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ARECIBO OBSERVATORY

SERVO DRIVE SYSTEM UPGRADE

Volume IV

MAINTENANCE MANUAL

CONTROL SYSTEMS

Vendor Publications

File 1

Provided for

National Astronomy and Ionosphere Center

Cornell University

Ithaca, NY, USA

Project No. 10/95034

Rev.: 2.2

September 1997

|Vertex Antennentechnik GmbH |Vertex Communications Corporation |
|Baumstr. 50 |2600 Longview Street |
|47198 Duisburg |Kilgore, TX 75663 |
|Germany |U.S.A. |
|Tel. +49-2066-2096-0; Fax -11 |Tel. 903-984-0555; Fax -1826 |
Contents

Note:

Manufacturer's documentation marked with * below is supplied as a separate
manual.

1. Programmable Controller Siemens Simatic S5-135U

1.1 Manual Programmable Controller S5-135U/155U *

1.2 Manual CPU 928B *

1.3 Manual CP 581 *

1.4 Manual CP 524 / COM 525 *

1.5 Position Measuring Module WF 705

1.6 LAN Interface Module

1.7 Time Code Reader

2. Brushless Drive System

2.1 Data Sheets Kollmorgen Motors B-604 / B-606

2.2 Manual Amplifier BDS 4A *

2.3 Technical Data Maccon Regeneration Module

3. Optical Encoder System

3.1 Encoders

3.2 Encoder Interface Modules

4. Vertex Portable Control Unit

5. Limit Switches

5.1 Stromag Rotary Cam Switches

5.2 Schmersal Limit Switches

6. Vertex Drive Control System

6.1 Azimuth / Grgorian Dome

6.2 Carriage House

7. Uninterruptable Power Supply

8. Switchgear Inside Drive Cabinet

8.1 Dold Voltage Supervision Relays

8.2 Pilz Current Relays

8.3 Schiele Overvoltage Protection Relay

8.4 Miscelleanous Components

For addresses of manufacturers see following pages.

Addresses Of Manufacturers

|No.|Unit |Manufacturer |US Office |
|1.1|Programmable |Siemens AG |Siemens Industrial |
| |Logic Controller|Bereich Industrie- |Automation Inc. |
|1.2|(PLC) |Automatisierungssysteme |100 Technology Drive |
| | |Postfach 4848 |Alpharetta, GA 30202 |
|1.3| |D-90327 NЭrnberg |Phone 404-740-3090 |
| | |Phone +49-911-654-0 |Fax 404-740-3798 |
|1.4| |Fax +49-911-654-4064 | |
|1.5|LAN Interface |3Com Corporation |<--- |
| |Module |5400 Bayfront Plaza | |
| | |Santa Clara, CA | |
| | |95052-8145 | |
| | |Phone 800-NET-3COM | |
| | |or 408-764-5000 | |
|1.6|Time Code Reader|Bancomm |<--- |
| | |Division of Datum Inc. | |
| | |6541 Via del Oro | |
| | |San Jose, CA 95119 | |
| | |Phone 408-578-4161 | |
| | |Fax 408-758-4165 | |
|2.1|Kollmorgen |Industrial Drives |<--- |
| |Motors & |201 Rock Road | |
|2.2|Amplifiers |Radford, VA 24141 | |
| | |Phone 540-639-2495 | |
| | |Fax 540-731-0847 | |
|2.3|Regeneration |Maccon GmbH | |
| |Modules |KЭhbachstr. 9 | |
| | |D-81543 MЭnchen | |
| | |Phone +49-89-66 20 62 | |
| | |Fax +49-89-65 52 17 | |
|3.1|Optical Encoder |TR Electronic GmbH |TR Encoder Solutions Inc|
| |System |Eglishalde 6 | |
|3.2| |D-78647 Trossingen |P.O. Box 4448 |
| | |Phone +49-7425-228-0 |Troy, MI 48099 |
| | |Fax +49-7425-228-33 |Phone 800-709-3300 |
| | | |Fax 810-244-8741 |
|4 |Portable Control|VERTEX | |
| |Unit | | |

|No.|Unit |Manufacturer |US Office |
|5.1|Cam Limit |Maschinenfabrik Stromag |Stromag, Inc. |
| |Switches |GmbH |85 Westpark Road |
| | |Hansastr. 120 |P.O. Box 250 |
| | |D-59425 Unna |Centerville (Dayton), OH|
| | |Phone +49-2303-102-0 |45459 |
| | |Fax +49-2203-102-201 |Phone 513-433-3882 |
| | | |Fax 513-433-6598 |
|5.2|Mech. Limit |Schmersal GmbH & Co. |E & E Controls, Inc. |
| |Switches |MЖddinghofe 30 |5 West Cross St. |
| | |D-42279 Wuppertal |Hawthorne, NY 10532 |
| | |Phone +49-202-201-0 |Phone 914-769-5000 |
| | |Fax +49-202-201-100 |Fax 914-769-3641 |
|6. |Drive Control |VERTEX | |
| |System | | |
|7. |Uninterruptable |American Power |<--- |
| |Power Supply |Conversion Corp. | |
| | |132 Fairgrounds Park | |
| | |P.O. Box 278 | |
| | |West Kingston, RI 02892 | |
| | |Phone 800-800-4272 | |
| | |Fax 401-789-3710 | |
|8.1|Voltage |E. Dold & SЖhne KG - |Altech Corporation |
| |Supervision |Relaisfabrik |Mr. Friedrich |
| |Relays |Postfach 60 |35 Royal Road |
| | |D-78114 Furtwagen |Flemington NJ 08822-6000|
| | |Phone +49-7723-6540 | |
| | |Fax +49-7723-654356 |Phone 908-806-9400 |
| | | |Fax 908-806-9490 |
|8.2|Current Relays |pilz GmbH & Co. |pilz Inc. |
|. | |Postfach 725 |24850 Drake Road |
| | |D-73708 Esslingen |Farmington Hills |
| | |Phone +49-711-3409-0 |US Michigan 48335 |
| | |Fax +49-711-3409-133 |Phone 810-473-1133 |
| | | |Fax 810-473-3997 |
|8.3|Overvoltage |Schiele Industriewerke |Entrelec Inc. |
|. |Protection Relay|GmbH |1950 Hurd Drive |
| | |Postfach 120 |Irving, TX 75038-4312 |
| | |D-78127 Hornberg |Phone 214-550-9025 |
| | |Phone +49-7833-78-0 |Fax 214-550-9215 |
| | |Fax +49-7833-78-318 | |

Vertex Addresses:

Vertex Antennentechnik GmbH

Baumstr. 50

D-47198 Duisburg

Phone +49-2066-2096-0

Fax +49-2066-2096-11

Vertex Communications Corp.

2600 Longview Str.

Kilgore, TX 75663

Phone 903-084-0555

Fax 903-984-1826
2. Kollmorgen Motors

Motor Replacement

[pic]

Before removing of a motor the two connectors at the motor have to be
loosened. If a spare motor is not installed immediately afterwards, the
following instructions have to be observed:

- Unplug resolver connector (C2) at the related amplifier in the
drive cabinet.

Otherwise the resolver supply voltage might be shorted at the pins of
the motor connector. This in return could destroy the amplifier itself.

- Protect motor connectors against ingress of water (by cover,
ahnging upside down etc.).

Internal Brakes

Manufacturer / Part Number

Manufacturer: Stromag, Inc.

85 Westpark Rd.

Centerville (Dayton), OH 45459

Phone: (937) 433.3882

Fax. (937) 433 6598

Part Number of Friction Disc S/A:: 10-01125-02

Minimum Friction Disc Thickness

The minimum thicckness is 0.230 in.

Brake check / replacement

The friction disc dimensions can only be measured when the brake housing is
removed from the motor. To do this, remove the cover plate from the rear
end of the motor. Please note that there is an O-ring directly under the
plate, and care should be taken so as not to damage the O-ring during
disassembly / re-assembly of the motor.

For measuring the friction disc thickness the brake housing (extension of
the motor housing) also has to be removed (screws "A" on attached drawing).

If the brake itself has to be removed, proceed as follows: The brake is
held in place with 3 bolts. Remove these, and then slide the brake off the
motor shaft. There should be enough lead length so that the brake can be
removed from the motor without having to remove the lead wires from the
connector. The splined hub will remain attached to the shaft; this does not
have to be removed for inspection. Once the brake is outside the motor
body, the brake windings must be energized to measure the air gap. The
brake will open with power on.

Brake Drawing

Note:

The lower half (with extended length) of the drawing depicts an option with
a brush tachometer. The Arecibo motors do not have this option. Therefore
only the inner section (the brake itself) of the lower half of the drawing
is applicable.

6. VERTEX DRIVE CONTROL SYSTEM

VERTEX Drive Control System

1. Introduction

The Vertex Drive Control System has been designed for the use in the
Arecibo Servo Drive System. It is, however, based on standard components
that Vertex frequently uses for high precision drives which require special
measures in order to reach the specified accuracies. Such measures are

- anti-backlash compensation

- differential velocity control

- combination of torque setpoint out of different contributing
factors.

The Vertex Drive Control System consists of several analog printed circuit
boards; thus it can be used with many different types of controllers.

2. Overview

The Drive Control System (DCS) performs all drive control tasks which are
particularly caused by the motor arrangement at Arecibo Observatory, such
as

- torque biassing

- torque equalization

- gravity compensation.

In addition to that the DCS provides a possibility to operate the drives at
a very low level. Each axis can be operated separately in jog mode by
forward/reverse pushbuttons. The speed can be selected by a potentiometer.

The DCS is a separate 19" 4HU rack mounted unit for each axis. It comprises

- power supply

- analog printed circuit boards for

. acceleration limiter

. differential velocity control

. velocity loop

. torque bias.

- pushbuttons and potentiometers for low level operation.

The figures on pages 5 and 6 show the arrangement of the velocity and
torque control loops. The principle design is similar for Azimuth and
Gregorian Dome. Only settings of the individual boards, the way of
connecting the individual motors to the DCS and the modes (activated by the
PLC) are different. The Carriage House DCS also is kept as similar as
possible to Az and GD. However, it comprises only a few boards.

3. Control Concept for 1 Axis

Each axis has one (1) velocity control loop. The velocity setpoint is
received from the PLC (position loop output), the actual velocity is the
average velocity of the eight (8) motors of the resp. axis (CH#1: two
motors).

This PLC velocity setpoint - though having passed a software velocity and
acceleration limiter inside the PLC - is run through a hardware
acceleration limiter.

For GD and CH axes a gravity compensation is activated. Since the major
part of the required torque is caused by gravity, a calculated current
setpoint is feedforwarded by the PLC directly to the current setpoint
output of the DCS. Thus, the velocity controller has to deal with
deviations only and is able to reach the desired position much faster than
without feedforward.

A torque bias is added between

- the two pairs of motors on each side of the feed arm (Az)

- the two motors of each truck (GD, CH)

The torque bias compensates for the backlash of the gearbox, allowing
smooth performance at velocities 0. The torque bias for GD and CH depends
on the actual position and is fed from the PLC. At elevation zero it
reaches its maximum, at elevation 20 degr. there is no more torque bias
because the drives are preloaded by gravity and work together in one torque
direction only.

The resulting current setpoint is fed to all servo amplifiers, thus
providing even torque distribution for all motors (disregarding
corrections).

Differential velocity controller evaluation and control is provided for

- each pair of motors

. Az: the two opposing (inner and outer) motors of one trolley

. El: the two motors of one truck

- each pair of trolleys at one side of the feed arm (Az only)

- the two sides of the feed arm (Az only).

A speed zero signal is derived from the actual velocity signals and fed
back to the PLC.

Control Concept Azimuth

AZKONZ.SKD

Control Concept Elevation

ELKONZ.SKD

4. Arrangement Of Boards

The Vertex Drive Control System consists of four main types of boards:

- Setpoint Selection and Acceleration Limiter (board # 295.4):

. velocity setpoint selection

. acceleration limiter (two different ramps selectable)

. velocity limitation at prelimits

- Actual Velocity Detection (board # 329.3):

. evaluation of two tachos

. derivation of sum and differential velocities

. zero speed detection

. tacho failure detection

- Velocity Controller (board # 334.3)

. PI velocity controller

. differential velocity controller

. torque bias generation

. combination of torque setpoint components

. output limitation

- Universal Amplifier (board # 421.0)

. four amplifier channels with up two three selectable inputs each

and selectable output polarity

. one signal inverter with adjustable gains.

The following auxiliary boards are used (Az and GD only):

- Inverter Board (board # 873.0)

six signal inverters for generating the differential velocity signals
with both polarities

- Highpass Filter Board (board # 883.0)

six highpass filters for the differential velocity signals

5. Functional Description

All control signal activation as well as reactions on signals generated by
the Drive Control System is performed by the PLC.

Block diagrams for the individual boards and detailed circuit diagrams for
the Vertex Drive Control System boards can be found hereafter.

5.1. Acceleration Limiter Board 295.4

By relays K1...K6 one out of six velocity command signals can be
selected.[1] If none is selected, the velocity command can be connected to
GND by K7.

The velocity command is run through an acceleration limiter. With K10 not
enabled a slow ramp is active, with K10 enabled a faster ramp is active.

With prelimit signals connected to the K8 and K9 inputs a limitation of the
commanded velocity to 10% of the maximum value can be achieved. The
limitation is active with K8 and K9 not enabled (fail safe mode).

Relay outputs K11 and K12 provide information about the command signal
polarity to be used in a computer etc.[2]

Two additional relays (k13 and K14) can be used for customer purposes.[3]

Test sockets at front panel:

MP1 active velocity command ±10 V

MP2 limited velocity command (after prelimits) ±10 V

MP3 velocity command output ±10 V

LEDs at front panel:

H1 positive velocity command

H2 negative velocity command

5.2. Actual Velocity Board 329.3

The actual velocity of two tachos is evaluated. The input voltage from the
tachos is scaled to ±10V. The two velocities are added and scaled again to
reach ±10V for the sum (n/2). This sum is used as actual velocity input for
the velocity controller. The two tachos can be selected individually. So in
case of e.g. loss of one drive only one tacho will be used for sum speed
evaluation. The output scaling for n/2 remains the same. No controller
adjustments are required.

In addition to n/2 the difference n of the two tachos is also generated. A
low-pass filter is removes higher-frequency interference outside the
bandwidth of the control system. This n signal is also fed to the velocity
controller board.

Besides this handling of the actual velocities two digital signals are
derived:

- zero speed, indicating that n/2 is below an adjustable threshold

- tacho failure, indicating that n is above an adjustable threshold.

Test sockets at front panel:

MP1 actual velocity 1 ±10 V

MP2 actual velocity 2 ±10 V

MP3 differential velocity (n) ±10 V

MP4 sum velocity (n/2) ±10 V

LEDs at front panel:

H1 tacho 2 activated

H2 tacho 1activated

H3 tacho failure

H4 speed zero

5.3. Velocity Controller Board 334.3

A velocity deviation is derived using the desired speed vdes fed by the PLC
and the actual velocity measured by the actual velocity board (n/2).

The deviation is fed to the summation speed controller. A limiter adapts
the maximum value of the desired current ides to the current controller.
The current setpoint is fed to two outputs simultaneously.

Constant desired current values of the same magnitude but different sign
are superimposed to the two current setpoints in order to compensate for
the gear backlash.[4]

A third component for the current setpoint is generated in the differential
velocity controller. The differential speed n generated by the actual
velocity board is fed to a proportional controller via a filter network.
The low-pass filter (on board 329.3) is designed to remove higher-frequency
interference outside the bandwidth of the control system, whereas the
highpass filter (on board 334.3) ensures that only the undesirable
oscillations between the two motors are covered, but not the static error
of the tacho generators. The differential current setpoint is superimposed
positively or negatively on the summation current desired value ides.[5]

A fourth component contributing to the output current setpoint is fed
directly from the PLC. It can be activated by relay K3[6].

The sum current setpoints to the two motor controllers are limited to ±10V.

Test sockets at front panel:

MP1 velocity deviation (n/2 - n) * 10 ±15 V

MP2 output of velocity controller ±15 V

MP3 output to motor controller 1 (ides1) ±10 V

MP4 output to motor controller 2 (ides2) ±10 V

MP5 sum current setpoint motor 1 ±15 V

MP6 sum current setpoint motor 2 ±15 V

LEDs at front panel:

H1 torque bias activated

H2 velocity controller activated

H3 external torque component activated

H4 differential velocity controller activated

H5 I channel activated

5.4. Universal Amplifier Board 421.0

This board includes four amplifier channels with up two three selectable
inputs each and selectable output polarity.

One input is fed directly to the amplifier and is always active. The other
two inputs can be enabled and disabled by relays K1...K4. The output
polarity can be swapped by jumpers W *03. The overall gain is adjustable by
resistors.

An additional channel can be used as inverter, sum point or filter
depending on the resistors and capacitors used.

Test sockets at front panel:

MP11 / MP12 positive / negative output of amplifier 1 ±10 V

MP21 / MP22 positive / negative output of amplifier 2 ±10 V

MP31 / MP32 positive / negative output of amplifier 3 ±10 V

MP41 / MP42 positive / negative output of amplifier 4 ±10 V

MP51 output of amplifier 5 ±10 V

-----------------------
[1] Only two setpoints (from PLC and from potentiometer) are used
[2] unused feature
[3] unused feature
[4] This feature (constant torque bias) is used for Azimuth only
[5] This feature (n function on board 334.3) is used for Carriage House #1
only
[6] Used for gravity compensation (GD) respectively a combined gravity
comp./torque bias signal (CH)