Drive Optimization Guide V3 0 en

Drive Optimization Guide
V3.0, 08/2023
https://support.industry.siemens.com/cs/ww/en/view/60593549
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Table of contents
Table of contents
Legal information ..................................................................................................... 2
1 Advices before beginning .............................................................................. 5
2 Fundamentals & general information ............................................................ 6
2.1 Ideal two-mass-system ...................................................................... 6
2.2 Multi-mass-system........................................................................... 10
3 Measurement of the mechanical system ..................................................... 12
3.1 Speed-controlled system frequency response .................................. 12
3.2 Mechanics frequency response........................................................ 17
3.3 Image frequencies ........................................................................... 19
4 Inertia determination of a mechanical system ............................................ 20
4.1 Frequency response ........................................................................ 20
4.2 Velocity profile using the ramp function generator ............................ 22
5 Mot-ID (Motor-Identification) ........................................................................ 24
6 Current Controller optimization ................................................................... 26
6.1 Siemens drives & motors ................................................................. 26
6.2 Third-party drives & motors .............................................................. 26
6.3 Current controller setpoint frequency response ................................ 27
7 Speed controller optimization...................................................................... 30

7.1 Stability criteria ................................................................................ 32
7.2 Proportional gain factor (Kp) ............................................................ 34
7.3 Current Setpoint Filter ...................................................................... 40
7.4 Integral time (Tn) ............................................................................. 45
7.5 Current setpoint filters in multi-mass-systems .................................. 46
7.6 Reference model ............................................................................. 48
7.7 Actual speed filter ............................................................................ 50
8 Position controller optimization .................................................................. 51
8.1 DSC (Dynamic Servo Control) ......................................................... 52
8.2 Unit of the position controller gain factor (Kv) ................................... 53
8.3 Speed pre-control and balancing filter .............................................. 54
8.4 Position controller parameter ........................................................... 56
8.4.1 Optimization of Kv and vTC with One-Button-Tuning ........................ 56
8.4.2 Verification of the vTC time constant ................................................ 57
9 Controller and filter adaption ....................................................................... 62
9.1 Current controller adaption............................................................... 62
9.2 Speed controller adaption ................................................................ 64
9.3 Current Setpoint Filter adaption ....................................................... 65
10 Feed-Forward (Pre-Control) & Compensation............................................. 66
10.1 Friction torque ................................................................................. 66
10.2 Acceleration torque .......................................................................... 68
10.3 DSC Spline ...................................................................................... 69
10.4 APC (Advanced Position Control) .................................................... 72
10.5 VIBX (VIBration eXtinction) .............................................................. 72
10.6 Cogging torque compensation ......................................................... 73
10.7 Further pre-control types.................................................................. 74
11 Mechanically coupled axes .......................................................................... 75
12 Torque motors .............................................................................................. 77

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Table of contents
13 One Button Tuning ....................................................................................... 80

14 Optimization of other drives ........................................................................ 82
14.1 V90 ................................................................................................. 82
14.2 S210................................................................................................ 83
15 Further Optimization Methods ..................................................................... 84
15.1 Current controller setpoint jump ....................................................... 84
15.2 Speed controller setpoint jump......................................................... 87
15.3 Measuring functions during program runtime.................................... 91
15.3.1 Speed Controlled System ................................................................ 91
15.3.2 Speed Controller Setpoint Frequency Response .............................. 93
15.4 Inverse filtering of locked rotor frequency ......................................... 95
15.5 Phase shift filter ............................................................................... 97
16 Appendix....................................................................................................... 99
16.1 Service and support ......................................................................... 99
16.2 Application Support........................................................................ 100
16.3 Links and literature ........................................................................ 100
16.4 Change documentation .................................................................. 100

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1 Advices before beginning
1 Advices before beginning
Some of the functions and measurements described in this document trig-

ger an axis movement.
WARNING
The user bears the responsibility and must ensure that no persons or parts
of the mechanics are harmed by carrying out the respective function /
measurement.
Before starting, it must therefore be ensured that the working area is free and
mechanical parts connected to the motor are fixed and sufficiently covered.
Comment traces
Comment all measured traces to be able to compare and evaluate changes later. It
can be also used as a report!
Example:
Axis_1_speedCtrl_Kp=10_Tn=20_Filter_550_500_-20_0
Axis_1_posCtrl_ Kp=10_Tn=20_Filter_550_500_-20_0_Kv=150
Manual optimization using frequency responses

Many of the measuring functions which are described in this document can only be
used for TIA-Portal/Startdrive
For other drives or engineering systems like Scout/Starter other methods are
available. These measuring functions were explicitly
Third-party motors
See "SINAMICS S120/S150: Requirements placed on third-party motors"

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2 Fundamentals & general information

2.1 Ideal two-mass-system
A mechanical system which is driven by a motor can be simplified by a so called
two-mass-system.
The connection between these two loads, the coupling, is described by stiffness (c)
and a damping (d).
In the frequency domain the system has the following frequency response:
Figure 2-1 Simulated speed-controlled system frequency response
resonance frequency
locked rotor frequency
This transfer function is the speed control system. The input is a PRBS-Torque-
Signal, the output is the actual speed.
The two distinctive frequencies

• Locked-rotor-frequency (f_T) (zero)
• Resonance frequency (f_R) (pole)
define a load coupled to a motor.

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The two frequencies are defined by the following formulas:
1 𝑐 1 1 1
𝑓𝑇 = ⋅√ 𝑓𝑅 = ⋅ √𝑐 ⋅ ( + )
2𝜋 𝐽𝐿𝑜𝑎𝑑 2𝜋 𝐽𝑀𝑜𝑡𝑜𝑟 𝐽𝐿𝑜𝑎𝑑
With the frequency pair locked-rotor-frequency/resonance frequency the load-mass

gets decoupled from the system/motor. That implies, that an excitation of the load
with frequency higher than locked-rotor-frequency is no longer possible. The
energy transmission from motor to load is disconnected.
The amplitude drops with 20db/ decade. The level of the red parallel lines
represents the inertia that exists in the system (see chapter 4.1). A lower level line
means more inertia compared to a higher-level line.
For the ideal two-mass-system, the total inertia of the system can be read to the
left of the locked rotor frequency, where the transfer function drops with 20dB/dec.
Right of the resonance frequency, the load inertia has decoupled - only the motor
inertia is visible.
The line through the zero point shows that at this frequency even a much higher
inertia appears to be present. The movement of the load appears to be very energy
consuming - it eliminates the movement of the engine.
In contrary, the line through the pole implies, there seems to be little inertia in the
system. In this scenario the motor does not have to use that much energy in order
to move the load - the load pushes the motor. It can lead to a resonance disaster.
Stiffness and damping are reflected in the frequency response in the expression of
the amplitude overshoot and how fast the phase rises from -90 ° to 90 ° with the
locked-rotor-frequency and tilts from 90 ° to -90 ° with the resonance frequency .
Large overshoot and fast turn off phase corresponds to a poorly damped system
(see Figure 2-1with Figure 2-2).
The frequency at -90 ° phase is also the peak of the amplitude overshoot. This is
constant regardless of the attenuation.
In a better damped system, the amplitudes of the pole and zero are much smaller.
The phase does not tilt so fast.
In the real system, the damping corresponds to the friction.
In the time domain, the damping affects only the amplitude of an oscillation, but not
the frequency. (A certain mass with a specific stiff compound oscillates in air at the
same frequency as in oil, but with a different amplitude.)

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Figure 2-2 Speed-controlled system with higher damping
The following "mechanics frequency response" describes the decoupling of the

load in a better way. The input is the motor-rpm, the output the load-rpm.
Figure 2-3 Simulated mechanics frequency response
NOTE The pole frequency in this frequency response corresponds to the locked-rotor-
frequency (zero) in the speed-controlled system!
The amplitude for f < f_T equals 0dB. This corresponds to an amplification of 1.
The phase equals to 0° → no phase shift of the load in relation to the motor. The
movement of the motor corresponds to the movement of the load.
If the load gets excited with f_T, the phase starts to tilt. The load follows with
increasing phase shift up to -180°.
Furthermore, the amplification is bigger than 0dB. The load is excited more than
intended.

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If the load gets excited with f > f_T, the load starts to decouple from the motor. The
energy transmission from motor to load reduces, while the phase shift is -180°.
The formulas which are shown above for calculating the locked rotor and
resonance frequencies illustrate the requirements of the mechanical system in
combination with the motor to reach a dynamic control loop with a wide bandwidth.
• The motor : load inertia ratio should be as small as possible.

However, this depends on the type of mechanical system (e.g. stiffness of the
coupling), since it can lead into a high motor price.
Table 2-1 Recommended motor : load inertia ratio

Axis type Motor : load inertia ratio
Winder < 1 : 600 still ok!
Rotary Knife < 1 : 5 recommended!
Web transportation axes (printing, coating, < 1 : 20 recommended!
laminating, etc.)
• The coupling between motor and load should be stiff enough.

However, this can't be generalized. A very stiff coupling also means a hard
connection of the mechanics to the motor. Impacts on load side are transferred
to the motor/encoder with less damping effect.

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2.2 Multi-mass-system
In reality, a mechanical system consists several pole and zero frequency
combinations, resulting from different parts of the mechanics, e.g. through a gear,
belt, motor encoder, etc.
To get a easier understanding of the system, it can be summarized in masses /

inertias which are connected by certain stiff connections (couplings).
Figure 2-4 Masses and stiffness distribution in a machine with linear axis and ball screw
Figure 2-5 Speed-controlled system of a multi-mass-system
e.g. clutch
e.g. machine table
e.g. ball screw
e.g. motor shaft +

one half of the clutch

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Even if the assignment of the frequencies to the respective part of the mechanics
requires some experience, it may still be helpful to know them.
In particular, when specific frequencies must be damped by a current setpoint filter.
In case the filtered frequency can move its position can shift depending on the
situation, one would have to choose a filter with a larger bandwidth.
Touching moving parts can cause severe injury!

CAUTION

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3 Measurement of the mechanical system

The measuring function can be used to determine the number and location of
locked rotor frequencies and resonance frequencies.
Advantages compared to measuring the closed speed control loop:
• Drive doesn't have to be optimized
• Resonance frequencies in the closed loop are usually damped by current
setpoint filters
3.1 Speed-controlled system frequency response

The frequency response of the speed-controlled system is traced with the
"Measuring function" integrated into TIA/Startdrive.
To open the Measuring function, press the following button (online-mode):
Figure 3-1 Project tree in TIA/Startdriv


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Figure 3-2 measuring function speed-controlled system

Drive selection: Select the device on which the drive you want to
measure is located (e.g. Drive_Axis_1).
Measuring function: “Speed controlled system (excitation after current
setpoint filter)”
Amplitude: ca. 3% - 5% of reference torque (Default-settings)
→ Too big amplitude may affect the measuring result
negatively! (Limitations can be reached – non-linear
behavior)
→ Too small amplitude excites the system insufficiently
→ Check sound during measurement: audible but not
abnormal
Offset: unequal 0 (Default-settings)
→ To avoid movement around standstill (stick-slip-effect
= static friction to sliding friction change)
→ The offset should be just as big to lift the negative
amplitude above zero speed (avoid reversing of the
motor)
Ramp-up time: duration till offset-speed is reached
to start the measuring out of movement.

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Measuring periods: ca. 20

→ More measuring periods increases the accuracy
(averaging)
→ Affects the measuring time (shorten dependent on
bandwidth)
Bandwidth: 4000Hz
→ Distribution of the measuring points about the
frequency range
NOTE The speed controller must not be set too dynamically for the measurement since
it will then "fight" against the noise signal (measurement signal). If it is too weak,
the measurement will be negatively affected by the controller reaching to the
offset speed level.
For an already optimized speed controller, the reset time should first be
increased by a factor of 10 and then the Kp reduced by a factor of 10.
ATTENTION: If a position controller is active when changing the speed
controller parameter, e.g. because control priority in drive has not yet been
fetched, the position controller gain must first be reduced!
ATTENTION: hanging axes can fall down when the speed controller is too
weak!
Figure 3-3 speed-controlled system frequency response of a two-mass-system with 4kHz

bandwidth
The measurement shows the exemplary result of a speed-controlled system

frequency response of a two-mass system. Locked-rotor frequency and resonance
frequency of the two-mass-system are clearly visible.
Attention: The measurement provides only accurate values in the middle range.
The lower 50% of the trace window and the upper 50% of the bandwidth should be
neglected (red dashed lines).
In the lower frequency range, the sampling is not good enough. In the upper part,
amplitude and phase could be displayed in a wrong way due to aliasing effects.

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The noise signal used for the measurement contains 1023 frequencies, linear
distributed over the selected bandwidth. With a bandwidth of 4000Hz, the resulting
gird is 3.9Hz.
NOTE To increase the resolution in the lower frequency range, repeat the measurement
with reduced bandwidth (ca. 600Hz).
Both measurements can be displayed in a superimposed mode.
By reduction of the bandwidth you achieve a dispersion of the measuring points in

a smaller area. This way the resolution is increased.
NOTE Reduce the number of measuring periods to keep the previous measuring time.
Figure 3-4 speed-controlled system frequency response with reduced bandwidth

(600Hz)
Attention Same in this measurement, only the middle range is significant!
The locked rotor frequency is located in the significant area. Both frequency
responses are congruent.
In the low frequency range, the resolution has improved.

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The following figure shows a measurement with once more reduced bandwidth:
Figure 3-5 speed-controlled system frequency response with reduced bandwidth (400Hz)
The locked rotor frequency is located on the verge of the significant area. The
frequency responses are not congruent anymore.
Note Choose the bandwidth twice as big as the frequency you want to have correctly
measured/displayed! (Nyquist–Shannon sampling theorem)

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3.2 Mechanics frequency response
Attention The trace is possible only if encoder on the load side exists!
The mechanics frequency response can’t be found as a built-in measuring function.

But you can create the frequency response manually by using the mathematics
function. Trace the motor-encoder’s and load-encoder’s actual speed [r61] and link
them by a transfer function: Transfer = ([r61]_motor ; [r61]_load).
For that the measuring function “speed-controlled system” could be extended as
follows:
Figure 3-6 add new bode-plot in existing measurement function
1) add the signal DriveAxis2_r61 in the window “configuration”

2) go to the window “Bode diagram”
3) add new Bode Diagram (transfer function)
4) choose signals and build formula (in the figure 3-6: $1 and $7)
5) load trace configuration in the device and activate the trace
Note Name/label the new measuring functions in the comment field.
Note Change the direction of rotation of the load motor to “Counter-clockwise”.

Expert-List: p1821
With a load encoder, pay attention to encoder inversion.

Expert-List: p410
Otherwise the mechanics frequency response phase will not be 0° in the front
area.

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Figure 3-7 mechanics frequency response (red) superimposed speed-controlled system

frequency response (blue)
The mechanics frequency response explains the locked rotor frequency. According
to the speed controlled system, there is little movement at the locked rotor
frequency, because it is based on the motor encoder. By looking at the mechanics
frequency response and therefore looking at the load encoder, it can be seen that
the load movement is amplified for this frequency.

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3.3 Image frequencies

So-called image frequencies can occur when the sampling frequency of the
measurement is too small relative to the frequency of the signal to be sampled.
A sine wave sampled at 500Hz in 2ms clock (1 / 0.002s is also 500Hz) would result
in a zero line. This handling would injure Nyquist-Shannon theorem.
If you scan a vibration of example 535Hz in 2ms clock, however, creates a image
frequency at 475 Hz.
To avoid this, the sampling frequency must be at least twice as high as the highest
frequency component in the signal to be sampled.

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4 Inertia determination of a mechanical system
4 Inertia determination of a mechanical

system
In most cases the motor inertia is known (data sheets or expert list p341). In
contrary the load inertia is often unknown. Different methods can be used to
determine the inertia.
4.1 Frequency response
NOTICE This method is less accurate in respect to the accuracy!
With the speed-controlled system frequency response inertia components and

torsion stiffness can be calculated.
The below displayed curve can be measured with the measuring function “Speed
controlled system (excitation after current set-point filter)”.
Figure 4-1 identification of inertia and torsion stiffness from the frequency response
The displayed frequency response is the typical speed-controlled system of a two-

mass-system (motor vibratory coupled with a load). Typical is the frequency pair
locked-rotor-frequency (zero-point) and resonance frequency (pole).
With this frequency pair the mass is decoupled from the system. That implies, that
an excitation of the load with frequency higher than locked-rotor-frequency is no
longer possible.
Formula to calculate the inertia components:
− y[ dB ]
10 20 dB  60 1
J = =
4  ²  f 2
y[ dB ]
(2  f )   10 20 dB
60
This reflects a pair of values consisting of amplitude y [dB] and frequency f [Hz] in a
gradient area of -20 dB/decade!
The values to calculate the total inertial of the system must be determined out of
the area below the first locked-rotor-frequency.
After the first frequency-pair the load has been decoupled. The value of inertia,
which can be calculated out of the area after the resonance frequency,
corresponds to the remaining inertia of the system, the inertia of the motor.

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NOTE For determination of the amplitude for the total inertia calculation, trace the
frequency response with lower bandwidth to be able to determine the value
precisely.
Example:
The pair of values y = 14.00dB and f_1 = 59Hz results in the total inertia of the
system J_total = 0.005140kgm².
The pair of values y = 8.98dB and f_2 = 286Hz results in the motor inertia
J_M = 0.001890kgm².
To calculate the torsion stiffness between two masses, the locked rotor frequency,
the resonance frequency and the inertia of the masses has to be known.
Depending on the known values you can use the following equations:
( f R  2 ) 2
cT = 4   ²  J M  ( f R ² − f T ²) cT = cT = ( f T  2 ) 2  J L
1 1
+
JL JM

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4.2 Velocity profile using the ramp function generator

This feature is only available in Scout/Starter.
1. Friction curve is detected and active
2. The axis can be rotated freely. SIMOTION is in STOP (drive is not enabled)
3. Go to the Comissioning menu in the drive and open the Function Generator
4. Exemplary settings of function generator:

NOTE The settings of the function generator needs to be adapted to the mechanics!
5. Start function generator:

The axis is moving with a period of 2000ms between 200 and 400 rotations per
minute (after ramp-up time). During the acceleration and deceleration phase
the controller output (r1480) should have the shape of a rectangle. Trace the
parameter r1480, r80, r62 und r3841 with the endless trace.
6. Calculation of the moment of inertia:
The set acceleration (angular acceleration) is the result of the amplitude
(rev/min) and the period time (ms):
α = Amplitude / Periodendauer * 8.0 * PI * 1000 / 60
α ist in rad/s^2 definiert!
With the settings above, αis approximately 21 rad/s^2.

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In case of a too small signal of r1480 the time of the period could be
decreased. The acceleration-based torque (r1480) is shown in the
measurement; the shape should be similar to a rectangle. Take the average
value, in this case 6.7Nm.
+6.7Nm
- 6.7Nm
The total inertia can be calculated from the torque during acceleration and the
angular acceleration α.
𝑀
𝐽=
∝
In this example, the total moment of inertia is J = 6.7 / 21 = 0.319 kgm^2.

This value is calculated for the motor side.
The load inertia can be calculated by deducting the motor inertia which is
known form the motor data sheet.

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5 Mot-ID (Motor-Identification)
The Mot-ID can be used to adapt motor- and control parameters which are based
on data sheet data to the real, motor specific data. The default values which are
preset by inserting a drive can differ from the real motor values.
Using third-party motors, it might be the case that not all motor parameters are
available. In this case the Mot-ID is mandatory.
Furthermore, some motor parameter can only be set correctly if other data are
known. These data must be set by the user before starting the measurement.
The figure below shows the menu of the motor identification. It can be opened in
the project tree under the respective drive in "Rotate & Optimize".
Figure 5-1
At first, choose the desired measurement.

In the lower area parameter are listed, which will be set/adapted by the
measurement.
NOTICE After the measurement, the calculated values must be accepted by

pressing the button “Accept values”.

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Complete calculation of the motor/control parameters (p340)

• Parameters will be calculated based on entered motor data
• For third-party-motors and SIMOTICS entered by motor data
• Performed immediately by clicking on “Activate measurement”
Stationary measurement (Mot-ID) (p1910)

• For third-party-motors, SIMOTICS entered by motor data and in general for
motors with a long supply cable (higher cable resistance and inductivity)
Not required for DRIVE-CLiQ motors or catalog motors!
• Execute the complete calculation of the motor/control parameters first
• During the stationary measurement, parameter will be measured and
calculated (the pulses of the drive getting enabled!)
• The commutation angle and the direction of rotation are determined as well
• Performed after drive is enabled
Rotating measurement (Mot-ID with additional parameter) (p1960)

• For third-party-motors, SIMOTICS entered by motor data and in general for
motors with a long supply cable (higher cable resistance and inductivity)
Not required for DRIVE-CLiQ motors or catalog motors!
• Mainly for motors in VECTOR mode
• Execute the complete calculation of the motor/control parameters and the

stationary measurement first
• Load moment of inertia is determined, and speed controller is set
• Saturation characteristic and rated magnetization current of induction motors
are measured
• The commutation angle and the direction of rotation are determined as well
• Perform the turning measurement for a motor without load to prevent damage
to sensitive mechanical system
• Performed after drive is enable
NOTICE If the motor has a holding brake, it must be opened before executing
stationary and turning measurement (p1215 = 2).
Before doing so, make absolutely sure that opening the holding brake will
not cause any unwanted movements (for example falling down of a lifting
table).
Encoder adjustment (p1990)

• This function is only required for synchronous motors and can be started when
commissioning for the first time or after replacing the motor encoder
• Determines the angular commutation offset and transfers it into p0431
(angular commutation offset = angular difference between electrical position of
encoder and flux position)
Performed after drive enable

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6 Current Controller optimization

6.1 Siemens drives & motors
Using Siemens-drives & motors the motor data and controller settings (proportional
gain factor Kp, integral time Tn and Kp adaption) are preset automatically. This is
done by the auto-configuration of DRIVE-CLiQ drives or by entering the motor code
number.
The proportional gain factor is proportional to the inductance of the motor winding,
the integral time on the current controller clock cycle:
62.5µs →Tn = 1ms

125µs → Tn = 2ms
250µs → Tn = 4ms
Normally the current controller optimization of Siemens-drives & motors is

not necessary!
If there are problems with the behavior of the overall control system, start the fault
analysis with a check of the current controller setpoint frequency response.
NOTE Motor- and control parameter which are set by inserting a drive with the drive-
wizard or automatic configuration are based on the motor data sheet.
Because of production tolerance it is possible that these data differ to the real
motor data.
Remedy: see chapter Mot-ID (Motor-Identification).
6.2 Third-party drives & motors

There are several possibilities to set the controller characteristic parameter of third-
party drives & motors:
• By entering the motor nominal data, a calculation of the motor model starts to
determine proportional gain and integral time.
• Entering the motor model data manually.
Attention Pay attention to all physical units of the motor data!

Manufacturer's specification can be different (units, frequency or angular
frequency etc.)!

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Note It is recommended to always check the current controller setpoint frequency

response when third-party drives & motors are used.
The current controller is often set too high due to the stator leakage inductance
(p356). Keep in mind, that the terminal-neutral variable is required here!
NOTE Please pay attention to chapter 9.1 Current controller adaption!
6.3 Current controller setpoint frequency response

Figure 6-1 measuring function Current controller setpoint frequency response
Device selection: Select the device on which the drive you want to
measure is located (e.g. SINAMICS_Integrated).
Measuring function: “Current controller setpoint frequency response (after
current setpoint filter)”
Amplitude: - default -
behavior)
abnormal

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Offset: 0 Aeff (if the value is unequal to zero, the motor

accelerates!)
(averaging)
→ affects the measuring time (shorten dependent on
bandwidth)
Bandwidth: 4000Hz
frequency range
Current controller settings: Do not change the current controller proportional gain
factor (Kp) and integral time (Tn)
Note Activated current setpoint filter(s) have no effects on the measurement.
Figure 6-2 current controller setpoint frequency response (Kp, Tn: default-values)
The amplitude should stay close to the 0dB line till phase tilt.
NOTE In the curve above, the slight reduction in the amplitude curve is not a too weak
controller gain. The cause here is the locking time of the transistors in the
frequency converters. The time is longer at low voltage modulation. If the
measurement would be executed with higher measurement amplitude, this effect
is no longer visible.
Note As of firmware V4.4 of the SINAMICS CU and supporting hardware version,

parts of the current controller are calculated on the power unit. Due to the
available computing resources, higher dynamics can be achieved (the phase tilts
later).
If a corresponding CU is created in the project, bit 11 of parameter p1810 is
TRUE, and p118 = 20.5μs. If you upgrade an older firmware version, you must
set the parameters manually to use the function.

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The following trace shows the result of a too low proportional gain factor:
Figure 6-3 current controller proportional gain factor undersized
Because of the too low proportional gain factor, the magnitude is only up to 40Hz
close to 0dB.
→ Increase Kp!
Note The integral time results from the current controller sample time. Because of this
the integral time shouldn’t be adapted manually.

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7 Speed controller optimization

The speed-controller is also a PI controller. The controller parameters of the
current controller are depending on the motor and its sampling time. With the
speed-controller, these parameters are selectable. The speed controller of a rotary
axis (regulates the roles per minute) corresponds to the speed-controller of a linear
axis (regulates the speed of the axis). Since a linear axis is easier to display, the
speed controller of a linear axis is explained in the following figures. The block
diagram of a PI controller in the parallel structure looks like this:
Figure 7-1 block-diagram PI controller
+
The variable y(t) for the motor of the speed-controlled axis (output of the speed
controller) is made up of the sum of the P and I components of the PI controller.
The P component is the product of the proportional gain Kp and the control
difference e(t). The I component is the quotient of Kp and the integral time constant
Tn multiplied by the integral of the control difference e(t). Thus, the following
equivalent circuit can be derived for the velocity control:
Figure 7-2 Equivalent circuit diagram speed control of a linear axis
mLoad
vsetpoint
The control difference is formed from the setpoint velocity vsetpoint and the negative
return of the actual velocity vMot. This control difference is then multiplied on the
one hand by the Kp factor and on the other hand integrated over time and
multiplied by the prefactor Kp/Tn. The sum of these two operations then results in
the manipulated variable Fmot, which has a direct influence on the motor.

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The P component of the speed controller generates a force proportional to a speed

difference. The unit of the gain is N*s/m (Nm*s/rad for rotary axes). A force
proportional to a speed corresponds in mechanics to the element of the damper.
The I component is formed from the gain Kp/Tn and the integral of the velocity
difference. The integral of the velocity is the displacement. The output of the
integral component is therefore a force corresponding to a position deviation. The
unit of amplification of the I component is N/m and corresponds to the mechanical
element of a spring.
If the two properties of the components of the velocity controller are combined, they
can be represented in the following equivalent mechanical circuit:
Figure 7-3 equivalent mechanical circuit of speed control
vsetpoint
mLoad
According to this figure, the setpoint speed is specified by moving the left vertical
bar (mechanical speed setpoint) horizontally with the desired setpoint speed. The
speed and position deviation between the mechanical speed setpoint and the
motor mass results in a force on the motor mass, which is caused by the damper
and the spring of the speed controller. This force corresponds to the output of the
controller.
NOTE Thought experiment for the speed-controller of a rotatory axis:

By hanging a mass on the side of the motor shaft, this generates a torque when
falling. The motor shaft rotates until the mass is hanging on the bottom of the
shaft.
If only the P-part of the controller would be effective, the mass would still fall
down (radially), but will be dampened as it would fall, in a viscous liquid. A larger
Kp increases the damping effect.
With an active integral component, the weight only falls to a certain angle before
it stops. One can imagine that a spring is getting compressed, which decelerates
the falling mass (standstill reached when spring force = torque of the weight).
The shorter the reset time and the greater the Kp-value, the sooner the weight
will be stopped. If you remove the weight, the motor "springs back" to the initial
position.

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The speed controller can be optimized in two strategies:

• Interference optimum
High controller gain and Tn very short. The motor follows the setpoint very well.
Disturbances on the motor side are optimally compensated, with the
disadvantage that a soft connection of the load is sensitive to oscillation.
The encoder on the motor side does not see what happens on the load side, if
it is not connected stiff enough.
• Damping optimum
The controller is set weak on purpose so that the "spring" of the controller
oscillates instead of the motor : load coupling.
However, disturbances on the motor side (e.g. gear or cogs) can have negative
effects on the load side because the controller does not completely suppress
them.
7.1 Stability criteria

The control system is stable, if its step response approaches a finite value for t ->
∞.
Stable unstable
Attention The correct stability has to be evaluated with the open speed control loop!
In SINAMICS trace there is a measuring function for the closed speed
control loop (“Speed controller setpoint frequency response (after speed
setpoint filter)”).
The open speed control loop must be created manually with the
mathematics function.
An open speed control loop means that, in contrast to a closed loop, the negative
return of the actual speed value from the motor encoder is disconnected.
Figure 7-4 open and closed speed-control loop
To create the open speed control loop, the speed controller setpoint frequency
response has to be extended with the transfer function.
Transfer = system deviation [r64] ; actual speed [r61]

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(For more information about mathematics function see chapter 3.2)
The coherence between the closed control loop and the open control loop is
characterized by the following formula.
Fo
Fcl =
1 + Fo
If the denominator (of the characteristic equation) equals 0 (Fo = -1), the closed
control loop is instable.
This occurs if the actual value |Fo| = 1 and the phase amounts -180°.
(in logarithmic description: 0dB and -180° phase)
Reverse: to guarantee stability an adequate phase margin φ_R is required while
amplitude amounts 0dB.
If the phase is near -180°, a distance to 0dB is required (amplitude margin).
The bode-diagram of the open speed-control loop looks like this:
Figure 7-5 open speed control loop
amplitude margin
phase margin
Table 7-1 Stability criteria of the open speed control loop

The following criteria must be read in the open speed control loop
Amplitude margin Distance to the 0 dB line in the amplitude
response where the phase is crossing -180°.
Determines the damping behavior of the control
loop in conjunction with the phase reserve.
Phase margin Distance to the -180° line in the phase response
where the magnitude crosses the 0dB-line in
amplitude diagram for the first time.
Determines the damping behavior of the control
loop in conjunction with the amplitude reserve.
Critical points If the phase reaches -180°, the amplitude reserve
should be approx. 6dB - 10dB.
If the amplitude reserve is less than 6dB - 10dB,
the phase reserve should be approx. 40°.

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There are also important criteria for the closed speed control loop:
Figure 7-6 closed speed control loop
Resonance magnification
<3 dB
Characteristic angular frequency f(-3 dB)
frequency: f(-3 dB)
Table 7-2 criteria of the closed speed-control loop

The following criteria should be observed for the closed speed control loop:
Resonance magnification Overshoot in the low frequency range.
Overshoot up to max. 3dB permissible.
Corresponds to an overshoot of max. 43% in the
time domain.
Influenced by a short integral time constant or too
large P-gain.
Characteristic angular frequency (= bandwidth of Frequency is determined in the amplitude
closed contol loop) response at -3dB.
The characteristic frequency should be as high as
possible in order to obtain a high dynamic range
and a short response time.
NOTE In summary, it can be said that the stability-critical points such as amplitude and
phase reserve must be read in the open speed control loop. The dynamics of the
speed controller are assessed with the characteristic angular frequency and the
resonance magnification at the closed speed control circuit.
7.2 Proportional gain factor (Kp)

Premise: optimized current controller
The optimization is done in two steps:

• Proportional gain factor optimization (Kp)
• Integral time optimization (Tn)
NOTE To optimize the speed controller gain, the integral component of the PI controller
must be deactivated.
This is done by selecting by setting a very long reset time, e.g. 1000ms.

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NOTE The reset time is optimized after the speed controller gain Kp has been
determined.
The typical goal is to set the proportional gain factor high enough to obtain the
required machine dynamic, but at the same time maintain the stability of the control
loop.
The reachable Kp factor is related to the total system inertia (motor + load).
The bigger the total inertia, the higher the reachable/necessary Kp.
NOTE However, the stiffness of the load connection is important as well. The reachable
speed controller gain is directly related to the motor-near inertia, if the locked
rotor frequency and resonance frequency are in the lower frequency aerea..
NOTE Thought experiment:

With a small motor A, a Kp of 0.3 can be set without load. After connecting a
load with a certain stiffness c to this motor, this system can become unstable at a
specific frequency, even though the total inertia is bigger than before. However,
due to the stiffness of the coupling, a resonance frequency may appear in which
the inertia which the motor faces, is substantially smaller than the motor inertia
itself (see Chapter 2.1). The load "pushes" the motor at this point, whereby the
Kp is too large. Remedy can be a current setpoint filter (see chapter 7.3).
By inserting a new drive to a project, the Kp factor gets pre-assigned depending on

the motor inertia and an additional factor of 1/3:
1
Kp  1000  JM 
3
The factor 1/3 is a preventive reserve to avoid mechanical oscillating at first use of
the machine.
The maximum reachable Kp factor without coupled load (inertia close to the motor)
can be approximated by the following equation:
Kp  1000  JM
Depending on additional load inertia, the ideal Kp factor can be determined by

following measurements.
Depending on the load connection (characteristic of the locked-rotor frequency /
resonance frequency), the amplitude and phase margin might be too small, which
means the Kp would have to be reduced or current setpoint filters must be set.
To get a first reference of the speed control loop, start a measurement with default
Kp setting.

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For that, the measuring function “Speed controller setpoint frequency response”
(closed control loop) can be used.
NOTE It is recommended to add the transfer function of the open speed control loop to
evaluate the stability criteria! (see chapter 7.1 and 3.2 (creation of a new bode
function))
Figure 7-7 Measuring function “speed controller setpoint frequency response”

Drive selection: Select the device on which the drive you want to
measure is located (e.g. Drive_Axis1/ Drive_Axis2 ).
Measuring function: “Speed controller setpoint frequency response (after
speed setpoint filter)”
→ Additionally: transfer function of open speed
control loop (see chapter 7.1 and 3.2)
Amplitude: -default-
behavior)
abnormal

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Offset: unequal 0 (Default-settings)

→ To avoid movement around standstill (stick-slip-
effect: static friction to sliding friction change)
→ The offset should be just as big to lift the negative
amplitude above zero speed (avoid reversing of the
motor)
(averaging)
bandwidth)
Bandwidth: 4000Hz
frequency range
Proportional gain: Kp = 1000 x JM x 1/3 (default value)

Integral time: 1000ms
Note If the Kp is getting increased much during optimization, the amplitude might need
to be reduced.
Figure 7-8 measurement 1: speed control loop (Kp default)

resonance frequency
locked rotor frequency
(red curve: closed speed control loop, blue curve: open speed control loop)
In this trace both curves are congruent, because of the low proportional gain
(feedback loop is interrupted)
The locked rotor frequency (zero) has no effect on the stability of the control loop,
but it affects the reachable system dynamic.
The excitation with resonance frequency (pole) in conjunction with a high
proportional gain (peak near 0dB or above) and low phase margin can lead into an
unstable condition.

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From the course of the magnitude in front of the locked rotor frequency, it can be
seen that the proportional gain is way too long.
The closed loop magnitude should stay on the 0dB line up to the locked rotor
frequency.
The big amplitude margin above the resonance frequency shows the possibility to
raise the proportional gain factor as well.
Rule of thumb for Kp increase:

Factor 1.4 (40%) corresponds to 3dB amplitude amplification
If the factor for the gain increase is displayed over the amplitude in db in
logarithmic representation, the correlation is a straight line. The factor for gain
increasing can be easily determined from the diagram.
Figure 7-9 conversion logarithmic <-> linear
100
10
factor
1
Important values:
0 db  1
3 db  1.4
10 dB  3.16
0.1
20 dB  10
-3 dB  0.7
-10 dB  0.316
-20 dB  0.1
0.01
40 30 20 10 0 10 20 30 40
dB

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Figure 7-10 measurement 2: speed control loop
The open control loop magnitude (blue) reaches the 0dB line. At this point there is
still phase margin left.
Therefore, there is no instability in this case.
In order to reduce this resonance anyway, you could set current setpoint filters.

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7.3 Current Setpoint Filter

Alternatively, the critical resonance spot can be damped by a filter. In this way, the
Kp factor can be kept, perhaps even another Kp raise is possible.
So to say, the filter effects a Kp reduction in certain areas.
Use the measuring cursor to determine the exact frequency of the resonance spot.
Attention It’s not necessary to use a filter at all resonance frequencies.

See chapter Current setpoint filters in multi-mass-systems
There are four current setpoint filters available to damp disturbing

oscillations/resonances. One of these filters is active by default to mask out the
encoder noise. It’s configured as a low-pass filter with the characteristic frequency
of 2000Hz and a damping of 0.7 (70%).
NOTE The current setpoint filters 1 to 4 are available as standard. You can activate the
current setpoint filters 5 to 10 offline in the object properties of the drive.
Select the desired servo drive in the project navigator and open the "Properties"
menu. Click the "Function modules" tab. Activate the "Extended current setpoint
filters" function module in the function modules selection. Download the data to
the target system.
The extended current setpoint filters 5-10 can be activated via the parameter
p5200[0] and configured with p5201-p5230.
Figure 7-11 current setpoint filters in TIA/Startdrive
By clicking on the buttons, the filter can be parameterized.

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Figure 7-12 settings of the current setpoint filter

To activate a filter check the checkbox „filter active“

First, the filter type must be chosen. Select low-pass filter, band-stop, low-pass
filter with reduction or general filter 2nd order.
Note If you want to see the effects and transfer functions of the filters, you can also set
the current setpoint filters in Starter. The amplitude and phase frequency
responses of the filters are shown there.
Note While low-pass filters have a better filter efficiency, band stop filters cause less
phase tilt (see graphic above). This has less bad influence on the dynamics of
the speed loop.
For single resonance frequencies, a band-stop filter is recommended. If there are

several closely spaced resonance frequencies, a single low-pass filter could be
better.
Band-stop filter parameter:

Notch frequency: resonance frequency (pole) determined with
measurement cursor
Bandwidth: Not smaller than half notch frequency!
The filter must be robust in case of a shift of the
resonance frequency!
Notch depth: ca. 50% of magnitude difference between pole and zero
Set notch depth as deep as necessary only.
Notch depth causes phase tilt!

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Reduction: Effects a permanent reduction of the magnitude after

the notch.
Set only if required and as deep as necessary, as it
causes phase tilt!
To have a look on the filter results, repeat the last measuring (without any changes
at the controller parameter) after setting the filter.
Figure 7-13 measurement 3: speed control loop (current setpoint filter active)
Because the filter the resonance frequency is damped, the trace shows an
adequate amplitude margin. At the open speed control loop without filter (Figure
7-10 measurement 2: speed control loop) the resonance is at +10 dB.
Now the proportional gain factor Kp can be increased.
In this control loop, the phase reserve is always too large at the resonance points,
which is why no instability can occur.
In the following, a critical speed control loop will be considered, in which the the
setting of the filters is more relevant.

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Figure 7-14 open (blue) and closed (red) speed control loop without filters
Second resonance
first resonance
First resonance (approx. 500Hz): The pole is above 0dB and the phase reaches -
180°. A filter must be set.
Second resonance (approx. 1000Hz): There is no phase reserve at this pole. A

filter must be set here and the resonance damped to prevent instability.
The poles are damped with these bandstops:
Figure 7-15 filter configuration

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Figure 7-16 open (blue) and closed (red) speed controlled loop with both filters
The black graph shows the impact of both bandstops. Their notch in the magnitude
leads to damping of the poles in the open speed-control loop. The first resonance
point is now at -10dB, the second at -17dB. Due to the amplitude reserve in the
open speed-control loop that has now been created, the closed speed control loop
is no longer instable.
To increase the dynamics of the speed control loop again, the Kp value can now
be further enlarged.
Figure 7-17 speed control loops with enlarged Kp

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7.4 Integral time (Tn)

After the speed controller proportional gain factor Kp is optimized, the integral
component of the PI controller can be activated with the integral time Tn.
Reducing the integral time affects a shortening of the integral-action time. As a
result of this, the amplification in the lower frequency domain of the closed speed
control loop rises.
This can be seen at the amplitude increase of the closed speed control loop (red)
in the front area of the frequency response.
NOTE Optimized for the symmetrical optimum, the resonance peak should not be
higher than 3dB.
In the step response, this corresponds to an overshoot of approx. 43% over the
stationary end value. The reset time then corresponds to the rise time of the
purely P-controlled system.
Figure 7-18 speed control loop

By reducing the integral time, the controller bandwidth got higher again
(characteristic angular frequency f(-3dB) = 48Hz, without Tn: f(-3dB) = 40Hz).
The characteristic angular frequency is the frequency at which the amplitude

NOTE response falls below -3dB. The characteristic angular frequency is a measure of
the achievable dynamics and control bandwith.
• The stability criteria are still complied.

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7.5 Current setpoint filters in multi-mass-systems

Besides the desired damping effects of the current setpoint filters, there are also
negative effects:
Depending on the filter type and the adjusted parameter, a phase tilt is the
negative result. This effects the dynamic and the stability of the control loop.
Be careful with the number of filters and the choice of the filter parameters.
Not every resonance frequency has to be damped by a current setpoint filter.
Resonances in the area of the controller bandwidth of the speed controller (in this
area the controller reacts dynamically), are responded by the controller itself.
The controller bandwidth defines the area, in which enough phase margin (>= 60°)
is available.
The following closed loop speed controller frequency responses shows four
resonance frequencies, where - at first sight - current setpoint filters might be
required.
Figure 7-19 simulated speed control loop

First three resonance frequencies are located in the area of the controller
bandwidth (noticeable at the phase margin).
At the fourth resonance frequency the phase margin equals 0°. But the amplitude
margin is still enough.

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After raising the proportional gain factor, only the fourth resonance spot gets over
0dB. In this area, there is no (not enough) phase margin. The other poles have
approximatedto the 0dB line.
Figure 7-20 simulated speed control loop

Warning:
Oscillation!
The amplitude amplification above 0dB indicates an instable condition of the

control loop. Here one current setpoint filter is recommended.
There is no amplitude amplification over 0dB at the rest of the resonance

frequencies noticeable. Because of the phase margin these resonances are
damped by the speed control loop itself. No current setpoint filters necessary
for these resonances.

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7.6 Reference model
Note Optional improvement for applications with dynamic setpoint changes.
The reference model is located between the speed command value and the speed
actual value of the speed controller’s integral component (see block diagram).
In this way, a separation of setpoint value controlling and disturbance value
controlling is reached. The reference model delays the command actual value
deviation for the speed controller’s integral component. In this way, only the P-
Component is relevant for command value controlling. The integral component of
the speed controller will be blinded for setpoint changes.
Figure 7-21 block diagram: reference model
PI-Controller
nset Mset
nact
PI-Controller
nset
nact Mset
Reference nact
model
The typical goal of the reference model is to reduce the amplitude amplification
(caused of a short integral time) in the lower frequency domain of the closed speed
control loop. (The previously adjusted short integral time Tn ensures a good
disturbance control.)
In time domain, the reference model effects a reduction of the actual value
overshoot but retains the integral component.
Using the reference model, a higher position controller gain can be reached.
NOTE The reference model only has an advantage, if speed pre-control (DSC) is used!

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To activate the reference model, set the select menu „Reference model“ in the
speed controller menu to ON. By clicking on the now appeared button „Reference
model“, the following parameter can be adjusted:
Figure 7-16 switch on reference model
Figure 7-17 configuration of the reference model

Natural frequency [p1433]: Start value: frequency at which the phase of the
closed speed control loop reaches -90° for the
first time.
Hint: Set start value slightly smaller. Afterwards,
shift the amplitude reduction (effected by the
reference model) below the amplitude raise by
increasing the natural frequency p1433
Damping [p1434]: default-value; adjust if necessary
Dead time factor [91435]: default-value; adjust if necessary
To optimize the reference model, you can use the measuring function “speed
controller setpoint frequency response (after speed setpoint filter)”.
Figure 7-22 Reference model OFF

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Amplification because of „low“ integral time recognizable

Figure 7-23 Reference model ON
Natural frequency too low: Reduction of the amplitude recognizable
With increasing the natural frequency, the reference model time constant
decreases. The command value reaches the integrator earlier.
Figure 7-24 Reference model ON

Better configuration: only low amplitude ovvershoot
7.7 Actual speed filter

In the case of a bad encoder signal (noisy actual speed value) the value can be
smoothed by a PT1 filter. The drive parameter p1441 is available for this purpose.
A common smoothing time is about 2-3ms. This must be adapted to the respective
circumstances.

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8 Position controller optimization

Premise: Optimized current controller and speed controller
Compared to the current- and speed controller (PI controller,) the position controller
is realized as a P-controller.
For servo drives, a position controller with speed pre-control is recommended.
The most important position controller parameters:

• Kv position controller proportional gain factor
• Kpc speed pre-control weighting factor
• vTC balancing time (velocity Time Constant)
and:
• DSC Dynamic Servo Control (active per default)

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8.1 DSC (Dynamic Servo Control)

The function "Dynamic Servo Control" (DSC) is a controller structure calculated in
the speed controller sample time. With the DSC, the dynamically active component
of the position controller is calculated in the drive (usually in 125us cycle).
Advantages of DSC:
• Higher Kv (position controller gain) possible
• Larger bandwidth -> higher dynamic response
• Shorter response times for disturbance characteristic
Use DSC especially for dynamic applications!
For a position axis with position control and an assigned SINAMICS drive, the
system sets DCS by default. Deactivation only in offline mode.
Note To use the DSC function, the position controller must be set as P controller.
You can see in the chart below, that the benefit of DSC (higher reachable Kv
factor) is even bigger, the higher the minimum locked rotor frequency of the
systems is.
Figure 8-1 Kv-factor relating to the locked rotor frequency
1666,66
with DSC (0,125 ms position controller clock)
1 ms position controller clock

reachable Kv-factor [1/s]
166,66
4 ms position controller clock
16,66
1,66
100
10000
10
1000
1
minimum locked rotor frequency [Hz]
Attention In practice, only approx. 2/3 of the Kv factor shown in the chart can be
reached!
This is because of the damping, which isn’t considered in this chart.

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8.2 Unit of the position controller gain factor (Kv)
Attention There is a difference between the servo gain factor unit of the
SIMOTION/SIMATIC position controller and the E-Pos (basic positioner) in
SINAMICS!
This unit differs also in the machine tool control system SINUMERIK.
Basically, the servo gain factor Kv is defined by the formula:
linear speed
Kv =
following error
The Kv factor unit depends on different units of the parameter mentioned above:
SIMATIC/SIMOTION: Kv  = 1s
( MC )
E-Pos / SINUMERIK / SINAMICS: Kv ( EPos / MT )  = 1000

min
The result is a conversion factor of 16.6:
Kv ( MC ) = 16,6  Kv ( EPos / MT )
There is a relation between the reachable servo gain factor and the least locked
rotor frequency of the mechanical system.
f T min 1 
Kv( MC ) =  16.6  s 
10
f T min 1000 
Kv( EPos / MT ) =
10  min 
(see also: chart, chapter 8.1)
NOTE This is important when the value which was determined by OBT shall be used.

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8.3 Speed pre-control and balancing filter

The speed pre-control is used to reduce the following error during a positioning
process. In this way, the position controller gets more dynamic.
The speed command value is added directly to the position controller output. The
speed controller input is available faster, because the known speed setpoint can by-
pass the position controller.
Figure 8-2 Figure 8-2 block diagram - speed pre-control
The additional command value is scaled by thy speed pre-control weighting factor
Kpc.
Note Except for special exceptions, the factor Kpc should be kept 100%!
The remaining function of the position controller using speed pre-control is the
disturbance rejection.
There are two time constants available:
• tTC Current control loop equivalent time

(not used)
• vTC Speed control loop equivalent time
(for balancing filter)
The vTC-time constant is used. Thus, the position setpoint is delayed by the
balancing filter time constant. This prevents overdriving of the speed-setpoint by
the position controller in the acceleration and braking processes. This time
constant will be discussed in more detail in the next chapter.
vTC too short: Position command value delay not sufficient. The position
controller compensates the following error in addition to the speed pre-control. The
result is an overshoot of the speed command value during acceleration and
deceleration (Figure 8-9 Measurement 1: vTC clearly too small).

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vTC too long: Delay to strong. System deviation between command value and
actual value negative (position exceeded). The position controller reacts against
the speed pre-control In the trace, a creeping in into the final position is noticeable
(Figure 8-10 Measurement 2: vTC too large).
vTC ideal: The system deviation equals 0. Consequently, the controller output
without pre-control [r60] equals 0 as well (Figure 8-11 Measurement 3 vTC optimal
(vTC from One-Button-Tuning)).
Attention If speed pre-control is deactivated, (Kpc = 0%) set vTC = 0ms!


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8.4 Position controller parameter
NOTE In this chapter, the position controller optimization is described for TIA/Startdrive.
8.4.1 Optimization of Kv and vTC with One-Button-Tuning
You can’t trace frequency responses of the Position Controller in TIA/Startdrive.

Measurement functions for determining the balancing filter time constant vTC are
also not available.
But you can use the One-Button-Tuning here. It determines the Kv-factor and the
vTC-time-constant in the drive, which can then be transferred to the axis. But
before you do this you should note the manually determined speed controller
parameters, because these are also overwritten by the OBT.
To do this, the corresponding axis must be selected in the technology objects of

the plc. Then go to Commissioning and chose Tuning.
Figure 8-3 Figure 8-3 Mask optimize position controller

Clicking on the arrow next to "Optimize values drive" takes you to the one-button
tuning in the drive. After that has been carried out, the determined controller
parameters can be transferred to the axis with "Take values from drive".
The Kv factor is automatically converted into the correct unit.

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Figure 8-4 Mask One Button Tuning

After activating the master control, the desired dynamic setting must be selected.
Then the optimization can be started.
Only parameters of the speed controller are displayed under Optimization result.
NOTE However, the estimated position control parameters can be viewed in the expert
list of the drive under r5276 and r5277.
8.4.2 Verification of the vTC time constant
The vTC time constant determined in the OBT can now be checked for plausibility.
For this purpose, the following values must be be selected at the beginning of the
verification:
• precontrol Kpc = 100%

• balancing filter time constant = 0ms
• Gain Kv = “optimized value”
A very dynamic speed profile must be run for the check. Since there is no function
generator available in TIA/Startdrive, this profile must be specified via the axis
control panel with high acceleration, deceleration and high jerk:

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Figure 8-5 Axis control panel for trapezoidal profile
The jerk is the time derivative of the acceleration and thus defines the change in
NOTE acceleration. As the jerk decreases, the "corners" become more rounded when
the acceleration changes.
When performing the following measurements, it must be ensured that the

torque limit (negative/positive) is not exceeded due to excessive acceleration or
excessive jerk at a defined speed.
NOTICE
The current torque limit can be found in the drive under “Parameterization →
Open/closed-loop control → Speed controller → Torque limiting”.
At first, a trace with the actual torque value [r80] and the actual speed value [r61]
must be recorded in the drive.
Figure 8-6 Figure 8-6 Trace for permissible maximum torque
Note: Recording started by trigger
Trace is started with the "Activate recording" button. The axis must then be
enabled and turned with the trapezoidal via the axis control panel. The torque limit
can be approached by adjusting the parameters velocity, acceleration and jerk.

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It is recommended to maintain a reserve of at least. 10% of the torque limit

NOTE value!
Figure 8-7 actual Torque (blue) and actual speed (red)

In this case the torque limit is 5 Nm. Therefore, a maximum value of 4.5Nm would
be possible. A maximum torque of 4Nm is achieved here.
Once the velocity profile has been defined, the measurement to determine the
balancing filter time constant vTC can be carried out.
These are the relevant parameters:
• [r60] Speed setpoint before the setpoint filter [rpm]

• [r62] Speed setpoint after the filter [rpm]
Based on these parameters, the optimization can be carried out using two
criteria:
• The speed setpoint [r62] is reached quickly without overshooting

• Speed setpoint without pre-control value [r60] as close as possible to 0rpm

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Figure 8-8 Trace speed setpoints
The blue curve in Figure 8-9 shows the position controller output with pre-control
value (signal [r62]).
The measurement shows a clear overshoot of the speed setpoint.
The red curve represents the output of the position controller before summation
with the pre-control (signal [r60]).
With deactivated pre-control (Kpc = 0%), the signals [r60] and [r62] are congruent.
With active pre-control (Kpc = 100%), the value of [r60] should ideally approach 0.
Figure 8-9 Measurement 1: vTC clearly too small (0 ms)
If the balancing filter time constant is not well selected, the position controller
"helps" at the beginning of the acceleration and deceleration phases (in addition to
the pre-control). Therefore, there is a deviation of the red curve from the value 0
during acceleration and braking.
The overshooting of r62 and the deviation of 0 from r60 indicate that the balancing
filter time constant is too short.

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Figure 8-10 Measurement 2: vTC too large
If the vTC selected is too long, the speed setpoint after filter sneaks into the
setpoint.
At the speed setpoint before the setpoint filter, there is a counteracting due to a
negative control difference.
Measurement 3 shows that the position controller output [r60] is almost equal to 0.
With an optimally selected vTC, the speed setpoint after filter [r62] reaches its end
value quickly and without overshooting.
Figure 8-11 Measurement 3 vTC optimal (vTC from One-Button-Tuning)

The validation using the parameter [r62] (speed setpoint after filter) is sometimes
difficult, since the boundary between sneaking in the end value and reaching it
quickly is difficult to identify.
Therefore, the parameter [r60] (position controller output without pre-control value)
is better suited for fine adjustment of the balancing time.
In this way, the optimum balancing filter time constant can be approached, if the
One-Button-Tuning didn’t find a good vTC-time-constant.

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9 Controller and filter adaption

The controller adaption adapts the controller parameter continuously dependent of
an adaption signal. Therefore, the controller dynamic remains the same, even the
controller loop changes.
NOTICE The controller adaption should be used to linearize the control loop!
Otherwise, every change of the control loop would influence the
superimposed control loop.
9.1 Current controller adaption

The inductance of the motor depends on the motor current.
Due to the fact, that the current controller gain is proportional to the time constant
of the motor winding, the gain must be reduced with high motor current. Thus, the
controller performance can be kept constant and instability can be avoided.
This is especially important for servo motors which are operated with a current
higher than the rated current.
The current controller adaption can be found in the current controller settings in the
drive in "open-loop/closed-loop control" (see Fehler! Verweisquelle konnte nicht
gefunden werden.).
NOTE Siemens motors:

The current controller adaption is active per default. The DriveCliQ data sheet
provides the correct settings.
Third-party motors:
Check "SINAMICS S120/S150: Requirements placed on third-party motors"
As of SINAMICS FW > V5.1, the current controller Kp adaptation is set by the
rotating measurement. The measurement must be executed without ramp-
function generator!

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Figure 9-1 Mask – current controller adaption


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9.2 Speed controller adaption

As a result of changing load inertia, it might be necessary to adapt the speed
controller parameter Kp and Tn.
One use case is the changing inertia of a winder during the winding process. With
increasing diameter, the speed controller gain must be increased due to an
increasing inertia of the load. With decreasing diameter, the Kp must be reduced.
Figure 9-2 mask – speed controller adaption

By clicking on "Adaption", the Kp-adaption can be configured. The x-axis describes

the adaption signal (e.g. diameter), the y-axis the adaption factor. The values need
to be determined during controller optimization for minimum and maximum
adaption signal.

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9.3 Current Setpoint Filter adaption

In special use cases the current setpoint filter described in chapter Speed controller
optimization must be adapted as a result of a changing mechanical resonance
frequency.
Two use cases can be distinguished:
• Adaption during machine runtime
• Adaption during machine standstill
In both cases, the goal is to adapt the filter without the use of an engineering
system.
NOTE Only one of 4 current setpoint filter can be adapted!
Adaption during machine runtime

The SINAMICS S120 provides a function module for this (inertia estimator).
Simplified functional principle:

If a resonance frequency has been excited enough that the internal activation
threshold is exceeded, the adaptation moves the bandstop filter to this resonance
frequency. If the resonance frequency has not been excited enough or there is no
interfering resonance frequency, the bandstop filter stops and the current blocking
frequency does not change.
NOTE For detailed information and boundary conditions see

SINAMICS S120 Function Manual Drive Functions

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10 Feed-Forward (Pre-Control) & Compensation
10 Feed-Forward (Pre-Control) &

Compensation
Pre-Control means to by-pass a set point around the superimposed control loop.
This reduces the workload of the controller for setpoint controlling and improves
dynamic behavior of the controller.
The speed controller gets a speed via the pre-control path, without the position
controller has to create it. The current controller gets a torque via the pre-control
path, without it needs to be created in the speed controller.
There are different types of pre-control possible which are either calculated in the
system or by application.
10.1 Friction torque

A common type of pre-control is the friction torque pre-control. The friction
characteristic curve is used to compensate the friction torque for the motor and the
driven machine. The friction characteristic enables the speed controller to be pre-
controlled and improves the response.
Figure 10-1 Recording friction characteristic
After the recording of the friction characteristic is getting selected, it will be

executed with the next enable command of the drive.
The drive accelerates to the parameterized speed levels and measures the actual
torque (which is the friction torque in this situation) after a short settling time.
The result is a curve like shown in the screenshot above.
The friction characteristic should be recorded without (heavy) load. However, this
can vary dependent on the mechanical situation.

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NOTE The acceleration between the speed levels could be relatively high! Sensitive
mechanic should be disconnected before the measurement.
NOTICE During the measurement the axis moves by several rotations in positive or
negative direction.
The user has to make sure the axis can be rotated freely, and no hardware
limitations are violated.

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10.2 Acceleration torque

Figure 10-2 Torque precontrol active
Since the dynamic response in operation without an encoder is lower than in

operation with an encoder, acceleration torque pre-control is implemented to
improve the control dynamic performance. Considering the drive torque, the
existing torque and current limits as well as the load moment of inertia (motor
moment of inertia: p0341 · p0342 + load torque: p1498), the required torque for a
demanded speed dynamic is pre-controlled.
The torque pre-control can also be activated if a motor encoder is used.
NOTE If SIMOTION is used for position control of the respective axis, it is

recommended to use DSC Spline for torque pre-control.
This torque pre-control function in the drive includes the position controller output
in the torque feedforward calculation. Usually this is not intended.

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10.3 DSC Spline

An advanced form of torque pre-control using SIMOTION is DSC with Spline. This
function is only available in Scout/Starter.
With the Dynamic Servo Control (DSC) function, the position controller in the drive
is executed in the cycle clock of the speed control loop. In the drive, intermediate
setpoints are generated in the speed controller cycle clock from the position
setpoints transferred in the position controller/communication cycle clock via linear
fine interpolation.
With the DSC with spline function, the position controller is executed in the drive in
the cycle clock of the speed control loop. The intermediate values in the drive are
generated via polynomial functions. Intermediate setpoints are also generated for
speed and torque, in addition to position. Using the intermediate setpoints, highly
dynamic motions down to the current controller cycle clock are simulated exactly
and pre-control is possible right down to the torque.
The setpoints are fine-interpolated in the following way:

• Position setpoint - cubic fine interpolation
• Speed setpoint - quadratic fine interpolation
• Acceleration setpoint/torque setpoint - linear fine interpolation
DSC with spline provides the following advantages and functionality:

• Extended support for highly dynamic motions
• Process response is determined by the lower current controller equivalent time
The following requirements must be satisfied for the use of DSC with spline:
• Telegrams 125 and 126 must be supported by the drive
• Consistent setpoints
Position and velocity setpoints must be consistent with each other, i.e. the
setpoint pair must originate from the same cycle clock time of the motion
control. In the setpoint calculation of the technology object, the position
setpoints and the velocity are consistent with each other and are limited to the
maximum values. If the setpoints are modified using compensation values or
limits after the setpoint calculation, the consistency of position and velocity
must be ensured by the user. If the setpoints are defined by the user, the user
must ensure consistency. System variable with DSC spline status display:
servoData.dscSpline
• High-resolution measuring system
DSC with spline requires a high setpoint resolution. The setpoint resolution in
the system is based on the actual value resolution. If the actual value only has
a low resolution, you can increase the setpoint resolution internally. (Set
p0418, e.g. to 18-bit)

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To use DSC Spline, the function module "DSC with Spline" must be activate in the
drive.
Figure 10-3 Activation of the Spline function module in the drive

Now the Spline pre-control can be activated in the axis position control menu:
Figure 10-4 Activation Spline pre-control in the axis

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Beside the standard DSC, the following pre-control types are possible:
• DSC with spline and torque pre-control
• The torque is pre-controlled.
• Speed and position are controlled taking into account the equivalent
time of the current controller in the balancing filter in the drive.
• The torque is calculated in the drive from the acceleration and the
total moment of inertia.
• Balancing of the position setpoint and of the speed setpoint using
the current controller equivalent time (ttc).
• DSC with spline and speed pre-control

• The speed is pre-controlled.
• The position is controlled taking into account the equivalent time of
the speed controller (VTC) in the balancing filter in the drive.
• The speed controller equivalent time is taken into account in the
balancing filter.
• DSC with spline without pre-control

• Speed and torque are not pre-controlled.
• The position is controlled in the drive.
Additional required settings:

• The TO resolution should be set to the maximum value (1.000.000/unit). This
setting can be done in the axis configuration "unit" tab.
• Set the fine resolution of the encoder to the maximum value. Expert list
parameter p418 (fine resolution Gx_XIST1) → 18
• The motor and especially load moment of inertia must be configured as
precisely as possible (p0341, p0342, p1498 and p1497)
To optimize and fine tune the torque pre-control, the speed controller output can be
monitored. During acceleration / deceleration the value should be close to 0.
Adjustments can be done by adapting the load inertia setting in small steps.

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10.4 APC (Advanced Position Control)

The "Advanced Position Control" (APC) function module provides closed-loop
control-related functions to actively dampen mechanical oscillations. The function
actively responds to measured oscillations using an appropriate manipulated
signal. The motor executes a superimposed movement to compensate the
oscillation. If the oscillation frequency changes, e.g. because of the axis loading or
mechanical changes, APC is also effective for the changed frequency.
Regardless of the method used, the mechanical vibration must be measurable with
a measuring system assigned to the axis. The following methods are available for
this purpose when using APC.
1. APC is using motor variables (motor encoder, current).
2. APC is used together with a direct measuring system.
3. APC is used with an external acceleration sensor installed in the system.
NOTE For detailed information and boundary conditions see SINAMICS S120 Function
Manual Drive Functions
10.5 VIBX (VIBration eXtinction)

The Technology Package VIBration eXtinction (VibX) is an option package for
SIMOTION SCOUT. It is used to change the setpoint of an axis so that there is as
little vibration as possible caused by the natural frequency of the moving
mechanical components.
This is achieved by a setpoint filter which, for instance, adapts the acceleration or
jerk value in a way, so that an excitation of the dominant natural vibration of the
mechanics is avoided and thus achieves a vibration-free positioning and at the
same time the mechanics is spared.
This leads to a vibration-less positioning, less stress on the material, noticeable
improvement in smoothness and finally to trouble-free operation and higher
machine cycle rates.
Structural changes or additional sensors or actuators are not required. VIBX can
easily be retrofitted to existing applications.
The value of the frequency of the dominant natural frequency can be simply
determined with trace- and measuring functions of the engineering system.
NOTE VIBX is available for SIMOTION and SINAMICS!

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Figure 10-5 Traversing motion without (left side) and with (right side) activation of VIBX
10.6 Cogging torque compensation

For synchronous motors, the cogging torque can be compensated to improve radial
eccentricity as there is a fixed connection between the absolute location and
cogging force in these motors.

The entire cogging torque compensation is executed via a compensation table
which, depending on the position of the motor measuring system, is read out and
pre-controlled.
SINAMICS S120 provides a function module for this.
Restrictions:
• This function module is only available for the SERVO drive object
• Induction motors are not suitable for cogging torque compensation
• A motor encoder is always required for the cogging torque compensation
• Transistor-transistor logic or HTL encoders are not suitable for cogging torque
compensation
• The encoder must have absolute information. Thus, it must be an absolute
value encoder or have a clear zero mark or be distance-coded.
• Due to the premature validity message of absolute information, DQI encoders
are only suitable with a bypass (Encoder Data Set switchover after start-up)
• The compensation is then applied to the torque-generating current setpoint. It
is only effective if neither current nor voltage limiting intervenes and the
frequency is not higher than the current controller bandwidth
NOTE For detailed information and boundary conditions see SINAMICS S120 Function
Manual Drive Functions

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10.7 Further pre-control types

Dependent on the use case, some additional pre-control types can be useful:
• Tension torque pre-control
Pre-control of the required torque (mostly constant) to maintain a specified web
tension (paper, foil, cable, etc.)
• Cutting torque pre-control

Pre-control of the required torque to cut/deform a material (e.g. cross cutter,
servo press, etc.)
• Torque which is required for a defined movement of a kinematic

The handling toolbox provides a library which calculates the required torque for
different kind of kinematics for the involved motors.
There are the following advantages of pre-control:
• The accuracy of the path movement gets improved
• The mechanics are protected due to smoother controller settings
• The peak motor torque is getting reduced
For additional information see:


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11 Mechanically coupled axes

This must be distinguished into two cases:
• Axes/motors which are connected through a product (e.g. paper web)
• Axes/motors which are connected to the same mechanics through a fix
coupling
Axes coupled through a product

In this first case, the axes are more or less independent from each other and thus
shall be optimized separately from each other.
However, for special use cases (high dynamic interaction between axes in the
system) a so-called dynamic compensation or dynamic response adaption can
be done after the single optimization of the axes.
A use-case is a material web which is getting accelerated by several axes. If those
axes have a different dynamic response, the web tension between the segments
would not be constant.
Background:
Different axes in the machine often have different mechanics. Therefore, the speed
controller and position controller optimization of these axes can be quite different.
The result of this: one axis is more dynamic as another one.

To activate the dynamic compensation, use the expert list of a specific axis
(Configuration data: “DynamicComp”) or set the checkbox “Dynamic response
filter” in the closed-loop control menu.
More dynamic axes can be delayed to less dynamic axes through a PT2 filter.
Axes coupled through fix mechanic

Motors which are driving one mechanic together (e.g. gantry,…) should be
optimized together – if possible. This avoids other motors from creating an
additional load.
In general, with the onboard measuring functions, only one motor can be excited
by the measuring function at the same time.
However, the so-called "free measuring function" described in 15.3 Measuring
functions during program runtime provides remedy. The axes can be moved
together via the user program, while the measuring signal (noise signal) is
superimposed on one of the axes via the free measuring function.
NOTE The offset speed in the measuring function must be set to 0.0!
Alternatively, to the free measuring function:

Many kinematic systems have one master motor, which has a position-controlled
axis TO in SIMOTION and several slave motors which get the speed setpoint (r62)
provided from the master on SINAMICS side.
That means, if the master motor gets excited by the measuring function, the same
noise signal is also forwarded to the slave motors. For this, the user has to ensure
that the slave motors are getting enabled together with the master motor (e.g.
connecting the control bits in the expert list).

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NOTE This procedure is only possible, if all the involved motors are located on the
same CU. Otherwise the motors have to be optimized independently of each
other. In this case the inactive motors act as an additional load for the motor
being optimized.
Usually, the controller settings can be copied from one motor to the others, since
the mechanical system is the same (motor, coupling and mechanics).

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12 Torque motors
12 Torque motors
Basically, the optimization of torque motors follows the same principles described
above in this document. However, dependent on the type and mounting of the
motor, additional steps should be checked/performed in advance.
Torque motors often are so-called component motors, which means the three parts
stator, rotor and encoder are assembled on site. Therefore, a special attention
must be paid to the motor encoder.
Checking the rotation direction

It is recommended, to check the rotational directions of motor and encoder before
starting. By default, the direction of the motor is clockwise. This means, if you look
on the face side of the motor output shaft, a clockwise rotation corresponds to
positive speed.
Prepare a trace with r63 (= actual speed smoothed) of the drive, which direction
you want to check. Rotate the motor output shaft (if possible just mechanically)
clockwise. r63 should return positive values. In case you receive positive values,
the rotational directions match and you can continue with the encoder adjustment.
If you receive negative values, the encoder actual value must be inverted. You can
do this by changing p410.
NOTE Always invert (or do not invert) p410.0 and p410.1 together. Both parameters
should have the same value!
Encoder adjustment
The function determines the angular commutation offset and writes it in p0431
(angular commutation offset: angular difference between electrical position of
encoder and flux position).
To execute the encoder adjustment, navigate in the project tree to the desired drive
to "Rotate & optimize" > "stationary/rotating measurement". Choose "encoder
adjustment" as measuring type:

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12 Torque motors
Figure 12-1 Configuration of encoder adjustment
For p1980[0] PolID technique choose [1] Saturation-based 1st harmonics.

Activate the measurement with the button and enable the drive (e.g. via control
panel). The angular commutation offset will be determined.
NOTE If the measurement fails, the phases of the motor might be connected wrong.
Therefore, check if the phases of the motor are connected properly (U-V-W to U-
V-W).
NOTE Refer also to chapter 5 Mot-ID (Motor-Identification) especially when using third-
party motors.
Controller optimization
In the next step, current, speed and position controller can be optimized like
described in the chapters above.
NOTE For third party motors the current controller adaption should be activated.
Refer to chapter 9.1 Current controller adaption
For SIEMENS motors it is already active.
Position controller setpoint frequency response (Starter/Scout)

Due to the high stiffness and small damping, it can be necessary to reduce the
measuring amplitude. This is especially necessary, if the gain factor is very high
due to high load inertia.
It might be necessary to decrease the measuring amplitude stepwise with
increasing gain factor. The need can be recognized on a noisy signal or no
reaction to parameter changes of the gain factor.

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12 Torque motors
The following example shows the position controller frequency response recorded
with different measuring amplitudes, 0,1 (orange) and 0,001 (cyan). Both
measurements were recorded with the same position controller gain.
In this example there is a risk, the gain is set too high, because the frequency
response (orange) does not show the desired behavior (cyan).
Figure 12-2 Position controller setpoint frequency response with different amplitudes
Encoder actual value smoothing

Dependent on the type of motor encoder, it might be necessary to smooth the
actual value with a PT1 filter. For this, expert list parameter p1441 can be used. A
suitable filter time could be 2-3ms. This value must be adapted to the respective
circumstances

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13 One Button Tuning

The speed controller and position controller of a drive can be automatically tuned
with the "One button tuning" function. With OBT, the mechanical drive train is
measured using short test signals. In this way, the controller parameters can be
adapted optimally to the existing mechanical system.
OBT can be selected with the parameter p5300 and will be executed with the next
enable of the drive. The axis should be enabled in speed controlled mode.
NOTE The SINAMICS function module “Moment of inertia estimator” must be activated
in order to use the OBT functions.
OBT configuration:
With the parameter p5301 and p5271 single functions of the OBT can be selected
or deselected:
- Determination of Kp and Tn of the speed controller
- Setting the current setpoint filters
- Setting of the speed controller reference model
- Determination Kv of the position controller (displayed in expert list r5276)

- Determination of the load inertia and thus activation of the torque pre-control
(at the position controller or at the speed controller, depending on the control
mode of the axis)
- Activating the speed pre-control at the position controller
- Determination of position controller pre-control symmetrization time constant
(displayed in expert list r5277)
- Determination of zero and pole frequencies (displayed in expert list r5294,
r5295)
NOTICE Dependent on the setting in p5301, the axis accelerates with high
dynamics. Be careful with mechanics connected to the motor!

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Traversing distance:
The traversing distance for the measurement must be defined in the parameter
p5308. With this the maximum traversing distance can be limited as well. This
specification is on the motorside, possible spindles or gear ratios must be taken
into account.
Dynamic factor:
With the dynamic factor in p5292 the calculated P gain can be influenced.
Notice: If the value is too big, the control loop might be instable!
Position control gain:

If position control is implemented using a higher-level control system, the values
can be taken over from r5276 and r5277.
NOTE The value displayed in r5276 corresponds to the theoretically maximum possible
position controller gain.
The value can be directly used for the E-Pos.
For SIMATIC and SIMOTION, the value must be multiplied by the factor 16.66
(see chapter 8.2).
Also keep in mind, that r5277 (vTc) is displayed in [ms], but SIMATIC and
SIMOTION require the value in [s]!
Boundary conditions:
OBT is basically designed for feed drives / positioning axes. OBT is less suitable
for mechanics with extremely high load inertia conditions.
NOTE For detailed information see SINAMICS S120 Function Manual Drive Functions

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14 Optimization of other drives

14.1 V90
V90 drives are being configured and optimized using V-Assistant. Therefore, two
modes are available:
• One-Button-Tuning
• Real-time auto tuning
Figure 14-1 V-Assistant tuning menu
LOW Middle High

With One-Button-Tuning, the drive will be optimized during an exclusively triggered

measurement/traversing.
In contrary, the real-time auto tuning optimizes the drive during a movement
triggered by a higher-level controller (e.g. PLC). The function remains active the
whole time and adapts the controller parameter continuously, if necessary.
The user can influence the tuning result with a dynamic factor dependent on the
mechanical situation (e.g. stiffness). Higher dynamic factor means higher tracking
ability and shorter settling time but also higher possibility of resonance.
NOTE In the "Diagnostics" menu, the user can analyze the control loop using frequency
responses like known from STARTER/SCOUT. A manual tuning is possible.
NOTE For detailed information see SINAMICS V90 PROFINET, SIMOTICS S-1FL6
Operating Instructions

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14.2 S210
S210 drives are being configured and optimized using the integrated web server or
TIA-Portal/Startdrive.
Figure 14-2 Web server OBT menu

One Button Tuning optimizes the drive based on the selected dynamic response
setting:
• "Conservative":
60 % speed control dynamic performance without pre-control
• "Standard":
80 % speed control dynamic performance with torque pre-control
• "Dynamic":
100 % speed control dynamic performance with fast torque pre-control
NOTE If the machine vibrates or creates humming noise at certain speeds after One-
Button-Tuning, then the dynamic response setting is too high. In this case, select
a lower dynamic response and repeat the One-Button-Tuning.
NOTE For detailed information see SINAMICS S210/SIMOTICS S-1FK2


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15 Further Optimization Methods

15.1 Current controller setpoint jump
Alternative to the Current controller setpoint frequency response, the current
controller can be inspected/optimized by a setpoint jump (time domain).
The optimization with a setpoint jump is applied because in a setpoint jump many
frequency components are included. To "get to know" the system which should be
controlled, as many frequencies as possible must be stimulated to see the dynamic
of the current controller.
Figure 15-1 Measuring function settings

Figure 15-2 currrent controller setpoint jump – Kp too low
As you can see in the figure, there is a very high rise time.
Furthermore, the system deviation is too high.
→ raise proportional gain factor Kp
Attention Pay attention to the same scaling of the curves!

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Figure 15-3 current controller setpoint jump – higher Kp
The result of raising Kp is a smaller system deviation and a quicker rise time.
For elimination of the persistent system deviation, the integral component of the
control loop has to be activated.
→ reduce integral time
Figure 15-4 current controller setpoint jump – Tn activated

No more persistent system deviation.
Figure 15-5 current controller setpoint jump – measurement duration 100ms

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If you continue raising the proportional gain factor, the current controller reacts
faster. At the same time the overshoot increases.
Figure 15-6 current controller setpoint jump – measurement duration 10ms
Attention Overshoot not bigger than 4%!


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15.2 Speed controller setpoint jump

Alternatively to the speed controller frequency response, the speed controller can
be optimized with a setpoint jump (time domain).
The optimization with a setpoint jump is applied because in a setpoint jump many
frequency components are included. To "get to know" the system which should be
controlled, as many frequencies as possible must be stimulated to see the dynamic
of the speed-controller
The goal is to achieve a short rise time with no or small overshooting.
Figure 15-7 Measuring function speed controller setpoint jump

Measuring function: Speed controller setpoint jump (after speed setpoint

filter)
Settling time: to reduce oscillations caused by ramp-up
Amplitude: defines the height of the jump
Offset: basic-speed (otherwise jump from standstill)
Ramp-up time: ramp-up time to the adjusted offset
The following trace shows the result of an undersized proportional gain factor:

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Figure 15-8 speed controller setpoint jump – Kp too low
The rise time and the system deviation are too high.
The red curve shows the speed setpoint [r62], the blue curve the actual speed
[r61]. The green curve represents the torque actual value [r80].
Attention Pay attention to the same scaling of the curves!
Tracing the torque actual value is not required mandatorily, however it should be
noticed.
The parameters r1538 and r1539 in the expert list show the positive and negative
torque limit. Do not exceed these values at any time.
Note Keep a reserve of ca. 10% to the torque limit values to consider machine run in
in the course of time.
→ raise proportional gain factor Kp

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Figure 15-9 speed controller setpoint jump – higher Kp
The result of raising Kp is a smaller system deviation and a quicker rise time.
For elimination of the persistent system deviation, the integral component of the
control loop has to be activated.
→ reduce integral time
Figure 15-10 speed controller setpoint jump – shorter Tn
Symmetric optimum: One-time overshoot up to 43%
Attention Not in all applications an overshoot of the actual speed is acceptable!
In the following trace the speed controller proportional gain factor is too high:

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In the following trace the speed controller proportional gain factor is too high:
Figure 15-11 Kp too high – oscillating actual value

The oscillating actual speed is an indication of a too high proportional gain factor.
The control loop is unstable.
→ reduce Kp!

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15.3 Measuring functions during program runtime

This function is only available in Starter.
The previously introduced optimization methods are based on measurements
which have been recorded during "dry run". That means, the axis was free in
movement, without any contact to material or product or any other part of the
mechanics.
For most cases this is sufficient. However, in some cases it might be useful or even
mandatory to perform measurements for drive optimization during machine
runtime, while the machine is producing.
For example, another passive axis is in contact with the driven axis (e.g. printing
cylinder and passive impression cylinder).
The following described measuring functions add a noise signal to the basic motion
of a higher prior controller. However, this function is only available in
Scout/Starter.
15.3.1 Speed Controlled System
The following settings must be made:

Figure 15-12 Settings for measurement of the speed controlled system
0% !!
100% !!
Measuring function: “Free measuring function"

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Signals: - r61 Actual speed

- r80 Actual torque
- Transfer function (r80;r61)
Amplitude: ca. 3% - 5% of reference torque (Default-settings)
negatively! (Limitations can be reached)
abnormal
Offset: not necessary, since basic motion already active!
(averaging)
bandwidth)
Bandwidth: 4000Hz
frequency range
The location where the noise signal is added has to be selected below "noise
generator".
NOTE It is essential to ensure that the noise signal is applied to the additional torque
input p1513.
Parameter p1160 (speed setpoint 2) must be scaled with 0%!
NOTE It is important to adjust the amplitude level to the frequency response to be

measured. In particular, when the speed controller setpoint frequency response
is recorded after the sped controlled system.
The amplitude represents in one case a torque, in the other case a speed!

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15.3.2 Speed Controller Setpoint Frequency Response
The following settings must be made:
Figure 15-13 Settings for measurement of the speed controller setpoint frequency response
100% !!
0% !!
Measuring function: “Free measuring function"
Signals: - r61 Actual speed
- r62 Speed setpoint
- Transfer function (r62;r61)
Amplitude: approx. 0.1% (the unit can be changed to 1/min with the
checkbox "values in %"
negatively! (Limitations can be reached)
abnormal
Offset: not necessary, since basic motion already active!
(averaging)
bandwidth)

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Bandwidth: 4000Hz
frequency range
The location where the noise signal is added has to be selected below "noise
generator".
NOTE It is essential to ensure that the noise signal is applied to the speed setpoint 2
input p1160.
Parameter p1513 (additional torque) must be scaled with 0%!
NOTE It is important to adjust the amplitude level to the frequency response to be

measured. In particular, when the speed controller setpoint frequency response
is recorded after the sped controlled system.
The amplitude represents in one case a torque, in the other case a speed!

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15.4 Inverse filtering of locked rotor frequency
Attention The following described methods should only be applied by experienced

users! If the filters are set incorrectly, instability could appear.
Setting a filter on the locked rotor frequency, which causes an amplitude- and phase
amplification, can improve the characteristic angular frequency and therefore the
dynamic of the control loop.
To parameterize such a filter, choose filter type “band-stop” first.

The notch frequency is the value of the locked rotor frequency. Set bandwidth and
notch depth corresponding to characteristics of locked rotor frequency.
After setting these values, change the filter type to „General filter 2nd order“.
The new filter parameters are taken automatically.

To complete the parameterization, raise the numerator damping till vertical
exaggeration of magnitude and phase is noticeable.
If required, numerator frequency, denominator frequency and denominator can also

be adapted.
Figure 15-14 filter configuration

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The following traces show the speed controller open (top) and closed control loop
(bottom) with and without filter.
Proportional gain factor Kp = 2.0 for both measurements.
Figure 15-15 open control loop with inverse filter (blue) and without filter (green)
Figure 15-16 closed control loop with inverse filter (red) and without filter (orange)
In both traces, the active filter is identified by a better damping of the locked rotor
frequency.
Furthermore, the controller bandwidth could be increased (from ca. 40 Hz to 65
Hz).
→ The control loop is more dynamic.

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15.5 Phase shift filter

While band-stop filters are usually set directly on a resonance frequency in order to
dampen the amplitude (generate amplitude reserve), one can use a band-stop filter
as a so-called "phase shift filter" as well.
In this case, the filter frequency is set slightly in front of the resonance frequency.
The band-stop filter raises the phase behind the filter frequency. The goal is to
"push" phase underneath the resonance frequency, because there is too less
phase given by the control system. The resonant frequency is thus not actively
damped, but the control system gets more phase provided so that it can dampen
the resonance by itself.
This type of filter can be used if the "normal" band-stop filter, which is intended to
dampen a strong resonance peak in amplitude, would have to have a very large
notch depth in order to fully dampen the resonance, and thus cost a lot of phase.
At this point, the phase shift filter with a smaller notch depth can provide phase to
the controlled system.
Same as a "normal" band-stop, the phase shift filter costs phase in front of the filter
frequency as well. However, since this type of filter can be parameterized with less
notch depth, the phase loss is lower compared to the standard band-stop filter.
Without a filter, the open-loop speed control circuit (Figure 15-17) shows the semi-
stable amplitude curve (no amplitude margin, where the phase already reaches -
180 °). The phase tilts at 400Hz. The control loop would be not stable enough
without band-stop.
With the phase shift filter, the bandwidth could be increased by about 100Hz. It
leads to stability and good closed loop damping.
In this case it would even be possible to increase the gain by about 50%.
The phase shift filter used in this case has a filter frequency of 260 Hz, a bandwidth
of 700 Hz and a notch depth of -10 dB.
NOTE Despite the advantages shown, the filter should be used with care. In case the
resonant frequency would move unfavorably - due to mechanical changes (e.g.,
wear, shrinkage of bearings, etc.), this can lead to instability in the worst case.

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Figure 15-17 Open speed control loop
Filterposition
Figure 15-18 Closed speed control loop

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16 Appendix
16 Appendix
16.1 Service and support
Industry Online Support
Do you have any questions or need assistance?
Siemens Industry Online Support offers round the clock access to our entire
service and support know-how and portfolio.
The Industry Online Support is the central address for information about our
products, solutions and services.
Product information, manuals, downloads, FAQs, application examples and videos
– all information is accessible with just a few mouse clicks:
https://support.industry.siemens.com/
Technical Support
The Technical Support of Siemens Industry provides you fast and competent
support regarding all technical queries with numerous tailor-made offers
– ranging from basic support to individual support contracts. You send queries to
Technical Support via Web form:
www.siemens.com/industry/supportrequest
SITRAIN – Training for Industry

With our globally available training courses for our products and solutions, we help
you achieve with practical experience, innovative learning methods and a concept
that’s tailored to the customer’s specific needs.
For more information on our offered trainings and courses, as well as their
locations and dates, refer to:
www.siemens.com/sitrain
Service offer
Our range of services includes the following:
• Plant data services
• Spare parts services
• Repair services
• On-site and maintenance services
• Retrofitting and modernization services
• Service programs and contracts
You can find detailed information on our range of services in the service catalog:
https://support.industry.siemens.com/cs/sc
Industry Online Support app

You will receive optimum support wherever you are with the "Siemens Industry
Online Support" app. The app is available for Apple iOS, Android and Windows
Phone:
https://support.industry.siemens.com/cs/ww/en/sc/2067

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16 Appendix
16.2 Application Support

Siemens AG
Digital Factory Division
Factory Automation
Production Machines
DF FA PMA APC
Frauenauracher Str. 80
91056 Erlangen, Germany
mailto: tech.team.motioncontrol@siemens.com
16.3 Links and literature

Table 16-1
Topic
\1\ Siemens Industry Online Support
https://support.industry.siemens.com
\2\ Download page of the article
\3\ SINAMICS S120 Function Manual Drive Functions

\4\ SINAMICS V90 PROFINET, SIMOTICS S-1FL6 Operating Instructions

\5\ SINAMICS S210/SIMOTICS S-1FK2
\6\ SINAMICS S120/S150: Requirements placed on third-party motors
\7\ Elektrische Vorschubantriebe in der Automatisierungs-technik
Author: G. Wiegärtner, H. Groß, J. Hamann
Publicis Corporate Publishing, 2006
ISBN: 978-3-89578-278-7
\8\ SIMATIC S7-1500(T): Basics of axis control with technology objects and approach
to axis optimization
https://support.industry.siemens.com/cs/ww/de/view/109779884/en
16.4 Change documentation

Table 16-2
Version Date Modifications
V1.0 06/2012 First Version
V1.1 11/2012 Minor updates
V2.0 03/2019 New and revised content
V2.1 05/2019 Error correction
V2.2 04/2012 Updates OBT
Error correction leakage inductance
V3.0 08/2023 Update TIA-Portal/Startdrive

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