Page 1
GE
AF-650 GP & AF-600 FP
TM
High Power Service Manual
Unit Sizes 6x
Operating Instructions
AF-650 GP & AF-600 FP
TM
High Power Service Manual, Unit Sizes 6x DET-712
Page 2
Contents
1 Introduction
5
Purpose 5
AF-6 Product Overview 5
For Your Safety 5
Electrostatic Discharge (ESD) 6
Unit Size Definitions 6
Ratings Tables 6
Optional Components 9
Optional Unit Size 6x components 9
Tools Required 9
General Torque Tightening Values 9
Exploded Views 10
2 Operator Interface and Control
15
Introduction 15
Operating the Frequency Converter 15
Operation and Programming Through the Keypad 15
Keypad 15
Display Area 16
Menu Keys 16
Navigation Keys 17
Controller Operation Keys 17
Tips and Tricks 18
Status Messages 20
Service Functions 24
Frequency Converter Inputs and Outputs 25
Input signals 26
Output signals 26
Control Terminals 27
Control Terminal Functions 28
Earthing Screened Cables 29
3 Internal Frequency Converter Operation
31
General 31
Description of Operation 31
Logic Section 32
Logic to Power Interface 33
Power Section 34
Sequence of Operation 35
Rectifier and Option Cabinet 35
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Intermediate Section 37
Inverter Section 39
Brake Option 41
Cooling Fans 43
Fan Speed Control 43
Load Sharing 44
Specific Card Connections 44
4 Troubleshooting
45
Troubleshooting Tips 45
Exterior Fault Troubleshooting 45
Fault Symptom Troubleshooting 45
Visual Inspection 46
Fault Symptoms 47
No Display 47
Intermittent Display 47
Motor Will not Run 48
Incorrect Motor Operation 49
Warning/Alarm List 54
After Repair Tests 60
5 Frequency Converter and Motor Applications
61
Torque Limit, Current Limit, and Unstable Motor Operation 61
Overvoltage Trips 62
Mains Phase Loss Trips 62
Control Logic Problems 63
Programming Problems 63
Motor/Load Problems 63
Internal Frequency Converter Problems 64
Overtemperature Faults 64
Open (Blown) Fuses 64
Current Sensor Faults 65
Electromagnetic Interference 65
Effect of EMI 65
Sources of EMI 66
EMI Propagation 67
Preventive Measures 69
Proper EMC Installation 70
6 Test Procedures
71
Introduction 71
Tools Required for Testing 71
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Signal Test Board 72
Static Test Procedures 73
Rectifier Module Static Test 74
Inverter Module Static Tests 77
Brake IGBT Test 79
Fan Continuity Test 80
Dynamic Test Procedures 82
Split Bus Mode 82
Warnings 83
No Display Text 83
Input Voltage Test 83
Basic Control Card Voltage Test 84
DC Undervoltage Test 84
Input Imbalance of Supply Voltage Test 85
Input Waveform Test 86
Gate Signal Test 88
IGBT Switching Test 89
Current Sensor Test 89
Testing Current Feedback with the Signal Test Board 90
Input Terminal Signal Test 91
Module-level Static Test Procedures 93
Inverter Module 93
Rectifier Module 93
After Repair Drive Test 95
Procedure 95
7 Top Level Module Removal Instructions
97
Before Proceeding 97
High Voltage Warning 97
Optional Circuit Breaker or Disconnect Switch 97
Tools Required 98
Unit Size 6x Service Shelf 98
Instructions 99
AC Line Input Fuses 99
DC Link Fuses 100
Door Fans 101
Heatsink Fans 101
Rectifier Module 102
Inverter Module 103
MDCIC Mounting Panel 104
Fan Transformers 105
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DC Link Inductor 106
MDCIC Board 108
8 Disassembly/Assembly - Inverter Module
111
For Your Safety 111
GE Training Required 111
Inverter Module 111
Inverter Module, Exploded View 111
Internal Access 112
Power Card 112
Upper Capacitor Bank Assembly (without removing power card) 112
Lower Capacitor Bank Assembly 113
High Frequency Board 114
Gate Drive Card 115
Current Sensor 116
Brake IGBT Module (Optional) 117
IGBT Module 118
9 Disassembly/Assembly - Rectifier Module
121
For Your Safety 121
GE Training Required 121
Rectifier Module 121
Internal Access 121
Power Card 122
Power Card Mounting Plate 123
Soft Charge Card 124
Soft Charge Card Mounting Plate 125
Soft Charge Resistor 126
Heatsink Thermal Sensor 127
SCR Modules 127
Diode Module 128
10 Special Test Equipment
129
Test Equipment 129
Split-bus Power Supply 129
Signal Test Board (p/n 6KAF6H8437) 130
Signal Test Board Pin Outs: Description and Voltage Levels 130
11 Block Diagrams
133
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1Introduction
1.1 Purpose
The purpose of this manual is to provide detailed technical information and instructions to enable a qualified technician to identify faults and perform repairs on
frequency converters in the unit size 6x range.
It provides the reader with a general view of the unit's main assemblies and a description of the internal processing. With this information, technicians should
have an understanding of the frequency converter operation for troubleshooting and repair.
This manual provides instructions for the frequency converter models and voltage ranges described in the tables on the following page.
1.2 AF-6 Product Overview
AF-600 FP series frequency converters are designed for the HVAC markets. They operate in variable torque mode or constant torque down to 15 Hz and include
special features and options designed for fan and pump applications.
AF-650 GPseries frequency converters are f ully programmable for either constant torque or variable torque in dustrial applications. They are capable of operating
a great variety of applications and incorporate a wide range of control and communication options.
These models are available in NEMA 1/IP21 or NEMA 12/IP54 enclosures.
1.3 For Your Safety
Frequency converters contain dangerous voltages when connected to mains. Only a competent technician should carry out service.
For dynamic test procedures, main input power is required and all devices and power supplies connected to mains are energized at rated
voltage. Use extreme caution when conducting tests in a powered frequency converter. Contact with powered components could result in
electrical shock and personal injury.
The following options are powered before the optional circuit breaker or disconnect. Even with the circuit breaker or disconnect in the OFF
position, mains voltage is still present inside the frequency-converter cabinet.
• Door interlock
•Space heater
• Cabinet light and outlet
•RCD monitor
•IRM monitor
•Emergency stop
• 24 VDC customer power supply
If supplied with a circuit breaker or disconnect switch, the cabinet doors are interlocked. To open the cabinet doors, the circuit breaker and
disconnect switch must be in the OFF position.
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1. Disconnect mains prior to inspection or making repairs.
2. DO NOT touch electrical parts of frequency converter when connected to mains. After removing power from mains, wait 40 minutes before touching
any electrical parts. See the label on the front of the frequency converter door for specific discharge time.
3. The STOP key on the keypad does not disconnect mains.
4. During operation and while programming parameters, the motor may start without warning. Activate the STOP key when changing data.
1.4 Electrostatic Discharge (ESD)
When performing service, use proper ESD procedures to prevent damage to sensitive components.
Many electronic components within the frequency converter are sensitive to static electricity. Voltages so low that they cannot be felt, seen or heard can reduce
the life, affect performance, or completely destroy sensitive electronic components.
1.5 Unit Size Definitions
AF-600 FP 380-480 VAC Power
kW @400 VAC HP @460 VAC
Unit Size
500 650 61 / 63
560 750 61 / 63
630 900 62 / 64
710 1000 62 / 64
800 1200 62 / 64
1000 1350 62 / 64
Table 1.1: AF-600 FP 380-480 VAC
AF-650 GP 380-480 VAC Power
kW @400 VAC HP @460 VAC
Unit Size
450/ 500 600/ 650 61 / 63
500 / 560 650 / 750 61 / 63
560/ 630 750 / 900 62 / 64
630 / 710 900 / 1000 62 / 64
710 / 800 1000 / 1200 62 / 64
800 / 1000 1200 / 1350 62 / 64
Table 1.2: AF-650 GP 380-480 VAC
AF-600 FP 525-690 VAC Power
kW @550 VAC HP @575 VAC kW @690 VAC
Unit Size
560 750 710 61 / 63
670 950 800 61 / 63
750 1050 900 61 / 63
950 1150 1000 62 / 64
1000 1350 1200 62 / 64
1100 1550 1400 62 / 64
Table 1.3: AF-600 FP 525-690 VAC
AF-650 GP 525-690 VAC Power
kW @550 VAC HP @575 VAC kW @690 VAC
Frame Size
500 / 560 650 / 750 630 / 710 61 / 63
560 / 670 750 / 950 710 / 800 61 / 63
670 / 750 950 / 1050 800 / 900 61 / 63
750 / 850 1050 / 1150 900 / 1000 62 / 64
850 / 1000 1150 / 1350 1000 / 1200 62 / 64
1000 / 1100 1350 / 1550 1200 / 1400 62 / 64
Table 1.4: AF-650 GP 525-690 VAC
1.6 Ratings Tables
DC Voltage Levels
380-480V &
380-500V units 525-690V units
Inrush Circuit Enabled 370 550
Inrush Circuit Disabled 395 570
Inverter Undervoltage Disable 373 553
Undervoltage Warning 410 585
Inverter Undervoltage Re-Enable (warning reset) 413 602
Overvoltage Warning (w/o Brake) 817 1084
Dynamic Brake Turn-on 810 1099
Inverter Overvoltage Re-Enable (warning reset) 821 1099
Overvoltage Warning (with Brake) 828 1109
Overvoltage Trip 855 1130
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Mains supply 3 x 380-480 V
Model number
AF-600 FP 650 750 900 1000 1200 1350
AF-650 GP 600 650 750 900 1000 1200
Light duty (LD) current ratings (110 %):
Output current Nominal [A] (380-440 V) 880 990 1120 1260 1460 1720
MAX (60 sec) [A] (380-440
V) 968 1089 1232 1386 1606 1892
Nominal [A] (441-500 V) 780 890 1050 1160 1380 1530
MAX (60 sec) [A] (441-500
V) 858 979 1155 1276 1518 1683
Output Nominal [kVA] (400 V) 610 686 776 873 1012 1192
Nominal [kVA] (460 V) 621 709 837 924 1100 1219
Nominal [kVA] (500 V) 675 771 909 1005 1195 1325
Typical shaft output [kW] (400 V) 500 560 630 710 800 1000
[HP] (460 V) 650 750 900 1000 1200 1350
[kW] (500 V) 560 630 710 800 1000 1100
Heavy duty (HD) torque (160 %):
Output current Nominal [A] (380-440 V) 800 880 990 1120 1260 1460
MAX (60 sec) [A] (380-440
V) 1200 1320 1485 1680 1890 2190
Nominal [A] (441-500 V) 730 780 890 1050 1160 1380
MAX (60 sec) [A] (441-500
V) 1095 1170 1335 1575 1740 2070
Output Nominal [kVA] (400 V) 554 610 686 776 873 1012
Nominal [kVA] (460 V) 582 621 709 837 924 1100
Nominal [kVA] (500 V) 632 675 771 909 1005 1195
Typical shaft output [kW] (400 V) 450 500 560 630 710 800
[HP] (460 V) 600 650 750 900 1000 1200
[kW] (500 V) 530 560 630 710 800 1000
400V Power loss Light
duty (LD) [W] 10161 11822 12514 14671 17294 19280
400V Power loss Heavy
duty (HD) [W] 9031 10145 10649 12492 14244 15467
460V Power loss Light
duty (LD)[W] 8877 10424 11595 13215 16228 16625
460V Power loss Heavy
duty (HD) [W] 8211 8861 9416 11580 13003 14554
Limits and Ranges
Overcurrent Warning A rms Out 1866 1786 2342 2600 2679 3514
Overcurrent Alarm (1.5
sec delay) A rms Out 1866 1786 2342 2600 2679 3514
Earth (Ground) Fault
Alarm A rms Out 400 440 495 560 630 730
Short Curcuit Alarm A rms Out 2256 2256 2974 3308 3384 4462
Heatsink Over Temper-
ature ° C 95 95 95 95 95 95
Heatsink Under Tem-
perature Warning ° C 0 0 0 0 0 0
Power Card Ambient
Over Temperature ° C 68 68 68 68 68 68
Power Card Ambient
Under Temperature ° C -20 -20 -20 -20 -20 -20
Mains Phase Warning (5
sec delay) DC Bus Ripple Vpeak 30 30 30 30 30 30
Mains Phase Alarm (25
sec delay) DC Bus Ripple Vpeak 30 30 30 30 30 30
Table 1.5: Mains supply 3 x 380-480 V
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Mains supply 3 x 525 - 690 V
Model number AF-600 FP 750 950 1050 1150 1350 1550
AF-650 GP 900 1000 1150 1250 1350 1550
Light duty (LD) current ratings (110 %):
Output current Nominal [A] (525-550 V) 763 889 988 1108 1317 1479
MAX (60 sec) [A] (525-550 V) 839 978 1087 1219 1449 1627
Nominal [A] (551-690 V) 730 850 945 1060 1260 1415
MAX (60 sec) [A] (551-690 V) 803 935 1040 1166 1386 1557
Output Nominal [kVA] (550 V) 727 847 941 1056 1255 1409
Nominal [kVA] (575 V) 727 847 941 1056 1255 1409
Nominal [kVA] (690 V) 872 1016 1129 1267 1506 1691
Typical shaft output [kW] (550 V) 560 670 750 850 1000 1100
[HP] (575 V) 750 950 1050 1150 1350 1550
[kW] (690 V) 710 800 900 1000 1200 1400
Heavy duty (HD) torque (160 %):
Output current Nominal [A] (525-550 V) 659 763 889 988 1108 1317
MAX (60 sec) [A] (525-550 V) 989 1145 1334 1482 1662 1976
Nominal [A] (551-690 V) 630 730 850 945 1060 1260
MAX (60 sec) [A] (551-690 V) 945 1095 1275 1418 1590 1890
Output Nominal [kVA] (550 V) 628 727 847 941 1056 1255
Nominal [kVA] (575 V) 627 727 847 941 1056 1255
Nominal [kVA] (690 V) 753 872 1016 1129 1267 1506
Typical shaft output [kW] (550 V) 500 560 670 750 850 1000
[HP] (575 V) 650 750 950 1050 1150 1350
[kW] (690 V) 630 710 800 900 1000 1200
600V Power loss Light
duty (LD) [W] 8933 10310 11692 12909 15358 17602
600V Power loss Heavy
duty (HD) [W] 7586 8683 10298 11329 12570 15258
690V Power loss Light
duty (LD) [W] 9212 10659 12080 13305 15865 18173
690V Power loss Heavy
duty (HD) [W] 7826 8983 10646 11681 12997 15763
Limits and Ranges
Overcurrent Warning A rms Out 1648 1977 2336 2471 2965 3505
Overcurrent Alarm (1.5
sec delay) A rms Out 1648 1977 2336 2471 2965 3505
Earth (Ground) Fault
Alarm A rms Out 330 382 445 494 554 659
Short Curcuit Alarm A rms Out 2094 2510 2980 3140 3766 4470
Heatsink Over Temper-
ature ° C 95 105 95 95 105 95
Heatsink Under Tem-
perature Warning ° C 0 0 0 0 0 0
Power Card Ambient
Over Temperature ° C 68 68 68 68 68 68
Power Card Ambient
Under Temperature ° C -20 -20 -20 -20 -20 -20
Mains Phase Warning (5
sec delay) DC Bus Ripple Vpeak 50 50 50 50 50 50
Mains Phase Alarm (25
sec delay) DC Bus Ripple Vpeak 50 50 50 50 50 50
Table 1.6: Mains supply 3 x 525 - 690 V
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1.7 Optional Components
1.7.1 Optional Unit Size 6x components
Units are manufactured in different configurations due to the optional com-
ponents available. Depending on the unit configuration, optional equipment
may be mounted in the inverter, rectifier or option cabinet. The table below
lists the components available and the cabinet where it is factory installed.
Optional Component Cabinet Location
Mains Options
AC fuse Rectifier or inverter
Disconnect Option
A1 RFI filter Option
Load share Rectifier
1.8 Tools Required
Operating Instructions for the Drives Series Frequency Converter
Metric socket set 7–19 mm
Socket extensions 100 mm–150 mm (4 in and 6 in)
Torx driver set T10 - T50
Torque wrench 0.675–19 Nm (6–170 in-lbs)
Needle nose pliers
Magnetic sockets
Ratchet
Hex wrench set
Screwdrivers Standard and Philips
Additional Tools Recommended for Testing
Digital volt/ohmmeter (must be rated for 1200 VDC for 690 V units)
Analog voltmeter
Oscilloscope
Clamp-on style ammeter
Test cable p/n 6KAF6H8766
Signal test board p/n 6KAF6H8437
Power supply: 610 - 800 VDC, 250 mA to supply external power to 4
power cards and the control card.
Power supply : 24 VDC, 2 A for external 24 V power supply.
1.9 General Torque Tightening Values
For fastening hardware described in this manual, the torque values in the table below are used. These values are not intended for SCR, diode, or IGBT fasteners.
See the instructions included with those replacement parts for correct values.
Shaft Size Driver Size Torx / Hex Torque (in-lbs) Torque (Nm)
M4 T-20 / 7 mm 10 1.0
M5 T-25 / 8 mm 20 2.3
M6 T-30 / 10 mm 35 4.0
M8 T-40 / 13 mm 85 10
M10 T-50 / 17 mm 170 19
M12 18 mm / 19 mm 170 19
Table 1.7: Torque Values Table
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1.10 Exploded Views
1
2
3
4
5
6
7
8
9
11
12
13
14
15
10
16
Inverter cabinet exploded view (cabinet with 2 inverter modules shown). Units with 3 inverter modules are similar.
1 DC link inductor 9 Module heatsink fan
2 Fan transformer 10 Fan door cover
3 (-)DC bus bar 11 (Optional) brake output bus bar
4 (+)DC bus bar 12 Motor output bus bar
5 Mounting bracket 13 SMPS fuse and fan fuse
6 DC Fuse 14 Control card
7 Panel connectors 15 MDCIC board
8 Inverter module 16 Top cover plate
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1
2
3
4
5
6
7
8
9
10
11
12
Illustration 1.1: Inverter module exploded view
1 Right side cover plate 7 High frequency board
2 Inverter power card 8 IGBT module
3 Panel connectors 9 Current sensor
4 SMPS fuse and fan fuse 10 Fan assembly
5 Upper capacitor bank assembly 11 Lower capacitor bank assembly
6 DC bus fuses 12 Gate driver card
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1
2
5
6
7
8
9
10
11
12
4
3
Rectifier cabinet exploded view
1 Rectifier module 7 Module lifting eye bolts (mounted on vertical strut)
2 DC bus bar 8 Module heatsink fan
3 SMPS fuse 9 Fan door cover
4 (Optional) back AC fuse mounting bracket (T) 10 SMPS fuse
5 (Optional) middle AC fuse mounting bracket (S) 11 Power card
6 (Optional) front AC fuse mounting bracket (R) 12 Panel connectors
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1
2
3
4
5
6
7
8
9
10
11
12
130BX335.10
Rectifier module exploded view
1 Rectifier module cover plate 7 Soft charge cards
2 Power card 8 Soft charge card mounting plate
3 Panel connectors 9 SCR module
4 SMPS fuse 10 Fan assembly
5 Power card mounting plate flange 11 Diode module
6 Power card mounting plate 12 Soft charge resistor
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1
2
3
4
5
130BX334.11
Option cabinet exploded view
1 Contactor 4 Circuit breaker or disconnect
2 RFI filter 5 AC mains/line fuses
3 Mains AC power input terminals
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2 Operator Interface and Control
2.1 Introduction
Frequency converters are designed with self-diagnostic circuitry to isolate fault conditions and activate display me ssages which greatly simplify troubleshooting
and service. The operating status of the frequency converter is displayed in real-time. Virtually every command given to the frequency converter results in some
indication on the Keypad display. Fault logs are maintained within the frequency converter for fault history.
The frequency converter monitors supply and output voltages along with the operational condition of the motor and load. When the frequency converter issues
a warning or alarm, it cannot be assumed that the fault lies within the frequency converter itself. In fact, for most service calls, the fault condition will be found
outside of the frequency converter. Most of the warnings and alarms that the frequency converter displays are generated by response to faults outside of the
frequency converter. This service manual pr ovides techniques and test procedures to help isolate a fault condi tion whether in the frequency converter or elsewhe re.
Familiarity with the information provided on the display is important. Additional diagnostic data can be accessed easily through the Keypad.
2.2 Operating the Frequency Converter
2.2.1 Operation and Programming Through the Keypad
The Keypad is the user interface to the controller.
The Keypad has several user functions: to start, stop, and control motor speed when in local control along with displaying operational data, warnings and cautions,
as well as programming controller functions, and to manually reset the controller after a fault when auto-reset is inactive.
2.2.2 Keypad
The Keypad is divided into four functional groups:
1. LCD display area
2. Menu display keys for status opti ons, programming, and error mes-
sage history
3. Navigation keys for programming functions, moving the display
cursor, and speed control in local operation (along with status in-
dicator lights)
4. Operation mode keys and reset
Illustration 2.1: Keypad
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2.2.3 Display Area
a. The top line shows controller status when in status mode or two variables selected in par. K-10 Active Set-up, such as direction of rotation or active set-
up
b. The motor values displayed are selected by parameter choices in par. K-20 Display Line 1.1 Small, par. K-21 Display Line 1.2 Small, par. K-22 Display Line
1.3 Small, par. K-23 Display Line 2 Large, and par. K-24 Display Line 3 Large. Each value has dimension scaling. A flashing alarm or warning message
replaces the display in the case of a fault or pending fault condition.
The operating variables shown in the figure are motor speed (1.1), motor current (1.2), motor power (1.3), and drive output frequency (2) in large scale.
Use the [INFO] key for definition of the displayed operating variables.
c. Automatically generated mode and status messages appear on this line.
Illustration 2.2: Keypad Display Area
2.2.4 Menu Keys
Menu keys are used for parameter set-up, toggling through status display modes during normal operation, and viewing fault log data.
Status Press and hold the Status key to toggle between status read-out displays in the Keypad display area. Press [Status] in any other display mode to return to
the status display. Pressing [Status] plus [UP] or [DOWN] arrows adjusts the display brightness.
Quick Menu Allows access to the most common functions for restoring the controller.
Main Menu Provides access to all programming parameters. Press and hold the [Main Menu] key to access any parameter by entering the parameter number.
Alarm Log Displays a list of the last five alarms. For additional details about an alarm, select the alarm number using the arrow keys and press [OK]. Details about
the frequency converter before it entered the alarm mode are displayed.
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2.2.5 Navigation Keys
Navigation keys are used for programming functions, moving the display cursor, and speed control in local controller operation. Controller status indicator lights
are also located in this area.
Back Reverts to the previous step or list in the navigation structure.
Cancel The last change or command will be cancelled, as long as the display mode has not changed.
Info Press [Info] for information about a command, parameter, or function in any display mode. For example, in status mode, each display is defined. In menu
mode, menu options are explained. Exit Info mode by pressing [Info], [Back], [Cancel], or [Status].
Navigation Arrow Keys The four navigation arrows are used to move a cursor between the different items available in menu or alarm log modes. For operation
in Hand Mode, the up and down arrows regulate controller speed.
OK Used to select a highlighted parameter from a parameter list or to enable a parameter choice.
LED indicator lights The green ON LED is activated and display panel lit when the frequency converter receives power from mains voltage, a DC bus terminal, or
an external 24 V supply.
When a pending fault condition is being approached, the yellow warning light will come on and a text display appears in the display area. A fault condition causes
the alarm LED to flash red and a text display appears in the display area.
Darkened LED lights on the Keypad do not mean that the drive has no dangerous internal voltage. Do not assume the unit contains no voltage
when the indicator lights are off.
2.2.6 Controller Operation Keys
Operation keys for local or auto (remote) control are found at the bottom of the Keypad along with Off and Reset.
[Hand] Starts or operates the motor in local control through the Keypad. Use the up and down arrow keys to give the motor a speed command. The key can be
Enabled [1] or Disabled [0] via par. K-40 [Hand] Button on Keypad.
NB!
External stop signals activated by means of control signals or a serial bus will override a start command via the Keypad.
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The following control signals will still be available when [Hand] is activated:
[Hand] - [Off] - [Auto] - [Reset] keys
Coasting stop inverse (motor coasting to stop)
Reversing
Set-up select
Stop command from serial communication
Quick stop
DC brake
Off Stops the connected motor. The key can be Enabled [1] or Disabled [0] in par. K-41 [Off] Button on Keypad. If no external stop function is selected and the OFF
key is inactive the motor can only be stopped by disconnecting the mains supply.
[Auto] Enables the controller to be controlled via the control terminals and/or serial communication. A start signal applied on control terminals and/or the serial
bus will start the controller. The key can be Enabled [1] or Disabled [0] in par. K-42 [Auto] Button on Keypad.
NB!
An active HAND-OFF-AUTO signal via digital inputs has higher priority than the [Hand] and [Auto] control keys.
Reset This resets the controller after an alarm condition has been cleared. For an alarm (trip), power must be recycled to the controller before pressing the reset
key. The key can be Enabled [1] or Disabled [0] in par. K-43 [Reset] Button on Keypad.
2.2.7 Tips and Tricks
* For the majority of applications the Quick Menu, Quick Set-up and Function Set-up provides the simplest and quickest access to all the
typical parameters required.
* Whenever possible, performing an Auto tune will ensure best shaft performance.
*
Display contrast can be adjusted by pressing [Status] and [
▲
] for a darker display or by pressing [Status] and [▼] for a brighter display.
* Under [Quick Menu] and [Changes Made], any parameter that has been changed from factory settings is displayed.
* Press and hold the [Main Menu] key for 3 seconds to access any parameter
* For service purposes, it is recommended to copy all of the parameters to the Keypad, see par. K-50 Keypad Copy for further information.
Table 2.1: Tips and tricks
NB!
Exchanging or adding a new control card, power card, or option card -- or updating the card's software - requires a manual restore of the drive for proper
operation.
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2.2.8 Restore Factory Settings
There are two ways to restore the drive to factory settings: Recommended restore and manual restore.
Please be aware that they have different impact according to the below description.
Recommended restore (via par. H-03 Restore Factory Settings)
1. Select par. H-03 Restore Factory Settings
2. Press [OK]
3. Select [2] Restore Factory Settings
4. Press [OK]
5. Remove power to unit and wait for display to turn off.
6. Reconnect power and the frequency converter is reset. Note that
first start-up takes a few more seconds
7. Press [Reset]
Par. H-03 Restore Factory Settings restores all except:
Par. SP-50 RFI Filter
Par. O-30 Protocol
Par. O-31 Address
Par. O-32 Drive Port Baud Rate
Par. O-35 Minimum Response Delay
Par. O-36 Max Response Delay
Par. O-37 Maximum Inter-Char Delay
Par. ID-00 Operating Hours to par. ID-05 Over Volt's
Par. ID-20 Historic Log: Event to par. ID-22 Historic Log: Time
Par. ID-30 Alarm Log: Error Code to par. ID-32 Alarm Log: Time
Manual restore
NB!
When carrying out manual restore, serial communication, RFI filter settings and fault log settings are reset.
.
1. Disconnect from mains and wait until the display turns off.
2a. Press [Status] - [Main Menu] - [OK] at the same time while power
up for keypad
3. Release the keys after 5 s
4. The frequency converter is now programmed according to de-
fault settings
The Manual Restore restores all except:
Par. ID-00 Operating Hours
Par. ID-03 Power Up's
Par. ID-04 Over Temp's
Par. ID-05 Over Volt's
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2.3 Status Messages
Status messages appear in the bottom of the display - see the example below.
The left part of the status line indicates the active operation mode of the frequency converter.
The centre part of the status line indicates the references site.
The last part of the status line gives the operation status, e.g. Running, Stop or Stand by.
Other status messages may appear related to the software version and frequency converter type.
Operation Mode
Off The frequency converter is stopped. The drive does not react to any control signal until [Auto] or [Hand] on the Keypad are pressed.
[Auto] The drive is started and stopped by external commands via the control terminals and/or the serial communication.
[Hand] The frequency converter is started from the Keypad. Only stop commands, alarm resets (Reset), reversing, DC brake, and set-up selection signals can be
applied to the control terminals.
Reference Site
Remote The Reference is given via external signals (analog or digital), serial communication, or internal preset references.
Local The reference is given via the Keypad.
Operation Status
AC Brake
AC Brake was selected in par. B-10 Brake Function. The motor is slowed down via the active down ramp and feeds the drive with generative energy. The AC Brake
over-magnetizes the motor to achieve a controlled end of the active ramp.
Auto tune finish OK
Enable complete or reduced Auto tune was selected in par. P-04 Auto Tune. The Auto tune was carried out successfully.
Auto tune ready
Enable complete or reduced Auto tune was selected in par. P-04 Auto Tune. The auto tune is ready to start. Press [Hand] on the Keypad to start.
Auto tune running
Enable complete or reduced Auto tune was selected in par. P-04 Auto Tune. The Auto tune process is in progress.
Braking
The brake chopper is in operation. Generative energy is absorbed by the brake resistor.
Braking max.
The brake chopper is in operation. The power limit for the brake resistor defined in par. B-12 Brake Power Limit (kW) is reached.
Bus Jog 1
PROFIDrive profile was selected in par. O-10 Control Word Profile. The Jog 1 function is activated via serial communication. The motor is running with par. O-90 Bus
Jog 1 Speed.
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Bus Jog 2
PROFIDrive profile was selected in par. O-10 Control Word Profile. The Jog 2 function is activated via serial communication. The motor is running with par. O-91 Bus
Jog 2 Speed.
Catch up
The output frequency is corrected by the value set in par. F-62 Catch up/slow Down Value.
1. Catch up is selected as a function for a digital input (parameter group E-##). The corresponding terminal is active.
2. Catch up was activated via serial communication.
Coast
1. Coast inverse has been selected as a function for a digital input (parameter group E-##). The corresponding terminal is not connected.
2. Coast is on 0 on serial communication.
Control ready
PROFIDrive profile was selected in par. O-10 Control Word Profile. The drive needs the second part (e.g. 0x047F) of the two-part start command via serial com-
munication to allow starting. Using a terminal is not possible.
Ctrl. decel
A function with Ctrl. decel was selected in par. SP-10 Line failure. The Mains Voltage is below the value set in par. SP-11 Line Voltage at Input Fault. The drive decels
the motor using a controlled decel.
Current High
In par. H-71 Warning Current High, a current limit is set. The output current of the drive is above this limit.
Current Low
In par. H-70 Warning Current Low, a current limit is set. The output current of the drive is below this limit.
DC Hold
The motor is driven with a permanent DC current, par. B-00 DC Hold Current. DC hold is selected in par. H-80 Function at Stop. A Stop command (e.g. Stop (inverse))
is active.
DC Stop
The motor is momentarily driven with a DC current, par. B-01 DC Brake Current, for a specified time, par. B-02 DC Braking Time.
1. DC Brake is activated (OFF) in par. B-03 DC Brake Cut In Speed [RPM] and a Stop command (e.g. Stop (inverse)) is active.
2. DC Brake (inverse) is selected as a function for a digital input (parameter group E-##). The corresponding terminal is not active.
3. The DC Brake is activated via serial communication.
DC Voltage U0
In par. H-41 Motor Control Principle U/f and in par. H-80 Function at Stop DC Voltage U0 is selected. A Stop command (e.g. Stop (inverse)) is activated. The voltage
selected according to the par. H-55 U/f Characteristic - U [0] (UF Characteristic – U[V]) is applied to the motor.
Feedback high
In par. H-77 Warning Feedback High, an upper feedback limit is set. The sum of all active feedbacks is above the feedback limit.
Feedback low
In par. H-76 Warning Feedback Low, a lower feedback limit is set. The sum of all active feedbacks is below the feedback limit.
Flying start
In par. H-09 Start Mode, the Flying start function is activated. The drive is testing if the connected motor is running with a speed that is in the adjusted speed range.
The process was started by connecting a digital input (parameter group E-##) programmed as Coast inverse or by connecting to mains.
Freeze output
The remote reference is active and the momentarily given speed is saved.
1. Freeze output was selected as a function for a digital input (Group E-##). The corresponding terminal is active. Speed control is only possible via the
terminal functions Speed up and Speed down.
2. Hold ramp is activated via serial communication.
Freeze output request
A freeze output command has been given, but the motor will remain stopped until a Run permissive signal is received via a digital input.
Freeze Ref.
Freeze Ref. was chosen as a function for a digital input (parameter group E-##). The corresponding terminal is controlled. The drive saves the actual reference.
Changing the reference is now only possible via terminal functions Speed up and Speed down.
Jog request
A JOG command has been given, but the motor will be stopped until a Run permissive signal is received via a digital input.
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Jogging
The motor is running with par. C-21 Jog Speed [RPM].
1. Jog was selected as function for a digital input (parameter group E-##). The corresponding terminal (e.g. Terminal 29) is active.
2. The Jog function is activated via the serial communication.
3. The Jog function was selected as a reaction for a monitoring function (e.g. No signal). The monitoring function is active.
Kinetic backup
In par. SP-10 Line failure, a function was set as kinetic backup. The Mains Voltage is below the value set in par. SP-11 Line Voltage at Input Fault. The drive is running
the motor momentarily with kinetic energy from the inertia of the load.
Motor check (AF-650 GP only)
In par. H-80 Function at Stop, the function Motor check was selected. A stop command (e.g. Stop inverse) is active. To ensure that a motor is connected to the
drive, a permanent test current is applied to the motor.
Off1
PROFIDrive profile was selected in par. O-10 Control Word Profile. The OFF 1 function is activated via serial communication. The motor is stopped via the ramp.
Off2
PROFIDrive profile was selected in par. O-10 Control Word Profile. The OFF 2 function is activated via serial communication. The output of the drive is disabled
immediately and the motor coasted.
Off3
PROFIDrive profile was selected in par. O-10 Control Word Profile. The OFF 3 function is activated via serial communication. The motor is stopped via the ramp.
OVC control
Overvoltage Control is activated in par. B-17 Over-voltage Control. The connected motor is supplying the drive with generative energy. The Overvoltage Control
adjusts the UF ratio to run the motor in controlled mode and to prevent the drive from tripping.
PowerUnit Off
Only with frequency converters with installed option (ext. 24 V supply). The mains supply to the frequency converter is cut off, but the control card is still supplied
with 24 V.
Pre-magnetize
Pre-magnetization is selected in par. H-80 Function at Stop. A stop command (e.g. Stop inverse) is activated. A suitable constant magnetizing current is applied
to the motor.
Protection md
The AF-650 GP/AF-600 FP has detected a critical status (e.g. an overcurrent, overvoltage). To avoid tripping the frequency converter (alarm), protection mode is
activated, which includes reducing the switching frequency to 4 kHz. If possible, protection mode ends after approximately 10 s. Activation of protection mode
can be restricted by adjusting the par. SP-26 Trip Delay at Drive Fault.
QStop
The motor is stopped using a quick stop ramp par. C-23 Quick Stop Decel Time.
1. Quick stop inverse was chosen as a function for a digital input (parameter group E-##). The corresponding terminal is not active.
2. The Quick stop function was activated via serial communication.
Ramping
The motor is accelerating/decelerating using the active Accel/Decel. The reference, a limit value or a standstill is not yet reached.
Ref. high
In par. H-75 Warning Reference High a reference high limit is set. The sum of all active references is above the reference limit.
Ref. low
In par. H-74 Warning Reference Low a reference low limit is set. The sum of all active references is below the reference limit.
Run on ref.
The drive is running in the reference range. The feedback value matches the set reference value.
Run request (AF-600 FP only)
A start command has been given, but the motor will be stopped until a Run permissive signal is received via digital input.
Running
The motor is driven by the drive, the ramping phase is done and the motor revolutions are outside the On Reference range. Occurs when one of the motor speed
limits (Par. F-15/F-16/F-17 or F-18) is set, but the maximum reference is outside this range.
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Sleep Boost (AF-600 FP only)
The boost function in par. AP-45 Setpoint Boost is enabled. This function is only possible in Closed loop operation.
Sleep Mode (AF-600 FP only)
The sleep mode function is enabled by means of either No Flow Detection or Minimum Speed Detection or via an external signal applied to one of the digital input
(parameter group E-##). This means that at present the motor has stopped, but that it will restart automatically when required.
Speed down
The output frequency is corrected by the value set in par. F-62 Catch up/slow Down Value.
1. Speed down was selected as a function for a digital input (parameter group E-##). The corresponding terminal is active.
2. Speed down was activated via serial communication.
Speed high
In par. H-73 Warning Speed High, a value is set. The speed of the motor is above this value.
Speed low
In par. H-72 Warning Speed Low, a value is set. The speed of the motor is below this value.
Standby
[Auto] The drive starts the motor using a start signal in a digital input (if the parameter is programmed accordingly) or via serial communication.
Start delay
In par. F-24 Holding Time, the delay of the starting time was set. A Start command was activated and the delay time is still running. The motor will start after the
delay time has expired.
Start fwd/rev
Enable start forward and Enable start reverse were selected as functions for two different digital inputs (parameter group E-##). To start the motor, a direction
dependent start signal has to be given and the corresponding terminal has to be active.
Start inhibit
PROFIDrive profile was selected in par. O-10 Control Word Profile. The start inhibition is active. The drive needs the first part (e.g. 0x047E) of the two-part start
command via serial communication to allow starting. See also operation status control ready.
Stop
[Off] was pressed on the Keypad or Stop inverse was selected as a function for a digital input (Group E-##). The corresponding terminal is not active.
Trip
An alarm occurred. It is possible, provided the cause of the alarm is cleared, to reset the alarm via a Reset signal ([Reset] key on the Keypad, a control terminal or
serial communication).
Trip lock
A serious alarm occurred. It is possible, provided the cause of the alarm was cleared, to reset the alarm after the mains have been switched off and on again. This
can be done via a reset signal ([Reset] on the Keypad, a control terminal or serial communication).
Unit/Drive not ready
PROFIDrive profile was selected in par. O-10 Control Word Profile. A control word is sent to the drive via serial communication with Off 1, Off 2 and Off 3 active.
Start inhibit is active. To enable start, see operation status Start inhibit.
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2.4 Service Functions
Service information for the frequen cy converter can be shown on display lines
3 and 4. Included in the data are counters that tabulate operating hours,
power ups and trips; fault logs that store frequency converter status values
present at the 20 most recent events that stopped the frequency converter;
and frequency converter nameplate data. The service information is ac-
cessed by displaying items in the frequency converter's ID-## parameter
group.
Parameter settings are displayed by pressing the [Main Menu] key on the
Keypad.
Use the arrow keys [▲], [▼], [►] and [◄] on the Keypad to scroll through pa-
rameters.
See the Drives Series Programming Guide for detailed information on accessing and displaying parameters and for descriptions and procedures for service
information available in the ID-## parameter group.
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2.5 Frequency Converter Inputs and Outputs
The frequency converter operates by receiving control input signals. The frequency converter can also output status data or control auxiliary devices. Control
input is connected to the frequency converte r in three possible ways. One way for frequency converter control is through the Keypad on the front of the frequency
converter when operating in local (hand) mode. These inputs include start, stop, reset, and speed reference.
Another control source is through serial communication from a serial bus. A serial communication protocol supplies commands and references to the frequency
converter, can program the fr equency converter, and reads status data from the frequency conve rter. The serial bus connects to the frequency converter through
the RS-485 serial port or through a communication option card.
The third way is through signal wiring connected to the frequency converter control terminals (see illustration below). The frequency converter control terminals
are located below the frequency converter Keypad. Improperly connected control wiring can be the cause of a motor not operating or the frequency converter
not responding to a remote input.
Illustration 2.3: Control Terminals
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2.5.1 Input signals
The frequency converter can receive two types of remote input signals: digital or analog. Digital inputs are wired to terminals 18, 19, 20 (common), 27, 29, 32, and
33. Analog or digital inputs are wired to terminals 53 or 54 and 55 (common). The terminal functions are set by a switch found by removing the Keypad. Some
options may include additional terminals.
Analog signals can be either voltage (0 to +10 VDC) or current (0 to 20 mA or 4 to 20 mA). Analog signals can be varied like dialling a rheostat up and down. The
frequency converter can be programmed to increase or decrease output in relation to the amount of current or voltage. For example, a sensor or external controller
may supply a variable current or voltage. The frequency converter output, in turn, regulates the speed of the motor connected to the frequency converter in
response to the analog signal.
Digital signals are a simple binary 0 or 1 which, in effect, act as a switch. Digital signals are controlled by a 0 to 24 VDC signal. A voltage signal lower than 5 VDC
is a logic 0. A voltage higher than 10 VDC is a logic 1. Zero is open, one is close. Digital inputs to the frequency converter are switched commands such as start,
stop, reverse, coast, reset, and so on. (Do not confuse these digital inputs with serial communication formats where digital bytes are grouped into communication
words and protocols.)
The RS-485 serial communication connector is wired to terminals (+) 68 and (-) 69. Terminal 61 is common and may be used for terminating screens only when
the control cable run between freq uency converters, not between frequency converters and other de vices. See Earthing Screened Cables in this section for correct
methods for terminating a screened control cable.
2.5.2 Output signals
The frequency converter also produces output signals that are carried through either the RS-485 serial bus or terminal 42. Output terminal 42 operates in the
same manner as the inputs. The terminal can be programmed for either a variable analog signal in mA or a digital signal (0 or 1) in 24 VDC. In addition, a pulse
reference can be provided on terminals 27 and 29. Output analog signals generally indicate the frequency converter frequency, current, torque and so on to an
external controller or system. Digital outputs can be control signals used to open or close a damper, for example, or send a start or stop command to auxiliary
equipment.
Additional terminals are Form C relay outputs on terminals 01, 02, and 03, and terminals 04, 05, and 06.
Terminals 12 and 13 provide 24 VDC low voltage power, often used to supply power to the digital input terminals (18-33). Those terminals must be supplied with
power from either terminal 12 or 13, or from a customer supplied external 24 VDC power source. Improperly connected control wiring is a common service issue
for a motor not operating or the frequency converter not responding to a remote input.
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2.6 Control Terminals
Control terminals must be programmed. Each terminal has specific functions it is capable of performing and a numbered parameter associated with it. See table
Control Terminals and Associated Parameters. The setting selected in the parameter enables the function of the terminal.
It is important to confirm that the control terminal is programmed for the correct function.
Parameter settings are displayed by pressing the [Status] key on the
Keypad.
Use the arrow keys [▲], [▼], [►] and [◄] on the Keypad to scroll through pa-
rameters.
See the Programming Guide for details on changing parameters and the functions available for each control terminal.
In addition, the input terminal must be receiving a signal. Confirm that the control and power sources are wired to the terminal. Then check the signal.
Signals can be checked in two ways. Digital input can be selected for display by pressing [status] key as discussed previously, or a voltmeter may be used to check
for voltage at the control terminal. See procedure details at Input Terminal Test in Section Test Procedures.
In summary, for proper frequency converter functioning, the frequency converter input control terminals must be:
1. wired properly
2. powered
3. programmed correctly for the intended function
4. receiving a signal
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2.7 Control Terminal Functions
The following describes the functions of the control terminals. Many of these terminals have multiple functions determined by parameter settings. Some options
provide additional terminals. See illustration below.
Terminal No. Function
01, 02, 03 and 04, 05, 06 Two Form C output relays. Maximum 240 VAC, 2 A. Minimum 24 VDC, 10 mA or 24 VAC, 100 mA. Can be used for indicating
status and warnings. Physically located on the power card.
12, 13 24 VDC power supply to digital inputs and external transducers. The maximum output current is 200 mA.
18, 19, 27, 29, 32, 33 Digital inputs for controlling the frequency converter. R = 2 kohm. Less than 5 V = logic 0 (open). Greater than 10 V = logic
1 (closed). Terminals 27 and 29 are programmable as digital/pulse outputs.
20 Common for digital inputs.
37 0–24 VDC input for safety stop AF-650 GP only.
39 Common for analog and digital outputs.
42 Analog and digital outputs for indicating values such as frequency, reference, current and torque. The analog signal is
0/4 to 20 mA at a maximum of 500 Ω. The digital signal is 24 VDC at a minimum of 500 Ω.
50 10 VDC, 15 mA maximum analog supply voltage for potentiometer or thermistor.
53, 54
Selectable for 0 to 10 VDC voltage input, R = 10 kΩ, or analog signals 0/4 to 20 mA at a maximum of 200 Ω. Used for
reference or feedback signals. A thermistor can be connected here.
55 Common for terminals 53 and 54.
61 RS-485 common.
68, 69 RS 485 interface and serial communication.
Term 18 19 27 29 32 33 37 53 54 42 1-3 4-6
Par. E-01 E-02 E-03 E-04 E-05 E-06 E-07 AN-1# AN-2# AN-5# E-24 [0] E-24 [1]
Table 2.2: Control Terminals and Associated Parameter
Control terminals must be programmed. Each terminal has specific functions it is capable of performing and a numbered parameter associated with it. The setting
selected in the parameter enables the function of the terminal. See the Operating Instructions for details.
Illustration 2.4: Control Terminals Electrical Diagram
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2.8 Earthing Screened Cables
It is recommended that screened control cables be connected with cable clamps at both ends to the metal cabinet of the frequency converter. The table below
shows earth cabling for optimal results.
Correct earthing Control cables and cables for serial communication must be fitted with cable clamps at
both ends to ensure the best possible electrical connection.
Incorrect earthing Do not use twisted cable ends (pigtails) since these increase screen impedance at high
frequencies.
Earth potential protec tion When the earth potential between the frequency converter and the PLC or other
interface device is different, electrical noise may occur that can disturb the entire system. This can be resolved
by fitting an equalizing cable next to the control cable. Minimum cable cross section is 8 AWG.
50/60 Hz earth loops When using very long control cables, 50/60 Hz earth lo ops may occur that can disturb
the entire system. This can be resolved by connecting one end of the screen with a 100 nF capacitor and
keeping the lead short.
Serial communication control cables Low frequency noise currents between frequency converters can be
eliminated by connecting one end of the screened cable to frequency converter terminal 61. This terminal
connects to earth through an internal RC link. It is recommended to use twisted-pair cables to reduce the
differential mode interference between conductors.
Table 2.3: Earthing Screened Cables
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3 Internal Frequency Converter Operation
3.1 General
This section is intended to provide an operational overview of the frequency converter’s main assemblies and circuitry. With this information, a repair technician
should have a better understanding of the frequency converter's operation and aid in the troubleshooting process.
3.2 Description of Operation
A frequency converter is an electronic controller that supplies a regulated amount of AC power to a three phase induction motor in order to control the speed of
the motor. By supplying variable frequency and voltage to the motor, the frequency converter controls the motor speed, or maintains a constant speed as the
load on the motor changes. The frequency converter can also stop and start a motor without the mechanical stress associated with a line start.
In its basic form, the frequency converter can be divided into four main sections: rectifier, intermediate circuit, inverter, and control (see illustration below).
Illustration 3.1: Control Card Logic
To provide an overview, the main frequency converter components will be grouped into three categories consisting of the control logic section, logic to power
interface, and power section. In the sequence of operation description, these three sections will be covered in greater detail while describing how power and
control signals move throughout the frequency converter.
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3.2.1 Logic Section
The control card contains most of the logic section (see Illustration below). The primary logic element of the control card is a microprocessor, which supervises
and controls all functions of frequency converter operation. In addition, separate PROMs contain the parameters to provide the user with programmable options.
These parameters are programmed to enable the frequency converter to meet specific application requirements. This data is then stored in an EEPROM which
provides security during power-down and also allows the flexibility to change the operational characteristics of the frequency converter.
A custom integrated circuit generates a pulse width modulation (PWM) waveform which is then sent to the interface circuitry located on the power card.
Illustration 3.2: Logic Section
The PWM waveform is created using a control scheme called Advanced Vector Control. Advanced Vector Control provides a variable frequency and voltage to
the motor which matches the requirements of the motor. Also available is the continuous pulsing SFAVM PWM. Selection can be made in parameter F-26, F-27
and F-37, F-38. The dynamic response of the system changes to meet the variable requirements of the load.
Another part of the logic section is the Keypad. This is a removable keypad/display mounted on the front of the frequency converter. The Keypad provides the
interface between the frequency converter's internal digital logic and the operator.
All the frequency converter's programmable parameter settings can be uploaded into the EEPROM of the Keypad. This function is useful for maintaining a backup
frequency converter profile and parameter set. It can also be used, through its download function, in programming other frequency converters or to restore a
program to a repaired unit. The Keypad is removable during operation to prevent undesired program changes. With the addition of a remote mounting kit, the
Keypad can be mounted in a remote location of up to ten feet away.
Control terminals, with programmable functions, are provided for input commands such as run, stop, forward, reverse and speed reference. Additional output
terminals are provided to supply signals to run peripheral devices or for monitoring and reporting status.
The control card logic is capable of communicating via serial link with outside devices such as personal computers or programmable logic controllers (PLC).
The control card also provides two voltage supplies for use from the control terminals. The 24 VDC is used for switching functions such as start, stop and forward/
reverse. The 24 VDC supply is also capable of supplying 200 mA of power, part of which may be used to power external encoders or other devices. A 10 VDC supply
on terminal 50 is rated at 17 mA is also available for use with speed reference circuitry.
The analog and digital output signals are powered through an internal frequency converter supply.
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Two relays for monitoring the status of the frequency converter are located on the power card. These are programmable through parameter group E-##. The
relays are Form C, meaning it has one normally open contact and one normally closed contact on a single throw. The contacts of the relay are rated for a maximum
load of 240 VAC at 2 Amps resistance.
The logic circuitry on the control card allow for the addition of option modules for synchronising control, serial communications, additional relays, the cascade
pump controller, or custom operating software.
3.2.2 Logic to Power Interface
The logic to power interface isolates the high voltage components of the power section from the low voltage signals of the logic section. The interface section
consists of the power card and gate drive card.
Much of the fault processing for output short circuit and earth fault conditions is handled by the control card. The power card provides conditioning of these
signals. Scaling of current feedback and voltage feedback is accomplished by the control card.
The power card contains a switch mode power supply (SMPS) which provides the unit with 24 VDC, +18 VDC, –18 VDC and 5 VDC operating voltage. The logic and
interface circuitry is powered by the SMPS. The SMPS is supplied by the DC bus voltage. The frequency converters can be purchased with an optional secondary
SMPS which is powered from a customer supplied 24 VDC source. This secondary SMPS provides power to the logic circuitry with main input disconnected. It can
keep units with communication options live on a network when the frequency converter is not powered from the mains.
Circuitry for controlling the speed of the cooling fans is also provided on the power card.
The gate frequency converter signals from the control card to the output transistors (IGBTs) are isolated and buffered on the gate drive card. In units that have
the dynamic brake option, the driver circuits for the brake transistors are also located on this card.
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3.2.3 Power Section
The high voltage power section consists of AC input terminals, AC and DC bus bars, fusing, harnessing, AC output, and optional components. The power section
(see illustration below) also contains circuitry for the soft charge and SCR/diode modules in the rectifier; the DC bus filter circuitry containing the DC coils, often
referred to as the intermediate or DC bus circuit; and the output IGBT modules which make up the inverter section.
In conjunction with the SCR/diode modules, the soft charge circuit limits the inrush current when power is first applied and the DC bus capacitors are charging.
This is accomplished by the SCRs in the modules being held off while charging current passes through the soft charge resistors, thereby limiting the current. The
DC bus circuitry smooths the pulsating DC voltage created by the conversion from the AC supply.
Each unit contains one DC coil per inverter module. Therefore the 61/63 units contain two DC coils and the 62/64 units contain three. The DC coil has two coils
wound on a common core. One coil resides in the positive side of the DC bus and the other in the negative. The coil reduces mains harmonics.
The DC bus capacitors are arranged into a capacitor bank along with bleeder and balancing circuitry. Each inverter module contains two DC capacitor banks.
The inverter section is made up of six IGBTs, commonly referred to as switches. Two switches are necessary for each phase of the three-phase power, for a total
of six switches per IGBT module (half-phase per switch). Three IGBT modules run in parallel are contained in each inverter due to the high current handling
requirements. Each inverter can be paralleled with one or two additional inverter modules to provide the required current for the power size.
A Hall effect type current sensor is located on each phase of the inverter module output to measure motor current. This type of device is used instead of more
common current transformer (CT) devices to reduce the frequency and phase distortion that CTs introduce into the signal. With Hall sensors, the average, peak,
and earth leakage currents can be monitored. The current sensors from each inverter module are summed with the same phase of the other inverter modules
by the MDCIC to provide one current level to the control card.
Illustration 3.3: Typical Power Section
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3.3 Sequence of Operation
3.3.1 Rectifier and Option Cabinet
When input power is first applied to the frequency converter, it enters through the input terminals (L1, L2, L3) and on to the disconnect or/and RFI option, depending
on the unit's configuration (see illustration 3-4). If equipped with optional fuses, these fuses (FU1, FU2, FU3) limit damage caused by a short circuit in the power
section. The SCRs, in the combined SCR/diode modules, are not gated so current can travel to the rectifier on the soft charge card. The SCR and diode modules
are separate. Additional fuses located on the soft charge card provide protection in the event of a short in the soft charge or fan circuits. Three phase power is
also branched off and sent to the power card. It provides the power card with a reference of the main supply voltage and provides a supply voltage for the cooling
fans.
During the charging process, the top diodes of the soft charge rectifier conduct and rectify during the positive half cycle. The diodes in the main rectifier conduct
during the negative half cycle. The DC voltage is applied to the bus capacitors through the soft charge resistor. The purpose of charging the DC bus through this
resistor is to limit the high inrush current that would otherwise be present.
Positive temperature coefficient (PTC) resistors located on the soft charge card are in series with the soft charge resistor. Frequent cycling of the input power or
the DC bus charging over an extended time can cause the PTC resistors to heat up due to the current flow. Resistance of the PTC device increases with temperature,
eventually adding enough resistance to the circuit to prevent significant current flow. This protects the soft charge resistor from damage along with any other
components that could be damaged by continuous attempts to charge the DC bus.
The low voltage power supplies are activated when the DC bus reaches approximately 50 VDC less than the alarm voltage low for the DC bus. After a short delay,
an inrush enable signal is sent from the control card to the power card SCR gating circuit. The SCRs are automatically gated when forward biased, as a result
acting similar to an uncontrolled rectifier.
When the DC bus capacitors are fully charged, the voltage on the DC bus will be equal to the peak voltage of the input mains. Theoretically, this can be calculated
by multiplying the mains value by 1.414 (VAC x 1.414). However, since AC ripple voltage is present on the DC bus, the actual DC value will be closer to VAC x 1.38
under unloaded conditions and may drop to VAC x 1.32 while running under load. For example, a frequency converter connected to a nominal 460 V line, while
sitting idle, the DC bus voltage will be approximately 635 VDC (460 x 1.38).
As long as power is applied to the frequency converter, this voltage is present in the intermediate circuit and the inverter circuit. It is also fed to the Switch Mode
Power Supply (SMPS) on the power card and is used for generating all other low voltage supplies.
During normal operation, the power card and control card are monitoring various functions within the frequency converter. The current sensors provide current
feedback information. The DC bus voltage and mains voltage are monitored as well as the voltage delivered to the motor. A thermal sensor mounted on the
heatsink for each rectifier module.
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Page 37
130BX187.10
No RFI relay on 525 - 690V
Units. E1 units have 2 RFI
cards
DC INDUCTOR
GND
L1
R
MK103
RS-485
MK102
DIGITAL INPUTS
MK101
ANALOG I/O
37203332292719181312
696861
555453504239
1
FK102
44
CONTROL
KEYPAD1
KEYPAD
DISPLAY
SL2T
L3
-
M
+
IU
IV
+
M
-
GND
U
V
W
-
M
IW
+
LINES
IW'
IV'
IU'
SENSORS
CURRENT
T
S
R
SCR
GATE DRIVER
R
S
T
R'
RFI OPTION
S+-
UN
UP
VN
VP
WN
WP
-
+
-
+
S'
T'
RST
-SCR
+SCR
POWER CARD
SOFTCHARGE BOARD
DISC/FUSE OPTION
R S
T
A
-DC
B
+DC
+DC
-DC
+
-
HF CARD
+
-
C
NC
NO
(DISABLE S RECTIFIER)
105
106
104
EXTERNAL BRAKE
TEMP SWITCH
HF SW
VDD
RL2
+
-
AUX FAN
FANS
R' S'
T'
R'
S'
T'
-
+
+
DC CAP BANK ASSY
ECONOPACK+ MODULE
CURRENT
SCALING
CARD
L1
L2
L1
L2
CC FAN
101
AUX_T
T
103
AUX_S
100
S
102
X2
X1
L1
L1
AUX_T
AUX_S
AUX_T
AUX_S
MK103
FK102
FK103
MK100
MK105
MK107
MK106
MK102
MK111
A
-DC
C
MK400
91
92
93
94
95
98
97
96
89
88
FANO
VDD
UDC+
UDC-
MK100
MK1
C
B
A
BAL CKT
FK1
FK2
FK3
FK4
FK5
FK6
MK1
MK1
MK2
A
C
A
B
RS+
RS-
MK3MK4
NTC
-
+
GATE RESISTOR CARD
EUP1
CUP1
GUP1
GLO1ELO1
OUT
IN
MK103
NTC
MK104
MK650
MK450
MK250
MK350
PRE TEST
MK550
GATE DRIVE CARD
RFI SW
RL2
VDD
MK101
MK850
MK750
MK103
U
MK102
MK106
MK100
MK105
MK109
EUP2
GUP2
CUP2
GLO2
ELO2
EUP3
GUP3
CUP3
GLO3
ELO3
HF SWITCH
RFI SWITCH
HF SWITCH
RFI SWITCH
18 PULSE NTC
FU1
FU2
FU3
PCA1
CBL2
PCA3
CBL5
PCA5
PCA8
PCA11
L1
CBANK1
SCR1
SCR2
SCR3
IGBT1
C2
C3
C4
L2
L3
L4
R1
SW1
RFI CARD
BRAKE OPTION
UDC-
UDC+
MK1
BRAKE GATE
RES CARD
GATE
EM
COL
BRAKE IGBT
EXT BRAKE
R+
82
81
R-
RESISTOR
IGBT4
+DC
PCA9
62
DOOR FAN
113
2
3
2
CN4
GND
FAN-
FAN+
1
1
2
3
2
3
CN2
FU4
COM
FAN TRANSFORMER
HEATSINK/DOOR
1
TR1
IN
OUT
3
2
CBL13
CBL14
CBL8
CBL9
CBL12
CBL15
CBL16
CBL17
CBL20
CBL21
CBL23
CBL22
CBL5
CBL15
CBL24
CBL9
CBL25
PCA4
CBL18
CBL19
LOAD SHARE OPTION
TB3
TB1
TB2
TB4
FU5
36
2
51
4
2
13
TMP
GND
3
21
6
5
4
3
2
1
3
5
41311
12 9
8
1
6
10
583
6
1
GND
VPOS
SENS
DET
IU1
VNEG
VPOS
IV1
VNEG
VPOS
IW1
VNEG
10
11
1
2
345
6
7
8
16
14
15
12
13
9
CUR
1
15
32
1
1
2
3
3
2
1
GUP
GUN
EUP
EUN
1
5
610
EVP
GVN
GVP
1
6
5
V
EVN
10
EWP
GWN
GWP
1
6
5
W
EWN
10
GLO1
EUP1
ELO1
U
GUP1
4
5
8
1
MK100
V
MK100
GUP2
4
EUP2
GLO2
8
5
ELO2
1
W
MK100
GUP3
4
EUP3
GLO3
8
5
ELO3
1
TMP+
TMP-
NTC
1
2
3
NTC1
NTC2
NTC
1
2
3
EUN
GUN
1
3
2
GUN
GUP
EUP
2
GUP
1
3
GVN
EVN
2
GVN
1
GVP
EVP
GVP
3
1
2
3
GWN
EWN
2
GWN
1
GWP
EWP
GWP
3
1
2
3
BRK
BRN
GBP
2
1
3
G2
E1/C2
4
6
1
1
5
6
BRK
BRK
BRC
BRN
GBP
E2
CN3
5
4
321
GRN
BLK
BLK
WHT
GRN
4
C1
BLK
BLK
6
6
5
HEATSINK
FAN CAPACITOR
FAN
HEATSINK
HS FAN ASSEMBLY
ORN
BLU
WHT
321
61
NCNOC
1
2
3
MK112
RELAY 1
44
1
MK110
AF-6
CARD
RELAY 2
456
CNONC
MK104
TEST CONNECTOR
1
30
NEMA 1,
UNITS ONLY.
FAN+
FAN-
64
65
1
123
2
3
FAN-
FAN+
2
3
1
2
3
1
TOP FAN
USED ON
CHASSIS AND
IP00 UNITS
ONLY.
CBL1
CN5
CN6
3x190831
27 Ohms
TOP FAN
USED ON
CHASSIS AND
IP00 UNITS
ONLY.
NEMA 12,
IP 21,
IP 54
Illustration 3.4: Rectifier circuit
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3.3.2 Intermediate Section
Following the rectifier section, voltage passes to the intermediate section. (See following illustration). This rectified voltage is smoothed by an LC filter circuit
consisting of the DC bus inductor and the DC bus capacitor banks per each inverter module.
The DC bus inductor provides series impedance to changing current. This aids the filtering process while reducing harmonic distortion to the input AC current
waveform normally inherent in rectifier circuits.
Each inverter module contains two DC capacitor bank assemblies consisting of up to eight capacitors arranged in series/parallel configuration. Also contained
within the assembly is the bleeder/balance circuitry. This circuitry maintains equal voltage drops across each capacitor and provides a current path for discharging
the capacitors once power has been removed from the frequency converter.
Also located in the intermediate section is the high frequency (HF) filter card for each inverter module. It contains a high frequency filter circuit to reduce naturall y
occurring currents in the HF range to prevent interference with other sensitive equipment in the area. The circuit, as with other RFI filter circuitry, can be sensitive
to unbalanced phase-to-earth voltages in the three-phase AC input line. This can occasionally result in nuisance overvoltage alarms. For this reason, the high
frequency filter card on 380–500 V range frequency converters, contains a set of relay contacts in the earth connection of the filter capacitors. The relay is tied
into the RFI/HF switch, which c an be switched on or off in par. SP-50 RFI Filter. This disconnects the earth references to all filters to eliminate nuisance overvoltage
conditions created by an unbalanced phase-to-earth voltages.
For 525–690 V frequency converters, the customer may not open the relay contacts to disconnect the earthing via par. SP-50 RFI Filter, but the relay automatically
opens based on the DC bus voltage to protect the drive.
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Page 39
Illustration 3.5: Intermediate and inverter sections
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3.3.3 Inverter Section
In the inverter section, gate signals are received from the control card (through the MDCIC), and sent to each inverter module's power card and the gate drive
card to the IGBT gates. (See illustration titledIntermediate and Inverter Sections).The output of each IGBT, connected in series, first passes through the current
sensors.
Once a run command and speed reference are present, the IGBTs begin switching to create the output waveform, as shown in the illustration below. Looking at
the phase-to-phase voltage waveform with an oscilloscope, it can be seen that the Pulse Width Modulation (PWM) principal creates a series of pulses which vary
in width. Basically, the pulses are narrower as zero crossing is approached and wider the farther from zero crossing. The width is controlled by the pulse duration
of applied DC voltage. Although the voltage waveform is a consistent amplitude, the inductance within the motor windings will serve to average the voltage
delivered and so, as the pulse width of the waveform varies, the average voltage seen by the motor varies as well. This then equates to the resultant current
waveform which takes on the sine wave shape that we expect to see in an AC system. The frequency of the waveform is then determined by the rate at which
the pulses occur. By employing a sophisticated control scheme, the frequency converter is capable of delivering a current waveform that nearly replicates a true
AC sine wave.
This waveform, as generated by the GE Advanced Vector Control PWM principle at the control card, provides optimal performance and minimal losses in the
motor.
Hall effect current sensors monitor the output current of each inverter module and deliver proportional signals via the power cards to the MDCIC where they are
summed and buffered and delivered to the control card. These current signals are used by the control card logic to determine proper waveform compensations
based on load conditions. They further serve to detect overcurrent conditions, including earth faults and phase-to-phase shorts on the output.
During normal operation, the power card and control card are monitoring various functions within the frequency converter. The current sensors provide current
feedback information. The DC bus voltage and mains voltage are monitored as well as the voltage delivered to the motor. A thermal sensor mounted inside the
middle IGBT module provides heatsink temperature feedback for each inverter module.
130BX136.10
Illustration 3.6: Output Voltage and Current Waveforms
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Illustration 3.7: Inverter section
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3.3.4 Brake Option
For frequency converters equipped with the dynamic brake option, two brake IGBTs along with terminals 81(R-) and 82(R+) are included in each inverter module
for connecting an external brake resistor(s).
The function of the brake IGBT (see Illustration Brake Option) is to limit the voltage in the intermediate circuit, whenever the maximum voltage limit is exceeded.
It does this by switching the externally mounted resistor across the DC bus to remove excess DC voltage present on the bus capacitors. Excess DC bus voltage is
generally a result of an overhauling load causing regenerative energy to be returned to the DC bus. This occurs, for example, when the load drives the motor
causing the voltage to return to the DC bus circuit.
Placing the brake resistor externally has the advantages of selecting the resistor based on application need, dissipating the energy outside of the Keypad, and
protecting the frequency converter from overheating if the brake resistor is overloaded.
The Brake IGBT gate signal originates on the control card and is delivered to the brake IGBTs via the MDCIC to each inverter module power card and gate drive
card. Additionally, the power and control cards monitor the brake IGBT and brake resistor connection for short circuits and overloads.
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Page 43
Illustration 3.8: Brake option
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Page 44
3.3.5 Cooling Fans
All frequency converters in this size range are equipped with cooling fans to provide airflow along the heatsinks and within the enclosures. All fans are powered
by mains voltage which is stepped down by autotransformers and regulated to 200 or 230 VAC by circuitry provided on the power cards. On/off and high/low
speed control of the fans is provided to reduce overall acoustical noise and extend the life of the fans.
Fans are activated by the following causes:
60% of nominal current exceeded
Specific heatsink temperature exceeded (power size dependent)
Specific power card ambient temperature exceeded
Specific control card ambient temperature exceeded
DC hold active
DC brake active
Pre-magnetization of the motor
Automatic motor adaptation in progress
Regardless of the heatsink temperature, the fans are started shortly after main input power is applied to the frequency converter.
Once fans are started, they will run for a minimum of 10 minutes.
3.3.6 Fan Speed Control
The cooling fans are controlled with sensor feedback which regulates fan operation and speed control as described below.
• IGBT thermal sensor measured temperature. The fan can be off, low speed, or high speed based on this temperature.
IGBT Thermal Sensor Temperature
Fan turn ON low speed
45° C
Fan low speed to high speed
50° C
Fan high speed to low speed
40° C
Fan turn OFF from low speed
30° C
Table 3.1: IGBT Thermal Sensor
• Power card ambient temperature sensor measured temperature. The fan can be off or high speed based on this temperature.
Power Card Ambient Temperature
Fan turn ON to high speed
45° C
Fan turn OFF from high speed
40° C
Fan turn ON to high speed
<10° C
Table 3.2: Power Card Ambient Temperature Sensor
• Control card thermal sensor measured temperature. The fan can be off or low speed based on this temperature.
Control Card Ambient Temperature
Fan turn ON to low speed
55° C
Fan turn OFF from low speed
45° C
Table 3.3: Control Card Thermal Sensor
• Output current value. If the output current is greater than 60% of rated current, the fan will turn on low speed.
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3.3.7 Load Sharing
Units with the built-in load sharing option contain terminals 89 (+) DC and 88 (-) DC. Within the frequency converter, these terminals connect to the DC bus in front
of the DC link reactor and bus capacitors.
The use of the load sharing terminals can take on two different configurations.
In one method, the terminals are used to tie the DC bus circuits of multiple frequency converters together. This allows for the possibility of one frequency converter
that is in a regenerative mode to share its excess bus voltage with another frequency converter that is in motoring mode. When applied correctly, this can reduce
the need for external dynamic brake resistors while also sa ving energy. In theory, the number of frequency converters that can be connected in this way is infinite;
however, the frequency converters must be of the same voltage rating. In addition, depending on the size and number of frequency converters, it may be necessary
to install DC reactors and DC fuses are required in the DC link connections and AC reactors on the mains. Attempting such a configuration requires specific
considerations .
In the second method, the frequency converter is powered exclusively from a DC source. This is a bit more complicated. First, a DC source is required. Second, a
means to soft charge the DC bus at power up is required. Last, a mains voltage source is required to power the fans within the frequency converter.
3.3.8 Specific Card Connections
Connector FK102, terminals 104, 105 and 106 located on the power cards, provide for the connection of an external temperature switch. The input could be used
to monitor the temperature of an external brake resistor. Two input configurations are possible. A normally closed switch may be connected between terminals
104 and 106 or a normally open switch between terminals 104 and 105. Should the input change states, the frequency converter would trip on an Alarm 27, Brake
IGBT Fault. The input SCRs would also be disabled to prevent further energy from being supplied to the DC bus. If no such input is used, or the normally open
configuration is selected, a jumper must be installed between terminals 104 and 106.
Connector FK103, terminals 100, 101, 102, and 103 located on the power cards, provide for the connection of mains voltage to allow powering the AC cooling
fans from an external source. This is required when the frequency converter is used in a load sharing application where no AC power is provided to the main input
terminals. To make use of this provision, the jumpers would be removed from terminals 100 and 102, 101 and 103. The auxiliary mains voltage power supply
would be connected to terminals 100 and 101.
The power card MK112, terminals 1, 2, and 3, and 4, 5, and 6 provide access to two auxiliary relays. The relays are wired to a terminal mounted in the inverter
cabinet above the MDCIC. These are form C sets of contacts, meaning one normally open and one normally closed contact on a single throw. The contacts are
rated for a maximum of 240 VAC, 2 Amps and a minimum of 24 VDC, 10 mA or 24 VAC, 100 mA. The relay can be programmed via par. E-24 Function Relay to
indicate frequency converter status.
Terminal positions on the power card labelled MK400 and MK103 are reserved for future use.
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4 Troubleshooting
4.1 Troubleshooting Tips
Before attempting to repair a frequency converter, here are some tips to follow to make the job easier and possibly prevent unnecessary damage to functional
components.
1. Ensure that no voltage is present on the frequency converter prior to troubleshooting. Check for the presence of AC input voltage and DC bus voltage
and ensure there is none before working on the unit. Remember that voltage may be present for as long as 40 minutes after removing power from
the unit. See the label on the front of the frequency converter door for the specific discharge time. Some points in the frequency converter are
referenced to the negative DC bus and are at bus potential even though it may appear on diagrams to be a neutral reference.
2. If any of the DC bus fuses are blown, always ensure no DC bus voltage is present on either side of the DC fuses. When any DC bus fuse is blown, capacitor
banks in the other inverter modules are no longer electrically connected. As a result, one inverter module may have stored voltage even when the rest
of the unit has none.
3. Darkened LED lights on the Keypad does not mean that the drive has no dangerous internal voltage. Do not assume the unit contains no voltage when
the indicator lights are off.
4. Never apply power to a unit that is suspected of being faulty. Many faulty components within the frequency converter can cause damage to other
components when power is applied. Always perform the procedure for testing the unit after repair as described in Section Test Procedures.
5. With an external power supply and cable assembly, the logic section of the frequency converter can be powered without applying power to the rest of
the unit. This method of power isolation is recommended for troubleshooting logic problems.
6. Never attempt to defeat any fault protection circuitry within the frequency converter. That w ill result in unnecessary component damage and may cause
personal injury.
7. Always use factory approved replacement parts. The frequency converter has been designed to operate within certain specifications. Incorrect parts
may affect tolerances and result in further damage to the unit.
8. Read the instruction and service manuals. A thorough understanding of the unit is the best approach. If ever in doubt, consult the factory or authorized
repair centre for assistance.
4.2 Exterior Fault Troubleshooting
There may be slight differences in servicing a frequency converter that has been operational for some extended period of time compared to a new installation.
When using proper troubleshooting procedures, make no assumptions. To assume a motor is wired properly because the frequency converter has been in service
for some time may cause you to overlook loose connections, improper programming, or added equipment, for example. It is best to develop a detailed approach,
beginning with a physical inspection of the system. See Table Visual Inspection for items to examine.
4.3 Fault Symptom Troubleshooting
This troubleshooting section is divided into sections based on the symptom being experienced. To start the following table provides a visual inspection check list.
Many times the root cause of the problem may be due to the way the frequency converter has been installed or wired. The check list provides guidance through
a variety of items to inspect during any frequency converter service process.
Next, symptoms are approached as the technician most commonly discovers them: reading an unrecognised frequency converter display, problems with motor
operation, or a warning or alarm displayed by the frequency converter. Remember, the frequency converter processor monitors inputs and outputs as well as
internal frequency converter functions, so an alarm or warning does not necessary indicate a problem within the frequency converter itself.
Each incident has further descriptions on how to troubleshoot that particular symptom. When necessary, further referrals are made to other parts of the manual
for additional procedures. The section Frequency Converter and Motor Applications presents detailed discussions on areas of frequency converter and system
troubleshooting that an experienced repair technician should understand in order to make effective diagnoses.
Finally, a list of tests called After Repair Tests is provided. These tests should always be performed when first starting a frequency converter, when approaching
a frequency converter that is suspected of being faulty, or anytime following a repair to the frequency converter.
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4.4 Visual Inspection
The table below lists a variety of conditions that require visual inspection as part of any initial troubleshooting procedure.
Inspect For Description
Auxiliary equipment Look for auxiliary equipment, switches, disconnects, or input fuses/circuit breakers that may reside on either the input
power side of frequency converter or the output side to motor. Examine the operation and condition of these items for
possible causes of operational faults. Check the function and installation of pressure sensors or encoders or other
devises that provide feedback to the frequency converter.
Cable routing Avoid routing motor wiring, mains wiring, and signal wiring in parallel. If parallel routing is unavoidable, try to maintain
a separation of 150-200 mm (6–8 inches) between the cables or separate them with an earthed conductive partition.
Avoid routing cables through free air. For unscreened cabling, run input power and motor power in separate conduit.
Control wiring Check for broken or damaged wires and connections. Check the voltage source of the signals. The use of screened
cable or a twisted pair is recommended. Ensure the screen is terminated correctly. For unscreened control wiring, run
in separate conduit from power cabling.
Drive cooling Check the operational status of all cooling fans. Check the door filters on NEMA 12 (IP54) units. Check for blockage or
constrained air passages. Make sure the bottom gland plate is installed.
Drive display Warnings, alarms, drive status, fault history and many other important items are available via the Keypad on the drive.
Drive interior The frequency conve rter interior must be free of dirt, metal chips, moisture, and corrosion. Check for burnt or damaged
power components or carbon deposits resulting from catastrophic component failure. Check for cracks or breaks in
the housings of power semiconductors, or pieces of broken component housings loose inside the unit.
EMC considerations Check for proper installation with regard to electromagnetic capability.
Environmental conditions
Under specific conditions, these units can be operated within a maximum ambient of 55° C (131° F). Humidity levels
must be less than 95% noncondensing. Check for harmful airborne contaminates such as sulphur based compounds.
Earthing The frequency converter requires a dedicated earth wire from its chassis to the building earth. It is also suggested that
the motor be earthed to the frequency converter chassis as well. The use of a conduit or mounting the frequency
converter onto a metal surface is not considered a suitable earth. Check for good earth connections that are tight and
free of oxidation.
Input power wiring Check for loose connections. Check for proper fusing. Check for blown fuses.
Motor Check the nameplate ratings of the motor. Ensure that the motor ratings coincide with the frequency converters. Make
sure that the frequency converter's motor parameters (P-##) are set according to the motor ratings.
Output to motor wiring Check for loose connections. Check for switching components in the output circuit. Check for faulty contacts in the
switch gear.
Programming Make sure that the frequency converter parameter settings are correct according to motor, application, and I/O con-
figuration.
Proper clearance Frequency converters require adequate top and bottom clearance to ensure proper air flow for cooling.
Vibration Look for any unusual amount of vibrat ion that the frequency converter may be subjected to. The unit should be moun ted
solidly or the use of shock mounts employed.
Table 4.1: Visual Inspection
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4.5 Fault Symptoms
4.5.1 No Display
To troubleshoot no display:
Check that power is supplied.
Cycle power to the unit.
Restore the drive. (See section Tips and Tricks.)
4.5.2 Intermittent Display
Cutting out or flashing of the entire display and power LED indicates that the power supply (SMPS) is shutting down as a result of being overloaded. This may be
due to improper control wiring or a fault within the frequency converter itself.
The first step is to rule out a problem in the control wiring. To do this, disconnect all control wiring by unplugging the control terminal blocks from the control car d.
If the display stays lit, then the problem is in the control wiring (external to the frequency converter). All control wiring should be checked for shorts or incorrect
connections.
If the display continues to cut out, follow the procedure for No Display as though the display were not lit at all.
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4.5.3 Motor Will not Run
In the event that this symptom is detected, first verify that the unit is properly powered up (display is lit) and that there are no warning or alarm messages displayed.
The most common cause of this is either incorrect control logic or an incorrectly programmed frequency converter. Such occurrences will result in one or more
of the following status messages being displayed.
Keypad Stop
The [Off] key has been pressed.
Press the [Auto ] or [Hand] key.
Standby
This indicates that there is no start signal at terminal 18.
Ensure that a start command is present at terminal 18. Refer to the Input Terminal Signal Test.
Run OK, 0 Hz
This indicates that a run command has been given to the frequency converter but the reference (speed command) is zero or missing.
Check the control wiring to ensure that the proper reference signal is present at the frequency converter input terminals and that the unit is properly programmed
to accept the signal provided. Refer to the Input Terminal Signal Test.
Off 1 (2 or 3)
This indicates that bit #1 (or #2, or #3) in the PROFIdrive control word is logic “0”. This will only occur when the frequency converter is being controlled via the
PROFIBBUS network.
A correct control word must be transmitted to the frequency converter over the communication bus to correct this.
STOP
One of the digital input terminals 18, 19, 27, 29, 32, or 33 (parameter E-0#) is programmed for Stop Inverse and the corresponding terminal is low (logic “0”).
Ensure that the above parameters are programmed correctly and that any digital input programmed for Stop Inverse is high (logic “1”).
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4.5.4 Incorrect Motor Operation
Occasionally, a fault can occur where the motor will continue to run, but not in the correct manner. The symptoms and causes may vary considerably. Many of
the possible problems are listed below by symptom along with recommended procedures for determining their causes.
Wrong speed/unit will not respond to command
Possible incorrect reference (speed command).
Ensure that the unit is programmed correctly according to the reference signal being used, and that all reference limits are set correctly as well.
Motor speed unstable
Possible incorrect parameter settings, faulty current feedback circuit, loss of motor (output) phase.
Check the settings of all motor parameters, including all motor compensation settings (Slip Compensation, Load Compensation, etc.) For Closed Loop operation,
check PID settings.
Motor runs rough
Possible over-magnetization (incorrect motor settings), or an IGBT misfiring. Note: Motor may also stall when loaded or the frequency converter may trip occa-
sionally on Alarm 13.
Check setting of all motor parameters.
Motor draws high current but cannot start
Possible open winding in motor or open phase in connection to motor.
Run an auto tune to check the motor for open windings and unbalanced resistance. Inspect all motor wiring connections.
Motor will not brake
Possible fault in the brake circuit. Possible incorrect setting in the brake parameters. The decel time too short. Note: May be accompanied by an alarm or warning
message.
Check all brake parameters and decel time (parameters B-0#).
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4.6 Alarms and Warnings
A warning or an alarm is signalled by the relevant LED on the front of the frequency converter and indicated by a code on the display.
A warning remains active until its cause is no longer present. Under certain circumstances operation of the motor may still be continued. Warning messages may
be critical, but are not necessarily so.
In the event of an alarm, the frequency converter will have tripped. Alarms must be reset to restart operation once their cause has been rectified. This may be
done in four ways:
1. By using the [Reset] control button on the Keypad.
2. Via a digital input with the “Reset” function.
3. Via serial communication/optional network.
4. By resetting automatically using the [Auto Reset] function.
NB!
After a manual reset using the [RESET] button on the Keypad, the [Auto] button must be pressed to restart the motor.
If an alarm cannot be reset, the reason may be that its cause has not been rectified, or the alarm is trip-locked (see also table on following page).
Alarms that are trip-locked offer additional protection, since the mains supply must be switched off before the alarm can be reset. After being switched back on,
the frequency converter is no longer blocked and may be reset as described above once the cause has been rectified.
Alarms that are not trip-locked can also be reset using the automatic reset function in par. H-04 Auto-Reset (Times) (Warning: automatic wake-up is possible!)
If a warning and alarm is marked against a code in the table on the following page, this means that either a warning occurs before an alarm, or it can be specified
whether it is a warning or an alarm that is to be displayed for a given fault.
This is possible, for instance, in par. F-10 Electronic Overload After an alarm or trip, the motor carries on coasting, and the alarm and warning flash on the frequency
converter. Once the problem has been rectified, only the alarm continues flashing.
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No. Description Warning Alarm/Trip Alarm/Trip Lock Parameter Reference
1 10 Volts low X
2 Live zero error (X) (X) AN-01
3 No motor (X) H-80
4 Mains phase loss (X) (X) (X) SP-12
5 DC link voltage high X
6 DC link voltage low X
7 DC over voltage X X
8 DC under voltage X X
9 Inverter overloaded X X
10 Motor Electronic Thermal Overload over temperature (X) (X) F-10
11 Motor thermistor over temperature (X) (X) F-10
12 Torque limit X X
13 Over Current X X X
14 Earth fault X X X
15 Hardware mismatch X X
16 Short Circuit X X
17 Control word timeout (X) (X) O-04
22 Hoist mechanical brake X
23 Internal fans X B-2#
24 External fans X SP-53
25 Brake resistor short-circuited X
26 Brake resistor power limit (X) (X) B-13
27 Brake chopper short-circuited X X
28 Brake check (X) (X) B-15
29 Heatsink temp X X X
30 Motor phase U missing (X) (X) (X) H-78
31 Motor phase V missing (X) (X) (X) H-78
32 Motor phase W missing (X) (X) (X) H-78
33 Inrush fault X X
34 Network communication fault X X
36 Mains failure X X
37 Phase imbalance X
38 Internal fault X X
39 Heatsink sensor X X
40 Overload of Digital Output Terminal 27 (X) E-00 & E-51
41 Overload of Digital Output Terminal 29 (X) E-00 & E-52
42 Overload of Digital Output on X30/6 or Overload of Digital
Output on X30/7
(X) E-56 & E-57
45 Earth fault 2 X X X
46 Power card supply X X
47 24 V supply low X X X
48 1.8 V supply low X X
49 Speed limit X X
50 Auto Tune calibration failed X
51 Auto Tune check U
nom
and I
nom
X
52 Auto Tune low I
nom
X
53 Auto Tune motor too big X
54 Auto Tune motor too small X
55 Auto Tune parameter out of range X
56 Auto Tune interrupted by user X
57 Auto Tune timeout X
58 Auto Tune internal fault X X
59 Current limit X
60 External interlock X X
61 Tracking Error (X) (X) H-20
62 Output Frequency at Maximum Limit X
63 Mechanical brake low (X) B-20
Table 4.2: Alarm/Warning code list
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No. Description Warning Alarm/Trip Alarm/Trip Lock Parameter Reference
64 Voltage Limit X
65 Control Board Over-temperature X X X
66 Heat sink Temperature Low X
67 Option Configuration has Changed X
68 Safe Stop Activated X E-07
69 Power card temperature X X
70 Illegal Drive configuration
71 PTC 1 safe stop X X X E-07
72 Dangerous failure X X X E-07
73 Safe stop auto restart X E-07
76 Power unit setup X
77 Reduced power mode X SP-59
78 Tracking error X H-24
79 Illegal PS config X X
80 Drive Restored to Default Value X
81 CSIV corrupt X
82 CSIV parameter error X
90 Feedback Monitor (X) (X) EC-61
91 Analog input 54 wrong settings X
92 No-Flow X X AP-2#
93 Dry Pump X X AP-2#
94 End of Curve X X AP-5#
95 Broken Belt X X AP-6#
96 Start Delayed X AP-7#
97 Stop Delayed X AP-7#
98 Clock Fault X K-7#
200 Fire mode (X) FB-00
201 Fire mode was active (X)
202 Fire mode limits exceeded (X)
243 Brake IGBT X X
244 Heatsink temperature X X X
245 Heatsink sensor X X
246 Power card supply X X
247 Power card temperature X X
248 Illegal PS config X X
250 New spare part X
251 New model number X X
Table 4.3: Alarm/Warning code list, continued..
(X) Dependent on parameter
LED indication
Warning yellow
Alarm flashing red
Trip locked yellow and red
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Alarm Word and Extended Status Word
Bit Hex Dec Alarm Word Warning Word Extended Status Word
0 00000001 1 Brake Check Brake Check Ramping
1 00000002 2 Pwr. Card Temp Pwr. Card Temp Auto Tune Running
2 00000004 4 Earth Fault Earth Fault Start CW/CCW
3 00000008 8 Ctrl.Card Temp Ctrl.Card Temp Slow Down
4 00000010 16 Ctrl. Word TO Ctrl. Word TO Catch Up
5 00000020 32 Over Current Over Current Feedback High
6 00000040 64 Torque Limit Torque Limit Feedback Low
7 00000080 128 Motor Th Over Motor Th Over Output Current High
8 00000100 256 Motor Electronic Thermal
Overload Over
Motor Electronic Thermal Overload
Over
Output Current Low
9 00000200 512 Inverter Overld. Inverter Overld. Output Freq High
10 00000400 1024 DC under Volt DC under Volt Output Freq Low
11 00000800 2048 DC over Volt DC over Volt Brake Check OK
12 00001000 4096 Short Circuit DC Voltage Low Braking Max
13 00002000 8192 Inrush Fault DC Voltage High Braking
14 00004000 16384 Mains ph. Loss Mains ph. Loss Out of Speed Range
15 00008000 32768 Auto Tune Not OK No Motor OVC Active
16 00010000 65536 Live Zero Error Live Zero Error
17 00020000 131072 Internal Fault 10V Low
18 00040000 262144 Brake Overload Brake Overload
19 00080000 524288 U phase Loss Brake Resistor
20 00100000 1048576 V phase Loss Brake IGBT
21 00200000 2097152 W phase Loss Speed Limit
22 00400000 4194304 Network Fault Network Fault
23 00800000 8388608 24 V Supply Low 24V Supply Low
24 01000000 16777216 Mains Failure Mains Failure
25 02000000 33554432 1.8V Supply Low Current Limit
26 04000000 67108864 Brake Resistor Low Temp
27 08000000 134217728 Brake IGBT Voltage Limit
28 10000000 268435456 Option Change Unused
29 20000000 536870912 Drive Restored Unused
30 40000000 1073741824 Safe Stop Unused
Table 4.4: Description of Alarm Word, Warning Word and Extended Status Word
The alarm words, warning words and extended status words can be read out via serial bus or optional network for diagnosis. See also par. DR-90 Alarm Word,
par. DR-92 Warning Word and par. DR-94 Ext. Status Word.
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4.6.1 Warning/Alarm List
WARNING 1, 10 Volts low:
The 10 V voltage from terminal 50 on the control card is below 10 V.
Remove some of the load from terminal 50, as the 10 V supply is overloaded.
Max. 15 mA or minimum 590 ohm.
Troubleshooting: Remove the wiring from terminal 50. If the warning clears,
the problem is with the customer wiring. If the warning does not clear, replace
the control card.
WARNING/ALARM 2, Live zero error:
This warning or alarm will only appear if programmed by the user in
par. AN-01 Live Zero Timeout Function . The signal on one of the analog inputs
is less than 50% of the minimum value programme d for that input. This con-
dition can be caused by broken wiring or faulty device sending the signal.
Troubleshooting: Check the connections on all the analog input terminals.
Control card terminals 53 and 54 for signals, terminal 55 common. OPCGPIO
General Purpose I/O Option Module terminals 11 and 12 for signals, terminal
10 common. OPCAIO analog I/O Option Module terminals 1, 3, 5 for signals,
terminals 2, 4, 6 common). Make sure that the frequency converter program-
ming and switch settings match the analog signal type.
WARNING/ALARM 3, No motor:
No motor has been connected to the output of the frequency converter.
Troubleshooting: Check the connection between the frequency converter
and the motor.
WARNING/ALARM 4, Mains phase loss:
A phase is missing on the supply side, or the mains voltage imbalance is too
high. This message also appears for a fault in the input rectifier on the fre-
quency converter. Options are programmed at par. SP-12 Function at Line
Imbalance.
Troubleshooting: Check the supply voltage and supply currents to the fre-
quency converter.
WARNING 5, DC link voltage high:
The intermediate circuit voltage (DC) is higher than the overvoltage limit of
the control system. The frequency converter is still active.
WARNING 6, DC link voltage low
The intermediate circuit voltage (DC) is below the undervoltage limit of the
control system. The frequency converter is still active.
WARNING/ALARM 7, DC over voltage:
If the intermediate circuit voltage exceeds the limit, the frequency converter
trips after a time.
Connect a brake resistor. Extend the ramp time
Troubleshooting:
• Connect a brake resistor
• Extend the ramp time
• Change the ramp type
• Activate functions in par. B-10 Brake Function
• Increase par. SP-26 Trip Delay at Drive Fault
Alarm/warning limits:
Voltage ranges 3 x 380 - 480/500 V 3 x 525 - 690 V
[VDC] [VDC]
Undervoltage 373 553
Voltage warning low 410 585
Voltage warning high (w/o
brake - w/brake)
810/840 1099/1109
Overvoltage 855 1130
The voltages stated are the intermediate circuit
voltage of the frequency converter with a tolerance of ± 5 %. The corresponding mains voltage is
the intermediate circuit voltage (DC-link) divided
by 1.35
WARNING/ALARM 8, DC under voltage:
If the intermediate circuit voltage (DC) drops below the “voltage warning low”
limit, the frequency converter checks if 24 V backup supply is connected.
If no 24 V backup supply is connected, the frequency converter trips after a
given time depending on the unit.
To check whether the supply voltage matches the frequency converter, see
Specifications.
Troubleshooting: Make sure that the supply voltage matches the frequency
converter voltage.
WARNING/ALARM 9, Inverter overloaded:
The frequency converter is about to cut out because of an overload (too high
current for too long). The counter for electronic, thermal inverter protection
gives a warning at 98% and trips at 100%, while giving an alarm. Reset
can-
not be performed before counter is below 90%.
The fault is that the frequency converter is overloaded by more than 100%
for too long.
Troubleshooting:
• Compare the output current shown on the Keypad with the fre-
quency converter rated current.
• Compare the output current shown on the Keypad with measured
motor current.
• Display the Thermal Drive Load on the Keypad and monitor the val-
ue.
• When running above the frequency converter continuous current
rating, the counter should increase.
• When running below the frequency converter continuous current
rating, the counter should decrease.
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WARNING/ALARM 10, Motor Electronic Thermal Overload over tempera-
ture:
According to the electronic thermal protection (Electronic Thermal Overload),
the motor is too hot. It can be chosen if the frequency converter is to give a
warning or an alarm when the counter reaches 100% in par. F-10 Electronic
Overload . The fault is that the motor is overloaded by more than 100% for
too long. Check that par. P-03 Motor Current is set correctly.
Troubleshooting:
• Check if motor is overheating.
• If the motor is mechanically overloaded.
• That the par. P-03 Motor Current is set correctly.
• Motor data in par. P-07 Motor Power [kW] through par. P-06 Base
Speed are set correctly.
• The setting in par. F-11 Motor External Fan.
• Run Auto Tune in par. P-04 Auto Tune.
WARNING/ALARM 11, Motor thermistor over temp:
The thermistor or the thermistor connection is disconnected. Choose if the
frequency converter is to give a warning or an alarm. Check that the ther-
mistor is connected correctly between terminal 53 or 54 (analog voltage input)
and terminal 50 (+ 10 Volts supply), or between terminal 18 or 19 (digital input
PNP only) and terminal 50. If a KTY sensor is used, check for correct connection
between terminal 54 and 55.
Troubleshooting:
• Check if motor is overheating.
• If the motor is mechanically overloaded.
• Check that the thermistor is connected correctly between terminal
53 or 54 (analog voltage input) and terminal 50 (+10 V supply), or
between terminal 18 or 19 (digital input PNP only) and terminal 50.
• If a KTY sensor is used, check for correct connection between ter-
minal 54 and 55.
• If using a thermal switch or thermistor, check the programming of
par. F-12 Motor Thermistor Input matches sensor wiring.
• If using a KTY sensor, check the programming of par. H-95 KTY Sen-
sor Type, par. H-96 KTY Thermistor Input and par. H-97 KTY Threshold
level match sensor wiring.
WARNING/ALARM 12, Torque limit:
The torque is higher than the value in par. F-40 Torque Limiter (Driving) (in
motor operation) or the torque is higher than the value in par. F-41 Torque
Limiter (Braking) (in regenerative operation). Par. SP-25 Trip Delay at Torque
Limit can be used to change this fro m a warning onl y condition to a warning
followed by an alarm.
WARNING/ALARM 13, Over Current:
The inverter peak current limit (approx. 200% of the rated current) is exceeded.
Turn off the frequency converter and check if the motor shaft can be turned
and if the motor size matches the frequency converter.
Troubleshooting:This fault may be caused by shock loading or fast acceler-
ation with high inertia loads. Turn off the frequency converter. Check if the
motor shaft can be turned. Make sure that the motor size matches the fre-
quency converter. Incorrect motor data in par. P-07 Motor Power [kW]
through par. P-06 Base Speed.
ALARM 14, Earth fault:
There is a discharge from the output phases to earth, either in the cable be-
tween the frequency converter and the motor or in the motor itself.
Turn off the frequency converter and remove the earth fault.
Troubleshooting:
Turn off the frequency converter and remove the earth fault.
Measure the resistance to earth of the motor leads and the motor
with a megohmmeter to check for earth faults in the motor.
ALARM 15, In-complete hardware:
A fitted option is not operational with the present control board hardware or
software. Record the value of the following parameters and contact your
GE supplier:
Par. ID-40 Drive Type
Par. ID-41 Power Section
Par. ID-42 Voltage
Par. ID-43 Software Version
Par. ID-45 Actual Typecode String
Par. ID-49 SW ID Control Card
Par. ID-50 SW ID Power Card
Par. ID-60 Option Mounted
Par. ID-61 Option SW Version
ALARM 16, Short-circuit:
There is short-circuiting in the motor or on the motor terminals.
Turn off the frequency converter and remove the short-circuit.
WARNING/ALARM 17, Control word timeout:
There is no communication to the frequency converter.
The warning will only be active when par. O-04 Control Word Timeout Func-
tion is NOT set to OFF.
If par. O-04 Control Word Timeout Function is set to Stop and Trip, a warning
appears and the frequency converter decels until it trips, while giving an
alarm.
Par. O-03 Control Word Timeout Time could possibly be increased.
Troubleshooting:
Check connections on the serial communication cable.
Increase par. O-03 Control Word Timeout Time.
Check the operation of the communication equipment.
Verify a proper installation based on EMC requirements.
WARNING 22, Hoist mechanical brake
The report value will show what kind it is.
0 = The torque reference was not reached before time-out.
1 = There was no brake feedback before the time-out.
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WARNING 23, Internal fan fault
The fan warning function is an extra protective function that checks if the fan
is running/mounted. The fan war ning can be disabled in par. SP-53 Fan Mon-
itor ([0] Disabled).
For the unit size 4x, 5x, and 6x frequency converters, the regulated voltage
to the fans is monitored.
Troubleshooting:
Check fan resistance.
Check soft charge fuses.
WARNING 24, External fan fault
The fan warning function is an extra protective function that checks if the fan
is running/mounted. The fan war ning can be disabled in par. SP-53 Fan Mon-
itor ([0] Disabled).
For the unit size 4x, 5x, and 6x frequency converters, the regulated voltage
to the fans is monitored.
Troubleshooting:
Check fan resistance.
Check soft charge fuses.
WARNING 25, Brake resistor short-circuited:
The brake resistor is monitored during operation. If it short-circuits, the brake
function is disconnected and the warning appears. The frequency converter
still works, but without the brake function. Turn off the frequency converter
and replace the brake resistor (see par. B-15 Brake Check.
ALARM/WARNING 26, Brake resistor power limit:
The power transmitted to the brake resistor is calculated as a percentage, as
a mean value over the last 120 s, on the basis of the resistance value of the
brake resistor (par. B-11 Brake Resistor (ohm)) and the intermediate circuit
voltage. The warning is active when the dissipated braking power is higher
than 90%. If Trip [2] has been selected in par. B-13 Braking Thermal Over-
load, the frequency converter cuts out and issues this alarm, when the dissi-
pated braking power is higher than 100%.
ALARM/WARNING 27, Brake chopper fault:
The brake transistor is monitored during operation and if it short-circuits, the
brake function disconnects and the warning comes up. The frequency con-
verter is still able to run, but since the brake transistor has short-circuited,
substantial power is transmitted to the brake resistor, even if it is inactive.
Turn off the frequency converter and remove the brake resistor.
This alarm/warning could also occur should the brake resistor overheat. Ter-
minal 104 to 106 are available as brake resistor. Klixon inputs, see section
Brake Resistor Temperature Switch.
Troubleshooting:
Warning: There is a risk of substantial power being trans-
mitted to the brake resistor if the brake transistor is short-
circuited.
ALARM/WARNING 28, Brake check failed:
Brake resistor fault: the brake resistor is not connected/working.
ALARM 29, Heatsink temp:
The maximum temperature of the heatsink has been exceeded. The temper-
ature fault will not be reset until the temperature falls below a defined heat-
sink temperature. The trip and reset point are different based on the fre-
quency converter power size.
Troubleshooting:
Ambient temperature too high.
Motor cable too long.
Incorrect clearance above and below the frequency converter.
Dirty heatsink.
Blocked air flow around the frequency converter.
Damaged heatsink fan.
For the unit size 4x, 5x, and 6x frequency converters, this alarm is based on
the temperature measured by the heatsink sensor mounted inside the IGBT
modules. For the unit size 6x frequency converters, this alarm can also be
caused by the thermal sensor in the rectifier module.
Check fan resistance.
Check soft charge fuses.
IGBT thermal sensor.
ALARM 30, Motor phase U missing:
Motor phase U between the frequency converter and the the motor is missing.
Turn off the frequency converter and check motor phase U.
ALARM 31, Motor phase V missing:
Motor phase V between the frequency converter and the motor is missing.
Turn off the frequency converter and check motor phase V.
ALARM 32, Motor phase W missing:
Motor phase W between the frequency converter and the motor is missing.
Turn off the frequency converter and check motor phase W.
ALARM 33, Inrush fault:
Too many power-ups have occurred within a short time period. Let the unit
cool to operating temperature.
See the chapter Specifications for the allowed number of power-ups within
one minute.
WARNING/ALARM 34, Network communication fault:
The network on the communication option card is not working.
WARNING 35, Out of frequency range:
This warning is active if the output frequency has reached par. H-72 Warning
Speed Low or p ar. H-7 3 Warning Speed High. If the frequency converter is set
to closed loop [3] in par. H-40 Configuration Mode, the warning is active in the
display. If the frequency converter is not in this mode bit 008000 Out of fre-
quency range in ex tended status word i s active but the re is no warning in the
display.
WARNING/ALARM 36, Mains failure
This warning/alarm is only active if the supply voltage to the frequency con-
verter is lost and par. SP-10 Line failure is NOT set to OFF. Check the fuses to
the frequency converter
ALARM 37, Phase imbalance:
There is a current imbalance between the units.
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ALARM 38, Internal fault:
Contact the local GE supplier.
0 Serial port cannot be restored. Serious hardware failure
256-258 Power EEPROM data is defect or too old
512 Control board EEPROM data is defect or too old
513 Communication time out reading EEPROM data
514 Communication time out reading EEPROM data
515 Application Orientated Control cannot recognize the EE-
PROM data
516 Cannot write to the EEPROM because a write command
is on progress
517 Write command is under time out
518 Failure in the EEPROM
519 Missing or invalid Barcode data in EEPROM
783 Parameter value outside of min/max limits
1024-1279 A can message that has to be sent, couldn't be sent
1281 Digital Signal Processor flash timeout
1282 Power micro software version mismatch
1283 Power EEPROM data version mismatch
1284 Cannot read Digital Signal Processor software version
1299 Option SW in slot A is too old
1300 Option SW in slot B is too old
1301 Option SW in slot C0 is too old
1302 Option SW in slot C1 is too old
1315 Option SW in slot A is not supported (not allowed)
1316 Option SW in slot B is not supported (not allowed)
1317 Option SW in slot C0 is not supported (not allowed)
1318 Option SW in slot C1 is not supported (not allowed)
1379 Option A did not respond when calculating Platform Ver-
sion.
1380 Option B did not respond when calculating Platform Ver-
sion.
1381 Option C0 did not respond when calculating Platform
Version.
1382 Option C1 did not respond when calculating Platform
Version.
1536 An exception in the Application Orientated Control is reg-
istered. Debug information written in Keypad
1792 DSP watchdog is active. Debugging of power part data
Motor Orientated Control data not transferred correctly
2049 Power data restarted
2064-2072 H081x: option in slot x has restarted
2080-2088 H082x: option in slot x has issued a powerup-wait
2096-2104 H083x: option in slot x has issued a legal powerup-wait
2304 Could not read any data from power EEPROM
2305 Missing SW version from power unit
2314 Missing power unit data from power unit
2315 Missing SW version from power unit
2316 Missing io_statepage from power unit
2324 Power card configuration is determined to be incorrect at
power up
2325 A power card has stopped communicating while main
power is applied
2326 Power card configuration is determined to be incorrect
after the delay for power cards to register
2327 Too many power card locations have been registered as
present
2330 Power size information between the power cards does
not match
2561 No communication from DSP to ATACD
2562 No communication from ATACD to DSP (state running)
2816 Stack overflow Control board module
2817 Scheduler slow tasks
2818 Fast tasks
2819 Parameter thread
2820 Keypad Stack overflow
2821 Serial port overflow
2822 USB port overflow
2836 cfListMempool to small
3072-5122 Parameter value is outside its limits
5123 Option in slot A: Hardware incompatible with Control
board hardware
5124 Option in slot B: Hardware incompatible with Control
board hardware
5125 Option in slot C0: Hardware incompatible with Control
board hardware
5126 Option in slot C1: Hardware incompatible with Control
board hardware
5376-6231 Out of memory
ALARM 39, Heatsink sensor
No feedback from the heatsink temperature sensor.
The signal from the IGBT thermal sensor is not available on the power card.
The problem could be on the po wer card, on the gate drive card, or the ribbon
cable between the power card and gate drive card.
WARNING 40, Overload of Digital Output Terminal 27
Check the load connected to terminal 27 or remove the short-circuit con-
nection. Check par. E-00 Digital I/O Mode and par. E-51 Terminal 27 Mode.
WARNING 41, Overload of Digital Output Terminal 29
Check the load connected to terminal 29 or remove the short-circuit con-
nection. Check par. E-00 Digital I/O Mode and par. E-52 Terminal 29 Mode
WARNING 42, Overload of Digital Output on X30/6 or Overload of Digital
Output on X30/7
For X30/6, check the load connected to X30/6 or remove the short-circuit
connection. Check par. E-56 Term X30/6 Digi Out (OPCGPIO)(OPCGPIO General
Purpose I/O Option Module).
For X30/7, check the load connected to X30/7 or remove the short-circuit
connection. Check par. E-57 Term X30/7 Digi Out (OPCGPIO) (OPCGPIO General
Purpose I/O Option Module).
ALARM 46, Power card supply
The supply on the power card is out of range.
There are three power supplies generated by the switch mode power supply
(SMPS) on the power card: 24 V, 5V, +/- 18V. When powered with 24 VDC with
the OPC24VPS 24 V DC External Supply Module option, only the 24 V and 5 V
supplies are monitored. When powered with three phase mains voltage, all
three supplied are monitored.
WARNING 47, 24 V supply low:
The external 24 V DC backup power supply may be overloaded, otherwise
contact the local GE supplier.
WARNING 48, 1.8 V supply low:
The 1.8 Volt DC supply used on the control card is outside of allowable limits.
The power supply is measured on the control card.
ALARM 49, Speed Limit:
When the speed is not within the specified range in par. F-18 Motor Speed
Low Limit [RPM] and par. F-17 Motor Speed High Limit [RPM] the drive will
show a warning. When the speed is below the specified limit in par. H-36 Trip
Speed Low [RPM] (except when starting or stopping) the drive will trip.
ALARM 50, Auto Tune calibration failed:
Contact the local GE supplier.
ALARM 51, Auto Tune check Unom and Inom:
The setting of motor voltage, motor current, and motor power is presumably
wrong. Check the settings.
ALARM 52, Auto Tune low Inom:
The motor current is too low. Check the settings.
ALARM 53, Auto Tune motor too big:
The motor is too big for the Auto Tune to be carried out.
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ALARM 54, Auto Tune motor too small:
The motor is too small for the Auto Tune to be carried out.
ALARM 55, Auto Tune parameter out of range:
The parameter values found from the motor are outside acceptable range.
ALARM 56, Auto Tune interrupted by user:
The Auto Tune has been interrupted by the user.
ALARM 57, Auto Tune timeout:
Try to start the Auto Tune again a number of times, until the Auto Tune is
carried out. Please note that repeated runs may heat the motor to a level
where the resistance Rs and Rr are increased. In most cases, however, this is
not critical.
ALARM 58, Auto Tune internal fault:
Contact the local GE supplier.
WARNING 59, Current limit:
The current is higher than the value in par. F-43 Current Limit
WARNING 60, External interlock:
External interlock has been activated. To resume normal operation, apply 24
V DC to the terminal programmed for external interlock and reset the fre-
quency converter (via serial communication, digital I/O, or by pressing reset
button on keypad).
WARNING 61, Tracking error
An error has been detected between the calculated motor speed and the
speed measurement from the feedback device. The function for Warning/
Alarm/ Disable is set in par. H-20 Motor Feedback Loss Function, error setting
in par. H-21 Motor Feedback Speed Error, and the allowed error time in
par. H-22 Motor Feedback Loss Timeout. During a commissioning procedure
the function may be effective.
WARNING 62, Output Frequency at Maximum Limit:
The output frequency is higher than the value set in par. F-03 Max Output
Frequency 1
ALARM 63, mechanical brake Low
The actual motor current has not exceeded the release-brake current within
the start-delay time window.
WARNING 64, Voltage Limit:
The load and speed combination demands a motor voltage higher than the
actual DC link voltage.
WARNING/ALARM/TRIP 65, Control Card Over Temperature:
Control card over temperature: The cut-out temperature of the control card
is 80° C.
WARNING 66, Heatsink Temperature Low:
This warning is based on the temperature sensor in the IGBT module. See
section Ratings tables for the temperature reading that will trigger this warn-
ing.
Troubleshooting:
The heatsink temperature measured as 0° C could indicate that the temper-
ature sensor is defective, thereby causing the fan speed to increase to the
maximum. If the sensor wire between the IGBT and the gate drive card is
disconnected, this warning is produced. Also, check the IGBT thermal sensor.
ALARM 67, Option Configuration has Changed:
One or more options has either been added or removed since the last power-
down.
ALARM 68, Safe Stop Activated:
Safe Stop has been activated. To resume normal operation, apply 24 V DC to
terminal 37, then send a reset signal (via Bus, Digital I/O, or by pressing [RE-
SET]). For correct and safe use of the Safe Stop function follow the related
information and instructions in the Design Guide
ALARM 69, Power card temperature
The temperature sensor on the power card is either too hot or too cold. See
the ratings table in Section 1.9 for the high and low temperatures that can
cause this alarm.
Troubleshooting:
Check the operation of the door fans. Make sure that the filters for the door
fans are not blocked. Make sure that the gland plate is properly installed on
IP21 and IP54 (NEMA 1 and NEMA 12) frequency converters.
ALARM 70, Illegal Frequency Configuration:
Actual combination of control board and power board is illegal.
Warning 73, Safe stop auto restart:
Safe stopped. Note that with automatic restart enabled, the motor may start
when the fault is cleared.
WARNING 76, Power Unit Setup
The required number of power units does not match the detected number of
active power units.
Troubleshooting:
When replacing a unit size 6X module this will occur if the power specific data
in the module power card does not match the rest of the drive. Please confir m
the spare part and its power card are the correct part number.
WARNING 77, Reduced power mode:
This warning indicates that the drive is operating in reduced power mode (i.e.
less than the allowed number of inverter sections). This warning will be gen-
erated on power cycle when the drive is set to run with fewer inverters and
will remain on.
ALARM 78, Tracking error:
The difference between set point value and actual value has exceeded the
value in par. H-25 Tracking Error. Disable the function by par. H-24 Tracking
Error Function or select an alarm/warning also in par. H-24 Tracking Error
Function. Investigate the mechanics around the load and motor, Check feed-
back connections from motor – encoder – to drive. Select motor feedback
function in par. H-20 Motor Feedback Loss Function. Adjust tracking error band
in par. H-25 Tracking Error and par. H-27 Tracking Error Ramping.
ALARM 79, Illegal power section configuration:
The scaling card is the incorrect part number or not installed. Also, the MK10 2
connector on the power card is not installed.
ALARM 80, Restore to Default Value:
Parameter settings are restored to default setting after a manual (three-fin-
ger) reset.
WARNING 81, CSIV corrupt:
CSIV file has syntax errors.
WARNING 82, CSIV parameter error:
CSIV has failed to record a parameter.
ALARM 91, Analog input 54 wrong settings:
Switch S202 must be set in the position OFF (voltage input) when a KTY sensor
is connected to analog input terminal 54.
ALARM 92, No flow:
A no-load situation has been detected in the system. See parameter group
AP-2#.
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ALARM 93, Dry pump:
A no-flow situation and high speed indicate that the pump has run dry. See
parameter group AP-2#.
ALARM 94, End of curve:
Feedback stays lower than the setpoint which may indicate leakage in the
pipe system. See parameter group AP-5#.
ALARM 95, Broken belt:
Torque is below the torque level set for no load, indicating a broken belt. See
parameter group AP-6#.
Warning 96, Start Delayed:
A start signal is suppressed because the time that has passed since last ac-
cepted start is less than the minimum time programmed in p ar. AP-76 Interval
between Starts.
Warning 97, Stop Delayed:
A stop signal is suppressed because the motor has been running less time
than the minimum time programmed in par. AP-77 Minimum Run Time.
WARNING 98, Clock fault:
Clock Fault. The time is not set or the RTC clock (if mounted) has failed. See
parameter group K-7#.
WARNING 200, Fire mode:
The input command fire mode is active. See parameter group FB-0#.
WARNING 201, Fire mode was active:
Fire mode has been active. See parameter group K-7#.
WARNING 202, Fire mode limits exceeded:
One or more warranty voiding alarms have been suppressed during fire mode
operation. See parameter group K-7#.
ALARM 243, Brake IGBT:
This alarm is only for unit size 6x frequency converters. It is equivalent to Alarm
27. The report value in the alarm log indicates which power module generated
the alarm:
1 = left most inverter module.
2 = middle inverter module in 62 or 64 drive.
2 = right inverter module in 61 or 63 drive.
3 = right inverter module in 62 or 64 drive.
5 = rectifier module.
ALARM 244, Heatsink temperature
This alarm is only for unit size 6x frequency converters. It is equivalent to Alarm
29. The report value in the alarm log indicates which power module generated
the alarm:
1 = left most inverter module.
2 = middle inverter module in 62 or 64 drive.
2 = right inverter module in 61 or 63 drive.
3 = right inverter module in 62 or 64 drive.
5 = rectifier module.
ALARM 245, Heatsink sensor
This alarm is only for unit size 6x frequency converters. It is equivalent to Alarm
39. The report value in the alarm log indicates which power module generated
the alarm:
1 = left most inverter module.
2 = middle inverter module in 62 or 64 drive.
2 = right inverter module in 61 or 63 drive.
3 = right inverter module in 62 or 64 drive.
5 = rectifier module.
ALARM 246, Power card supply
This alarm is only for unit s ize 6x frequency converters. It is equival ent to Alarm
46. The report value in the alarm log indicates which power module generated
the alarm:
1 = left most inverter module.
2 = middle inverter module in 62 or 64 drive.
2 = right inverter module in 61 or 63 drive.
3 = right inverter module in 62 or 64 drive.
5 = rectifier module.
ALARM 247, Power card temperature
This alarm is only for unit s ize 6x frequency converters. It is equival ent to Alarm
69. The report value in the alarm log indicates which power module generated
the alarm:
1 = left most inverter module.
2 = middle inverter module in 62 or 64 drive.
2 = right inverter module in 61 or 63 drive.
3 = right inverter module in 62 or 64 drive.
5 = rectifier module.
ALARM 248, Illegal power section configuration
This alarm is only for unit s ize 6x frequency converters. It is equival ent to Alarm
79. The report value in the alarm log indicates which power module generated
the alarm:
1 = left most inverter module.
2 = middle inverter module in 62 or 64 drive.
2 = right inverter module in 61 or 63 drive.
3 = right inverter module in 62 or 64 drive.
5 = rectifier module.
ALARM 250, New spare part:
The power or switch mode power supply has been exchanged. The frequency
converter model number must be restored in the EEPROM. Select the correct
model number in par. SP-23 Typecode Setting according to the label on the
unit. Remember to select ‘Save to EEPROM’ to complete.
ALARM 251, New model number:
The frequency converter has got a new model number.
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4.7 After Repair Tests
Following any repair to a frequency converter or testing of a frequency converter suspected of being faulty, the following procedure must be followed to ensure
that all circuitry in the frequency converter is functioning properly before putting the unit into operation.
1. Perform visual inspection procedures as described in the table Visual Inspection.
2. Perform static test on the drive as described in Static Test Procedures.
3. Remove the three output motor bus bars from each inverter module.
4. Connect a 610 – 800 VDC power supply to the switch mode power supply (SMPS) input to each module using the test cable 6KAF6H8766.
5. Apply power to the SMPS and observe that the display lights up properly. (The fans will not operate when powered in this manner.)
6. Give the frequency converter a run command (press Hand) and slowly increase the reference (speed command) to approximately 40 Hz.
7. Using the Signal Test Board 6KAF6H8437 and an oscilloscope, check the waveform at pins 25 - 30 with the scope referenced to pin 4. This procedure
must be performed on each inverter module. Each waveform should approximate the illustration below.
8. Connect a 24 VDC power supply to the DC bus of the drive. This can be done on the DC bus output of the rectifier module or the bus bars connecting to
the top side of the DC fuses on any of the inverter modules.
9. Observe the phase to phase waveform on the output bus bars of each phase of each inverter module. This waveform should appear the same as the
normal output waveform of a properly operating drive, except that the amplitude will be 24 V instead of the full output voltage of a normal drive.
10. Press the OFF key of the frequency converter, disconnect power from both power supplies, and reinstall jumper connectors to the SMPS input plugs on
all modules.
11. Reinstall the motor output bus bars on all inverter modules.
12. Apply AC power to the drive.
13. Apply a start command to the drive. Adjust the speed to a nominal level. Observe that the motor is running properly
14. Using a clamp-on style current meter, measure the output current on each phase. All currents should be balanced.
Illustration 4.1: After repair waveform: 2v/div 100us/div run at 10 Hz
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5 Frequency Converter and Motor Applications
5.1 Torque Limit, Current Limit, and Unstable Motor Operation
Excessive loading of the frequency converter may result in warning or tripping on torque limit, overcurrent, or inverter time. This is not a concern if the frequency
converter is properly sized for the application and intermittent load conditions cause anticipated operation in torque limit or an occasional trip. However, nuisance
or unexplained occurrences may be the result of improperly setting specific parameters. The following parameters are important in matching the frequency
converter to the motor for optimum operation. These setting need careful attention.
Par. H-43 Torque Characteristics sets the mode in which the frequency converter will operate.
Parameters P-02 through P-08 match the frequency converter to the motor and adapt to the motor characteristics.
Parameters F-41 and SP-25 set the torque control features of the frequency converter for the application.
Par. H-40 Configuration Mode sets the frequency converter for open or closed loop operation or torque mode operation. In a closed loop configuration, a feedback
signal controls the frequency converter speed. The settings for the PID controller play a key role for stable operation in closed loop, as described in the Operating
Instructions. In open loop, the frequency converter calculates the torque requirement based on current measurements of the motor.
Par. H-43 Torque Characteristics sets the frequency converter for constant or variable torque operation. It is imperative that the correct torque characteristic is
selected, based on the application. If, for example, the load type is constant torque, such as a conveyor, and variable torque is selected, the frequency converter
may have great difficulty starting the load, if started at all. Consult the factory if uncertain about the torque characteristics of an application.
Parameters P-02 through P-07 configure the frequency converter for the connected motor. These are motor power, voltage, frequency, current, and rated motor
speed. Accurate setting of these parameters is very important. Enter the motor data required as listed on the motor nameplate. For effective and efficient load
control, the frequency converter relies on this information for calculating the output waveform in response to the changing demands of the application.
Par. P-04 Auto Tune activates the automatic motor adaptation (auto tune) function. When auto tune is performed, the frequency converter measures the electrical
resistance of the motor stator windings, R1. Since Auto Tune in 6X drives can not calculate R2, X1, X2, and Xm (par. P-31 Rotor Resistance (Rr) to par. P-35 Main
Reactance (Xh)) they must be requested from the motor manufacturer the optimal performance of the drive data. Par. P-31 Rotor Resistance (Rr) and par. P-35 Main
Reactance (Xh), as stated, should be set by the values supplied by the motor manufacturer, or left at the factory default values.
Never adjust these parameters to random values even though it may seem
to improve operation. Such adjustments can result in unpredictable operation
under changing conditions.
Par. F-41 Torque Limiter (Braking) sets the limit for frequency converter torque. The factory setting is 160% for AF-650 GP series and 110% for AF-600 FP series
and will vary with motor power setting. For example, a frequency converter programmed to operate a smaller rated motor will yield a higher torque limit value
than the same frequency converter programmed to operate a larger size motor. It is important that this value not be set too low for the requirements of the
application. In some cases, it may be desirable to have a torque limit set at a lesser value. This offers protection for the application in that the frequency converter
will limit the torque. It may, however, require higher torque at initial start up. Under these circumstances, nuisance tripping may occur.
Par. SP-25 Trip Delay at Torque Limit works in conjunction with torque limit. This parameter select s the length of time the frequency converter operates in torque
limit prior to a trip. The factory default value is off. This means that the frequency converter will not trip on torque limit, but it does not mean it will never trip from
an overload condition. Built into the frequency converter is an internal inverter thermal protection circuit. This circuit monitors the output load on the inverter. If
the load exceeds 100% of the continuous rating of the frequency converter, a timer is activated. If the load remains excessive long enough, the frequency converter
will trip on inverter time. Adjustments cannot be made to alter this circuit. Improper parameter settings effecting load current can result in premature trips of this
type. The timer can be displayed.
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5.1.1 Overvoltage Trips
This trip occurs when the DC bus voltage reaches its DC bus alarm voltage high (see ratings tables in introductory section). Prior to the trip, the frequency converter
will display a high voltage warning. Most times an over voltage condition is due to fast deceleration ramps with respect to the inertia of the load. During deceleration
of the load, inertia of the system acts to sustain the running speed. Once the motor frequency drops below the running speed, the load begins overhauling the
motor. At this point the motor becomes a generator and starts returning energy to the frequency converter. This is called regenerative energy. Regeneration
occurs when the speed of the load is greater than the commanded speed. This return voltage is rectified by the diodes in the IGBT modules and raises the DC bus.
If the amount of returned voltage is too high, the frequency converter will trip.
There are a few ways to overcome this situation. One method is to reduce the deceleration rate so it takes longer for the frequency converter to decelerate. A
general rule of thumb is that the frequency converter can only decelerate the load slightly faster than it would take for the load to naturally coast to a stop. A
second method is to allow the overvoltage control circuit to take care of the deceleration ramp. When enabled the overvoltage control circuit regulates deceleration
at a rate that maintains the DC bus voltage at an acceptable level. One caution with overvoltage control is that it will not make corrections to unrealistic ramp
rates. For example, if the deceleration ramp needs to be 100 seconds due to the inertia, and the ramp rate is set at 3 seconds, overvoltage control will initially
engage and then disengage and allow the frequency converter to trip. This is purposely done so the units operation is not misinterpreted. A third method in
controlling regenerated ene rgy is with a dynamic brake. The frequency conv erter monitors the level of the DC bus. Should the level become too high, the frequency
converter switches the resistor across the DC bus and dissipates the unwanted energy into the external resistor bank mounted outside of the frequency converter.
This will actually increase the rate of deceleration.
Less often is the case that the overvoltage condition is caused by the load while it is running at speed. In this case the dynamic brake option can be used or the
overvoltage control circuit. It works with the load in this way. As stated earlier, regeneration occurs when the speed of the load is greater than the commanded
speed. Should the load become regenerative while the frequency converter is running at a steady state speed, the overvoltage circuit will increase the frequency
to match the speed of the load. The same restriction on the amount of influence applies. The frequency converter will add about 10% to the base speed before
a trip occurs. Otherwise, the speed could continue to rise to potentially unsafe levels.
5.1.2 Mains Phase Loss Trips
The frequency converter actually monitors phase loss by monitoring the amount of ripple voltage on the DC bus. Ripple voltage on the DC bus is a product of a
phase loss. The main concern is that ripple voltage causes overheating in the DC bus capacitors and the DC coil. Left unchecked, the lifetime of the capacitors
and DC coil would be drastically reduced.
When the input voltage becomes unbalanced or a phase disappears completely, the ripple voltage increases causing the frequency converter to trip and issue
an Alarm 4. In addition to missing phase voltage, increased bus ripple can be caused by a line disturbance or imbalance. Line disturbances may be caused by
line notching, defective transformers or other loads that may be effecting the form factor of the AC waveform. Mains imbalances which exceed 3% cause sufficient
DC bus ripple to initiate a trip.
Output disturbances can have the same effect of increased ripple voltage on the DC bus. A missing or lower than normal output voltage on one phase can cause
increased ripple on the DC bus. Should a mains imbalance trip occur, it is necessary to check both the input and output voltage of the frequency converter.
Severe imbalance of supply voltage or phase loss can easily be detected with a voltmeter. Line disturbances most likely need to be viewed on an oscilloscope.
Conduct tests for input imbalance of supply voltage, input waveform, and output imbalance of supply voltage as described in the chapter Troubleshooting.
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5.1.3 Control Logic Problems
Problems with control logic can often be difficult to diagnose, since there is usually no associated fa ult indication. The typical complaint is simply that the frequency
converter does not respond to a given command. There are two basic commands that must be given to any frequency converter in order to obtain an output.
First, the frequency converter must be told to run (start command). Second, the frequency converter must be told how fast to run (reference or speed command).
The frequency converters are designed to accept a variety of signals. First determine what types of signals the frequency converter is receiving. There are six
digital inputs (terminals 18, 19, 27, 29, 32, 33), two analog inputs (53 and 54), and the network (68, 69). The presence of a correct reading will indicate that the
desired signal has been detected by the microprocessor of the frequency converter. See the chapter Frequency Converter Inputs and Outputs.
Using the status information displayed by the frequency converter is the best method of locating problems of this nature. By selecting within parameter group
K-2# Keypad Display, line 2 or 3 of the display can be set to indicate the signals coming in. The presence of a correct reading indicates that the desired signal is
detected by the microprocessor of the frequency converter. This data also may be read in parameter group DR-6#.
If there is not a correct indication, the next step is to determine whether the signal is present at the input terminals of the frequency converter. This can be
performed with a voltmeter or oscilloscope in accordance with the 6.3.16, Input Terminal Signal Test.
If the signal is present at the terminal, the control card is defective and must be replaced. If the signal is not present, the problem is external to the frequency
converter. The circuitry providing the signal along with its associated wiring must then be checked.
5.1.4 Programming Problems
Difficulty with frequency converte r operation can be a result of improper programming of the frequency converter parameters. Three areas where programming
errors may affect drive and motor operation are motor settings, references and limits, and I/O configuration. See section Frequency Converter Inputs and Out-
puts.
The frequency converter must be set up correctly for the motor(s) connected to it. Parameters P-02 - P-07 must have data from the motor nameplate entered
into the frequency converter. This enables the frequency converter processor to match the frequency converter to power characteristics of the motor. The most
common result of inaccurate motor data is the motor drawing higher than normal amounts of current to perform the task expected of it. In such cases, setting
the correct values for these parameters and performing the auto tune function will usually solve the problem.
Any references or limits set incorrectly will result in less than acceptable frequency converter performance. For instance, if maximum reference is set too low, the
motor will be unable to reach full speed. These parameters must be set according to the requirements of the particular installation. References are set in the
parameter group F-5#.
Incorrectly set I/O configuration usually results in the frequency converter not responding to the function as commanded. It must be remembered that for every
control terminal input or output, there are corresponding parameters settings. These determine how the frequency converter responds to an input signal or the
type of signal present at that output. Utilising an I/O function must be thought of as a two step process. The desired I/O terminal must be wired properly, and the
corresponding parameter must be set accordingly. Control terminals are programmed in the E-0# and AN-0# parameter groups.
5.1.5 Motor/Load Problems
Problems with the motor, motor wiring or mechanical load on the motor can develop in a number of ways. The motor or motor wiring can develop a phase-to-
phase or phase-to-earth short resulting in an alarm indication. Checks must be made to determine whether the problem is in the motor wiring or the motor itself.
Ensure that the motor wiring from the drive meets the unit size 6x requirements detailed in the high power operating instructions manual.
A motor with unbalanced, or non-symmetrical, impedances on all three phases can result in uneven or rough operation, or unbalanced output currents. Meas-
urements should be made with a clamp-on style ammeter to determine whether the current is balanced on the three output phases.
An incorrect mechanical load will usually be indicated by a torque limit alarm or warning. Disconnecting the motor from the load, if possible, can determine if this
is the case.
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Quite often, the indications of motor problems are similar to those of a defect in the frequency converter itself. To determine whether the problem is internal or
external to the frequency converter, disconnect the motor from the frequency converter output terminals. If the three voltage measurements are balanced, the
frequency converter is functioning correctly. The problem therefore is external to the frequency converter.
If the voltage measurements are not balanced, the frequency converter is malfunctioning. This typically means that one or more output IGBT is not switching on
and off correctly. This can be a result of a defective IGBT or gate signal from the gate drive card.
5.2 Internal Frequency Converter Problems
The vast majority of problems related to failed frequency converter power components can be identified by performing a visual inspection and the static tests as
described in the test section. There are, however, a number of possible problems that must be diagnosed in a different manner. The following discusses many of
the most common of these problems.
5.2.1 Overtemperature Faults
Overtemperature faults in the drive are typically the result of blocked airflow or a faulty cooling fan. The overtemperature alarm message displayed indicates
where the fault exists.
Alarm 244, Heatsink Overtemperature. This normally indicates a heatsink fan not functioning. While an overtemperature alarm message is displayed, all cooling
fans should be operating at full speed. Check the fans prior to resetting the drive to determine the fault location.
Alarm 247, Power Card Overtemperature. This normally indicates that the ambient temperature inside the drive enclosure is too high. Check all air passages to
ensure that nothing is obstructing the air flow. Also check the filters for the door fans and clean or replace if necessary.
With either of these alarms, the report value in the Alarm Log displays which module experienced the overtemperature condition.
5.2.2 Open (Blown) Fuses
Open (Blown) Fuses
The drive contains fuses protecting internal circuits from excessive damage in the event of a component failure. It must be emphasized that an open fuse is an
indication of a problem in that circuit. Do not replace an open fuse and apply power to the drive without checking for short circuits or component failures. See
the following descriptions for details.
Mains Input Fuses
An open mains input fuse typically indicates that there is a shorted power component in either the rectifier or inverter circuits. Perform the static test procedures
to locate the failed component(s).
Soft Charge Fuses
Each soft charge card contains three fuses which are in series with the AC input to the card. This AC input powers the soft charge circuit. It also connects to the
power card in each inverter module to supply power for the fans.
An open soft charge fuse can indicate a short in either the soft charge rectifier or the fan transformer supplied by that soft charge card. To locate the source of
the problem, perform the static test procedure for the soft charge rectifier and the fan continuity test.
Fan Fuse
The fan fuse on each inverter module protects the fan circuitry from excessive damage in the event of a failure in the heatsink or door fans. Perform the fan
continuity test to determine the location of the defective fan.
DC Supply Fuse
The DC bus connection to each power card contains a fuse in the positive DC lead. This is to protect the logic circuitry from damage should a fault occur in the
SMPS circuitry. It is not recommended to replace an open DC supply fuse without checking and possibly replacing the power card in that module.
DC Bus Fuses
The DC bus connection to each inverter module is fused to prevent excessive damage due to a shorted IGBT in the inverter section. T yp ica ll y, an o pe n f use in di cat es
a shorted or failed IGBT in the module.
Note, however, that an IGBT fault may fail the DC bus fuses in adjacent inverter modules due to the quick discharging of the DC capacitors through the shorted
IGBT. Perform a static test on all inverter modules if one or more of these fuses are found to be open.
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5.2.3 Current Sensor Faults
When a current sensor fails, it is indicated sometimes by an overcurrent alarm that cannot be reset, even with the motor leads disconnected. Most often, however,
the frequency converter will experience frequent false earth fault trips. This is due to the DC offset failure mode of the sensors.
To explain this it is necessary to investigate the internal makeup of a Hall effect type current sensor. Included inside the device is an op-amp to amplify the signal
to usable levels in the receiving circuitry. Like any op-amp, the output at zero input level (zero current flow being measured) should be zero volts, exactl y halfway
between the plus and minus power supply voltages. A tolerance of +/- 15mv is acceptable. In a three phase system that is operating correctly, the sum of the
three output currents should always be zero.
When the sensor becomes defective, the output voltage level varies by more than the 15mv allowed. The defective current sensor in that phase indicates current
flow when there is none. This results in the sum of the three output currents being a value other than zero, an indication of leakage current flowing. If the deviation
from zero (current amplitude) approaches a specific level, the frequency converter assumes an earth fault and issues an alarm.
The simplest method of determining whether a current sensor is defective is to disconnect the motor from the frequency converter, then observe the current in
the frequency converter display. With the motor disconnected, the current should be zero. A frequency converter with a defective current sensor will indicate
some current flow. An indication of a fraction of an amp is tolerable. However, that value should be considerably less than one amp. If the display shows more
than one amp of current, there is a defective current sensor.
To determine which current sensor is defective, measure the voltage offset at zero current for each current sensor. See the current sensor test procedure.
Check also that all current scaling cards are properly connected to the MDCIC boards. An incorrect or improperly connected scaling card can result in an incorrect
current measurement. If a current scaling card is missing, the drive will trip on overcurrent or earth fault.
5.3 Electromagnetic Interference
5.3.1 Effect of EMI
The following is an overview of general signal and power wiring considerations when addressing the Electromagnetic Compatibility (EMC) concerns for typical
commercial and industrial equipment. High-frequency RF emissions and immunity are discussed. Compliance to national and European CE EMC directives are
required.
While electromagnetic interference (EMI) related disturbances to frequency
converter operation are uncommon, the following detrimental EMI effects
may be seen:
Motor speed fluctuations
Serial communication transmission errors
Drive CPU exception faults
Unexplained frequency converter trips
A disturbance resulting from other nearby equipment is more common. Generally, other industrial control equipment has a high level of EMI immunity. However,
non-industrial, commercial, and consumer equipment is often susceptible to lower levels of EMI. Detrimental effects to these systems may include the following:
Pressure/flow/temperature signal transmitter signal distortion or aberrant behaviour
Radio and TV interference
Telephone interference
Computer network data loss
Digital control system faults
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5.3.2 Sources of EMI
Modern frequency converters (see illustration below) utilise Insulated-Gate Bipolar Transistors (IGBTs) to provide an efficient and cost effective means to create
the Pulse Width Modulated (PWM) output waveform necessary for accurate motor control. These devices rapidly switch the fixed DC bus voltage creating a variable
frequency, variable voltage PWM waveform. This high rate of voltage change [dV/dt] is the primary source of the frequency converter generated EMI.
The high rate of voltage change caused by the IGBT switching creates high frequency EMI.
130BX137.10
A
C Line
Rectifier DC Bus Inverter
Motor
Filter reactor
IGBT
Filter capacitor
PWM waveformSine wave
Illustration 5.1: Frequency Converter Functionality Diagram
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5.3.3 EMI Propagation
Frequency converter generated EMI is both conducted to the mains and radiated to nearby conductors. See illustrations below.
130BX138.11
elbac rotoMeniL CA
Ground Potential 1 Potential 2 Potential 3
Drive
Motor
Stray capacitance Stray capacitance
Illustration 5.2: Earth Currents
Stray capacitance between the motor conductors, equipment earth, and other nearby conductors results in induced high frequency currents.
High earth circuit impedance at high frequencies results in an instantaneous voltage at points reputed to be at earth potential. This voltage can appear throughout
a system as a common mode signal that can interfere with control signals.
Theoretically, these currents will return to the frequency converter’s DC bus via the earth circuit and a high frequency (HF) bypass network within the frequency
converter itself. However, imperfections in the frequency converter earthing or the equipment earth system can cause some of the currents to travel out to the
power network.
Illustration 5.3: Signal Conductor Currents
Unprotected or poorly routed signal conductors located close to or in parallel to motor and mains conductors are susceptible to EMI.
Signal conductors are especially vulnerable when they are run parallel to the power conductors for any distance. EMI coupled into these conductors can affect
either the frequency converter or the interconnected control device. See the following illustration.
While these currents will tend to travel back to the frequency converter, imperfections in the system will cause some current to flow in undesirable paths thus
exposing other locations to the EMI.
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130BX140.12
elbac rotoMeniL CA
Motor
Stray capacitance
AC Line
Drive
Illustration 5.4: Alternate Signal Conductor Currents
High frequency currents can be coupled into the mains supplying the frequency converter when the mains conductors are located close to the motor cables.
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5.3.4 Preventive Measures
EMI related problems are more effectively alleviated during the design and installation phases rather than after the system is in service. Many of the steps listed
here can be implemented at a relatively low cost when compared to the cost for identifying and fixing the problem later in the field.
Earthing
The frequency converter and motor should be solidly earthed to the equipment frame. A good high frequency connectio n is necessary to allow the high frequency
currents to return back to the frequency converter rather than to travel thorough the power network. The earth connection will be ineffective if it has high
impedance to high frequency currents, therefore it should be as short and direct as practical. Flat braided cable has lower high frequency impedance than round
cable. Simply mounting the frequency converter or motor onto a painted surface will not create an effective earth connection. In addition, running a separate
earth conductor directly between the frequency converter and the running motor is recommended.
Cable routing
Avoid routing motor wiring, mains wiring, and signal wiring in parallel. If parallel routing is unavoidable, try to maintain a separation of 200 mm (6–8 inches)
between the cables or separate them with a earthed conductive partition. Avoid routing cables through free air.
Signal cable selection
Signal cable selection. Single conductor 600 volt rated wires provide the least protection from EMI. Twisted-pair and screened twist-pair cables are available which
are specifically designed to minimise the effects of EMI. While unscreened twisted-pair cables are often adequate, screened twisted-pair cables provide another
degree of protection. The signal cable’s screen should be terminated in a manner that is appropriate for the connected equipment. Avoid terminating the screen
through a pigtail connection as this increases the high frequency impedance and spoils the effectiveness of the screen. Refer to Section Earthing Screened
Cables.
A simple alternative is to twist the existing single conductors to provide a balanced capacitive and inductive coupling thus cancelling out differential mode
interference. While not as effective as true twisted-pair cable, it can be implemented in the field using the materials on hand.
Motor cable selection
The management of the motor conductors has the greatest influence on the EMI characteristics of the system. These conductors should receive the highest
attention whenever EMI is a problem. Single conductor wires provide the least protection from EMI emissions. Often if these conductors are routed separately
from the signal and mains wiring, then no further consideration is needed. If the conductors are routed close to other susceptible conductors, or if the system is
suspected of causing EMI problems then alternate motor wiring methods should be considered.
Installing screened power cable is the most effective means to alleviate EMI problems. The cable’s screen forces the noise current to flow directly back to the
frequency converter before it gets back into the power network or takes other undesirable and unpredictable high frequency paths. Unlike most signal wiring,
the screening on the motor cable should be terminated at both ends.
If screened motor cable is not available, then 3 phase conductors plus earth in a conduit will provide some degree of protection. This technique will not be as
effective as screened cable due to the unavoidable contact of the conduit with various points within the equipment.
Serial communications cable selection
There are various serial communication interfaces and protocols on the market. Each of these recommends one or more specific types of twisted-pair, screened
twisted-pair, or proprietary cables. Refer to the manufacturer’s documentation when selecting these cables. Similar recommendations apply to serial communi-
cation cables as to other signal cables. Using twisted-pair cables and routing them away from power conductors is encouraged. While screened cable provides
additional EMI protection, the screen capacitance may reduce the maximum allowable cable length at high data rates.
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5.3.5 Proper EMC Installation
Shown in the illustration bel ow is a correct installation with EMC considerations in mind. Alth ough most installations will not follow all the recommended practices
the closer an installation resembles this example the better immunity the network will have against EMI. Should EMI problems arise in an installation, refer to this
example. Attempt to replicate this installation recommendation as closely as possible to alleviate such problems.
Illustration 5.5: Proper EMC Installation
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6 Test Procedures
6.1 Introduction
Touching electrical parts of frequency converter may be fatal even after equipment has been disconnected from AC power. Wait 40 minutes
after power has been removed before touching any internal components to ensure that capacitors have fully discharged.
This section contains detailed procedures for testing unit size 6x series frequency converters. Previous sections of this manual provide symptoms, alarms and
other conditions which require additional test procedures to further diagnose the frequency converter. The results of these tests indicate the appropriate repair
actions. Again, because the frequency converter monitors input and output signals, motor conditions, AC and DC power and other functions, the source of fault
conditions may exist outside of the frequency converter itself. Testing described here will isolate many of these conditions as well. The Disassembly and Assembly
Instructions describe detailed procedures for removing and replacing components, as required.
Frequency converter testing is divided into Static Tests, Dynamic Tests, and Initial Start Up or After Repair Frequency Converter Tests. Static tests are conducted
without power applied to the frequency converter. The purpose of static testing is to check for shorted power components. Most frequency converter problems
can be diagnosed simply with these tests. Static tests are performed with little or no disassembly. Perform these tests on any unit suspected of containing faulty
power components prior to applying power.
Use extreme caution when conducting tests on a powered frequency converter. For dynamic test procedures, main input power is required.
All line powered devices and power supplies are energized at rated voltage. Contact with powered components could result in electrical shock
and personal injury.
Dynamic tests are performed with power applied to the frequency converter. Dynamic testing traces signal circuitry to isolate faulty components.
Replace any defective component and retest the frequency converter with the new component before applying power to the frequency converter as described
in Initial Start Up or After Repair frequency converter Tests.
6.1.1 Tools Required for Testing
Metric socket set 7–19 mm
Socket extensions 100 mm–150 mm (4 in and 6 in)
Torx driver set T10 - T50
Torque wrench 0.675–19 Nm (6–170 in-lbs)
Needle nose pliers
Magnetic sockets
Ratchet
Screwdrivers Standard and Philips
Additional Tools Recommended for Testing
Digital volt/ohmmeter (must be rated for 1200 VDC for 690 V units)
Analog voltmeter
Oscilloscope
Clamp-on style ammeter
Test cable p/n 6KAF6H8439
Signal test board p/n 6KAF6H8437
Power supply: 610 - 800 VDC, 250 mA to supply external power to 4
power cards and the control card.
Power supply : 24 VDC, 2 A for external 24 V power supply.
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6.1.2 Signal Test Board
The signal test board can be used to test circuitry within the frequency converter and provides easy access to test points. The test board plugs into the top of the
modules. Its use is described in the procedures where called out. See Section 9, Signal Test Board, for detailed pin descriptions.
130BX66.10
Illustration 6.1: Signal test board
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6.2 Static Test Procedures
All static tests should be made with a meter capable of testing diodes. Use a digital volt/ohm meter (VOM) set on the diode scale or an analog ohmmeter set on
Rx100 scale. Before making any checks disconnect all input, motor and brake resistor connections.
NB!
Perform the static test procedures described in this section in the order presented for best troubleshooting results.
Diode Drop
A diode drop reading will vary depending on the model of ohmmeter. Whatever the ohmmeter displays as a typical forward bias diode is defined as a "diode drop"
in these procedures. With a typical DVM, the voltage drop across most components will be around 0.300 to 0.500. The opposite reading is referred to as infinity
and most DMVs will display the value OL for overload.
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6.2.1 Rectifier Module Static Test
1
2
5
6
7
8
9
10
11
12
4
3
Rectifier module test points
1 Rectifier module 7 Module lifting eye bolts (mounted on vertical strut)
2 DC bus bar 8 Module heatsink fan
3 SMPS fuse 9 Fan door cover
4 (Optional) back AC fuse mounting bracket (T) 10 SMPS fuse
5 (Optional) middle AC fuse mounting bracket (S) 11 Power card
6 (Optional) front AC fuse mounting bracket (R) 12 Panel connectors
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6.2.1.1 Soft Charge Fuse Test
This test is used to determine if any of the soft charge fuses are open.
Use the 12-pin connector on the top of the rectifier module for testing.
1. L1 to pins 6, 11, and 12 (red wires).
2. L2 to pins 4, 9, and 10 (white wires).
3. L3 to pins 2, 7, and 8 (black wires).
A measurement of 0 Ω indicates good continuity. Replace any open fuses
(infinite resistance). Note that the rectifier module must be removed to replace
fuses.
1
2
1 Rectifier module 2 12-pin connector
6.2.1.2 Soft Charge and Rectifier Circuit Test
Both the rectifier and soft charge circuits are tested simultaneously. The soft charge circuit is made up of the soft charge rectifier, fuses and the soft charge
resistor. The rectifier circuit is made up of the SCR/Diode modules. The soft charge resistor limits the inrush current when power is applied to the drive. The soft
charge circuit card also provides snubbing for the SCRs.
It is important to pay close attention to the polarity of the meter leads to ensure identification of a faulty component should an incorrect reading appear.
Remove the safety covers to access the unit.
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Main rectifier circuit test part I
1. Connect positive (+) meter lead to positive (+) DC bus.
2. Connect negative (–) meter lead to terminals L1, L2, and L3 in turn.
Each reading should show infinity. The meter will start at a low value and slowly climb towards infinity due to capacitance within the drive being charged by the
meter.
Incorrect reading
With the Part I test connection, the SCRs in the SCR/Di ode modules are reverse biased so they are blocking current flow. If a short circuit exists, it would be possible
that either the SCRs or the diodes in the soft charge rectifier are shorted. To isolate between SCRs or the soft charge rectifier, internal module testing must be
performed.
Main rectifier circuit test part II
1. Reverse meter leads by connecting negative (–) meter lead to positive (+) DC bus.
2. Connect positive (+) meter lead to L1, L2, and L3 in turn. Each reading should show a diode drop.
Incorrect reading
With the Part II test connection, even though the SCRs in the SCR/Diode modules are forward biased by the meter, current will not flow through the SCRs without
providing a signal to their gates. The upper diodes in the soft charge rectifier are forward biased so the meter reads the voltage drop across those diodes.
If an open reading were present, it would indicate the upper diodes in the soft charge rectifier are open. It could also indicate that o ne or more of the soft cha rge
fuses are open. It could further indicate that the soft charge resistor is open. To isolate between the three possibilities, internal module testing must be performed.
A short circuit reading indicates either one or more of the upper soft charge rectifier diodes are shorted or the SCRs are shorted in the SCR/Diode module. To
isolate between SCRs or the soft charge rectifier, internal module testing must be performed.
Main rectifier circuit test part III
1. Connect positive (+) meter lead to negative (-) DC bus.
2. Connect negative (–) meter lead to terminals L1, L2 and L3 in turn. Each reading should show a diode drop.
Incorrect reading With the Part III test connection, the diodes in the SCR/Diode modules are forward biased as well as the lower diodes in the soft charge rectifier.
The meter reads the diode drops. If a short circuit exists it would be possible that either the diodes in the SCR/Diode modules or the lowe r dio des i n the s oft c harge
rectifier are shorted. To isolate between SCRs or the soft charge rectifier, internal module testing must be performed.
Although an open reading is possible, it is unlikely since that indicates that
both the diodes in the SCR/diode modules and the lower diodes in the soft
charge rectifier are open. Should that occur, replace both diodes.
Main rectifier circuit test part IV
1. Reverse meter leads by connecting negative (–) meter lead to negative (-) DC bus.
2. Connect positive (+) meter lead to L1, L2 and L3 in turn. Each reading should show infinity.
Each reading should show infinity. The meter will start at a low value and slowly climb toward infinity due to capacitance within the drive being charged by the
meter.
Incorrect reading
With the Part IV test connection, the diodes in the SCR/Diode modules are reversed biased as well as the lower diodes in the soft charge rectifier. If a short circuit
exists it would be possible that either the diodes in the SCR/Diode modules or the lower diodes in the soft charge rectifier are shorted. To isolate between SCRs
or the soft charge rectifier, internal module testing must be performed.
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6.2.2 Inverter Module Static Tests
The inverter module is primarily made up of the IGBTs used for switching the DC bus voltage to create the output to the motor. The IGBTs are grouped into three
per module. The frequency converter also has snubber capacitors on each IGBT module.
Before testing the inverter module, ohm check the top and bottom of the DC fuses to ensure no voltage is present. Dangerous and even fatal
voltage levels can be present if the capacitors are not fully discharged
Remove the safety covers to access the unit.
6.2.2.1 Test Point Access
To access test points in the module, remove the bus bars as follows.
1. If brake option is present, remove 2 brake option jumpers bus bars from each module by removing attaching nut on each end of bus bar.
2. Remove 3 motor jumper bus bars from each module by removing attaching nut on each end of bus bar.
3. Remove positive DC jumper bus bar from fuse by removing attaching hardware on each end of bus bar.
4. Remove negative DC jumper bus bar from fuse by removing attaching hardware on each end of bus bar.
1
2
3
4
2
Illustration 6.2: Inverter module test points
1 Brake option jumper bus bar (step 1) 3 Negative (-)DC link fuse block
2 Motor jumper bus bar (step 2) 4 Positive (+)DC link fuse block
Before starting tests, ensure that meter is set to diode scale.
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6.2.2.2 Inverter test part I
1. Connect the positive (+) meter lead to the (+) positive DC bus bar.
2. Connect the negative (–) meter lead to terminals U, V, and W in sequence.
2
3
1
4
5
1 Top (-)DC link fuse bus bar 4 (+)DC link fuse
2 (-)DC link fuse 5 Bottom (+)DC link fuse bus bar
3 Top (+)DC link fuse bus bar
Each reading should show infinity. The meter will start at a low value and slowly climb toward infinity due to capacitance within the frequency converter being
charged by the meter.
Inverter test part II
1. Reverse the meter leads by connecting the negative (–) meter lead to the positive (+) DC bus bar.
2. Connect the positive (+) meter lead to U, V, and W in sequence. Each reading should show a diode drop.
Incorrect reading
An incorrect reading in any inverter test indicates a failed IGBT in that inverter module. Replace the IGBT module according to the disassembly instructions. The
inverter module must be removed to replace the IGBT module.
Inverter test part III
1. Connect the positive (+) meter lead to the negative (-) DC bus bar.
2. Connect the negative (–) meter lead to terminals U, V, and W in sequence. Each reading should show a diode drop.
Inverter test part IV
1. Reverse the meter leads by connecting the negative (–) meter lead to the negative (-) DC bus bar.
2. Connect the positive (+) meter lead to U, V, and W in sequence.
Each reading should show infinity. The meter will start at a low value and slowly climb toward infinity due to capacitance within the frequency converter being
charged by the meter.
Incorrect reading
An incorrect reading in any inverter test indicates a failed module. Replace the IGBT module according to the disassembly instructions. The inverter module must
be removed to replace the IGBT module.
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6.2.3 Brake IGBT Test
This test can only be carried out on units equipped with a dynamic brake option.
1. Remove the safety covers to access the unit.
2. Note the position of the brake jumper bus bars prior to removal. The tops of the bus bars are connected to the motor lead bus bars as referred to in the
following test procedures.
3. Remove the brake jumper bus bars
Brake IGBT test part I
1. Connect the positive (+) meter lead to the brake resistor terminal R+ (82).
2. Connect the negative (-) meter lead to the brake resistor terminal R- (81).
The reading should indicate infinity. The meter may start out at a value and climb toward infinity as capacitance is charged within the frequency converter.
Brake IGBT test part II
1. Connect the positive (+) meter lead to the brake resistor terminal R- (81).
2. Connect the negative (-) meter lead to the brake resistor terminal R+ (82).
The reading should indicate a diode drop.
Brake IGBT test part III
1. Connect the positive (+) meter lead to the brake resistor terminal R- (81).
2. Connect the negative (-) meter lead to the negative (-) DC bus.
The reading should indicate infinity. The meter may start out at a value and climb toward infinity as capacitance is charged within the frequency converter.
Incorrect reading
An incorrect reading on any of the above tests indicates the brake IGBT is defective. Replace the brake IGBT per the disassembly procedure. The inverter module
must be removed to replace the IGBT brake.
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6.2.4 Fan Continuity Test
Make all continuity checks using an ohmmeter set to Rx1 scale. A digital or analog ohmmeter can be used. Some instability may result when measuring resistance
of a transformer with a multimeter. This can be reduced by turning off the auto-ranging function and setting the measurement manually.
Control Source Fan Location
Inverter module 2 Rectifier cabinet door
Inverter module 2 Inverter cabinet left door
Inverter module 2 Inverter cabinet right door
Inverter module 1 Rectifier heatsink
Inverter module 1 Inverter module 1 heatsink
Inverter module 2 Inverter module 2 heatsink
Inverter module 3 (if unit has 3 modules) Inverter module 3 heatsink
Check 1: Fan Fuse Test
Check the 15 amp fan fuse on the top of each inverter module.
An open fuse could indicate additional faults. Replace the fuse and continue the fan checks.
Check 2: Continuity from the AC Input Terminals to Each Inverter Module.
For the following tests, unplug the 10-pin connector on the top of each Inverter Module. Read the terminals on the Inverter Module side of the connector (female
connector). The 8-pin connector must be plugged into the top of the Inverter Module. The 12-pin connector must be plugged into the top of the Rectifier Module.
1. Measure from L3 (T) to terminal 1. Reading of <1 Ohm should be indicated. This measurement should be made once for each Inverter Module.
2. Measure from L3 (S) to terminal 2. Reading of <1 Ohm should be indicated. This measurement should be made once for each Inverter Module.
Incorrect reading
An incorrect reading could indicate a number of different problems.
1. Perform the Rectifier Module Soft Charge Fuse Test. If any soft charge fuses are open, replace the fuse and retest the fan continuity.
2. Check the wire harness between the Rectifier Module and each Inverter Module. At the Rectifier Module this is the 12-pin connector. At each Inverter
Module this is the 8-pin connector. If the wire harness is the problem, replace and retest the fan continuity.
3. If the above checks do not identify the problem, remove the faulty Inverter Module and check the connections between the connectors on the top of
the module and the power card. If these connections are the problem, replace and retest the fan continuity.
After this check, plug in all connectors on top of the Rectifier Module and the Inverter Modules.
Check 3: Fan Transformer Ohm Test
For the following test, unplug the 10-pin connector on the top of each Inverter Module. Read the terminals on the connector end of the wire harness (male
connector). Remember the same test should be performed for each fan transformer. There is one fan transformer for each Inverter Module installed in the drive.
Readings for 380 - 480V drives
1.
Measure between pins 1 and 2. Should read approximately 4 Ω.
2.
Measure between pins 1 and 7. Should read approximately 3 Ω.
3.
Measure between pins 2 and 7. Should read approximately 1 Ω.
Readings for 525 - 690V drives
1.
Measure between pins 1 and 2. Should read approximately 7.4 Ωs.
2.
Measure between pins 1 and 7. Should read approximately 3.6 Ω.
3.
Measure between pins 2 and 7. Should read approximately 3.2 Ω.
Incorrect reading
An incorrect reading would indicate a defective fan transformer. Replace the fan transformer.
After this check, plug in the 10-pin connector on the top of each Inverter Module.
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Check 4: Inverter Cabinet and Rectifier Cabinet Door Fans
This checks the wiring between the Inverter Module and the Cabinet Door Fans. All three door fans are controlled from Inverter Module number 2 (middle inverter
module in 62/64 drive or right inverter module in 61/63 drive).
1. Unplug the 10-pin connector from the top of Inverter Module number 2. Read the terminals on the wire harness side of the connector (male connector).
2.
Measure between pins 5 and 10. Should read approximately 16 Ω.
Incorrect reading
An incorrect reading could indicate a failed fan or a bad wire harness.
To check fans
1. Disconnect the wiring from the fan terminals.
2.
Read across the fan terminals on each fan. A reading of approximately 47 Ω is expected.
Replace any defective fans and repeat the test.
Reconnect the 10-pin connector on top of Inverter Module number 2.
Check 5: Rectifier Heat Sink Fan and Option Cabinet Door Fan
1. Unplug the 10-pin connector from the top of Inverter Module number 1. Read the terminals on the wire harness side of the connector (male connector).
2.
If unit size 61 or 62 Drive (no option cabinet), measure between pins 5 and 10. Should read approximately 21 Ω.
3.
If unit size 63 or 64 Drive (with option cabinet), measure between pins 5 and 10. Should read approximately 15 Ω.
Incorrect Reading
In incorrect reading could indicate a failed fan or a bad wire harness.
1. Perform the Heat Sink Fan Ohm test on the Rectifier Module.
2. If unit size 63 or 64 (with option cabinet), perform the Option Cabinet Door Fan test.
3. If the above checks do not identify the problem, remove the faulty Rectifier Module and check the connections between the connectors on the top of
the module and the power card. If these connections are the problem, replace and retest the fan continuity.
If the above checks do not identify the problem, replace the wire harness between Inverter Module number 1 and the Rectifier Module. Reconnect the 10-pin
connector on top of Inverter Module number 1.
Check 6: Heat Sink Fan Ohm Test
Check the resistance of the heat sink fan on each module.
Rectifier Module
1. Unplug the 8-pin connector from the top of the Rectifier Module. Read the terminals on the Rectifier Module side of the connector (female connector).
2.
Measure between pins 1 and 4. Should read approximately 21 Ω.
Inverter Module
1. Unplug the 10-pin connector from the top of each Inverter Module. Read the terminals on the Inverter Module side of the connector (fem ale connector).
2.
Measure between pins 5 and 10. Should read approximately 21 Ω.
Incorrect Reading
An incorrect reading would indicate either a defective heat sink fan or defective wiring to the fan.
Follow the instructions for removing the heat sink fan. Make the following measurements on the connector leading to the fan
1.
Measure between pins 1 and 2. Should read approximately 21 Ω.
2.
Measure between pins 1 and 3. Should read approximately 45 Ω.
3.
Measure between pins 2 and 3. Should read approximately 68 Ω.
4. Measure between pins 1 and 4. Should read open.
5. Measure between pins 2 and 4. Should read open.
6. Measure between pins 3 and 4. Should read open.
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Incorrect reading
An incorrect reading indicates a failed fan. Replace the fan.
If the fan is OK, the problem is the wire harness inside the module. Remove the module in question and replace the fan wire harness.
Check 7: Option Cabinet Door Fan (only 63/64)
This checks the wiring between the Rectifier Module and the Option Cabinet Door Fan.
1. Unplug the 8-pin connector from the top of the Rectifier Module. Read the terminals on the wire harness side of the connector (male connector).
2.
Measure between pins 5 and 8. Should read approximately 47 Ω.
Incorrect reading
In incorrect reading could indicate a failed fan or a bad wire harness. Measure the fan resistance at the Option Cabinet Door Fan. If bad, replace the door fan. If
good, replace the wire harness.
Reconnect the 8-pin connector on top of the Rectifier Module.
6.3 Dynamic Test Procedures
6.3.1 Split Bus Mode
Powering the drive in the split bus mode allows dynamic testing on the drive in a safer manner.
In the split bus mode, the DC bus in each module is split into two portions. One connects to the DC bus and power card to provide low voltage power for the SMPS.
By powering only the SMPS in each module, the various logic circuits can be tested without the danger of damaging the power components.
The other provides low voltage power to the DC capacitors and the output IGBTs for test purposes. A low voltage power supply connected to the DC bus allows
testing the functionality of the output section safely.
The following procedure will be referred to throughout the dynamic test section.
Powering the Drive in Split Bus Mode
1. Ensure that AC power has been removed and that all DC capacitors are fully discharged.
2. Remove the top and bottom safety covers from each inverter module as well as the top safety cover from the rectifier module.
3. If a motor is connected to the drive, remove all output bus bars from each inverter module. Also remove the brake bus bars if the drive is equipped with
the brake option.
4. Remove the plugs from the 6-pin sockets on each module.
5. Connect the power supply cable (p/n 6KAF6H8766) to the 6-pin sockets of each module.
6. Connect a 610 – 800VDC power supply to the input end of the power supply cable.
7. Apply power to the power supply. The Keypad should light up as if the drive were powered normally.
8. Warning 24, External Fan Failure will be displayed in the Keypad. This is because the fan circuitry is not powered in this mode. This will not affect the
operation.
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6.3.2 Warnings
Never disconnect the input cabling to the frequency converter with power applied due to danger of severe injury or death.
Take all the necessary safety precautions for system start up prior to applying power to the frequency converter.
For dynamic test procedures, main input power is required and all devices and power supplies connected to mains are energized at rated
voltage. Use extreme caution when conducting tests in a powered frequency converter. Contact with powered components could result in
electrical shock and personal injury.
NB!
Test procedures in this section are numbered for reference only. Tests do not need to be performed in this order. Perform tests only as necessary.
6.3.3 No Display Text
A frequency converter with no display can be the result of several causes.
If the LCD display is completely dark and the green power-on LED is not lit, proceed with the following tests.
First test for proper input voltage.
6.3.4 Input Voltage Test
1. Apply power to drive.
2. Use DVM to measure input line voltage between drive input terminals in turn:
L1 to L2
L1 to L3
L2 to L3
For 380 - 480 V drives, all measurements must be within the range of 342 to 528 VAC. Readings of less than 342 VAC indicate problems with the input AC line
voltage. For 525 - 690 V drives, all measurements must be within the range of 446 to 759 VAC. Readings of less than 446 VAC indicate problems with the input
AC line voltage.
In addition to the actual voltage reading, the balance of the voltage between the phases is also important. The drive can operate within specifications as long as
the phase imbalance is not more than 3%.
The line imbalance is calculated per an IEC specification.
Imbalance = 0.67 X (Vmax – Vmin) / Vavg
For example, if three phase readings were taken and the results were 500 VAC, 478.5 VAC, and 478.5 VAC; then 500 VAC is Vmax, 478.5 VAC is Vmin, and 485.7
VAC is Vavg, resulting in an imbalance of 3%.
Although the drive can operate at higher line imbalances, the lifetime of components, such as DC bus capacitors, will be shortened.
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Incorrect reading
An incorrect reading here requires that the main supply be investigated further. Typical items to check would be:
Open (blown) input fuses or tripped circuit breakers
Open disconnects or line side contactors
Problems with the power distribution system
Open (blown) input fuses or tripped circuit breakers usually indicate a more serious problem. Prior to replacing fuses or resetting breakers,
perform static tests.
If the Input Voltage Test was successful check for voltage to the control card.
6.3.5 Basic Control Card Voltage Test
1. If the Input Voltage Test was successful check for voltage to the control card.
If an external 24 VDC supply is used for control voltage, it would be likely for switch 4 on the control card to be open. This opens the common connection to
terminal 20. If this is the case, measure terminal 12 with respect to terminal 39.
An incorrect reading here could indicate the supply is being loaded down by a fault in the customer connections. Unplug the terminal strip and repeat the test. If
this test is successful then continue. Remember to check out the customer connections.
2. Measure 10 V DC control voltage at terminal 50 with respect to terminal 55. Meter should read between 9.2 and 11.2 VDC.
An incorrect reading here could indicate the supply is being loaded down by a fault in the customer connections. Unplug the terminal strip and repeat the test. If
this test is successful than continue. Remember to check out the customer connections.
A correct reading of both control card voltages would indicate the Keypad or the control card is defective. Replace the Keypad with a known good one. If the
problem persists replace the control card.
6.3.6 DC Undervoltage Test
The initial charge of the DC bus is accomplished by the soft charge circuit. If the DC bus voltage is below normal it would indicate that either the line voltage is
out of tolerance or the soft charge circuit is restricting the DC bus from charging. Conduct the input voltage test to ensure the line voltage is correct.
If excessive input power cycling has occurred, the PTC resistors on the soft charge card may be restricting the bus from charging. If this is the case, expect to read
a DC bus voltage in the area of 50 VDC.
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6.3.7 Input Imbalance of Supply Voltage Test
Theoretically, the current drawn on all three input phases should be equal. Some imbalance may be seen, however, due to variations in the phase to phase input
voltage and, to some degree, single phase loads within the frequency converter itself.
A current measurement of each phase will reveal the balanced condition of the line. To obtain an accurate reading, it will be necessary for the frequency converter
to run at its rated load or or at a load of not less than 40%.
1. Perform the input voltage test prior to checking the current, in accordance with procedure. Voltage imbalances will automatically result in a corresponding
current imbalance.
2. Apply power to the frequency converter and place it in run.
3. Using a clamp-on amp meter (analog preferred), read the current on each of three input lines at L1(R), L2(S), and L3(T).
Typically, the current should not vary from phase to phase by more than 5%. Should a greater current variation exist, it would indicate a possible problem
with the mains supply to the frequency converter or a problem within the frequency converter itself.
One way to determine if the mains supply is at fault is to swap two of the incoming phases. This assumes that two phases read one current while the
third deviates by more than 5%. If all three phases are different from one another, swap the phase with the highest current with the phase with the
lowest current.
4. Remove power to frequency converter.
5. Swap the phase that appears to be incorrect with one of other two phases.
6. Reapply power to the frequency converter and place it in run.
7. Repeat the current measurements.
If the imbalance of supply voltage moves with swapping the leads, then the mains supply is suspect. Otherwise, it may indicate a problem with the gating of the
SCR. This may be due to a defective SCR or in the gate signals from the power card to the module, including the possibility of the wire harness from the power
card to the SCR gates. Further tests on the proper gating of the SCRs require an oscilloscope equipped with current probes. Proceed to testing the input waveform.
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6.3.8 Input Waveform Test
Testing the current waveform on the input of the frequency converter can assist in troubleshooting mains phase loss conditions or suspected problems with the
SCR/diode modules. Phase loss caused by the mains supply can be easily detected. In addition, the rectifier section is controlled by SCR/diode modules. Should
one of the SCR/diode modules become defective or the gate signal to the SCR lost, the frequency converter will respond the same as loss of one of the phases.
The following measurements require an oscilloscope with voltage and current probes.
Under normal operating conditions, the waveform of a single phase of input AC voltage to the frequency converter appears as in the illustration below.
Illustration 6.3: Normal AC Input Voltage Waveform
The waveform shown in the illustration below represents the input current waveform for the same phase as in the Illustration above while the frequency converter
is running at 40% load. The two positive and two negative jumps are typical of any 6 diode bridge. It is the same for frequency converters with SCR/diode modules.
Illustration 6.4: AC Input Current Waveform with Diode Bridge
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With a phase loss, the current waveform of the remaining phases would take on the appearance shown below.
Illustration 6.5: Input Current Waveform with Phase Loss.
Always verify the condition of the input voltage waveform before forming a conclusion. The current waveform will follow the voltage waveform. If the voltage
waveform is incorrect proceed to investigate the reason for the AC supply problem. If the voltage waveform on all three phases is correct but the current waveform
is not then the input rectifier circuit in the frequency converter is suspect. Perform the static soft charge and rectifier tests.
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6.3.9 Gate Signal Test
1. Remove the output bus bars from all inverter modules.
2. Power drive in split bus mode. (See split bus powering).
3. Connect a 24VDC power supply to the (+) and (-) DC bus bars.
4. Connect the signal test board (p/n 6KAF6H8437) to the 30 pin connector at the top of the inverter module.
5. Apply a run command and a speed command above 0 RPM. (Hand Start mode is sufficient).
6. Connect the common lead of an oscilloscope to terminal 4 of the signal test board. Observe the waveform on terminals 25 – 30 in turn. Each reading
should appear similar to the figure shown.
7. Repeat this procedure for each inverter module.
Incorrect reading
If one or more of the IGBT gate signals is missing, this indicates a faulty connection in the ribbon cable from the control card to the MDCIC or from the MDCIC to
the inverter module. Check the cables and replaced if necessary. If all six signals are missing, the control card is likely defective and needs to be replaced.
Conduct the IGBT Switching Test with the frequency converter powered as in this procedure.
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6.3.10 IGBT Switching Test
1. Power the unit in the split bus mode as described in the gate signal test procedure.
2. Observe the phase-to- phase output waveforms on all three phases with the oscilloscope.
3. All waveform readings should appear similar to the below figure.
4. Repeat this procedure for all inverter modules.
130BX337.10
Illustration 6.6: Output waveform graphic
Incorrect reading
Indicates that an IGBT or gate driver card is defective. Check all IGBT modules for signs of damage. If no damage is found, replace gate driver card.
6.3.11 Current Sensor Test
1. Apply power to the unit.
2. Ensure that motor check, pre-magnetizing, DC hold, DC brake, or other parameter setups are disabled that create a holding torque while at zero speed.
Current displayed will exceed 1 to 2 amps if such parameters are not disabled.
3. Run drive with a zero speed reference.
4. Read the output current in the display. It should indicate approximately 1 to 2 amps.
Incorrect reading
If the current is greater than 1 to 2 amps and a current producing parameter is not active, test the current sensor with the motor leads disconnected as described
next.
1. Remove power from drive.
2. Ensure the DC bus is fully discharged.
3. Remove output motor bus bars from each inverter module.
4. Apply power to drive.
5. Run drive with a zero speed reference.
6. Read the output current in the display. The display should indicate less than 1 amp.
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Incorrect reading
If an incorrect reading was obtained from the above tests, further tests of the current feedback signals are required using the signal test board. See Testing Current
Feedback with the Signal Test Board.
6.3.12 Testing Current Feedback with the Signal Test Board
If the control card parameters are setup to provide holding torque while at zero speed, the current displayed will be greater than expected. To make this test,
disable such parameters.
1. Remove power to drive.
2. Ensure DC bus is fully discharged.
3. Install signal test board into the 30 pin test connector socket in inverter one.
4. Apply power to the drive.
5. Using a DVM, connect negative (-) meter lead to terminal 4 (common) of signal test board.
6. Run drive with a zero speed reference.
7. In turn measure AC voltage at terminals 1, 2, and 3 of signal test board. These terminals correspond with current sensor outputs U, V, and W, respectively.
Expect a reading near zero volts but no greater than 15mv.
8. Repeat the procedure for each inverter module in the drive.
Incorrect reading
A current sensor feedback signal at this point in the circuit should read approximately 400mv at 100% drive load. Therefore, any reading above 15mv while the
drive is at zero speed has a negative effect on the way the drive interprets the feedback signal. Replace the corresponding current sensor if the reading is greater
than 15mv. See the disassembly instructions.
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6.3.13 Input Terminal Signal Test
The presence of signals on either the digital or analog input terminals of the drive can be verified on the drive display. Digital or analog input status can be selected
in the display using the [DISPLAY MODE] key and the [+] and [-] keys on the keypad.
Digital inputs
With digital inputs displayed, control terminals 18, 19, 27, 29, 32, 33 are shown left to right, with a 1 indicating the presence of a signal.
If the desired signal is not present in the display, the problem may be either in the external control wiring to the drive or a faulty control card. To determine the
fault location, use a volt meter to test for voltage at the control terminals.
Verify the control voltage power supply is correct as follows.
1. With a voltmeter measure voltage at control card terminal 12 and 13 with respect to terminal 20. Meter should read between 21 and 27 VDC.
If the 24 V supply voltage is not present, conduct the Control Card Test (6.3.17) later in this section.
If the 24 V is present proceed with checking the individual inputs as follows
2. Connect (-) negative meter lead to reference terminal 20.
3. Connect (+) positive meter lead to terminals 18, 19, 27, 29, 32, and 33 in turn.
Presence of a signal at the desired terminal should correspond to the digital input display reading. A reading of 24 VDC indicates the presence of a signal. A reading
of 0 VDC indicates no signal is present.
Analog inputs
The value of signals on analog input terminals 53, 54, and 60 can also be displayed.
The voltage on terminals 53 and 54, or the current in milliamps for terminal 60 is shown in line 2 of the display.
If the desired signal is not present in the display, the problem may be either in the external control wiring to the drive or a faulty control card. To determine the
fault location, use a volt meter to test for a signal at the control terminals.
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Verify the reference voltage power supply is correct as follows.
1. With a voltmeter measure voltage at control card terminal 50 with respect to terminal 55. Meter should read between 9.2 and 11.2 VDC.
If the 10 V supply voltage is not present, conduct the Control Card Voltage Test earlier in this section.
If the 10 volts is present proceed with checking the individual inputs as follows.
2. Connect (-) negative meter lead to reference terminal 55.
3. Connect (+) positive meter lead to desired terminal 53, 54 or 60.
For analog input terminals 53 and 54, a DC voltage between 0 and +10 VDC should be read to match the analog signal being sent to the drive.
For analog input terminal 60, a reading of 0.9 to 4.8 VDC corresponds to a 4 to 20ma signal.
Note that a (-) minus sign preceding any reading above indicates a reversed polarity. In this case, reverse the wiring to the analog terminals.
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6.4 Module-level Static Test Procedures
6.4.1 Inverter Module
Heatsink Temperature Sensor Test
Remove the inverter module from the drive in accordance with disassembly procedures.
The temperature sensor is an NTC (negative temperature coefficient) device. As a result, high resistance means low temperature. As temperature decreases,
resistance increases. Each IGBT module has a temperature sensor mounted internally. The sensor is wired from the IGBT module to the gate drive card connector
MK100. The centre IGBT module is used.
On the gate drive card, the resistance signal is converted to a frequency signal. The frequency signal is sent to the power card for processing. The temperature
data is used to regulate fan speed and to monitor for over and undertemperature conditions.
1.
Use ohmmeter set to read Ω.
2. Unplug connector MK100 on the gate drive card and measure the resistance across the cable leads.
The relationship between temperature and resistance is nonlinear. At 25°C, the resistance will be approximately 5k Ω. At 0° C, the resistance will be approximately
13.7k Ω. At 60° C, the resistance will be approximately 1.5k Ω. The higher the temperature, the lower the resistance.
6.4.2 Rectifier Module
Heatsink Temperature Sensor Test
Remove the rectifier module from the drive in accordance with disassembly procedures.
The temperature sensor is an NTC (negative temperature coefficient) device. As a result, high resistance means low temperature. As temperature decreases,
resistance increases. The power card reads the resistance of the NTC sensor to regulate fan speed and to monitor for over temperature conditions.
1.
Use ohmmeter set to read Ω.
2. Unplug connector MK103 on power card and measure across cable leads.
The full range of the sensor is 787 Ω to 10K Ω where 10K Ω equals 25°C and 787 Ω equals 95°C. The higher the temperature, the lower the resistance.
Soft Charge Rectifier Test
1. Remove the rectifier module from the drive in accordance with disassembly procedures.
2. Remove the power card mounting plate in accordance with disassembly procedures.
3. Disconnect the connector MK3 from each soft charge card.
Since the rectifier test requires the soft charge resistor to be in the circuit, verify the resistor is good before proceeding.
1.
Measure the resistance between pins A and B of connector MK4 on the soft charge card. It should read 27 Ω (±10%) for 380–480 V frequency converters
or 68 Ω (±10%) for 525–690 V frequency converters. A reading outside this range indicates a defective soft charge resistor. Replace the resistor according
to the disassembly procedures. Continue tests.
Should the resistor be defective and a replacement not readily available, the remainder of the tests can be carried out by disconnecting the cable at connector
MK4 on the soft charge card and placing a temporary jumper across pins A and B. This provides a path for continuity for the remaining tests. Ensure any temporary
jumpers are removed at the conclusion of the tests. For the following tests, set the meter to diode check or Rx100 scale.
2. Connect the negative (-) meter lead to the positive (+) MK3 (A) (DC output to DC bus), and connect the positive (+) meter lead to MK1 terminals R, S, and
T in sequence. Each reading should show a diode drop.
3. Reverse meter leads with the positive (+) meter lead to the positive (+) MK3 (A). Connect the negative (-) lead to MK1 terminals R, S, and T in sequence.
Each reading should show open.
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4. Connect the positive (+) meter lead to the negative (-) MK3 (C). Connect the negative (-) meter lead to MK1 terminals R, S, and T in sequence. Each re ading
should show a diode drop.
5. Reverse the meter leads with the negative (-) meter lead to the negative (-) MK3 (C). Connect the positive (+) meter lead to MK1 terminals R, S, and T in
sequence. Each reading should show open.
Incorrect Reading
An incorrect reading here indicates the soft charge rectifier is faulty. The rectifier is not serviced as a component. Replace the entire soft charge card in accordance
with the disassembly procedures. Reconnect the MK3 on the soft charge card after these tests.
Illustration 6.7: Soft Charge Card Connectors
380-480/500V: Blue MOV and 8 PTCs. 525-690V: Red MOV and 6 PTCs
1 MK1 3 MK4
2 MK3 4 MK2
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6.5 After Repair Drive Test
6.5.1 Procedure
Following any repair to a frequency converter or testing of a frequency converter suspected of being faulty, the following procedure must be followed to ensure
that all circuitry in the frequency converter is functioning properly before putting the unit into operation.
1. Perform visual inspection procedures as described in the table Visual Inspection.
2. Perform static test on the drive as described in Static Test Procedures.
3. Remove the three output motor bus bars from each inverter module.
4. Connect a 610 – 800 VDC power supply to the switch mode power supply (SMPS) input to each module using the test cable 6KAF6H8766.
5. Apply power to the SMPS and observe that the display lights up properly. (The fans will not operate when powered in this manner.)
6. Give the frequency converter a run command (press [Hand]) and slowly increase the reference (speed command) to approximately 40 Hz.
7. Using the Signal Test Board 6KAF6H8437 and an oscilloscope, check the waveform at pins 25 - 30 with the scope referenced to pin 4. This procedure
must be performed on each inverter module. Each waveform should approximate the illustration below.
8. Connect a 24 VDC power supply to the DC bus of the drive. This can be done on the DC bus output of the rectifier module or the bus bars connecting to
the top side of the DC fuses on any of the inverter modules.
9. Observe the phase to phase waveform on the output bus bars of each phase of each inverter module. This waveform should appear the same as the
normal output waveform of a properly operating drive, except that the amplitude will be 24 V instead of the full output voltage of a normal drive.
10. Press the OFF key of the frequency converter, disconnect power from both power supplies, and reinstall jumper connectors to the SMPS input plugs on
all modules.
11. Reinstall the motor output bus bars on all inverter modules.
12. Apply AC power to the drive.
13. Apply a start command to the drive. Adjust the speed to a nominal level. Observe that the motor is running properly
14. Using a clamp-on style current meter, measure the output current on each phase. All currents should be balanced.
Illustration 6.8: After repair waveform: 2v/div 100us/div run at 10 Hz
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7 Top Level Module Removal Instructions
7.1 Before Proceeding
7.1.1 High Voltage Warning
Frequency converters contain dangerous voltages when connected to mains voltage. No disassembly should be attempted with power applied.
Remove power to the frequency converter and wait at least 40 minutes to let the frequency converter capacitors fully discharge. Only a
competent technician should carry out service. Failure to fully discharge capacitors could result in serious injury or death.
ELECTROSTATIC DISCHARGE (ESD)
Many electronic components within the frequency converter are sensitive to static electricity. Voltages so low that they cannot be felt, seen
or heard can be harmful to electronic components. Use standard ESD protective procedures whenever handling ESD sensitive components.
Failure to conform to standard ESD procedures can reduce component life, diminish performance, or completely destroy sensitive electronic
components.
7.1.3 Optional Circuit Breaker or Disconnect Switch
Supplied with a circuit breaker or disconnect switch, the cabinet doors are interlocked. To open the cabinet doors, the circuit breaker and
disconnect switch must be in the OFF position.
NB!
Inverter units contain 2 or 3 inverter modules. Drawings in this section illustrate units with 2 inverter modules. Changes in instructions for units with 3 modules
are noted.
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7.1.4 Tools Required
Operating Instructions for the Drives Series Frequency Converter
Metric socket set 7–19 mm
Socket extensions 100 mm–150 mm (4 in and 6 in)
Torx driver set T10 - T50
Torque wrench 0.675–19 Nm (6–170 in-lbs)
Needle nose pliers
Magnetic sockets
Ratchet
Hex wrench set
Screwdrivers Standard and Philips
Additional Tools Recommended for Testing
Digital volt/ohmmeter (must be rated for 1200 VDC for 690 V units)
Analog voltmeter
Oscilloscope
Clamp-on style ammeter
Test cable p/n 6KAF6H8439
Signal test board p/n 6KAF6H8437
Power supply: 610 - 800 VDC, 250 mA to supply external power to 4
power cards and the control card.
Power supply : 24 VDC, 2 A for external 24 V power supply.
7.1.5 Unit Size 6x Service Shelf
The rectifier and inverter modules weigh up to 136 kg/300 lbs each and require special handling. An easy to assemble service shelf, part number 6KAF6H8835,
is available from GE to provide support of the modules for removal from the units. This shelf, or other suitable support equipment, is recommended.
Illustration 7.1: Unit size 6x Service Shelf Assembly Drawing
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7.2 Instructions
7.2.1 AC Line Input Fuses
AC Fuse Location
AC line fuses are optional. AC fuses are located in the rectifier cabinet if they are the only power option added to the frequency converter. If additional power
options are present, the AC fuses will be located in the options cabinet.
AC Fuses Located in the Rectifier Cabinet
1. Remove bottom safety cover from rectifier cabinet.
Note: Fuses must be removed sequentially, front to back. If only the fuse located in the back needs to be replaced, remove front and middle fuses to
gain access to the back fuse. If additional access is necessary, the left-most inverter module can be removed from the inverter cabinet. Refer to inverter
removal instructions.
2. Remove bolts (8mm) securing fuses in place.
AC Fuses Located in Options Cabinet
1. Remove covers from options cabinet to access fuses.
2. Remove bolts (8mm) securing fuses in place.
1
2
3
4
5
AC Fuses Located in the Rectifier Cabinet
1 Rectifier module 4 Middle AC fuse mounting bracket (S)
2 AC mains input fuse 5 Front AC fuse mounting bracket (R)
3 Back AC fuse mounting bracket (T)
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