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Siemens 6SN1123-1AA00-0DA2 Configuration Manual
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805.018.7 Circuit examples =1 to =9 with SIMODRIVE 6118-281© Siemens AG 2012 All Rights ReservedSIMODRIVE 611 Configuration Manual (PJU) – 02/2012 EditionDefinition of the terminology”Powering–down in an emergency” EMERGENCY OFF and ”Stopping in anemergency” EMERGENCY STOP Actions taken when an emergency arises according to EN 60204–1 (VDE0113, Part 1): 1998–11, Section 9.2.5.4 should be interpreted as follows: Powering–down in an emergency: In Stop Category 0 according to EN60204–1; 9.2.2 stopping is achieved by immediately disconnecting thepower feed to the machine drive elements (i.e. uncontrolled stop). Generally,this type of power–down operation is interpreted as EMERGENCY OFF. Stopping in an emergency: In stop Category 1 according to EN 60204–1;9.2.2, a system is stopped in a controlled way; in this case, the power feedto the machine drive elements is maintained in order to stop in a controlledfashion. The power feed is only interrupted when standstill has beenreached. Generally, this type of stopping is defined as EMERGENCY STOP. In the circuit examples, when stopping in an emergency, the term EMER-GENCY STOP function is used.The EMERGENCY STOP buttons cause a shutdown according to ControlCategory 3 in compliance with EN 954–1 through two channels using the3TK2806–0BB4/3TK2842–1BB42 safety relays. When required, the switch-ing devices also allow an EMERGENCY STOP button to be connected in aconfiguration that is cross–fault circuit proof, Category 4 according toEN 954–1. Braking using terminal 64 – drive inhibit – at the current limitBy inhibiting terminal 64 – drive enable at the NE module or the monitoringmodule – the drives are stopped as quickly as possible at the selected cur-rent limit (torque limit)/ramp of the drive module. NE module regenerative feedback powerThe power rating of the NE module is selected according to the rated powerof the connected motors – reduced by a demand factor. When braking at thecurrent limit, ensure that the braking power does not exceed the peak regen-erative feedback power of the I/R modules (see Table 6.3) and the brakingpower of the pulsed resistors in the UI modules. In borderline cases, the NEmodules should be dimensioned somewhat larger or additional pulsed resis-tor modules with external pulsed resistors should be used. Setpoint and actual position value interfacesA complete drive module with power and control module with High Perfor-mance for 1FK6 motors is shown in a block diagram in Section 8.4.1. Thesetpoint is controlled via terminal X141. In circuit example = 1, the setpointand actual position value interfaces of the NC control, e.g. 840D, are onlyshown once as a schematic sketch. These are not discussed any further inthe additional circuits.A detailed description of the control units is provided in Chapter 5. Motor holding brakeThe holding brake must be controlled in a coordinated way with respect totime. For instance, using the PLC logic as a function of the pulse cancella-tion, controller enable and speed setpoint input. In this case, the times re-quired for the holding brake to open and close must be taken into account.If the brake control is not optimally harmonized and coordinated, then thisresults in increased wear and premature loss of the braking performance.Functions/safetyaspects8 Important Circuit Information02.03 |
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