Carotron P22194-1 User manual

P22194-1
DC DRIVE
Instruction Manual

1. General Description .....................................……………………………… 2
2. Specifications ..........................................…………………………………. 3
2.1 Electrical Specifications ............................…………………………………………...3
2.2 Physical Specifications ..............................………………………………………….. 3
3. General Installation ....................................……………………………….. 4
3.1 Control Installation .................................……………………………………………. 4
3.2 Wiring Guidelines ....................................……………………………………………4
4. Terminal Connections and Functions ......................……………………… 5
4.1 A.C. Power Connections and Fusing ....................…………………………………... 5
4.2 Motor Connections ....................................…………………………………………...5
4.3 Interlock Connections ................................………………………………………….. 6
4.4 Operator Connections .................................…………………………………………. 7
4.5 Signal Wiring Connections ............................………………………………………..8
5. Programming and Adjustment Descriptions ..................………………….. 9
5.1 Programming Jumpers ...................................……………………………………….. 9
5.2 Adjustment Potentiometers ............................………………………………………. 9
5.3 Circuit Test points ..................................……………………………………………. 12
6. Start Up Procedure ......................................………………………………. 15
6.1 Adjustment and Programming Presets ...................…………………………………..15
6.2 Initial Pretest and Power Up .........................………………………………………... 15
6.3 Motor Start Up .......................................…………………………………………….. 16
6.4 Calibration and Fine Tuning ..........................……………………………………….. 16
7. Fault Conditions ........................................………………………………... 19
8. Spare Parts .............................................…………………………………...20
8.1 Printed Circuit Board Assemblies .....................……………………………………...20
8.2 Fuses ................................................………………………………………………… 20
8.3 Power Components .....................................…………………………………………. 20
9. Drawings ................................................………………………………….. 21
D11980 - SIZE AND MOUNTING DIMENSIONS …………………………………….21
C11977 - POWER AND SIGNAL CONNECTIONS …………………………………... 22
D11978 - POWER COMPONENT LOCATION ……………………………………….. 23
D11964 - CONTROL BOARD COMPONENT LOCATION …………………………. 24
C11979 - WIRING DIAGRAM ………………………………………………………… 25
Table of Contents
1

General Descri
p
tion
1
The P22194-1 non-regenerative
D.C. motor control provides full range
speed and torque control of 5-20 HP
D.C. motors rated for NEMA type "D"
power supplies. It is rated for operation
on 230 VAC line supplies and will
supply a variable armature voltage up to
240 VDC and a selectable fixed field
supply of 150, 240, or 300 VDC.
A semiconductor fuse is provided
for armature protection. Also provided
is fuse protection for the 230 VAC
control voltage input.
Standard logic interfaces with
customer supplied operators for Start,
Stop, Jog, Override Stop, and Reset
functions.
Features
•Insensitive to phase rotation of A.C.
input.
•Full 10 ampere rated field supply,
150/240/300 VDC selectable.
•Current transformers for isolated
armature current sensing.
•High impedance isolation for
armature and line voltage sensing.
•Electrically isolated power modules
rated at 1400 volts PIV and 1000
volts/microsecond dv/dt.
•Semiconductor armature fuse for
power circuit protection.
•Latching Fault logic provides safety
shutdown with form "C" contact
output and LED indicators for Low
Line/Phase Loss, Field Loss, and
Over Current Trip conditions.
•Interlock logic with form “C”
contact output and LED indicators
for Current Limit and Motor
Output.
•5 jumper selectable armature
current (HP) ranges to match motor
rated armature current.
•Independently adjustable linear
acceleration and deceleration for
Run function with range of 0.5 to 30
seconds.
•Adjustable linear
acceleration/deceleration for Jog
function with range of 0.5 to 30
seconds.
•Speed feedback is jumper selectable
for Armature Voltage or D.C.
Tachometer voltage (21 VDC/1000
RPM).
•D.C. Tachometer voltage input is
insensitive to polarity.
•Inner current loop type control
circuit for responsive and precise
control of motor speed and torque.
•Zero speed logic for controlled
ramp-to-stop.
•Additional LEDs for operating
status: Power On, Run, Jog, Current
Mode, Armature Feedback, Motor
Output, O-Stop.
2

S
p
ecifications
2
2.1 Electrical Specifications
A.C. Line Input
•195 to 260 VAC, 3 phase, 50/60 Hz
+ 2 Hz, 65 Amp Full Load Max
Armature Output
•0 to 240 VDC, 72 Amp Full Load
Max / 90 Amp Overload Max
Field Output
•150/240/300 VDC, 10 Amp max
Accessory Outputs
•Power Supplies
+ 10 VDC @ 5 mA Run Speed
pot reference supply
+ 10 VDC @ 5 mA Jog Speed
pot reference supply
6.4 VDC @ 5 mA Torque Limit
pot reference supply
•Fault relay output : SPDT, 3 Amp
@ 30 VDC /120 VAC
•Current Mode relay output : SPDT,
3 Amp @ 30 VDC /120 VAC
•Motor relay output : SPDT, 3 Amp
@ 30 VDC /120 VAC
Horsepower Range
•5 to 20 HP @ 240 VDC
Speed Regulation
•Armature Feedback : + 1% of base
speed
•Tachometer Feedback : + 0.5% of
base speed
Torque Regulation
•+ 2% of range selected
Speed Range
•20:1 motor dependent
Temperature Range
•Chassis : 0 to 50 degrees C
Control Board Adjustments
•P1 Integral Null
•P2 Slope
•P3 IR Comp
•P4 I (Current) Integral
•P5 I (Current) Proportional
•P6 Max Jog Speed
•P7 Jog Accel/Decel
•P8 Max Run Speed
•P9 Over Current
•P10 Min Run Speed
•P11 Velocity Proportional
•P12 Start Accel
•P13 Stop Decel
•P14 Max Torque
•P15 Velocity Integral
2.2 Physical Specifications
Refer to Drawing D11980 for size
and mounting dimensions. The P22194-
1 control provides clearance holes for
1/4 inch mounting hardware. Shipping
weight is 35 lbs.
3

General Installation
3
3.1 Control Installation
The P22194-1 motor control must
be mounted in an upright position in an
area that will permit adequate airflow
for cooling and ready access for making
connections and for servicing.
Enclosures should be sized to
provide adequate surface area for
dissipating heat or provided with forced
ventilation with outside air from a duct
system or enclosure fan. They should be
mounted to a cool surface not exposed
to heat generated by nearby equipment.
Excess ambient temperatures within
enclosures can reduce the life
expectancy of electronic components.
Contact CAROTRON for assistance in
sizing enclosures for particular
horsepower ratings.
3.2 Wiring Guidelines
To prevent electrical interference
and to minimize start-up problems,
adhere to the following guidelines and
the NEC.
Make no connections to ground
other than the designated grounding
screw located in the upper left corner of
the drive.
Use fully insulated and shielded
cable for all signal wiring. This includes
all potentiometer (pot) and tachometer
wires. The shield should be connected
at one end only to circuit common at
terminals 15, 18, 23, or 26. The other
end of the shield should be clipped and
insulated to prevent the possibility of
accidental grounding.
Signal level wiring such as listed
above should be routed separately from
high level wiring such as armature,
field, operator control and relay control
wiring. When these two types of wire
must cross, they should cross at right
angles to each other.
Any relay, contactor, starter,
solenoid or electro-mechanical device
located in close proximity to or
connected to the same line supply as the
motor control should have a transient
suppression device such as an MOV or
R-C snubber connected in parallel with
its coil. The suppressor should have
short leads and should be connected as
close to the coil as possible.
4

TABLE 1: THREE PHASE LINE CURRENT AND TRANSFORMER RATINGS
MOTOR
HP
ARM
VOLTS
APPROXIMATE FULL
LOAD LINE AMPS
3 PHASE DIT KVA
RATING
5 240 18 7.5
7.5 240 26 11
10 240 34 14
15 240 50 20
20 240 65 27
Note: TABLE 1 is intended to be a general guide for sizing the AC line supply
transformer and wiring.
Terminal Connections and
Functions
4
4.1 A.C. Power Connections
and Fusing
Terminals L1, L2, and L3 are the
AC line input terminals for the drive.
The line must be fused per code
requirements. The 100 Amp
semiconductor fuse provides protection
for the armature circuit only and is
sized according to the armature current
rating of the control.
Protection is provided for the power
supplies by a ½ ampere, 250 VAC fuse
on the POWER/TRIGGER BOARD.
Refer to Drawing C11977 for AC
power connections. Refer to Drawing
D11978 for power component location.
NOTE : Carotron recommends the use
of a three phase DIT (drive isolation
transformer). While the P22194-1
control does not require this transformer
for proper operation, it can be helpful in
reducing the effects of line transients on
this control and generated by this
control on other products and can
provide fault current limiting in the
event of severe motor or control failure.
4.2 Motor Connections
Refer to Drawing C11977 for motor
connections.
Field
Most motor field circuits consist of
two windings that are connected in
parallel for 150 VDC operation or in
series for 300 VDC operation. Refer to
FIGURE 2 for typical connections to
Field Terminals F+1, F+2, and F-. The
winding leads are individually marked
and have a polarity that must be
observed for proper and safe operation.
Since direction of rotation is controlled
by field polarity as well as armature
polarity, it is sometimes more
convenient to use the smaller field leads
when making corrections to the
direction of rotation during initial
installation. An energized field should
5

TABLE 2: ARMATURE CONTACTOR AND DYNAMIC BRAKE RISISTOR
RATING
MOTOR
HP
ARM
VOLTS
ARM
AMPS
CONTACTOR
RATING
D.B. RESISTOR
RATING
5 240 20 40 Amp 10 Ohms, 300 W
7.5 240 29 40 Amp 5 Ohms, 600 W
10 240 38 40 Amp 4.4 Ohms, 750 W
15 240 55 75 Amp 3 Ohms, 1000 W
20 240 72 75 Amp 2.2 Ohms, 1500 W
never be switched by relay, contactor,
switch or any other manual or electro-
mechanical device.
The Carotron P22194-1 motor
control is designed to sense field current
and will indicate an open circuit in the
field windings or wiring by initiating a
FIELD LOSS fault condition.
Armature
The armature leads are usually the
highest current wires associated with
the drive and warrant special attention
to sizing based on current rating as well
as length of run. Extra care should be
used where terminations and splices are
made. Refer to TABLE 2 for typical
armature voltage, current, contactor,
and dynamic braking resistor ratings.
Drawing C11977 shows the
armature, contactor and brake resistor
connections to the A+ and A- terminals.
Note : When present, the Series field
winding (S1 and S2) is placed in series
with the armature leads. The series field
winding polarity must be kept at the
same polarity as the shunt field
winding, i.e. F1 and S1 the same, F2 or
F4 and S2 the same.
Motor Thermostat
Most motors include "J" or "P"
leads that connect to an internal
normally closed thermostat. Connecting
the thermostat in series with the O-Stop
circuit at Terminal 12 as shown in
Drawing C11977 will allow a motor
over-temperature condition to shut
down the control as in an O-Stop
condition.
4.3 Interlock Connections
Relay contact connections are
provided to interface with the Fault,
Current Limit, and Motor interlock
circuits. Refer to Drawing C11977 for
these connections.
TB1 Terminals 1-3 Motor Interlock
The Motor Interlock relay is
energized when power is applied and
releases when armature voltage is
greater than 6% of rated (about 15
VDC). The Motor LED also turns ON
at this point.
TB1 Terminals 4-6 Fault Interlock
The Fault Interlock relay is energized
when power is applied and releases
when a fault condition occurs (Field
Loss, Low Line/Phase Loss, or Over
Current Trip).
TB1 Terminals 7-9 Current Mode
Interlock
The Current Mode Interlock relay is
energized when power is applied and
during speed control operation. When
6

the motor current exceeds the level set
by the Torque Limit circuit, the control
changes to the current control mode.
After about one second of current
control operation, the relay releases.
This one second time delay begins only
after any controlled acceleration time
due to a start or a speed reference
change is completed.
4.4 Operator Connections
Refer to Drawing C11977 for
Operator Connections.
TB1 Terminal 10 Run
The drive will start when this
terminal is connected to common
(terminal 15) provided the O-Stop
circuit has been reset and no fault
conditions exist. If the Stop circuit
(terminal 11) is connected to common,
a momentary Run signal will latch the
start circuit; the motor will accelerate
to the speed selected by the Run Speed
potentiometer at the rate determined by
the Start Accel adjustment. If the Stop
circuit is open, a maintained Run signal
is required to start and run the drive.
Operation of the Jog circuit also
affects the Run function (see below).
TB1 Terminals 11 Stop
If a momentary Run signal was used
to start the drive, then a momentary
opening of the Stop circuit will
decelerate the motor to zero speed at the
rate determined by the Stop Decel
adjustment. If either the Run or Jog
circuits are maintained closed, the Stop
circuit will have no effect.
TB1 Terminals 12 O-Stop
The Override Stop circuit must be
closed (connected to common) for the
control to operate. If opened during
operation, O-Stop will immediately
terminate drive operation and the motor
will coast to a stop. When O-Stop is
reclosed the Reset circuit (Terminal 13)
must be closed to resume drive
operation.
TB1 Terminal 13 Reset
A momentary closure of the Reset
circuit resets the O-Stop function if the
O-Stop circuit has been reclosed. If the
Reset circuit is connected to common,
an automatic reset occurs when the O-
Stop circuit is reclosed.
TB1 Terminal 14 Jog
A contact closure between this
terminal and common will activate the
Jog function, assuming the O-Stop
circuit is closed and no fault condition
exists. The motor will accelerate to the
selected Jog speed at the rate
determined by the Jog Accel/Decel
adjustment. The Jog circuit does not
latch; when the circuit is opened, the
motor will decelerate to zero speed at
the selected rate.
If the Run circuit is latched when
the Jog circuit is closed, the Run
function will be released and the motor
will ramp to the selected Jog speed. If
the Run and Jog circuits are both
maintained closed, the larger of the two
speed reference signals is selected. If
the Run circuit is then opened, the
motor will decelerate to the Jog speed
(assuming the Jog speed is the lower of
the two) at the Run Decel rate.
TB1 Terminal 15 Com
This terminal is the common
connection for the above Run, Stop, O-
Stop, Reset, and Jog circuits.
7

4.5 Signal Wiring Connections
All signal level wiring connects to
TB1 on the CONTROL BOARD.
Observe the use of shielded cable and
other wiring guidelines detailed in
Section 3.2. Refer to Drawing C11977.
TB1 Terminals 16, 17, 18 Jog Speed
An external Jog Speed
potentiometer, if used, is connected to
terminals 16 (CW), 17 (wiper), and 18
(CCW - common). If an external
potentiometer is not required, a jumper
between terminals 16 and 17 will allow
the Jog Speed to be set by internal
potentiometer P6, Max Jog Speed
(reference section 5.2).
TB1 Terminals 19, 20, 21 Run Speed
An external Run Speed
potentiometer is connected to terminals
19 (CW), 20 (wiper), and 21 (CCW).
The adjustment range of this signal is
determined by internal potentiometers
P8, Max Run Speed, and P10, Min Run
Speed (reference section 5.2).
TB1 Terminals 22, 23 Tachometer
For DC tachometer feedback
connect the 21 VDC /1000 RPM
tachometer to terminals 22 and 23.
These terminals are not polarity
sensitive. The shield should be
connected to terminal 23 (common).
TB1 Terminals 24, 25, 26 Torque
Limit
An external Torque Limit
adjustment potentiometer is connected
to terminals 24 (CW), 25 (wiper), and
26 (CCW - common). If an external
potentiometer is not required, a jumper
between terminals 24 and 25 allows the
maximum torque limit to be set by
internal potentiometer P14, Max Torque
Limit (reference section 5.2).
8

Pro
g
rammin
g
Jum
p
ers
5
5.1 Programming Jumpers
Programming jumpers J1 through
J4 are located on the CONTROL
BOARD. Refer to Drawing D11964 for
component locations.
J1 OCT
This jumper is associated with
internal potentiometer P9, Over Current
Trip (reference section 5.2). If the
jumper is in the OCT position when the
armature current reaches the level set
by P9, an Over Current Trip occurs,
turning off all power to the motor
armature. This condition is indicated
by the Over Current LED. The Control
Board Reset button must be pressed (or
the power turned off momentarily) to
reset the drive and allow normal
operation. If the jumper is in the OCT
position, the drive will not trip and the
armature current will be limited to the
Over Current Trip level (causing the
motor to operate in a constant torque
mode). The Fault Interlock relay, K1,
will be released in both cases.
J2 Field Loss
With this jumper in the Normal
position, motor field current is
monitored when the drive is powered; a
loss of field current results in a Field
Loss fault condition. The circuit is
reset by pressing the Control Board
Reset button (or by turning power off
momentarily). For applications where
field current sensing is not appropriate,
the jumper must be placed in the
Bypass position.
J3 HP Select (reference section 5.2).
The operating range of armature
current is determined by the position of
this jumper. By selecting the position
corresponding to the motor used (5, 7.5,
10, 15, or 20 HP), the limits of the Max
Torque Limit and Over Current Trip
circuits are properly set.
J4 Velocity Feedback Select
Velocity (speed) feedback can come
from either of two sources.
AFB selects armature voltage
feedback and must be selected when no
tachometer is to be used. Even then it
should be selected during initial setup
until proper feedback from the
tachometer is verified.
TFB is selected when a DC
tachometer (21 VDC per 1000 RPM) on
the motor being controlled is used for
feedback. This is not to be confused
with a follower tachometer used on
another motor or location to provide a
speed reference to the control.
5.2 Adjustment Potentiometers
The CONTROL BOARD
potentiometer adjustments are listed in
TABLE 3. All potentiometers are multi-
turn (20 - 25 turns), screw driver adjust
type. Refer to Drawing D11964 for
component location.
Note: The description of
adjustments is divided into two
sections; the first being the more
common customer adjustments and the
latter those adjustments with more
complex functions.
9

TABLE 3: CONTROL BOARD POTIOMETERS
BOARD DESIGNATION ADJUSTMENT NAME FACTORY SETTING
P1 INT NULL Integral Null Full CCW
P2 SLOPE Slope (or Taper) Full CCW
P3 IR COMP IR Compensation Full CCW
P4 CURRENT INT Current Integral 10 Turns CW
P5 CURRENT PROP Current Proportional 10 Turns CW
P6 MAX JOG Maximum Jog Speed 5% Speed
P7 JOG AC/DC Jog Mode Accel/Decel 10 Seconds
P8 MAX SPEED Maximum Run Speed 240 VDC Output
P9 OVER CURRENT TRIP Over Current Trip 6.4 VDC @ TP15
P10 MIN SPEED Minimum Run Speed 10% Speed
P11 VELOCITY PROP Velocity Proportional 5 Turns CW
P12 START ACCEL Run Mode Acceleration 10 Seconds
P13 STOP DECEL Run Mode Deceleration 5 Seconds
P14 MAX TORQUE Maximum Torque Limit -4.3 V @ TB1-24
P15 VELOCITY INT Velocity Intergral 10 Turns CW
5.2.1 Common Customer
Adjustments
P6 Max Jog
The Max Jog pot sets the maximum
range of the external Jog Speed pot. If
no external pot is used and a jumper is
connected to TB1-16 and 17, the Max
Jog pot sets the drive jog speed. The
range of adjustment is from 0 to 100%
of base speed; clockwise rotation
increases the speed.
P7 JOG AC/DC
The Jog AC/DC pot controls the
acceleration and deceleration times in
the Jog mode. It is adjustable from ½ to
30 seconds for a 0 to 100% transition;
clockwise rotation increases the time.
Note : On the P22194-1 model,
deceleration time can be controlled only
when the desired stopping time is to be
longer than the time inherently caused
by the friction or load dynamics. Since
negative running torque is not provided,
decel time on can only be extended, not
shortened.
P8 Max Speed
The Max Speed pot determines the
maximum Run mode speed (with the
external speed adjust pot at the
maximum position). The range of
adjustment is from 55 to 110% of base
speed; clockwise rotation increases the
speed.
P10 Min Speed
The Min Speed pot determines the
minimum Run mode speed (with the
external speed adjust pot at the
minimum position). The range of
adjustment is from 0 to 55% of the Max
Speed setting; clockwise rotation
increases the speed.
10

P12 Start Accel
The Start Accel pot controls the
acceleration time in the Run mode. It is
adjustable from ½ to 30 seconds for a 0
to 100% transition; clockwise rotation
increases the time.
P13 Stop Decel
The Stop Decel pot controls the
deceleration time in the Run mode. It is
adjustable from ½ to 30 seconds for a
100% to 0 transition; clockwise rotation
increases the time.
Note : On the P22194-1 model,
deceleration time can be controlled only
when the desired stopping time is to be
longer than the time inherently caused
by the friction or load dynamics. Since
negative running torque is not provided,
decel time on can only be extended, not
shortened.
P14 Max Torque
The Max Torque pot sets the
maximum allowable torque in the speed
control mode. When the required
torque exceeds this level, the drive
operates in the current control mode
(indicated immediately by the Current
Mode LED and after a one second time
delay by the release of the Current
Mode Interlock relay K2). The range of
adjustment is from 0 to the specified
maximum for each horsepower range
(reference Table 4 - set the negative
voltage at TB1-25 for desired level).
As additional torque is required, the
drive speed will be reduced according
to the setting of the Slope pot, P2.
Note: If the Max Torque level is
exceeded during motor acceleration, the
Current Mode Interlock relay K2 does
not release until one second after the
acceleration is complete.
P2 Slope
The Slope pot works in conjunction
with the Max Torque pot to determine
the speed reduction associated with
operating torque above the Max Torque
level. When the Slope pot is set full
CCW, the motor speed will decrease
from full speed to stall for a torque
increase of 3% beyond the Max Torque
level.
P9 Over Current Trip
The Over Current Trip pot
determines the maximum level of
torque (armature current) allowed for
each horsepower range (reference Table
4 - set voltage at TP15 for desired
level). When armature current reaches
the set level the Fault Interlock relay K1
releases, the Over Current LED turns
on, and any further increase of current
is prevented. If the J1 jumper is in the
OCT position, the drive will continue to
operate in a constant torque mode. If
the J1 jumper is in the OCT position,
the drive will trip when the current
reaches the set level. This trip
condition is reset by the Control Board
Reset button or by turning power off
momentarily.
P3 IR COMP
The IR Compensation pot signal is
automatically added when AFB is
selected by J4. The signal is
proportional to load current and is
added to the reference to keep speed
from dropping with an increase in load.
This is not required when a velocity
feedback device such as a tachometer is
used. The pot range is 0 to 6% of the
current feedback signal and is scaled by
J3 HP Select jumper position. The
amount of compensation required is
dependent on motor characteristics and
must be adjusted with the actual motor
and load used. Refer to Section 6.4 for
calibration information.
11

TABLE 4: OVER CURRENT SETTINGS – P9
J3 HP
SELECT
FULL LOAD FULL LOAD
AMPS DC TP15 VDC
MAX CURRENT MAX CURRENT
AMPS DC TP 15 VDC
5 20 4.3 30 6.4
7.5 29 4.1 45 6.4
10 38 4.0 60 6.4
15 55 4.7 75 6.4
20 72 5.1 90 6.4
5.2.2 Complex Adjustments
P1 Integral Null
The Integral Null pot can be used to
alter control performance when the
speed reference is maintained at zero
with the control started. The high gain
of the velocity integral circuit can cause
motor creeping under some load
conditions. The INTEGRAL NULL
counter-acts the high gain by using a
limited amount of the current loop
output as a negative feedback. This
causes a low gain area around zero that
eliminates these problems.
P15 Velocity Integral
The Velocity Integral pot allows a
20 to 1 change in the velocity loop
integral time constant. Clockwise
rotation increases the time or decreases
the response rate.
P11 Velocity Proportional
The Velocity Proportional pot
allows a 4 to 1 change in the velocity
loop proportional gain. Clockwise
rotation increases the gain.
The Velocity Integral and Velocity
Proportional signals are summed to
produce the Torque Demand signal.
P4 Current Integral
The Current Integral pot allows a 10
to 1 change in the current loop integral
time constant. Clockwise rotation
increases the time or decreases the
response rate.
P5 Current Proportional
The Current Proportional pot allows
a 2 to 1 change in the current loop
proportional gain. Clockwise rotation
increases the gain.
The Current Integral and Current
Proportional signals are summed to
produce the VCO Ref signal (TP1).
5.3 Circuit Test Points
Refer to TABLE 5 for a listing of
the circuit test points on the P22194-1
drive. Detailed information in each
Test Point follows the table.
TP1 : VCO REFERENCE
The VCO Reference is the precisely
rectified current loop output signal
which controls the frequency of the
oscillator input to the trigger circuit.
TP3,4,5,6 : -15, +6, +15, and -6 VDC
These are regulated power supplies
that will vary no more than 5% with a
+10% change in line voltage.
12

TABLE 5: TEST POINTS
TEST POINT DESIGNATION CIRCUIT MONITORED
TP1 VCO REF VCO reference to trigger circuit
TP2 COM Circuit common
TP3 -15V -15VDC Power Supply
TP4 +6V +6VDC Power Supply
TP5 +15V +15VDC Power Supply
TP6 -6V -6VDC Power Supply
TP7 -24V -24VDC Power Supply
TP8 +24V +24VDC Power Supply
TP9 AFB Scaled Armature Voltage -4.36V @ 240V
TP10 IFB Scaled Armature Current 6.4V @ Max. I
TP11 CI Current Integral
TP12 CP Current Proportional
TO13 I ERROR Current Loop Error
TP14 I DEMAND Current Demand (Velocity Loop Out)
TP15 OC Over Current Set
TP16 VP Velocity Proportional
TP17 VI Velocity Integral
TP18 TFB Scaled Tach Voltage 5V @ 36.75 V
TP19 START AC/DC Start (Run) Accel/Decel Output
TP20 JOG AC/DC Jog Accel/Decel Output
TP7,8 : -24 VDC and +24 VDC
As unregulated power supplies,
these voltages can normally deviate + 4
VDC with line voltage and load
variations.
TP9 : AFB - SCALED ARMATURE
VOLTAGE
The armature voltage signal is
scaled to a 5 volt level and used for
velocity feedback in the AFB mode and
for zero speed sensing.
TP10 : IFB - SCALED CURRENT
FEEDBACK
The armature current signal is
scaled according to the control rating
and position of J3, HP Select. The
scaled signal is summed with the
CURRENT DEMAND signal to
produce the current loop error input.
TP11 : CI - CURRENT INTEGRAL
This is the current loop integral
signal before it is combined with the
current proportional signal to give the
VCO signal.
TP12 : CP - CURRENT
PROPORTIONAL
This is the current loop proportional
signal before it is combined with the
current integral signal to give the VCO
signal.
TP13 : I ERROR - CURRENT
LOOP ERROR
This signal is the summation of the
CURRENT DEMAND and the
CURRENT FEEDBACK signals.
13

TP14 : I DEMAND - CURRENT
DEMAND
The summation of the Speed
Reference and Speed Feedback signals
produces the Current Demand signal.
TP15 : OC - OVER CURRENT
SETPOINT
This signal is the setting of P9, Over
Current Trip.
TP16 : VP - VELOCITY
PROPORTIONAL
This is the velocity loop
proportional signal before it is
combined with the velocity integral
signal to give the Torque reference
signal.
TP17 : VI - VELOCITY INTEGRAL
This is the velocity loop integral
signal before it is combined with the
velocity proportional signal to give the
Torque reference signal.
TP18 : TFB - SCALED
TACHOMETER VOLTAGE
The tachometer voltage is scaled to
a 5 volt level at motor base speed and
used for velocity feedback in the TFB
mode.
TP19 : START (RUN)
ACCEL/DECEL
The Start Accel/Decel circuit output
shows the RUN reference as rate
controlled by the P12, ACCEL and P13,
DECEL pots.
TP20 : JOG ACCEL/DECEL
The Jog Accel/Decel circuit output
shows the Jog reference as rate
controlled by the P7, ACCEL/DECEL
pot.
14

Start-u
p
Procedure
6
6.1 Adjustment and
Programming
Presets
The P22194-1 control is
functionally tested and calibrated with
motor load and should require further
calibration only to tailor operation for a
specific application. The potentiometer
adjustment presets are listed in TABLE
3, Section 5.2, in the event that the
condition of the control and its
adjustments are unknown or in doubt.
Refer to Section 5.2 for detailed
information on the potentiometers.
Programming Jumper Presets
Jumpers J1, J2, and J3 should be
placed in positions appropriate for the
motor rating and application
requirements. J4 should be placed
initially in the AFB position until
proper tachometer operation is verified.
Refer to Section 5.1 for detailed
information on the programming
jumpers.
6.2 Initial Pretest and Power-up
Pretest
Power should not be applied to the
control until proper input voltage level
and connections are verified. Input
voltage should be checked ahead of the
supplying circuit breaker, disconnect
switch, etc. before it is switched on.
Connections should be visually
inspected and checked for tightness. An
ohmmeter can be used to check for
ground faults. Even though the
P22194-1 control circuit is isolated and
can be grounded, it is not necessary and
is generally undesirable because other
circuits connected to it may not be
isolated and because of the possibility
of ground loops, noise conditions
caused by shields being connected at
more than one place. Ground faults in
un-isolated circuits for the armature and
field can cause fuse blowing and
damage to the motor and control.
To check for grounds with an
ohmmeter, select a high resistance scale
such as R x 100K ohms or greater. Test
from each connection terminal
(including shields) to chassis ground
and be suspicious of any resistance
reading less than 500K ohms.
NOTE : An exception to this test would
be made where the A.C. line supply is
connected to a grounded "Y" type
transformer secondary.
Power-up
Step 1
Apply A.C. power to the control.
DO NOT RUN OR JOG AT THIS
TIME. The POWER ON and ARM
FEEDBACK LEDs should be on. The
MOTOR, FAULT, and CURRENT
MODE interlock relays should be
energized.
Step 2
Verify proper field voltage at F+1,
F+2, and F- (150, 240, or 300 VDC
depending on motor requirements and
connections).
15

6.3 Motor Start-up
During the following steps the
motor will be rotated. If excessive
speed or incorrect direction of rotation
could damage the load, it may be wise
to de-couple the load until proper
control is verified. Output can be
monitored with a voltmeter by
measuring SCALED ARMATURE
VOLTAGE at TP9 or by measuring
armature voltage.
Step 3
Turn the external speed pot to zero
or full CCW and press the RUN
pushbutton. The RUN LED should be
ON.
Increase the speed pot setting to
20% and observe acceleration to set
speed. The MOTOR LED should turn
ON at approximately 6% output.
Observe the direction of rotation; if
necessary, correct by removing control
power and reversing the motor armature
or field leads. If used, observe proper
polarization of the series field winding
per the instructions in Section 4.2.
Proper tachometer operation can be
checked while running in AFB mode
and comparing the SCALED
TACHOMETER VOLTAGE signal at
TP18 to the SCALED ARMATURE
VOLTAGE signal at TP9. If the
tachometer feedback signal level is
close to the AFB level, it can be safely
used for feedback.
Step 4
Stop and O-Stop functions should
be tested initially from a low operating
speed. Refer to Section 4.4 for
descriptions of these stopping methods.
Step 5
Increase the speed pot setting to
maximum. Use the P8, MAX SPEED
pot to adjust for rated armature voltage
(240 VDC), or desired motor maximum
speed. After the desired maximum
speed has been set, decrease the speed
pot setting to minimum and set the
desired minimum speed with P10, MIN
SPEED.
Step 6
Test the JOG function and set
desired JOG speed.
6.4 Calibration and Fine Tuning
Refer to the description of
adjustment potentiometers in Section
5.2. Most of the P22194-1 adjustments
are straightforward and self-
explanatory. Those discussed below
have more complex functions or
adjustment procedures.
IR COMPENSATION
As mentioned before, the IR COMP
is functional only in the AFB mode and
is used to keep motor speed from
decreasing as load is increased.
Adjustment is best done when the
motor or machine can be loaded
normally. If the motor is normally
operated at a particular speed, adjust the
P3, IR COMP pot while running at that
speed. If the motor operates under load
over a wide speed range, pick a speed
near mid-range to make the adjustment.
Adjust as follows:
Operate the unloaded motor at the
normal or mid-range speed and note the
exact speed. While monitoring speed,
apply normal load. The reduction in
speed of a fully loaded motor will
16

usually fall between 2 and 13% of rated
or "Base" speed. Slowly increase the IR
COMP adjustment clockwise until the
loaded speed equals the unloaded speed
measured in the previous step. Making
this adjustment may now cause the
unloaded speed to be slightly higher.
Repeat this procedure until there is no
difference between loaded and
unloaded speed levels.
Use care not to set the adjustment
too high or speed increase with load an
d
instability may result.
NOTE : For this adjustment, do not use
SCALED ARMATURE VOLTAGE to
measure speed. Armature voltage is not
an exact indication of loaded motor
speed!
INTEGRAL NULL
Adjustment of the INTEGRAL
NULL pot is sometimes required when
the control is continually operated in
the RUN mode with a zero speed
reference. With maintained zero
reference, creeping can occur. If this
condition exists, increase the
INTEGRAL NULL in the clockwise
direction to minimize the symptoms.
CURRENT PROPORTIONAL AND
CURRENT INTEGRAL
VELOCITY PROPORTIONAL
AND VELOCITY INTEGRAL
The PROPORTIONAL and
INTEGRAL adjustments P11, P12,
P16, and P17 as preset by CAROTRON
will provide stable and responsive
performance under most load
conditions. Therefore, any observed
instability should first be evaluated as a
possible load induced condition.
Cyclic variation in armature current and
in motor speed can indicate mechanical
coupling or machine loading conditions.
If mechanically induced, the instability
repetition rate or frequency can usually
be related to a motor or machine
rotation rate or loading cycle. In this
situation, the instability frequency will
change in coincidence with any motor
speed change.
Instability in the control output due
to incorrect adjustment would usually
be present over a range of speed and
would not usually change frequency in
coincidence with speed. Because the
response of the control can sometimes
be altered to partially compensate for
mechanically induced instability, it is
sometimes difficult to determine if the
load change is affecting control output
stability or if control output is affecting
the load stability. De-coupling the load
from the motor can help make this
determination.
If fuse blowing or tripping of
breakers should occur, it may be due to
unbalanced operation of the power
bridge. This would usually be
noticeable when rapid changes in outpu
t
or surges of torque are being called for
as opposed to steady state operation.
An example would be when quickly
accelerating a load up to speed.
Excessive proportional gain settings
and/or too fast integral settings might
cause such unbalanced operation.
Typically the settings that provide
the most stable and balanced bridge
operation under all conditions do not
give the fastest response. In general,
low proportional gains (too far ccw
rotation) and too slow integral time
constants (too far cw) would cause
instability. Bridge unbalance would
usually result from just the opposite set-
17

up, too high (cw) proportional gains an
d
too fast (ccw) integral time.
The loop adjustment pots are
approximately 20-25 turns total and
have no mechanical stops. The factory
presets these pots at about 10 turns
clockwise, approximately 50% of their
range. If the set position of a pot is
unknown, rotate the pot at least 30 turns
CCW, then carefully count 10 turns CW
to obtain the factory setting.
When loop adjustments are
required, start first with the I (current)
loop adjustments.
I INTEGRAL
The I INTEGRAL pot controls a 10
to 1 change in the current loop integral
time constant. Clockwise rotation
increases the time or decreases the
response rate.
I PROPORTIONAL
The I PROPORTIONAL pot
controls a 2 to 1 change in the current
loop proportional gain. Clockwise
rotation increases the gain and
response.
VELOCITY INTEGRAL
The VELOCITY INTEGRAL pot
controls a 20 to 1 change in the velocity
loop integral time constant. Clockwise
rotation increases the time or decreases
the response rate.
VELOCITY PROPORTIONAL
The VELOCITY
PROPORTIONAL pot controls a 4 to 1
change in the velocity loop proportional
gain. Clockwise rotation increases the
gain.
The VELOCITY INTEGRAL and
VELOCITY PROPORTIONAL signals
are summed to produce the TORQUE
DEMAND signal.
The I INTEGRAL and I
PROPORTIONAL signals are summed
to produce the VCO REF signal.
18

Fault Conditions
7
The P22194-1 drive has three
latching type FAULT conditions which
cause a control safety shutdown with
form "C" contact output and LED
indication of the condition. The fault
conditions are Low Line/Phase Loss,
Field Loss, and Over Current.
The Fault Interlock Relay contact
outputs are at TB1 terminals 4, 5, and 6.
When a FAULT condition occurs, the
relay de-energizes and the control is
disabled. The control cannot be
restarted until the FAULT is corrected
and the RESET button on the
CONTROL BOARD is pressed or the
power is turned off momentarily.
Note: The external Reset circuit (TB1
terminal 13) is used only for the O-Stop
reset function.
The FAULT protection circuits
operate as follows:
Low Line/Phase Loss
A low line condition (below 195
VAC) or a momentary loss
(approximately 2 cycles) of any of the
three phase line inputs will activate the
Low Line/Phase Loss fault.
Field Loss
Discontinuity of the motor field
current due to blown fuses, open
wiring, open windings, etc. will cause a
Field Loss fault. Reference Section 5.1
for additional information.
Over Current Fault
The Over Current Fault is controlle
d
by the J3 HP jumper and the P9 Over
Current Trip pot. Reference Section 5.1
for additional information.
19