate at
start
Incorrect adjustment of speed controllers.
-Increase the C5-04
- decrease the C5-03
Vibrate in nominal
speed
Incorrect adjustment of speed controllers.
-Increase the C5-02
- decrease the C5-01
Shock at stop
Mechanical brake operates very early and stops the motor in the
middle of rotation.
Increase the delay of mechanical brake
operation(S1-07). If necessary increase the DC
injection time(S1-05)
Step 9: Landing Accuracy adjustments
The aim of this test is to achieve the same stopping position in both cases, cabin with half-load (no-
slip influences) and without load(maximum slip influences). While in the half-load case, only one test
is enough, the other one should be repeated until the stopping accuracy in both cases is reached to the
same level. After adjusting these settings, the cabinet can be moved exactly to the desired floor by
moving the magnets or adjusting the slope of the inverter.
In this method, we will compare the landing position in two different cases: half-load and empty
cabin. When there is half load inside the cabin, it should have a balanced condition; in this case, the
slip influences should be almost zero.
First, choose one floor, and put
half-load in the cabin. Then, call the lift to come to the floor where
you are measuring in down direction (coming from an upper floor) and measure (note) the distance
where the lift has stopped (from the floor level).
If the cabin is above the floor level, the distance is positive (Ex. +4mm); if the cabin is below the floor
level, the distance is negative (Ex. -13mm). Repeat the test (still with
half load ) calling the lift to
come to the floor where you are waiting in up direction (coming from a lower floor) and measure
(note) the distance where the lift has stopped (from the floor level).
Now remove the load (
empty cabin ) and measure the stopping position when the cabin is going
down (coming from the upper floor). So, we are checking the slip in the driving condition.
Compare the position with the case measured with half load :
- If the cabin landing position is higher in the case without a load, it means that the slip is not enough.
We need to increase slip when the cabin is empty (with more slip the lift will go faster than without
load in driving condition); in this case increase S2-02 (slip compensation in motoring mode) by 10%
and measure again.
- If the cabin landing position is higher in the case with half load, it means that the slip is too much.
We need to decrease slip when the cabin is empty (with less slip the lift will go slower without a load
in driving condition); in this case, decrease S2-02 (slip compensation driving gain) by 10% and
measure again.
- If the cabin landing position is the same in both cases, there is no need to change slip compensation
driving gains. Slip frequency is correctly adjusted in driving conditions.
Measure the stopping position when the cabin is going
up (coming from a lower floor). So, we are
checking the slip in the braking condition. Compare the position with the one measured with half
load :
- If the cabin landing position is higher in the case without a load, it means that the slip is not enough.
We need to increase slip when the cabin is empty (with more slip the lift will go slower without a load
in braking condition); in this case increase S2-03 (slip compensation braking gain) by 10% and
measure again.