8
05.01
8.7 Circuit examples =1 to =9 with SIMODRIVE 611
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Siemens AG 2012 All Rights Reserved
SIMODRIVE 611 Configuration Manual (PJU) – 02/2012 Edition
Definition of the terminology
”Powering–down in an emergency” EMERGENCY OFF and ”Stopping in an
emergency” EMERGENCY STOP
Actions taken when an emergency arises according to EN 60204–1 (VDE
0113, Part 1): 1998–11, Section 9.2.5.4 should be interpreted as follows:
Powering–down in an emergency: In Stop Category 0 according to EN
60204–1; 9.2.2 stopping is achieved by immediately disconnecting the
power feed to the machine drive elements (i.e. uncontrolled stop). Generally,
this type of power–down operation is interpreted as EMERGENCY OFF.
Stopping in an emergency: In stop Category 1 according to EN 60204–1;
9.2.2, a system is stopped in a controlled way; in this case, the power feed
to the machine drive elements is maintained in order to stop in a controlled
fashion. The power feed is only interrupted when standstill has been
reached. Generally, this type of stopping is defined as EMERGENCY STOP.
In the circuit examples, when stopping in an emergency, the term EMER-
GENCY STOP function is used.
The EMERGENCY STOP buttons cause a shutdown according to Control
Category 3 in compliance with EN 954–1 through two channels using the
3TK2806–0BB4/3TK2842–1BB42 safety relays. When required, the switch-
ing devices also allow an EMERGENCY STOP button to be connected in a
configuration that is cross–fault circuit proof, Category 4 according to
EN 954–1.
Braking using terminal 64 – drive inhibit – at the current limit
By inhibiting terminal 64 – drive enable at the NE module or the monitoring
module – the drives are stopped as quickly as possible at the selected cur-
rent limit (torque limit)/ramp of the drive module.
NE module regenerative feedback power
The power rating of the NE module is selected according to the rated power
of the connected motors – reduced by a demand factor. When braking at the
current limit, ensure that the braking power does not exceed the peak regen-
erative feedback power of the I/R modules (see Table 6.3) and the braking
power of the pulsed resistors in the UI modules. In borderline cases, the NE
modules should be dimensioned somewhat larger or additional pulsed resis-
tor modules with external pulsed resistors should be used.
Setpoint and actual position value interfaces
A complete drive module with power and control module with High Perfor-
mance for 1FK6 motors is shown in a block diagram in Section 8.4.1. The
setpoint is controlled via terminal X141. In circuit example = 1, the setpoint
and actual position value interfaces of the NC control, e.g. 840D, are only
shown once as a schematic sketch. These are not discussed any further in
the additional circuits.
A detailed description of the control units is provided in Chapter 5.
Motor holding brake
The holding brake must be controlled in a coordinated way with respect to
time. For instance, using the PLC logic as a function of the pulse cancella-
tion, controller enable and speed setpoint input. In this case, the times re-
quired for the holding brake to open and close must be taken into account.
If the brake control is not optimally harmonized and coordinated, then this
results in increased wear and premature loss of the braking performance.
Functions/safety
aspects
8 Important Circuit Information
02.03
