Beck, R&J 11-1-9, 11-2-9, 11-3-9, 11-4-9 User Manual

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Page 1

80-1103-00 Rev. 01.1

MODELS

INSTRUCTION MANUAL

11-1_9 11-2_9 11-3_9 11-4_9

ELECTRIC ACTUATORS FOR INDUSTRIAL PROCESS CONTROL

Page 2

INTRODUCTION TO THE MANUAL

This manual contains the information needed to install, operate and maintain Beck Model Group 11 Electronic Control Drives equipped with the Digital Control Module (DCM-2), manufactured by Harold Beck & Sons, Inc. of Newtown, Pennsylvania.

IMPORT ANT : This manual contains information that will make installation simple, efﬁcient and trouble-free. Please read and understand the appropriate sections in this manual before attempting to install or operate your drive.

This manual also applies to Group 11 & 11E hazardous location drives and, with such orders, is provided along with Beck Manual Supplement 80-1100-14.

The Beck Group 11 ﬁlls an industry need for a reliable electronic control drive. Exceptionally stable and trouble-free, these rotary drives are in use throughout the world in valve and damper applications.

The Group 11 drive is a powerful control package designed to provide precise position control of dampers, valves, ﬂuid couplings and other devices requiring up to 1,800 lb-ft (2 440 N•m) of drive torque.

Group 22 digital control drives ... are designed for accurate,

reliable, digital control in high torque applications. The drive is ideal for use in large boiler applications, such as ID/FD fan dampers.

Group 14 linear drives ...

are ideally suited for globe valves from 1” to 8” (25 to 203 mm) diameter. Beck’s unique “Tight-Seater™” coupling provides positive seating of valves.

Page 3

CONTENTS

Product Description ................................................................................................................................... 4

General Speciﬁcations ............................................................................................................................. 6

Outline Dimension Drawings .................................................................................................................... 8

Installation ................................................................................................................................................. 15

Signal Wiring .......................................................................................................................................... 17

Start-up .................................................................................................................................................. 18

Operation ................................................................................................................................................... 20

Digital Control Module (DCM-2) ............................................................................................................... 22

DCM-2 Local Interface

Operation ............................................................................................................................................ 23

Calibration ........................................................................................................................................... 25

Switches .......................................................................................................................................... 26

Demand ........................................................................................................................................... 28

Position ............................................................................................................................................ 30

Direction Change ............................................................................................................................. 31

Troubleshooting .................................................................................................................................. 32

DCM-2 HART

Communication ................................................................................................................................... 34

Conﬁguration and Setup ..................................................................................................................... 44

Calibration ........................................................................................................................................... 50

Switches .......................................................................................................................................... 52

Position ............................................................................................................................................ 54

Feedback ......................................................................................................................................... 56

Demand ........................................................................................................................................... 57

Torque Measurement ....................................................................................................................... 58

Maintenance

Alarm Messages .............................................................................................................................. 59

Troubleshooting ............................................................................................................................... 62

DCM-2 Serial Interface

Setup .................................................................................................................................................. 66

Commands ......................................................................................................................................... 67

Command Error Codes ....................................................................................................................... 73

Interface

Maintenance

Routine ................................................................................................................................................... 74

Component Replacement ...................................................................................................................... 75

Appendix

Spare Parts ............................................................................................................................................ 79

Components ........................................................................................................................................... 80

Index ........................................................................................................................................................... 86

Services ...................................................................................................................................................... 87

HART® is a registered trademark of the Hart Communication Foundation.

Page 4

PRODUCT DESCRIPTION

Beck control drives are engineered for precise, reliable operation of dampers, quarter-turn valves and ﬂuid drives. The cool, stable operation of Beck’s control motors coupled with the powerful gear train provide the tight, responsive control required by modern control loops to optimize output while keeping operating costs low. The unique all spur gear construction used in the Beck control drive is designed for long term durability. Gear modules and motors can be interchanged in the ﬁeld to alter the torque and timing as needed if the application requirements change. Mechanical stops in the gear train prevent overtravel. An easy to turn, spoke-free Handwheel is incorporated into the design to allow manual operation during installation or power outages. The Handwheel can be used to move dampers and valves to any position smoothly and easily under full load conditions. Dampers and valves may also be operated at their individual locations with built-in electric Handswitches. The heavy-duty crank arm (if applicable) of these control drives can be ﬁeld-adjusted to travel anywhere in the 360° range. The forged rod end ﬁtting may be ﬁeld-adjusted to any point in the cast

slot of the crank arm. Special linkage arrangements allow total application versatility for connection directly on or remote from the driven load. Beck’s Digital Control Module (DCM-2) provides precise drive control in response to a modulating Demand input signal. It also provides intelligent calibration, easy drive setup changes, and diagnostic information. A local interface provides quick pushbutton setup and diagnostics without the need for a handheld or remote device. A HART remote access of all features and information. A serial interface also allows for drive conﬁguration changes, drive information reporting and to assist in troubleshooting. Beck’s CPS-2 Contactless Position Sensor provides accurate position measurement in demanding environmental conditions, with no contacting or wiping surfaces to wear or intermittently lose contact. The CPS-2 provides inﬁnite resolution with linearity error of less than ±1% of span over full control drive travel. Beck electronic control drives are designed with individual weatherproof enclosures to protect the main components. The cutaway illustration below is intended to provide the user with a basic orientation to the product.

communications interface allows

DIGITAL CONTROL MODULE (DCM-2)

OVER-TRAVEL LIMIT AND AUXILIARY SWITCHES

WIRING TERMINAL BLOCK

CRANK ARM / LINKAGE

GEAR TRAIN AND MOTOR HOUSINGS

POSITION SENSING DEVICE

Page 5

TYPICAL APPLICATIONS

Beck control drives are ideally suited for use on ball, plug and butterﬂy valves, as well as dampers and ﬂuid drives. When equipped with a sheave and multi-turn option (consult your Beck Sales Engineer for details), the drive can be used to raise and lower a weight-balanced damper. DCM-2 equipped Beck drives are designed for precise position control in modulating applications. The drive is best utilized when its full travel is employed to achieve its greatest sensitivity and resolution, although the driven device may operate through a considerably smaller range. Beck drives can be conﬁgured with special linkage to deliver greater torque where needed, so that drive size and resultant cost can be minimized. Valves can be furnished by Beck as unitized assemblies with control drives mounted and tested in the factory. Depending on the valve and application, valves can be mounted directly or using a bracket and linkage. Also, drives may be installed in the ﬁeld with mounting hardware furnished by Beck or the customer. Drives for dampers are generally installed at the site on a mounting platform separate from the damper.

BECK LINKAGE KITS

Beck hex and pipe linkage kits are available for completing the mechanical connection from the drive crank arm to the load. Through the use of a standardized selection, the linkage can be ordered even if the exact length is not determined until the drive and driven device are installed. All Beck foot-mounted drives are furnished with a crank arm and rod end (see pages 8, 10 and 13 for dimensions). All rod ends furnished by Beck incorporate bearings to accommodate some lateral misalignment. Once the connection is made, linkage kits can be adjusted ±1 1/2” (38 mm) without removal of the crank arm or load lever, making ﬁnal mechanical calibration simple.

Page 6

PRODUCT DESCRIPTION

GENERAL SPECIFICATIONS—ALL MODELS

Drive Power 120 V ac single-phase 50 or 60 Hz Allowable Tolerance +10% 240 V ac single-phase 50 or 60 Hz -15%

Max. Current and Power

Model 120 V ac 240 V ac

11-159, -169 .40 A 48 W .20 A 48 W 11-209, -269 .65 A 78 W .33 A 78 W 11-309, -369 .65 A 78 W .33 A 78 W 11-409, -469 3.10 A 400 W 1.55 A 400 W

Operating Conditions -40° to 185°F (-40° to 85°C) 0 to 100% relative humidity

Communication Interface HART protocol (Rev. 5 -- burst mode is not supported), local pushbutton/

LED panel and RS-232 Serial commands.

Demand input Signal Options 4–20 mA (1–5 V dc input is possible with the removal of the "R11" (DCM-2) resistor located on the DCM-2 board (see diagram on page 78).

Adjustability for Split Range 0%: 0.1 V to 4 V dc Operation 100%: 0% + 1 V min. to 5 V max.

Step Size 0.15% typical (conﬁgurable).

Linearity ±1% of span, max. independent error

Hysteresis 0.25% of span at any point

Demand input Signal Linear: Drive output shaft moves proportionally to the input signal. Characterization Square: Drive output shaft moves proportionally to the square of the input signal. Custom: Drive output shaft moves according to the custom demand response curve.

Position Feedback Signal 4–20 mA for Remote Indication

Isolation Demand input and position Feedback signals are isolated from ground and the ac power line. Signal buffering provides 24 V dc isolation between the Demand and Feedback signals.

Action on Loss of Power Stays in place

Action on Loss of Input Stays in place or drives to any preset position (conﬁgurable). Signal (Power On)

Stall Protection If the motor tries to run in one direction for more than 300 seconds (Optional) (conﬁgurable from 30 to 300 seconds), the DCM-2 will shut off power

to the motor (feature can be enabled/disabled).

Page 7

GENERAL SPECIFICATIONS—ALL MODELS (cont’d)

Overtorque Protection If the output torque of the drive exceeds 150% (adjustable from 70% (Optional) to 150%) of the drive rating, the motor will shut off (feature can be

enabled/disabled).

Alarm Annunciation Available at terminal E.

Temperature Indication Measures the internal temperature of the drive and triggers an alarm

when the temperature exceeds the rating range.

Over-travel Limit Switches Two SPDT (CW and CCW) provide over-travel protection.

Auxiliary Switches Up to four 6 A, 120 V ac switches available. Switches are labeled S1 to S4 and are cam-operated, ﬁeld-adjustable.

Unless otherwise speciﬁed, auxiliary switches are factory set: S1 and S4 are set to operate just before reaching the CCW travel limit. S2 and S3 are set to operate just before reaching the CW travel limit.

Handswitch Permits local electrical operation, independent of controller signal.

Standard on all units. An auxiliary contact is available for auto

indication (rated 2.5 A at 120 V ac).

Handwheel Provides manual operation without electrical power.

Motor 120 V ac, single-phase, no-burnout, non-coasting motor has instant

magnetic braking. Requires no contacts or moving parts.

Gear Train High-efﬁciency, precision-cut, heat-treated alloy steel and ductile iron

spur gears. Interchangeable gear modules permit ﬁeld change of

timing.

Mechanical Stops Prevent overtravel during automatic or manual operation.

Enclosure Precision-machined, aluminum alloy castings painted with corrosion-

resistant polyurethane paint provide a rugged, dust-tight, weatherproof

enclosure. Drives designed for hazardous classiﬁed locations are also

available. NEMA 4X; IP68, 3 meters/48 hours*. *Internal water damage is not covered by warranty.

Mounting Orientation Any orientation—no limitations.

Standards* UL Listed CSA Listed CE Compliant

*NOTE: For standards not speciﬁcally listed, please call Beck for more information at 215-968-4600.

Page 8

OUTLINE DIMENSION DRAWINGS

51/4"

(133 mm)

67/8"

(175 mm)

(102 mm)

COVER, DIGITAL

CONTROL MODULE

(ALLOW 4" (102 mm)

FOR REMOVAL)

COVER,

TERMINAL BLOCK

EXTERNAL WIRING

COVER, POSITION

SENSING DEVICES

41/2"

(114 mm)

41/2"

(114 mm)

(102 mm)

11 1/2" (292 mm) MAX.

(ALLOW 6" (152 mm)

FOR REMOVAL)

HANDSWITCH

41/4"

(108 mm)

1" N.P.T.

CONDUIT,

POWER

CONNECTION

2 3/16"

(56 mm)

1/2" N.P.T. CONDUIT, SIGNAL CONNECTION

HANDWHEEL

GEAR MODULE / MOTOR ASSEMBLY

1/2"

(13 mm)

13/32" (10 mm) DIA. (4) HOLES

1/2" (13 mm)

(178 mm)

1 3/4" (45 mm)

2 1/4" (57 mm)

LINKAGE C

11 3/4" (298 mm) MAX.

(ALLOW 4" (102 mm)

FOR REMOVAL)

3 9/16" (90 mm)

13 1/2"

(343 mm)

11 1/16"

(281 mm)

Crank Arm Assembly 10-3491-05 Crank Arm 10-3491-02 Crank Arm Bolt 30-0306-56 Washers (2) 30-0313-03 Wedge 11-8060-02 Rod End Bolt 30-0306-56 Rod End Lock Nut 30-0309-11 Rod End 12-2840-02 Dim. "L" (Length) 2.125" (54 mm) Dim. "T" (Thread) 1/2-20 x 1-1/8" (29 mm)

Output Shaft Dia. 3/4" (19 mm) Approx. Weight 50 lbs (23 kgs) Max. Overhung Load 750 lbs (340 kgs)

Torque

Size (in.) (lb-ft) (N•m)

Crank Arm Bolt 1/2-13 75 102 Rod End Bolt 1/2-13 35 47 Rod End Lock Nut 1/2-13 55 75 Cover Bolts 5/16-18 10 14 Motor/Gear Module Bolts 1/4-20 6 8 Body Bolts 5/16-18 10 14 Body Bolts 3/8-16 20 27

MODEL 11-159 SPECIFICATIONS

CRANK ARM

BOLT

ADJUSTABLE RADIUS "R" 1 1/2" (38 mm) TO 5 1/8" (130 mm)

Recommended Bolt Torques

(152 mm)

NOTE: All dimensions subject to change.

Crank Arm

Model 11-159 Linkage Part Numbers &

ROD END BOLT

Model Information

WASHERS (2)

WEDGE

ROD END LOCK NUT

ROD END

Page 9

MODEL 11-169 SPECIFICATIONS

Approximate Weight 56 lbs. (25 kg) Maximum Overhung Load 750 lbs. (340 kg)

Torque

Size (in.) (lb-ft) (N•m)

Cover Bolts 5/16-18 10 14 Motor/Gear Module Bolts 1/4-20 6 8 Body Bolts 5/16-18 10 14 Body Bolts 3/8-16 20 27 Control End Cover Bolts 5/16-18 10 14 Coupling Bolts 3/8-24 50* 68* Mounting Bracket Screws 3/8-16 25 34 (Flat Head)

TERMINAL BLOCK

COVER,

EXTERNAL WIRING

HANDSWITCH

COVER, POSITION

SENSING DEVICES

11 1/2" (292 mm) MAX.

(ALLOW 6" (152 mm)

COVER, DIGITAL

CONTROL MODULE

(ALLOW 4" (102 mm)

FOR REMOVAL

67/8"

(175 mm)

51/4"

(133 mm)

45°

FOR REMOVAL)

MOUNTING HOLES

3/8-16 UNC-2B x 1/2" (13 mm) DEEP

(4) HOLES EQUALLY SPACED

ON A 5" (127 mm) DIA. B.C.

HANDWHEEL

(337 mm)

31/4"

(83 mm)

13 1/4"

1/2" N.P.T. CONDUIT,

SIGNAL

CONNECTION

23/16"

(56 mm)

27/16"

(62 mm)

1" N.P.T.

CONDUIT,

POWER

CONNECTION

71/2"

(191 mm)

GEAR MODULE / MOTOR ASSEMBLY

8 1/4" (210 mm) MAX. (ALLOW 4" (102 mm)

FOR REMOVAL)

3 7/8" (98 mm)

3/4" (19 mm) OR 1 1/2" (38 mm) DIA.

+.001" (.03 mm) –.000

BASIC CONTROL DRIVE

Model Information

NOTE: All dimensions subject to change.

1 15/32 (37 mm)

4 7/16" (113 mm)

TYPICAL VALVE MOUNTING

Recommended Bolt Torques

*May vary per application. Refer to valve mounting speciﬁcation sheet shipped with your drive.

Page 10

OUTLINE DIMENSION DRAWINGS

NUT PLATE

CLAMP PLATE

CRANK PIN / STUD

ROD END LOCK NUT

CRANK PIN BOLT

CRANK ARM BOLT (2)

AUX.SWITCHRATING:

10A240 Vac

1" N.P.T.

CODUIT,

POWER

CONNECTION

6 7/32"

(158 mm)

4 25/32"

(121 mm)

1/2" N.P.T. CONDUIT, SIGNAL CONNECTION

NAMEPLATE

MOTOR

18"

(457 mm)

15 1/2"

(394 mm)

55/8"

(143 mm)

61/2"

(165 mm)

3/4"

(19 mm)

3/4" (19 mm)

7/8"

(22 mm)

41/4"

(108 mm)

11 1/4" (286 mm) MAX.

(ALLOW 3" (76 mm)

FOR REMOVAL)

43/4"

(121 mm)

LINKAGE C

COVER,

TERMINAL BLOCK

EXTERNAL WIRING

COVER, DIGITAL

CONTROL

MODULE

COVER,

POSITION

SENSING

DEVICES

HANDSWITCH

GEAR MODULE ASSEMBLY

61/16"

(154 mm)

34°

51/2"

(140 mm)

63/8"

(162 mm)

63/8"

(162 mm)

51/2"

(140 mm)

12 3/4"

(324 mm)

12 1/8" (308 mm) MAX.

(ALLOW 6 " (152 mm)

FOR REMOVAL)

11/16" (17 mm) DIA. (4) HOLES

91/4"

(235 mm)

ADJUSTABLE RADIUS "R"

3 1/2" (89 mm) TO 8" (203 mm)

ROD END

CRANK

ARM

BOLT (2)

Torque

Size (in.) (lb-ft) (N•m)

Crank Arm Bolt 5/8-18 240 325 Crank Pin Bolt / Stud 3/4-16 300 407 Crank Pin Bolt / Stud 3/4-16 300 407 Rod End lock nut: (11-209) 1/2-20 35 47 (11-309) 5/8-18 65 88 Body Bolts 3/8-16 20 27 Body Bolts 1/2-13 50 68 Cover Bolts 5/16-18 10 14 Motor Bolts 1/4-20 6 8 Gear Module Bolts 5/16-18 10 14

11-209 11-309

Crank Arm Assembly 14-7330-26 14-8010-34 Crank Arm 14-8008-02 14-8008-01 Crank Arm Bolt (2) 30-0308-75 30-0308-75 Clamp Plate 14-9883-01 14-9883-01 Crank Pin / Stud 14-9920-06 14-9920-07 Crank Pin Bolt 30-0308-61 30-0308-61 Nut Plate 14-9883-02 14-9883-02 Rod End Lock Nut 30-0309-19 30-0309-23 Rod End 12-2840-02 12-2840-03 Dim. "L" (Length) 2 1/8" (54 mm) 2 1/2" (64 mm) Dim. "T" (Thread) 1/2-20 x 5/8-18 x

1-3/16" (30 mm) 1-1/2" (38 mm)

Output Shaft Dia. 1 1/2" (38 mm) 1 3/4" (44 mm) Approx. Weight 120 lbs (54 kgs) 125 lbs (57 kgs) Max. Overhung Load 3,000 lbs 4,500 lbs

(1,361 kgs) (2,041 kgs)

MODEL 11-209 & 11-309 SPECIFICATIONS

Recommended Bolt Torques

NOTE: All dimensions subject to change.

Crank Arm

Model 11-209 / -309 Linkage Part Numbers &

Model Information

Page 11

MODEL 11-269 SPECIFICATIONS

Approximate Weight 115 lbs. (52 kg) Maximum Overhung Load 3,000 lbs. (1 361 kg)

TERMINAL BLOCK

EXTERNAL WIRING

COVER, DIGITAL

CONTROL

MODULE

COVER,

POSITION

SENSING

DEVICES

12 1/8" (308 mm) MAX.

(ALLOW 6" (152 mm)

FOR REMOVAL)

COVER,

45°

6 1/16"

(154 mm)

HANDSWITCH

12 3/4"

(324 mm)

MOUNTING HOLES 3/8-16 UNC-2B x 3/4" (19 mm) DEEP (4) HOLES EQUALLY SPACED ON A 5" (127 mm) DIA. B.C.

(454 mm)

51/2"

(140 mm)

17 7/8"

1/2" N.P.T. CONDUIT,

SIGNAL

CONNECTION

4 25/32"

(121 mm)

2 21/32" (67 mm)

1" N.P.T.

CONDUIT,

POWER

CONNECTION

97/8"

(251 mm)

NAMEPLATE

AUX.SWITCHRATING:

10A240 Vac

8" (203 mm) MAX.

(ALLOW 3" (76 mm)

FOR REMOVAL)

47/16"

73/8"

(187 mm)

(113 mm)

1 5/8" (41 mm)

1 1/2" (38 mm) DIA.

+.001" (.03 mm) –.000

BASIC CONTROL DRIVE

Model Information

NOTE: All dimensions subject to change.

HANDWHEEL

5 1/16"

(129 mm)

GEAR MODULE ASSEMBLY

1.956" (50 mm) DIA.

+.004" (.1 mm) –.000

4 7/16" MIN.

(113 mm)

TYPICAL VALVE MOUNTING

Recommended Bolt Torques

Torque

Size (in.) (lb-ft) (N•m)

Cover Bolts 5/16-18 10 14 Gear Module Bolts 5/16-18 10 14 Motor Bolts 1/4-20 6 8 Body Bolts 3/8-16 20 27 Body Bolts 1/2-13 50 68 Control End Cover Bolts 5/16-18 10 14 Coupling Bolts 5/8-18 170* 230* Mounting Bracket Screws 3/8-16 25 34 (Flat Head)

*May vary per application. Refer to Valve Mounting Speciﬁcation sheet shipped with your drive.

Page 12

OUTLINE DIMENSION DRAWINGS

Torque

Size (in.) (lb-ft) (N•m)

Approximate Weight 115 lbs. (52 kg) Maximum Overhung Load 4,500 lbs. (2 041 kg)

MODEL 11-369 SPECIFICATIONS

TERMINAL BLOCK

EXTERNAL WIRING

COVER, DIGITAL

CONTROL

MODULE

COVER,

POSITION

SENSING

DEVICES

12 1/8" (308 mm) MAX.

(ALLOW 6" (152 mm)

FOR REMOVAL)

COVER,

45°

6 1/16"

(154 mm)

HANDSWITCH

12 3/4"

(324 mm)

MOUNTING HOLES 1/2-13 UNC-2B x 3/4" (19 mm) DEEP (4) HOLES EQUALLY SPACED ON A 5" (127 mm) DIA. B.C.

(454 mm)

51/2"

(140 mm)

17 7/8"

1/2" N.P.T.

CONDUIT,

SIGNAL

CONNECTION

4 25/32"

(121 mm)

221/32" (67 mm)

1" N.P.T.

CONDUIT,

POWER

CONNECTION

97/8"

(251 mm)

NAMEPLATE

AUX.SWITCHRATING:

10A240 Vac

HANDWHEEL

51/16"

(129 mm)

8" (203 mm) MAX.

(ALLOW 3" (76 mm)

FOR REMOVAL)

4 7/16"

73/8"

(187 mm)

(113 mm)

2 1/8" (54 mm)

1 3/4" (44.45 mm) DIA.

+.001" (.03 mm) –.000

BASIC CONTROL DRIVE

Model Information

NOTE: All dimensions subject to change.

GEAR MODULE ASSEMBLY

1.956" (50 mm) DIA.

+.004" (.1 mm) –.000

*May vary per application. Refer to Valve Mounting Speciﬁcation sheet shipped with your drive.

DIMENSION

DEPENDENT

ON VALVE SIZE

DIMENSION

DEPENDENT

ON VALVE SIZE

TYPICAL VALVE MOUNTING

Recommended Bolt Torques

Page 13

MODEL 11-409 SPECIFICATIONS

CRANK ARM BOLT (4)

WASHER (2)

NUT PLATE

CRANK PIN BOLT (2)

CRANK PIN

ROD END LOCK NUT

Torque

Size (in.) (lb-ft) (N•m)

Crank Arm Bolts 5/8-18 170 230 Crank Pin Bolt 3/4-16 300 407 Rod End Lock Nut 3/4-16 120 163 Body Bolts 3/8-16 20 27 Body Bolts 1/2-13 50 68 Cover Bolts 5/16-18 10 14 Motor Bolts 3/8-16 16 22 Gear Module Bolts 5/16-18 10 14

COVER,

TERMINAL BLOCK

EXTERNAL WIRING

COVER, DIGITAL

CONTROL

MODULE

COVER,

POSITION

SENSING

DEVICES

6 25/32"

(172 mm)

GEAR MODULE ASSEMBLY

18°

(178 mm)

63/4"

(172 mm)

77/8"

(200 mm)

75/8"

(194 mm)

14 1/4"

(362 mm)

13 5/8" (346 mm) MAX.

(ALLOW6"(152mm)

FOR REMOVAL)

13/16" (21 mm) DIA. (4) HOLES

AUX.SWITCHRATING:

10A240 Vac

1" N.P.T.

CODUIT,

POWER

CONNECTION

7 27/32"

(199 mm)

43/4"

(121 mm)

1/2" N.P.T. CONDUIT, SIGNAL CONNECTION

NAMEPLATE

MOTOR

21 1/4"

(540 mm)

18 13/16"

(478 mm)

61/4"

(159 mm)

51/4"

(133 mm)

63/8"

(162 mm)

81/8"

(206 mm)

15 7/8" (403 mm) MAX.

(ALLOW 4" (102 mm)

FOR REMOVAL)

61/2"

(165 mm)

LINKAGE C

3/4"

(19 mm)

HANDWHEEL

11-409

Crank Arm Assembly 14-8018-02 Crank Arm 14-8018-01 Crank Arm Bolt (4) 30-0308-07 Washer (2) 30-0313-27 Crank Pin 14-9882-01 Crank Pin Nut Plate 20-2641-01 Crank Pin Bolt (2) 30-0308-03 Rod End Lock Nut 30-0309-24 Rod End 12-2840-04

Dim. "L" (Length) 2 7/8" (73 mm) Dim. "T" (Thread) 3/4-16 x 1 3/4" (44 mm)

Output Shaft Dia. 2 3/4" (70 mm) Approx. Weight 270 lbs (122 kgs) Max. Overhung Load 9,000 lbs (4 082 kgs)

15 1/4"

(387 mm)

ADJUSTABLE RADIUS "R" 6" (152 mm) TO 12" (305 mm)

NOTE: All dimensions subject to change.

Recommended Bolt Torques

Crank Arm

ROD END

Model 11-409 Linkage Part Numbers &

Model Information

Page 14

OUTLINE DIMENSION DRAWINGS

Torque

Size (in.) (lb-ft) (N•m)

Cover Bolts 5/16-18 10 14 Gear Module Bolts 5/16-18 10 14 Motor Bolts 3/8-16 16 22 Body Bolts 3/8-16 20 27 Body Bolts 1/2-13 50 68 Control End Cover Bolts 5/16-18 10 14 Coupling Bolts 5/8-18 170* 230* Mounting Bracket Bolts 5/8-11 100 135

Approximate Weight 216 lbs. (98 kg) Maximum Overhung Load 9,000 lbs. (4 082 kg)

MODEL 11-469 SPECIFICATIONS

TERMINAL BLOCK

EXTERNAL WIRING

COVER, DIGITAL

CONTROL

MODULE

COVER,

POSITION

SENSING

DEVICES

13 5/8" (346 mm) MAX.

(ALLOW 6" (152 mm)

COVER,

FOR REMOVAL)

6 25/32"

(172 mm)

HANDSWITCH

61/4"

(159 mm)

14 1/4"

(362 mm)

MOUNTING HOLES 5/8-11 UNC-2B x 1.63" (41.4 mm) DEEP (4) HOLES EQUALLY SPACED ON A 9.75" (248 mm) DIA. B.C.

HANDWHEEL

21 1/4"

(540 mm)

NAMEPLATE

1/2" N.P.T. CONDUIT,

SIGNAL

CONNECTION

43/4"

(121 mm)

219/32

(66 mm)

12 9/16"

(319 mm)

10A240 Vac

AUX.SWITCHRATING:

1" N.P.T. CONDUIT, POWER CONNECTION

5 13/16"

13 3/8" (340 mm) MAX.

(ALLOW 4" (102 mm)

FOR REMOVAL)

33/4"

(95 mm)

73/4"

(197 mm)

2 3/4" (69.85 mm) DIA.

+.001" (.03 mm) –.000

(148 mm)

BASIC CONTROL DRIVE

Model Information

NOTE: All dimensions subject to change.

GEAR MODULE

ASSEMBLY

DIMENSION

DEPENDENT

ON VALVE SIZE

DIMENSION

DEPENDENT

ON VALVE SIZE

TYPICAL VALVE MOUNTING

Recommended Bolt Torques

*May vary per application. Refer to Valve Mounting Speciﬁcation sheet shipped with your drive.

Page 15

INSTALLATION

SAFETY PRECAUTIONS

WARNING

Installation and service instructions are for use by qualiﬁed personnel only. To avoid injury and electric shock, do not perform any servicing other than that contained in this manual.

STORAGE INFORMATION

The drive should be stored in its shipping carton in a clean, dry area. If it is necessary to store the drive outdoors for a long period of time, it should be removed from its shipping carton and stored above ground. A waterproof cover should be securely fastened over it. Do not stack drives on top of one another. Stored drives should be periodically checked to make sure no condensation has formed in the control compartments. Damage due to moisture while in storage is not covered by warranty.

UNPACKING

Beck drives are packed in standardized cardboard shipping containers. Drives mounted on valves are strapped to a skid and crated. After unpacking, the wooden platform may be used to transport the drive to the installation site.

Page 16

INSTALLATION

INSTALLATION—MECHANICAL

Beck Group 11 drives may be installed in any convenient orientation, because the gearing does not require an oil bath. Refer to the outline dimension drawings on pages 8–14 for physical dimensions and required clearances.

Installing a Drive with Linkage

When installing a Beck drive in a location remote from the damper or valve, be sure it is ﬁrmly bolted to a ﬂat mounting surface that will not yield to the stresses created from operating the device. A rigid, vibration-free surface will generally prolong the life of the drive’s components. The output shaft of the drive should be parallel to the damper or valve shaft, and the linkage should be in a plane perpendicular to that of the two shafts. Small misalignments can be tolerated if a rod end ﬁtting is used on the driven lever similar to that on the Beck crank arm. The drive’s crank arm can be positioned at any angle on the shaft. Beck drives can be furnished with valves mounted as unitized assemblies ready for pipeline installation. Beck linkage kits are available for convenient ﬁeld installation (see page 5).

Installing a Direct-coupled Drive

CAUTION

Whenever a control drive is being mounted on a valve, it is good practice to remove the valve from service and observe these precautions:

• Know what ﬂuid is in the line.

• Wear proper protective equipment.

• Disconnect electrical power.

• Depressurize the pipeline.

• Refer to the valve maintenance manual for speciﬁc instructions.

• Consult the Beck Valve Mounting Speciﬁcation sheet shipped with the drive for instructions.

Installing a Unitized Valve/Drive Assembly on a Pipeline

Inspect the valve and pipe ﬂanges to ensure they are clean. Be certain that other pipelines in the area are free from pipe scale or welding slag that could damage the gasket surfaces. Carefully lift the assembly and position the valve in the pipeline. Install and tighten the ﬂange bolts according to the valve and/or gasket manufacturer’s instructions.

NOTE: The valve may have undergone temperature variations in shipment. This could result in seepage past the stem seals. Refer to the valve manufacturer’s maintenance instructions for packing adjustments.

INSTALLATION—ELECTRICAL

NOTE: All Beck drives are shipped from the factory ready for installation; no electrical adjustments are required before placing them in operation. Each drive is set up and calibrated to the customer’s speciﬁcations that were written into the equipment order.

Two N.P.T. conduit connections are provided for power and signal wiring to the drive. The 1/2" conduit is provided for signal wiring connections, and the 1" conduit is provided for power and auxiliary switch connections. A sealant must be used on threaded conduit connections to keep moisture out. Conduits should be routed from below the drive so that condensation and other contaminants entering the conduit cannot enter the drive. Power and signal wires must be routed to the drive separately and be either shielded cables or installed in conductive conduit and/or cable trays. A large, clearly labeled terminal block on the top of the drive is enclosed in a separate, gasketed metal enclosure. Terminals will accommodate up to 12 AWG (3.31 mm2) wiring. See page 4 for location of the terminal block.

CAUTION

Always close covers immediately after installation or service to prevent moisture or other foreign matter from entering the drive.

Refer to the wiring diagram furnished with your Beck drive for proper AC power and signal connections. It is advisable to provide normal short circuit protection on the AC power line. A copy of the wiring diagram is shipped with each drive and is fastened to the inside of the terminal block cover. If there is no wiring diagram available, you may obtain a copy from Beck by providing the serial number of your drive. Your Beck drive has been supplied to match the signal source in your control loop. If it does not match, a 250 ohm input resistor may be added or removed to obtain the proper match. Consult the factory for details. For maximum safety, the Beck drive body should be grounded. Use the grounding terminal in the wiring compartment of the drive.

Page 17

INSTALLATION SIGNAL WIRING

Each Beck drive is custom built to match the control requirements of your system speciﬁed at the time of order. Each drive has a speciﬁc wiring diagram attached to the inside of the wiring terminal cover. Typical wiring connections are described below. A drive can be ordered with up to four optional auxiliary switches. Wiring connections for these are described on page 26. To prevent Handswitch initiated motion, remove the jumper between terminals A and C.

CAUTION: AC power to the drive must be turned off before removing the jumper.

Typical Wiring Connections

POWER AND DEMAND INPUT CONNECTIONS

Customer must supply 120 V ac to power the drive and control circuitry. 120 V ac line connects to terminal C and neutral to terminal B. Input signal wires connect to terminals AA (+) and BB (–).

Page 18

INSTALLATION START-UP

LINKAGE REQUIREMENTS (If Applicable)

In most applications, the best control will result when the linkage is adjusted so that the full 100° angular travel of the Beck drive output shaft is used, even though the valve or damper may travel less than 100°. The general requirements for a good linkage are:

1. It must be rigid enough to carry the link thrust without bending or deforming.

2. It must have a built-in means of adjustment so that the length of the connecting link can be changed a small amount.

3. Rod end bearings, similar to those furnished on the Beck crank arm, should be used at both ends of the connecting link. This type of device permits small angular misalignments and helps prevent binding of the linkage.

4. The radius of the Beck crank arm must be calculated so that it will move the valve or damper lever through the correct arc as the lever travels from 0° to 100°.

5. The drive and valve / damper shafts must be parallel and the linkage should be in a plane perpendicular to the shafts.

The following procedure is recommended to couple the linkage between the Beck drive and the driven shaft (this procedure assumes that the Beck drive will open the damper/valve in response to an increasing signal) :

1. Position the driven shaft to the closed position.

2. Set the driven shaft lever to its predetermined starting angle in relation to the driven shaft and output shaft centerline.

3. Remove the rod end from the Beck crank arm. Attach to the connecting link.

4. Adjust the connecting link to the predetermined length.

5. Connect the connecting link to the driven lever at the predetermined radius.

6. Loosen the Beck crank arm clamping bolts.

7. Position the drive’s output shaft to correspond with the driven shaft's fully closed position.

8. Set the crank pin on the Beck crank arm to the predetermined radius.

9. Swing the crank arm into position to assemble the rod end to the crank arm crank pin.

10. Tighten the crank arm clamp bolts to the torque recommended on pages 8, 10 and 13.

11. Tighten the coupling and rod end jam nuts.

12. Lubricate rod end bearings.

13. Carefully move the drive’s output shaft to correspond with the driven shaft's fully open position. Check that no binding occurs between the linkage, crank arm, driven shaft lever, and surrounding obstructions. Also, observe that the driven shaft rotates the proper amount. Ensure that the drive reaches the proper limit and shuts off. If binding in the linkage occurs due to too much travel of the driven lever, reduce the crank arm radius on the Beck drive rather than adjusting the connecting link length. Return to step 5 and repeat adjustments.

To adjust the linkage length, alter the thread engagement in the couplings. The couplings have right- and left-hand threads, so it is not necessary to disconnect the ends to make a length adjustment. The stud threads must be engaged 1.2 diameters deep into the rod ends. Make adjustments by altering thread engagement in couplings only. Be careful not to expose more than 7” (178 mm) of stud between rod end and coupling. Once again, check operation to determine that no binding occurs between linkage and crank arm or valve / damper lever arm. Surrounding objects must not interfere. Do not change limit switch settings to obtain desired valve or damper travel. This shortens the travel of the feedback device and reduces the control resolution, repeatability, accuracy of the drive, and available torque. For an input control signal change, do not adjust the linkage. Refer to the Calibration section of this manual.

Link-Assist™

The Beck Link-Assist™ computer program optimizes the linkage conﬁguration for your load’s torque characteristics to help you select the minimum drive size for your application. Contact your Beck Sales Engineer to take advantage of Beck’s Link-Assist™ program.

Linkage Kits Available

Standard Beck linkage kits are made to accommodate a wide variation in linkage lengths without requiring modiﬁcation of end ﬁttings. This adaptability makes it possible to order the essential linkage end connections even though the exact linkage length may not be known until the valve / damper and drive are mounted in place. Each linkage kit includes the essential pipe linkage end connections, rod end, and all necessary hardware. Schedule 40 pipe is not included and must be cut to length and threaded

Page 19

in the ﬁeld (see Table 1, below, for instructions to calculate pipe length). To simplify installation of the pipe link, the kit accepts NPT right-hand threads on both ends of the pipe. Left-hand threads are internal to the linkage kit assembly, making ﬁnal length adjustments quick and easy. To order pipe linkage kits, first obtain the approximate overall linkage length “A” in the ﬁgure below. Select the kit part number from Table 1, below. For lengths beyond those listed in the table, contact your Beck sales engineer.

*NOTE: To calculate length of pipe required, subtract “Length of 2 Linkage Ends” (shown in Table 1) from Linkage Length “A” (shown at left).

START-UP INSTRUCTIONS

After the drive is mounted and its wiring connections are made, it is ready to be tested for proper operation.

Turn on the power supply. Operate the drive with the Handswitch and run it through its full stroke, both directions. Observe that the driven device travels through its desired stroke. If satisfactory, set Handswitch to the “AUTO” position. Turn on the controller and operate the drive by varying the control signal. Check that the damper or valve strokes in the proper direction for a change in control signal. If it does not, ﬁrst check for proper wiring connections and verify control signal at the drive. If the wiring is correct, then change the direction of output shaft rotation (see applicable instructions on page 31, 51 or 69).

TABLE 1:

PIPE LINKAGE KITS

Beck Rod Length of 2 Drive Linkage Min. Pipe End Beck Pipe Linkage Ends

Model Length Pipe Nipple Thread Linkage Kit (Total Adj. Approx.

No. Range "A" Size Length (UNF) Part No. ±1 1/2"(38 mm)) Weight

11-159

11-209

11-309

11-409

22–84" (559–2 134 mm) 1" (25 mm) 1 1/2" (38 mm)

31–120" (787–3 048 mm) 1 1/2" (38 mm) 1 3/4" (44 mm) 20-1740-06 29 1/4" (743 mm) 9 lbs (4 kg)

22–45" (559–1 143 mm) 1" (25 mm) 1 1/2" (38 mm)

31–84" (787–2 134 mm) 1 1/2" (38 mm) 1 3/4" (44 mm) 20-1740-06 29 1/4" (743 mm) 9 lbs (4 kg)

33 1/4–120" (845–3 048 mm) 2" (51 mm) 2" (51 mm) 20-1750-05 31 1/4" (794 mm) 13 lbs (6 kg)

37–120" (940–3 048 mm) 2 1/2" (64 mm) 2 1/2" (64 mm) 20-1760-05 34 1/2" (876 mm) 22 lbs (10 kg)

22 1/2–36" (572–914 mm) 1" (25 mm) 1 1/2" (38 mm)

31 1/2–72" (800–1 829 mm) 1 1/2" (38 mm) 1 3/4" (44 mm) 20-1740-07 29 3/4" (756 mm) 9 lbs (4 kg)

33 3/4–96" (857–2 438 mm) 2" (51 mm) 2" (51 mm) 20-1750-06 31 3/4" (806 mm) 13 lbs (6 kg)

37 1/2–120" (953–3 048 mm) 2 1/2" (64 mm) 2 1/2" (64 mm) 20-1760-06 35" (889 mm) 22 lbs (10 kg)

23 1/4–34" (590–864 mm) 1" (25 mm) 1 1/2" (38 mm)

32 1/4–48" (819–1 219 mm) 1 1/2" (38 mm) 1 3/4" (44 mm) 20-1740-08 30 1/2" (775 mm) 9 lbs (4 kg)

34 1/2–72" (876–1 829 mm) 2" (51 mm) 2" (51 mm) 20-1750-07 32 1/2" (826 mm) 13 lbs (6 kg)

38 1/4–120" (972–3 048 mm) 2 1/2" (64 mm) 2 1/2" (64 mm) 20-1760-07 35 3/4" (908 mm) 22 lbs (10 kg)

1/2-20

5/8-18

3/4-16

20-1730-05 20 1/2" (521 mm) 5 lbs (2 kg)

20-1730-06 21" (533 mm) 5 lbs (2 kg)

20-1730-07 21 3/4" (552 mm) 5 lbs (2 kg)

Page 20

OPERATION

HOUSING

Beck electronic control drives have individual cast aluminum compartments for each of the ﬁve main components: The control motor, wiring terminal block, drive train, digital control module, and control end. Gasketed covers and sealed shafts make the drives ideally suited to outdoor and high humidity environments. Heavy cast mechanical stops built into the housing are designed to prevent accidental overtravel damage during manual cycling, and ensure that proper orientation is maintained between the output shaft and the feedback system. Drive travel is centered between the mechanical stops unless otherwise speciﬁed at time of order.

CONTROL MOTOR

The Beck control motor is a synchronous inductor motor which operates at a constant speed of 72 RPM or 120 RPM in synchronism with the line frequency. Motors are able to reach full speed within 25 milliseconds and stop within 20 milliseconds; actual starting and stopping times will vary with load. Beck motors have double grease-sealed bearings and require no maintenance for the life of the motor.

GEAR TRAIN

The gear train is a four-stage reduction, spur gear drive constructed with only heat-treated alloy steel and ductile iron gears for durability and long life. The drive train consists of the control motor and Handwheel, reduction gears, main gear, output shaft, and crank arm. The main gear / output shaft and third stage gears are common to all units of a particular drive model. The second and ﬁrst stage gears are part of the ﬁeld-interchangeable gear module. Different combinations of gear modules and drive motors determine the drive’s output torque and timing. See Table 9, page 83 for details. On all models except the 11-169, the output shaft is limited by mechanical stops to 108° of rotation. On model 11-169 drives, the output shaft is limited by mechanical stops to 98° of rotation. Optional main gear / output shaft assemblies are available that permit multi-revolution output rotation. Mechanical stops are not included on these models. Mechanical transmission of output shaft position to the control end is provided by a right angle gear set driven directly by the output shaft.

SELF-LOCKING MECHANISM (SLM)

An integral part of every control motor is the self-locking mechanism. This mechanical device couples the motor to the gear train and transmits full motor torque when rotated in either direction. When the motor is de-energized, the SLM instantaneously locks and holds the output shaft in position.

HANDWHEEL

Every Beck control drive is furnished with a Handwheel to permit manual operation of the valve or damper without electrical power. Its solid construction design includes no spokes or projections, and turns at a safe, slow speed. The Handwheel is located at the rear of the control motor housing. The Handwheel is coupled directly to the motor shaft and rotates when the motor runs. Manual operation of the Handwheel (with electric Handswitch in “STOP” position) turns the motor and the rest of the drive train without incorporating a clutch.

HANDSWITCH

A local electric Handswitch is provided on Beck drives to permit operation at the valve or damper, independent of the controller. As a safety feature, the Handswitch is designed so that the controller can operate the drive only when it is in the “AUTO” position. The sequence of the Handswitch is: “AUTO”, “STOP”, “CW”, “STOP”, “CCW”. When the Handswitch is turned fully clockwise, “AUTO” should be

indicated.

In the “AUTO” position, two contacts are closed and the DCM-2 completes the control circuit. In the “CW” or “CCW” positions, contacts are closed to operate the drive independently of the controller. In the “STOP” position, all contacts remain open. To prevent Handswitch initiated motion, remove

the jumper between terminals A and C. CAUTION:

AC power to the drive must be turned off before removing the jumper.

SWITCHES

Two over-travel limit switches and up to four optional auxiliary switches are provided on Beck drives. Switch cams are clamped onto the control shaft which rotates in relation to the output shaft. Cam position is ﬁeld-adjustable. Switches are rated 6 A, 120 V ac. All auxiliary switch connections are made on the terminal block.

Page 21

LOSS OF DEMAND INPUT SIGNAL (L.O.S.)

When the Demand input signal drops to approximately –5%, the DCM-2 considers the Demand input signal to be invalid. DCM-2s are typically conﬁgured to stop the drive during L.O.S. conditions, but may be conﬁgured by the factory or by using the HART or Serial interface to run the drive to a predetermined position. Under the L.O.S. condition, the “STAT” and “DEMAND” LEDs will light. When the input signal is corrected, the drive will automatically resume normal operation. The value for LOS activation is conﬁgurable using the HART (see page 47) or Serial interface (see page

70). Alarm indication is available at terminal E.

POSITION: CONTACTLESS POSITION SENSOR (CPS)

The CPS provides the DCM-2 with a continuous feedback signal proportional to the position of the drive’s output shaft. The position sensing function of the CPS is provided by a ferrite magnetic sensing element. An electronic circuit translates the signal from the ferrite magnetic sensor into a position signal used by the DCM-2 to control the drive. The typical output voltage of the CPS ranges from 1.0 V at the CCW end of travel, to 5.0 V at the CW end of travel. A 4–20 mA position feedback signal is available for remote position indication (see page 17). If the CPS Position signal to the DCM-2 is out of the calibrated range limits, the "STAT" and "POSITION" LEDs will light and the drive will not operate until the limits are adjusted or the CPS is corrected. Alarm indication is available at terminal E.

TORQUE PROTECTION (FOR DRIVES EQUIPPED WITH THIS OPTION)

DCM-2s are equipped with a torque sensing module that will light the “STAT” and “TRQ/ THRUST” LEDs in the event excessive torque is detected. This alarm is normally set to activate when torque exceeds 105% of the drive rating. Torques above 150% of the drive rating will cause the DCM-2 to stop trying to run in the direction of the high torque. When the over torque condition is corrected, the drive will automatically resume normal operation. The torque sensing module also provides a number of torque related features using the HART interface (see page 48). Torque alarm may be enabled or disabled using the

HART (see page 48) or Serial interface (see page

71). Torque alarm levels may be adjusted using the HART or Serial interfaces. Alarm indication is available at terminal E.

STALL PROTECTION AND ANNUNCIATION

If the drive output shaft cannot reach a desired position within approximately 300 seconds, the DCM-2 shuts off power to the motor and the “STAT” and “STALL” LEDs will light. The stall condition timing is factory conﬁgurable (or conﬁgurable using the HART or Serial interface) from 300 seconds to as low as 30 seconds and is initially set according to the speciﬁcation at time of order. A sensed stall condition is cleared by either reversing the Demand input signal from the controller (such that the drive tries to run in the direction opposite the blocked direction), performing a "Reset Stall" or "Board Reset" using the HART interface (see page 42), or by switching the drive power off and on. Alarm indication is available at terminal E.

TEMPERATURE

DCM-2s are equipped with a temperature sensing circuit. The “STAT” and “TEMP °F” LEDs will light when the drive’s ambient temperature exceeds the rating of the drive. Speciﬁc temperature readings are available using the HART (see page 40) or Serial (see page

72) interface. Alarm indication is available at terminal E.

FEEDBACK SIGNAL

The feedback sourcing module provides a 4–20 mA analog output signal that represents the drive output shaft position in terms of 0–100% of full rotational travel (conﬁgurable via the HART (see page 56) or Serial (see page 75) interface). This signal can be remotely monitored or used by a controller or indicator. The “STAT” and “FB OPEN” LEDs will light if the function is enabled and there is no current in the loop. The Feedback signal can be factory conﬁgured as disabled, or disabled using the HART (see page 46) or Serial (see page 71) interface. Alarm indication is available at terminal E.

STOP/LIMIT INDICATION

The “STAT” and “STOP/LIMIT” LEDs will light if the Handswitch is in the “STOP” position. These LEDs will also light if the drive is at a limit and is not in balance. Alarm indication is available at terminal E.

Page 22

DIGITAL CONTROL MODULE (DCM-2)

INPUT: DIGITAL CONTROL MODULE (DCM-2)

Beck modulating drives are equipped with a precision, digital control module (DCM-2) designed to receive conventional 4–20 mA or 1–5 V dc control signals directly—eliminating the need for contact protection devices, relays, switches and reversing starters. The DCM-2 modulates the drive output shaft in response to an analog Demand input signal and is designed to operate continuously in temperatures up to 185°F (85ºC). The DCM-2 provides intelligent calibration, easy drive setup changes, and diagnostic

information. A Local interface provides quick

pushbutton setup and diagnostics without the need for a handheld or remote device (see page

23). A HART communications interface allows

remote access of all features and information (see

page 36). A Serial interface also allows for drive

conﬁguration changes, drive information reporting and to assist in troubleshooting (see page 66). The DCM-2 permits two or more Beck drives to be operated by a single signal source. See pages 29 and 57 for details on split range operation. A square function is available to position the drive’s output shaft proportionally to the square of the input signal. This function is factory conﬁgurable (specify at time of order) or may be conﬁgured using the HART interface (see page

46) or Serial interface (see page 70).

DEMAND POSITION TRQ/THRUST STALL TEMP F FB OPEN STOP/LIMIT

ACKNOWLEDGE

STAT

FWD

REV

CALIBRATE

SET POS

100%

SET POS

SET DEM

100%

SET DEM

PWR

Page 23

DCM-2 LOCAL INTERFACE Operation

OVERVIEW

The DCM-2 customer interface panel (pictured below) allows the user to easily calibrate the drive and troubleshoot conditions. The following information provides an overview of the DCM-2 customer interface panel features.

STAT

REV

PWR

DEMAND POSITION TRQ/THRUST STALL TEMP F

FWD

CALIBRATE

SET POS

100%

SET POS

Overview LEDs

The four LEDs, as highlighted below, indicate the present state of the drive.

FWD This LED is lit when the drive is receiving a

Demand signal greater than its position.

REV This LED is lit when the drive is receiving a

Demand signal smaller than its position.

STAT This LED is lit when additional status is

available. For details regarding possible conditions, see “Status Indication LEDs” on page 24.

PWR This LED is lit when power is applied to the

drive. This LED pulses from bright to dim indicating the DCM-2 is fully operational.

FB OPEN STOP/LIMIT

ACKNOWLEDGE

NOTE: Beck drives are shipped from the factory set up and calibrated to customer speciﬁcations placed at the time of order and are ready for installation.

SET DEM

100%

SET DEM

DEMAND POSITION TRQ/THRUST STALL TEMP F FB OPEN STOP/LIMIT

ACKNOWLEDGE

FWD

STAT

REV

CALIBRATE

SET POS

100%

SET POS

SET DEM

100%

SET DEM

PWR

Page 24

DCM-2 LOCAL INTERFACE Operation

Status Indication LEDs

When the “STAT” LED is lit, the applicable status indication LED(s) (pictured below) will light to reveal the condition(s) as described below. An alarm is also available at terminal E. When the condition is corrected, the status will automatically reset. Each status LED is described below, with a more detailed explanation of the function provided on page 21.

DEMAND Loss of the Demand input signal.

POSITION The CPS Position signal to the DCM-2 is

out of the calibrated range limits. The lower limit is –5% and the upper limit is 105% of the calibrated range. This LED may also indicate a CPS or internal wiring failure.

TRQ/THRUST This LED indicates that excessive torque

is present (over 105% of the drive rating). This LED is functional only when the drive is equipped with optional torque sensing.

STALL The drive is in a stall condition and stall

protection has been activated.

TEMP °F. Drive’s internal temperature is outside of

rating.

FB OPEN External position Feedback signal is

enabled, but not wired to an external load or the wiring has failed between the drive and the monitoring device.

STOP/LIMIT Handswitch is in “STOP” position or the

drive is at a limit and is not in balance.

Pushbutton Controls

The ﬁve pushbuttons (pictured below) on the DCM-2 customer interface panel are used for calibration. When pressing a pushbutton, pressure should be maintained until the “ACKNOWLEDGE” LED lights; this conﬁrms receipt of the pushbutton command. See the Calibration section, beginning on page 25, for further explanation of the calibration procedures. Pushbutton functions are as follows:

CALIBRATE A safety feature, this button must be

pressed and held while pressing the pushbuttons described below to set the Position and Demand signal limits.

CAUTION

Pressing the following buttons may change calibration and cause the drive to reposition.

SET POS 100% Press to set the desired 100% position for

drive movement (this will correspond to a 100% Demand signal).

SET POS 0% Press to set the desired 0% position for

drive movement (this will correspond to a 0% Demand signal).

SET DEM 100% Press to set the Demand input signal that

corresponds to 100% Demand.

SET DEM 0% Press to set the Demand input signal that

corresponds to 0% Demand.

Status

Indication

LEDs

DEMAND POSITION TQ/THRST STALL TEMP F FB OPEN STOP/LIMIT

ACKNOWLEDGE

STAT

FWD

REV

CALIBRATE

SET POS

100%

SET POS

SET DEM

100%

SET DEM

PWR

DEMAND POSITION TRQ/THRUST STALL TEMP F FB OPEN STOP/LIMIT

ACKNOWLEDGE

STAT

FWD

REV

CALIBRATE

SET POS

100%

SET POS

SET DEM

100%

SET DEM

PWR

Pushbutton Controls

Page 25

DCM-2 LOCAL INTERFACE Calibration

All Beck drives are shipped completely calibrated to the customer’s speciﬁcations that were written into the equipment order and are ready to be installed. If the need arises to change the drive calibration, ﬁrst conﬁrm that the drive is installed as speciﬁed and operating properly before proceeding with the change. Position reference and demand calibration are performed using the DCM-2 customer interface panel, but may also be conﬁgured using the HART or Serial interface. Calibration of over-travel limit and auxiliary switches must be performed using the procedure beginning on page 26.

CALIBRATION PRIORITY

Models 11-159, -209, -309 & -409

Standard Group 11 drives are equipped with ﬁxed, non-adjustable, built-in mechanical stops. All output shaft rotation must occur within these stops, which are approximately 108° apart. The over-travel limit switches are used to limit the electrical control range of the drive. These switches are cam operated and are set slightly wider apart then the drive’s intended full range of electronic operation (typically 100°). The limit switches are positioned to provide an electrical overtravel protection (typically 101°). If the drive is short-stroked—i.e., the full travel rotation from 0–100% is reduced to less than the standard 100° rotation (see page 30)—it may be desirable to reset the over-travel limit switches (see page 26). If the limit switches are not reset, Handswitch operation of the drive (CW, CCW) will still result in the original full range of travel. It is best to calibrate the drive and then set the limit switches when short-stroking the drive. The switches should be set just outside the calibrated range to avoid tripping the switch at the 0% and 100% positions. The auxiliary switches are also cam operated, but have no affect on drive and DCM-2 operation. Therefore, the auxiliary switches can be adjusted at any time without affecting performance or calibration.

Models 11-169, -269, -369 & -469

Standard Group 11 drives are equipped with ﬁxed, non-adjustable, built-in mechanical stops. All output shaft rotation must occur within these stops, which are approximately 108° apart; except for the 11-169 stops, which are 98° apart. The over-travel limit switches are used to limit the electrical control range of the drive. These switches are cam operated and are set slightly wider apart then the drive’s intended full range of electronic operation (typically 90°). The limit switches are positioned to provide an electrical overtravel protection (typically 91°). If the drive is short-stroked—i.e., the full travel rotation from 0–100% is reduced to less than the standard 90° rotation (see page 30)—it may be desirable to reset the over-travel limit switches (see page 26). If the limit switches are not reset, Handswitch operation of the drive (CW, CCW) will still result in the original full range of travel. Because the over-travel limit switches deﬁne the maximum electrical drive range, if they are to be reset, they should be adjusted before performing DCM-2 (demand and position) calibration procedures. The auxiliary switches are also cam operated, but have no affect on drive and DCM-2 operation. Therefore, the auxiliary switches can be adjusted at any time without affecting performance or calibration.

Page 26

DCM-2 LOCAL INTERFACE Calibration - Switches

NOTE: Y our Beck drive was shipped from the factory ready for installation; no electrical adjustments are required before placing it in operation. Each drive is set up and calibrated to the speciﬁcations that were written into the equipment order.

Under normal operating conditions there is no need to recalibrate the control drive. However, if the application requirements change or are different than speciﬁed on the equipment order, the drive should be recalibrated according to the following procedures.

SWITCH ADJUSTMENTS

Control drives are shipped with over-travel limit switches factory-set for either 101° (11-159,

-209, -309, -409) or 91° (11-169, -269, -369,

-469) of travel unless otherwise speciﬁed at time of order. Limit switches must be set inside the range of the built-in, non-adjustable mechanical stops to prevent stalling of the motor. Limit switches can be reset to limit travel of the output shaft to any angle down to a minimum of 60°. Auxiliary switches are set as shown in the ﬁgure at left unless otherwise speciﬁed at time of order.

NOTE: The over-travel limit switches are the switches closest to the drive body. To adjust the over-travel limit switches, it is necessary to remove the control end cover.

Switches are operated by cams which are clamped onto the control shaft. Setting a switch involves loosening the cam, moving the output shaft to the desired position, and positioning the cam so that it just operates the switch at that point. In the following procedure, the use of a continuity meter is recommended to determine when the switch opens or closes. If such a meter is not available, it is possible to hear the switch click as the contacts open and close.

Standard Over-travel Limit and

Auxiliary Switch Settings

CAUTION

Do not attach the meter or attempt to move the switch cams until the drive is disconnected from the line voltage and auxiliary switches are disconnected from external power sources.

Setting Over-travel Limit Switches CW and CCW

This procedure should be used if the factory over-travel limit switch settings must be changed in the ﬁeld. It is advisable to operate the drive fully in each direction, using the electric Handswitch to check switch settings before attempting to change them. Follow these instructions if they require adjustment:

Page 27

1. Remove the control end cover and terminal block cover (1/2" bolt heads).

2. Use the electric Handswitch to drive the control shaft so that the CW switch cam screw is accessible. Using a 7/64" hex wrench, loosen the screw so that the cam is just snug on the shaft (see illustration below).

3. Move the output shaft clockwise to the desired CW limit.

4. Turn the Handswitch to the “STOP” position.

5. Disconnect power from the drive.

6. Turn the Handswitch to the "AUTO" position.

7. Connect the continuity meter across terminals B and M. Rotate the cam until the meter shows no continuity (switch contacts open, switch clicks).

8. Tighten the cam locking screw to 5 Ib-in (.56 N•m) torque.

9. Disconnect meter and turn the Handswitch to the "STOP" position.

10. Reconnect drive power.

11. Rotate the drive’s output shaft in the CCW direction away from the CW travel limit. Note the direction of rotation of the lobe of the cam. The correct cam lobe motion is away from the switch lever with the switch lever on the lower part of the cam. If not correct, return to step 2 and reset the cam to the proper orientation.

12. Rotate the output shaft again to the desired CW travel limit. If the stopping point is reached, the switch is properly set.

Loosening Switch Cam

13. Repeat instructions for setting CCW travel limit switch (noting that referenced directions of rotation should be opposite of those used for CW switch setting). Connect continuity meter across terminals B and N.

14. Replace covers and tighten cover bolts to 10 Ib-ft (14 N•m) torque.

15. Rotate index (or index pointer on models 11-159 or -169) to correspond with output shaft rotation.

Setting Auxiliary Switches

Standard switch settings for drives with 2 or 4 auxiliary switches are shown on the diagram on page 26. The heavy line indicates a closed circuit. Follow these instructions to change the operating point of auxiliary switches:

NOTE: In the following procedure, it is assumed that switch settings are to be adjusted so that contacts are open when the desired position is achieved. If they are to be adjusted to close, it may be necessary to reverse the operating mode of the switch by moving the wire lead to the other terminal on the switch itself. Be sure to disconnect power from the switch terminals ﬁrst.

1. Remove the control end cover and the terminal block cover (1/2" bolt heads).

2. Use the electric Handswitch to drive the shaft so that the switch cam is accessible. Using a 7/64" hex wrench, loosen the screw so that the cam is just snug on the shaft.

3. Move the output shaft to the desired position.

4. Turn the Handswitch to the “STOP” position.

5. Disconnect power from the drive and switch terminals.

6. Connect the continuity meter across the appropriate terminals. See the diagram on page 26 or the drive wiring diagram. Rotate the cam to operate the switch.

7. Tighten the cam locking screw to 5 Ib-in (.56 N•m) torque.

8. Disconnect the meter and reconnect power.

9. Move the drive’s output shaft in the desired direction to verify that the cam lobe moves away from the switch lever. If not correct, return to step 2 and reset the cam to the proper orientation.

10. Replace covers and tighten cover bolts to 10 Ib-ft (14 N•m) torque.

Page 28

DCM-2 LOCAL INTERFACE Calibration - Demand

DEMAND CALIBRATION

DCM-2 boards are designed to accept a 4–20 mA (or 1–5 V dc) analog demand signal. Narrower spans within this range can also be accommodated for split range operation (see page

29). The input comes calibrated from the factory for the full range unless otherwise speciﬁed by the customer. It is not necessary to calibrate the Demand input when the drive is installed; however, it can be easily accomplished using the DCM-2 pushbutton controls (or HART or Serial interface) and a signal source. Following this procedure is only necessary to compensate for slight differences between the signal source calibration and the DCM-2 factory calibration, or if reduced range calibration is desired for special operating scenarios such as split ranging.

Calibration Procedure

1. Remove the DCM-2 cover (1/2” bolt heads).

2. Ensure the Handswitch is in the “STOP” position. This will prevent the drive from repositioning during this procedure.

3. Apply the desired 0% Demand input signal to the drive (e.g., 4 mA for 4–20 mA input). If the drive has not been wired, the Demand input signal is connected at terminals AA (+) and BB (–) as shown in the diagram on page 17.

4. Press and hold the “CALIBRATE” pushbutton on the DCM-2 customer interface panel, then press the “SET DEM 0%” pushbutton until the “ACKNOWLEDGE” LED is lit.*

5. Apply the desired 100% Demand input signal to the drive (e.g., 20 mA for 4–20 mA input).

6. Press and hold the “CALIBRATE” pushbutton on the DCM-2 customer interface panel, then press the “SET DEM 100%” pushbutton until the “ACKNOWLEDGE” LED is lit.*

7. Turn the Handswitch to the “AUTO” position. NOTE: The drive may reposition.

8. Run the drive through its full operating range to ensure proper response to the Demand input signal.

9. Replace the compartment covers and tighten the cover bolts to 10 lb-ft (14 N•m) torque.

* If the “ACKNOWLEDGE” LED does not light, but

the “DEMAND” LED does light, the signal is out of acceptable range and was not accepted by the DCM-2. This is typically caused by trying to set 0% and 100% values too close together (i.e., less than 4 mA difference).

Page 29

Split Range Operation

Demand Square Function

Input Actual Output

Signal Standard Output Position

(mA) (% of Span) (% of Span)

4.0 0 0

5.6 10 1

12.0 50 25

15.2 70 49

18.4 90 81

20.0 100 100

It is sometimes desirable or necessary to have more than one ﬁnal control element controlling a single process. Often, this type of control strategy requires that two to four Beck drives each respond to different portions of one 4–20 mA Demand signal from the control system. This type of operation is called split range operation. For example, consider the most common split range scenario—two drives split ranged for 50% of the 4–20 mA Demand signal input. Both drives are wired in parallel to receive the same 4-20 mA signal (note that the 250 Ohm

resistor (see DCM-2 illustration on page

R11

78) must be removed from one of the two drive DCM-2 boards to allow HART® communications. If more than two drives are split ranged, the R11 resistor must be removed from all the DCM-2 boards but one), but each drive’s interpretation of the signal must be different. One drive must interpret 4–12 mA as 0–100% Demand, and one drive must interpret 12–20 mA as 0–100% Demand. This requires that the drives have different Demand signal calibrations. To set up a split range operation, follow the steps listed below (see page 24 for location of pushbutton controls).

6. Press and hold the “CALIBRATE” pushbutton on the DCM-2 customer interface panel, then press the “SET DEM 100%” pushbutton until the “ACKNOWLEDGE” LED is lit.*

7. Repeat this process for the remaining drives to be split-ranged.

8. Run the drive through its full operating range to ensure proper response to the Demand input signal.

9. Replace the DCM-2 cover. Tighten the cover bolts to 10 lb-ft (14 N•m) torque.

* If the “ACKNOWLEDGE” LED does not light, but

Square Function

Beck drives can be set up to position the output shaft proportionally to the square of the Demand input signal (see table below). This function is factory conﬁgurable, or may be conﬁgured using the HART or Serial interface.

NOTE: Ensure that the L.O.S. (Loss of Demand input signal) settings of the drives are appropriate for the conﬁguration. See page 21 for information on changing L.O.S. settings.

1. Remove the DCM-2 cover (1/2” bolt heads).

2. Ensure the Handswitch is in the “STOP” position. This will prevent the drive from repositioning during this procedure.

3. Apply the desired 0% Demand input signal to the drive. (Following the example above, the minimum signal for the ﬁrst drive would be 4 mA. The second drive’s minimum signal would be 12 mA). If the drive has not been wired, the Demand input signal is connected at terminals AA (+) and BB (–) as shown in the diagram on page 17.

4. Press and hold the “CALIBRATE” pushbutton on the DCM-2 customer interface panel, then press the “SET DEM 0%” pushbutton until the “ACKNOWLEDGE” LED is lit.*

5. Apply the desired 100% Demand input signal to the drive. (Following the example above, the maximum signal for the ﬁrst drive would be 12 mA. The second drive’s maximum signal would be 20 mA).

Page 30

DCM-2 LOCAL INTERFACE Calibration - Position

POSITION CALIBRATION

In order to correctly position the drive output shaft in response to the Demand input signal, the DCM-2 receives a position signal from the drive’s position sensor and compares this actual position to the Demand input. This process requires that the DCM-2 interprets the position signal appropriately for the full range of desired travel. This procedure will calibrate the DCM-2 to accept the position signal and interpret the appropriate 0–100% range. Note that all drives come factory calibrated and there is no need to recalibrate unless changes in operation are desired. It is also possible to calibrate the position signal using the HART or Serial interface.

Calibration Procedure

NOTE: Prior to adjusting the travel range electronically (using the DCM-2), it is recommended that the over-travel protection switches be reset just outside the intended travel range (see page 26).

1. Remove the DCM-2 cover (1/2” bolt heads).

2. Position the drive at the desired minimum position (i.e., the desired physical position of the drive’s output shaft corresponding to the 0% Demand input signal).

3. Ensure the Handswitch is in the “STOP” position. This will prevent the drive from repositioning during this procedure.

4. Press and hold the “CALIBRATE” pushbutton on the DCM-2 customer interface panel, then press the “SET POS 0%” pushbutton until the “ACKNOWLEDGE” LED is lit.*

5. Position the drive at the desired maximum position (i.e., the desired physical position of the drive’s output shaft corresponding to the 100% Demand input signal).

6. Ensure the Handswitch is in the “STOP” position. This will prevent the drive from repositioning during this procedure.

7. Press and hold the “CALIBRATE” pushbutton on the DCM-2 customer interface panel, then press the “SET POS 100%” pushbutton until the “ACKNOWLEDGE” LED is lit.*

8. Optional: Adjust the over-travel limit switches (see page 26) just outside the 0% and 100% limits.

9. Verify that the drive’s 0% and 100% positions are correct. If not, repeat this procedure.

10. Replace the compartment cover and tighten the cover bolts to 10 lb-ft (14 N•m) torque.

* If the “ACKNOWLEDGE” LED does not light, but

the “POSITION” LED does light, the signal is out of acceptable range and was not accepted by the DCM-2.

Short-stroke Operation (Reducing Full Rotation)

Typically, it is best to use the full 100° (or 90° for quarter-turn valve drives) rotation of the drive in response to the 0–100% Demand input signal— this allows full ﬂexibility in arranging the drive’s torque to be distributed for the best mechanical advantage relative to the driven load. In certain applications, as a last resort, it may become necessary to reduce the full rotation of the drive. In these applications, the DCM-2 can be calibrated to accommodate reduced stroke. The

recommended minimum full stroke rotation is 60°

(although it is advisable to make the range as close to 100° (or 90°) as possible for the highest position resolution attainable with the CPS and to avoid reduction in torque (linkage connected drives); if the driven element stroke rotation is less than 100° (where applicable), a linkage can be used to allow the driven element to move the correct rotation while still allowing the drive to rotate 100°). To reduce the full rotation of the drive (shortstroke), use the customer interface panel and follow the "position calibration" instructions (this page). Short-stroking can also be accomplished by using the HART (see page 55) or Serial (see page 71) interface. The illustration below represents a Beck drive with linkage requiring an 80° full stroke rotation. (Please note that the crank arm may be adjusted to any start angle orientation).

NOTE:

Crank arm may be adjusted to any start angle orientation. The orientation shown above has been randomly selected for the purpose of this example.

Page 31

DCM-2 LOCAL INTERFACE Calibration - Direction Change

DIRECTION OF OUTPUT SHAFT ROTATION (CW vs. CCW)

Direction of output shaft rotation is determined by observing the end of the output shaft (see illustrations below). Direction of rotation is deﬁned as the direction of output shaft rotation produced by an increasing Demand signal. Unless otherwise speciﬁed at the time of order, the output shaft is factory set to rotate clockwise in response to an increasing signal.

Changing the direction of output shaft rotation is easily accomplished using the DCM-2 customer interface panel (see page 23 for location of pushbutton controls) or the HART or Serial interface. Follow the steps below.

1. Remove the DCM-2 cover (1/2” bolt heads).

2. Position the drive at the present 0% position.

3. Press and hold the “CALIBRATE” pushbutton on the DCM-2 customer interface panel, then press the “SET POS 100%” pushbutton until the “ACKNOWLEDGE” LED is lit.*

—OR—

2. Position the drive at the present 100% position.

3. Press and hold the “CALIBRATE” pushbutton on the DCM-2 customer interface panel, then press the “SET POS 0%” pushbutton until the “ACKNOWLEDGE” LED is lit.*

4. Ensure the drive operates as desired.

5. Replace the DCM-2 cover and tighten the cover bolts to 10 lb-ft (14 N•m) torque. Reset travel index.

* If the “ACKNOWLEDGE” LED does not light, but

the “POSITION” LED does light, the signal is out of acceptable range and was not accepted by the DCM-2.

NOTE: When either of the above procedures is performed, both the 0% and 100% positions are automatically set.

Page 32

START

Is there a jumper

from terminal A

to terminal C?

Does drive work

with Handswitch?

Does drive

work properly

CW?

Does drive

work properly

CCW?

Does output shaft

move with Hand-

switch in “STOP”?

Does motor

appear to energize?

Does drive run

randomly and/or

erratically?

Is the R/C

network correct?

Is there 0 volts

across fuse “F1”

of the DCM?

Is the DCM

"PWR" LED lit?

Is the “STAT” LED

on the DCM lit?

Is AC voltage at

terminals B & C

between 102 &

132 V ac?

Replace the fuse, see diagram on p. 78 for location

Connect

proper power

Install

jumper

Replace

the

DCM

Check

drive

calibration

Go back

start

Check for correct

R/C network,

see p. 79

Check SLM for

wear; rebuild or re-

place as necessary

Replace

faulty

components

Is the “DEMAND”

LED lit?

Is the “POSITION”

LED lit?

Is the “TRQ/THRUST”

LED lit?

Check the voltage

across test points

TP2 & TP3 (R11)

Check the voltage

across test points

TP1&TP4

Is the torque sensing

cable connected

to the DCM?

Is the “TRQ/THRUST”

LED still on?

Is the “TRQ/THRUST”

LED still on?

Is the “TRQ/THRUST”

LED still on?

Is the signal out-

side the expected

calibration range by

>5% of span?

Is the signal greater than the LOS threshold?

Is the “DEMAND”

LED still on?

Is the “POSITION”

LED still on?

Connect

the

cable

Correct the over-torque

condition

Remove

load from

crank arm

Replace

the

DCM

Replace

the

DCM

Apply

correct demand

signal

Recalibrate

drive,

see p. 24

Replace

the

DCM

Consult Factory

YES

YES YES

YES

YES YES

YES

NONO

DCM-2 LOCAL INTERFACE Troubleshooting

Page 33

Does Handwheel

shudder about

one position?

Is the “TEMP °F”

LED lit?

Is the “STALL”

LED lit?

Is the “TEMP °F”

LED still lit?

Is binding or an

obstruction

present?

Clear

obstruction

Move Handswitch

to CW/CCW per

direction drive does

not move

Check SLM for damage;

rebuild or replace

as necessary.

Check linkage and

driven element

Replace

Handswitch,

see p. 77

Is the “FB OPEN”

LED lit?

Does the voltage

across terminals

B–U/B–V = line

voltage?

Is green/red wire connected to NC

switch contact?

Is the “STOP/LIMIT”

LED lit?

Does voltage from

CW/CCW switch

green/red to term.

B = line voltage?

Does Handwheel

turn freely without

repositioning drive?

Does drive respond

correctly and is

“STALL” LED out?

Does drive respond

correctly and is

“STALL” LED out?

Is binding or

an obstruction

present?

Place Handswitch in

“STOP” - check

linkage and driven

element

Clear

obstruction

Place Handswitch

in “AUTO”-modulate

control signal

both ways

Replace

limit switch,

see p. 76

Connect

wire

properly

Apply correct

loop

resistance

Replace the

DCM

Replace the

DCM

Confirm

proper operation

of drive

Replace

the

DCM

Replace

the

DCM

Confirm

proper operation

of drive

Consult Factory

YES

YES YES

YES

YES YES YES

YES

NO NO

Is a feedback loop

of 800 ohms or less

connected to the

terminal board?

Is the “FB OPEN”

LED still on?

Is the Handswitch

in “AUTO”?

Is the “STAT” LED still on?

Is the “STAT”

LED still on?

Restore ambient

temperature to

drive’s rated range

Cycle drive

power

off and on

Place drive

in “AUTO”

Check limit switch

wiring & setting,

see p. 26

Note: Choose

the side of the slash

corresponding with the

direction of travel in which

the drive is not working;

i.e., CW/CCW or

green/red

Page 34

DCM-2 HART INTERFACE Communication

* THIS VALUE CAN BE EDITED

** INDICATES AN ACTION RATHER THAN THE VIEWING OR EDITING OF A PARAMETER

THIS IS THE MENU DISPLAYED BY THE HART COMMUNICATOR

AT POWER UP IF COMMUNICATION IS ESTABLISHED

THIS AND OTHER OFFLINE MENUS ARE COMMON TO ALL

HART COMMUNICATOR APPLICATIONS - MANY SUBMENUS EXIST

(1)

(2)

BLOCK REFERENCE NUMBERS APPEAR AT THE UPPER RIGHT CORNER OF EACH BLOCK.

Online (1) 1 Functions 2 Position 45.4% 3 Demand 45.4% 4 Loop(Dem) 11.29 mA 5 Trq/Thrust 3% 6 Temp 73 degF 7 Feedback 11.30 mA

Functions

1 Setup Checklist 2 Device Information 3 Configuration 4 Statistics 5 Manual Operation 6 Diagnostics 7 Calibration Trim

Setup Checklist

1 Drive S/N* 2 Drive Dir* CW Incr 3 Feedback* Enabled 4 CPS Zero%* 1.000 v 5 PositionUnit* deg 6 MaxTravel* 100 deg 7 Travel* 100 deg 8 DemRngLwr* 4.00 mA 9 DemRngUpr* 20.00 mA Dem Curve* Linear

•

• Alarm Mask 0xffffffff

General Setup

1 Drive Dir* CW Incr 2 MaxTravel* 100 deg 3 Travel* 100 deg 4 StepSize* 0.100% 5 Stall Time* 300 S 6 StallProt* Enabled 7 LimitSwitch* Accept 8 PositionUnit* deg 9 Temperature Unit* degF

PositionSensrSetup

1 Set Pos 0%** 2 Set Pos 100%** 3 PresCPS V 2.816 v 4 CPS Zero%* 1.000 v 5 CPS Span 4.000 v 6 CPS RngLwr 1.000 v 7 CPS RngUpr 5.000 v 8 Pos S/N* 454 9 Snsr Dir CW Incr

Demand Setup

1 DemRngLwr * 4.00 mA 2 DemRngUpr * 20.00 mA 3 Dem Curve* Linear 4 Dem Curve Spcl 5 LOS Mode* Stay 6 LOS Pos* 50.00 % 7 DemLimLwr* 3.20 mA 8 DemLimUpr 22.00 mA

Feedback Setup

1 FB RngLwr* 4.00 mA 2 FB RngUpr* 20.00 mA 3 Feedback* Enabled 4 FB Curve* Linear

Torque Setup

1 Trq/Thrust* Enabled 2 Ovt Prot* Enabled 3 ShutDwnTrq* 150 4 Trq Null* 163 TK 5 Trq Const* 279 TK

Op Mode

Follow* Hold* RunCW* RunCCW* Stay Stop*

Status

1 LED Status 2 Operating Status 3 Switch Status 4 Local Cntrl Status 5 Line Freq 6 CW Inhibitors 7 CCW Inhibitors

CW Torque

1 Segment 1 0 % 2 Segment 2 12 %

•

• Segment 10 66 %

CCW Torque

1 Segment 1 5 % 2 Segment 2 6 %

•

• Segment 10 62 %

Alarm Setup

1 AlarmPol* Drops Out 2 Alarm Mask*

RealTimeClock

1 RTC Day* 8 2 RTC Month* 1 3 RTC Year* 2006 4 Hour (24)* 8 5 Minute* 5

Review (3)

Device Information

1 Tag* BECK2006 2 Descriptor* 3 Message* 4 Model# 11-159 5 Drive S/N* 6 Instld* 23/05/2006 7 Setup* 23/05/2006 8 Calbrtd* 28/05/2006 9 Review Poll addr* 0

Statistics

1 Starts 485213 2 Reversals 242606 3 Stalls 0 4 OverTorques 14 5 Pk Torque 127% 6 TotRunTm 53268 S 7 High Temp 155 degF 8 Low Temp 23 degF

Diagnostics

1 Status 2 Tests 3 CW Torque 4 CCW Torque 5 Alarm Setup 6 RealTimeClock

Calibration Trim

1 PresCPS V* 2.816 v 2 Loop(Dem)* 11.29 mA 3 Feedback* 11.29 mA 4 Trq/Thrust* 3 %

Dem Curve Spcl

1 DemNode1X 0 % 2 DemNode1Y 0 % 3 DemNode2X 5 % 4 DemNode2Y 5 %

•

• DemNode21X 100 % DemNode21Y 100 %

LED Status

Status OFF Reverse OFF Forward OFF Demand OFF Position OFF Trq/Thrust OFF Stall OFF Temperature OFF FB Open OFF Limit OFF Acknowledge OFF

Operating Status

Dem <> Limits OFF Pos <> Limits OFF Temp <> Limits OFF Torq <> Limits OFF Over Torq Stop OFF Stalled OFF Feedback Open OFF Switch Block OFF

Switch Status

LV Lim CCW OFF LV Lim CW OFF OvrRd CCW OFF OvrRd CW OFF OvrRd Stop OFF HndSw CCW OFF HndSw CW OFF HndSw AUTO OFF

Local Cntrl Status

Calibrate OFF Set Pos 100% OFF Set Pos 0% OFF Set Dem 100% OFF Set Dem 0% OFF

CW Inhibitors

Balance ON Supervisory OFF Stall OFF OverTrq/Thr OFF Switch Block OFF Bad Pos Sig OFF Bad Dem Sig OFF Local Cal OFF

CCW Inhibitors

Balance ON Supervisory OFF Stall OFF OverTrq/Thr OFF Switch Block OFF Bad Pos Sig OFF Bad Dem Sig OFF Local Cal OFF

Alarm Mask

DemandLOS ON Trq/Thrust High ON Stall ON Trq/Thrust Stop ON Stop/Limit ON FeedbackLOS ON Temperature ON PositionLOS ON RTC Fail ON Torq/Thrust/MeasFail PositionA/D Error DemandMeasFail ON Reserved 1 ON PositionLOS ON TemperatureMeasFail MemoryFail ON InvalButtonPress ON DemandTooHigh ON DemUnderHART/FF Ctl ON DemUnderPAT Ctl ON

(3) PROVIDES AN EXTENDED LIST OF DRIVE PARAMETERS

Tests

1 FB Out Test** 2 Board Self-Test** 3 Identify Device** 4 Board Reset**

Configuration

1 General Setup 2 PositionSensrSetup 3 Demand Setup 4 Feedback Setup 5 Torque Setup 6 Restore to Factory** 7 Use Default Setup**

Manual Operation

1 Op Mode* Follow 2 Demand* 45.3% 3 Reset Stall**

BECK-MK2 HART COMMUNICATOR MENUS FOR THE DCM-2

Figure 1

Page 35

HANDHELD COMMUNICATOR WIRING CONNECTIONS

Page 36

DCM-2 HART INTERFACE Communication

The DCM-2 board is the control center of the drive. Drive configuration and calibration are accessed and set through the DCM-2 board. Using the HART interface requires a HART communicator. Typically, a universal model 275/375 HART® communicator is used, but any device, computer or controller capable of communicating with HART® devices and supporting the Beck DCM-

2 device description can be used. This instruction

supports drives built after 12/1/06 equipped with a DCM-2 (p/n 22-5012-59). The DCM-2 is designed to interface using a new universal device description (BECK-MK2) but the ﬁrmware can be set to closely emulate older revisions thus allowing a HART communicator to interface with the new DCM-2 using an earlier revision device description. This is an emergency feature for when HART communications are necessary , but the user does not have a new DD. To access all DCM-2 features and ensure that all engineering units are correctly displayed, the user must load the BECK-MK2 device description to the communicator. See page 69 for the serial command required to set the firmware “HART type”. Please contact the factory for instructions regarding setting the HART type using a handheld communicator.

compatible

HART® INTERF ACE

Figure 1, page 34, displays the interface menu tree for communicating with a DCM-2 using the BECK-MK2 Device Description. This menu tree summarizes possible setup options, features and available information.

HART® COMMUNICATORS FOR BECK-MK2

The BECK-MK2 Device Description requires a HART® Communicator that is fully HART 5 capable and has the ability to import Device Description Language Files (DDL) that are certified by the HART® Communications Foundation.

USING THE HART

COMMUNICATOR

The HART® Communicator leads should be connected in parallel with the analog Demand signal wiring (see Figure on page 35). This allows the communicator to simultaneously communicate over the analog input wires. This does not disturb the analog command signal, or disrupt the DCM-2 functions. However, any program changes to the DCM-2 will momentarily suspend the operation of the board (maintains last state) while the change is implemented. Typically, this is only for a second or two. With the communicator connected in parallel anywhere across the analog Demand wires, it is ready to communicate. Turn on the communicator and wait for communications to be established. Once communicating, the “Online” display (Figure 1, menu block #1) will appear in the communicator window. If the drive is multidropped with other devices on a single HART® network, the first display screen will list all devices and require a selection before the “Online” display is shown. The “Online” display provides online information about the present drive operating conditions. Entering any of the menus shown in Figure 1 is accomplished by following the display and using the

communicator’s arrow keys. If the communicator

is unable to communicate with the DCM-2, it will display the message, “No Device Found”. If this occurs, check to make sure the leads are securely connected to the Demand wiring and retry. If communications still do not occur, the communicator polling setup may be improperly set. Check the “utility” menu and make sure communications polling is set to “always poll”.

A communicator keypad and display is shown on page 35. There are four sections: 1) the liquid crystal message display, 2) four function keys beneath the LCD display, 3) six navigational keys in the center section, 4) alphanumeric entry keys at the bottom. For a complete description of the communicator , please see the HART® Communicator manual that is shipped with the communicator. The alphanumeric keys are used to type in entries. Whenever a selected menu or method requires a value or description to be entered, this key pad is used. Since each key represents four different characters, three shift keys are provided at the bottom of the pad. A particular alphanumeric character is selected by pushing the

shift key then pushing the alphanumeric key.

Page 37

MENU DESCRIPTIONS

(See Figure 1, Page 34)

Online Menu

(Block 1)

When communications are established with the communicator, the Online menu is displayed. This is the gateway to all the other menus and it also provides current information about the drive. Numbered items 2 through 7 provide live, dynamic values of the drive’s output position in percent, the Demand signal to the drive in percent, the Demand signal in milliamps, the torque output of the drive in percent, the drive temperature, and the external position feedback signal in milliamps. Select the ﬁrst menu item, “Functions”, to gain access to the Functions menu. Backing out of the Online menu (using the left arrow key) results in selection of the Ofﬂine menu.

Functions Menu

(Block 2)

From the Functions menu, any of the DCM-2 functional menus can be selected and accessed. There are seven functional areas: Setup Checklist, Device Information, Configuration, Statistics, Manual Operation, Diagnostics, and Calibration Trim. The Setup Checklist (Block 3A) is a menu that allows the user to setup the most important items necessary for basic drive operation. After completing the setup checklist, further setup can be accomplished using the conﬁguration menu. The other six functional areas and menus are described in more detail as follows.

Device Information Menu

(Block 3B)

The Device Information menu is strictly an informational page. By entering this menu, a selection of useful information can be viewed and/or edited. There are a total of ten information entries:

1. Tag - This 8 character entry can be used as

a unique label that correlates to a ﬁeld device label.

2. Descriptor - This entry is a 16 digit field

that can be used to provide any description desired.

3. Message - This entry is a 32 digit ﬁeld that can

be used to provide any message desired.

4. Model - This entry displays the model number

of the drive in which the DCM-2 board is installed. It normally is set at the factory if the board is installed in a drive. The user can edit the ﬁeld if desired.

5. Drive S/N - This entry displays the serial

number of the drive in which the DCM-2 board is installed. It normally is set at the factory if the board is shipped in a drive. If the DCM-2 is shipped as a spare or replacement part, the “Drive S/N” ﬁeld will be blank. The user can edit the ﬁeld if desired.

6. Installed - This is a date entry that is normally

used to indicate the date that the drive or DCM-2 board was installed. The date format is mm/dd/yyyy and it can be edited.

7. Setup - This is a date entry that is normally

used to indicate the date that the DCM-2/drive setup was performed. Although this entry is viewed and can be edited in the “Device Information” menu, the user is prompted at the end of performing a “Setup” to enter a date. Entering the date at the prompt automatically updates the date displayed. The date format is mm/dd/yyyy, and it can be edited.

8. Calibrated - This is a date entry that is

normally used to indicate the date that the DCM-2/drive was last calibrated. Although this entry is viewed and can be edited in the “Device Information” menu, the user is prompted at the end of performing any “Calibration” method to enter a date. Entering the date at the prompt, automatically updates the date displayed here. The date format is mm/dd/yyyy, and it can be fully edited.

9. Review - Scrolls through all device information

items, as well as all the other DCM-2 settings, without accessing each item individually. This is an excellent tool for quickly determining how a particular drive is setup. To edit individual entries, the user must exit "Review" and proceed to the appropriate menu and item.

10. Poll Address - This entry can be edited;

however, it is normally set to 0. A polling address from 1 to 15 can be entered if the drive resides on a common HART® network with other HART® devices.

Page 38

DCM-2 HART INTERFACE Communication

Conﬁguration Menu (Block 3C)

The Configuration menu serves as the gateway to all of the drive operating setup parameters. The user can select any of five different setup submenus that can be used to configure the drive based on the physical layout and the desired operation. The ﬁve setup submenus are described below. In addition to these ﬁve setup menus, there is a "Restore to Factory" selection which resets the drive conﬁguration to its as-shipped settings. There is also a "User Default Setup" setting which resets the drive conﬁguration to the settings typical of the applicable drive model type.

General Setup Submenu (Block 4B)

This menu sets drive operating parameters. The nine parameter entries are as follows:

1. Drive dir - Deﬁnes the rotation of the drive

output shaft, given an increasing Demand signal, looking into the output shaft. Options available are clockwise (CW) or counterclockwise (CCW). When the drive direction parameter is changed, the DCM-2 automatically reverses the analog position feedback signal such that it is 4 mA at the 0% input signal position and 20 mA at the 100% position. No recalibration of the CPS is required. This parameter is normally set to CW on an increasing Demand signal unless the user speciﬁed CCW prior to shipment of the drive.

2. MaxTravel - The maximum available travel

distance of the output shaft in degrees. This value is entered manually, and must correspond to the actuator design.

3. Travel - The number of degrees of output

shaft travel for 100% span. Edit this value to use a span shorter than the allowable "MaxTravel".

4. StepSize - The typical change in Demand

signal that can occur before the output shaft will reposition (expressed in percent of span).

5. Stall time - The DCM-2 provides stall

protection to the entire drive by shutting off power to the motor and providing a HART® alarm. This entry conﬁgures the stall time required to trigger the stall protection. At the factory, stall time is normally set to 300 seconds, but can be edited and set for any value between 30 and 300 seconds. This value should be longer than the timing for full drive travel.

6. StallProt - This entry is set as either “Enabled”

or “Disabled". It is used to remove motor power if "Stall time" is reached.

7. LimitSwitch - This entry is set as either

"Accept" or "Alert" and is used to define whether contacting a limit switch outside of the normal travel range (0% to 100%) will cause an error condition.

8. PositionUnit - Sets the numeric unit of

measure for the output shaft position in degrees ("deg").

9. Temperature Unit - The unit of measure

for temperature. May be set for Fahrenheit ("degF") or Celsius ("degC").

PositionSensrSetup Submenu (Block 4C)

This menu is where all position sensor and external position feedback signal setup is performed. The eight parameter entries are as follows:

1. Set Pos 0% - Selecting this parameter sets

the present position of the drive to the minimum travel position. Equivalent to pushing the SET POS 100% pushbutton.

2. Set Pos 100% - Selecting this item sets the

present position of the drive to the maximum travel position. Equivalent to pushing the SET POS 100% pushbutton.

3. PresCPS V - Displays the present value of

the internal Position Sensor voltage, which may also be measured at TP4(+) and TP1(–) on the DCM-2 board. May be edited in the Calibration Trim menu for trimming the Position Sensor A/D converter.

4. CPS Zero% - Displays the CPS voltage at

the zero percent output shaft position. May be edited to deﬁne the CPS voltage at the lowest operating point of travel.

5. CPS Span - Displays the CPS voltage span

for the maximum allowable output shaft travel.

6. CPS RngLwr - Displays the CPS voltage at

the lowest available point of travel. Normally set by the factory.

7. CPS RngUpr - Displays the CPS voltage

at the highest available point of travel. Normally set by the factory.

8. Pos S/N - A number which uniquely identiﬁes

the position sensor. May be edited.

9. Snsr Dir - Displays which direction of output

shaft movement will yield an increasing internal Position Sensor signal. Normally set at factory to "CW Incr" (signal increases as the output shaft rotates CW).

Page 39

Demand Setup Submenu (Block 4D)

This menu is where all the Demand input signal related drive parameters are set. The eight parameter entries are as follows:

1. DemRngLwr - The value of the Demand

signal (in mA) that corresponds to 0%. Normally set to "4.00 mA", this value should be set above the "DemLimLwr" value.

2. DemRngUpr - The value of the Demand

signal (in mA) that corresponds to 100%. Normally set to "20.00 mA", this value should be set below the "DemLimUpr" value.

3. Dem Curve - Allows a choice in the relationship

between the applied Demand signal and the desired position of the output shaft. Choices are: Linear, Square Root, Dem Curve Special, & Square.

4. Dem Curve Spcl - When "Dem Curve" above

is set to "Special", this command allows access to a submenu to setup the preferred Demand curve.

5. Los Mode - Sets the output shaft response

to a loss of Demand signal condition. Can be set to "Stay" or "Go-to-Pos".

6. Los Pos - If "Los Mode" has been set to "Go-

to-Pos", this parameter allows the user to deﬁne the position (in percentage of travel) to where the output shaft will move during Loss of Signal conditions. May be set between

-5.00% and 105.00%.

7. DemLimLwr - Sets the minimum usable

value of Demand. Below this value, the Loss of Signal condition will be set. Values between 0 mA and 12 mA may be selected. This value should be set lower than the low Demand Range ("DemRngLwr").

8. DemLimUpr - Sets the maximum usable

value of Demand. This value should be set higher than the upper Demand Range ("DemRngUpr").

3. Feedback - Enables or Disables the Feedback

signal.

4. FB Curve - Allows a choice in the relationship

between the applied Feedback signal and the actual position of the drive. Choices are: Linear & Inverted Demand ("InvDem").

Torque Setup Submenu (Block 4F)

This menu is where all the Torque related drive parameters are set. The five parameter entries are as follows:

1. Trq/Thrust - Enables or Disables torque

related functions.

2. Ovt Prot - Enables or Disables over-torque

protection, which will remove power from the motor if excessive torque is detected.

3. AlarmLevel - Sets the value that, if exceeded,

will cause the Torque Alarm to activate.

4. ShutDwnTrq - Sets the value that, if exceeded,

will cause the power to be removed from the motor (if "Ovt Prot" is enabled; see above). This will cause a shutdown alarm.

5. Trq Null - Sets the torque value that

corresponds to 0% torque applied. This number is represented in "TK" units, and is noted on the label inside the DCM-2 cover (also referred to as "Torque Zero").

6. Trq Const - Sets the torque value that

corresponds to 100% torque applied. This number is represented in "TK" units, and is noted on the label inside the DCM-2 cover.

Feedback Setup Submenu (Block 4E)

This menu is where all the Feedback signal related drive parameters are set. The four parameter entries are as follows:

1. FBRngLwr - The value of the Feedback

signal (in mA) that corresponds to a 0% output shaft position. This value can range between 3.0 mA and 16.0 mA.

2. FBRngUpr - The value of the Feedback

signal (in mA) that corresponds to a 100% output shaft position. This value can range between 7.0 mA and 21.0 mA.

Page 40

DCM-2 HART INTERFACE Communication

Statistics Menu (Block 3D)

This menu is where all the drive’s stored

operating statistics are available. There are eight

different statistics available:

1. Starts - Logs and displays the total number of

starts the drive motor has made.

2. Reversals - Logs and displays the total

number of times the motor started in a direction opposite to the previous start.

3. Stalls - Logs and displays the total number of

stalled conditions the drive has experienced. For the drive to register a stall, the DCM-2 board must be unable to balance the drive position against the Demand input signal for

a period exceeding the Stall Time set in the

General Setup menu.

4. OverTorques - Logs and displays the total

number of times that excessive torque was detected at the output shaft.

5. Pk Torque - Logs and displays the maximum

torque sensed at the output shaft.

6. TotRunTm - Logs and displays the total run

time of the drive motor in seconds.

7. High temp - Logs and displays the highest

temperature in degrees Fahrenheit measured by a temperature sensor resident on the DCM-2 board.

8. Low temp - Logs and displays the lowest

temperature in degrees Fahrenheit measured by a temperature sensor resident on the DCM-2 board.

Manual Operation Menu (Block 3E)

This menu is used to allow manual drive operation with the HART® communicator. There are three manual operation procedures available:

1. Op mode (Block 4G) - This procedure allows

the user to select the operating mode of the DCM-2. There are four possible choices: “Follow”, “Hold”, “Stay” and “Stop”. The “Follow” mode is the normal state of operation and allows the DCM-2 to control the drive operation by responding to the analog input Demand signal when the drive Handswitch is in the automatic position. The “Hold” mode causes positioning according to the HART Interface Demand Value. The “Stay" mode causes the output shaft to remain stationary and maintain its present position. Note that in "Stay" mode, the Handwheel cannot be freely turned. The "Stop" mode removes power from the motor. Note that in "Stop" mode the Handwheel can be freely turned. All operating modes can be overridden by the drive Handswitch.

2. Demand - This procedure sets the effective Demand signal. If Op mode is set to "Hold",

entering a valid value (-5% to 105%) will

control the motor. If Op mode is set to

"Follow", the value will follow the Demand analog signal (unless an alarm condition exists).

3. Reset Stall - This procedure resets normal

drive operation after a stall condition has caused the drive to shut down. Selecting this option and following the prompts will restore operation. Note that stall conditions can also be reset by simply reversing the input Demand signal or cycling the drive ac power.

Page 41

Diagnostics Menu (Block 3F)

This menu provides access to all the DCM-2 stored online diagnostic information about drive operation. The menu provides six submenus accessing drive statistics and online drive status.

Operating Status Submenu (Block 5C)

This menu displays the ON or OFF status of eight drive parameters: Dem Limits, Pos Limits, Temp Limits, Torq Limits, Over-Torq Stop, Stalled, Feedback Open, and Switch Block. See below.

Status Submenu (Block 4H)

This menu provides access to six submenus displaying various drive status settings: LED Status, Operating Status, Switch Status, Local Cntrl Status, CW Inhibitors, and CCW Inhibitors.

LED Status Submenu

(Block 5B)

This menu displays the ON or OFF status of each of the LEDs on the DCM-2. See below.

LED HART

NAME NAME DESCRIPTION

STAT "Status" "ON indicates that an operating

condition is inappropriate see Operating Status menu'"

REV "Reverse" "ON indicates that the Demand

signal is less than the Position signal"

FWD "Forward" "ON indicates that the Demand

signal is greater than the Position signal"

DEM_ERR "Demand" "ON indicates that a Demand

error condition exists check the operating mode settings"

POS_ERR "Position" "ON indicates that the Position

signal may be out of range or saturated"

TORQ_ERR "Trq/Thrust" "ON indicates that the Torque

or Thrust sensor signal may be out of range or saturated"

STALL_ERR "Stall" "ON indicates that the motor

may be stalled"

TEMP_ERR "Temperature" "ON indicates that a

temperature fault exists"

FB_ERR "FB Open" "ON indicates that the

feedback loop is open or out of range"

STOP_ERR "Limit" "ON indicates that a limit

switch has been triggered"

ACKN_ERR "Acknowledge" "Acknowledge indicator is

active"

CONDITION DESCRIPTION

DEMAND_LOS "The Demand Signal is outside

of the intended limits (see Demand Setup menu)"

TRQ_THRUST_OVERRANGE "The Torque/Thrust is greater

than the output rating"

STALL "Stall condition has been

detected (see General Setup

menu)" OVERTRQ_THRUST_ "Motor power has been removed PROTECTION due to excessive output thrust" STOP_OR_LIMIT "Motor power is blocked check

switches" FEEDBACK_ "The Feedback signal is DISCONNECTED enabled but the loop is open" TEMPERATURE_ "The temperature is outside of OVERRANGE –40F to 185F" POSITION_OVERRANGE "The Position signal is less

than –5% or greater than 105%"

Switch Status Submenu (Block 5D)

This menu displays the ON or OFF status of the eight switch parameters: LV Lim CCW, LV Lim CW, OvrRd CCW, OvrRd CW, OvrRd Stop, HndSw CCW, HndSw CW, and HndSw AUTO. The Switch Status menu displays the status of the CW/CCW control override input, the STOP control override or if the Handswitch is in the CW/CCW or AUTO position.

Local Control Status Submenu (Block 5E)

This menu displays the ON or OFF status of ﬁve local interface drive parameters: Calibrate, Set Pos 100%, Set Pos 0%, Set Dem 100%, and Set Dem 0%. The Local Control Status submenu indicates which buttons on the Local Control board are pressed.

Page 42

DCM-2 HART INTERFACE Communication

CW Inhibitors Submenu (Block 5F)

This menu displays the ON or OFF status of the contributing sources of retract movement inhibitors of motor operation: Balance, Supervisory, Stall, OverTrq/Thr, Switch Block, Bad Pos Sig, Bad Dem Sig, Local Cal. See below.

CONDITION DESCRIPTION

Balance "ON indicates that the Demand and

Position are at balance"

Supervisory "ON indicates that the DCM is

initializing" Stall "ON indicates a Stall condition" OverTrq/Thr "ON indicates that the motor is stopped

due to excessive torque or thrust" Switch Block "ON indicates that the Handswitch,

Override, or Limit Switch is inhibiting

movement" Bad Pos Sig "ON indicates that the Position signal

is out of range" Bad Dem Sig "ON indicates that the Demand signal

is out of range" Local Cal "ON indicates that a Local Calibration

button is pressed"

CCW Inhibitors Submenu (Block 5G)

This menu displays the ON or OFF status of the contributing sources of extend movement inhibitors of motor operation: Balance, Supervisory, Stall, OverTrq/Thr, Switch Block, Bad Pos Sig, Bad Dem Sig, Local Cal. See table above.

Tests Submenu (Block 4I)

This menu provides procedures that allow the user to test, identify and reset the DCM-2 board. They are as follows:

1. FB out test - This procedure allows the user

to test the 4–20 mA position feedback output signal. Following the prompts through this procedure allows the user to physically verify the output signal value at 4 mA, 20 mA, and anywhere in between.

2. Board self-test - This procedure runs an

automatic board test that veriﬁes the health of the DCM-2 control board. It runs a checksum memory test and checks for the proper installation of the position sensor (CPS rotor). Running the test causes the drive to reposition temporarily, so it should only be run ofﬂine. The CPS test runs automatically as part of some calibration and setup procedures. This test should be implemented only if a DCM-2 problem is suspected.

3. Identify Device - This command will cause the

Acknowledge LED to blink for two seconds. Used to verify proper HART communications as well as an aid in identifying which drive is being addressed when conﬁguring multiple drives for split range operation.

4. Board reset - This procedure resets the

board without powering down the drive. There are many communicator procedures that implement the reset procedure automatically to ensure the proper initialization of the DCM2 board; however, manually implementing the reset procedure is not typically necessary.

CW Torque Submenu (Block 4J)

This menu displays the torque applied over ten segments of travel of the drive shaft.

CCW Torque Submenu (Block 4K)

This menu displays the torque applied over ten segments of travel of the drive shaft.

Alarm Setup Submenu (Block 4L)

This menu allows customization of alarm indication:

1. AlarmPol - This determines whether the alarm

relay "Drops Out" or "Pulls In" to indicate an alarm.

2. Alarm Mask - This leads to a submenu where

alarm conditions may be set.

Alarm Mask Submenu (Block 5H)

This menu allows alarm conditions to be ignored; such as DemandLOS, Stall FeedbackLOS, or other conditions which may occur under normal operation and that may prove a nuisance during normal HART operation.

Page 43

RealTimeClock Submenu (Block 4M)

This menu allows the date and time to be set. The settings are as follows:

1. RTC Day - Numerical entry sets the day of the

month.

2. RTC Month - Numerical entry sets the

month.

3. RTC Year - Numerical (4 digit) entry sets the

year.

4. Hour (24) - Numerical entry sets the hour of

the day (1–24).

5. Minute - Numerical entry sets the minute of

the hour.

Calibration Trim Menu (Block 3G)

This menu displays/sets drive calibration values:

1. PresCPS V - Displays the present value of

the internal Position Sensor voltage. This value can also be measured at TP4(+) and TP1(–) on the DCM-2 board. This value can be edited to trim the Position Sensor.

2. Loop(Dem) - Displays the Demand signal

as measured at the field wiring terminals. When the Demand control loop signal is being overridden by a special mode of operation, the effective Demand will not correspond to the mA value. This value can be edited to trim the Demand to ensure accurate measurement of the analog signal. Demand can only be trimmed at 4.0 mA and 20.0 mA.

3. Feedback - Displays the mA signal

representing the output shaft position as measured at the ﬁeld wiring terminals. This value can be edited.

4. Trq/Thrust - Displays the load measured at

the output shaft as a percentage. This value can be edited.

Page 44

DCM-2 HART INTERFACE Conﬁguration and Setup

All drives are shipped completely conﬁgured to the customer’s speciﬁcations and are ready to be installed. If the need arises to change the configuration of the drive (i.e., change one or more of the setup parameters that define how the drive operates), this may be accomplished utilizing the HART and a communications tool (model 275 or 375 HART® Communicator) as described in the Communications section of this manual. This section of the manual covers how the drive is conﬁgured and gives instructions for changing each particular setup parameter available. It is intended to build upon the Communications Section, which provides a detailed description of the HART® Menu Tree and defines all the

parameters and commands. If unfamiliar with

the HART® communicator and Beck drives, please review the Communications section before proceeding.

There are a number of conﬁguration setup parameters that can be changed to custom tailor the drive’s operation to the application needs. The remainder of this section provides instructions for changing each of these parameters. The instructions below assume that the user has a model 275 HART® Communicator attached to the Demand wiring (at drive terminals AA and BB or anywhere across the wires all the way back to the source of the Demand signal), has established communications with a particular drive, and has a copy of the HART® Menu Tree (Figure 1, page

34) available.

interface

DRIVE SHAFT TRAVEL

Drive shaft travel refers to the direction the output shaft of the drive moves in response to an increasing Demand input signal. The travel is either clockwise (CW) or counterclockwise (CCW). The control loop operation and physical design of the final control element determine the drive travel suitable for an application. If the drive travel needs to be changed, this is easily accomplished by changing the DCM-2 conﬁguration.

Changing Drive Shaft Travel

STEP 1 - From the HART

“Online” menu, move to the “General Setup” menu and select the “Drive Dir” parameter. This is accomplished by using the up and down arrow keys to select the appropriate item in each menu and then moving forward by pressing the right arrow key. Follow the Menu Tree (Figure 1, page

34) to navigate.

communicator

STEP 2 - With the “Drive Dir” parameter

selected, press the right arrow key to display the two entry choices: “CW incr” and “CCW incr”. Use the up and down arrow keys to select the desired parameter.

STEP 3 - With desired parameter selected,

push the F4 function key, which is deﬁned as the

ENTER key at the bottom of the display. Pushing

this key enters the value and reverts the display back to the “General Setup” main menu.

STEP 4 - At the bottom of the “General Setup”

menu, the F2 function key should now be deﬁned

as the SEND key. Push this key to execute the

change.

WARNING

Carefully follow the on-screen warnings and messages when proceeding, because changing this parameter will cause the drive to reposition. This can adversely affect the process and cause potentially dangerous conditions.

STEP SIZE

The step size is the incremental movement of the drive shaft in response to signal changes. The step size is factory set at 0.15% unless otherwise speciﬁed at the time of order. The step size is adjustable from 0.1% to 2.5%. To adjust the step size, please follow the steps below.

Changing the Step Size

STEP 1 - From the HART

“Online” menu, move to the “General Setup” menu and select the “StepSize” parameter. This is accomplished by using the up and down arrow keys to select the appropriate item in each menu and then moving forward by pressing the right arrow key. Follow the Menu Tree (Figure 1, page

34) to navigate.

STEP 2 - With the “StepSize” parameter

selected, press the right arrow key to display the modiﬁable entry box, and using the alphanumeric keypad, type in the desired dead band value. Values between 0.1% and 2.5% are valid.

STEP 3 - With the desired value correctly

typed into the entry box, push the F4 function key

which is deﬁned as the ENTER key at the bottom

of the display. Pushing this key enters the value and reverts the display back to the “General Setup” main menu.

STEP 4 - At the bottom of the “General Setup”

menu, the F2 function key should now be deﬁned

as the SEND key. Push this key to execute the

change.

communicator

Page 45

WARNING

Carefully follow the on-screen warnings and messages when proceeding, because changing drive setup parameters can cause the drive to reposition. This can adversely affect the process and cause potentially dangerous conditions.

STALL PROTECTION

The DCM-2 board provides protection of the drive motor and gearing in the event of a stalled condition. The board accomplishes this by sensing that the drive is unable to balance for a set period of time known as the “stall time”. If the DCM-2 is unable to balance the drive for a period greater than the stall time, it shuts off power to the motor and prevents the drive from continuing to operate against the stall. Resetting the drive and restoring normal operation is achieved in several ways: Reversing the Demand signal to the drive, performing a stall reset procedure (see Manual Operation Menu, Figure 1, page 34), performing a board reset procedure (see Diagnostics Menu, Figure 1, page 34), or cycling the drive ac power.

Changing Stall Time

STEP 1 - From the HART

“Online” menu, move to the “General Setup” menu and select the “Stall Time” parameter. This is accomplished by using the up and down arrow keys to select the appropriate item in each menu and then moving forward by pressing the right arrow key. Follow the Menu Tree (Figure 1, page

34) to navigate.

STEP 2 - With the “Stall Time” parameter

selected, again press the right arrow key to display the modifiable entry box, and using the alphanumeric keypad, type in the desired stall trigger time value. It is normally set to a maximum of 300 seconds, but can be changed to a minimum of 30 seconds.

WARNING

It is possible that the stall time can be set to a value less than the full travel time of some drives. This could lead to false stall conditions when making very large changes. Typically, this would only occur during startup, shut down or some other condition that might require a large change in Demand from the controller.

communicator

STEP 3 - With the desired value correctly

typed into the entry box, push the F4 function key

which is deﬁned as the ENTER key at the bottom

of the display. Pushing this key enters the value and reverts the display back to the “General Setup” main menu.

STEP 4 - At the bottom of the “General Setup”

menu, the F2 function key should now be deﬁned

as the SEND key. Push this key to execute the

change.

WARNING

OVERTRA VEL ANNUNCIATION

When communicating with the DCM-2 via the 275 HART® Communicator, a number of different informational messages may be displayed for certain conditions that may exist. One such message is “H/S in STOP or drive at limit sw”. This is displayed anytime the DCM-2 is attempting to reposition the output shaft, but is unable to due to a break in the electrical power to the motor. This can happen if the Handswitch is put in STOP or if an over-travel limit switch is open. Normally, this is a useful message that should be displayed; however, in certain situations like split range operation (see split ranging, page

57), it can become a nuisance. For example, in a split range operation one or more of the drives will be interpreting the Demand input signal as out of range (i.e., either above 100% Demand or below 0% Demand) and will be against an overtravel limit switch at any given time. Since this is normal for split range operation, the message will be a nuisance rather than informational. Setting the “Overtravel Annunciate” feature to “Ignore” will eliminate the message, but only when the Demand signal is above 100% or below

Continued

Page 46

DCM-2 HART INTERFACE Conﬁguration and Setup

OVERTRAVEL ANNUNCIATION, CONT’D.

0% and an over-travel limit switch is open. This eliminates the nuisance message, but does not eliminate the message for other scenarios like the Handswitch being in the STOP position.

Changing Overtravel Annunciation

STEP 1 - From the HART

“Online” menu, move to the “General Setup” menu and select the “LimitSwitch” parameter. This is accomplished by using the up and down arrow keys to select the appropriate item in each menu and then moving forward by pressing the right arrow key. Follow the Menu Tree (Figure 1, page 34) to navigate.

STEP 2 - With the “LimitSwitch” parameter

selected, again press the right arrow key to display the modiﬁable entry box, select either "Accept" to turn off the HART warning or "Alert" to ensure the HART warning is transmitted.

STEP 3 - With the desired selection

highlighted, push the F4 function key (which is deﬁned as the ENTER key at the bottom of the display). Pushing this key enters the value and reverts the display back to the "General Setup" main menu.

STEP 4 - At the bottom of the "General Setup"

menu, the F2 function key should now be deﬁned as the SEND key. Push this key to execute the change.

communicator

POSITION FEEDBACK SIGNAL

DCM-2 boards are equipped with a Feedback Sourcing module that provides a 4–20 mA analog output signal that represents the drive output shaft position in terms of 0–100% of full directional travel. This signal can be remotely monitored or used by a controller or indicator. The user has the option of enabling or disabling the signal. Normally, the signal should be enabled , but in a situation where the feedback is present, but unused (i.e., not wired to a load) a HART message will be present while communicating using the 275/375 Communicator. This message is helpful in alerting the user to open feedback wiring, but it is a nuisance when the feedback is purposely disconnected or unused. Disabling the feedback signal turns off the output and eliminates the message.

alarm

Enabling / Disabling Position Feedback Signal

STEP 1 - From the HART

“Online” menu, move to the “Setup Checklist” menu and select the “Feedback” parameter. This is accomplished by using the up and down arrow keys to select the appropriate item in each menu and then moving forward by pressing the right arrow key. Follow the Menu Tree (Figure 1, page

34) to navigate.

STEP 2 - With the “Feedback” parameter

selected, press the right arrow key to display the two entry choices: “Enabled” or “Disabled”. Use the up and down arrow keys to select the desired parameter. “Enabled” enables the output signal, while “Disabled” disables the output.

STEP 3 - With desired choice selected,

push the F4 function key which is deﬁned as the

ENTER key at the bottom of the display. Pushing

this key enters the selected parameter and reverts the display back to the “Setup Checklist” main menu.

STEP 4 - At the bottom of the “Setup Checklist”

menu, the F2 function key should now be deﬁned

as the SEND key. Push this key to execute the

change. This change should not effect drive positioning but, as with all conﬁguration changes,

carefully follow the on-screen warnings and messages when proceeding.

communicator

DEMAND SIGNAL CHARACTERIZATION

The Beck DCM-2 is designed to receive a 4–20 mA (1–5 V dc) input Demand signal and respond by repositioning the drive output shaft in proportion to the signal. There are four ways in which the DCM-2 can interpret the Demand signal: Linear, Square Root, Dem Curve Special and Square. The Linear interpretation, which is most commonly employed, simply causes the drive to position the output shaft in a one-to-one relationship with the Demand. For example, a 1% change in Demand always causes a 1% position response. The Square Root relationship produces a response proportional to the square root of the Demand Signal. The Dem Curve Special relationship allows a customized Demand curve to be setup through a special submenu. The Square relationship produces a non-linear drive response proportional to the square of the Demand signal. For example, a 25% input Demand is interpreted as 0.252 or 0.0625 (6.25%). The square relationship helps to linearize ﬂow response of ﬁnal control elements that have quick opening characteristics.

Page 47

Changing Characterization

STEP 1 - From the HART

“Online” menu, move to the “Demand Setup” menu and select the “Dem Curve” parameter. This is accomplished by using the up and down arrow keys to select the appropriate item in each menu and then moving forward by pressing the right arrow key. Follow the Menu Tree (Figure 1, page 34) to navigate.

STEP 2 - With the “Dem Curve” parameter

selected, press the right arrow key to display the four entry choices: “Linear”, "Square Root", "Dem Curve Special" or “Square”. Use the up and down arrow keys to select the desired parameter.

STEP 3 - With desired choice selected,

push the F4 function key which is deﬁned as the

ENTER key at the bottom of the display. Pushing

this key enters the selected parameter and reverts the display back to the “Demand Setup” main menu. If "Dem Curve Special" is selected, proceed to the "Dem Curve Special" sub-menu to setup the desired curve.

STEP 4 - At the bottom of the “Demand Setup”

menu, the F2 function key should now be deﬁned

as the SEND key. Push this key to execute the

change.

WARNING

Carefully follow the on-screen warnings and messages when proceeding, because changing this parameter online will cause the drive to reposition. This can adversely affect the process and cause potentially dangerous conditions.

communicator

LOSS OF DEMAND INPUT SIGNAL

The DCM-2 board has the capability of determining when the Demand input signal to the drive is lost, and then responding in the method most appropriate for the application. There are three setup parameters that must be conﬁgured in order to deﬁne this capability: “LOS Mode”, “LOS Pos” and “DemLimLwr”. The “LOS Mode” parameter determines how the drive should respond to the loss of the Demand input signal. It can be conﬁgured as “STAY” (which means the drive holds its current position when the signal is lost) or “GO-TO-POSITION” (which means the drive moves to a predetermined position). If the “Go-to-Pos” option is selected, the “LOS Pos” parameter is used to determine what output shaft position the drive must achieve when the input

is lost. Finally, a loss of signal is sensed by the DCM-2 when the signal drops below the value set by the “DemLimLwr” parameter. This value is represented in mA of the Demand input signal range. Therefore, the standard 3.2 mA value normally used for this parameter suggests that when the Demand input signal drops 5% below the calibrated 0% value, the DCM-2 senses a lost Demand input and executes the conﬁgured lossof-signal action.

Changing Loss (LOS) of Signal Action

STEP 1 - From the HART

“Online” menu, move to the “Demand Setup” menu and select the “LOS Mode” parameter. This is accomplished by using the up and down arrow keys to select the appropriate item in each menu and then moving forward by pressing the right arrow key. Follow the Menu Tree (Figure 1, page 34) to navigate.

STEP 2 - With the “LOS Mode” parameter

selected, press the right arrow key to display the two entry choices: “Stay” or “Go-to-Pos”. Use the up and down arrow keys to select the desired parameter.

STEP 3 - With desired choice selected,

push the F4 function key which is deﬁned as the

ENTER key at the bottom of the display. Pushing

this key enters the selected parameter and reverts the display back to the “Demand setup” main menu. If the “Go-to-Pos” choice was selected, go

to STEP 4, if “Stay” was selected, go to STEP 6. STEP 4 - After entering “Go-to-Pos”, select

the “LOS Pos” parameter and use the right arrow key to display the modiﬁable entry block. Unless otherwise speciﬁed, this value is set to 50% at the factory. Using the alphanumeric keypad, enter the desired loss of signal position as a percentage of full output shaft travel. Values from -5% to 105% are valid.

STEP 5 - With desired value correctly typed

into the entry box, push the F4 function key which

is deﬁned as the ENTER key at the bottom of the

display. Pushing this key enters the value and reverts the display back to the “Demand Setup” main menu.

STEP 6 - At the bottom of the “Demand Setup”

menu, the F2 function key should now be deﬁned

as the SEND key. Push this key to execute the

change.

communicator

Page 48

DCM-2 HART INTERFACE Conﬁguration and Setup

WARNING

Carefully follow the on-screen warnings and messages when proceeding, because changing this parameter online could cause the drive to reposition. This can adversely affect the process and cause potentially dangerous conditions.

Changing LOS Trip Point

STEP 1 - From the HART

“Online” menu, move to the “Demand Setup” menu and select the “DemLimLwr” parameter. This is accomplished by using the up and down arrow keys to select the appropriate item in each menu and then moving forward by pressing the right arrow key. Follow the Menu Tree (Figure 1, page 34) to navigate.

STEP 2 - With the “DemLimLwr” parameter

selected, press the right arrow key to display the modiﬁable entry block. Using the alphanumeric keypad, enter the desired Demand signal lower limit value in mA outside of the Demand signal range.

STEP 3 - With desired value correctly typed

into the entry box, push the F4 function key which

is deﬁned as the ENTER key at the bottom of the

display. Pushing this key enters the value and reverts the display back to the “Demand Setup” main menu.

communicator

TORQUE OPTIONS

DCM-2 boards have the capability to measure

the drive’s torque output. This, in turn, makes it possible to provide several torque-related features. The features include a live display of the torque output on the 275/375 HART Communicator display or any other device capable of communicating and displaying HART® transmitted variables. Included is the ability to store peak torque values within the DCM-2 and view them by accessing the device information menu. To protect the drive gearing and related equipment, the drive can be conﬁgured to shut off if the torque exceeds 150% of the drive torque rating. And ﬁnally, the DCM-2 will provide a high torque alarm, via HART® communications, that alerts the user to a high torque condition when the torque output exceeds a set value (normally set at 105% of the drive rating).

STEP 4 - At the bottom of the “Demand Setup”

menu, the F2 function key should now be deﬁned

as the SEND key. Push this key to execute the

change.

WARNING

Page 49

Enabling Torque Functions

STEP 1 - From the HART

“Online” menu, move to the “Torque Setup” menu and select the “Trq/Thrust” parameter. This is accomplished by using the up and down arrow keys to select the appropriate item in each menu and then moving forward by pressing the right arrow key. Follow the Menu Tree (Figure 1, page

34) to navigate.

STEP 2 - With the “Trq/Thrust” parameter

selected, press the right arrow key to display the two entry choices: “Enabled” or “Disabled”. Use the up and down arrow keys to select the desired parameter. Enabling this parameter will activate the torque measurement features and displays, while disabling the parameter will turn them off.

STEP 3 - With the desired choice selected,

push the F4 function key, which is deﬁned as

the ENTER key at the bottom of the display.

Pushing this key enters the selected parameter and reverts the display back to the “Torque setup”

main menu. Carefully follow the on-screen

warnings and messages to return to normal operation.

communicator

Enabling Over-torque Protection

STEP 1 - From the HART

“Online” menu, move to the “Torque Setup” menu, make sure that the “Trq/Thrust” parameter is enabled (if not, enable it using the prior procedure) and select the “Ovt Prot” parameter. This is accomplished by using the up and down arrow keys to select the appropriate item in each menu and then moving forward by pressing the right arrow key. Follow the Menu Tree (Figure 1, page 34) to navigate.

STEP 2 - With the “Ovt Prot” parameter

selected, press the right arrow key to display the two entry choices: “Enabled” or “Disabled”. Use the up and down arrow keys to select the desired parameter. Enabling this parameter will activate the over-torque protection, while disabling the parameter will turn it off.

STEP 3 - With the desired choice selected,

push the F4 function key, which is deﬁned as the

ENTER key at the bottom of the display. Pushing

this key enters the selected parameter and reverts the display back to the “Torque Setup” main menu.

STEP 4 - At the bottom of the “Torque Setup”

menu, the F2 function key should now be deﬁned

as the SEND key. Push this key to execute the

change. This change should not effect drive positioning but as with all conﬁguration changes,

carefully follow the on-screen warnings and messages when proceeding.

communicator

Page 50

DCM-2 HART INTERFACE Calibration

All Beck drives are shipped completely calibrated to the customer speciﬁcations, and are ready to be installed. If the need arises to change the drive calibration, confirm that the drive is installed as specified and operating properly before proceeding with the change. It is also helpful to verify the drive conﬁguration. This can be done by reviewing the settings in the Conﬁguration menu. With the exception of the settings for the overtravel limit switches, auxiliary limit switches and CPS, all calibration is performed using the HART interface and a communications tool (model 275/375 HART the Communications section of this manual. If unfamiliar with the HART communicator and Beck drives, please review the Communications section of this manual before continuing. The DCM-2 can be calibrated by using the "Position Setup" and "Demand Setup" menus. Normally, calibration should not require adjustment; however, if the Position or Demand requires minor adjustment, the "Calibration Trim" menu may be used. Any calibration changes that are made using any of the above described methods, can be reversed by using the “Restore to Factory” feature in the "Conﬁguration" menu. Note that implementing the “Restore to Factory” feature returns all settings to the as-shipped factory settings.

Communicator), as described in

Page 51

DIRECTION OF SHAFT ROTATION (CW VERSUS CCW)

Direction of shaft rotation is determined when looking at the end of the output shaft (see ﬁgures below). Direction of rotation is deﬁned as the direction of output shaft rotation produced by an increasing demand signal. Unless otherwise speciﬁed at the time of order, the output shaft is factory-set to rotate clockwise in response to an increasing signal.

CALIBRATION PRIORITY

Models 11-159, -209, -309 & -409

Standard Group 11 drives are equipped with ﬁxed, non-adjustable, built-in mechanical stops. All output shaft rotation must occur within these stops, which are approximately 108° apart. The over-travel limit switches are used to limit the electrical control range of the drive. These switches are cam operated and are set slightly wider apart then the drive’s intended full range of electronic operation (typically 100°). The limit switches are positioned to provide an electrical overtravel protection (typically 101°). If the drive is short-stroked—i.e., the full travel rotation from 0–100% is reduced to less than the standard 100° rotation (see page 55)—it may be desirable to reset the over-travel limit switches (see page 52). If the limit switches are not reset, Handswitch operation of the drive (CW, CCW) will still result in the original full range of travel. It is best to calibrate the drive and then set the limit switches when short-stroking the drive. The switches should be set just outside the calibrated range to avoid tripping the switch at the 0% and 100% positions. The auxiliary switches are also cam operated, but have no affect on drive and DCM-2 operation. Therefore, the auxiliary switches can be adjusted at any time without affecting performance or calibration.

Models 11-169, -269, -369 & -469

Standard Group 11 drives are equipped with ﬁxed, non-adjustable, built-in mechanical stops. All output shaft rotation must occur within these stops, which are approximately 108° apart; except for the 11-169 stops, which are 98° apart. The over-travel limit switches are used to limit the electrical control range of the drive. These switches are cam operated and are set slightly wider apart then the drive’s intended full range of electronic operation (typically 90°). The limit switches are positioned to provide an electrical overtravel protection (typically 91°). If the drive is short-stroked—i.e., the full travel rotation from 0–100% is reduced to less than the standard 90° rotation (see page 55)—it may be desirable to reset the over-travel limit switches (see page 52). If the limit switches are not reset, Handswitch operation of the drive (CW, CCW) will still result in the original full range of travel. Because the over-travel limit switches deﬁne the maximum electrical drive range, if they are to be reset, they should be adjusted before performing DCM-2 (demand and position) calibration procedures. The auxiliary switches are also cam operated, but have no affect on drive and DCM-2 operation. Therefore, the auxiliary switches can be adjusted at any time without affecting performance or calibration.

Page 52

DCM-2 HART INTERFACE Calibration - Switches

SWITCH ADJUSTMENTS

Control drives are shipped with over-travel limit switches factory-set for either 101° (11-159,

-209, -309, -409) or 91° (11-169, -269, -369,

-469) of travel unless otherwise specified at time of order. Limit switches must be set inside the range of the ﬁxed, non-adjustable, built-in mechanical stops to prevent stalling of the motor. Limit switches can be reset to limit travel of the output shaft to any angle down to a minimum of 60°. Auxiliary switches are set as shown in the ﬁgure at left unless otherwise speciﬁed at time of order.

NOTE: The over-travel limit switches are the switches located closest to the drive body. To adjust the over-travel limit switches, it is necessary to remove the control end cover.

Standard Over-travel Limit and

Auxiliary Switch Settings

CAUTION

Do not attach the meter or attempt to move the switch cams until the drive is disconnected from the line voltage and auxiliary switches are disconnected from external power sources.

Setting Over-travel Limit Switches CW and CCW

Page 53

1. Remove the control end cover and terminal block cover (1/2" bolt heads).

3. Move the output shaft clockwise to the desired CW limit.

4. Turn the Handswitch to the “STOP” position.

5. Disconnect power from the drive.

6. Turn the Handswitch to the "AUTO" position.

7. Connect the continuity meter across terminals B and M. Rotate the cam until the meter shows no continuity (switch contacts open, switch clicks).

8. Tighten the cam locking screw to 5 Ib-in (.56 N•m) torque.

9. Disconnect meter and turn the Handswitch to the "STOP" position.

10. Reconnect drive power.

12. Rotate the output shaft again to the desired CW travel limit. If the stopping point is reached, the switch is properly set.

Loosening Switch Cam

14. Replace covers and tighten cover bolts to 10 Ib-ft (14 N•m) torque.

15. Rotate index (or index pointer on models 11-159 or -169) to correspond with output shaft rotation.

Setting Auxiliary Switches

Standard switch settings for drives with 2 or 4 auxiliary switches are shown on the diagram on page 54. The heavy line indicates a closed circuit. Follow these instructions to change the operating point of auxiliary switches:

1. Remove the control end cover and the terminal block cover (1/2" bolt heads).

2. Use the electric Handswitch to drive the shaft so that the switch cam is accessible. Using a 7/64" hex wrench, loosen the screw so that the cam is just snug on the shaft.

3. Move the output shaft to the desired position.

4. Turn the Handswitch to the “STOP” position.

5. Disconnect power from the drive and switch terminals.

6. Connect the continuity meter across the appropriate terminals. See the diagram on page 17 or the drive wiring diagram. Rotate the cam to operate the switch.

7. Tighten the cam locking screw to 5 Ib-in (.56 N•m) torque.

8. Disconnect the meter and reconnect power.

9. Move the drive’s output shaft in the desired direction so that the cam lobe moves away from the switch lever. If not correct, return to step 2 and reset the cam to the proper orientation.

10. Replace covers and tighten cover bolts to 10 Ib-ft (14 N•m) torque.

Page 54

DCM-2 HART INTERFACE Calibration - Position

POSITION SENSOR SETUP

In order to correctly position the drive output shaft in response to the input Demand signal, the DCM-2 board receives a position signal from the drive’s position sensor (CPS) and compares this actual position to the desired Demand input. This process requires that the DCM-2 interprets the CPS signal appropriately for the full range of desired travel. The "PositionSensrSetup" submenu is used to set the DCM-2 to accept the CPS position signal and interpret the appropriate 0–100% range. All Beck drives are shipped completely set and calibrated to the customer specifications and are ready for installation. Normally, no adjustments are necessary. If, however, the position calibration needs to be changed, the "PositionSensrSetup" submenu must be used. The "PositionSensrSetup" is accessible through the "Conﬁguration" menu.

The "PositionSensrSetup" submenu will allow resetting of the minimum travel position of the drive (Set Pos 0%) and the CPS voltage at the minimum travel position (CPS Zero%). Online help is available through the communication device.

Page 55

Short-stroke Operation (Reducing Full Travel)

Typically, it is best to use the full 100% travel of the drive in response to the 0–100% Demand input signal. In certain applications, as a last resort, it may become necessary to reduce the full travel of the drive. In these applications, the DCM-2 can be calibrated to accommodate reduced stroke. The

recommended minimum full travel is 60%, although

it is advisable to make the range as close to 100% as possible for the highest position resolution attainable with the CPS and to avoid possible reduction in torque. Reducing the full travel is referred to as “short-stroking” the drive. This can be easily accomplished by using a HART communication device. First, navigate to the Configuration menu. Select the General Setup submenu. Select the Travel parameter. Reduce the stroke by entering a percentage of full travel (not less than 60%) of the maximum travel of the drive.

Page 56

DCM-2 HART INTERFACE Calibration - Feedback

FEEDBACK SIGNAL CALIBRATION

DCM-2 boards have the capability of providing a 4–20 mA output signal so that the drive’s true output shaft travel can be monitored remotely. The signal comes calibrated from the factory to provide a precise 4–20 mA signal corresponding to 0–100% drive travel. Normally, calibration is not required even if the position reference calibration or direction of travel are changed, because the DCM-2 automatically compensates for these changes and appropriately scales the position feedback signal. If the Feedback must be changed, it is accomplished by using a Hart communication device. First, navigate to the Conﬁguration menu. Next, select the Feedback Setup submenu. Through this submenu, the Feedback range may be changed, as well as the curve. Online help is available through the communication device.

Page 57

DCM-2 HART INTERFACE Calibration - Demand

DEMAND SIGNAL CALIBRATION

DCM-2 boards are designed to accept a 4–20 mA (or 1–5 V dc) analog Demand signal. Narrower spans within this range can also be accommodated for split range operation (see explanation following). The input comes calibrated from the factory for the full range unless otherwise speciﬁed. It is not necessary to calibrate the Demand input when the drive is installed. If the Demand must be changed, it is accomplished using a HART comunication device. First, navigate to the Configuration menu. Select the Demand Setup submenu. Through this submenu, the Demand range limits and curve speciﬁcations may be changed. Online help is available through the communication device.

Split Range Operation

It is sometimes desirable or necessary to have

more than one ﬁnal control element controlling a single process. Often, this type of control strategy requires that two to four Beck drives each respond to different portions of one 4–20 mA Demand signal from the control system. This type of operation is called split range operation. For example, consider the most common split range scenario—two drives split ranged for 50% of the 4–20 mA Demand signal input. Both drives are wired in parallel to receive the same 4-20 mA signal (note that the total loop resistance should be 250 Ohms as speciﬁed by the HART Ohm R11 resistor (see DCM-2 illustration on page

78) must be removed from one of the two drive

DCM-2 boards to allow HART® communications. If more than two drives are split ranged, the R11 resistor must be removed from all the DCM-2 boards but one), but each drive’s interpretation of the signal must be different. One drive must interpret 4–12 mA as 0–100% Demand, and one drive must interpret 12–20 mA as 0–100% Demand. This requires that the drives have different Demand signal calibrations. Split-ranging is easily accomplished by determining the break points (12 mA in the example above) and using a HART communication device. First, navigate to the Configuration menu. Next, select the Demand Setup submenu. Change appropriate Demand range limit accordingly. In the example above, one drive's upper Demand range (DemRngUpr) would be changed from 20.00 mA to 12.00 mA; and the other drive's lower Demand range (DemRngLwr) would be changed from 4.00 mA to 12.00 mA.

communications protocol. The 250

NOTE: Ensure that the L.O.S. (Loss of Demand input signal) settings of the drives are appropriate for the new configuration. This would involve changing the appropriate Demand LOS limits (DemLimLwr or DemLimUpr). T ypically , these settings are -5% and 105% of the Demand range. See page 21 for a description of the LOS function.

Page 58

DCM-2 HART INTERFACE Calibration - Torque Measurement

TORQUE MEASUREMENT CALIBRATION

DCM-2 boards have the capability of measuring the drive output torque and providing several torque-related features. The torque measurement is calibrated to the drive’s rated output at the factory. There is normally no reason to recalibrate this feature in the ﬁeld, unless a new DCM-2 board has been installed. In the event that calibration is required, it is easily accomplished by using a HART communication device. First, navigate to the Configuration menu. Next, select the Torque Setup submenu. Select the Trq Null parameter, which will allow the 0% torque value to be edited. Enter the number corresponding to the 0% torque value that is shown on the inside of the DCM-2 cover. Next, select the Trq Const parameter, and enter the number corresponding to the 100% torque value that is shown on the inside of the DCM2 cover. Online help is available through the communication device.

Page 59

DCM-2 HART INTERFACE Maintenance - Alarm Messages

COMMON HART

HART® protocol maintains both standard and device speciﬁc informational messages that are displayed on the 275/375 Handheld Communicator when various conditions occur. They can also be used to trigger alarms and messages in other

MESSAGES

Handswitch and Limit Switch Messages

Message

“Motor power is blocked, check switches”

This message will appear if a condition prevents current ﬂow to the motor. Some of the most common conditions are: The drive Handswitch is put in the STOP position; either of the drive overtravel limit switches are open; or the motor control triacs fail.

Demand Signal and Process Variable Messages

HART messages alert the user to various alarm conditions and make it much easier to diagnose problems. Below is a table of typical Beck drive messages and message sequences. It does not include all possible messages, only the most common.

compatible monitoring systems. These

Description

Message

“Process applied to the non-primary variable is outside the operating limits of the ﬁeld device”

“The Demand Signal is outside of the intended limits (see Demand Setup menu)”

“Demand out of accurate measurement range”

Description

This is a standard HART®-deﬁned message that appears whenever one of the three HART® non-primary variables (Demand signal, Torque, Temperature) are outside their design or calibrated ranges. The Demand input signal to the drive is typically the problem source; however, the message can also appear if either the torque measurement (optional) or temperature measurement is outside the design or calibrated ranges. The Beck speciﬁc messages below provide more descriptive information.

This is a Beck-speciﬁc message that can appear after the HART®deﬁned message above. It speciﬁcally pinpoints the Demand input signal to the DCM-2 as the problem source, and indicates that the signal is outside the calibrated range limits. The lower limit is conﬁgurable as a percentage of the calibrated range (default is -5%). The upper range is the highest readable input voltage (5.5 VDC) expressed as a percentage of the calibrated range (e.g., approximately 112% for a 4–20 mA* or 1–5 V dc standard input range).

This is a Beck-speciﬁc message that can appear after the “Demand signal out of range” message above. It further deﬁnes the demand signal problem by indicating that the signal is not only out of the calibrated range, but also out of the design range of the drive. The lower and upper limits are 0.1 V dc and 5.55 V dc respectively.*

*Note that current input DCM-2 boards utilize a 250 Ohm input resistor to convert the current signal to voltage.

Page 60

DCM-2 HART INTERFACE Maintenance - Alarm Messages

Demand Signal and Process Variable Messages (con't)

Message

“The Torque/Thrust is greater than the output rating”

“Motor power has been removed due to excessive output torque”

“The temperature is outside of –40F to 185F”

"Demand Signal is out of limit"

Description

This is a Beck-speciﬁc message that can appear after the HART®deﬁned (“Process applied to the non-primary variable is outside the operating limits of the ﬁeld device”) message mentioned previously. It serves to further deﬁne the condition, and indicates that the drive’s torque output is exceeding 105% of the calibrated torque range of the drive.

This Beck-speciﬁc message appears after the “Torque is excessive” message if the torque measurement has exceeded 150% of the calibrated range and thus gone into a protective mode of operation to prevent excessive torque in the event of an obstruction or other problem. The drive ceases driving against the load until the condition is reset. Although unlikely, it is possible to also get a “Drive in stall” message (see misc. messages) with this message.

This is a Beck-speciﬁc message that can appear after the HART®deﬁned (“Process applied to the non-primary variable is outside the operating limits of the ﬁeld device”) message mentioned previously. It serves to further deﬁne the condition, and indicates that the drive’s internal temperature is outside the -40° to 195°F (-40º to 91ºC) range.

The Demand Signal has exceeded its measurable limits and has entered saturation. The value reported for Demand does not reﬂect the actual value.

"Loop Current Detected while under HART/FF Control"

"Loop Current Detected while set for LOS PAT"

This is a Beck specific alarm message that alerts the user that analog current is present on the Demand terminals while operating the drive using the HART conﬁgurator Manual Operation menu. It is used to avoid confusion when a board is left in one of the manual operation modes and is not properly restored to "FOLLOW" mode.

PAT mode (Proportional mode) is a special Demand mode where discrete logic inputs are used in place of the Analog Demand signal. When operating in PAT mode, no Demand current should be present. If current is detected, this alarm will be asserted.

Position Signal Messages

(The position signal is deﬁned as the signal from the position sensor (CPS) to the DCM-2)

Message

“Process applied to the primary variable is outside the operating limits of the ﬁeld device”

This is a standard HART®-defined message that appears whenever the HART® primary variable (Position signal) is outside the design or calibrated range. The DCM-2 is designed to accept a maximum position signal range of 0.25 to 5.35 V dc, and can be calibrated anywhere within this range depending on the type of CPS and desired stroke of the drive. Normally, new drives would be calibrated for a 1–5 V dc position signal. Retroﬁt applications are typically calibrated for a 0.45–2.6 V dc range.

Description

Page 61

Message

“Analog output 1 and its digital representation are outside the operating range limits, and not responding to input”

Description

This is an additional standard HART

appears whenever the HART

primary variable (Position signal) is outside the design or calibrated range. It accompanies the message above.

-deﬁned message that

“The Position Signal is less than –5% or greater than 105%”

“Position signal in LOS”

“Position out of accurate measurement range”

Miscellaneous Messages

This is a Beck-speciﬁc message that appears after the HART®deﬁned messages above. It speciﬁcally pinpoints the position signal to the DCM-2 as the problem source, and indicates that the signal is outside the calibrated range limits. The upper and lower limits are -5% and 105% of the calibrated range respectively.

This is a Beck-speciﬁc message that appears after the HART®deﬁned messages above. It speciﬁcally pinpoints the position signal to the DCM-2 as the problem source, and is intended to indicate a CPS or wiring failure. The message is triggered when the position signal is outside the minimum and maximum limits of 0.25 V dc and 5.35 V dc respectively. In this case, the LOS message above will also be present.

This is a Beck-speciﬁc message that appears after the HART®deﬁned messages previously mentioned. It speciﬁcally pinpoints the position signal to the DCM-2 as the problem source, and indicates that the signal is outside the 0.25–5.35 V dc design range. The LOS message above will also be present when this message is present.

Message

“The Feedback Signal is enabled but the loop is open”

“Stall condition has been detected (see 'Stall Time' in the 'General Setup' menu)”

"Feedback is in ﬁxed mode"

Description

This is a Beck-speciﬁc alarm message that alerts the user that external position feedback signal is installed and enabled, but not wired to an external load. If the signal is wired to an external load and this message appears, it implies that a wiring failure somewhere between the drive and the monitoring device has occurred. If the DCM-2 board is equipped with the feedback module, but the signal is not being used, this message can be eliminated by disabling the feedback in the conﬁguration.

This is a Beck-speciﬁc alarm message alerting the user that the drive is in a stalled condition and is no longer trying to ﬁght the load. This condition occurs if the drive cannot reach the demand position in the ime allotted by the stall time setting (conﬁgurable from 30–300 seconds, default 300 sec.). In drives equipped with optional torque measurement, this message may not occur due to the pre-emptive action of overtorque protection.

The "FB Out Test" diagnostic allows the user to set Feedback to a ﬁxed value, rather than the normal mode of having Feedback follow the Position value. If the Feedback value is left in the "ﬁxed" mode, this error will be reported to alert the user that Feedback is not following the Position value.

Page 62

DCM-2 HART INTERFACE Maintenance - Troubleshooting

CHECK DRIVE

R / C NETWORK

PER TABLE 5,

PG. 79

CHECK SLM

FOR

WEAR

FROM PAGE 65

GO TO

PAGE 63

GO TO

PAGE 63

DOES DRIVE

WORK PROPERLY

WITH THE

HANDSWITCH?

IS PROPER AC

POWER VOLTAGE

CONNECTED

ACROSS TERMI-

NAL C+ AND B-?

IS JUMPER FROM TERMINAL A TO C

PRESENT AND

INTACT?

DOES IT WORK

PROPERLY CW?

DOES IT WORK

PROPERLY CCW?

GO BACK

START

DOES MOTOR

APPEAR TO ENERGIZE?

DOES MOTOR

APPEAR TO ENERGIZE?

ARE THE R / C

COMPONENTS &

CONNECTIONS

OK?

DOES OUTPUT

SHAFT MOVE WITH

HANDSWITCH IN

“STOP”?

DOES DRIVE RUN

RANDOMLY AND/

OR ERRATICALLY?

DOES HAND-

WHEEL RUN

FREELY BUT DRIVE

WILL NOT

REPOSITION?

DOES HAND-

WHEEL SHUDDER

ABOUT ONE

POSITION?

IS BINDING OR

AN OBSTRUCTION

PRESENT?

CONSULT

FACTORY FOR

ASSISTANCE

REPLACE

NECESSARY

REPAIR OR

REMOVE

OBSTRUCTION

REPLACE SLM

NECESSARY

CONSULT FACTORY

INSTALL

JUMPER

CONNECT

PROPER

POWER

START

CHECK

LINKAGE &

DRIVEN

ELEMENT

CHECK

SLM &

PINION

CALL

FACTORY

FOR

ASSIS-

TANCE

REPLACE

FAULTY

COMPO-

NENTS

NONO

YES

ELECTRO / MECHANICAL -- CHART 1

Page 63

CONNECT

WIRE

CORRECTLY

CONNECT

WIRE

CORRECTLY

REPLACE

FUSE

REPLACE

DCM BOARD

WITH POWER

ON, IS THE AC

VOLTAGE ACROSS

DCM-H FUSE “F1”

ABOUT 0 V (SEE

FIG., PG.78)?

ARE JUMPERS INSTALLED FROM FTON&DTOM?

ARE EITHER OF

THESE LEDs

LIT?

GO TO

CHART 2,

PG. 64

INSTALL

JUMPERS

DOES DRIVE RUN

AT ALL IN AUTO?

PLACE HAND-

SWITCH IN AUTO &

MODULATE

CONTROL SIGNAL

TO DRIVE

REMOVE

DCM COMPART-

MENT COVER AND

VIEW FWD & REV

LEDs (SEE FIG.,

PG.66)

REMOVE

CONTROL END

COVER TO CHECK

CW LIMIT

SWITCH

FROM PAGE 62

IS PROPER AC

POWER VOLTAGE PRESENT ON CCW LIMIT SWITCH RED

WIRE & TERM. B?

IS SUPPLY VOLT-

AGE ACROSS

TERMINAL C & B

BETWEEN

102 & 132 V AC?

IS PROPER AC

POWER VOLTAGE

PRESENT ON CW

LIMIT SWITCH GRN

WIRE & TERM. B?

IS RED WIRE

CONNECTED TO

THE CCW LIMIT

SWITCH NC

CONTACT?

IS GRN WIRE

CONNECTED TO

THE CW LIMIT

SWITCH NC

CONTACT?

CONSULT

FACTORY FOR

ASSISTANCE

CONSULT

FACTORY FOR

ASSISTANCE

CONSULT

FACTORY FOR

ASSISTANCE

REPLACE

HANDSWITCH,

SEE PG. 77

REPLACE

HANDSWITCH,

CHECK WIRING

APPLY

CORRECT

POWER

REPLACE CW

LIMIT SWITCH,

SEE PG. 76

REPLACE CCW

LIMIT SWITCH,

SEE PG. 76

MOVE

HANDSWITCH

TO THE CCW

POSITION

MOVE

HANDSWITCH

TO THE CW

POSITION

YES

YESYES

YES YES

YES

YESYES

YES

NONO

NO NO

IS PROPER AC

POWER VOLTAGE

ACROSS

TERMINAL A & V?

IS PROPER AC

POWER VOLTAGE

ACROSS

TERMINAL A & U?

IS PROPER AC

VOLTAGE

PRESENT FROM

NTOB&MTOB?

IS PROPER AC

VOLTAGE

PRESENT FROM

VTOB&UTOB?

REMOVE

CONTROL END

COVER TO CHECK

CCW LIMIT

SWITCH

B1 C1

Page 64

DCM-2 HART INTERFACE Maintenance - Troubleshooting

WILL BOARD

COMMUNICATE?

IS POWER (”PWR”)

LED LIT?

WILL DCM BOARD

COMMUNICATE?

HAS ERROR BEEN

ELIMINATED?

ARE ANY HART

ERROR MESSAGES

DISPLAYEDONTHE

COMMUNICATOR?

DOES THE DISPLAY-

ED “DEMAND” IN %

CORRESPOND TO

EXPECTED VALUE?

IS PROPER DC SIG-

NAL VOLTAGE PRES-

SENT ACROSS TER-

MINAL AA+, BB-?

IS PROPER DC

VOLTAGE

PRESENT?

DOES THE “RAW

POS” VOLTAGE

CORRESPOND TO

THE DRIVE POS?

DOES THE DRIVE

APPEAR TO

OSCILLATE ABOUT

A FIXED POINT?

DOES “LOOP (DEM)”

IN mA CORRESPOND

TO THE EXPECTED

DRIVE DEMAND

INPUT SIGNAL?

DOES THE DISPLAY-

ED “POSITION” IN %

CORRESPOND TO

EXPECTED DRIVE

POSITION IN %?

DOES COMMUNI-

CATOR DISPLAY

“NO DEVICE FOUND”

MESSAGE?

DO LEDs LIGHT

ALTERNATELY

WITH DRIVE

CYCLE?

IS PROPER

VOLTAGE PRESENT

(0-100% = 1-5 V)?

VIEW ALL

DYNAMIC INFOR-

MATION DISPLAYED

IN THE “ONLINE”

REMOVE

DCM COMPART-

MENT COVER TO

VIEW LEDs

CONNECT

HART COMMUNI-

CATOR & ESTABLISH

COMMUNICATIONS

GO TO THE

“DETAILED STATUS” MENU UNDER DIAGNOSTICS AND VIEW

THE “RAW POS”

PARAMETER

GO TO THE

“DETAILED STATUS”

MENU AND VIEW

THE CW & CCW

“MOVEMENT

INHIBITORS"

PUT CON-

TROLLER IN

MANUAL MODE AND

CHECK THE HART

COMMUNICATOR

PER FIG, P.35

INDICATES THAT THE DEMAND SIGNAL TO THE DRIVE IS OUTSIDE THE CALIBRATED RANGE OR LOST

-- VERIFY SIGNAL

-- CHECK DEMAND CAL

-- RECAL. DEMAND IF NECESSARY

ANY PARAMETERS THAT DISPLAY “ON” STATUS INDICATE THAT IT IS PREVENTING THE DRIVE FROM MOVING -READ PARAMETERS AND ACT ACCORDINGLY CALL FACTORY FOR ASSISTANCE

SET TO “ALWAYS POLL” SEE PG.36

CHECK DRIVE DE-

MAND CALIBRATION

& RECALIBRATE IF

NECESSARY

REMOVE

COMPART-

MENT COVER AND

VIEW “FWD” &

“REV” LEDs

DCM

CHECK FOR

SOURCES OF SIGNAL NOISE AND CORRECT

REPLACE

SLM

CHECK POSITION

CALIBRATION AND

RECALIBRATE IF

NECESSARY

REPLACE CPS

CALL FACTORY

FOR ASSISTANCE

CHECK/REPAIR CON-

TROLLER OR SIGNAL

SOURCE & WIRING

CHECK VOLTAGE AT

TEST POINTS

TP2(+) & TP1(-)

SEE FIG, P.78

DCM

CHECK VOLTAGE AT

DCM TEST POINTS

TP4(+) & TP1(-)

SEE FIG, P.78

CALL FACTORY

REPLACE DCM

CONSULT FACTORY

REPLACE DCM

BOARD

DEMAND SIGNAL OUT OF RANGE

DISPLAY

YES

YES NO

YES

FROM

PAGE 65

ELECTRONICS DIAGNOSTICS -- CHART 2

Page 65

HAS ERROR BEEN

ELMINATED?

IS “BAD POS SIG”

PARAMETER “ON”?

HAS ERROR BEEN

ELIMINATED?

REVIEW THE

MESSAGES

PRESS

USING

THE NEXT KEY

PAGE THROUGH

ADDITIONAL

MESSAGES

GO TO THE

“DETAILED STATUS”

MENU AND VIEW

THE CW & CCW

“MOVEMENT

INHIBITORS"

THIS MESSAGE INDICATES THE DRIVE HAS SHUT DOWN AS A RESULT OF A STALL CONDITION OF DURATION LONGER THAN THE SET STALL TIME PARAMETER. IF A STALLING PROBLEM EXISTS, IT SHOULD HAVE BEEN FOUND ON CHART 1.

A NUMBER OF ADDITIONAL MESSAGES WILL BE PRESENT THAT INDICATE AN OUT OF RANGE OR ABSENT POSITION SIGNALFROMTHE CPS TO THE DCM. THE LIKELY CAUSE IS A CPS FAILURE.

THIS MESSAGE INDICATES THAT AN OPEN CIRCUIT IS PREVENTING CURRENT FROM DRIVING THE MOTOR. THE HANDSWITCH IN STOP-OR AN OPEN LIMIT SWITCH-WILL CAUSE THIS MSG, BUTSOWILLAN DCM TRIAC FAILURE.

-- VERIFY HANDSWITCH IN AUTO

-- VERIFY LIMIT SWITCHES ARE CLOSED

INDICATES THAT DRIVE TORQUE OUTPUT IS GREATER THAN 150% OF THE DRIVE RATING AND OVERTORQUE PROTECTION IS ENABLED.

-- CHECK FOR BINDING OR EXCESSIVE LOADS

-- CHECK LINKAGE SETUP

-- CORRECT AS NECESSARY

-- CHECK TORQUE CAL.

-- RECAL. IF NEC.

DRIVE IS IN STALL

CALL FACTORY IF

DRIVE STILL DOES

NOT OPERATE

CORRECTLY

CALL FACTORY IF

DRIVE STILL DOES

NOT OPERATE

CORRECTLY

CALL FACTORY

PERFORM BOARD

RESET

REPLACE DCM

BOARD

REPLACE

CPS-2

PROCESS APPLIED TO THE PRIMARY VARIABLE IS OUTSIDE THE OPERATING LIMITS OF THE FIELD DEVICE

DISPLAY

PROCESS APPLIED TO THE NON-PRIMARY VARIABLE IS OUTSIDE THE OPERATING LIMITS OF THE FIELD DEVICE

DISPLAY DISPLAY

H/S IN STOP OR DRIVE IS AT LIMIT

DISPLAY

TORQUE IS EXCESSIVE

DISPLAY

GO TO PAGE 62

GO TO PAGE 64

YES

ADDITIONAL ERROR MESSAGES AND WARNINGS MAY BE DISPLAYED ON THE HART COMMUNICATOR. THOSE NOT MENTIONED HERE ARE EITHER REDUNDANT OR NOT RELATED TO ERRORS THAT PREVENT THE DRIVE FROM RESPONDING & POSITIONING CORRECTLY; MOST ARE DESCRIPTIVE AND ARE DISCUSSED UNDER THE APPROPRIATE SECTION ELSEWHERE IN THIS MANUAL.

NOTE:

Page 66

DCM-2 SERIAL INTERFACE Setup

COMMUNICATIONS

The Beck Digital Control Module (DCM-2) is equipped with a serial interface which allows for direct communication with a computer. Using a communication cable, connect the DCM-2 to the computer using the DCM-2’s RS-232 (J20) connector (see illustration on this page) and the computer’s COM port. Ensure that the COM port on the computer is active, and that the cable is plugged into the proper COM port if more than one is present (e.g., COM1, COM2, etc.). Note that a plug end adapter may be necessary for connection to the computer’s COM port. Once connected, communication can be established between the DCM-2 and the computer using a terminal emulation program, such as

HyperTerminal

. This method of communication will allow for configuration, calibration and veriﬁcation of drive DCM-2 settings without the use of custom software applications.

HyperTerminal® Software

HyperTerminal is the standard ASCII terminal emulation software provided with Microsoft® Windows®. If using HyperTerminal®, the following instructions will assist in setup. Note that some variation to these instructions may be necessary depending on the version of HyperTerminal® being used.

Once the computer has been connected to the DCM-2, access HyperTerminal

by clicking ﬁrst on "Start", then "Programs", then "Accessories", then "Communications", then "HyperTerminal". Double-click on the "Hypertrm.exe" icon to start

the program. Once HyperTerminal

is running, it is necessary to set up a ﬁle with the proper settings to communicate with the DCM-2. Proceed as follows:

1. If prompted to install a modem, answer "no". Proceed to enter a name (e.g., "DCM-2") and select an icon (any will sufﬁce) in the "Connection Description" box. Click the "OK" button.

2. The "Connect to" box should open next. At the bottom of the box, set the "Connect using" selection to the computer COM port that has been connected to the DCM-2. Click the "OK" button.

3. The COM port properties box should open next. This is where the communication settings are established. The correct settings are:

a. Bits per second = "1200" b. Data bits = "8" c. Parity = "none" d. Stop bits = "1" e. Flow control = "none"

4. With the appropriate settings entered from Step 3, above, click "OK". Communications should now be enabled.

5. Press the "Enter" key twice. "Ok" should be displayed indicating that HyperTerminal® is

RS-232 CONNECTOR

Hyperterminal® is a product of Hilgraeve, Inc.

DEMAND POSITION TRQ/THRUST STALL TEMP F FB OPEN STOP/LIMIT ACKNOWLEDGE

FWD

REV

CALIBRATE

SET POS

100%

SET POS

SET DEM

100%

SET DEM

STAT

PWR

Page 67

DCM-2 SERIAL INTERFACE Commands

COMMANDS AND ARGUMENTS

Commands can be used for a variety of functions including changing the operating conﬁguration of the drive, verifying operation settings, calibration and accessing diagnostic information. There are essentially four different types of commands:

1. Dual-purpose commands. These commands can be used to either modify drive conﬁguration settings or display the settings already set in the drive. In order to set or make a change to the settings,

the command requires an argument (n). If

the command is used for display purposes only, the argument is omitted. Examples of these commands include "dead band" and "demlos".

2. Display only commands. These commands are used to display diagnostic or operating information like present signal values. No arguments are required. Examples include the "stat" command and the "signals" command.

3. Set only commands. These commands serve only to make a parameter change. Typically, they apply to the drive calibration. This type of command requires an argument, but unlike dual-purpose commands, they return an error message when entered without an argument. Examples include the "demis" and "posis" commands.

4. Execute action commands. These commands serve to reset, enable or disable features and do not require an argument. Entering these commands produces an immediate action. Examples include the "revert" and "torqen" command.

The available commands are listed on page 68 and each is described in more detail on pages 69 through 72. The command description explains the use or uses of the command, while the argument column describes the applicable arguments for those commands that require them. In the

command tables, arguments are denoted as n.

Note that the commands described as "sets and/or displays" signify dual purpose commands that can be used with or without an argument for setting or verifying conﬁguration settings.

Page 68

DCM-2 SERIAL INTERFACE Commands

SERIAL COMMANDS

The following is a list of serial commands available through the RS-232 interface. Error codes associated with these commands are listed on page 73.

General Conﬁguration Commands (p. 69)

stepsize drvdir stalltime sernum

Reset Factory Settings Commands (p. 69)

restoremodes harttype

Demand Signal Commands (p. 69 & 70)

dem0pctma dem100pctma trimdem4ma trimdem20ma demfunc demlos demlosgtp

Position & Feedback Signal Commands (p. 71)

posisd psisp fdbk0pctma fdbk100pctma trimfdbk4ma trimfdbk20ma fdbkfunc travel

Torque Sensing Commands (p. 71 & 72)

torq0k torqconst torq0pct torq100oct torqenable

Diagnostic and Information Commands (p. 72)

signals stat tempf torque

Page 69

Note: For speciﬁc information on the following functions, see the HART interface section of the manual.

General Conﬁguration Commands

Command

stepsize n

drvdir n

stalltime n

sernum n

Description

Sets and/or displays the size (in degrees) of one incremental movement of the output shaft.

Sets and/or displays the drive output shaft direction resulting from an increasing Demand signal.

Sets and/or displays the time allowed for the drive to reach its Demand target. If the drive cannot reach the target in the allotted time, a stall condition is initiated.

Sets the serial number of the drive in which the DCM-2 is installed. Model number information is derived from the serial number.

Argument n and Information n = stepsize in degrees. The minimum

value that can be entered is "0.10"; which is also the standard value. The maximum value is "2.50".

n = "0" (indicates Extend); or n = "1" (indicates Retract).

n = time in seconds. Time to stall is

conﬁgurable from 30 to 300 seconds. The default value is 300 seconds.

n = serial number.

Reset Factory Settings Commands

Command

restoremodes 1

harttype n

Description

Resets the drive conﬁguration back to the original factory settings.

Sets and/or displays the DCM-2 HART device type.

Demand Signal Commands

Command

dem0pctma n

Description

Sets the Demand signal value that corresponds to 0% drive position.

Argument n and Information

No additional argument required.

n = "1" (ESR-D); n = "10" (DCM-2); or n = "239" (BECK-MK2)

Argument n and Information n = the Demand signal as a

decimal in milliamps. The minimum acceptable value is 0.50 mA. The maximum acceptable value is 100% Demand less 4.00 mA. For example, if the 100% Demand signal is 20.00 mA, then the 0% Demand signal must be 16.00 mA or less.

Page 70

DCM-2 SERIAL INTERFACE Commands

Note: For speciﬁc information on the following functions, see the HART interface section of the manual.

Demand Signal Commands (con't)

Command

dem100pctma n

trimdem4ma 4

trimdem20ma 20

Description

Sets the Demand signal value that corresponds to 100% drive position.

Calibrates the Demand signal at 4 mA. This command should only be used when the Demand signal at the drive is 4 mA. If the Demand signal at the drive is greater or less than 4 mA, an error will be returned. Note: This parameter is factory conﬁgured and normally does not require recalibration.

Calibrates the Demand signal at 20 mA. This command should only be used when the Demand signal at the drive is 20 mA. If the Demand signal at the drive is greater or less than 20 mA, an error will be returned. Note: This parameter is factory conﬁgured and normally does not require recalibration.

Argument n and Information n = the Demand signal as a

decimal in milliamps. The minimum acceptable value is the Demand at 0% plus 4.00 mA. For example, if the 0% Demand signal is 4.00 mA, then the 100% Demand signal must be

8.00 mA or greater. The maximum acceptable value is 21.00 mA.

A 4 mA Demand signal must be present at drive terminals 14 & 15.

A 20 mA Demand signal must be present at drive terminals 14 & 15.

demfunc n

demlos n

demlosgtp n

Sets and/or displays the Demand signal input characterization function. The DCM-2 provides linear, square root, special curve or square function characterization.

Sets and/or displays the Demand signal threshold below which the DCM-2 recognizes that the signal is lost. The threshold is entered as a value in mA. This command also sets and/or displays the action initiated by the drive during LOS (Loss Of Signal). LOS action options are "sip" (stay in place) or "gtp" (go to position). Note that the command always reports both settings, but only sets one argument at a time. The command must be used twice to set the threshold and action. If the action is "gtp", then the command

demlosgtp (see below) must also be set.

The option "pat" is also available to prevent error messages if the DCM-2 is not being used with a Demand signal.

Sets and/or displays the position to which the drive will run upon loss of the Demand signal (LOS). This command has no effect if the drive is set to "sip" (stay in place).

n = "0" (linear) n = "1" (square root) n = "4" (special curve) n = "5" (square).

n = the Demand signal in mA below

which LOS occurs. For example, in a 4–20 mA drive, if the desired LOS is 5% below the minimum signal, then

n = "3.20" mA.

— OR —

n = "sip", "gtp" or "pat". Note: n values must be set

separately.

n = the desired position of the drive

expressed as a percentage of drive travel (e.g., if the desired LOS

position is 50%, then n = "50.00").

Page 71

Position and Feedback Signal Commands

Command

travel n

fdbk0pctma n

fdbk100pctma n

fdbkfunc n

posis n

Description

Sets and/or displays the value that represents 100% travel.

Sets and/or displays the mA value of the Feedback signal that represents the 0% drive position.

Sets and/or displays the mA value of the Feedback signal that represents the 100% drive position.

Sets and/or displays whether or not the drive Feedback signal is enabled.

Sets the point of drive travel in relation to the drive's current position. This command should only be used when the drive is at a known position of travel.

Argument n and Information n = the desired length of travel in

degrees.

n = the desired Feedback signal for

0% drive position in mA. The minimum value is 3 mA ("3.00") and the maximum value is at least 4 mA less than the Feedback signal value for the 100% drive position.

n = the desired Feeback signal for 100%

drive position in mA. The minimum value must be at least 4 mA greater than the Feedback signal value for the 0% drive position. The maximum value is 21mA ("21.00").

n = "0" (no feedback) or "1" (feedback).

n = the present drive position as a

degree of full drive travel to establish where the 0% point of travel should be.

trimfdbk4ma n

trimfdbk20ma n

Trims the Feedback signal at 4 mA. If the Feedback signal is not within 1 mA of 4 mA, an error will be returned. Note: The Feeback sourcing circuit is factory calibrated and normally does not require recalibration.

Trims the Feedback signal at 20 mA. If the Feedback signal is not within 1 mA of 20 mA, an error will be returned. Note: The Feeback sourcing circuit is factory calibrated and normally does not require recalibration.

Torque Sensing Commands

Command

torq0k n

Description

Assigns the count value to be associated with 0 torque. This number is unique to each drive.

n = the present Feedback signal

from the drive as measured in mA at terminals 16 & 17. The minimum value is 3 mA ("3.000") and the maximum value is 5 mA ("5.000").

n = the present Feedback signal

from the drive as measured in mA at terminals 16 & 17. The minimum value is 19 mA ("19.000") and the maximum value is 21 mA ("21.000").

Argument n and Information n = the zero torque value in counts.

This number is determined during manufacture and is noted on a tag afﬁxed to the drive body within the electronics compartment.

Page 72

DCM-2 SERIAL INTERFACE Commands

Note: For speciﬁc information on the following functions, see the HART interface section of the manual.

Torque Sensing Commands (con't)

Command

torqconst n

torqenable n

Description

Assigns the count value to be associated with the torque span. This number is unique to each drive.

Enables or disables the torque measurement feature of the drive.

Diagnostic and Information Commands

Command

signals

stat

Description

Displays the present Position signal of the drive in volts and the Demand signal in milliamps.

Displays information on the status of the drive, including:

Time / Date Demand (% and settings) Position (% / inches) Error (%) Stepsize (inches / %) Deadband (inches / %) Motor Status Run Time Line Frequency Starts (ext./ret./total) Reversals/Stalls Overloads Positive & Negative Peak Load (%) Positive & Negative Peak Torque (% / inches) Extend and Retract Inhibit Setting Alarms

Argument n and Information n = the torque span value in counts.

This number is determined during manufacture and is noted on a tag afﬁxed to the drive body within the electronics compartment.

n = "0" (disabled) or "1" (enabled).

Argument n and Information

No argument.

tempf

torq

Displays measured temperatures in the drive (°F.): Low extreme Present temperature High extreme

Displays the drive's present torque measurement as a percentage of rated torque.

No argument.

Page 73

DCM-2 SERIAL INTERFACE Command Error Codes

Command Error Codes

When an error is encountered using the serial commands, an "ERROR XX" message is returned. The table below provides a description of the error codes ("XX").

Code

Description

Invalid selection

Value too big

Value too small

Data length error

General error

Process too high

Process too low

Information

Displayed when an unknown command has been entered.

Displayed when an entered numeric value exceeds expected parameters.

Displayed when an entered numeric value is less than expected parameters.

Displayed when the wrong number of arguments is entered.

Displayed when a combination of circumstances prevents a better description of the error.

Displayed when the entered value exceeds acceptable parameters when calibrating a 0% value.

Displayed when the entered value is less than acceptable parameters when calibrating a 100% value.

Span too small

Busy

Not implemented

Displayed when entered values for a 0% point and a 100% point are too close.

Displayed when a memory store is requested and another memory store is already in process.

Displayed when an entered command is deﬁned, but cannot be implemented.

Page 74

MAINTENANCE ROUTINE

Beck drives require only a minimum of routine maintenance. A visual inspection is in order to verify that the connection to the ﬁnal control element is intact and operating normally. If vibration is present, check the electrical terminal connections and other hardware for tightness.

LUBRICATION

Periodic lubrication is not required on Beck control drives. However, it is recommended that during major shutdowns or outages, the drives in the most severe applications be inspected to determine the need to relubricate the drive gear train. If your drive has a linkage, to extend the life of the linkage rod ends, they should be included in your scheduled lubrication program.

CAUTION

If your drive has a linkage, before removing the gear module assembly, block the control drive crank arm to prevent the crank arm and the gear train from moving when the change module is removed.

Examine the gear teeth, shaft bore, and gear shafts for signs of excessive wear, scoring, or other damage. If evidence of this damage is present, the drive should be returned to the factory for a detailed examination of the main gear, which requires complete disassembly of the drive. See "HOW TO OBTAIN SERVICE" on page 87. If there is no evidence of damage to the gearing, recoat the teeth and shaft bores of all gears with a heavy layer of Fiske Lubriplate GR132 or equivalent (GR-132 is an E.P. grease with polymer additives). The ball bearing on the output shaft and crown gear shaft have added double grease seals and require no maintenance for the life of the bearings. Inspect all grease seals and replace any that show wear. Reassemble the drive, referencing pages 8–14 for appropriate bolt torques.

To inspect the gears, remove the gear module assembly on the 11-209/-269, -309/-369 and

-409/-469. On Model 11-159/-169, the motor must be removed to access the gears. Clean the gears thoroughly, removing all old lubrication.

11-409 Gear Module

Page 75

MAINTENANCE COMPONENT REPLACEMENT

This section covers replacement of many

components of the drive. Note that some

components are not ﬁeld-repairable. Refer to

the drive outline dimension drawings on pages

8–14 and to the cutaway illustration on page 4 for

location of components on the drive.

If it should ever be necessary to replace the

output gear, shaft, or output shaft bearings, a

major overhaul is required and the drive should be

returned to the factory. During a major overhaul,

the factory repair department will update the drive

to include all possible engineering improvements.

See "HOW TO OBTAIN SERVICE" on page 87.

GASKETS

During routine service, inspect the cover,

motor, and change gear plate gaskets for wear or

damage. In order to protect internal components,

worn or damaged gaskets and O-rings should be

replaced.

To remove, scrape all of the old adhesive and

gasket material from the body housing and cover.

Cement the new gasket to the drive body using

a gasket cement such as 3M #847 Rubber and

Gasket Adhesive, or equivalent.

SEALS

Worn or damaged output shaft, control end

shaft, and motor shaft seals should be replaced

to prevent damage to internal bearings and drive

train parts.

To remove the shaft seal, push the blade of a

small screwdriver along the shaft and under the

seal lip. CAUTION: The seal is approximately

1/4" (6 mm) wide. Do not force the screwdriver

blade beyond the width of the seal; damage to

the shaft bearing could result. Pry up on the seal

and force it out of the housing. Clean the shaft

and housing then press in the replacement seal

with the closed side facing outward.

BEARINGS

The Beck control drive contains ball bearings

on the output shaft, control end shaft, and motor

shaft. Bushings and thrust washers are used on

combination gears. Field replacement of these

components is not recommended.

Motor shaft bushings in the body of the

11-159/-169 and 11-409/-469 can be replaced.

TIP: To remove, ﬁll the bushing with a heavy

grease. Select a drive pin that slip ﬁts into the

bushing. Insert the pin into the bushing and tap

with a mallet. This will force the bushing out of

the body casting.

MOTOR

The control motor is not field-repairable. Disassembly of the motor will result in a loss of torque that can only be restored by returning the motor to the factory for re-magnetizing.

CAUTION

If your drive has a linkage, before removing the control motor, block the control drive crank arm to prevent the crank arm and the gear train from moving when the motor is removed.

To remove the motor, first disconnect the motor wires in the terminal compartment of the control drive. In the 11-159/-169 drives, the Handswitch must ﬁrst be removed from the body before removing the terminal block and plate as an assembly. Follow the instructions in the paragraphs below. In the 11-209/-269, -309/-369, and -409/-469 drives, remove the terminal block and plate as an assembly. Remove the black wire from the terminal post, cut the red motor wire near the red-yellow-red butt joint and disconnect the green wire from the motor capacitor. Remove the mounting bolts and motor. Carefully slide the motor out of the drive body. To install the motor, insert the three-wire sleeve through the wire hole in the motor mount and into the terminal compartment. Carefully slide the motor into the drive body. Rotate the motor shaft, if necessary, to engage the pinion with the ﬁrst combination gear. Install motor mounting bolts and torque to recommended values. See pages 8–14 for torque values. Reconnect the motor wires. See the following section for reinstalling the terminal plate.

Motor Resistor and Capacitor

The motor resistor and capacitor are located under the terminals in the terminal compartment. To replace a resistor or capacitor, remove the terminal cover. In the 11-159/-169 drives, the Handswitch must ﬁrst be removed from the body before removing the terminal block and plate as an assembly. Follow the instructions in the following paragraph. In the 11-209/-269, -309/-369, and -409/-469, remove the terminal plate. Remove the existing part and transfer the wires one at a time to the replacement part. Inspect the terminal plate gasket and replace if necessary. To ensure a watertight seal between the plate and gasket, coat the gasket with a thin film of grease before replacing the terminal plate. Torque the screws to 3 Ib-ft (4 N•m).

Page 76

MAINTENANCE COMPONENT REPLACEMENT

OVER-TRAVEL LIMIT AND AUXILIARY SWITCHES

Complete switch assemblies may be replaced. It is not possible to replace individual switches. To replace switch assemblies, remove the control end cover (1/2" bolt heads) and extensions, if applicable. Remove the screws holding the switch assembly to the plate and slide it out to the side. Transfer the wires one at a time to the replacement assembly using the push-on lugs provided. Install the replacement assembly and note that it rotates around one screw to permit an adjustment of the cam-to-switch lever spacing and switch operating point. To set the switch, place a .030" (.75 mm) shim between the cam and switch lever. The switch lever should be on the low or minimum radius portion of the cam when setting the switches. Position the switch assembly so that the switch is just actuated. DO NOT overstress the switch lever. Tighten both screws to 10 Ib-in (14 N•m) torque and remove the shim. When properly adjusted, the switch lever should remain in contact with the cam throughout the control drive travel.

SELF-LOCKING MECHANISM (SLM)

In normal service, the SLM friction surface should not require replacement; however, a combination of excessive modulation and load can cause wear to the SLM mechanism. If the SLM has been damaged, rebuild kits are available (see Table below). SLM Rebuild Kits typically consist of friction material, spring, spring pin, thrust washer, pinion, steel balls, locking disc, steel shims, control motor gasket, terminal joints, slip-on terminal and instruction sheet. See the illustration below for component identiﬁcation.

Adding Switches

It is usually possible to add switches to a control drive in the ﬁeld. Remove the control end cover (1/2" bolt heads). If the drive has no auxiliary switches, it is possible to add up to four switches. See Table 4, page 79, for switch assembly part numbers. Install wiring onto the switch push-on lugs and route the wires into the control drive terminal area. Remove the terminal cover and solder wires to the underside of the terminal assembly according to the wiring diagram included with the new switch assembly. Install the new switch assembly and adjust according to the preceding instructions.

TABLE 3:

SLM PART NUMBERS

Motor Part Number SLM Rebuild Kit Instruction Sheet

11-159/-169 20-2700-20 12-8060-15 80-0016-05 20-2701-20 12-8060-16 80-0016-05

11-209/-269, -309/-369 20-2704-21 12-8060-17 80-0016-07 20-2705-21 12-8060-18 80-0016-07

11-409/-469 20-2201-21, -22, -23 12-8060-11 80-0016-01 20-2201-31, -32, -33 12-8060-13 80-0016-02

Page 77

HANDSWITCH

To replace the Handswitch, remove the

terminal cover, and then remove the terminal

plate (11-209/-269, -309/-369, and -409/-469

only). Clip the ﬁve wires from the old Handswitch.

Remove the knob and the nut under the knob to

remove the switch. Install the new Handswitch

as shown below. Splice the wires color for color.

Inspect the terminal plate gasket and replace if

necessary. To ensure a watertight seal between

the plate and the gasket, coat the gasket with a

thin ﬁlm of grease before replacing the terminal

plate. Torque the screws to 3 Ib-ft (4 N•m). Do

not over-torque. Replace the terminal cover.

Torque bolts to 10 Ib-ft (14 N•m).

NOTE: When the Handswitch is turned fully clockwise, “AUTO” should be indicated.

DCM-2 BOARD

Field service of the DCM-2 board is not recommended. The factory maintains a stock of replacement boards for immediate shipment. To replace the DCM-2 board, remove the Digital Control Module compartment cover (1/2" bolt heads). If applicable, disconnect the torque sensing wires from the bottom of the customer interface panel by gently pulling on the connector. Loosen the four captive screws holding the board to its mounting pads. Note the “L” shaped mounting bracket on the end of the board. To remove the board, pull the mounting bracket away from its mating surface. See illustration below.

To install a DCM-2 board, lightly press the board connector into its receptacle until the mounting bracket is ﬂush with its mating surface. Tighten the four captive screws to 8 lb-in (.9 N•m). If applicable, connect the torque sensing wires to the bottom of the customer interface panel by gently pressing the connector into its receptacle. Replace the compartment cover. Torque cover bolts to 10 lb-ft (14 N•m).

CPS-2

Field repair of the CPS-2 assembly is not recommended. The factory maintains a stock of replacement assemblies for immediate shipment. If it is necessary to replace the CPS-2, replace both the rotor and stator / circuit board assembly. When returning the CPS-2 to the factory for service, include the rotor and stator / circuit board assembly. Do not separate the stator or circuit boards from their mounting plates. The rotor should be held inside the stator with rubber bands for protection during shipment.

Page 78

MAINTENANCE COMPONENT REPLACEMENT

To remove the CPS-2:

1. Run the control drive to its midpoint of travel with the local Handswitch. (If the standard rotation of 100° has been reduced to 80°, the midpoint of travel is 40°.)

2. Disconnect 120 V ac power to the drive. Remove the terminal, DCM-2 compartment and control end covers (1/2" bolt heads).

3. Record the wire colors on the terminal block of the CPS-2 (see illustration at right), then disconnect the wires. The terminals are spring-loaded. To remove a wire, press the tip of a small screwdriver into the slot at the top of the small lever. Push down to open the spring-loaded contact and release the wire.

4. Pull the wires from the transformer (see illustration at right) back through the wire hole in the CPS-2.

5. Loosen and remove the 3 hex studs that clamp the CPS-2 in place. Ensure that the inboard hex stud is not loosened as the outboard stud is loosened.

6. Slide the CPS-2 stator assembly off the three mounting bolts.

7. Note the position of the rotor clamp, then loosen the rotor clamp screw and remove the rotor from the shaft.

To install the new CPS-2:

1. Remove the rotor from the replacement CPS-2 assembly. Slide the rotor, clamp end ﬁrst, onto the control shaft as close to the mounting plate as possible. Leave the clamp loose. Position the clamp in the same general location as the one removed previously.

2. Slide the new CPS-2 assembly over the studs and rotor. Replace the hex nuts but do not tighten. Carefully slide the rotor back into the CPS-2 assembly. Twist the rotor while sliding to prevent damage to the assembly. Tighten hex nuts to 5 Ib-ft (7 N•m).

3. Thread the wires through the wire holes in the CPS-2 and reconnect them to the transformer and terminal block.

4. Restore 120 V ac power to the drive and connect a meter to the output.

5. Insert a 0.031" (.80 mm) feeler gauge between the rotor clamp and stator. Position the clamp

0.031" (.80 mm) from the stator.

6. Rotate the rotor (only a minor adjustment should be necessary) on the control shaft until the output voltage measured across TP4 and TP1 (see illustration at right) reads 50% (approx. 3 volts) of the signal span. Tighten clamp to 5 lb-in (.6 N•m) torque.

7. Perform a position calibration procedure as described on page 30 or page 54.

FUSE

TP1

Location of DCM-2 Test Points and Resistor

CPS-2 Components

DEMAND POSITION TRQ/THRUST STALL TEMP F FB OPEN STOP/LIMIT ACKNOWLEDGE

TP4

FWD

REV

CALIBRATE

SET POS

100%

SET POS

SET DEM

100%

SET DEM

STAT

PWR

TP3TP2

R11

Page 79

APPENDIX SPARE PARTS

(

)

(

)

μf

RECOMMENDED SPARE PARTS

It is recommended that certain replacement parts be stocked for quick availability in the event that service of your Beck control drive is required. The types of parts are listed in Table 4, below.

HOW TO ORDER SPARE PARTS

Select the needed parts from the spare parts list given below. Specify the drive’s model / serial number (e.g., 11-309-031891-01-02) given on the nameplate to allow the factory to verify the part selection. Parts may be ordered by mail, telephone or fax, with the conﬁrming order sent to the factory (see back cover).

TABLE 4: RECOMMENDED SPARE PARTS

DESCRIPTION PART NO. DESCRIPTION PART NO.

Limit switch assembl

uxiliary switch assembl

2 switches 4 switches

Gasket set: DCM Board 22-5012-59 Model 11-159, -169 20-3110-01 Model 11-209, -269 20-3110-02 Fuse, 7A, 125V 11-1373-01 Model 11-309, -369 20-3110-02 Model 11-409, -469 20-3110-03 CPS-2 20-3400-09

20-3202-10 Control motor See Table 5, below

Motor resistor See Table 5, below 20-3202-11 20-3202-12 Motor capacitor See Table 5, below

TABLE 5: MOTORS, CAPACITORS AND RESISTORS

USED ON MOTOR CAPACITO

MODEL NO. PART NO.

20-2700-20 120 60 .17 14-2840-02 2

11-159/-169

11-209/-269

and

11-309/-369

11-409/-469

20-2701-20 120 60 .32 14-2844-11 4

20-2704-21 120 60 .35 14-2844-16 5

20-2705-21 120 60 .56 14-2844-05 8

20-2201-31 120 60 1.25 14-2844-17 15

20-2201-32 120 60 2.20 14-2844-15 25

20-2201-33 120 60 3.00 14-2844-15 25

OLTAGE HERTZAMP. PART NO.

50 .17 14-2844-13 3

50 .32 14-2840-11 4

50 .35 14-2844-19 7

50 .56 14-2844-06 10

50 1.25 14-2844-16 5

14-2844-17 15

50 2.20 14-2844-05 8

14-2844-15 25

14-2844-09 6

50 3.00 14-2844-15 25

14-2844-05 8 14-2844-09 6

RESISTOR

ALUE PART NO.VALUE

f 11-5802-03 f 11-5802-03

f 11-5802-02 f 11-5802-02

f 20-1971-13 f 20-1971-13

f 20-1971-12

20-1971-12

20-1971-03

f 20-1971-03

20-1971-04

f 20-1971-04

20-1971-06

20-1971-10 f f

500: 500:

475: 475:

220 220

110 110

75:* 75:*

37.5

18:*

24:*

:* :*

* *

*This is a resistor assembly.

Page 80

APPENDIX COMPONENTS

TABLE 6:

DRIVE COMPONENTS FOR MODEL 11-159 / -169

ITEM ITEM

NO. DESCRIPTION NO. DESCRIPTION

1 Body rear 11 Terminal / DCM compartment cover 2 Body front 12 Gasket, body 3 Output shaft assembly and main gear 13 Gasket, control motor 4 Spring washer 14 Gasket, terminal cover 5 Ball bearing, output shaft Gasket, DCM cover 6 Seal, output shaft Gasket, control end cover 7 Gear, 3rd combination Control end cover 8 Gear module assembly, see Table 9,

page 88, for part number

9 Control motor, see Table 5, page 84, for

part number 15 Index pointer (-159 only)

10 Handwheel 16 Bracket (-169 only)

Note: To ensure exact replacement parts, include all nameplate data of the Beck drive with the order.

Control end cover extension Terminal block Barrier, insulator, terminal compartment

Page 81

TABLE 7:

DRIVE COMPONENTS FOR MODEL 11-209 / -269 / -309 / -369

ITEM ITEM

NO. DESCRIPTION NO. DESCRIPTION

1 Body rear 13 Terminal / DCM compartment cover 2 Body front 14 Gasket, body 3 Output shaft assembly and main gear 15 Gasket, gear module 4 Spring washer 16 Gasket, control motor 5 Ball bearing, output shaft 17 Gasket, DCM & terminal cover 6 Seal, output shaft 18 Gasket, control end cover 7 Gear, 3rd combination 19 Control end cover 8 Pin, 3rd combination gear Control end cover extension 9 Thrust washer

10 Gear module assembly, see Table 9,

page 88, for part number

11 Control motor, see Table 5, page 84, for

part number 20 Index (-209 / -309 only)

12 Handwheel 21 Bracket (-269 / -369 only)

Note: To ensure exact replacement parts, include all nameplate data of the Beck drive with the order.

Terminal block Barrier, insulator, terminal compartment Barrier plate Gasket, barrier plate

Page 82

APPENDIX COMPONENTS

TABLE 8:

DRIVE COMPONENTS FOR MODEL 11-409 / -469

ITEM ITEM

NO. DESCRIPTION NO. DESCRIPTION

1 Body rear 12 Handwheel 2 Body front 13 Gasket, control motor 3 Output shaft assembly and main gear 14 Gasket, body 4 Spring washer 15 Gasket, gear module 5 Ball bearing, output shaft 16 Gasket, control end cover 6 Seal, output shaft 17 Control end cover 7 Gear, 3rd combination Control end cover extension 8 Pin, 3rd combination gear Terminal block & barrier plate 9 Thrust washer

10 Gear module assembly, see Table 9,

page 88, for part number

11 Control motor, see Table 5, page 84, for

part number 18 Index (-459 only)

Note: To ensure exact replacement parts, include all nameplate data of the Beck drive with the order.

Gasket, barrier plate DCM & terminal compartment cover Gasket, DCM & terminal cover Barrier, insulator, terminal compartment

19 Bracket (-469 only)

Page 83

TABLE 9:

GEARS, TORQUE AND TIMING OPTIONS

Models Models

Motor -159 & -_09 -_69

Drive Maximum Current @ Gear Timing Timing

Model Approx. Overhung Motor Part 120 V ac, Module (sec/100°) @ (sec/90°) @

Number Weight Load Number 60 Hz* Number Torque 60 Hz** 60 Hz**

11-159

11-169

11-209

11-269

11-309

11-369

11-409

11-469

50 lbs

(23 kgs) 14-9733-02 60 lb-ft (81 N·m) 60 54

56 lbs 14-9733-03 40 lb-ft (54 N·m) 40 36

(25 kgs) 14-9733-04 20 lb-ft (27 N·m) 20 18

120 lbs

(54 kgs) 14-9730-05 175 lb-ft (237 N·m) 60 54

115 lbs 14-9730-08 250 lb-ft (339 N·m) 75 68

(52 kgs)

125 lbs

(57 kgs)

115 lbs 14-9730-05 400 lb-ft (542 N·m) 60 54

(52 kgs) 14-9730-08 550 lb-ft (746 N·m) 75 68

270 lbs

(122 kgs) 14-9732-03 1,500 lb-ft (2 034 N·m) 100 90

216 lbs 14-9732-04 1,000 lb-ft (1 356 N·m) 75 68

(98 kgs) 14-9732-05 350 lb-ft (475 N·m) 24 22

750 lbs (340

kgs)

3,000 lbs (1

361 kgs)

4,500 lbs (2

041 kgs)

9,000 lbs (4

082 kgs)

20-2700-20 .17

20-2701-20 .32

20-2704-21 .35

20-2705-21 .56

20-2704-21 .35 14-9730-09 300 lb-ft (407 N·m) 100 90

20-2705-21 .56

20-2201-21, -31 1.25

20-2201-22, -32 2.20

20-2201-23, -33 3.00

14-9733-01 80 lb-ft (108 N·m) 90 81

14-9733-03 80 lb-ft (108 N·m) 40 36

14-9733-04 40 lb-ft (54 N·m) 20 18

14-9733-05 15 lb-ft (20 N·m) 11 10

14-9730-04 125 lb-ft (169 N·m) 40 36

14-9730-02 125 lb-ft (169 N·m) 20 18

14-9730-04 250 lb-ft (339 N·m) 40 36

14-9730-04 300 lb-ft (407 N·m) 40 36

14-9730-09 650 lb-ft (881 N·m) 100 90

14-9732-02 800 lb-ft (1 085 N·m) 60 54

14-9732-07 550 lb-ft (746 N·m) 40 36

14-9732-02 1,800 lb-ft (2 440 N·m) 60 54

14-9732-05 650 lb-ft (881 N·m) 24 22

14-9732-07 1,000 lb-ft (1 356 N·m) 40 36

14-9732-02 1,800 lb-ft (2 440 N·m) 36 32

14-9732-07 1,000 lb-ft (1 356 N·m) 24 22

CAUTION: Use only the motor and gear housing combinations listed above; other combinations may cause internal damage to the drive

and/or damage to external equipment.

50 Hz motor currents do not exceed 110% of 60 Hz levels.

50 Hz timing = 1.2 x 60 Hz timing.

Page 84

NOTES

Page 85

Page 86

INDEX

Application reviews .......................................... 87

Beck linkage kits .......................................... 5, 18

Components .............................................. 80–82

Component replacement ........................... 75–78

Contactless Position Sensor ............................ 21

Control motor ............................................. 20, 79

DCM-2 HART

Alarm messages .................................... 59–61

Calibration ............................................. 50–58

Communication ...................................... 34–43

Communication menu, Figure 1 .................. 34

Conﬁguration and setup ........................ 44–49

Troubleshooting ..................................... 62–65

DCM-2 Local interface ............................... 23–33

Calibration ............................................. 25–31

Operation ............................................... 23–24

Troubleshooting ..................................... 32–33

DCM-2 Serial interface .............................. 66–73

Commands ............................................ 67–72

Error codes .................................................. 73

Setup ........................................................... 66

Digital Control Module (DCM-2), Introduction .. 22

Feedback signal .............................................. 21

Gear train ......................................................... 20

Gears, torque and timing options .................... 83

Handswitch ...................................................... 20

Handwheel ....................................................... 20

Housing ........................................................... 20

Installation, Electrical ....................................... 16

Installation, Mechanical ................................... 16

Linkage requirements ...................................... 18

Link-Assist™ .................................................... 18

Loss of Demand input signal ........................... 21

Maintenance, Routine ...................................... 74

Motors, capacitors and resistors table ............. 79

Outline dimension drawings ........................ 8–14

Product demonstrations ................................... 87

Product description ............................................ 4

Repairs - how to obtain service ....................... 87

Safety precautions ....................................... 2, 15

interface ............................ 34–65

Service ............................................................. 87

Site surveys ..................................................... 87

SLM ........................................................... 20, 76

Spare parts, recommended ............................. 79

Speciﬁcations, general ...................................... 6

Speciﬁcation writing ......................................... 87

Stall protection and annunciation .................... 21

Start-up instructions ......................................... 19

Stop/Limit indication ........................................ 21

Storage information ......................................... 15

Switches .......................................................... 20

Table of contents ............................................... 3

Temperature .................................................... 21

Torque protection and information ................... 21

Unpacking ........................................................ 15

Warranty .......................................................... 87

Wiring .............................................................. 17

Page 87

SERVICES

PRODUCT DEMONSTRATIONS

Each of Beck’s Sales Engineers has access to a complete set of drive models so that he can demonstrate virtually any of their features at your location. In order to arrange to see a Beck drive in your plant or ofﬁce, contact Beck’s Sales Department.

SITE SURVEYS

Beck Sales Engineers are available to discuss your process control requirements. Often a visit to your location is the best way to gain a thorough understanding of your needs, in order to meet them most accurately and completely. Mounting hardware, torque requirements, linkage, control signal information, and optional equipment can be analyzed most effectively at the work site. Beck’s analysis at the job site can help ensure that specifications are accurate, especially in the case of complex applications.

APPLICATION REVIEWS

By sharing your needs with a Beck Sales Engineer you can take advantage of the best application advice for the type of control you need.

This review will yield a better understanding of the versatility of Beck drives for your installations, as well as complete details on options and accessories to make the process as effective as possible.

SPECIFICATION WRITING

Beck provides speciﬁcation writing assistance in order to help you specify and order the right drives for your applications. Beck Sales Engineers will work with you to make it easier for you to obtain the proper equipment and give you conﬁdence that no details are overlooked.

HOW TO OBTAIN SERVICE

Factory repair of drives or subassemblies is available for both normal and emergency service. To assure prompt processing, contact the factory to receive a Returned Material Authorization (RMA) number. If a repair estimation is desired, please send the name and phone number of your contact for service authorization. It is helpful to include a description of the work desired with the shipment or, in the event of a problem, the malfunction being experienced.

THREE YEAR LIMITED WARRANTY STATEMENT*

Harold Beck & Sons, Inc. (Beck) warrants that our equipment shall conform to Beck’s standard speciﬁcations. Beck warrants said equipment to be free from defects in materials and workmanship. This warranty applies to normal recommended use and service for three years from the date on which the equipment is shipped. Improper installation, misuse, improper maintenance, and normal wear and tear are not covered.

The Buyer must notify Beck of any warranty issues within 37 months of original shipment date and return the goods in question, at Buyer’s expense, to Beck for evaluation. If the product fails to conform to the warranty, Beck’s sole obligation and the Buyer’s exclusive remedy will be: 1) the repair or replacement, without charge, at Beck’s factory, of any defective equipment covered by this warranty, or 2) at Beck’s option, a full refund of the purchase price. In no event will Beck’s liability exceed the contract price for the goods claimed to be defective.

THIS WARRANTY IS EXPRESSLY IN LIEU OF ANY OTHER EXPRESS OR IMPLIED WARRANTY, INCLUDING IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE, AND ALL OTHER OBLIGATIONS OR LIABILITIES OF BECK. In no case shall Beck be liable for any special, incidental or consequential damages based upon breach of warranty, breach of contract, negligence, strict tort, or any other legal theory. Such damages include, but are not limited to, loss of proﬁts, loss of revenue, loss of use of the equipment or any associated equipment, cost of capital, cost of any substitute equipment, facilities or service, downtime, the claims of third parties including customers and injury to property.

Buyer acknowledges its responsibilities under OSHA, related laws and regulations, and other safety laws, regulations, standards, practices or recommendations that are principally directed to the use of equipment in its operating environment. Buyer acknowledges that the conditions under which the equipment will be used, its use or combination with, or proximity to, other equipment, and other circumstances of the operation of such equipment are matters beyond Beck’s control. Buyer hereby agrees to indemnify Beck

against all claims, damages, costs or liabilities (including but not limited to, attorney’s fees and other legal expenses), whether on account of negligence or otherwise, except those claims based solely upon the negligence of Beck and those claims asserted by Beck’s employees which arise out of or result from the operation or use of the equipment by Beck’s employees.

*Note: Internal water damage is not covered by warranty.

Beck Control Drives are covered by the following patents: 3,667,578; 4,690,168; 6,563,412 B2; 6,639,375 B2 and 6,769,527 B1 with other patents pending.

Page 88

Serving the

Process

Industries

since

1936 ...

HAROLD BECK & SONS, INC.

11 TERRY DRIVE NEWTOWN, PENNSYLVANIA 18940 USA PHONE: 215-968-4600 FAX: 215-860-6383 www.haroldbeck.com

12/06