Aborting the brake test

If an active brake test is canceled, the STO safety sub-function is activated on the inverter. The inverter cannot build up any more torque. At the same time, the F-DOs that are assigned with SBCs are switched off. The brakes are applied. The drive can still move for the duration of the brake application time.

An active brake test is canceled if the following events occur:

• In step 1, a section is detected that is bigger than the section set under Maximum travel distance in direction of movement or Maximum travel distance in opposite direction of movement.
• In step 1, the target position is not reached on time when moving clear is performed. In this case, the brake test calculates the anticipated position duration from the settings of the following parameters:
• Distance
• Maximum speed
• Maximum acceleration
• Filter times encoder 1
• After the calculated position duration, including the set tolerance, the drive must have undershot the Minimum speed of the speed functions.
• In step 1, an actual position is detected during moving clear, which differs more than the value permitted under Distance, taking into consideration the Position tolerance.
• In step 1, a movement is detected during the wait time, which is greater than the value set for brake 1 under Permitted movement at standstill.
• In step 2 (load torque test), it is detected that the difference between the determined load torque and the Load torque settings when considering the Load torque tolerance is unacceptably high.
• In step 3 (active testing of the brake), the determined motor torque is too low.
• In step 3, a movement is detected during "active" brake testing that is greater than the value set for the respective brake under Permitted movement at standstill.
• In step 3 during "active" brake testing, it is detected that the difference between the determined motor torque and the Torque input settings when considering the Tolerance torque input is unacceptably high.
• In step 3 during "active" brake testing, it is detected that the inverter is generating the required test torque in the wrong direction of movement.
• In step 4, a movement is detected during "passive" brake testing that is greater than the value set under Permitted movement at standstill for the respective brake.
• Activation of one of the following safety sub-functions: STO/SBC, SSx, SOS, SSR, SDI, SLI.
• Limit value violation at one of the SLS, SSM, SLA, or SLP safety sub-functions. If only the message via F-process data (F-PI only) is set as the response to a limit value violation, then the brake test is not canceled in the event of a limit value violation. In this case, a suitable response is the task of the higher-level safety controller.
• Activation of a drive function (FCB) with a higher priority than FCB 23 in the inverter.
• Control of the "SBT enable" or "SBT clearance" signals is deactivated (logical "0").
• The brake is applied by the inverter.
• Fault status at CS..A safety option.
• The CS..A safety option is parameterized, the report is generated or the parameterization is confirmed.
• Fault status at inverter.