Dodge CST User manual

1
CST Controlled Start Transmission Controls System
Instruction Manual
These instructions must be read thoroughly before installation or operation. This instruction manual was accurate at the
time of printing. Please see dodgeindustrial.com for updated instruction manuals.
®
WARNING: To ensure the drive is not unexpectedly started, turn o and
lock-out or tag power source before proceeding. Failure to observe these
precautions could result in bodily injury.
WARNING: All products over 25 kg (55 lbs) are noted on the shipping
package. Proper lifting practices are required for these products.
WARNING: Because of the possible danger to person(s) or property
from accidents which may result from the improper use of products,
it is important that correct procedures be followed. Products must be
used in accordance with the engineering information specied in the
catalog. Proper installation, maintenance and operation procedures
must be observed. The instructions in the instruction manuals must
be followed. Inspections should be made as necessary to assure
safe operation under prevailing conditions. Proper guards and other
suitable safety devices or procedures as may be desirable or as may
be specied in safety codes should be provided, and are neither
provided by Dodge®nor are the responsibility of Dodge. This unit and
its associated equipment must be installed, adjusted and maintained
by qualied personnel who are familiar with the construction and
operation of all equipment in the system and the potential hazards
involved. When risk to persons or property may be involved, a holding
device must be an integral part of the driven equipment beyond the
speed reducer output shaft.
Sensors
The sensors and transducers for monitoring the CST are part
of the control. On a typical CST, the following parameters are
monitored: sump oil temperature, coolant pressures, hydraulic
(disc pack) pressure, and output speed. The main drive motor
kW signal is fed to the PLC control system from the motor
control center. The kW transducer is calibrated for 0-150% of
the maximum kW rating of the motor. Other parameters, as
an OPTION such as belt speed (slip), belt tension, and motor
winding temperature, as well as motor and CST vibrations, can
also be monitored by the PLC control system. The PLC gives
a controlled output signal (4-20mA) to a specially designed
To avoid startup delays, this checklist should be completed
before scheduling the onsite engineering comissioning trip.
CST DRIVE SYSTEM
PRE-COMMISSIONING CHECKLIST
1. The input and output coupling alignments have been
completed.
2. All bolts in the base, CST and motor have been tightened to
specied torque values.
3. The CST reducers have been lled to the proper oil level.
4. The power source is connected to the primary motors and the
direction of motor rotation is the same as the directional arrow
on the CST input shaft.
5. The power source is connected to the CST electrical control
panel.
6. All input and output connections from the CST electric control
panel are properly terminated at the electrical junction boxes
on each CST and other eld devices.
7. The emergency stop push buttons on the CST junction boxes
and the one on the electrical control panel have been tested.
8. Cooling pumps are rotating in the correct direction and have
been run for at least one hour with no signicant leaks.
9. The pressure gauge on CST oil inlet manifold reads 20 psi or
higher.
10. Cooling fans are rotating in the correct direction with air
moving over the motor and then through the radiator.
11. Oil sump heaters, if installed, have been energized.
12. The motors and all electrical equipment are ready to be tested
in local control mode.
13. Spare 10 and 25 micron lters are on site.
14. The output coupling between the reducer and pulley shafts
has been left uncoupled.
CONTROLS OVERVIEW
Controls
A CST can be used for control of conveyor belt acceleration
during starts to minimize dynamic belt tension. The acceleration
ramp can be controlled to minimize peak tension and
compression transients during an empty or fully-loaded belt start.
On long conveyors, the results can be further improved by adding
an additional dwell period in the acceleration ramp (see Figure
1). The dwell period allows the initial belt slack to be removed,
and all the conveyor elements to attain a running condition at a
very low torque and speed before the acceleration is ramped up
with higher torque values. This eliminates overstressing of the
belt. The CST control system provides a communication port to
establish remote data acquisition with plant central computer
system.
Figure 1 - CST S-Ramp Velocity Curve
with Linear Braking

2MN16004
proportional control valve (PCV) mounted on the hydraulic
manifold. The PCV is equipped with a pulse-width modulated
amplier which ensures linear and precise movement of the
valve. The disc pack’s stable and responsive 0-100% slip
characteristics with respect to control pressure, oering a linear
relationship of torque versus clutch pressure. This key feature
allows accurate overload protection and, in case of multiple
drives, precise load share on long belt conveyors.
Most long conveyors employ multiple drive systems. Proper
load sharing among these drives during all phases of conveyor
operation is required to minimize the loads and stresses on all
conveyor components. Where there is more than one CST drive
in a conveyor system, the CST control system ensures that the
drive motors share the load equally. The PLC controller unit of a
drive station can control a maximum of four CST units. Proper
load sharing among multiple drive systems is achieved by
conguring one CST drive as the master and the other drives as
slaves. Cascaded PID control loops allow precise torque control
at very nominal (low) slip values.
The master drive is selected so that the slave drive slips to the
extent needed to maintain uniform tension on the belt under
varying load conditions.
Conveyor States
The conveyor motion control is explained in the following states:
State-0: Conveyor Stopped
The CST control system gives a "Ready for Start" signal when
the conveyor speed is zero and the pressure on the clutch is
below 5% of the system control pressure and there are no shut
down signals.
State-1: Conveyor Started
When the conveyor START command is given to the CST control
system, the application software in the PLC system starts the
cooling pumps and the main drive motors. Drives are started at
ve second intervals. The clutch is pre-charged to roughly 10% of
the pressure range. This is done to prime the clutch with oil prior
to engaging the plates. The pre-charge setting can be changed
from the operator human-machine interface (HMI) touch screen
unit provided on the CST control panel.
State-2: Pre-Charged
When clutch stack of each CST drive is pre-charged, the SPEED
and kW PID loops are switched to "auto/feed-forward bias"
mode. The set point value of the pressure PID loop for each
drive is increased gradually until belt motion is detected. If the
conveyor system has a brake unit, the CST control system gives
a discrete and/or analog signal to customer controls to release
brakes once pre-charge is complete.
State-3: Breakaway
When the belt speed is greater than 3% of full speed, the
conveyor is said to be in a breakaway mode. At this state, the
SPEED PID set point is gradually incremented whereas the kW
PID does load share control.
State-4: Acceleration
When dwell time is over, the speed PID algorithm increments the
speed set point to achieve an “S” shaped prole curve of speed
versus time until full speed is reached. During acceleration, the
heat exchanger cooling fan is switched on.
State-5: Full Speed Reached
When the conveyor belt accelerates to reach greater than 95%
of speed, the system declares that full speed has been reached.
Material can then be fed on the belt. Speed is held at 98% or
100%, depending upon the setpoint value selected. The master
drive maintains constant speed while the slave operates under
load share. At any point of time, the kW reading of both drives will
be within ± 2%.
State-6: Conveyor Braking
During normal operation if the CST units register a malfunction,
or a STOP signal is activated, the system will engage braking
mode. Pressure on the clutch is decreased gradually to achieve
a linear or “s” ramp prole for a pre-set braking time. When the
speed drops to less than 5%, brakes, if equipped, are applied
(parking brake control).
ALARMS AND SHUTDOWNS
The CST control system gives an alarm for the following:
• Any transducer out of calibration (pressure, temperature,
speed, power)
• PID deviation high/low
• Heater starter failure (if applicable)
• Oil temperature low
• Smart bearings temperature or vibration high (if applicable)
NOTE: The conveyor is not stopped nor is the main motor
tripped for an alarm. For an alarm the following list potential
alarms and shut downs can be provided by Dodge as the
project requires. These items are subject to customer
request.
• Brake faulty (if applicable)
• Smart bearing temperature or vibration high high (if
applicable)
• Main motor and/or pump and/or fan and/or heater starter
failure
• Cooling and/or clutch pressure (< 10 psi) low during starting
• Clutch pressure high (> 90%)
• CST slip HIHI and/or LOLO (± 20%)
• kW load share unbalanced (> ± 30%)
The CST control system will generate a shut down [Emergency],
where the main motor and CST stop under any of the following
conditions:
• Lubrication failure
• Oil temperature high high
• External emergency stop activated
• Main motor overloaded(> 110% kW) and/or kW signal faulty

3MN16004
Control System: Figure 3 shows the components contained in
the control system for the CST. Hydraulic oil is drawn from the
CST after the oil has been ltered by a Y strainer. There is a 10μ
lter in place before the oil enters the hydraulic manifold.
The manifold is ported internally to direct pressurized ow to
the System Control Pressure Relief Valve (RV). If all running
conditions are satised, system control pressure will be
established by valve RV. The system control pressure valve
has been adjusted to provide a steady pressure supply to the
Pressure Control Valve (PCV). System control pressure is shown
on System Pressure Indicator (PI-2) which is part of the hydraulic
manifold assembly.
The PCV receives the control signal from the CST Control
System. The output pressure from the PCV is directly
proportional to the analog control signal from the control system.
For the high pressure system, the control valve amplier is
adjusted to provide an output pressure range of 0 - 900 PSIG / 62
Bar for an input signal of 4-20 mA. The 4-20 mA control signal will
cause a corresponding 0-100% PSIG control pressure to be sent
to the clutch stack.
The pressure from the PCV is used to compress the clutch stack.
For systems that require the inertia of a motor, ywheel or both
in the event of an emergency stop, the blocking valve (BLV) can
be installed on the hydraulic manifold assembly. The BLV is fail
closed in the event of power failure.
HYDRAULICS OVERVIEW
Based on specic application requirements, the actual system
may have some deviations from the standard. If there are
deviations that make a signicant change in the operation or
maintenance of the hydraulic systems they will be described
in a supplement to this manual. For questions contact product
support for the CST product.
Description and Operation
There are two separate hydraulic systems for each CST. The two
systems are the Cooling System and the Control System. The
hydraulic systems must all be functioning correctly for safe and
continuous operation of the CST. The standard CST hydraulic
systems take hydraulic oil from, and return oil to, the CST oil
sump.
Cooling System: Figure 2 shows the components that make up
the hydraulic oil cooling system. The oil is pumped from the sump
with an electric motor driven pump. The oil is pumped through an
air to oil air heat exchanger that is sized to match the application
requirements. The oil returns to the CST through a 40 mesh
basket strainer, through the clutch stack, and back into the CST
sump.
A cooling ow transducer (PT-3) is used to transmit a signal that
is directly proportional to the clutch cooling oil pressure. This
signal is sent to a CST Connection Box for interface with the CST
Control System.
A cooling pressure indicator (PI-3) is located on the cooling oil
return manifold on the CST. The ow orice in the cooling oil
return line to the CST acts to provide back pressure and limit ow
through the heat exchanger.
Figure 2 - Typical Cooling System Schematic

4MN16004
Clutch Pressure Indicator (PI-1) is located on the hydraulic
control manifold on the CST. Clutch Pressure Transducer (PT-1)
is used to transmit a signal that is directly proportional to the
control pressure for the clutch stack. This signal is sent to the
PLC panel.
The pressurized oil from the hydraulic control manifold causes an
annular piston to compress the clutch stack. As the input signal
is ramped from minimum to maximum, the output shaft starts to
rotate. Output shaft rotation is directly proportional to the signal
from the CST Control System and to the pressure from the PCV.
Connection Box: Control interface between the hydraulic
systems and the CST control system is provided through means
of a connection box. The connection box has terminals for
interconnection between the PLC and sensors. The following are
the typical signals:
Figure 3 - Typical Control System
Signals–CST to Connection Box
Signal Type Tag
Clutch Pressure Analog PT-1
System Pressure Analog PT-2
Cooling Pressure Analog PT-3
Pressure Control valve Analog PCV
Output Shaft Speed Analog ST-1
Sump Oil Temperature Analog TT-1
(Optional) Blocking Valve Discrete BLV
High Pressure Pump: When the CST drive motor is started,
the input and intermediate gear sections of the CST rotate. The
clutch stack is not compressed, so the output shaft does not
rotate. The high pressure pump is mechanically connected to the
intermediate shaft and provides control pressure when the CST
motor is running.

5MN16004
This is the home screen of HMI which includes an engineer login
button, an engineer logout button, screen switching buttons,
alarm information column and an alarm rest button.
Screens displayed below may not be exactly the same for your
application. Refer to the graphics supplied with your CST system
for the application specic human-machine interface.
Control Selection Screen
Before starting the main drive motors, make appropriate
selections from the control selection screen. The selections
are possible only when the conveyor is stopped (State-0). With
reference to sample screens, the various key selections are
discussed as following:
HARDWARE OVERVIEW
This section is for Dodge supplied control systems only unless
otherwise specied.
CST Control Panels supplied by Dodge are NEMA 4 enclosures,
equipped with a PLC, necessary lamps, push buttons, and a
touch screen-keypad monitor. The PLC executes controlled start
transmission (CST) or controlled stop transmission for one or
more drives on a conveyor. Both digital and analog inputs and
outputs are employed to process signals such as temperature
and pressure. A human machine interface (HMI) displays all
information required for the CST operation. The standard HMI is
PanelView.
When the conveyor start signal is given to the drive station
control panel, speed in relation to time curve is achieved as
an “S” curve. The acceleration time of the conveyor belt is
adjustable from 40 -300 seconds to reach 100% speed. The
conveyor can also be run at creep speed adjustable from
20-50%. When the conveyor stop signal is given, the control
system decelerates the conveyor belt to zero speed within 30
seconds (adjustable between 10-30 seconds).
The application software in the PLC executes automatic load
sharing between the drives. The PLC system is engineered
to execute control of a maximum of four CST drives at one
drive station. One of the drives is congured as the Master and
others as Slave(s). Master/slave conguration is either made
selectable from the Operator HMI unit or programmed to select
automatically with the order in which the drive motor(s) is started
by the end user.
The HMI is located on the control panel door. It provides the
necessary human-machine interface with touch screen graphic
displays for menu driven start-up and control of all CST drives.
Operational features of the HMI are covered in the following
sections.
It is recommended that power be fed to the CST panel from a
reliable UPS (Uninterruptible Power Supply), having a minimum
of 15 minute backup. (Before powering up the panel, the jumper
inside the power supply module of the PLC is placed for the
incoming 110VAC). All ampliers, panel lamps, and other
components are standardized for 24 VDC. A 24 VDC power pack
feeds voltage to all 2-wire current loops for all CST drive health
monitoring transducers.
Inputs and Outputs
The PLC system is equipped with I/O hardware. Discrete inputs
are 24 VDC, whereas discrete output modules are individually
isolated relay contacts. This facilitates customer interface with
220 VAC or 48 VDC or 24 VDC circulating voltage towards
interlocks, external relays or coils. Cable entry is from the bottom
of the panel, standard cable bushing/glands are provided to
ensure NEMA 4 tightness.
All health monitoring instruments on each CST (clutch pressure,
cooling and lubrication pressures, oil temperature, output-shaft
speed and proportional control valve + blocking valve) are wired
to a small junction box. Multipair, shielded control cable, as
recommended or provided with the equipment, interconnects
with the CST control panel, located within a 200 foot radius.
HMI
An HMI is user friendly with the touch screen and function key.
No special knowledge is required to understand or operate the
HMI terminal. The HMI is programmed with a number of graphic
screens. From the MAIN MENU screen (Figure 4) by simply
touching any of the keys on the screen will take you to that
particular screen.
Figure 4 - Main Menu Screen (Logo Screen)
Figure 5 - Conveyor Control Selection Screen
Drive Enable/Unable:
This key oers the selection of the
number of drives to be started prior to
issuing the RUN signal. For example,
in a four drive application, if one of the
slave drives is under maintenance
shutdown, the conveyor can still be
run by enabling the other drives and
load to the conveying capacity of
these drives.
Figure 6b - Master/Slave Selection
Master/Slave Selection:
In most of the applications, the
Master/Slave conguration is pre-
determined and automatically handled
by the PLC program. However, in
some applications, typically for three
or four drives at one drive station,
selection of Master/Slave is provided.
For example, with two drives on the
same shaft, either of them can be
selected as the Master.
Figure 6a - Drive Enable/Unable

6MN16004
The selection key gives user choice to either bring the cooling
pump operation under automatic temperature control, as
explained above, or to disable it. When disabled, the cooling
pump will operate only when the CST drive is operational.
NOTE: Alarm and Malfunction/Trip screens are discussed in
the Troubleshooting section.
Overview Screens
There are two Overview screens:
• Drive System Status screen displays operational start/stop
and drive selection status
• Analog Values screen displays all analog process parameter
Healthy or Run status of the conveyor belt or any equipment such
as a pump or a fan is depicted by the lamp indicator turning dark
when the equipment turns ON.
The Fault Reset button clears all faults and DRIVE HEALTHY
and READY FOR START lamp turns on. The FAULT RESET HMI
is available on the MAIN MENU screen.
Figure 7 - Drive System Status
Figure 8 - Analog Values
CONTROLS INSTALLATION
CAUTION: The following are general recommendations for
wiring the CST PLC control system.
• Locate the CST control panel within a 200 foot radius of
the drive station.
• Route incoming power to the controller by a path
separate from the device wiring. Where paths must
cross, their intersection should be perpendicular.
• Do not run signal or communications wiring and power
wiring in the same conduit. Separate paths should route
wires with dierent signal characteristics.
• All shield wires should be tied to the copper ground bar
provided inside the controller panel. Do not ground the
shield wire in the eld at the measuring side.
• Separate wiring by signal type. Bundle wiring with similar
electrical characteristics together.
• Separate input wiring from output wiring.
• Label wiring to all devices in the system. Use tape, shrink
tubing, or other dependable means for labeling purposes.
• Be careful when stripping wires. Wire fragments that fall
into the controller panel can cause damage.
WARNING: For recommendations concerning installation
safety requirements and safety requirements and
safety related work practices, refer to specic regional
requirements.
• Europe: Reference the standards found in EN60204 and
your national regulations.
• United States: Refer to NFPA 70E, Electrical Safety
Requirements for Employee Workplaces.
Customer Wiring
Refer to the drawing list supplied with the CST system for
interconnect cable kit and schematics that apply to a specic
application.
All 3-phase power cabling between the CST cooling pump(s),
heat exchanger fan(s) and CST sump heater are to be furnished,
laid and terminated by the end user.
WARNING: It is the responsibility of the customer to provide
the necessary emergency stops and warning signals. E-
Stop buttons provided by Dodge must be hardwired directly
into the emergency stop circuitry. Check the operation of
these safety devices before starting the conveyor and when
making any changes to the program.
The following points should be noted while planning cable
selection, laying, and termination.
• All discrete control cables for input/output signals are to have
stranded conductor, gauge 16-18 AWG, tinned copper, PVC
insulated, twisted pairs, PVC jacket suitable for 300 V, 80°C.
• All analog signal cables are to be 18-22 AWG, stranded
conductors, tinned copper, polyethylene insulated, twisted
pairs. Each pair should be individually shielded with
aluminum-polyester shield and 20 AWG stranded tinned
copper drain wire.
• Overall chrome PVC jacket, rated 30 V 80°C.
• Entry of control/signal cables to the controller enclosure
should be from the bottom plate. Detach plate before drilling
holes for bushings to avoid ingress of metal powder in the
controller.
• All inputs from customer control system to be individually
isolated.
• Control supply to the control panel is recommended to
provide power from a UPS (Uninterruptible Power Supply).
• If there is high frequency conducted noise in or around your
distribution equipment, we recommend the use of an isolation
transformer in the AC line to the power supply. This type of
transformer provides isolation from your power distribution
system and is often used as a “step down” transformer to
reduce line voltage. Any transformer used with the CST
controller must have a sucient power rating for its load.
Each CST controller should be regarded as 300 VA load.
• If there are excessive line voltage variations, the best solution
is to correct any feeder problems in the distribution system.
Where this does not solve the line variation problem, or in
certain critical application, use a constant voltage transformer
to power up the CST controller.

7MN16004
• When the CST controller is operated in a “noise-polluted”
industrial environment, special consideration should be given
to possible electrical interference. The following reduces the
eect of electrical interference:
• Proper equipment grounding
• Proper routing of wiring
• Proper suppression added to noise generating devices
• Potential noise generators include inductive loads, such as
relays, solenoids, and motor starters when operated by “hard
contacts” like push buttons or selector switches. Suppression
may be necessary when such loads are connected as output
devices or when connected to the same supply line that
powers the controller. Lack of surge suppression on inductive
loads may contribute to processor faults and sporadic
operation.
• Use of a suppression device on outputs used to control
inductive devices is recommended such as:
• Relays
• Motor starters
• Solenoids
• Switching inductive loads without surge suppression can
signicantly reduce the lifetime of relay contacts. Suitable
surge suppression methods for inductive AC load devices
include a varistor, a RC network, or a surge suppressor. These
components must be appropriately rated to suppress the
switching transient characteristic of the particular inductive
device. The suppression device should be located as close
as possible to the load device.
Grounding: Grounding helps limit the eects of electrical noise
due to electromagnetic interference (EMI). The equipment
grounding copper bar/lug provides the ground path for the CST
enclosure. 10-1 4AWG ground conductor wire should be used
and terminate on the ground lug.
Shielding: All the CST instrument analog signal cables to
and from the CST should be shielded at one end only. It is
recommended that the shield should be terminated on the
copper bar provided inside the CST controller enclosure.
The other end, towards the eld transducer, should be taped/
insulated and not connected to any ground.
CAUTION: The CST enclosure and other control devices
must be grounded properly. All applicable codes and
ordinances must be observed when wiring the control
system.
CAUTION: The belt piece should be thick and bent to
produce sucient “coil spring” action. If the belt support
is “rigid,” it can cause failure in the bearings of the encoder
shaft and can transmit erratic signals to the controller.
CAUTION: The shielded cable must be grounded properly
inside the CST controller. DO NOT GROUND THE SHIELD
INSIDE THE JUNCTION BOX. All National Electric Code and
applicable local codes and ordinances must be observed
when wiring the system.
Output Shaft Speed Sensor
An electromagnetic sensor, mounted on the "TAC Wheel" cover
measures the output shaft speed of the CST. The speed probe is
adjusted for the air-gap between the tooth wheel and the sensor
tip; however, it is likely that during installation and/or during
commissioning, the adjusted gap will be disturbed. If the speed
signal is lost, the following corrective action may be taken:
1. Loosen the lock-nut and turn the speed probe clockwise until
it touches the tach wheel.
2. Turn the probe counter-clockwise by one-quarter or one-half
turn. Tighten the lock-nut. One complete turn moves the
probe by roughly 0.050" axially.
3. Connect a voltmeter across the white and black wire and give
+5 VDC across red and black. When the probe touches the
tooth, the voltage reading will be 0. When loosened by one-
quarter turn, the reading will be approximately 4.9 VDC. If the
probe is turned three-quarters of a turn, the voltmeter reading
will again drop to 0. Move the probe such that it is somewhere
in between one-quarter and three-quarters of a turn and the
reading remains at 4.9 VDC. Tighten the lock nut.
The air gap should range between 0.005" and 0.025". In the
factory, the air gap is maintained at approximately 0.015".
A dead band occurs for air gap distance within 0.026”-0.035”
when the signal is lost. The signal reappears within an air gap of
0.036-0.055”. In excess of 0.056”, the signal is lost completely.
NOTE: It is recommended that the air gap be maintained
close to .015".
Cooling System
NOTE: Piping connections, pipe, and weld areas should
be cleaned before assembly or connections with cooling
system. Weld areas must also be cleaned to remove weld
spatter or slag after welding is complete.
Install the cooling pump, heat exchanger, interconnecting piping
and basket strainer as indicated on the supplied drawings and
as explained in the mechanical system installation manual. If the
Cooling Pressure Transducer PT-3 and the Cooling Pressure
Indicator PI-3 are shipped separately from the CST, install the
assembly of PT-3 and PI-3 as shown on the drawings. Verify
that all hose, tting, piping and anged connections are tight to
prevent hydraulic uid leaks.
Fasten the electrical connections to the heat exchanger fan
motor. Secure the electrical connections to the cooling pump
motor. Fasten the electrical connections between PT-3 and the
controller. The wiring in the conduit is mounted on the CST with
Mini-Din connectors for PT-3 already installed on the wiring.
Place the strainer in a position where the drain plug can be easily
removed. Provide over 12 inches of space above the strainer to
allow for basket removal. The Lid-Ease strainer has cast arrow
marks on the body to indicate the direction that the uid must
ow.
In case of a 4” ange style strainer, external support of the
strainer may be required to reduce pipe strain in the system.
This can be accomplished either by supporting the anges or by
providing a base for the bottom of the strainer. Ensure that the top
of the strainer is not more than 3 feet o the ground to allow for
lid removal and maintenance. In the event that the strainer is not
at the highest point in system, the use of valves is recommended
TAC Wheel Cover
Tooth-Wheel
Lock-Nut
Speed Sensor
DZH460 (ST-1)
0V DC
Black Wire
Signal
White Wire
+5V OR + 24 DC
Red Wire
Figure 9 - O/P Shaft Speed Sensor with Cover

8MN16004
on both sides of strainer to prevent strainer from lling up while
cleaning the basket.
Hydraulic Control System
If the hydraulic control panel was shipped assembled to the
CST, the control system hosing and ttings are already installed.
Tighten all hose, tting, piping, and anged connections to
verify that they did not become loose during CST shipping and
installation.
CAUTION: Do not overtighten ttings. Overtightening
ttings can cause them to break or strip. Cast iron piping/
hose tting connections are the most susceptible to damage
due to over-tightening.
STARTUP INSTRUCTIONS
CAUTION: The entire installation, including all connections
to and from the support equipment, must be complete
and the CST system must be lled with the recommended
hydraulic oil before testing a CST or CST drive motor.
CAUTION: Do not allow dirt, shop rags, tools, or other debris
to enter any of the hydraulic systems components, hosing,
piping, or gearbox.
All CST units are test-run at the factory. During initial startup,
after installation in the eld, the following procedures will promote
safe operation of a CST:
• Check the direction of rotation of all components before nal
connection of the driven equipment.
• Check the couplings that connect the drive motor to the CST
for proper alignment. If required, check that the couplings
are lled with the correct grade of grease as recommended
by the coupling manufacturer. Check that the fasteners are
rechecked for tightening to the correct torque values.
• Check that the drive motor bearings have been lled with the
correct grade of grease as recommended by the drive motor
manufacturer.
• Check all mounting bolts, nuts and screws to be sure they are
tight.
• Ensure that the gear-case breather plug has been removed
and the breather, access covers and coupling guards are in
place and secured.
WARNING: It is the customer’s responsibility to provide the
necessary emergency stops and warning signals. Check
the operation of these safety devices before starting the
conveyor and when making any changes to the program.
WARNING: Follow lock out tag out procedures before
performing any maintenance on the conveyor or CST
system.
WARNING: Ensure hydraulic systems are de-energized and
relieve hydraulic pressure before performing maintenance
on the conveyor or CST system.
WARNING: Do not operate the unit with caps, covers or
guards missing.
• If so equipped, a heater should be used to take the chill o the
unit prior to startup in extremely cold weather. A sump heater
control is often integrated into the electronic control system.
• Check the clutch pressure gauge PI-1 to ensure that no
pressure is on the CST clutch stack piston.
• Check all electrical connections to ensure that they are
properly made and well insulated.
• If the conveyor has a backstop, check that the direction of
rotation of the backstop and the CST output shaft is the same.
Lubrication
Normal operating conditions require that the CST be lled to the
level indicated at the sight gauge. Use Mobil uid 424 to ll the
sump. External oil lines, a cooling pump, control lines and a heat
exchanger will also require additional quantities of uid.
The uid capacity for the CST is stamped on the nameplate
attached to the CST. This capacity is for the CST alone and does
not include the external oil lines, cooling pump, control lines and
heat exchanger.
Refer to the mechanical systems installation manual for more
details.
Filter (10μ)
Refer to the mechanical systems installation manual for further
information.
The CST is shipped with a lter mounted on the lter head.
In addition, spare lters are shipped attached to the unit.
For startup, additional supplies of lters should be in place.
Some units require additional ltering during startup due
to contamination or debris that entered the system during
installation.
Refer to the drawings for the manufacturer and model number of
the lters supplied with your CST unit.
Basket Strainer
The CST is shipped with size 40-mesh basket strainer(s), either
mounted or packed separately.
Before system startup, make sure that all valves are open that
were shut for servicing. After starting the system, check for any
leaks. If there is any leakage around the lid, remove it and refer to
the troubleshooting section of the “Technical Service Manual on
Basket-Type Line Strainers.”
With the cooling pump running and with the oil circulating, loosen
the cooling ow transducer PT-3 slightly to bleed a little bit of oil.
This will help ush out trapped air. Tighten the transducer. Check
for any leaks around the gauge and transducer ttings.
CST Control Panel
The CST control system is tested at the factory for all the health/
monitoring and interlock signals related to the CST drive. The
application program on the PLC and the HMI will be loaded at the
installation site. At the site, customer interface cabling and wiring
is to be carried out as per interconnect drawings. The following
procedures should be observed to promote safe and smooth
startup of the CST.
NOTE: A CST controls engineer will be onsite to perform
steps 5–7, if this arrangement was specied in the purchase
agreement. Steps 1–4 should be completed prior to the
arrival of the controls engineer to avoid delays in the startup.
NOTE: Do not attempt system startup until you are
thoroughly familiar with the controller components and
programming/editing techniques. You must also be
thoroughly familiar with your plant control application.
1. Inspect installation—The onset of serious problems can be
prevented by making a thorough physical inspection prior to
installation. It is recommend that the following be completed:
a. Make sure that the PLC control panel and all other
devices in the system are securely mounted.
b. Make certain that all wiring connections are correct and
that there is no missing wires. Check the tightness of
all terminals to make certain wires is secure. Make sure
that all shield control cables are grounded inside the
controller on the copper ground bar.

9MN16004
c. Measure the incoming line voltage. Be certain that it
corresponds to controller requirements and that it falls
within the specied voltage range. [Within the United
States of America, the control supply to the controller
is generally 115 VAC, 60 Hz whereas in East- Asian
countries, the control supply is 230 VAC, 50 Hz]. On
the PLC controller power supply module, a jumper is
provided to select for either 115 VAC or 230 VAC. Make
sure the jumper is placed correctly as per your available
control supply.
d. Make certain that there are no unwanted jumpers across
the terminals.
2. Disconnect belt drive pulley—Before powering the CST
control panel, as a safety precaution, you must make certain
that the conveyor output coupling is disconnected. The main
motor will have to be started to build the hydraulic control
pressure.
3. Test/check the CST control panel:
a. Do not start the main motor. Simply apply control power
(115 VAC 50/60 Hz, 1-phase as applicable) to the CST
control panel. The HMI should display the OVERVIEW
screen and all LEDs on the PLC modules should indicate
healthy status.
b. Ensure the program select key on the PLC-CPU module
is in RUN state.
c. Check following discrete input signals on Controller/ HMI
screen:
-Conveyor Start/stop input
-Conveyor CREEP select/deselect
-Emergency stop
-Motor ON
-Brake released
d. In MANUAL Mode (your Control Panel maybe either
designed with selector switch or a separate screen on
the HMI screen), check the operation of Cooling Pump,
Cooling Fan and Sump Oil Heater (if applicable). When
the cooling pump is running, observe cooling oil ow
pressure and the oil temperature values on HMI screen.
e. If all analog transducers are connected correctly and
functionally intact, then OVERVIEW screen will display 0
value.
4. Test/check belt encoder—Belt encoder, an optional item if
installed, should be installed as indicated on the standard
installation drawing for Dodge CST. It is recommended that
prior to moving the belt, the functionality of the belt encoder
should be checked. The following steps are recommended:
a. De-couple the belt encoder from the stud shaft of the
pulley.
b. Make note of the correct direction of rotation of the
encoder shaft with respect to the pulley.
c. Rotate the encoder shaft by hand. If you don’t see
positive display on the Overview screen then check
the cable connection, swap the A and AA or BBB
signal cable. You should be equipped with a standard
Frequency calibration tool set to observe the incoming
pulses on the terminals. Also, check the calibration of
the frequency/current converter provided in the hydraulic
junction box.
d. Mount the encoder on the pulley stud-shaft. Make sure
the coupling is tight; the encoder is mounted correctly as
per instructions.
5. No-load spin test—Do not couple the belt pulley; start the
main motor. Observe the following:
a. As the output shaft of the CST is not coupled, when
the motor is started, the shaft will spin. The HMI screen
should display the following data:
-Output rpm
-Motor kW (No-load)
-Oil temperature
-Oil lubrication ow pressure
-Mechanical cooling pump ow pressure (applicable
for certain sizes)
b. Start the cooling pump in MANUAL mode and observe
the cooling oil ow pressure on the HMI screen.
c. Apply pressure on the clutch stack in MANUAL mode
(this feature either made available on the HMI screen
or you have to log in the PLC programmer and force the
output) and observe the clutch pressure value on the
HMI screen.
d. From your programming panel, force OFF the “Motor
trip” output to ensure that the main motor “interlock”
does trip the motor. Repeat motor trip test by simulating
followings:
-Emergency stop
-Lubrication failure
-Oil temperature HIHI
6. No-load belt runs test—After satisfying that CST controller
is performing well, stop the main motor and couple the belt
pulley to the output shaft of the CST. Now perform no-load
belt run for each CST drive individually. The following steps
are recommended:
a. Start the main motor of one CST only and simulate RUN
signal from remote.
b. Observe the clutch pressure rise on the trend curve.
Run the belt for some time. Observe the following
parameters:
-Belt encoder speed
-Output shaft speed
-Motor kW
-Clutch pressure
-Cooling and lubrication ow pressures
-Oil temperature rise
-Brake control
-Tune the Pressure PID and SPEED PID to get best
trend curves.
c. Similarly, start the motor of the second CST only and
observe belt performance using RSTREND. Tune
Pressure PID.
d. After successfully running the belt from each CST drive
and observing the parameters for a few hours, stop the
motor. Start the motors in a staggered sequence interval
of at least 10 seconds. When all the motors are on, give
belt START signal.
e. Attend to the tuning parameters of PIDs from time to
time on each control loop to allow the system to run in
MASTER/SLAVE load share conguration.
f. Check operation of drives for following modes:
-Master drive clutch slip at 2%
-Master drive clutch “locked”
g. Simulate system trips for the followings:
-Emergency stop
-Normal stop
-Lubrication or cooling oil failure
-Network communication failure
-Temperature high
-Motor overload
-Speed failure

10 MN16004
7. Loaded belt run test—After successfully running the belt
on no-load with all the drives in Master/Slave load share
conguration for several hours, perform load runs with actual
material. Perform load runs for 25%, 50%, 75% and 100%
load. Tune the PIDs to achieve good “load share” control.
Make trend curves using RSTREND for all important
parameters, as depicted in Figures 10a-c. Record the PID
Gain/Integral/Derivative settings for each loop on separate
trend views.
Figure 10a - Start/Stop Prole of 2 x 280KRS CST Drives
Figure 10b - Creep Speed Control at 10% Set Point
Figure 10c - Creep Speed Control at 50% Set Point
CST CONTROL PANEL MAINTENANCE
The PLC modules must be protected from dirt, oil, moisture,
and other airborne contaminants. To protect these boards, the
enclosure should be kept clean and the door should always
be kept closed. The enclosure door gasket or liner should be
checked and all the clamps around the door should be fully
tightened to ensure no ingress of water or dust.
Regularly inspect your terminal connections for tightness. Loose
connections may cause improper functioning of the controller or
damage the components of the system.
WARNING: To ensure personal safety and to guard against
damaging equipment, inspect connections with power
turned o.
The National Fire Protection Association (NFPA) provides
recommendations for electrical equipment maintenance. Refer
to article 70B of the NFPA for general requirements regarding
safety related work practices.
It is recommended to keep one spare set of the following boards:
• CPU
• I/O, one of each type
• Lamps, fuses, and other similar items
NOTE: Refer to the user manuals for the PLC and HMI units
for proper care and maintenance. Do not remove the CPU or
any I/O module from the chassis until all power to the unit is
shut down.
CAUTION: Do not expose the processor to surfaces or
other areas that may typically hold an electrostatic charge.
Electrostatic charges can alter or destroy memory.
TROUBLESHOOTING FAULTS
Introduction
Two levels of alarms have been dened for the drive control
system:
• Alarms
• Shut Downs
Dierent actions are taken depending on the level of the alarm
and the type of drive.
The red lamp provided above the HMI, on the front door of the
CST control panel, turns ON to give a visual alert that an alarm is
active.
CAUTION: Do not rely on the HMI terminal as a primary
warning device in applications that could result in physical
injury, product damage, or signicant process down time.
PLC discrete output assigned as CST FAULT/TRIP (see the
application interconnect diagram) should be hardwired
and/or mechanical interlocked with main plant system. All
other belt conveyor safety and pull cord switches should be
hardwired directly to the main plant trip system.
Alarms
Alarms are noncritical faults that do not require a conveyor
shutdown. When an alarm is detected, it is entered into the alarm
log and the corresponding LAMP is turned on (steady) on the
HMI screen. The CST ALARM output hardwired (by the user) to
end user plant operating system is turned high (contact close on
alarm condition).
Shutdowns
Shutdowns require a manual reset to be cleared. This can be
done from the HMI soft touch screen.
The RED LAMP on the front of the CST enclosure turns on and
remains steady until the shutdown is cleared.
Shutdowns are critical faults requiring a shutdown of the
conveyor and trip the main motors using the emergency stop
sequence.
Emergency malfunctions require the motor to be turned o. The
motor permissive discrete output of the PLC is turned o. Also,
the blocking valve on/o output wired to the CST hydraulics is
turned o.
The blocking valve is normally turned back on when reaching the
stopped state to drain the clutch and re-enable the motor.
The valve is turned on again as soon as the motor stops.
Conveyor Alarm
Figure 11 - Conveyor Faults and Alarms

11 MN16004
This screen displays faults and alarms related to the conveyor
belt.
Emergency Stop Activated: The E/stop button, when activated
from remote or on the CST control panel, causes the main drive
motor to trip. The PLC generates a trip output signal which is
hardwired to the motor control main starter to trip the motor.
The E/stop input is failsafe, a maintained close contact input to
the PLC system when not activated. Even a momentary loose
connection will cause the motor to trip. To reset, twist and pull
out the red button to reset, then press fault reset to restart the
conveyor.
Conveyor Overloaded: During ACCELERATION of the belt,
when scaled process variable value (belt speed) is less than the
setpoint value (Set speed) for 15s OR during full speed operation
when the scaled PV (belt speed) is less than the lower limit of
SPEED PID setpoint (90% of SP) for over 15s then an Alarm bit is
set high.
CST Alarm Status Screen
Motors Tripped Due to System Fault: Motor interlock
permissive discrete output drops low (contact opens) when any
of the following faults occurs:
• Oil temperature HIHI
• Lubrication oil ow failure
• Emergency stop activated
• Motors overloaded for the third time
These screens display alarms related to the number of drives in
application. The conveyor belt is not stopped, nor any motors
tripped. The alarm is generated so that corrective action can be
planned in the next conveyor shutdown.
Cooling/Lubrication/Clutch/Oil Temperature Transducer Out
of Calibration: The PLC system monitors calibrated range of the
transducer towards 4-20 mADC. If the incoming analog signal
drops below 2 mA for 500 msec, the system latches this bit as an
alarm fault. The calibration of the transducer should be checked
or both ends of the wire connection should also be checked.
Motor Power Transducer Out of Calibration: The PLC system
monitors the calibrated range of the transducer towards 4-20
mADC. If the incoming analog signal drops below 2 msec for
500 msec, the system will latch this bit as an alarm fault. The
calibration of the transducer should be checked or both ends of
the wire connection should be checked.
The above alarms appear and reset by themselves when the
deviations clear. The belt is not tripped.
Motor Overloaded: The maximum power value is set
from the CST conguration screen. During BREAKWAY,
ACCELERATION AND FULL SPEED run of the belt, when the
actual motor kW exceeds 100% of this set limit, then alarm bit
(N11:26/7 for CST1) is set high. This bit is latched. The HMI
displays the message, “CST1 Motor overload ALARM” or “CST2
Motor overload alarm.” The Fault reset button must be pressed to
clear this alarm. The conveyor will continue to run.
Heater Starter Failure: The PLC system monitors the feedback
signal of the starter. The Heater cycles ON/OFF with the oil
temperature. If the feedback is not received for 500 msec when
the PLC indicates the Heater ON command. The starter should
be checked.
NOTE: This alarm is applicable only if your system is
equipped with a CST sump oil heater and on/o starter.
CST Malfunction/Trip Screen
Any faults latched on this screen will cause the conveyor belt to
stop. The main motor is tripped on the following conditions:
• Lubrication oil failure
• Sump oil temperature HIHI
• Motor overloaded for the third time
Main Motor Overloaded: The overload upper limit is set from
the panel view conguration screen. During full load operation,
if any of the drive motors are overloaded for ve seconds, this bit
is latched to stop the conveyor. Overloading the belt should be
avoided and the cause of the overload should be investigated.
Sump Oil Temperature Underlimit: The under temperature limit
is set from the panel view conguration screen. During normal
operation, if the oil temperature of the CST drops below this set
limit, this bit is latched to stop the conveyor. The heater should be
checked. Oil should be kept warm, above 45°F, prior to the belt
start.
Pump/Fan Starter Failure: The PLC system monitors auxiliary
contact feedback of the pump and starter. Whenever the system
gives discrete output to start the pump or fan, the feedback
should be available (input high) within 500 msec otherwise, this
bit is latched and the conveyor will not start.
The main motor is tripped when lubrication oil pressure drops
below 10 psi. The oil lters should be checked. Refer to the
hydraulics section to determine the probable cause of failure.
Figure 12 - CST Alarm
Figure 13a - CST Fault Screen
Figure 13b - CST Fault Screen

Dodge Industrial, Inc.
1061 Holland Road
Simpsonville, SC 29681
[phone]
All Rights Reserved. Printed in USA.
MN16004 06/22
*16004-0622*
© DODGE INDUSTRIAL, INC.
AN RBC BEARINGS COMPANY
Sump Oil Temperature HIHI: Oil temperature is continuously
monitored by the PLC system. The high high trip limit is set from
the HMI screen. If the temperature exceeds this limit for 500
msec, this bit is latched to stop the conveyor and trip the main
drive motor. The system can be restarted when the oil cools
down below 165°F. The oil level should be checked as well as the
heat exchanger performance and RTD calibration.
Clutch Pressure Low: The clutch under pressure limit is
set on the panel view screen. Before starting the belt, the
clutch pressure should be almost zero or below the set limit,
approximately 10psi. When the RUN command is chosen, the
system begins building pressure on the clutch to pre-charge it. If,
the pressure fails to build pressure over 10 psi within 15 seconds,
this bit is latched and the conveyor start fails. The cause should
be investigated. The lubrication oil lter could be clogged, the
proportional valve may be sticky or the coil may be burned. There
could be other probable causes of failure in the hydraulic circuit.
For better understanding, refer to the section on hydraulics.
Clutch Pressure HIHI: The clutch under pressure limit is set
on the panel view screen. When the drive is enabled and if the
clutch pressure exceeds the upper limit for one second duration,
this bit is latched to stop the conveyor. The cause should be
investigated. The proportional valve may stick or the amplier
may be out of calibration. The RV valve on the hydraulic manifold
maybe malfunctioning. The system pressure should be checked
with a pressure gauge. When the motor is running, the gauge
should read 300 psi. Adjust the RV to maintain the system
pressure at 300 psi. There may be other causes of failure in the
hydraulic circuit. For better understanding, refer to the section on
hydraulics.
Speed Not Detected During Breakaway: After the clutch is
pre-charged, the PLC system continues to apply pressure on
the clutch to achieve breakaway. The belt is expected to start
moving within 30 seconds. If the conveyor is equipped with a
digital or analog brake control system, the time of 30 seconds
for speed detection is adjusted based upon the brake release
time. If no speed is detected after pre-charge within this specied
time period, the bit is latched and conveyor motion is halted.
The brake system should be checked as the proportional valve
operation or any other obstacle which maybe holding the belt
from moving. The speed loop should also be checked. The TAC-
sensor may be damaged or there may be a lose wire connection.
To correct this problem, from the HMI screen, select Other TAC
sensor and re-start the conveyor.
Clutch Pressure Too High to Start the Conveyor: When the
conveyor is stopped, all pressure on the clutch is released. The
PLC system ensures that prior to the RUN signal, there should
be no pressure on the clutch stack. The lower limit is set from
the HMI Conguration screen. If there is pressure above the set
limit, this bit is latched and conveyor will not start. The blocking
valve should be checked, which should be reset by the PLC
system to release locked pressure after the belt has stopped.
Check to ensure that the blocking valve coil has been energized
by placing a screw driver on the coil to detect the magnetic pull. If
necessary, replace the burnt coil. Check the live zero calibration
of the clutch pressure transducer.
CST Slip High/Low: The output shaft speed is continuously
monitored and compared with the belt encoder speed signal.
When the drive is enabled, and if the slip between the shaft the
belt occurs at ± 20% of speed for ve seconds, this bit is latched.
The conveyor is stopped. The belt/pulley alignments and tension
adjustment must be checked. Also, in wet conditions if the belt is
overloaded, it is likely to slip on the high tension pulley. Loading
should be reduced to avoid slippage.
Though most of the fault alarm and trip status are monitored by
the PLC and displayed on the HMI, some intermittent faults may
occur. Refer to the CST Troubleshooting Tips for some of the
more common faults.
CST Troubleshooting Tips
Probable Fault Corrective Action
CST alarm latched for
“All transducers out of
calibration”. Unable to
run the conveyor.
• 24Vdc supply has failed. Replace power supply.
• All transducers (Clutch pressure, Lube & Cooling,
temperature and speed) are 2-wire, 4-20mA dc loop,
powered by the 24 VDC power unit.
• Check the fuse on the dc power pack or the healthy
status of the dc unit.
The kW signal
uctuates or drops
to zero, causing
conveyor to stop
under load share
alarm.
• Loose connection of power transducer due to
vibration or improper shielding.
• Check calibration of the kW transducer or healthy
status of PT/CTs inside the MCC.
• Input connector on the analog module could be
loosened due to vibration and makes intermittent
contact during operation. Tighten connector /
terminals.
During load share,
one of the slave drives
begins to oscillate,
causing undue stress
and load imbalance
on the belt.
• Controlled output on the clutch may be uctuating
due to Proportional Valve spool’s sticky movement.
Replace the PCV.
• Blocking valve malfunction. Either coil burnt or supply
wire loose. Replace coil or tighten connections.
• NOTE: To check the healthy status of the BLV coil,
simply bring a screwdriver close to the coil. If the
coil is energized and healthy, magnetic pull will be
noticeable on the screwdriver stem.
The belt stops but no
alarm registers. Or E/
stop is registered but,
the push button status
is healthy.
• RUN (Start/Stop) signal should be steady ON. If the
connection wire is loose, it may cause momentary
make-break of signal. PLC scans the input signal in
milliseconds to register as stop signal, causing belt
to stop. Tighten the wire and check healthy status of
RUN ON/OFF signal.
• E/Stop wire may be loose, causing momentary make/
break. Tighten wire or check push button contact
status. Loose contact element, dust, or water could
cause a bad contact.
During Start, CST
fails to accelerate
or maintain steady
belt speed or there
is no pressure on the
clutch.
• Hydraulic circuit to be analyzed step by step. Check
system pressure on pressure gauge when main motor
is ON. If pressure is low, adjust the relief valve RV.
Check lters. Refer to the section on hydraulics.
• Check PCV. Amplier may be out of calibration or
defective. Replace or re-calibrate the amplier.
• Relief valve PRV-1 maybe leaking profusely. Replace
valve.
• 25-micron lter FLT-1 clogged. Replace element.
• Oil could be dirty. Analyze oil sample and replace oil.