SEW Dimensioning

T
Drive Engineering
Practical Implementation
Volume 1
Drive Arrangements
with SEW Geared Motors
Calculation Methods and Examples
0920 2013 / 0698
Edition 06/98
The Complete Product Range

at a Glance
Geared Motors and Brake Motors
Helical gear units / geared motors

Parallel shaft helical gear units / geared motors
Helical-bevel gear units / geared motors
Helical-worm gear units / geared motors
Spiroplan geared motors
Low-backlash planetary gear units / geared motors
Brake motors
Hazardous-duty type AC squirrel-cage motors
Electronic Controlled Drives
MOVITRAC frequency inverters

MOVIMOT geared motors
MOVIDRIVE drive inverters
MOVIDYN servo controllers
Servomotors and geared servomotors
DC geared motors, DC motors and DC brake motors
Mechanical Variable Speed Drives

VARIBLOC wide V-belt variable speed geared motors
VARIMOT friction disc variable speed geared motors
Services
Technical support
Support software
Training seminars
Technical documentation
Customer service
Contents
PAGE
1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.12.1
2.12.2
2.12.3
2.12.4
2.12.5
2.12.6
2.12.7
2.12.8
2.12.9
AC drive systems with one or more fixed speeds . . . . . . .

Mode of operation of a AC squirrel-cage motor . . . . . . . . .
Rated data of an AC squirrel-cage motor . . . . . . . . . . . . .
Efficiency and power factor cos . . . . . . . . . . . . . . .
Thermal classification in accordance with EN 60034 . . . . . . .
Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power reduction . . . . . . . . . . . . . . . . . . . . . . . . .
Operating modes according to EN 60034 . . . . . . . . . . . .
Winding protection . . . . . . . . . . . . . . . . . . . . . . . .
Enclosure of AC motors and AC geared motors . . . . . . . . .
Dimensioning from load torque, inertia and starting frequency .
Soft start, switch-over of AC squirrel-cage motors . . . . . . . .
Brake motors . . . . . . . . . . . . . . . . . . . . . . . . . . .
Design and mode of operation . . . . . . . . . . . . . . . . . .
Brake reaction times . . . . . . . . . . . . . . . . . . . . . . .
Braking torques . . . . . . . . . . . . . . . . . . . . . . . . . .
Load limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Braking distance and stopping accuracy . . . . . . . . . . . . .
Mechanical brake release . . . . . . . . . . . . . . . . . . . . .
Brake heating . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake contactors . . . . . . . . . . . . . . . . . . . . . . . . .
Counter-current braking and direct current braking . . . . . . .
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3
3.1
3.2
3.3
3.4
3.5
3.6
AC drive systems with frequency inverters . . . . . . . . . .

Frequency inverters with DC link circuit . . . . . . . . . . . . .
Operating characteristics / Frequency range . . . . . . . . . . .
Motor dimensioning / Cooling . . . . . . . . . . . . . . . . . .
Project planning with SEW MOVITRAC frequency inverters . .
Mains connection . . . . . . . . . . . . . . . . . . . . . . . . .
Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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18
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19
21
21
23
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4
4.1
4.2
4.2.1
4.2.2
4.2.3
4.2.4
4.3
4.3.1
4.3.2
4.3.3
4.3.4
4.4
Servo drives . . . . . . . . . . . . . . . . . . . . . . . .
Definition of servo technology . . . . . . . . . . . . . . . . . .
Permanent-field synchronous motor . . . . . . . . . . . . . . .
Design and mode of operation . . . . . . . . . . . . . . . . . .
Motor control . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed-torque characteristic . . . . . . . . . . . . . . . . . . .
Resolver . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SEW MOVIDYN servo controllers . . . . . . . . . . . . . . . .
MOVIDYN power supply modules . . . . . . . . . . . . . . . .
MOVIDYN axis modules . . . . . . . . . . . . . . . . . . . .
Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MOVIDYNcompact servo controller . . . . . . . . . . . . . .
Project planning with SEW MOVIDYN servo controller . . . . .
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29
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30
31
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32
32
5
5.1
5.2
5.3
5.4
DC drive systems . . . . . . . . . . . . .
Function of the DC motor . . . . . . . . . . .
Shunt-wound and series-wound motors . . .
Speed control . . . . . . . . . . . . . . . . .
Power, ripple, form factor . . . . . . . . . .
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33
33
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34
34
Drive Engineering - Volume 1
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Contents
5.5
5.6
5.7
5.8
5.8.1
5.8.2
5.9
Connection and overload capacity of DC motors

Armature voltage regulation, speed control . .
Cooling . . . . . . . . . . . . . . . . . . . . .
Starting frequency . . . . . . . . . . . . . . .
Heating up of the winding . . . . . . . . . . .
Commutator loading . . . . . . . . . . . . . .
Enclosures, thermal classification, tolerances .
6
6.1
6.2
6.3
6.3.1
6.3.2
6.3.3
6.4
6.5
6.6
AC drive systems with mechanical variable speed gear units

Types of variable speed gear units . . . . . . . . . . . . . . .
Adjustability, adjustment time . . . . . . . . . . . . . . . . .
Dimensioning of the variable speed geared motors . . . . . .
Dimensioning for constant torque . . . . . . . . . . . . . . .
Dimensioning for constant power . . . . . . . . . . . . . . .
Dimensioning for constant power and constant torque . . . .
Service factors . . . . . . . . . . . . . . . . . . . . . . . . .
Overload protection . . . . . . . . . . . . . . . . . . . . . . .
Information on project planning . . . . . . . . . . . . . . . .
7
7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
7.9
Gear units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Geared motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Output speed, output torque . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Service factor (helical, helical-bevel, helical-worm, and Spiroplangear units) . 45
Dimensioning of low-backlash planetary geared motors PSF series . . . . . . . 47
Overhung loads, axial loads . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Gear unit efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Wearing parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Mounting position, oil capacity . . . . . . . . . . . . . . . . . . . . . . . . . . 49
8
8.1
8.2
8.3
8.4
8.5
8.6
Formulae employed for the calculation of drive systems . . . . .

Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . .
Kinematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Special formulae . . . . . . . . . . . . . . . . . . . . . . . . . . .
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9
9.1
9.2
9.2.1
9.2.2
9.2.3
9.2.4
9.3
9.4
9.5
9.5.1
9.5.2
9.5.3
9.5.4
9.5.5
Calculation example travel drive .

Input data . . . . . . . . . . . . . .
Motor calculation . . . . . . . . . .
Resistance to motion . . . . . . . .
Static power . . . . . . . . . . . .
Dynamic power . . . . . . . . . . .
Calculation check . . . . . . . . . .
Gear unit selection . . . . . . . . .
Travel drive with two speeds . . . .
Travel drive with frequency inverter
Input data . . . . . . . . . . . . . .
Optimizing the travel cycle . . . . .
Calculation of power . . . . . . . .
Setting range . . . . . . . . . . . .
The 87 Hz-characteristic . . . . . .
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37
37
37
37
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38
38
Contents
9.5.6
9.5.7
Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Synchronous operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
10
10.1
10.2
10.2.1
10.2.2
10.3
10.3.1
10.3.2
10.3.3
Calculation example drive units for vertical motion

Input data . . . . . . . . . . . . . . . . . . . . . . .
Motor calculation . . . . . . . . . . . . . . . . . . .
Upwards motion . . . . . . . . . . . . . . . . . . .
Downwards motion . . . . . . . . . . . . . . . . . .
Hoisting application with frequency inverter . . . . .
Input data . . . . . . . . . . . . . . . . . . . . . . .
Calculation of power . . . . . . . . . . . . . . . . .
Braking resistors . . . . . . . . . . . . . . . . . . .
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75
75
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76
78
80
80
80
82
11
11.1
11.2
11.3
Calculation example chain conveyor with frequency inverter .

Input data . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Motor calculation . . . . . . . . . . . . . . . . . . . . . . . . .
Gear unit selection . . . . . . . . . . . . . . . . . . . . . . . .
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84
84
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86
12
12.1
12.2
Calculation example roller conveyor with frequency inverter . . . . . . . . 87

Input data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Motor calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
13
13.1
13.2
13.3
Calculation example rotary table drive

Input data . . . . . . . . . . . . . . . .
Motor calculation . . . . . . . . . . . .
Selection of the gear unit . . . . . . . .
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91
91
91
94
14
14.1
14.2
14.3
14.4
Calculation example belt conveyor . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Input data . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Motor calculation . . . . . . . . . . . . . . . . . . . . . . . . .
Selection of the gear unit and the variable speed gear unit . . . .
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95
95
96
96
99
15
15.1
15.2
15.3
Calculation example crank-rocker linkage drive

General . . . . . . . . . . . . . . . . . . . . . .
Input data . . . . . . . . . . . . . . . . . . . . .
Motor calculation . . . . . . . . . . . . . . . . .
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100
101
101
16
16.1
16.2
16.3
16.3.1
16.3.2
16.3.3
16.4
16.5
16.6
16.6.1
16.6.2
16.6.3
16.6.4
Gantry crane with servo drives . . . . . .

Input data . . . . . . . . . . . . . . . . . . .
Optimizing the travel cycles . . . . . . . . .
Power calculation . . . . . . . . . . . . . . .
Travel axis . . . . . . . . . . . . . . . . . .
Hoist axis up motion . . . . . . . . . . . . .
Hoist axis down motion . . . . . . . . . . . .
Selection of the gear unit . . . . . . . . . . .
Motor selection . . . . . . . . . . . . . . . .
Selection of the drive electronics . . . . . . .
Selection of the axis module . . . . . . . . .
Selection of the power supply module . . . .
Selection of the braking resistor . . . . . . .
Selection of the heat sink . . . . . . . . . . .
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104
104
105
107
107
107
108
109
111
115
115
116
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118
17
Appendix with tables . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
18
Explanation of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . 122
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Introduction
1
Introduction
The company SEW-EURODRIVE

SEW-EURODRIVE is one of the leading companies in the world market of electrical drive engineering.
The wide range of products and the wide service spectrum make SEW the ideal partner for the solution
of demanding automation tasks.
The central office of the company group is in Bruchsal/Germany. Production plants in Germany,
France, USA, Brazil and China ensure worldwide presence. In assembly plants in over 30 industrial
countries of the world the individual drive systems are assembled close to the customer from
components kept in stock with particularly short delivery time and in consistently high quality. Sales,
consulting, customer service and spare parts service by SEW can be found in over 50 countries.
The product range
bevel gears, shaft-mounted helical gears, helical bevel gears, Spiroplangears, helical-worm gears
and low backlash planetary gear units and geared motors, with or without brake, with a power of
up to 250 kW and for a torque of up to 40,000 Nm.
AC brake motors up to 45 kW
explosion-protected motors
geared torque motors
MOVIMOT geared motors with integrated frequency inverter
MOVITRAC and MOVIDYN frequency inverters for stepless speed adjustment of AC drive
systems
brushless AC servo drives with MOVIDYN and MOVIDRIVE servo controllers and permanentfield synchronous motors or synchronous geared motors in standard or low-backlash design
mechanical variable speed geared motors VARIBLOC up to 45 kW and VARIMOT up to 11 kW

DC drive systems
Power and speed

If one or two speed stages are necessary in the frequently required power range of up to 45 kW, a
single-speed or pole-changing AC geared motor can be implemented mains-operated. In the case of
more than two speed stages or stepless speed setting with MOVITRAC or MOVIDYN, electronically
controlled drive systems are implemented. For small setting ranges up to 1:8, mechanical adjustable
drive systems (VARIBLOC or VARIMOT ) can also be used.
Control
If the drive units are incorporated in a control system, either electronically controlled AC squirrel-cage
drive systems or AC servo drive systems can be implemented. The advantages of these drive systems
are, for example, high starting torque, special acceleration and deceleration characteristics, overload
protection by torque and current limitation, multiquadrant operation, etc... Furthermore, with
MOVITRAC MOVIDYN or MOVIDRIVE, electronically controlled drive systems can position, be
operated in synchronous operation, and can be integrated in automation systems via fieldbus
systems.
Introduction
Operating conditions
AC squirrel-cage and brushless servo geared motors are, even under the most severe conditions,
safe and reliable drive systems in the long term due to their simple and robust construction and high
degree of protection. In all cases, accurate knowledge and observance of the operating conditions
are decisive for successful operation.
Maintenance
The totally enclosed AC squirrel-cage motor and the brushless servo drive can run satisfactorily over
many years almost without maintenance. The maintenance of the gear units is limited to the regular
control of the oil level, the oil consistency and the specified oil changes. It is important to observe
the information regarding the correct oil grade with SEW approval and the exact amount of oil to be
filled into the gear unit. Wearing parts and spare parts for SEW drive systems are stocked in many
countries throughout the world.
Project planning
In spite of the fact that no drive seems to resemble another because of the variety of different
sequences of motions, the drives can actually be reduced to three standard solutions:
linear motion in the horizontal
linear motion in the vertical and
rotary motion.
To begin with, the load data, such as mass, speed, forces, frequency, operating times, geometry of
the wheels and shafts are collected. Using these data, the required amount of power in regard to
efficiency is calculated, and the output speed is determined. Using these results, the geared motor
is selected from the SEW catalog observing the individual operating conditions. The type of gear
selected as a result depends on the following selection criteria. As the operating characteristics of
the different geared motors vary, these characteristics are documented separately in the following
chapters.
They are subdivided as follows:
AC drive systems with one or more fixed speeds
AC drive systems with frequency inverter
Servo drive systems
DC drive systems
AC drive systems with mechanical variable speed units
Gear units
SEW project planning program

The SEW project planning program is used for fast and effective determination of SEW drive systems
with all data required for judging the implementation. The extensive data of the electronic SEW catalog
(EKAT) is available as data basis.
The user can choose between uncontrolled and controlled AC squirrel-cage drive system, AC servo
drive system and DC drive system. For the selection of the reduction gear unit, bevel, helical bevel,
helical-worm, planetary and Spiroplan gear units are available. In addition, the corresponding
inverters and their accessories can also be determined.
AC drive systems with one

or more fixed speeds
2
AC drive systems with one or more fixed speeds
For detailed information on AC squirrel-cage motors please refer to the catalogs Geared Motors
and Pole-changing Motors.
2.1
Mode of operation of a AC squirrel-cage motor
Because of its simple and maintenance-free construction, good reliability and economic price, the AC
squirrel-cage motor is the most frequently employed electric motor.
100624AXX
Fig. 1: AC squirrel-cage motor
The run-up behavior of a AC squirrel-cage motor

is described by the speed/torque characteristic
curve. Because of the speed-dependent rotor resistances, speed-dependent (or slip-dependent)
values for the torque during run-up are obtained
for AC squirrel-cage motors. Fig. 2 illustrates
torque characteristic curves of a pole-changing
motor with the characteristic features. Polechanging motors are the cheapest speed variable
drive systems and are frequently used as travel
or hoist drives. In this case, the high speed is
used as rapid traverse, the low speed is used for
positioning.
The motor follows this torque characteristic up to its stable operating point where the load
characteristic and motor characteristic intersect. The stable operating point is reached, if the load
torque is smaller than the starting torque and pull-up torque.
On switching the motor according to Fig. 2 from the 2-pole to the 8-pole winding, the motor acts for
a short time as a generator, due to the hyper-synchronous speed. The motor is braked at low-loss
and wear-free from the high to the low speed, by converting the kinetic energy into electrical energy.
The mean switching torque (MU) available for braking purposes is, to a first approximation:
MU (2...4) M A1
MA1 = starting torque of the winding for the low speed
For reduction of the switching torque, electronic switch-over devices are available.
M
MA
Frequently implemented pole-changing motors:
MK
MS
M = f (n) 2-pole
Motor operation
MA
M = f (n) 8-pole
MN
ML
Stable operating
point
1000
nN
8-pole
2000
3000
n / rpm
nN
Regenerative
2-pole
braking operation
200625AEN
Fig. 2: Characteristic curves for a pole-changing AC

motors
Pole
number
Synchronous speed
(min-1 at 50 Hz)
Connection
4/2
1500/3000
/YY (Dahlander)
8/2
750/3000
Y/Y
(separate windings)
6/4
1000/1500
Y/Y
(separate windings)
8/4
750/1500
/YY (Dahlander)
MA = Starting torque
MS = Pull-up torque
MK = Pull-out torque (breakdown torque)
MN = Motor rated torque
ML = Load torque

2.2
Rated data of an AC squirrel-cage motor
SEW-EURODRIVE Bruchsal / Germany

Typ DFT80K-4
3 ~ IEC 34
Nr. 3150067601.0001.96
Nm
r/min 1360
kW 0,55
cos 0,77
A 3,0/1,75
Hz 50
230 /400Y
V
kg
IP 54 Iso.Kl.B
IM B5
Bremse V
Nm
Gleichrichter
Made in Germany 181 868 6.13
Schmierstoff
300626AXX
The specific data of a AC squirrel-cage motor are

the frame size, rated power cyclic duration factor
(c.d.f.), rated speed, rated current, rated voltage,
P.F. (cos), enclosure and thermal classification.
This information, as well as any other data, is given
on the motor rating plate. This rating plate information relates, according to EN 60034, to an ambient
temperature of 40C and an installation altitude of
at most 1000 meters above sea level.
Fig. 3: Motor rating plate
Synchronous speeds at 50 Hz and 60 Hz:

Pole
number
ns at 50 Hz
[min-1]
ns at 60 Hz
[min-1]
2-pole
3000
3600
4-pole
1500
1800
6-pole
1000
1200
8-pole
750
900
12-pole
500
600
16-pole
375
450
24-pole
250
300
AC squirrel-cage geared motors with one fixed

speed are generally designed as 4-pole motors,
since 2-pole motors produce excessive gear unit
noise and reduce the service life of the gear unit.
Higher-pole motors of the same power (6-pole,
8-pole, etc.) require a larger structural volume and
are, due to the unfavourable efficiency and cos as
well as the higher price, not as economical. The
synchronous speeds for different pole numbers (at
50 Hz and 60 Hz) are given in the opposite table.
The rated speed of the motor nN at rated power in motoring mode is always less than the synchronous
speed nS. The difference between the synchronous speed and actual speed is the slip, which is defined
as
n n
S = S N 100%
nS
With small drive systems, for example 0.25 kW output power, the slip is approx. 10 %, while for
larger drive systems, e.g. 15 kW output power, the slip is approx. 3 %.
2.3
Efficiency and power factor cos
The output power, that is the shaft output, is specified as rated power PN on the rating plate of the motor
in accordance with EN 60034. For larger motors the efficiency h and the power factor cos are better
than for smaller motors. Efficiency and power factor also alter with the motor utilization, i.e. for
operation with partial stress they become more unfavourable.
The electrical apparent power PS taken up is:
Ps = 3 Vmains IPhase
The electrical effective power P1 taken up is:
P1 = PS cos
The mechanical shaft output PN is calculated from:
PN = P1

2.4
Thermal classification in accordance with EN 60034

Nowadays motors with Class B insulating material
are most frequently used. Starting from an ambient
temperature of 40C, the winding temperature of
these motors may increase by a maximum of 80 K.
The insulating classes are specified in EN 60034-1.
All two-speed motors with separate windings have
thermal classification F as a standard at SEW. The
over-temperatures according to EN 60034-1 are
given in the opposite table.
Over-temperatures:
Thermal
classification
Temperature-rise
limit related to a
cooling air
temperature of
40C
Switch-off
temperature of
the PTC thermistor in the
motor winding
80 K
120 C
105 K
145 C
125 K
165 C
Using a suitable ohmmeter, the temperature rise of a motor with copper winding can be determined
from the increase in resistance.
R -R
2 - a = 2 1 (235 + 1 ) + 1 - a
R1
1
2
a
R1
R2
= temperature of the cold winding in C

= temperature in the winding in C after the test
= temperature of the coolant in C after the test
= resistance of the cold winding (1) in
= resistance after the test (2) in
a can be disregarded if the ambient temperature does not alter during the measurement. We then
have the simplified formula:
R R
2 = 2 1 (235 + 1 ) + 1
R1
2.5
Tolerances
The following tolerances for electric motors at the rated voltage are permitted in accordance with EN
60034:
Voltage and frequency:
Efficiency :
Power factor cos :
Slip:
Starting current:
Starting torque:
Pull-out torque:
Moment of inertia:
at PN # 50 kW
at PN . 50 kW
Tolerance A
0.15 (1 )
0.1 (1 )
(1 cos ) / 6
20 % for motors $1 kW
30 % for motors ,1 kW
+20 %
15 %...+25 %
10 %
10 %
Standard catalog values such as power, torque and speed do not apply in the case of low voltage due
to weak power lines, or of undersized motor cables, especially when the motor is started up, as the
starting current is many times greater than the rated current.
10

2.6
Power reduction
The rated power PN of a motor depends on the ambient temperature and the installation altitude. The
rated power specified on the rating plate refers to an ambient temperature of up to 40C and to an
installation altitude of at most 1000 m above sea level. If there are variations, the rated power must
be reduced according to the following formula:
PNred = PN fT fH
fT
fH
1.0
1.0
0.9
0.9
0.8
0.8
0.7
0.7
30
40
50
60
C
Ambient temperature
1000 2000 3000 4000 m

Installation height above sea level
400627AEN
Fig. 4: Power reduction dependent on the ambient temperature and installation altitude
2.7
Operating modes according to EN 60034
The rated power is always associated with a specific operating mode and cyclic duration factor. It is
normally specified for continuous operation (S1), that is, operation with a constant load state, the
duration of which is sufficient to reach the thermal steady state condition.
S2 is a short-term operation, i.e. operation with a constant load state for a specified limited time
followed by a pause until the motor reaches the ambient temperature once again.
S3 is a periodic operation without influence of the start-up procedure on the warming-up. It is
characterized by the cyclic duration factor (cdf). S3 is characterized by a sequence of similar cycles,
each comprising a period with constant load and a pause in which the motor is at a standstill.
S4 is a periodic operation where the start-up procedure influences the warming-up. It is characterized
by a cyclic duration factor (cdf) and number of stops and starts per hour.
Operating modes S5-S10 also exist, in which the conditions are in some cases similar to those of S1-S4.
If a motor is designed for S1 with a cyclic duration factor of 100 % and a shorter cyclic duration
factor is required, the rated power can be increased according to the following table:
Operating mode
Power increase factor K
S2
Operating time
60 min
30 min
10 min
1.1
1.2
1.4
S3
Relative cyclic
duration
factor (cdf)
60 %
40 %
25 %
15 %
1.1
1.15
1.3
1.4
S4-S10 In order to determine the rated power and operating mode, the following
should be stated; number and type of stops/starts per hour, run-up time,
load time, braking type, braking time, idling time, cycle duration, standstill
time as well as the power demand.
On request
11

Cyclic duration factor (cdf):
Ratio of the load duration to the cycle duration (cycle duration = sum of the switch-on times and
pauses with no voltage).
ED =
Sum of the switch on times

100 [%]
Cycle duration
Maximum cycle duration 10 minutes.
2.8
Winding protection
The choice of the correct motor protection essentially determines the operational reliability of the
motor. A distinction is made between current-dependent and motor temperature-dependent protection appliances. Current-dependent protection appliances are, for example, fuses or motor protecting
switches. Temperature-dependent protection appliances include PTC thermistors or bimetallic switches (thermostats) in the winding.
Three PTC thermistor sensors (SEW designation TF) are connected in series in the motor and
connected from the terminal box to a special tripping device (not supplied by SEW) in the switch
cabinet. Three bimetallic switches (SEW designation TH) likewise connected in series in the motor
are connected directly from the terminal box into the monitoring circuit of the motor. PTC thermistors
or bimetallic switches respond at the maximum permissible winding temperature, and have the
advantage that they measure the temperature where it occurs.
Fuses do not protect the motor against overloading. They serve exclusively as short-circuit protection.
Motor protection switches provide sufficient protection against overloading for normal operation with
low starting frequencies, short run-up times, and starting currents that are not too high. They are
unsuitable for switching operation involving high frequencies (> 60 c/h*) and for high inertia starting.
If the thermal time constants of the motor and of the protection switch do not correspond,
unnecessary premature tripping may occur or overload might not be detected at all, when the switches
are set to the rated current. The qualification of the various protection appliances for different tripping
causes is illustrated in the following table.
s = no protection
g = limited protection
d = optimum protection
current-dependent protection appliance
temperature-dependent
protection device
fuse
motor protection switch
PTC thermistor
1. excess current up to 200 % IN
2. high inertia starting,

reversing
3. switching operations up
to 30 c/h*
4. stalling
5. 1-phase start-up
6. voltage deviation
7. frequency deviation
8. insufficient motor cooling
9 bearings damage
* c/h = switches per hour
12

2.9
Enclosure of AC motors and AC geared motors
To suit the demands of the prevailing ambient conditions high humidity, aggressive media,
splash-water and jet-water, dust accumulation, etc. AC motors and AC geared motors with and
without brake are available in enclosure class IP54, IP55, IP56 according to EN 60529.
IP
0
1
2
1. classification figure
= protection against
accidental contact
no protection against
accidental contact
protection accidental
contact of a large surface
protection against contact
with fingers
and protection against

penetration
no protection
protection against solid objects
exceeding 50 mm in diameter
3
with tools
protection against solid

objects exceeding 1 mm in diameter
protection covers contact

with any object
(total protection against
accidental contact)
protection against harmful dust deposits

which can interfere with operation
total protection against any kind of dust
(dust-proof)
4
5
6
= protection against the
penetration of water
no protection
protection against dripping water
(vertical falling drops)
protection against water drops
falling up to 15 from the vertical
protection against spray-water up to
60 from the vertical (rain protection)
protection against deck-water
(splash-water from all directions)
protection against jet-water from all
directions
protection against temporary
flooding, (e.g. deck of a ship)
protection against the effects of
brief immersion
protection against pressurized water
Increased corrosion protection for metal parts and additional impregnation of the winding (protection
against ingress of moisture and acids) are possible, as well as the delivery of explosion-protected
type motors and brake motors in conformity with enclosure class EExe (increased safety), EExed
(motor increased safety, brake explosion-proof) and EExd (explosion-proof).
2.10
Dimensioning from load torque, inertia and starting frequency
Every motor is ultimately rated according to its thermal loading. The situation frequently arises that a motor
is switched on once to remain in continuous operation (S1 = continuous operation = 100 % cdf). The power
demand calculated from the load torque of the driven machine is equal to the rated power of the motor.
Also very common is a drive system with a high starting frequency and a small counter-torque, for
example a travel drive. In this case the power demand is in no way decisive for the motor selection,
but rather the number of starts. The high starting current flows each time the motor is switched on
and heats up the motor over-proportionally. If the heat absorbed is greater than the heat dissipated
by the motor ventilation system, the windings will heat up to an inadmissible level. The thermal load
capacity of the motor can be increased by a suitable choice of the thermal classification or by forced
cooling ( Sec. 2.4 Thermal classification).
The permissible starting frequency of a motor is given as the so-called no-load starting frequency Z0
at 50% cdf by the manufacturer. The no-load starting frequency expresses how often the motor can
accelerate the moment of inertia of its rotor without a counter-torque at 50 % cdf per hour to the
maximum motor speed. If an additional moment of inertia has to be accelerated or if load torque occurs
additionally, the run-up time of the motor is increased. Since a larger current flows during this run-up
time, the motor is more severely thermally loaded and the permissible starting frequency drops.
The permissible starting frequencies of the motors can be determined to a first approximation:
Z = Z0 K J K M K P
LM c OP
Nh Q
Z0 = no-load starting frequency at 50 % cdf

KM = f(ML, MH)
KJ = f(JX, JZ, JM)

KP = f(PX, PN, ED)
13

The factors KJ, KM and KP can be determined for each application by the following diagrams in Fig. 5.
KJ
KM
as a function of the static power and

cyclic duration factor cdf; % cdf
KP
Pstat
1.0
1.0
1,0
0.8
0.8
0,8
0.6
0.6
0,6
= 0,6
0.4
0.4
0,4
= 0,8
0.2
0
0.2
0
0,2
0
as a function of the additional

moment of inertia
1 2
JX + J Z
JM
as a function of the counter-torque

during run-up
0.2 0.4 0.6 0.8 1.0
ML
MH
PN
=0
= 1,2
0 15 25 40 60
= 0,2
= 0,4
=1
100
% cdf
500628AEN
JX = sum of all external moments of inertia with

reference to the motor shaft
JZ = moment of inertia of the flywheel fan
JM = moment of inertia of the motor
ML =
MH =
Pstat =
PN =
counter-torque during run-up

motor run-up torque
power demand after run-up is completed (static power)
rated power of the motor
Fig. 5: Dependency of the starting frequency
2.11
Soft start, switch-over of AC squirrel-cage motors
The torque of a AC squirrel-cage motor can be affected by external connection to chokes or resistors
or by voltage reduction. The simplest form is the so-called Y/ connection. If the winding of the motor
is designed for delta connection () for 400 V mains supply, for example, and the motor is connected
to the 400 V mains supply in star connection (Y) during the run-up phase, this results in a torque of
only 1/3 of the torque in delta connection. The currents, including the starting current, also only reach
1/3 of the value in delta connection. A reduction of the starting current and subsequently a reduction
of the starting current is also achieved by the delta connection in sequence.
A reduction in the start-up acceleration and braking deceleration and consequently a smoother
start-up and smoother deceleration can, for specific applications, be achieved by the additional
moment of inertia of a fan made of gray cast iron. In this case the starting frequency must be checked.
A comparable effect to that of the Y/ connection is produced by a starting transformer, appropriate
chokes, or resistors, whereby the magnitude of the torque can be varied by the size of the chokes or
resistors.
In the case of pole-changing motors it might be necessary, when switching from the high speed to
the low speed, to effect a corresponding torque reduction, since the switching torques are greater
than the run-up torques. In this case, in addition to the possibility of using a choke or series resistor,
an economical solution is to adopt a 2-phase switch mode. 2-phase switch mode means that during
the switching phase the motor is operated with only two phases for a specific time (adjustable via a
time relay) in the low speed winding. The otherwise symmetrical rotating field is distorted by this
switch mode and the motor receives a smaller switching torque.
Mu 2 ph =
14
1
Mu
2
or
Mu 2 ph 1...1.25 M A1
Mu2ph = mean switching torque, 2-phase

Mu = mean switching torque, 3-phase
MA1 = starting torque of the winding for the low
speed

L1
L2
L3
contactors for sense

of rotation
brake rectifier
a)
b)
speed contactors
Smoothing the
switch surge by:
a) choke
b) resistor
c) 2-phase
switch mode
c)
brake
M
low/high speed
700629AEN
Fig. 6: Switch-over
Important:
For safety reasons do not use the 2-phase switch-over on hoist applications.
Even more advantageous is the implementation of the electronic smooth switch-over device (SEW
designation WPU), which interrupts the third phase when switching over and re-connects it at exactly
the right time.
2.12
Brake motors
For detailed information on brake characteristics in connection with various brake rectifiers and control
devices please refer to the SEW catalogs or to Drive Engineering Practical Implementation, Volume 4.
600630AXX
Fig. 7: AC squirrel-cage brake motor and disc brake
15

2.12.1
Design and mode of operation
For many applications where relatively accurate positioning is required, the motor must be equipped
with an additional mechanical brake. Besides these applications, in which the mechanical brake is
used as working brake, brake motors are also used, if safety is the decisive factor. For example in
hoisting applications, where the motor is brought to a standstill electrically in a specific position, the
holding brake engages in order to secure the position. Similar safety requirements apply to the
mains interruption failure. Then the mechanical brakes on the motors guarantee emergency stops.
when switching on the supply voltage the brakes open (release) electromagnetically,
when switching off the supply voltage the brakes engage automatically by spring force.
2.12.2
Brake reaction times
Due to their electronically controlled two-coil brake system, SEW brake motors are released with very
short brake release reaction times. This fully replaces devices for high-speed excitation of the brake,
still used in many applications.
The brake reaction time is often too long, because for example, the brake rectifier in the terminal box
of the motor is fed directly from the motor terminal board. When being switched off, while still turning,
the motor produces a regenerative (remanence) voltage, which delays the engagement of the brake.
The exclusive disconnection of the brake voltage on the AC side also results in a considerable time
delay due to the self-induction of the brake coil. In this case, the only possibility is to simultaneously
switch off the AC side and the DC side, i.e. in the brake coil current circuit..
2.12.3
Braking torques
On the SEW disc brakes the braking torque can be set by variable spring mounting. When ordering
the motor the required braking torque according to the requirements is to be selected from the catalog
data. In the case of hoisting drive applications the braking torque, for example, must be dimensioned
to approximately twice the value of the required motor rated torque. If no particular braking torque
is specified when ordering, the brake is supplied with the maximum braking torque.
2.12.4
Load limit
When dimensioning the brake, especially in the case of emergency brakes, it is important, that the
maximum permissible work load per actuation is not exceeded. The corresponding diagrams, which
display these values as a function of the starting frequency and motor speed, can be found in the
catalog Geared Motors and in Drive-Engineering Practical Implementation, Volume 4.
16

2.12.5
Braking distance and stopping accuracy
The braking time is composed of two parts.

1. brake reaction time t2
2. mechanical braking time tB
The motor speed decreases during the mechanical braking time. The speed remains largely constant
during the brake reaction time and may even be increased, e.g. with hoisting drive systems during
lowering, if the motor is already switched off and the brake has not yet engaged.
The braking distance tolerance under constant ambient conditions is approx. 12 %. With very short
braking time a comparatively large influence of the electrical control devices (relay or contactor time)
can extend the braking distance. In the case of programmable control devices, additional times can
result from program running times and output priority.
2.12.6
Mechanical brake release
In addition, the brake can be released mechanically. For mechanical release, a releasing lever
(re-engages automatically) or a screw for fixing the brake is supplied.
2.12.7
Brake heating
For special ambient conditions, such as outdoor operation with great temperature variations or in the
low temperature range (cold storage), it is necessary to protect the brake from freezing up. This
requires a particular control device (can be ordered from SEW).
2.12.8
Brake contactors
Since direct currents with an inductive component are switched, the switch contacts must be suitably
dimensioned. Here it is necessary to use suitable brake contactors which are commercially available.
Also suitable are AC contactors permitted for AC 3 operation. The permissible contact loading of
switching devices of the utilization category AC 3 according to EN 60947-4-1 for AC squirrel-cage
motors is defined with 6 times the rated current for switching on and with once the rated current for
switching off.
Auxiliary contacts of power contactors, however, are inadequate. Avoidable operational faults due to
burnt contacts are the consequence.
2.12.9
Counter-current braking and direct current braking
Counter-current braking or reversing, i.e. polarity inversion of the motor voltage at maximum speed,
constitutes a high mechanical and thermal loading for the motor. The high mechanical loading also
applies to the connected gear units and transmission units. In this case, the manufacturer of the
drive units must be consulted.
Motors without brakes can be braked more or less quickly by DC braking, depending on the strength
of the direct current. Since this type of braking produces additional heating in AC squirrel-cage
motors, the manufacturer should be consulted in this case also.
17
AC drive systems with

frequency inverters
3
AC drive systems with frequency inverters
For detailed information on AC drive systems with frequency inverters, please refer to the MOVITRAC
frequency inverter catalogs or to the SEW publication Drive Engineering - Practical Implementation,
Volume 5.
Infinite speed changes of AC squirrel-cage motors and AC squirrel-cage geared motors are preferentially achieved by the implementation of frequency inverters. The frequency inverter provides a
variably settable output frequency with proportionally changing output voltage.
3.1
Frequency inverters with DC link circuit
Frequency inverters for AC asynchronous motors can be subdivided into three groups:
1. Inverters without DC link circuit (direct inverters)
2. Inverters with a DC voltage link circuit (V inverters or pulse inverters)
3. Inverters with a DC current link circuit (I inverters)
The V inverter is most common on account of its universal applicability. It can be used for individual or
multiple motor drive applications. Due to the characteristic of the impressed voltage in the DC voltage
link circuit, the inverter is stable when not under load and can therefore be disengaged from the load
without damage.
General features:
1-quadrant operation, 4-quadrant operation with electronic rotary field reversal and brake chopper
with braking resistor or regenerative power supply unit is possible.
Typical applications:
In all fields of machine-building and construction; mainly where the emphasis is on load-independent
speed stability, maintenance-free operation and/or high enclosure and/or high speeds.
Design, function:
These inverters have a non-controlled input rectifier. The DC link capacitor is loaded with the rectified
mains voltage. The connected inverter takes over the function of frequency as well as voltage
adjustment.
mains
3-phase
rectifier
DC link
inverter
motor
M
3-phase
800638AEN
Fig. 8: Simplified block circuit diagram of the V-inverter
Independent from the characteristics of the connected motor, V inverters always load the mains
supply with cos > 0.95, i.e. they absorb hardly any reactive power. The reactive power required by
the motor is exchanged with the DC link via the free-wheeling diodes of the inverter.
18

frequency inverters
900639AXX
Fig. 9: MOVITRAC 31 frequency inverters
Brake operation with V-inverters:

During braking, the motor acts as a generator and feeds energy back to the DC link. In order to avoid
the DC link voltage rising dangerously high, the energy must be dissipated. A brake chopper engages
automatically depending on the DC link voltage level and loads the DC link with a braking resistor.
As soon as the bottom threshold value is reached, the chopper disconnects the braking resistor again.
The DC link voltage remains at a permissible level. The excess energy is converted into heat.
A further way of dissipating the excess energy in the DC link, is the regeneration of the energy into
the mains. An inverter operating inverse parallel to the input rectifier generates a feedback current
which flows back into the mains supply automatically if the DC link voltage rises.
3.2
Operating characteristics / Frequency range
a) By altering the frequency and voltage with the inverter, the speed-torque characteristic of the AC
squirrel-cage motor can be displaced beyond the speed axis (see Fig. 10). In the region of
proportionality between V and f (region A) the motor is operated with constant flux and can be loaded
with constant (rated) torque. When the voltage reaches the maximum value and the frequency is
increased further, the flux and thus also the r.m.s. torque decrease in inverse proportion (field
weakening, region F). In this range the pull-out torque MK decreases quadratically, with the result
that at a certain frequency, MK is less than the r.m.s. torque, e.g. at fbase = 50 Hz
(at MK = 2 MN from 100 Hz; at MK = 2.5 MN from 125 Hz)
If necessary the drive must be dimensioned larger.
b) An alternative is to operate the motor in the low-frequency range with a lower V/f, so that the
maximum voltage is reached only at the maximum frequency. The machine flux is reduced by the
smaller V/f ratio, and the motor is operated with a constantly weakened field and thus also with
constantly reduced torque (see Fig. 11). In this operating mode the motor has a quadratically
reduced pull-out torque throughout the entire range compared to the pull-out torque at 50 Hz
mains operation
(e.g. at fmax = 70 Hz: MK70 = 502/702 MK50 = 0.51 MK50).
19

frequency inverters
V
VN
V
VN
fbase
0
A
f/fN
P, M
f/fN
P, M
P
PN
PN
MN
M1
Mred
0
0
f/fN
1000640AEN
Fig. 10: Operating characteristics with constant torque and

constant power (field weakening range)
0
0
2 f/fN
1100641AEN
Fig. 11: Operating characteristics with constantly reduced

torque
The advantage of this frequency inverter setting is, that in the region below 50 Hz the motor can be
excited to a higher degree by increasing the voltage without any danger of over-excitation of the
motor, until the rated (50 Hz) torque is reached. This way torques greater than the continuous torque
Mred are available for start-up and overload peaks.
c) A further alternative is the operation with voltage and frequency above the rated values, e.g.:
Motor:
230 V / 50 Hz (-connection)
Inverter: VA = 400 V at fmax = 400/230 50 Hz = 87 Hz
V
VN
The motor would develop !3 times the rated

power by increasing the frequency.
f/fN
P, M
PN
P
However, due to the too high thermal load, SEW

recommends only the utilization with the rated
power of the next larger motor in the catalog (with
thermal classification F!).
e.g.: Motor catalog output PN = 4 kW
usable power in connection and with fmax = 87 Hz
PN = 5.5 kW
This motor therefore still has 1.37 times the

power compared to the power listed in the cata0
log. On account of operation with an unweakened
0
1
2 f/fN
1200642AEN field, the pull-out torque in this mode of operation
Fig. 12: Operating characteristics with constant rated torque remains at the same level as in mains operation.
Mred
The greater noise level of the motor due to the faster running fan, as well as the greater power
consumption due to the gear unit must be considered (choose fb-service factor sufficiently large).
The inverter must be dimensioned for the higher output (in this example 5.5 kW), since, on account
of the connection, the operating current of the motor is higher than in Y connection.
20

frequency inverters
3.3
Motor dimensioning / Cooling
A prerequisite for constant torque is a steady uniform cooling of the motor, also in the lower speed
range. However, this is not possible with fan-cooled motors since the ventilation also decreases with
decreasing speed. If forced cooling is not implemented, the torque must therefore be reduced. Forced
cooling can only be omitted at constant torque if the motor is over-dimensioned. The greater motor
surface as compared to the power output can dissipate the excess heat more efficiently also at lower
speeds.
The curve shape of the output voltage also affects the motor dimensioning. The more the output
voltage approaches the ideal sinusoidal shape, the better the motor utilization.
Factors affecting the geared motor must also be taken into account when selecting the maximum
frequency. The high circumferential velocity of the input gear stage with the resultant consequences
(churning losses, effect on bearing and oil seals, noise emission) limits the highest permissible motor
speed. The lower limit of the frequency range is determined by the complete system itself.
The rotational accuracy at low speeds is affected by the quality of the produced sinusoidal output
voltage. The motor speed stability under load is influenced by the quality of the slip compensation
and IxR compensation, or alternatively by a speed control using a tachogenerator mounted onto the
motor.
3.4
Project planning with SEW MOVITRAC frequency inverters
The principle of the MOVITRAC frequency inverters is described in section 3.1 and the operating
characteristics of AC geared motors in combination with MOVITRAC used by SEW are described
in section 3.2. For detailed information on project planning please refer to the MOVITRACcatalogs
and to the SEW publication Drive Engineering Practical Implementation, Volume 5.
What dimensioning guidelines does SEW lay down:
a) General design of at least thermal classification F, plus incorporation of TF temperature sensors
or TH thermostats.
b) Operation of the motors at the rated output Pr of the next smaller motor according to the list,
instead at its own rated output, otherwise with forced cooling.
On account of speed range, efficiency and cos only 4-pole motors should be used. The following
possibilities are available:
Speed range
Recommended motor design
(at fmax = 50 Hz)
Output
Cooling type 1)
Thermal classification
TF temp. sensor
1:5
Pr
fan-cooling
1 : 20 and above
PN
forced cooling
PN = Motor output rating as listed in the catalog

(without reduction)
Pr = Reduced output = Utilization with the output of
the next smaller motor in the catalog
1) Ensure sufficient cooling of the brake coil in the case

of brake motors (see Drive Engineering Practical
Implementation, Volume 4)
21

frequency inverters
The speed range is understood as the range in which the motor is continuously operated. If low
speeds occur only for brief periods (e.g. during start-up or positioning), this does not need to be
taken into account when selecting the adjustment range.
When choosing the maximum speed in the field weakening range via the maximum frequency
specification, it must be borne in mind that the rated torque MN (in reference to rated frequency, e.g.
50 Hz) is reduced in an inverse proportional manner, whereas the pull-out torque MK is reduced in
an inverse square manner. In order to ensure a pull-out-free operation, the ratio MK/MN must be > 1
(we recommend at least 1.25, see Fig. 13).
M
MN
3
MK = 3.0 MN
MK = 2.8 MN
2.5
MK = 2.5 MN
MK = 2.2 MN
2
MK = 1.8 MN
1.5
MN 50 Hz
+25%
0.5
0
50
60
70
80
90
100
110
120
f / Hz
1300643AEN
Fig. 13: Quadratically decreasing pull-out torque
Parallel operation of several motors off one frequency inverter does not guarantee synchronous
operation. Corresponding to the loading of the individual motors, the speed can drop by approx.
100 min-1 between no load and rated load. The speed deviation is roughly constant over the entire
speed range and furthermore cannot be stabilized by IxR compensation and slip compensation at the
inverter. Any adjustment measures at the inverter would necessarily affect all motors, i.e. also those
not under load at this moment.
It is possible to start and switch off motors individually off bus bars fed by a MOVITRAC 31 without
restriction. Ensure that the sum of the rated motor currents is at maximum equal to the inverter rated
current, respectively is equal to 125 % of the inverter rated current in the case of variable torque load,
as well as operation with constant torque without overload.
Where pole-changing motors are operated and switched over during operation, ensure that when
switching from the lower to the higher pole status the motor is operated regeneratively. For this case
the inverter must be equipped with a suitable braking resistor, otherwise the inverter might switch
off due to exceeded DC link voltage. When switching from the higher to the lower pole status of the
motor, the inverter is loaded with an additional switching current. The inverter must have enough
current reserve, as the inverter otherwise is switched off due to overload.
In the case of parallel operation of motors off an inverter, every individual motor lead must likewise
be provided with a thermal over-current relay (or motor protection switch as combined power
protection), because the current-limiting action of the inverter applies to all motors operated in
parallel.
22

frequency inverters
3.5
Mains connection
The mains connection is defined in the Technical Data of the MOVITRAC units. Due to the wide
voltage range of these units, voltage adjustment via an autotransformer is not required in most cases.
3.6
Options
The MOVITRAC frequency inverters can be completed with additional features, if required. The
frequency inverters of the MOVITRAC family can be used for a wide variety of applications thanks
to the various number of options.
For MOVITRAC 31C, for example, application options (speed control, input/output functions,
synchronous operation control, positioning control), braking resistors, EMC-options (EMC-modules,
mains filters, output filters, output chokes) and communication options (keypad, serial interfaces,
fieldbus interfaces) are available.
23
Servo drives
4
Servo drives
For detailed information on servo drive systems please refer to the AC Synchronous Geared Motors
and MOVIDYN AC Servo Controller catalogs or to the SEW publication Drive Engineering
Practical Implementation, Volume 7.
4.1
Definition of servo technology
Many applications place high demands on modern drive technology with regard to:
positioning accuracy
speed accuracy
control range
torque stability
overload capacity
dynamic performance
Demands on the dynamic properties of a drive, in other words its time response, arose as a result of
even faster machining processes, increases in machining cycles and the associated production
efficiency of machines.
The accuracy of a drive is very often instrumental in determining for which applications a drive system
can be used. A modern, dynamic drive system has to be able to satisfy these requirements.
Servo drives are drive systems that show a dynamic and accurate response over a wide speed range
and are also capable of coping with overload situations.
The word servo comes from the Latin servus, which can be translated as servant, slave or helper.
In the machine tool sector, servo drives were primarily auxiliary drives. However, this situation has
changed, so that nowadays main drives are also implemented using servo technology.
4.2
Permanent-field synchronous motor
The permanent-field synchronous motor, sometimes also referred to as electronically-commutated

motor or brushless DC motor, is currently the motor which best satisfies the requirements placed
on a servo system. The stator can be compared directly with that of the asynchronous motor. The
laminated rotor has adhesively attached magnets which provide the constant magnetic field. The
construction of the motor is normally enclosed type (IP65) with fan-cooling.
The motor can be operated with different current injection methods. In the following the sinusoidal
commutation method is explained. This method is implemented in the servo drives manufactured by
SEW.
24
Servo drives
Current, voltage and flux over time

at constant speed
iU
t1 t2
360
el
iV
el
Equivalent circuit
iU u 1
VL U
VL V
iV v 1
iW w1
VL W
u2
v2
w2
Vind U
iW
el
Vind V
~
Vind W
Vind U
Vind: Voltage induced by rotation of the rotor
el
Vind V
el
VL : Voltage drop due to inductivity

Vind W
el
Rotor position at the time

t1
t2
U1
U1
W2
W2
V1
el
V1
V2
V2
W1
U2
W1
el
U2
W
el
14MD0106BE
Fig. 14: Sinusoidal commutation, winding current and induced voltage are kept in phase
All three phases are simultaneously fed with current by a tuned MOVIDYN servo controller. Current,
induced voltage and flux are sinusoidal. This means that torque and speed stability are achieved, even
at low speeds. Additional measures in the mechanical design of the motor aid this.
The sinusoidal-fed motors are normally equipped with resolvers as encoder systems. Resolvers are
electrically and mechanically rugged rotary sensors. A fully developed electronic evaluation enables
the detection of speed and absolute position of the rotor. As a by-product, the electronic evaluation
system generates incremental position signals, identical with those generated by a rotary encoder.
These signals can be used by a positioning system. As in this case an additional encoder is not
required, the costs of material and wiring are reduced.
Position
Speed
M
M
Current
R/D converter
Gear
unit
Load
Resolver
15MD0090AE
Fig. 15: Control structure of a sinusoidally commutated motor with encoder

25
Servo drives
4.2.1
Design and mode of operation
1600037AXX
Explanation:
1. Stator
2. Stator winding
3. Stator lamination stack
4. Rotor with permanent magnets

5. Resolver
6. Brake
Bild 16: Sectional view of a permanent-field synchronous motor with a brake
Synchronous motors are polyphase motors, in which the stator rotating field and the rotor rotating
field run synchronously. A rotating field is generated by the spatial arrangement of the stator coils
and the chronological sequence of the input current.
The speed of the rotating field nd is calculated as follows:
nd =
f 60
p
min 1
where: f = frequency of the applied voltage

p = stator pole pair number
SEW synchronous motors are always 6-pole motors (p = 3). The following table illustrates the speed
as a function of the frequency with p = 3:
f [Hz]
-1
nd [min ]
100
150
225
2000
3000
4500
SEW permanent-field synchronous motors are designed as 6-pole motors since the use of 6-pole
motors makes for minimal iron losses at 3000 min-1 (150 Hz) and at the same time ensures good
torque stability with low magnet requirement. SEW synchronous motors are star connected. The star
point is not accessible.
As with the asynchronous motor, the stator consists of the housing, the laminated stack and the
stator winding. The rotor consists of a shaft, rotor laminates and adhesively attached permanent
magnets. To improve the dynamic properties of the motor the laminates of the motor, are not
completely solid but have holes punched into them. This reduces the rotors moment of inertia and,
thus, its run-up time.
26
Servo drives
If the motor is operated with constant frequency of the supply voltage, the rotor speed is identical
with the speed of the rotating field. If the motor is loaded, a lag of the rotor rotating field in relation
to the stator rotating field is produced. The poles of the rotor lag to those of the stator rotating field
by a certain angle, the rotor displacement angle . The greater the rotor displacement angle, the more
the torque increases. If the rotor displacement angle is precisely 90, i.e. the poles of the rotor lie
precisely between two stator poles, then the force acting on the rotor is at its maximum. If the rotor
displacement angle is further increased, i.e. the motor is overloaded, the torque decreases again, the
motor is in an unstable operating position the motor stalls and comes to a standstill.
M
M = f(sin)
-180
0
-90
+90
+180
17MD0092AX
Fig. 17: Characteristic of the torque as a function of the rotor displacement angle for the synchronous motor with fixed
frequency
4.2.2
Motor control
To be able to operate a synchronous motor with maximum possible torque, it must be ensured that
the rotor displacement angle is 90 electrical. This means that the stator field must always lead by
90 electrical when the drive is motoring and lag by 90 electrical when it is regenerating. The task
of the motor control via the MOVIDYN servo controller is to calculate the setpoints for the three
phase currents of the motor from a given torque and to read out the current setpoints for the division
of the current flow in the stator winding from a table.
For this purpose the position encoder senses the rotor position. In the MOVIDYN servo controller,
90 electrical is added or subtracted to or from the value of the position angle, according to direction
of rotation and direction of torque, and the associated currents are then calculated. The corresponding
position of the stator rotating field is determined for each rotor position, i.e. the rotor determines the
magnitude and direction of the stator field. The rotor displacement angle mentioned in this context
is always the electrical angle. In a six-pole motor, a 90 electrical angle corresponds to a 30
mechanical angle.
As displayed in Fig. 17, the torque at the motor
shaft depends on the rotor displacement angle.
The rotor displacement angle is understood as the
electrical angle between the field lines of the stator
magnetization and rotor magnetization. The rotor
position and thus the rotor field are determined by
the rotor position encoder (resolver). The current
flow in the stator is provided by the MOVIDYN
servo controller according to the torque requirements.
1800760AXX
BS: Magnetic field, due to current flow in the stator

BR: Magnetic field, due to the permanent magnets
Fig. 18: Characteristic of the BS and BR magnetic fields

27
Servo drives
4.2.3
Speed-torque characteristic
Three limits can be seen in the speed-torque characteristic of the regarded servo motor, which must
be considered when configuring a drive.
1) The maximum torque of a motor is limited, among other factors, by the load capacity of the
permanent magnets. If a motor is too heavily loaded and the current increases to an excessive
value, the magnets become demagnetized and the motor loses its torque. Demagnetization
cannot occur with the correct selection and matching of motor and inverter.
2) Limitations in torque in the upper speed range result from the terminal. This voltage depends on
the DC link voltage and the voltage drop in the cables. Due to the back e.m.f. (voltage induced in
the motor) the maximum current can no longer be injected. This results in a reduced torque.
3) A further limitation is the thermal loading of the motor. The r.m.s. torque is calculated during
configuration. It must be smaller than the torque at zero speed M0. If the thermal limiting rate is
exceeded, this can result in demagnetization of the magnets or damage the insulation of the
winding.
DFY 112ML
V = VN
Reduction when V = 0.9 V N
80
1)
Mmax
70
[Nm]
2)
60
50
S3 (25 % ED)
40
S3 (40 % ED)
2)
2)
S3 (60 % ED)
30
S1 (100 % ED)
20
3)
10
nN = 2000 min
nN = 3000 min
nN = 4500 min
0
0
1000
2000
3000
4000
[min ]
5000
n
1900226AEN
Fig. 19: Speed-torque characteristic of the DFY 112ML SEW servo motor
28
Servo drives
4.2.4
Resolver
The resolver operates on the principle of a rotary transformer. In a rotary transformer, the rotor
consists of a coil (winding) which together with the stator winding forms a transformer. The resolver
is basically designed in the same way, with the difference that the stator is made up of two windings,
displaced by 90 to one another, instead of one winding. The resolver is used to determine the absolute
position of the motor shaft over one revolution. Furthermore, the speed and the incremental encoder
simulation for the position control are derived from the resolver signal.
U1
U2
UR
20MD0116AX
Fig. 20: Resolver
21MD0108AX
Fig. 21: Schematic design
The rotor of the resolver is mounted onto the shaft of the motor. Both the stator and the rotor are
provided with an additional winding, each to allow the brushless transmission of the stator primary
voltage to the rotor. The two sinusoidal output voltages V1 and V2, displaced by 90 to one another,
are used to determine the angle of rotation of the rotor, the speed and an incremental position signal
(incremental encoder simulation).
4.3
SEW MOVIDYN servo controllers
22MD0061AX
Fig. 22: Servo controller in modular design
23MD0104AX
Fig. 23: Compact servo controller
29
Servo drives
The MOVIDYN digital servo controller is used for speed and torque control of the SEW servo motors.
The SEW MOVIDYN servo controllers are designed as compact servo controllers as well as in
modular designs, mainly for multi-axis applications.
Compact servo controllers have the advantage that the servo controller is available as a complete
unit. At the same time, the additional wiring between the individual unit components, as is necessary
in the modular system, is eliminated.
The advantages of the digital servo controller (power supply module + axis module) in modular design
lie in the field of multi-axis applications. In multi-axis applications several axis modules can be
supplied by one common power supply module. The required output capacity of the power supply
module is determined by the total power demands of the connected axis modules and their utilization.
4.3.1
MOVIDYN power supply modules
MOVIDYN power supply modules include the input rectifier, the DC link circuit of the servo
controller, the brake chopper or regenerative power supply unit, a switch-mode power supply, the
required protective features and the communications interfaces.
Excess braking energy:
When a drive is decelerating, kinetic energy is converted into electrical energy and this is fed back
into the DC link. As the capacity of the DC link capacitor is limited, the voltage in the DC link rises.
To enable the drive to decelerate it must be ensured that the additional energy is dissipated.
It is therefore necessary to either store the excess energy or convert it into other forms of energy.
There are basically three possibilities for this:
1. energy feedback to the mains (the electrical energy can be used by other consumers)
2. brake chopper and braking resistor (the energy is converted into heat)
3. exchange of energy in multi-axis applications (the electrical energy is used by other connected
motors)
Depending on the design, with MOVIDYN power supply modules either 1. and 3. or 2. and 3. can
be used.
30
Servo drives
4.3.2
MOVIDYN axis modules
Axis modules are connected to the power supply modules by the means of bus bars and data bus.
The axis modules include the inverters, used for supplying the servo motors.
The axis modules can be operated in the operating modes speed control or torque control. They
produce a sinusoidal output current, thus ensuring smooth rotation with very low torque ripple, even
at the low speeds. This also reduces motor losses and results in efficient use of the motor power.
Parameter setting for the axis modules and the option boards is performed by PC via the RS-232
standard interface, by PLC via the RS-485 interface, or via optional fieldbus interfaces.
Incremental encoder simulation
The encoder simulation produces a total of six tracks from the already available output signals of the
resolver. These are used for positioning of higher-level controls. The six tracks are A, B and C and
their negated signals A, B und C.
The encoder simulation provides 1024 pulses per revolution. These can be doubled or quadrupled in
the resolution by positioning controls with pulse multiplication. This enables a resolution of 4096
pulses per revolution. The pulses of tracks A and B are displaced by 90. The motor is rotating
clockwise, when the positive edges of the pulse of track A lead those of track B, and vice versa. Track
C supplies a signal for each full revolution of the motor, which can be evaluated as a reference signal.
A
A
180
360
90
B
B
90
C
C
24MD0114AD
Fig. 24: Incremental encoder simulation
4.3.3
Options
MOVIDYN servo controllers can be fitted with additional features, if required. Various different
applications can be implemented thanks to the large number of options. By transferring functions
into the servo controller, additional devices might no longer be required.
For MOVIDYN application options (input/output functions, positioning control), braking resistors
and EMC options (input filter, output choke) and communication options (serial interfaces, fieldbus
interfaces) are provided.
31
Servo drives
4.3.4
MOVIDYN compact servo controller
MOVIDYN compact servo controllers are preferably used for smaller single axis applications. They
offer all functions of the modular servo technology except for a regenerative power supply unit. They
can be extended with all available options.
4.4
Project planning with SEW MOVIDYN servo controller

Clarifying
-Technical data
-Peripheral conditions
-System interfacing
Calculating the working cycle
Travel diagram
Gear unit selection
Calculating the
-Gear output speed
-Static load torque
Required positioning accuracy
Determining the gear ratio
Motor selection
-Reflecting torque and speed to the motor
-shaft
-Determining the mass moments of inertia
-Determining the dynamic torque ratio
Selecting the MOVIDYN axis module

- Assignment of motor and servo controller
- Required peak current
- Current rating I max = f(nmax, ta)
Selecting the MOVIDYN power supply module
Checking the
- Max. torque demand M max < 3 x M0
- Required motor speed < n N
- Moments of inertia ratio J ext/JMot < 10
- Thermal rating M rms < M0
Checking the gear unit utilization
Modular /
Compact
?
Modular
servo controller
- Required DC link current/power rating

- Number of axes
- Demand factor
Selecting the common heat sink
- Based on the calculation of the power
- losses
- Number of modules
Accessories
- Line choke
- Data bus cable DBK
- Options (USS, AIO, NF.. , ...)
Compact
servo controller
Selecting the MOVIDYN servo controller
- Assignment of motor and servo controller
- Required peak current
- Current rating I max = f(nmax, ta)
Accessories
-Options (USS, AIO, NF.. , ...)
Braking resistor selection

- Based on the calculated braking power
and cdf
Overview of selected components
2500787AEN
Fig. 25: Project planning flowchart
32
DC drive systems
5
DC drive systems
For detailed information on DC drive systems, please refer to the catalog DC Geared Motors and
to the SEW publication Drive Engineering Practical Implementation, Volume 2.
5.1
Function of the DC motor

The DC motor requires, for operation, a converter
with DC output. The motor includes various windings, such as armature, excitation, commutating
and compensation windings, which are arranged
in the stator as well as on the rotor. Voltage and
current are supplied to the rotor via the carbon
brushes and the commutator. The carbon brushes
are wearing parts, which means that a DC motor
requires a minimum maintenance expenditure at
specified service intervals.
2600644AXX
Fig. 26: SEW DC shunt-wound motor
5.2
Shunt-wound and series-wound motors
Depending on the wiring of the excition winding (= field winding), two basically different versions
with regard to torque-speed characteristics may be distinguished:
1. DC shunt-wound motor
2. DC series-wound motor
n
series-wound
motor
+
-
1. DC shunt-wound
motor
shunt-wound
motor
2. DC series-wound
motor
2700645AEN
Fig. 27: Wiring diagrams for DC motors
IA
2800646AEN
Fig. 28: Speed characteristics for DC motors
DC shunt-wound motors, similar to AC squirrel-cage motors, have a stable speed characteristic. DC

series-wound motors, on the other hand, show a compliant speed characteristic. Under small load,
they develop high speeds, which decreases heavily with increasing loading of the motor.
On account of the good control characteristics shunt-wound motors are preferably used in industry.
Series-wound motors only are used for special applications.
The following information refers to the DC shunt-wound motor.
33
DC drive systems
5.3
Speed control
IA, VA,
P, M, IErr
Armature
control
range
Field setting range Field setting range

with reduced
with constant
armature current armature current
IA
VA
P
M
IErr
ng
nk
nh n
2900647AEN
IA = Armature current
IErr = Excitation current
nk = Commutation speed
VA = Armature voltage
ng = Base speed
nh = Highest permissible speed with field weakening
Fig. 29: Operating characteristics
In DC motors, the speed is adjusted by altering the DC voltage. The armature control range is defined
at constant field current (magnetic flux), and the field setting range is defined at constant armature
voltage. Fig. 29 illustrates the excitation current, torque, power, armature voltage and armature
current as a function of the speed. The speed is most frequently adjusted with the armature voltage
at constant excitation current.
5.4
Power, ripple, form factor
The DC motor rating plate carries the rated data such as rated power, rated speed, armature voltage,
armature current, excitation voltage, excitation current, etc.
In the case of a DC motor, the rated output specified on the rating plate refers to a uniform current.
In the case of battery operation or a pure DC network, the output on the motor shaft corresponds to
the specified rated output. With operation of the DC motor off a converter, however, a pulsating direct
current is produced depending on the nature of the converter (1-, 2-, 3- or 6-pulse device) (Fig. 30).
34
DC drive systems
Single-phase one-way circuit

I (one-pulse)
Three-phase bridge circuit

I (6-pulse)
I = 0.5
Id = 0.318
w = 121%
F = 1.57
2T
I = 0.953
Id = 0.952
w = 4.2%
F = 1.0009
2T
Single-phase bridge circuit

I (2-pulse)
Battery operation
I (for comparison)
I = 0.707
Id = 0.636
w = 48.2%
F = 1.11
2T
I = 1.0
Id = 1.0
w = 0%
F = 1.0
2T
t
3000648AEN
T = Period duration
F = Form factor
w = Ripple
Id = Mean value
I = R.m.s. value
= Peak value
Fig. 30: Curve characteristics of direct current with different DC converter circuits
The pulsating direct current produces a smaller torque in the DC machine than pure direct current.
The losses in the motor increase due to the harmonics, which are superimposed on the pure direct
current (expressed as ripple w and form factor F). This heats up the motor.
Smoothing the direct current by appropriate inductances is the simplest solution in this case. Of
course, the armature circuit of the DC machine also has an armature circuit inductance, which
however in many cases is not sufficient to fall below the minimum ripple value of current and voltage.
An additional armature choke must be used in this case.
M/MN
M/MN
1.0
1.0
0.8
0.8
0.6
0.6
0.4
0.4
0.2
0.2
0
1.0 1.2 1.4 1.6 1.8 2.0 F
w
40 80 120 160 200 [%]
3100649AEN
Fig. 31: Torque reduction as a function of the form factor F and the ripple w
The specified rated output of the SEW DC motor is guaranteed up to a current ripple of 32 % or a
form factor F = 1.05 (Fig. 31). In the case of a larger form factor or ripple, the torque and load must
be reduced. Since, however, the motors are seldom continuously operated with rated load at
unfavourable modulation, it is recommended to arrange for F = 1.11 at the unfavourable modulation
of the converter.
35
DC drive systems
With fully-controlled AC bridges, a smoothing choke can be omitted in most cases. A check is
necessary in each case, however. The inductance of the additional armature choke for the most
unfavourable modulation and F = 1.11 may be determined from the following formula:
LD =
C
I AN
IAN
LD
LA
C
LA mH
Type of circuit
= Armature rated current of the motor in A

= Inductance of the choke in mH
= Armature circuit inductance in mH
= Factor for the type of circuit and mains voltage of the converter for 50 Hz
(at mains of 60 Hz the values of C are to be reduced by 17 %)
C at mains connection (50 Hz)

400 VDC
500 VDC
230 VDC
630
1090
400
690
85
145
190
vEB
hEB
vDB
vEB = fully-controlled single-phase bridge circuit

hEB = half-controlled single-phase bridge circuit
vDB = fully-controlled AC bridge circuit
Factor C as a function of the type of circuit
For a given choke the ripple in % can be calculated as follows:
w=
48.2 C
%
LD + LA I AN
The form factor can be determined as follows:

I
F = eff =
ID
e1 + w 2 j
The form factor can be determined as follows:
Pin = U A I A = Pout
Pout = Pin
1
W
Pin
Pout
UA
IA
= Input (connection) power in W

= Output (shaft, rated) power in W
= DC armature voltage (mean value) in V
= DC armature current (mean value) in A
= Motor efficiency
The carbon brushes of SEW DC motors are optimized for a rated current range of 50 % 150 %.
These values may be exceeded for short periods to up to twice the rated current without any difficulty.
Continuous operation with less than 50 % of the rated current on the one hand is not economical,
and on the other hand can lead to increased brush abrasion and wear (due to cold commutation).
For these reasons over-dimensioning adopted for the sake of reliability and safety should be avoided
in DC motors.
36
DC drive systems
5.5
Connection and overload capacity of DC motors
SEW DC motors up to 0.5 kW may be connected directly to a rigid mains supply. Motors above 0.5 kW
must be started by a suitable starting procedure. In the case of operation with a DC converter, the
starting current of the DC motor is limited by the DC converter. Irrespective of their operating mode
and design, DC motors can be loaded at rated voltage with up to 1.6 times the rated torque for
15 seconds.
5.6
Armature voltage regulation, speed control
DC shunt-wound motors have a similar speed characteristic to AC squirrel-cage motors (Fig. 28).
The difference between the speed at no-load and under load decreases with larger motors. The speed
difference, however, can be largely compensated in the DC converter device at setting ranges up to
1:40 by the so-called armature voltage regulation with IxR compensation. IxR compensation means,
that the voltage drop at the armature resistance IA RA, which alters depending on the load, is
compensated by the DC converter unit by a corresponding increase in the armature voltage. With
speed adjustment ranges above 1:40 or, if a greater control accuracy is required, a speed control
with measurement of the actual values by an actual value encoder is employed.
5.7
Cooling
SEW DC motors are usually fan-cooled. At reduced speeds, the cooling of the motor is consequently
reduced. In this case, either the output must be reduced, depending on the setting range, or
forced-cooling must be employed.
With coolant temperatures above 40 C and installation altitudes above 1000 m, the same power
reductions, as for AC motors, apply for DC motors.
5.8
Starting frequency
The starting frequency for DC motors is restricted by:

the heating effect in the winding
the commutator load
5.8.1
Heating up of the winding
Depending on the requirements, the DC motor is started with a starting current of once or twice the
rated current. The heating up of the DC motor during starting-up is thus less than in a 3-phase motor,
which is started with 5 to 6 times the rated current in direct starting. A force-cooling system ensures
sufficient heat dissipation even at low speeds.
37
DC drive systems
5.8.2
Commutator loading
If the desired starting frequency is not restricted by heat generation in the winding, the commutator
can set the limit for the starting frequency. High frequencies can cause the commutator to be scored
by burning. This cannot be remedied by the short duration of normal operation which follows. The
consequence is increased commutator wear. If in doubt, advice should be sought from the motor
manufacturer.
5.9
Enclosures, thermal classification, tolerances
The enclosures and thermal classification of SEW DC geared motors correspond to those of AC geared
motors, with the exception of IP 65 and explosion protection.
The tolerances of speed are given in the following table:
38
P2/nN x 1000
tolerances
< 0.67
15 %
0.67 to 2.5
10 %
2.5 to 10
7.5 %
10
5%
P2 = rated output in kW
nN = rated speed in min-1
AC drive systems with mech.

variable speed gear units
6
AC drive systems with mechanical variable speed gear units
For detailed information on variable speed units please refer to the Variable Speed Geared Motors
catalog.
6.1
Types of variable speed gear units
Many movement procedures require drive systems with speed adjustment within a narrow range
without special requirements with regard to speed stability, e.g. conveyor systems, agitator drives,
mixers, etc.. In such cases the speed of the individual machines is simply set at a suitable value,
using variable speed drive systems.
The mechanical variable speed drive systems are often combined with a reduction gear unit. The
variable speed drive units are driven by AC squirrel-cage motors.
The most common are:
1. Friction wheel variable speed gear unit with limited speed setting range up to approx. 1:5.
2. Wide V belt variable speed gear unit with limited speed setting range up to approx. 1:8.
The setting ranges can be increased by using pole-changing motors (e.g. 4/8-pole).
3200631AXX
Fig. 32: Friction wheel variable speed geared motor

VARIMOT and SEW parallel shaft helical gear unit
6.2
3300632AXX
Fig. 33: Wide V belt variable speed geared motor VARIBLOC and SEW helical-bevel gear unit
Adjustability, adjustment time
Due to relatively long adjustment times, to the order of 20 40 seconds depending on the speed
range, variation with these mechanical variable speed gear units is extremely sluggish. Such drive
systems are therefore used only as drives for infrequent speed variations. The output speed is
adjusted either manually via a handwheel or chain sprocket, or remotely by a servo motor. The setting
of the adjustment device or the speed is indicated either directly on the variable speed gear unit or
by a measuring instrument in the switch cabinet.
6.3
Dimensioning of the variable speed geared motors
In order to be able to dimension the variable speed gear units correctly, the installation altitude,
ambient temperature and operating mode must be known in addition to the required power and speed
setting range. The output power Pout, efficiency and slip are illustrated as a function of the gear ratio
in the following diagram.
39

Since mechanical adjusted variable speed gear units are not only speed variators but also torque
variators, they must be dimensioned according to various criteria:
according to constant torque
according to constant power
according to constant torque and constant power
(each for a partial speed range)
Power Pout
Efficiency
Slip s
0
0
1
2
na0
output speed without load
i0 =
=
ne0
input speed without load
3400633AEN
Fig. 34: Variable speed gear unit parameters
Fig. 34 displays the characteristics of Pout, s and corresponding to the measurements of loaded
variable speed gear units. The diagram shows a close connection between efficiency and slip and the
specified gear ratio. For mechanical reasons, such as maximum friction between belts (friction disc)
and maximum circumferential velocity as well as speed-dependent friction factors, there are no linear
relations in this case. In order to ensure optimal use of a variable speed gear unit, a differentiated
examination of the type of application is required.
6.3.1
Dimensioning for constant torque
Most drive applications require a substantially constant output torque over the setting range. Variable
speed gear units designed for this purpose can be subjected to a torque, which can be calculated
from the following formula:
Ma =
Pamax 9550
= constant [Nm]
namax
In this arrangement or operating mode, the coupled reduction gear unit is uniformly loaded over the
whole setting range. The variable speed gear unit is fully utilized only at the maximum speed. At lower
speeds the required power is less than the permissible power. The smallest output at the lowest speed
in the setting range is calculated from the following equation:
Pamin =
1
Pamax [kW]
R
R = speed setting range
Fig. 35 illustrates the torque and the power as a function of the speed:
40

M
Pa
definition torque M a = limiting torque M a max
of the reduction gear unit
maximum
power
according
to test
Pa max
Ma = constant
Ma
Pa min
0
na min
na max
na
na min
na max na
3500634AEN
Fig. 35: Parameters of the variable speed gear unit at constant torque
6.3.2
Dimensioning for constant power
The output power Pout can be utilized throughout the entire setting range and can be calculated from
the following formula:
Pa =
Mamax namin
= constant [kW]
9550
The variable speed gear unit is fully utilized only at the lowest output speed. The coupled reduction
gear unit must be able to transmit the resultant torques. These torques may be some 200 600 %
higher than in the constant torque arrangement (see characteristics).
definition torque (M a)
limiting torque M a max
maximum power
according to test
Pa = Pa min = constant
3600635AEN
Fig. 36: Parameters of the variable speed gear unit at constant power
41

6.3.3
Dimensioning for constant power and constant torque
With this load type, the utilization of the variable speed gear unit is at its optimum. The reduction
gear unit is to be dimensioned such that the maximum occurring output torques can be transmitted.
In the range na - namax the power remains constant. In the range namin - na the torque remains
constant.
If the available speed range of the variable speed gear unit does not have to be fully utilized, it is
expedient for reasons of efficiency to use a higher speed range. In the upper speed range the slip of
the variable speed gear unit is in fact the least and the transmissible output is greatest.
maximum output
power according
to test
Pa
Pa max
Pa min =
Pa min
na min
na min
n'a
limiting torque M a max

Ma
Ma max
permissible
torque characteristic
Ma x i''
Ma x i'
Pa max
n'a
na max
na
na min
n'a n''a
na max na
3800636AEN
Fig. 37: Parameters of variable speed gear unit at constant torque and constant power
6.4
Service factors
The following service factors are important when selecting the correct variable speed gear unit on
the basis of the selection tables:
1. fB = service factor for load type (see following table)
2. fT = service factor for the effect of the ambient temperature (see Fig. 38)
The total service factor is the product of fB x fT.
fT
3
A = VU/VZ, D16 - D46
B=
D26 - D46
2
load type
fB
explanation
examples
1.0
uniform,
smooth operation
fans, light conveyor

drives, filling
machinery
II
1.25 non-uniform
operation with
moderate impacts
and vibration
cargo lifts, balancing

machinery, crane
drive units
III
1.5
heavy mixers, roller

conveyors, punching
machinery, stonebreaking equipment
1
0
20
40
Ambient temperature
60 C
3900637AEN
Fig. 38: Service factors fT
42
highly non-uniform
operation with
violent impacts and
vibration
37
Service factors fB

6.5
Overload protection
The existing motor protection, irrespective of its type, does not protect its following gear units.
In order to protect the following gear unit stages of variable speed gear units against overloading,
electronic monitoring may be profitably employed. The motor output and output speed of the variable
speed gear unit are measured by the electronic overload protection system. At constant torque the
power alters linearly with the speed, i.e. with decreasing speed the motor power must also drop. If
this is not the case, the drive is overloaded and then switched off. The overload protection system is
not suitable as protection against stalling.
Overload-limiting couplings, however, are suitable for protection against stalling.
6.6
Information on project planning
The dimensioning of variable speed gear units, as described, depends on various parameters. The
following table contains the most important information on project planning for VARIBLOC and
VARIMOT .
Criteria
VARIBLOC (belt gear unit)
VARIMOT (friction disc)
Power range
0.25...45 kW
0.25...11 kW
Setting range
3:1, 4:1, 5:1, 6:1, 7:1, 8:1 depending on the

pole number of the driving motor and the
input power.
4:1, 5:1 depending on the pole number of the

driving motor and the input power.
Adjustment at
standstill
Adjustment at standstill is not permissible, as

the tension of the belts is only adjusted
automatically during operation.
Adjustment at standstill is possible, should,

however, not be carried out regularly.
Load type
Suitable also for alternating loading

(impacts due to supply of material etc.),
damping through the belt.
Suitable only for uniform loading

(e.g. conveyor belts), in the case of load
impacts the friction disc can slip and
consequently the surface might be damaged.
EX-protection
Explosion protection for mechanical variable

speed gear units is not defined.
All transmission belts are electroconductive
and prevent static charging through rotating
parts. Preferably use inverter drives in
explosion endangered ambient conditions.
Explosion protection for mechanical variable

speed gear units is not defined. The friction
ring is electroconductive and prevents static
charging through rotating parts. Preferably
use inverter drives in explosion endangered
ambient conditions.
Wear
The belt is a wearing part, which must be

replaced after being operated under rated
load for 6000 h. With less load on the unit the
service life increases considerably.
Low rate of wear, detailed instructions for

replacement intervals not possible.
Adjustment
possibilities
Handwheel or chain sprocket, electric or

hydraulic remote adjustment.
Handwheel, electric remote adjustment.
Indicator units
Analog or digital indicator units, analog

display with special scale is common.
Analog or digital indicator units,

analog display with special scale is common,
setting indicator displayed on the housing.
43
Gear units
7
Gear units
For detailed information on SEW gear units please refer to the Geared Motors catalog.
3900650AXX
Fig. 39: SEW helical geared motor R series
4000651AXX
Fig. 40: SEW parallel shaft helical geared motor FA series
4100652AXX
Fig. 41: SEW helical-bevel geared motor K series
4200653AXX
Fig. 42: SEW helical-worm geared motor S series
4300654AXX
Fig. 43: SEW planetary geared motor PSF series
44
4400655AXX
Fig. 44: SEW Spiroplan geared motor W series

Gear units
7.1
Geared motors
The SEW geared motor consists of one of the previously mentioned electric motors and a reduction
gear unit, and forms a structural unit. Criteria for the selection of a suitable type of gear are, among
others, availability of space, possibilities of mounting and connection to the driven machine. There
are helical gear units, parallel shaft helical gear units, normal helical-bevel and helical-bevel gear units
with reduced backlash, helical-worm gear units, low-backlash planetary gear units and Spiroplan
gear units to choose from.
7.2
Output speed, output torque
The gear unit size depends on the output torque. This output torque Mout is calculated from the motor
output power PN and the gear unit output speed nout:
Ma = PN
9550
nout
PN in kW
nout in min-1
= efficiency of the gear unit
Nm
The SEW geared motors according to the catalog are described either by the output power or output
torque at a given output speed. A further factor is the service factor.
7.3
Service factor (helical, helical-bevel, helical-worm, and Spiroplan gear units)
The gear units are normally designed for uniform load and only a few starts/stops. If these conditions
do not exist, it is necessary to multiply the calculated theoretical output torque or output power by a
service factor. This service factor is determined by the starting frequency, the mass acceleration
factor and the daily operating time. The diagrams in Fig. 45 can be used as a first approximation. In
the case of characteristics specific to an application, higher service factors can be determined
referring to pragmatical values. The gear unit can be selected from the output torque thus calculated.
The permissible gear unit output torque must be higher greater or equal to the calculated torque.
fB
24* 16*
8*
1.8
1.7
1.6
1.7
1.6
1.5
1.5
1.4
1.6
1.5
1.4
II
1.3
1.2
1.3
1.4
III
1.1
1.2
1.0
1.3
1.1
0.9
1.2
1.0
0.8
0
200
400 600 800 1000 1200 1400

Number of starts and stops/hour **
4500656AEN
* Operating time in hours per day

** Included in the number of starts and stops must be all start-ups and brake actions as well as the speed changes
from high to low speed and vice versa.
Fig. 45: Required service factor fB
45
Gear units
Load classification
I
uniform, permissible mass acceleration factor # 0.2
II
moderate impacts, permissible mass acceleration factor # 3
III
heavy impacts, permissible mass acceleration factor #10
Mass acceleration factor =
all external moments of inertia

moment of inertia on the motor side
Example: Load classification I with 200 starts and stops per hour and operating time of 24 hours
a day gives fB =1.35.
For some applications, however, service factors > 1.8 can occur. These are caused, for example, by
mass acceleration factors > 10, by great backlash in the transmission elements of the driven machine
or by large overhung loads. In such cases please check with SEW.
The types of loading I to III are selected on the basis of the most unfavourable value of the moments
of inertia, external as well as on the motor side. It is also possible to interpolate between the
characteristics I to III.
In the SEW catalog the service factor for each geared motor is given. The service factor represents
the ratio of the gear unit rated power to the motor rated power.
The determination of the service factors is not standardized. For this reason, the service factors
specified are dependent on the manufacturer and cannot be compared.
With helical-worm gear units the influence of the ambient temperature and cyclic duration factor must
also be taken into account when deciding on the gear unit. Fig. 46 illustrates the additional service
factors for helical-worm gear units.
fB1
1.8
II
cdf (%) = time under load(min/h) x 100

60
For temperatures < -20 C please consult SEW
1.6
III
fB2
1.4
1.0
1.2
0.8
1.0
-20
0.6
-10
10
20
30
40
20
40
60
80
100 %ED
4600657AEN
Fig. 46: Additional service factors fB1 and fB2 for helical-worm gear units
The overall service factor for helical-worm gear units is then calculated as:
fBtot = fB fB1 fB 2
fB
fB1
fB2
46
= general service factor from Fig. 45

= service factor from ambient temperature
= service factor for short-time operation
Gear units
7.4
Dimensioning of low-backlash planetary geared motors PSF series
For dimensioning planetary geared motors the following data is required:
Output torque
Moutmax
Output speed
noutmax
Overhung loads/axial loads Fra / FAa
Torsion angle
< 3, 5, 6, 10 (see following table)
Mounting position
Ambient temperature
Detailed load cycle, i.e. specification of all required torques and action times and the external
moments of inertia to be decelerated.
Low-backlash PSF gear units are alternatively available with gear unit backlash N (normal) or reduced
backlash R:
N
PSF 201...901
< 6
< 3
PSF 202...902
< 10
< 5
If larger size motors are mounted to PSF gear units, a motor support is required above the following
mass ratio:
PSF single stage: mmot / mPSF > 4
PSF double stage: mmot / mPSF > 2.5
For further information on project planning for PSF gear units please refer to the Low-backlash
Planetary Gear Units PSF and Geared Motors catalogs..
7.5
Overhung loads, axial loads
Additional criteria in selecting the size of gear units are the anticipated overhung loads and axial loads.
The shaft strength and bearing load capacity are decisive as regards the permissible overhung loads.
The maximum permissible values given according to the catalog always refer to the force acting at
the midpoint of the shaft end in the most unfavourable direction. When the force is not acting at the
midpoint, this results in overhung loads which are smaller or greater. The closer the point of
application to the shaft shoulder, the greater the permissible overhung loads that may be applied,
and vice versa. For the formulae for eccentric action of force please refer to the Geared Motors
catalog, chapter Introduction. It is only possible to calculate the permissible value of the axial load,
if the overhung load is known.
When the output torque is transmitted by means of a chain sprocket or gear wheel the overhung load
at the shaft end is determined by the output torque and the radius of the chain sprocket, respectively
gear wheel.
F=
M
r
47
Gear units
Additional overhung load factors fZ must be taken into account when determining the overhung load.
These depend on the transmission means employed, i.e. gear wheels, chain belt, V belt or flat belt.
With belt pulleys the belt pre-tensioning is an additional factor. The overhung loads calculated with
the additional factor must not be greater than the permissible overhung load for the gear units.
Transmission element
Additional overhung load factor
Comments
Gear wheels
1.15
< 17 teeth
Chain sprockets
1.40
< 13 teeth
Chain sprockets
1.25
< 20 teeth
Narrow V belt pulleys
1.75
Pre-tensioning influence
Flat belt pulleys
2.50
7.6
Gear unit efficiency
Typical losses in reduction gears include frictional losses on meshing, in the bearings and the oil
seals, as well as oil churning losses involved in lubrication. With helical-worm gear units and
Spiroplan gear units greater losses occur.
The greater the gear unit input speed, the greater are also the losses.
With helical gear, helical-bevel gear and shaft-mounted helical gear units, the gearing efficiency is
between 97 % and 98 %. With helical-worm gear and Spiroplan gear units, the gearing efficiency
is between 30 % and 90 % depending on the design. During the running-in phase the efficiency of
helical-worm gear and Spiroplan gear units may be up to 15 % less. If this efficiency is below 50
%, the gear unit is statically self-locking. Such drives may only be implemented if restoring torques
do not occur, or if they are so small that the gear unit cannot be damaged.
7.7
Wearing parts
Wearing parts in gear units include the oil, bearings and oil seals. Due to oil aging, the oil has to be
changed at regular intervals (at least every 3 years). The oil change intervals can be extended by using
synthetic oils instead of the normal mineral oil (at least every 5 years). The bearing service life depends
on the bearings employed as well as their loading and the speed.
The oil seal wear depends on the running speed and environmental factors. Since these environmental
factors are difficult to determine, it is impossible to predict a definite service life for the oil seals.
With helical-worm gear units the bronze wormwheel is a wearing part, too. This has to be taken into
account when considering the service life.
48
Gear units
7.8
Speed
There is practically no downward limit on the output speed. Output speeds of 0.01 min-1 and less
can be achieved by multi-stage gearing.
It is recommended that SEW should be consulted in the case of all SEW geared motor combinations
not listed in the catalog, particularly with 2-pole motors and especially at 60 Hz.
7.9
Mounting position, oil capacity
The mounting position of the overall drive is specified on the rating plate of the drive system. The oil
capacity was chosen by the manufacturer according to this mounting position. If, however, the drive
is installed in a different mounting position, either too much or too little oil may have been filled in.
Too much oil can result in excess pressure and leakages, while too little oil can increase wear of the
gears and bearings.
Lubricant change
Operating hours
Average value per oil type at 70C
Oil bath steady-state temperature

4700935AEN
Fig. 47: Change intervals for standard gear units for normal ambient conditions
49
Formulae employed for the

calculation of drive systems
8
Formulae employed for the calculation of drive systems
The use of SI units was not consistently adopted for practical considerations. The units to be used
are listed in the explanation of symbols ( Sec. 18).
Using the following formulae, the drive data may essentially be calculated from the known mechanical
data. Further information on dimensioning are given in the preceeding chapters.
8.1
Force
F =ma
Weight
FG = m g
Friction force (sliding friction)
FR = FN N
Normal force (perpendicular to

the frictive surface)
FN = FG cos
Resistance to motion
(rolling friction)
FF = m g
Force of acceleration
Centrifugal force
8.2
FG 2 FG L d + f IJ + cIJ
HD H 2 K K
m v2
r
FZ = m 2 r =
from the power

from the moment of inertia
for acceleration
= 2 n
F d0
2000
P W
P kW 9550
=
M=
n
n
M =J =J
9.55 t A
M = F r =
MH
FG J
H
=
IJ
K
1
J L nM
+ ML
9.55 t A
LM1 OP
Ns Q
Nm
Nm
Nm
Nm
Power
linear motion
P = F v
rotating motion
P =M
P =
50
Torque
from peripheral force
8.3
M n
9550
kW

8.4
Moments of inertia
Conversion of known additional moments of inertia with reference to the motor shaft:
F v I2
J X = 91.2 m G
GH n M JJK
F n I2
JX =J G
GH n M JJK
linear movement
rotating movement
LMkgm2 OP
N Q
LMkgm2 OP
N Q
Calculation of moments of inertia of typical rotating bodies:

Body
Rotation about
Symbols
Moment of inertia J
ring, thin hollow

cylinder, thin-walled
its own axis
solid cylinder
its longitudinal axis
J=
1
m r2
2
hollow cylinder,
thick-walled
its longitudinal axis
J=
1
m r12 + r22
2
disc
its own axis
J=
1
m r2
2
disc
its symmetry axis in plane of

disc
J=
1
m r2
4
sphere
axis through mid-point
J=
2
m r2
5
hollow sphere,thin-walled
axis through mid-point
J=
2
m r2
3
rod, thin with length l
axis perpendicular to middle

of rod
J=
1
m l2
12
J = m r2
Steiners law:
J A = JS + m a 2
JS
Moment of inertia of a body referred to an axis of

rotation passing through the center of gravity S.
JA
Moment of inertia of the same body referred to an

axis of rotation through A.
Distance between the two axes parallel to one

another.
Mass of the body.
A
S
a
48}00659AXX
Fig. 48: Steiners law
51

8.5
Kinematics
linear motion:
rotation:
v = const.
a = const.
= const.
v t a t2
v2
=
=
2
2
2 a
2 s
v = 2 as =
= a t
t
= t
s = v t
v=
s
t
a =o
t=
s
v
s=
v 2 s
v2
=
=
t
2 s
t2
2 s v 2 s
t=
= =
a
a
v
a=
= 2 =
=0
t=
= const.
2
= t
t
2
2
=
=
t
2
t2
2 2
t=
= =
referred to the motor shaft this is:
n = 19 .1 10 3
v
i
D
s
i
D
a
= 2000 i
D
= 115
52
min 1
LMrad OP
Ns Q
2
D =
diameter of the driven traveling wheel in mm
drive system ratio

8.6
Special formulae
Horizontal and rotating motion,
vertical motion upward
Run-up time [s]
tA
FJ
GH
=
tB =
Braking time [s]
eJ
tA =
+ J X n 2 n1
je
9.55 M U + M L
eJ
tU =
9.55 M B + M L 2
tB =
Start-up distance [mm]
sA =
1
t A v 1000
2
Switching distance
[mm]
sU =
n1
1
t U v 2 1000 1 +
2
n2
Braking distance [mm]
s B = v 1000 t 2 +
sA =
F
GH
FG
H
Braking accuracy
X B 0 .12 s B
Start-up acceleration
[m/s]
aA =
v
tA
Switching time lag

[m/s]
aU =
n
v
1 M1
nM 2
tU
Braking deceleration
rate [m/s]
aB =
v
tB
F
GH
Z perm = Z 0
1
tB
2
I
JK
IJ
K
WB =
I
JK
MX
MH
JM + J Z +
Braking service life

[h]
LB =
JX
KP
JM + J Z + J X h nM2
MB
182.5
MB + MX h 2
WN
WB Z req
IJ
K
JX
nM
9.55 M H + M X 2
dJ
+ J X n 2 n1
id
9.55 M U M X
dJ
+ J X nS
id i
9.55 M B M X 2
nS
1
t A
v 1000
2
nM
n S2
n S1
1
tU
v 2 1000 1 +
2
n2
n S2
2
I
JK
aA =
v nS
t A nM
aU =
n M1
v
n
S1
1
tU
n M2
nS2
aB =
v
tB
F
GH
I
JK
MX
MH
= Z0
KP
JM + J Z + J X
JM
1
Z perm
JM
Braking energy
[J]
F
GH
F 1 I
= v 1000 G t + t J
H 2 K
sU =
sB
X B 0 .12 s B
Starting frequency
[c/h]
+ J X n
FG J
H
9.55 M H M L
tU =
Switching time [s]
I n
JK
JX
Vertical motion downward
WB =
LB =
JM + J Z + J X h nM2
MB
182.5
MB MX h 2
WN
WB Z req
53
Calculation example
travel drive
9
Calculation example travel drive
9.1
Input data
An AC squirrel-cage brake motor with helical gear unit is to be dimensioned on the basis of following data:
Mass of the travelling vehicle:
Velocity:
Axle diameter:
Lever arm of the rolling friction:
Factors for rim friction
and wheel flange friction:
Factors for bearing friction:
Reduction ratio:
Sprocket diameter (driven):
Load efficiency:
Cyclic duration factor:
Starting frequency:
= 1500 kg
m0
v
= 0.5 m/s
d
= 60 mm
steel on steel f = 0.5 mm
Additional load:
mL = 1500 kg
Wheel diameter: D = 250 mm
Friction surfaces:
steel/steel
for anti-friction bearings c = 0.003

for anti-friction bearings L = 0.005
chain reduction, iV = 27/17 = 1.588
d0
= 215 mm
= 0.90
L
40 % cdf
75 cycles/hour loaded and
75 cycles/hour unloaded
( Sec. 17, Appendix

with tables)
Two wheels are driven.
4900777AXX
Fig. 49: Travel drive
9.2
Motor calculation
9.2.1
Resistance to motion
F F =m g
loaded:
unloaded:
FG 2 FG L d + f IJ + cIJ
HD H 2 K K
IJ
FG
FG
IJ
H
K
K
H
m F 2
F 60mm + 0.5mmIJ + 0.003IJ =120.5N
F =1500 kg 9.81 G
G0.005
K
s H 250mm H
2
K
FF = 3000 kg 9.81
m
2
60mm
0.005
+ 0.5mm + 0.003 = 241N
2
s
250mm
2
2
For the calculation of the resistance to motion it is unimportant how many running wheels are
implemented.
54
Calculation example
travel drive
9.2.2
Static power
The static power takes into account all forces, which occur when the drive is not accelerated.
e.g.
rolling friction
friction
hoisting force on a slope
load from wind pressure, etc.
F v
Pstat = F
Efficiency:
is the total efficiency of the drive system, consisting of the gear unit efficiency G and the efficiency
of external transmission elements L. The efficiency of the transmission elements are given in the
appendix with tables ( sec. 17).
The gear unit efficiency of helical and helical-bevel gearing can be assumed at = 0.98 per gear wheel
stage (e.g. 3-stage gear unit G = 0.94). For the efficiency of helical-worm gear units please refer
to the SEW Geared Motors Catalog, taking the gear ratio into account.
As type and size of the gear unit have not yet been defined, the mean value of 2- and 3-stage gear
units G = 0.95 is used for calculation.
The load efficiency is dependent on the transmission elements after the gear unit (e.g. chains, belts,
ropes, gearing parts, etc.).
From appendix with tables ( sec. 17).: Efficiency of chains = 0.90 - 0.96
If more detailed values are not available, the smallest value ( = 0.90) is used for calculation.
tot = G L = 0.95 0.90 = 0.85
Retrodriving efficiencies can be calculated according to the formula:
This shows, that with an efficiency of 50 % (0.5) and smaller the retrodriving efficiency becomes
equal to zero (static self-locking!).
' = 2
loaded:
unloaded:
Pstat =
Pstat =
241N 0.5
0.85
m
s =142W = 0142
. kW
120.5N 0.5
0.85
m
s = 71W = 0.071kW
The calculated static power refers to the motor shaft.

This power is only one part of the required motor power, since the acceleration power (= dynamic
power) is decisive for horizontal drive systems.
55
Calculation example
travel drive
9.2.3
Dynamic power
The dynamic power is the power which accelerates the complete system (load, transmission
elements, gear unit and motor). With uncontrolled drive systems the motor provides a starting torque,
which accelerates the system. The greater the starting torque, the greater the acceleration.
In general the moments of inertia of transmission elements and gear units can be ignored. The
moment of inertia of the motor is not yet known, as the motor is yet to be dimensioned. For this
reason a motor must first be approximately calculated exclusively on the basis of the dynamic power
for accelerating the load. As, however, in the case of travel drives the ratio of the moment of inertia
of the load and that of the motor is normally very high, the motor can be determined very exactly at
this point already. Nevertheless it is necessary to check subsequently.
Ptot = Pdyn _Last + Pdyn _Mot + Pstat

Ptot
d
m a v
=
+ dP
dyn _Mot
tot
i
i + F v
F
The missing value of the permissible start-up acceleration aperm is yet to be calculated. For this it is
important to observe that the wheels must not spin.
Permissible start-up acceleration:
The wheels spin, as soon as the peripheral force FU on the wheel becomes greater than the friction
force FR.
Borderline case: FU = m a = FR = m' g m0
m = mass lying on the driving wheels, with 2 driven wheels is m = m/2

0 = 0.15 (static friction steel/steel, chapter 17)
aperm =
m
m
1
1
g 0 = 9.81 2 015
. = 0.74 2
2
2
s
s
If a < aperm wheels do not spin

loaded:
Pperm =
unloaded:
Pperm =
m
m
m
0.5
241N 0.5
2
s
s
s =1448W
+
0.85
0.85
3000 kg 0.74
m
m
m
0.5
120.5N 0.5
2
s
s
s = 724W
+
0.85
0.85
1500 kg 0.74
The spinning of the carrying wheels due to too high an acceleration is to be prevented. For this reason
a 2-pole motor is selected. Due to the lower ratio of the external moment of intertia and motor
moments of inertia, more energy is required to accelerate the motor to the high speed. The
accelerating process is smoother.
56
Calculation example
travel drive
With 2-pole motors of this power range the starting torque MH is twice as high as the rated torque.
As the specified acceleration represents the maximum permissible acceleration, we select a motor,
with a rated power smaller than the total power Ptot calculated for the unloaded status, for the time
being.
Selected motor:
9.2.4
DT 71D 2 BM
= 0.55 kW
PN
nN
= 2700 min-1
M
H/MN = 1.7
JM
= 5.5110-4 kgm2
data from Geared Motors catalog
Calculation check
The calculation so far was carried out without motor data. For this reason, detailed checking of the
calculation using the motor data is required.
Start-up behavior:
External moment of inertia converted with reference to the motor shaft without load:
F 0.5 m
F
v I
G s
= 91.2 m G
= 91.2 1500 kg G
J
Hn K
GH 2700 min
2
JX
I
JJ
JK
= 0.0047 kgm2
Torques:
MN =
PN 9550 0.55 kW 9550

=
=1.95 Nm
nM
2700 min 1
MH = 1.7 MN = 3.3 Nm MH is not a catalog value, must thus be converted.

ML = Mstat =
Pstat 9550 0.071 kW 9550

=
= 0.25 Nm
nM
2700 min 1
Run-up time unloaded:
tA
I
JK
F
GH
2
JX
2 0.0047 kgm
kgm
+
0
.
000551
2700 min 1
n
M
M
0.85
=
= 0.56 s
9.55 3.3 Nm 0.25 Nm
9.55 MH ML
FG J
H
=
IJ
K
Start-up acceleration unloaded:
m
v 0.5 s
m
aA = =
= 0.89 2
t A 0.56 s
s
The start-up acceleration without load is inadmissibly high. With an increased moment of inertia of
the motor, e.g. by mounting a flywheel fan, the acceleration can be reduced. This, however, reduces
the maximum permissible starting frequency. The selection of a smaller motor can also reduce the
acceleration.
57
Calculation example
travel drive
Repeated checking without load with flywheel fan (JZ = 0.002 kgm2):
tA
Fc
GH
I
JK
2
2 0.0047 kgm
JX
0
.
000551
0
.
002
2700 min-1
kgm
+
+
n
M
M
0.85
=
= 0.75 s
9.55 MH ML
9.55 3.3 Nm 0.25 Nm
FG J
H
=
IJ
K
+ JZ +
m
0.5
v
s = 0.67 m
aA = =
t A 0.75 s
s2
The start-up acceleration without load is in the permissible range, consequently a suitable motor has
been found.
Run-up time and start-up acceleration with load:
tA
Fc
GH
I
JK
2
2 0.0094 kgm
JX
0
.
000551
0
.
002
+
+
kgm
2700 min-1
nM
M + JZ +
0
.
85
=
=1.37 s
9.55 MH ML
9.55 3.3 Nm 0.5 Nm
FG J
H
=
IJ
K
m
0.5
v
s = 0.36 m
aA = =
t A 1.37 s
s2
Start-up distance:
sA =
m
1
1
t A v 1000 = 1.37 s 0.5 1000 = 343mm
s
2
2
Permissible starting frequency under load:
1
Z
perm
with
=Z
0
X
M
H
J
J +J + X
M
Z
h
J
M
c (no-load starting frequency ot the

Z = 4600
0
h motor according to catalog)
0.142kW
0.25 and 40% ED is K = 0.7
P
0.55kW
c
Z
= 4600
perm
h
0.5Nm
3.3Nm
c0.000551 + 0.002 hkgm
0.0094kgm
0.85
0.7 =110
c
h
0.000551kgm2
58
Calculation example
travel drive
Permissible starting frequency unloaded:
with
PL 0.071kW
=
013
. and 40% ED is K P = 0.85
PN 0.55 kW
c
Z perm = 4600
h
0.25Nm
3.3Nm
c0.000551 + 0.002 hkgm
0.0047 kgm
0.85
0.85 = 246
c
h
0.000551kgm2
With the following formula, the permissible starting frequency for the combination of an equal number
of cycles with and without load per cycle can be determined:
Z cycle =
Z perm( loaded ) Z perm( unloaded )

Z perm( loaded ) + Z perm( unloaded )
110 246 c
c
= 76
110 + 246 h
h
The requirement of 75 cycles per hour can be met.
Braking behavior:
Braking torque:
The absolute values of acceleration and deceleration should be similar. Furthermore, it is important to
keep in mind, that the resistance to motion and thus the resulting load torque support the braking
torque.
MB MH 2 Mstat 2 = 3.3Nm 2 0.5Nm 0.85 2 2.5Nm
Braking time:
tB
cJ
=
Mot
+ J Z + J X nM
c0.000551 + 0.002 + 0.0094 0.85 hkgm 2700 min

=
j
9.55 e2.5 + 0.5 0.85 jNm
h
9.55 MB + Mstat
=10
. s
Braking deceleration rate:

m
0.5
v
s = 0.5 m
aB = =
. s
t B 10
s2
Braking distance:
FG
H
sB = v 1000 t 2 +
IJ
K
FG
H
IJ
K
1
m
1
t B = 0.5 1000 0.005 s + 10
. s = 252.5mm
2
s
2
t2 = t2II = 0.005 s for switch in the DC and AC circuit of the brake

(see Geared Motors catalog, chapter AC squirrel-cage brake motors)
59
Calculation example
travel drive
Braking accuracy:
X B = 012
. sB = 012
. 252.5mm = 30.3mm
The braking energy is converted into heat in the brake lining and is a measure for the wear of the
brake linings.
Braking energy loaded:
WB cloaded h =
WB cloaded h =
MB
2
MB + Mstat
cJ
Mot
2.5Nm
2.5 + 0.5 0.85 2 Nm
+ J Z + J X nM 2
182.5
c0.000551 + 0.002 + 0.0094 0.85 hkgm
2700 2 min 2
182.5
= 368 J
Braking energy unloaded:
WB cunloaded h =
2.5Nm
2
e2.5 + 0.25 0.85 jNm
c0.000551 + 0.002 + 0.0047 0.85 hkgm
2700 2 min 2
182.5
= 244 J
The travel vehicle travels alternatingly loaded and unloaded, so that the average of the braking energy
is to be assumed, when calculating the brake service life.
WB caverage h =
WB cloaded h + WB cunloaded h
2
368 J + 244 J
= 306 J
2
Brake service life (until readjustment):
LB =
WN
WB caverage h Z req
120 10 6 J
=
= 2600h
c
306J 150
h
WN = rated braking energy (see appendix with tables chapter 17)

After 2600 operating hours (corresponds to approx. 1 year at 8 hours/day) at the most, the brake is
to be readjusted and the brake disc is to be checked.
60
Calculation example
travel drive
9.3
Gear unit selection
Output speed:
m
0.5 60000
v 60000
27
s
na =
iV =
= 60.7 min 1
D
250mm 17
Gear unit ratio:

i=
nM 2700 min 1
=
= 44.5
na 60.7 min 1
Service factor:
With 8 hours/day operation and 150 cycles/hour, i.e. 300 starts and stops per hour, the following
service factor is determined using Fig. 45 in chapter 7 Gear units:
mass acceleration factor =
Jext
0.0094 kgm2
=
= 3.68 load classification III
JMot + J Z 0.000551 + 0.002 kgm2
fB _req =1.5
With a mass acceleration factor > 20, which is quite common with travel drives, it is important to
ensure that the drive system is as low-backlash as possible. Otherwise the gear units might be
damaged when operated at the mains.
Output torque:
The reference power for the calculation of the gear unit is generally the motor rated power.
Output torque Ma =
PN 9550 0.55 kW 9550

=
= 86.5 Nm
na
60.7 min 1
Suitable gear unit: R43 with na = 64 min-1 and Mamax = 160 Nm

Consequently the output torque Ma (referred to the motor rated power) and the service factor fB are:
Ma =
fB =
0.55 kW 9550
64 min 1
= 82Nm
160Nm
=1.95
82Nm
Overhung load:
FQ =
Ma 2000
82Nm 2000
fZ =
1.25 =1516N
d0
215mm
iV
1.59
Number of teeth < 20, subsequently fZ = 1.25 (see table in section 7.5 Overhung loads, axial loads).
With belt drive systems, the pre-tensioning has to be allowed for additionally:
FRa perm = 4910 N

Thus, the drive system is determined: R43 DT 71D 2 BMG
61
Calculation example
travel drive
9.4
Travel drive with two speeds
The travel drive of the previous example is to travel with a quarter of the speed in setup mode (8/2-pole
motor). In addition the stopping accuracy is to be reduced to 5 mm. The static relations remain the
same.
Input data:
Adopted from the previous example:
Weight of the travel vehicle

Additional load
Velocity
Wheel diameter
m0
mL
v
D
= 1500 kg
= 1500 kg
= 0.5 m/s
= 250 mm
Resistance to motion FF = 241 N

Static power
Pstat = 0.14 kW
The procedure is identical with the previous example, however, the critical point is not the start-up
acceleration but the switching time lag from high to low speed when operating pole-changing motors.
Pole-changing motors provide approximately 2.5 times the starting torque in the slow winding as
switching torque.
The starting torque in the slow winding is approximately 1.7 times the rated torque for motors of
the power range to be expected. Thus, the switching torque to be expected is approximately
MU = 2.5 1.7 MN c8 pol h = 4.25 MN c8 pol h

For this reason a motor is selected for the time being, with an 8-pole rated power which is at least
factor 4.25 times less than the dynamic power at the permissible acceleration calculated from the
load.
Pdyn_load =
m
m
0.5
2
s =1300W
s
0.85
3000kg 0.74
Ptot = Pdyn_load + Pstat =1300W +140W =1440W

Ptot_PU =
1440W
= 340W
4.25
Selected motor:
DT 71 D 8/2 BMG
PN
= 0.25/0.06 kW
nN
= 2670/675 min-1
MH/MN = 1.8/1.4
JM
= 5.2710-4 kgm2 data from the Geared Motors catalog
Subsequently the rated motor torque for the 2-pole speed is:
MN =
PN 9550 0.25kW 9550

=
= 0.9Nm
nN
2670min 1
MH =1.8 MN =1.6Nm
ML =
62
PL 9550 0.14kW 9550

=
= 0.5Nm
nN
2670min 1
Calculation example
travel drive
External moment of inertia:
F 0.5 m
F
v I
G s
= 91.2 m G
= 91.2 3000 kg G
J
Hn K
GH 2670 min
2
JX
I
JJ
JK
= 0.0096 kgm2
Run-up time:
tA
FG J
H
=
IJ
K
tA
F0.00053kgm
GH
=
JX
nM
9.55 MH ML
M
I
JK
0.0096 kgm2
2670 min 1
0.85
9.55 16
. Nm 0.5Nm
= 2.95 s
Start-up acceleration:
m
v 0.5 s
m
.
aA = =
= 017
t A 2.95 s
s2
Decisive with pole-changing motors, however, is the switching time lag:
tU =
cJ
+ J X n2 n1
hc
9.55 MU + ML 2
with MU = 2.5 MH c8 pol .h = 3Nm

1
c0.00053 + 0.0096 0.85 hkgm c2670 675 hmin =0.54s

9.55 e3 + 0.5 0.85 jNm
F n I 0.5 m FG1 675 min IJ
v G1
H n JK = s H 2670 min K =0.69 m
=
tU =
M1
aU
M2
tU
0.54 s
s2
When switching without load the value is 1.22 m/s2. However, as already calculated in the previous
example, the maximum permissible acceleration is aperm = 0.74 m/s2. There are two possibilities to
improve the switching behavior:
1. Flywheel fan
The flywheel fan prolongs the switching time due to its high rotating masses. The permissible starting
frequency, however, is considerably reduced.
63
Calculation example
travel drive
2. Smooth pole-change unit (WPU):
The WPU device utilizes the switching torque reduction (by approx. 50 %) of two-phase switching.
The third phase is automatically reconnected.
We select the solution with WPU, as we do not want to accept a reduction of the starting frequency.
In extreme cases it is also possible to combine both means.
For the case of unloaded travel the values are:
2
c0.00053 + 0.0047 0.85 hkgm c2670 675 hmin

9.55 e1.5 + 0.25 0.85 jNm
675 min I
m F
0.5 G1
s H 2670 min JK
m
=
= 0.67
tU =
= 0.56 s
aU
s2
0.56 s
Subsequently the unloaded travel is also within the permissible acceleration.
Permissible starting frequency:
1
Z perm = Z 0
ML
MH
JM + J Z +
JX
KP
JM
c
Z perm = 9000
h
0.5Nm
c
16
. Nm
0.65 =180
2
h
0.0096 kgm
0.00053 kgm2 +
0.85
2
0.00053 kgm
1
Furthermore, a factor of 0.7 must be considered in the calculation, due to the additional heating-up
during the switching process. Subsequently, the drive is able to travel 180 0.7 = 126 times with the
fully loaded travel vehicle.
The permissible starting frequency increases if the motor is designed in thermal classification H or
if it is equipped with a flywheel fan.
A further possibility of increasing the permissible starting frequency is to start-up the drive at a low
velocity (in the higher-pole winding).
When starting at low speed and subsequently switching to high speed, the calculated starting
frequency is increased by approx. 25 %.
In this case, however, an additional load impact occurs, which in some applications is not wanted.
Furthermore, the cycle time increases.
64
Calculation example
travel drive
Combination of the starting frequency of various cycles:

The vehicle travels loaded in one direction and back again unloaded. The permissible starting
frequency with load was calculated at 126 c/h. With the previous formulae and the no-load weight
the starting frequency without load can now be calculated.
FF = m g
F 2 FG
GH D H
FF =1500 kg 9.81
Pstat =
Mstat =
120N 0.5
0.85
m
s
d
+f
2
IJ IJ + c
KK
F 2 FG0.005 60mm + 0.5mmIJ I + 0.003N =120N

GH 250mm H
K JK
2
m
s = 70W
Pstat 9550 0.07 kW 9550

=
= 0.25Nm
nM
2670 min 1
c
Z perm = 9000
h
0.25Nm
c
16
. Nm
0.7 0.7 = 320
2
h
0.0048 kgm
0.00053 kgm2 +
0.85
0.00053 kgm2
1
The motor reaches the thermal utilization after 126 c/h with load or 320 c/h without load.
Do not calculate the mean value in order to express this value in cycles. The calculation of the
permissible number of cycles is similar to the formula for parallel connection of resistors:
Z perm =
Z perm _unloaded Z perm _loaded

Z perm _unloaded + Z perm _loaded
c
c
126
h
h = 90 c
=
c
c
h
320 +126
h
h
320
65
Calculation example
travel drive
Calculation of more than two different types of load:
In the case of more than two different types of load, the individual cycles must be converted into
corresponding no-load cycles.
Assumption:
The vehicle travels along an inclined plane.
The cycle is:
1. travel: with load up
2. travel: with load down
3. travel: with load up
4. travel: without load down
the cycle then re-starts at the beginning.
With calculation according to the known procedure, 4 different starting frequencies result:
with load up
starting frequency [c/h] 49
with load down
without load up
without load down
402
289
181
The values are selected at random.

The permissible no-load starting frequency of the motor according to the catalog is 1200 c/h.
First of all, the number of no-load cycles equivalent to one load cycle in the corresponding travel type
is calculated.
1200/49
+1200/289
+1200/49
+1200/181
= 24.5
= 4.2
= 24.5
= 6.6
59.8
with load up (24.5 no-load cycles correspond to one load cycle)

with load down
with load up
without load down
In words:
Of the 1200 c/h, which the motor can start-up without load, 59.8 no-load cycles are used up during
one cycle.
This means that it is possible to travel 1200/59.8 = 20.1 cycles per hour.
66
Calculation example
travel drive
Calculation of the stopping accuracy:

The calculations refer to the travel with load, as the braking distance is greater , i.e. it does not stop
as accurately in this case as when traveling unloaded.
Braking torque:
The braking torque is specified at 2.5 Nm as in the previous example.
Braking time:
tB =
cJ
+ J Z + J X nM
9.55 MB + ML 2
j
2
tB
c0.00053 + 0.0096 0.85 h kgm 675 min

=
9.55 e2.5 + 0.5 0.85 jNm
2
= 0.21s
m
013
.
v
s = 0.62 m
aB = =
t B 0.21s
s2
Braking distance:
FG
H
sB = v 1000 t 2 +
1
tB
2
IJ
K
t2 = t2II = 0.005 s for switch in the DC and AC circuit of the brake
.
sB = 013
FG
H
IJ
K
1
m
1000 0.005 s + 0.21s =14mm
2
s
Stopping accuracy:
. sB = 012
. 14mm = 1.7 mm
X B 012
Thus, the requirements for the stopping accuracy are met.
67
Calculation example
travel drive
9.5
Travel drive with frequency inverter
9.5.1
Input data
A vehicle with a no-load weight of m0 = 500 kg is to carry an additional load of mL = 5,000 kg over a
distance of stot = 10 m in ttot = 15 s. On the way back the vehicle travels without load and, thus, is to
travel at twice the speed.
For the acceleration a = 0.5 m/s2 are defined. In
addition 0.5 s positioning travel must be allowed for
after the deceleration ramp in order to improve the
stopping accuracy.
Wheel diameter:
D = 315 mm
Axle diameter:
d = 60 mm
c = 0.003
f = 0.5 mm
L = 0.005
Chain reduction:
iV = 27/17 = 1.588
Sprocket wheel diameter: d0 = 215 mm
5000780AXX
Load efficiency:
L = 0.90
Gear unit efficiency:
G = 0.95
Fig. 50: Travel cycle
60 % cdf
Additional overhung load factor:
fZ = 1.25
Setting range:
1:10
Starting frequency:
50 cycles/hour
9.5.2
Optimizing the travel cycle

Dimensioning for minimum acceleration:
a=
ta =
4 s
t
v=
t
2
sa =
2 s
t
s
2
5100781AXX
Fig. 51: Dimensioning for minimum acceleration
Dimensioning for velocity:

The acceleration is given.
v=
a t
ba t g 2 4 a s
2
Remark: here s in [m]

5200782AXX
Fig. 52: Dimensioning for velocity
As the time required for positioning is not taken into account, the result is exact enough, if the total
time reduced by the positioning time is used for calculation.
0.5
v=
68
m
14.5 s
s2
FG0.5 m 14.5sIJ
H s
K
2
4 0.5
m
10m
s2
= 0.77
m
s
Calculation example
travel drive
Therefore:
m
0.77
v
s =1.54 s
ta = =
a 0.5 m
s2
sa =
m
1
1
v t a = 0.77 1.54 s = 0.593m
s
2
2
v
tu =
=
a
su = tu
c0.77 0.077 h ms
m
0.5 2
s
FG v + v
H2
s pos = v t = 0.077
pos
=1.39 s
F c0.77 0.077 h m
I
IJ =1.39s GG
s + 0.077 m J = 0.588m
K
s JJ
2
GH
K
m
0.5 s = 0.0385m
s
stravel = stot sa su s pos = 8.78m

s 8.78m
t travel = =
=11.4 s
v 0.77 m
s
t tot = t a + t travel + tu + t pos =14.8 s
Thus, the travel cycle is calculated.
9.5.3
Calculation of power
Resistance to motion, static power and static torque:
IJ IJ
K K
I
60mm
m F 2 F
I
= 5500 kg 9.81
G
G0.005
+ 0.5mmJ + 0.003 J = 385N
K
2
K
s H 315 H
FF = m g
FF
F 2 FG
GH D H
d
+f +c
2
m
F v
s = 0.35 kW
=
= F
1000
1000 0.85
385N 0.77
Pstat
Mstat =
Pstat 9550 0.35 kW 9550

=
= 2.39Nm
nN
1400 min 1
69
Calculation example
travel drive
Dynamic power without motor moment of inertia, for the estimation of the motor power:
m a v
Pdyn_load =
=
1000 h
m
m
0.77
2
s = 2.49kW
s
1000 0.85
5500kg 0.5
The required total power (without acceleration power of the motor mass, which is not yet known)
is:
Ptot = Pstat + Pdyn_load = 0.35kW + 2.49kW = 2.84kW
As 150 % of the rated current can be provided for acceleration by the frequency inverter, we select
a 2.2 kW motor.
Selected motor:
DT 100LS4 BMG
2.2 kW 1400 min-1
JM = 48.110-4 kgm2 (incl. brake)
Acceleration power:
MH
FG J
H
=
IJ
K
1
+ J X nM
h
+ Mstat
9.55 t A
F 0.77 m I
F
v I
G s JJ
= 91.2 m G J = 91.2 5500kg G
Hn K
GH1400min JK
FG0.00481kgm + 1 0.1517kgm IJ 1400min
H
K
0.85
JX
= 0.1517kgm2
MH_req =
MN =
9.55 1.54s
+ 2.39Nm =19.8Nm
2.2kw 9550
=15Nm
1400min 1
MH_req 19.8Nm
=
=132%
MN
15Nm
As, in the lower speed range (< 25 % of the rated speed), the output torque of the motor is not
proportional to the motor current, a motor torque of 130 % MN at 150 % motor current (adjusted
inverter) is used for calculation.
In this calculation example 132 % MN are required, which is just about within the permissible range.
70
Calculation example
travel drive
9.5.4
Setting range
M
Field weakening range
Field weakening range:
Pull-out torque M K
If the motor is operated above the base frequency

fbase (in the so-called field weakening range), it is
important to keep in mind, that the rated torque
decreasing in inverse proportion as well as the
quadratically decreasing pull-out torque are higher
than the required load torque.
Rated torque MN
Load torque M L
fbase
f
5300783AEN
Fig. 53: Field weakening range
Reduced speed in the range of constant torque:

Due to the reduced fan speed during operation at reduced speed, fan-cooled motors cannot
completely dissipate the developing heat. Decisive for the correct dimensioning is, in this case,
detailed knowledge of the maximum cyclic duration factor and the torque load in this range. In many
cases, forced cooling or a larger motor, which, due to the larger surface, can dissipate more heat,
must be implemented.
Guidelines for dimensioning in the setting range:
at least thermal classification F

implement temperature sensors (TF) or bimetallic trips (TH) in the motor
use 4-pole motors due to speed range, efficiency and cos
For detailed information on project planning of frequency inverter drive systems please refer to
Drive-Engineering Practical Implementation, Volume 5.
As the load during the fast return travel is very low, the motor is operated at 100 Hz in the field
weakening range. This requires checking of the torque.
Motor rated torque at the base frequency: MN = 15 Nm
Pull-out torque at the base frequency:
MK = 35 Nm
At 100 Hz-operation:
MN c100Hz h =15Nm
50Hz
= 7 .5Nm
100Hz
MK c100Hz h = 35Nm
FG 50Hz IJ
H100Hz K
= 8.75Nm
The load torque at m0 = 500 kg (no-load cycle), including the acceleration part, is
0.22 Nm + 2 Nm = 2.22 Nm. Operation in the field weakening range is thus permissible.
71
Calculation example
travel drive
9.5.5
The 87 Hz-characteristic
When using the 87 Hz-characteristic ( sec. 3.2) the next smaller motor can be selected for the
previous example.
Selected motor:
DT 90L4 BMG
now 2.2 kW at 2440 min-1
1.5 kW at 1410 min-1
JM = 39.410-4 kgm2 (incl. brake)
When implementing the 87 Hz-characteristic in connection with a 2.2 kW inverter this motor can
provide a power of 2.2 kW in continuous operation. The load torque, related to the new rated speed
nN = 2440 min-1, is Mstat = 1.25 Nm. The new motor torque, related to nN = 2440 min-1 and PN =
2.2 kW, is MN = 8.6 Nm.
F 0.77 m
F
v I
G
s
= 91.2 m G J = 91.2 5500kg G
2440min
Hn K
GH
FG J + J IJ n
H hK
2
JX
I
JJ
JK
= 0.0497kgm2
MH_req =
MH_req
MN
9.55 t a
+ Mstat = 9Nm
9Nm
=105% <130%
8.6Nm
The 87 Hz-characteristic is permissible.
9.5.6
Speed control
The characteristics of the AC squirrel-cage motor in connection with a frequency inverter are
improved by the option speed control
The following components are required additionally:
Encoder mounted to the motor

Speed controller integrated in the inverter
The following drive specific characteristics are achieved by speed control:
Control range of the speed up to 1:100 at fmax = 50 Hz

Load dependency of the speed < 0.3% related to nN and step change M = 80 %
Transient recovery time in the case of load variation is reduced to approx. 0.3 - 0.6 s
With the corresponding inverter assignment the motor can, for a short time, even produce torques
which exceed its pull-out torque at mains operation. Maximum acceleration values are reached if the
motor is dimensioned for fmax < 40 Hz and the base frequency is set to 50 Hz.
72
Calculation example
travel drive
9.5.7
Synchronous operation
With the Synchronous operation function, a group of asynchronous motors can be operated angular
synchronously to one another or in a proportional ratio, that can be adjusted.
The following components are required in addition:
Encoder mounted to the motor

Synchronous operation controller/speed controller integrated in the inverter
The following tasks can be carried out:
Angular synchronous operation of 2 to 10 drives (electric wave)

Proportional operation (settable synchronous reduction ratio, electronic gear unit)
Temporary synchronous operation with internal acquisition of the offset angle during free-running
(flying scissors)
Synchronous operation with offset without new reference point (torsion test stand, generation of
unbalance in vibrators)
Synchronous operation with offset and new reference point (transfer conveyor)
Example: flying scissors

A continuously moved plastic rope is to be embossed at an exact distance of one meter.
Input data:
5400784AXX
Fig. 54: Flying scissors
Rate of feed:
max. travel distance of the die:
Weight of the forming die:
Duration of the embossing
process:
0.2 m/s
1m
50 kg
1 s 0.4 m
To simplify matters, the diameters of the sprocket wheels are identical (215 mm). The conveyor belt
is defined with R63 DT71D4 (i = 42.98) calculated for an inverter frequency of 30 Hz. If possible the
same gear unit is to be implemented for feeding the die.
Explanation:
The 30 Hz of the conveyor belt were selected with identical gear unit reduction in order to enable the
die to catch up fast with the conveyor. This is not absolutely essential. If different gear ratios are
selected, an adjustment in the synchronous operation electronic can be programmed.
Process:
The completed embossing in synchronism with the drives is followed by a limited period in
free-running mode of the die drive. The distance of the axes, however, is continuously recorded.
Additionally, a so-called slave counter can be programmed. Using the programmed number of pulses,
this calculates a new reference point with an offset equal to the embossing distance. The embossing
axis uses the free-running period for returning to the zero point. A light barrier mounted at the zero
point disables free-running with a binary signal to the synchronous operation controller. The
embossing axis travels to the new reference point. The embossing process is started by a programmable output relay in the inverter (slave in position).
73
Calculation example
travel drive
s [m]
2
1
1m
-1
Return
travel
10
t [s]
Synchronous
operation
(Emboss)
-2
5500785AEN
Fig. 55: Distance-time diagram of the flying scissors
After 2 seconds, the returning distance (800 mm, 200 mm reserve) is to be covered.
Using the general kinematics formulae, the drive must travel at 0.55 m/s with an acceleration of 1
m/s2, which corresponds to an inverter frequency of:
m
s 30Hz 85Hz
f=
m
0.2
s
0.55
This means that the same drive as for the conveyor belt can be implemented, with the 87 Hz
characteristic suggesting itself. The determination of the power is to be carried out as in the previous
examples.
Catching-up must be carried out within approx. 1 second, with the inverter traveling at fmax.
The acceleration is defined by the set KP-control factor. Accordingly 2 seconds are left for embossing,
which still leaves some reserve.
As can be seen in the distance-time-diagram, it is important for project planning that the return travel,
just before reaching the embossing mark, should be completed, in order to avoid unnecessarily long
catch-up distances.
74
Calculation example drive

units for vertical motion
10
Calculation example drive units for vertical motion
10.1
Input data
10
Drive units for vertical motion require the major portion of their torque already in non-accelerated
(quasi-stationary) state. For this reason only a small percentage of the torque is required for
accelerating the masses (exception: hoist with counterweight).
Weight of hoist frame:
Load weight:
Hoisting speed:
Sprocket diameter:
Load efficiency:
Gear unit efficiency:
= L G < 0.85
1 drive, direct drive
5600786AXX
m0
mL
v
D
L
G
= 200 kg
= 300 kg
= 0.3 m/s
= 250 mm
= 0.90
= 0.95
50% cdf
A pole-changing motor with a speed ratio of 4:1 is

to be used.
Fig. 56: Hoist
10.2
Motor calculation
Pstat
m g v
=
=
1000
m
m
0.3
2
s
s
=1.73 kW
1000 0.85
500 kg 9.81
The selected motor power should be greater than the calculated static (quasi-stationary) power.
Due to the required power, the motor is selected at maximum speed. The speed ratio of 4:1 is ideal
for a 8/2-pole motor.
DT100LS 8/2 BMG
= 0.45/1.8 kW
PN
nM
= 630/2680 min-1
MH = 10.9/14.1Nm
JM
= 48.1 10-4 kgm2
Z0
= 2600/9000
MB = 20 Nm
MU = 1.6 MH (8pol.) = 17.5 Nm
Data from Geared Motors catalog
F 0.3 m
F
v I
G s
= 91.2 m G J = 91.2 500 kg G
n
H K
GH 2680 min
2
JX
I
JJ
JK
= 0.00057 kgm2
75
10

Static motor torque:
Mstat =
Pstat 9550 1.73 kW 9550

=
= 6.2Nm
nM
2680 min 1
Important:
The load supports the motor downwards and counteracts upwards. Consequently, in some cases
different formulae must be used for the following calculations for vertical motion upwards and
downwards ( Sec. 8.6).
10.2.1
Upwards motion
Run - up time:
FG J
H
IJ
K
FG
H
IJ
K
JX
0.00057
nM
kgm2 2680 min 1
0.00481 +
0.85
tA =
. s
=
= 019
9.55 MH Mstat
9.55 141
. 6.2 Nm
M
Start - up acceleration:
m
m
v 0.3 s
aA = =
=1.58 2
t A 019
. s
s
Start - up distance:
sA =
m
1
1
t A v 1000 = 019
. s 0.3 1000 = 28.5mm
s
2
2
Switching time from 2 to 8pole:

tU =
cJ
+ J X n2 n1
hc
9.55 MU + Mstat
h
j
2
tU =
c0.00481 + 0.00057 0.85 hkgm c2680 630 hmin

9.55 e17 .5 + 6.2 0.85 jNm
2
= 0.05 s
Switching time lag:
F n I 0.3 m FG1 630 min IJ

v G1
s H 2680 min K
n JK
H
m
=
=
= 4.6
1
M1
aU
M2
tU
0.05 s
s2
Switching distance:
sU =
76
F
GH
I
JK
F
GH
I
JK
n
m
1
1
630 min 1
tU v 2 1000 1 + 1 = 0.05 s 0.3 1000 1 +
= 9.3mm
n2
s
2
2
2680 min 1

10
For the calculation of the braking characteristics a speed change resulting from a delay must be
taken into account. This delay occurs between motor switching and brake actuation.
n =
9.55 Mstat 2 t 2
JM + J X
t 2 = 0.015 s
n =
9.55 6.2Nm 0.85 2 0.015 s

2
0.00481kgm + 0.00057 kgm 0.85
=121 min 1
Braking time:
tB =
cJ
+ J X n n
hc
9.55 MB + Mstat
h
j
2
tB
c0.00481 + 0.00057 0.85 hkgm c630 121hmin

=
9.55 e20 + 6.2 0.85 jNm
= 0.011s

v
aB =
1
nM1 n
m 630 121 min
0.3
m
nM 2
s
2680 min 1
=
= 5.2 2
tB
0.011s
s
Braking distance:
F
GG
GH
n
nM1
n
2 + 1 t nM1 n
sB =10 3 v M1 t 2
B
nM 2
nM1
2
nM1
I
JJ
JK
F
GG
GH
I
JJ
JK
121
630
m
630
2 + 1 0.011s 630 121 =1.3mm
0.015 s
sB =10 3 0.3
s 2680
630
2
630
Stopping accuracy:
X B 012
. sB = 012
. 1.3mm = 016
. mm
Starting frequency:
with
PL 1.72 kW
=
= 0.96 and ED = 50% is K P 0.32
PN 1.8 kW
1
Z perm = Z 0
MX
MH
JM + J Z +
JM
JX
c
K P = 2600
h
6.2Nm
c
. Nm
141
0.32 = 409
h
0.00057
kgm2
0.00481 +
0.85
0.00481kgm2
1
FG
H
IJ
K
77
10

10.2.2
Downwards motion
As the motor is operated in regenerative mode, the synchronous speed 3000 min-1, resp. 750 min-1
is inserted for the motor speed for the calculation of the downwards travel.
Run -up time:
tA =
FG J
H
IJ
K
FG0.00481 + 0.00057 IJ kgm 3000 min

H
0.85 K
=
j
9.55 e141
. + 6.2 0.85 jNm
JX
nM
9.55 MH + ML
= 0.09 s
Start -up acceleration:

v
aA =
nS 2
nM 2
0.3
=
tA
m 3000 min 1
m
s 2680 min 1
= 3.7 2
0.09 s
s
Start-up distance:
sA =
1
3000
1
n
m
t A S 2 v 1000 = 0.09 s
0.3 1000 =15mm
2
2
2680
nM 2
s
Switching time:
tU =
cJ
hc
+ J X nS 2 nS1
9.55 MU ML 2
j
2
tU
c0.00481 + 0.00057 0.85 hkgm c3000 750 hmin

=
9.55 e17 .5 6.2 0.85 jNm
2
.s
= 01
Switching time lag:
aU =
F
GH
nS 2
n
v 1 S1
nM 2
nS 2
I 3000 0.3 m F1 750 I

JK 2680 s GH 3000 JK m
=
= 2.5
.s
01
tU
s2
Switching distance:
sU =
F
GH
I
JK
FG
H
IJ
K
n
1
n
1
3000
m
750
tU S 2 v 1000 1 + S1 = 01
. s
. mm
0.3 1000 1 +
= 201
nM 2
2
nS 2
2
2680
s
3000
Braking time:
tB
78
cJ
=
hc
9.55 MB ML
h = c0.00481 + 0.00057 0.85 hkgm c750 +121hmin

j
9.55 e20 6.2 0.85 jNm
+ J X nS1 + n
2
= 0.03 s

10

nS 2
n + n 3000
m 750 +121
v S1
0.3
nM 2
nS 2
3000 = 3.2 m
s
aB =
= 2680
0.03 s
tB
s2
Braking distance:
F
GG
GH
n
n
sB =10 3 v S 2 S1 t 2
nM 2 nS 2
n
2 + 1 t nS1 + n
B
nS1
nS1
2
nS1 +
F
GG
GH
m 3000 750
sB =10 3 0.3
0.015 s
s 2680 3000
I
JJ
JK
I
JJ
JK
121
2 + 1 0.03 s 750 +121 = 2.8mm
750
750
2
750 +
Stopping accuracy:
X B 012
. sB = 012
. 2.8mm = 0.3mm
Starting frequency:
with
PL 2 1.72 kW 0.85 2
=
= 0.69 and ED = 50% is K P 0.55
PN
1.8 kW
MX
4.5Nm
1
c
c
MH
141
. Nm
Z perm = Z 0
0.55 = 885
K P = 2600
2
JM + J Z + J X
h
h 0.00481 + 0.00057 0.85 kgm
JM
2
0.00481kgm
1
The permissible number of cycles is determined as follows:

Z cycle =
Z1 perm Z 2 perm
Z1perm + Z 2 perm
409 885 c
c
= 280
409 + 885 h
h
The additional heating-up when switching from the high to the low speed reduces the permissible
starting frequency depending on the type of motor. In our case the reduction factor is 0.7.
Subsequently a maximum 196 cycles (upwards and downwards motion) is possible.
The calculation of the gear unit is carried out as shown in the previous example.
79
10

10.3
Hoisting application with frequency inverter
The drive unit for vertical motion is to be equipped with a frequency controlled drive.
10.3.1
Input data
Weight of hoisting frame:

Hoisting speed:
Base frequency:
Acceleration/deceleration:
Setting range:
L:
= L G = 0.83
10.3.2
m0
v
fbase
a
1:10
0.9
= 200 kg
= 0.3 m/s
= 50 Hz
= 0.3 m/s2
Load weight:
mL = 300 kg
Sprocket diameter:
D = 250 mm
max. frequency:
fmax = 70 Hz
Cyclic duration factor: 50 % cdf
Helical-bevel gear unit without additional
gear G:
0.92
Calculation of power
static power:
Pstat
m g v
=
=
1000
m
m
0.3
2
s
s
=1.77 kW
1000 0.83
500 kg 9.81
The selected motor power is to be greater than the calculated static (quasi-stationary) power.
Note:
Hoisting applications operated on an inverter should generally be dimensioned for a maximum
frequency of 70 Hz. If the drive reaches the maximum speed at 70 Hz instead of 50 Hz, the gear ratio
and thus the torque ratio increases by 1.4 (70/50). If the base frequency is now set to 50 Hz the
output torque increases by factor 1.4 until to the base frequency is reached and then continuously
drops down to factor 1.0 at 70 Hz. With this setting, a torque reserve of 40% is projected up to the
base frequency. This provides increased starting torque and more safety for hoisting applications.
Assuming that the dynamic power of hoists without counterweight is considerably small (< 20% of
the static power), the motor can be determined by calculating Pstat.
In this example:
Pstat = 1.77 kW
selected motor PN = 2.2 kW
inverter PN = 2.2 kW
For thermal reasons and also due to the better magnetization, it is recommended to select the motor
for hoisting applications one type size larger. This applies in particular if the static power almost
reaches the rated power of the motor. In the present example the difference is large enough, so that
the motor does not need to be overdimensioned.
Subsequently, the following motor was selected:
DT100LS 4 BMG
PN
= 2.2 kW
nM
= 1400 min-1 (at 50 Hz); 1960 min-1 (at 70 Hz)
JM
= 0.00481 kgm2
MB = 40 Nm
Data from the Geared Motors catalog
80

10
F 0.3 m
F
v I
G s
= 91.2 m G J = 91.2 500 kg G
Hn K
GH1960 min
2
JX
Mstat =
MH _req
I
JJ
JK
= 0.001kgm2
Pstat 9550 1.77 kW 9550

=
= 8.6Nm
nM
1960 min 1
FG J
H
=
IJ
K
JX
nM
+ Mstat
9.55 t A
With an assumed acceleration of 0.3m/s2, the run-up time is tA = 1 s.
MH _req
FG0.00481 + 0.001 IJ kgm

H
0.83 K
=
1960 min 1
+ 8.6Nm = 9.8Nm
9.55 1s
This shows, that with hoisting applications the acceleration torque represents only a small percentage
compared to the static load torque.
As already mentioned, the starting torque must be smaller than 130 % of the rated torque, calculated
from the rated power, provided by the inverter.
MN =
PN 9550 2.2 kW 9550

=
=10.7 Nm
nM
1960 min 1
MH _req 9.8Nm
=
= 92% < 130%
10.7 Nm
MN
Preq =
MH _erf nM 9.8Nm 1960 min 1

=
= 2.02 kW
9550
9550
In the same way, the power of all operating status are now calculated. It is important to pay attention
to the effective direction of the efficiency and to the traveling direction (up/down)!
without load up
with load up
without load down
with load down
static power
0.71 kW
1.77 kW
-0.48 kW
-1.20 kW
static + dynamic start-up power
0.94 kW
2.02 kW
-0.25 kW
-0.95 kW
static + dynamic deceleration power
0.48 kW
1.52 kW
-0.71 kW
-1.45 kW
81
10

10.3.3
Braking resistors
In order to be able to make a statement about the required rated power of the braking resistor, the
travel cycle must be regarded in detail.
Assumed travel cycle (two times per minute = 4 braking phases per 120 s):
P [kW]
up, with load
down, without load
up without load
down, with load
2.0
1.5
1.0
0.5
0
5
1
6
2
12
10
11
13
14
-0.5
15
7
t[s]
-1.0
-1.5
-2.0
5700795AEN
Fig. 57: Travel cycle
The shaded areas correspond to the regenerative braking work. The cyclic duration factor of a braking
resistor is related to a cycle duration of 120 s. In our case the braking resistor operates 7 seconds
per duty cycle and thus 28 seconds per reference period. The cyclic duration factor thus is 23 %. The
average braking power is calculated from the individual powers:
PB _average =
P1 t1 + P2 t 2 +...+ Pn t n
t1 + t 2 +...+t n
The intermediate calculation corresponds to the calculation of the areas of the illustration above:
P1 t1 =
0.25
kW 1s = 0125
. kWs
2
P2 t 2 = 0.48 kW 1s = 0.48 kWs
FG
H
P3 t 3 = 0.045 +
IJ
K
0.71 0.045
kW 0.9 s = 0.34 kWs
2
P4 t 4 = 0.048 kW 0.5 s = 0.024 kWs

P5 t 5 =
0.95
kW 1s = 0.475 kWs
2
P6 t6 =1.2 kW 1s =1.2 kWs
FG
H
P7 t 7 = 012
. +
IJ
K
1.45 012
.
kW 0.9 s = 0.707 kWs
2
P8 t 8 = 012
. kW 0.5 s = 0.06 kWs
82

10
The average braking power is:
PB _average =
3.41kWs
= 0.5 kW
6.8 s
The maximum braking power is PB_max = 1.5 kW. This value must not exceed the value listed in the
table for the selected braking resistor at 6 % cdf.
For a frequency inverter type MOVITRAC 31C022 for operation with a 2.2 kW motor, the selection
table for braking resistors looks as follows:
(Extract from the table BW... braking resistors for MOVITRAC 31C...-503 from the MOVITRAC
31C Frequency Inverters catalog.)
Braking resistor type
Load capacity at
100% cdf1)
50% cdf
25% cdf
12% cdf
6% cdf
BW200-003 BW200-005 BW100-003 BW100-005 BW100-002 BW100-006 BW068-002 BW068-004

0.23 kW2)
0.31 kW
0.43 kW
0.58 kW
1.02 kW
0.45 kW2)
0.60 kW
0.79 kW
1.06 kW
1.76 kW
0.23 kW2)
0.31 kW
0.42 kW
0.59 kW
1.04 kW
0.45 kW2)
0.60 kW
0.83 kW
1.11 kW
2.00 kW
0.2 kW
0.4 kW
0.6 kW
1.2 kW
1.9 kW
0.6 kW
1.1 kW
1.9 kW
3.5 kW
5.7 kW
0.2 kW
0.4 kW
0.6 kW
1.2 kW
1.9 kW
0.4 kW
0.7 kW
1.2 kW
2.4 kW
3.8 kW
Observe the regenerative power limit of the inverters!

(= 150 % of the recommended motor power; refer to Technical Data)
Resistance value
Trip current of F16
200 10%
0.23 A
Design
Electrical connections
100 10%
0.46 A
0.40 A
1.8 A
0.8 A
Wire resistor on ceramic core
Connecting lead, length approx. 500 mm
Ceramic terminals for 2.5 mm2
IP 54
IP 20 (when mounted)
Ambient temperature
1.4 A
-20...+45C
Type ofcooling
for MOVITRAC
0.72 A
Flat-pack design
Enclosure
0.79 A
68 10%
KS = Self-cooling
31C005...31C015
31C022...31C030
1)
cdf = cyclic duration factor of the braking resistor in % related to a cycle duration TD of # 120 s.
2)
The load capacity applies to horizontal mounting. If mounted vertically, these values decrease by 10 %.
In the line with 25 % cdf, the matching braking resistor is found at 0.6 kW effective output:
either BW100-002 or BW068-002.
For further technical data and notes on project planning for the selection of braking resistors, please
refer to the MOVITRAC31C Frequency Inverters catalog and to Drive Engineering-Practical
Implementation Volume 5.
The calculation of the gear unit is carried out as demonstrated in the previous example.
When comparing the frequency-controlled drive with the pole-changing motor, the following advantages for the operation with frequency inverters can be named:
Starting frequency practically unlimited

Stopping accuracy improves corresponding to the slower positioning speed
Traveling behavior (acceleration and deceleration) are improved considerably and can be set.
83
11
Calculation example
chain conveyor
11
Calculation example chain conveyor with frequency inverter
11.1
Input data
A chain conveyor is to transport wooden boxes with a speed of 0.5 m/s up a slope of = 5. There
are maximum 4 boxes with 500 kg each on the conveyor. The chain itself has a weight of 300 kg. The
friction factor between chain and base is specified at = 0.2. A mechanical cheek is mounted at the
end of the chain conveyor, which has the function of straightening up the boxes before they are
pushed onto a second conveyor belt. During this process, the box slides on the chain with a friction
factor of = 0.7.
A helical-worm gear unit, frequency-controlled up to approx. 50 Hz, is to be implemented.
v
= 0.5 m/s
= 5
mL = 2000 kg
m0 = 300 kg
Chain = 0.2 (between chain and base)
Box = 0.7 (between box and chain)
a
= 0.25 m/s2 (desired acceleration)
D
= 250 mm (sprocket diameter)
5800796AXX
Fig. 58: Chain conveyor
11.2
Motor calculation
Resisting forces:
1. Slope with friction:
Direction of force upwards!
FS = FG
sin +
cos
= tan , = arctan 0 ,2
and
The weight contains the weight of the 4 boxes and half of the weight of the chain.
FS = 2000 +150 kg 9.81
m
s
sin 5 +11.3
cos11.3
h = 6040N
2. Sliding friction (box-chain) on the slope:

Direction of force downwards!
FS = FG
sin
cos
h = 4900N sinc35 5 h = 2990N

cos 35
= arctan 0.7
Depending on the reduction gear ratio, the efficiency of a helical-worm gear unit is considerably
different. For this it is recommended to calculate with a temporarily assumed efficiency of 70 %, since
at this point the required torque and gear ratio are not yet calculated.
This requires a subsequent check calculation.
The efficiency of the chain is to be calculated with 0.9 according to the table.
84
Calculation example
chain conveyor
11
static power:
Pstat
m
9030N 0.5
F v
s = 7 .17 kW
=
=
0.7 0.9 1000
As the chain conveyor is operated continuously without a break, a motor with a rated power greater
than the maximum static power is selected. In short-time operation, a smaller motor can be used
here in many cases. This, however, requires an exact thermal check calculation at SEW.
Motor selected:
DV 132M 4 BM
PN
= 7.5 kW
nM = 1430 min-1
JM
= 0.03237 kgm2
MB = 100 Nm
External moment of inertia and motor torque:
F 0.5 m
F
v I
G s
= 91.2 m G
= 91.2 c2000 + 300 hkg G
J
Hn K
GH1430 min
2
JX
Mstat =
= 0.026 kgm2
Pstat 9550 7 .17 kW 9550

=
= 47 .9Nm
nM
1430 min 1
FG J
H
=
IJ
K
JX
nM
+ Mstat
9.55 t A
MH
I
JJ
JK
With an assumed acceleration of 0.25 m/s2, the start-up time is tA = 2 s.
MH
FG0.03237 + 0.026 IJ kgm

H
0.63 K
=
1430 min 1
9.55 2 s
+ 47 .9Nm = 53.4Nm
The starting torque here is related to the worst case, which is if 4 boxes are on the chain and one of
these is at the cheek.
As already mentioned, the starting torque must be smaller than 130% of the rated torque, calculated
from the rated power, provided by the inverter.
MN =
PN 9550 7 .5 kW 9550
. Nm
=
= 501
nM
1430 min 1
MH 53.4Nm
=
= 107% < 130%
. Nm
MN 501
Frequency inverter to be used: MOVITRAC 31C075
85
11
Calculation example
chain conveyor
11.3
Gear unit selection
Output speed:
m
0.5 60000
v 60000
s
na =
iV =
1 = 38.2 min 1
D
250mm
Gear unit ratio:
i=
nM 1430 min 1
=
= 37 .4
na
38.2 min 1
Service factor:
During operation with 16 hours/day and 10 cycles/hour the following service factor is calculated:
( Chapter 7 Gear units, Fig. 45 Required service factor fB)
Mass acceleration factor =
Jext 0.026 kgm2

=
= 0.8 Load classificationII
JMot 0.032 kgm2
fB = 11
.
Selection of the gear unit:

Here a gear unit S97 with na = 38 min-1, Mamax = 1650 Nm with fB = 1.7 can be selected.
Checking the efficiency:

In the table 0293604 in the geared motors catalog, an efficiency of 86% is listed for this gear unit.
As at the beginning an efficiency of 70 % was assumed, it is now possible to check, whether a smaller
drive would be sufficient.
m
s = 5.83 kW
=
0.86 0.9 1000
9030N 0.5
Pstat
The next smaller motor with a rated power of 5.5 kW is too small.
Consequently the selected motor is: S97 DV132M 4 BMG.
86
Calculation example
roller conveyor
12
Calculation example roller conveyor with frequency inverter
12.1
Input data
12
Steel plates are to be transported using roller conveyor drive systems. One steel plate measures
3000 1000 100 mm. Eight steel rollers with a diameter of 89 mm and a length of 1500 mm are
arranged for each of the conveyors. Three conveyors are supplied by one frequency inverter. The
sprockets have 13 teeth and a module of 5. The bearing axle diameter of the rollers is d = 20 mm.
Always only one plate at a time can be conveyed per belt.
The maximum speed is 0.5 m/s, the maximum permissible acceleration is 0.5 m/s2.
5900797AXX
Fig. 59: Roller conveyor with multi-motor drive system
6000798AXX
v
aperm
D
dI
DK
m
= 0.5 m/s
= 0.25 m/s2 (desired acceleration)
= 89 mm (outside diameter of the rollers)
= 40 mm (inside diameter of the rollers)
= 65 mm (sprocket diameter)
= 2370 kg (steel plate)
Fig. 60: Arrangement of the chains
12.2
Motor calculation
Rolling resistance:
The weight of the plate with a density of 7.9 kg/dm3 (steel) and a volume of 300 dm3 is m = 2370 kg.
The resistance to motion is calculated in the same manner as for travel drive systems:
IJ IJ cc, f Chapter 17 , appendix with tables h

K K
m F 2
1
F
I I
= 2370 kg 9.81
G
G0.005 20mm + 0.5mmJ + 0 J = 310N
K K
2
s H 89mm H
FF = m g
FF
F 2 FG
GH D H
1
d + f + c
2
Static power:
Important now is the efficiency.
According to the table, the efficiency of chains is = 0.9 per complete contact. In our case, the chain
arrangement consists of seven complete chain contacts.
Subsequently the overall efficiency is:
tot cchain h = X
X = 7 = number of contacts
tot cchain h = 0.9 7 = 0.48

87
12
Calculation example
roller conveyor
Subsequently the required static motor power is:
Pstat
m
310N 0.5
FF v
s = 0.34 kW
=
=
G tot cchain h 0.95 0.48 1000
External moment of inertia and motor torque:

In this case, the external moment of inertia divides into the moment of inertia of the plate and the
moment of inertia of the rollers. The moment of inertia of the chains can be ignored under these
conditions.
1. plate
F 0.5 m
F
v I
G s
= 91.2 m G
= 91.2 2370 kg G
J
n
H K
GH1400 min
2
JX
I
JJ
JK
= 0.0276 kgm2
2. rollers
m =V
FG D l IJ FG d l IJ
H4
K H4
K
F
I F
V = G 89 mm 1500mmJ G 40 mm
H4
K H4
V=
m = 7 .03dm3 7 .9
kg
dm3
IJ
K
1500mm = 7032062mm3 = 7 .03dm3
= 56 kg
The moment of inertia of a hollow cylinder is:

J=
1
m ra2 + rI2
2
J=
1
56 kg 0.0445 2 + 0.020 2 m2 = 013
. kgm2
2
j
j
In order to have a common reference point for the moment of inertia of the motor and the external
moment of inertia, the external moment of inertia must be reduced by the gear unit ratio.
JX
FnI
= J G
H n JK
88
Calculation example
roller conveyor
12
The output speed is calculated from the speed of the plates and the roller diameter.
m
v 1000 60 0.5 s 1000 60
na =
=
= 107 .3 min 1
D
89mm
Subsequently the moment of inertia of one roller with reference to the motor shaft is:
J X = 013
. kgm
F107 .3 min I
G
H 1400 min JK
1
= 0.000764 kgm2
The total external moment of inertia then is:

J Xtot = J Xplate + J Xrollers = 0.0276 kgm2 + 7 0.000764 kgm2 = 0.03295 kgm2
Dynamically required starting torque for acceleration of the load (without motor) at the gear unit input
side, for estimation of the motor power.
Mdyn _load
2
JX
nM 0.03295 kgm 1400 min 1
=
= 0.95 0.48
= 10.59Nm
9.55 t A
9 ,55 1s
Pdyn _load =
Mdyn _load nM
9550
10.59Nm 1400 min 1

= 1.55 kW
9550
The total power required (without acceleration power of the motor mass, which is not yet known) is
Ptot = Pstat + Pdyn _load = 0.34 kW +1.55 kW = 1.89 kW
A 2.2 kW motor is selected.

DT 100LS4 BMG
= 2.2 kW
PN
nN
= 1400 min-1
JM
= 48.1 10-4 kgm2
as a result
MH
FG0.00481 + 0.03295 IJ kgm

H
0.95 0.48 K
=
MN =
1400 min 1
9.55 1s
+ 2.3Nm = 13.6Nm
PN 9550 2.2 kW 9550

=
= 15.0Nm
nM
1400 min 1
MH 13.6Nm
=
= 91% < 130%
MN 15.0Nm
89
12
Calculation example
roller conveyor
With multi-axis drive systems the following is important:
For compensation of the lead capacities, an output filter is recommended for group drive systems.
Decisive for the selection of the frequency inverter is the sum of the motor currents.
According to the catalog, the rated current of the selected motor is 4.95 A. Consequently, a frequency
inverter with a rated output current of 3 4.95 A = 14.85 A or more is required.
The MOVITRAC 31C075-503-4-00 (16 A) is selected.
The selection of the gear unit is carried out according to the previous example and results in the
following drive:
FA67 DT100LS 4 BMG
i = 11.31
PN = 2.2 kW
MA = 187 Nm
fB = 2.9
90
1400/107 min-1
MB = 20 Nm
Calculation example
rotary table drive
13
Calculation example rotary table drive
13.1
Input data
13
Four workpieces are to be turned by 90 every 30 seconds for machining . The process of turning is
to be completed within 5 seconds and the maximum acceleration must not exceed 0.5 m/s2. The
permissible positioning tolerance is 2 mm, related to the outside diameter of the table.
6100800AXX
Fig. 61: Rotary table drive
Technical Data:
Diameter of the table:
Weight of the table:
Weight of the workpiece:
2000 mm
400 kg
70 kg (distance between center of gravity and axis of
rotation: lS = 850 mm)
Additional reduction via ring gear:
iV = 4.4
The steel/steel bearing has a diameter of 900 mm.
The rolling friction factor L is specified at 0.01.
13.2
Motor calculation
Calculation of the moment of inertia of the motor:

1. table
JT =
1
1
m r 2 = 400 kg 12 m2 = 200 kgm2
2
2
2. workpieces
JW = 4 JS + m IS2
JS = Steiner term of the workpiece
IS = Distance between the center of gravity of the workpiece - center of rotation
As the workpieces are located symmetrically around the center of rotation, a simplified calculation
of
JW = 4 m r 2 = 4 70 kg 0.85 2 m2 = 202.3 kgm2
is possible.
91
13
Calculation example
rotary table drive
The moment of inertia of the annular gear is to be ignored in this case. With this the total external
moment of inertia is:
J X = JT + JW = 200 kgm2 + 202.3 kgm2 = 402.3 kgm2
Calculation of speed and run-up time:

Input data for the acceleration a = 0.5 m/s2
v=
s=
a t
ca t h
4 a s
2
circumference of the table 6.283m
=
= 1.57 m
4
4
0.5
v=
m
4.5 s
s2
FG0.5 m 4.5sIJ
K
H s
4 0.5
m
1.57 m
s2
= 0.43
m
s
m
v 60 0.43 s 60
=
= 41
n=
. min 1
U
6.283m
m
v
s = 0.86 s
tA = =
m
a 0.5
s2
0.43
Power calculation:
As the external moment of inertia of the turntable normally is considerably higher than the motor
moment of inertia, the starting power can already be calculated accurately enough at this point with
the starting power for the external moment of inertia.
Ptot = Pdyn + Pstat

Pdyn =
Pstat =
402.3 kgm2 41
J X nT2
. 2 min 2
= 0.096 kW
=
91200 t A
91200 0.86 s 0.9
m g L d nT
=
2 1000 9550
m
0.01 900mm 41
. min 1
s2
= 0.014 kW
2 1000 9550 0.9
680 kg 9.81
Ptot = 0.096 kW + 0.014 kW = 011

. kW
Selected motor:
DT 63K4 B03
PN
= 0.12 kW
nM
= 1380 min-1
JM
= 0.00048 kgm2
MB
= 2.4 Nm
92
Calculation example
rotary table drive
13
External moment of inertia and motor torques:
FnI
G
H n JK
JX = JX
F 41. min I
G
H1380 min JK
= 402.3 kgm
Pstat 9550
. Nm
= 01
nM
MH
FG J
H
=
MH
FG0.00048 + 0.00355 IJ kgm

H
0.9 K
=
IJ
K
JX
nM
+ Mstat
9.55 t A
1380 min 1
. Nm = 0.84Nm
+ 01
9.55 0.86 s
MN =
= 0.00355 kgm2
Mstat =
. kw 9550
012
1380 min 1
= 0.83Nm
Consequently a safe start-up is guaranteed.

Checking the stopping accuracy:
The motor is to be decelerated mechanically from 5 Hz (R 1:10).
Braking time:
tB =
cJ
+ J X nM
9.55 MB + Mstat 2
Braking from minimum velocity v = 0.043 m/s nM = 138 min-1.

2
tB =
c0.00048 + 0.00355 0.9 hkgm 138 min

9.55 e2.4 + 01
. 0.9 jNm
2
= 0.021s
m
0.043 2
v
s = 2.0 m
aB =
=
0.021s
tB
s2
Braking distance:
FG
H
sB = v 1000 t 2 +
IJ
K
FG
H
IJ
K
1
m
1
t B = 0.043 1000 0.003 s + 0.021s = 0.6mm
2
s
2
Stopping accuracy:
X B 012
. sB = 012
. 0.6mm = 0.072mm
This value contains the brake reaction time but not the external influences on delay (e.g. PLC
calculation times).
93
13
Calculation example
rotary table drive
13.3
Selection of the gear unit
Gear unit ratio:
i=
nM
nAcGear h iV
1380 min 1
41
. min 1 4.4
= 76.5
Output torque:
In the case of operation with 16h/day and Z = 120 c/h (with 360 load variations per hour due to
start-up, switching to low speed and braking)
J X cMot h
JMot
0.00355 kgm2
0.00048 kgm2
= 7 .4
Load classification III
the required service factor is fB = 1.7.

MA =
PN 9550
012
. kW 9550
1.7 = 108Nm
fB =
n AcGear h
41
. min 1 4.4
Selected drive:
R40 DT63K4 B03
i
= 72.42
fB
= 1.65
MA = 60 Nm
Gear unit backlash:
The gear unit backlash on the output side for this gear unit is 0.44. Converted to the circumference
of the table, this corresponds to a distance of 1.2 mm.
This means, that the by far greatest portion of the backlash of the drive system results from the
additional gear. For information on this value, please refer to the manufacturer in each individual case.
94
Calculation example
belt conveyor
14
Calculation example belt conveyor
14.1
General
14
6200806AXX
Fig. 62: Belt conveyor
Calculation to DIN 22101 Roller belt conveyor:

Resistance forces:
In order to determine the forces of resistance and the powers resulting from these, the forces
occurring at the belt conveyor are divided into:
Primary resistances
FH
Secondary resistances
FN
Slope resistances
FSt
Special resistances
FS
Primary resistances:
The primary resistance FH of the upper and lower strand is determined together for upper and lower
strand. (Assumption: linear relation between resistance and moved load.)
FH = L f g
FG mR + e2 m'G + m'L j cos IJ

HL
K
L = length of the conveyor in m

f = fictive friction factor ( sec. 17 appendix with tables); Assumption: f = 0.2
g = 9.81 m/s2
mR = total mass of the rollers
mL = maximum load moved in kg/m
= average slope of the conveying distance
Secondary resistances:
Inertial and frictional resistance between material to be conveyed and belt at a feeding location
Frictional resistance between material to be conveyed and side shoot
Frictional resistance due to belt cleaner
Belt bending resistances
95
14
Calculation example
belt conveyor
The total of the secondary resistances is taken into account by the correction value C:
F
C =1 + N
FH
If the share of the secondary resistances of the total resistance is small, the correction value C can
be taken from the following table:
L [m]
< 20
20
40
60
80
100
150
200
300
2.5
2.28
2.1
1.92
1.78
1.58
1.45
1.31
L [m]
400
500
600
700
800
900
1000
1500
> 2000
1.25
1.2
1.17
1.14
1.12
1.1
1.09
1.06
1.05
Secondary resistance correction values C dependent on the conveying distance L
Slope resistance:
The slope resistance of the load to be conveyed results from the formula:
FSt = L g m'L sin

L
g
mL
= length of the conveyor [m]

= 9.81 m/s2
= maximum load conveyed [kg/m]
= average slope of the conveying distance
Special resistances:
Special resistances are all additional resistances not mentioned so far.
14.2
Input data
A belt conveyor transports 650 t of sand (dry) per hour. The maximum speed is 0.6 m/s. The speed
is to be adjustable mechanically by factor 3 down to 0.2 m/s. The conveying distance is 30 m. The
500 mm wide belt weighs 20 kg/m. The total weight of the rollers is approx. 500 kg. The belt drum
diameter is D = 315 mm.
14.3
Motor calculation
Primary resistance:
The main resistance FH of the upper and lower strand is determined together for upper and lower
strand. (Assumption: linear relation between resistance and moved load.)
FG m + e2 m + m j cos IJ
HL
K
I
m F 500 kg F
kg
kg I
= 30m 0.02 9.81
G
+ G 2 20
+ 300 J cos 0 J = 2100N
m
mK
K
s H 30m H
FH = L f g
FH
96
'
G
'
L
Calculation example
belt conveyor
14
Secondary resistances:
C =1 +
FN
FH
FN = C 1 FH = 2.4 1 2100N = 2940N
c h
Slope and special resistances do not occur.

Static power:
Pstat =
bFH + FN + FSt + FS g v
Without gear and variable speed gear efficiency this is:
Pstat =
c2100N + 2940N + 0 + 0 h 0.6 ms

0.9
= 3360W
Selected motor:
DV 112M 4 BMG
= 4.0 kW
PN
= 1420 min-1
nN
MH/MN = 2.1
JM
= 110.2 10-4 kgm2
External moment of inertia and motor torques:
1. Moment of inertia of the components in linear motion (material to be conveyed and belt)
J X1
FvI
= 91.2 m G
H n JK
J X1
F 0.6 m
kg
kg I G
F
s
= 91.2 30m G 2 20
H m + 300 m JK GG1400 min
H
I
JJ
JK
= 0171
. kgm2
2. Rollers (hollow cylinder: mtot = 500 kg, rA = 108 mm, rI = 50 mm)
JX 2 =
1
m rA2 + rI2
2
JX 2 =
1
. 2 + 0.050 2 m2 = 3.54 kgm2
500 kg 0108
2
j
j
97
14
Calculation example
belt conveyor
In order to have a common reference point for the moment of inertia of the motor and the external
moment of inertia, the external moment of inertia must be reduced by the gear ratio.
JX 2 = JX 2
Fn I
G
H n JK
m
v 1000 60 0.6 s 1000 60
= 106 min 1
=
nR =
dA
108mm
J X 2 = 3.54 kgm
F 106 min I
G
H1420 min JK
1
= 0.02 kgm2
The total external moment of inertia then is:

J X = J X1 + J X 2 = 0171
. kgm2 + 0.02 kgm2 = 0191
. kgm2
Motor rated torque and starting torque:
MN =
PN 9550 4.0W 9550

=
= 26.9Nm
nN
1420 min 1
MH = 21
. MN = 21
. 26.9Nm = 56.5Nm
Run-up time:
tA
FG J
H
=
IJ
K
JX
nM
9.55 MH Mstat
M
+ JZ +
. I
FG0.01102 + 0191
J kgm 1420 min
H
0.76 K
=
9.55 c56.5Nm 25.2Nmh
2
tA
= 1.25 s
Start-up acceleration:
m
v 0.6 s
m
aA =
=
= 0.48 2
t A 1.25 s
s
98
Calculation example
belt conveyor
14.4
14
Selection of the gear unit and the variable speed gear unit
Output speed:
m
0.6 60000
v 60000
s
na =
iV =
= 36.4 min 1
D
315mm
Extract from the Variable Speed Geared Motors catalog, VARIBLOC with helical gear unit.
Pm/Pa2
[kW]
na1 - na2
[min-1]
4.0/3.3
6.2 - 37
81.92
Ma1
Ma2
Type
m
[kg]
870
R 87 VU/VZ31 DV 112M4
155
[Nm]
1450
Referring to the maximum speed na2 a

R87 VU31 DV112M4 with i = 81.92
is selected.
Pa2 specifies the output rated power. This must be greater than the calculated load power.
In addition the maximum permissible torques dependent on the speeds must be checked.
Subsequently the drive is specified.
99
15
Calculation example
crank-rocker linkage drive
15
Calculation example crank-rocker linkage drive
15.1
General
With crank drives (in particular coupler curves), most complicated sequences of motion requiring
highest dynamics and consistent repeat accuracy can be realized in a mechanical way.
As such linkages having only turning and sliding parts produce a high expenditure of calculation,
which can almost only be coped with by corresponding calculation programs, the calculation of a
slider-crank drive system in particular is the subject of this chapter.
The slider-crank drive is used for converting a rotary into a translatory motion. The difference to the
already described drive systems is that the slider-crank drive changes its dynamic value at each point.
This is theoretically comparable with an additional gear, which continuously changes its gear ratio.
The approximative formulae used here for calculation are as follows for constant angular velocity:
r sin 2
2
v = r sin 1 + cos
s = r 1 cos +
g
a = 2 r bcos + cos 2 g
nA
r
s
v
a
= angular velocity = nA/30 [min-1]

= output speed [min-1]
= push rod ratio = crank radius/length of side rod
= crank angle [degree]
= crank radius [m]
= current travel distance of the load [m]
= current velocity of the load [m/s]
= current acceleration of the load [m/s2]
and thus
Pstat =
Pdyn =
bFW + WK g v
1000 L G
m a v
1000 L G
Pstat = current static power [kW]

Pdyn = current dynamic power [kW]
WK = additional force [N]
100
Calculation example
15
In order to calculate an exact power characteristic, the cycle would have to be checked by calculating
angular degree by angular degree. A computer program is of course destined for this and the SEW
project planning program, for example, calculates in this way.
An additional problem occurs if the speed of rotation is not constant. This is the case, for example,
when the drive is running-up. This can normally be ignored when calculating the power, if the crank
is started up while in dead center. If, however, the start-up positions deviate, the start-up process
must be checked separately due to the superposition of the crank dynamic and the motor dynamic.
In the following example, however, we only want to demonstrate the estimation of the power in a
simple way. For complicated applications please refer to special calculation programs.
15.2
Input data
A machine to transfer pallets pushes pallets weighing 500 kg from one roller conveyor to the other.
This is to take place with a rate of 30 pallets/min.
6300810AXX
Fig. 63: Crank-rocker drive system
Level arm of the rolling friction of wood on steel:

Crank radius:
Length of the push rod:
15.3
f
r
l
= 1.2
= 0.5 m
=2m
Motor calculation
To avoid calculating a lot of single points, we decide on two benchmark values.

1. The angle of maximum static power (max. speed, as P m g v)
2. The angle of maximum dynamic power (P m a v)
The larger of the two values determines the selection of the drive. In the case of drives with vertical
motion this will normally be the static portion, in the case of drives with horizontal motion this will
be the dynamic portion.
101
15
Calculation example
1. The maximum static power normally occurs where the speed is at its maximum.
This is the case where the crank and the push rod are at a right angle to each other.
side rod
crank
6400811AEN
Fig. 64: Point of maximum speed
Important at this point is the velocity.

Approximated this is:
v = r sin 1 + cos
= 2 n = 2 0.7 s 1 = 4.4 s 1
= arctan
v = 2.26
FG IJ = 76
Hr K
m
s
Resistance to motion and static power:
IJ IJ
K K
I
1
m F 2
F
I
= 500 kg 9.81
G
G0.005 60mm +1.2mmJ + 0.003 J = 70N
K
2
K
s H 250mm H
FF = m g
FF
F 2 FG
GH D H
1
d + f + c
2
P=
F v
m
s = 019
=
. kW
0.85 1000
70N 2.26
Pstat
102
Calculation example
15
2. The maximum dynamic power occurs where the product of acceleration and velocity reaches its
maximum. By differentiating with respect to the angle and setting the function to zero the
following value results with:
4 2 cos 4 + 9 cos 3 + 4 cos 2 cos = 0
c h
With =
c h
c h
r 0.5m
=
= 0.25 it follows that
l
2m
= 37
Subsequently, Pmax (to simplify matters without the moment of inertia of the rollers) at = 37 is:
Pdyn =
m a v
1000 L G
v = r sin 1 + cos = 16
.
m
s
a = 2 r cos + cos 2 = 9.05
Pdyn =
c hi
m
s2
m
m
16
.
2
s
s
= 8.6 kW
1000 0.9 0.95
500 kg 9.05
This shows, that the static power is of no great importance in this example.
The motor selected is the DV132M4BM with 7.5 kW, because, as already mentioned, this method of
calculation can only be regarded as an estimation. In order to optimize this result, we once more have
to refer to the calculation program.
The selection of the gear unit is carried out as demonstrated in the previous examples.
With:
required gear ratio approx. 33
required output speed approx. 43 min-1
103
16
Gantry crane with

servo drives
16
Gantry crane with servo drives
16.1
Input data
6500818AXX
Fig. 65: Gantry crane with servo drives
A two-axis gantry is to be equipped with servo technology.

Travel axis (X-axis), power transmission via toothed belt:
mL
D
s
amax
tz
t
L
= 100 kg (total moved masses)

= 175 mm (belt pulley diameter)
= 0.1 (coefficient of friction of the axis according to the manufacturer)
= 3 m (travel distance)
= 10 m/s2 (max. acceleration)
= 4 s (cycle time)
= 2 s (travel time)
= 0.9 (load efficiency)
Hoist axis (Y-axis), power transmission by means of a gear rack:

mL
D
s
amax
tz
t
L
104
= 40 kg (load mass)
= 50 mm (drive wheel diameter)
= 1 m (travel distance)
= 10 m/s2 (max. acceleration
= 2 s (cycle time)
= 0.75 s (hoisting time)
= 0.9 (load efficiency)
Gantry crane with

servo drives
16.2
16
Optimizing the travel cycles
Travel cycle of the travel axis.
v=
v=
6600782AXX
Fig. 66: Travel cycle of the travel axis
a t
ca t h
4 a s
2
m
10 2 2 s
s
.
v = 164
FG10 m 2sIJ
H s K
2
4 10
m
3m
s2
2
m
s
Resulting from the above:
m
164
.
v
s = 016
. s
ta = =
a 10 m
s2
sa =
m
1
1
. 2 s 2 = 0128
. m
a t a2 = 10 2 016
2
2
s
stravel = stot 2 sa = 2.744m

t travel =
s 2.744m
. s
=
= 167
m
v 164
.
s
The travel cycle of the travel axis is thus calculated.
105
16
Gantry crane with

servo drives
Travel cycle of the hoist axis.
a t
v=
ca t h
4 a s
2
10
v=
m
0.75 s
s2
FG10 m 0.75sIJ
H s
K
4 10
m
1m
s2
v = 1.73
m
s
Resulting from the above:
m
v 1.73 s
ta = =
= 017
. s
a 10 m
s2
sa =
1
1
m
a t a2 = 10 2 017
. 2 s 2 = 0145
. m
2
2
s
stravel = stot 2 sa = 0.71m

t travel =
s 0.71m
=
= 0.41s
v 1.73 m
s
The travel cycle of the travel axis thus is calculated.

v [m/s]
2
Hoist axis lifting

Travel axis
t [s]
Hoist axis lowering

6700819AEN
Fig. 67: Travel cycles of travel axis and hoist axis
106
Gantry crane with

servo drives
16.3
Power calculation
16.3.1
Travel axis
16
Resistance to motion and static moment of resistance:
FF = m g L = 100 kg 9.81
Mstat = FF
m
s2
01
. = 981
.N
0175
. m 1
D 1
= 981
.N
= 9.5Nm
2 L
2
0.9
Force of acceleration and acceleration torque:
Fdyn = m a = 100 kg 10
m
s2
= 1000N
. m 1
D 1
0175
= 1000N
= 97 .2Nm
2 L
2
0.9
Mdyn = Fdyn
Total acceleration torque:
M A = Mdyn + Mstat = 97 .2Nm + 9.5Nm = 106.7 Nm

Dynamic deceleration torque and total deceleration torque:
Mdyn = Fdyn
0175
. m
D
L = 1000N
0.9 = 78.8Nm
2
2
MV = Mdyn + Mstat = 78.8Nm + 9.5Nm = 69.3Nm
16.3.2
Hoist axis up motion
Static hoisting force and static hoisting torque:
FH = m g = 40 kg 9.81
Mstat = FH
m
s2
= 392N
D 1
0.05m 1
= 392N
= 10.9Nm
2 L
2
0.9
Fdyn = m a = 40 kg 10
Mdyn = Fdyn
m
s2
= 400N
D 1
0.05m 1
. Nm
= 400N
= 111
2 L
2
0.9
107
16
Gantry crane with

servo drives
M A = Mdyn + Mstat = 111

. Nm +10.9Nm = 22Nm
Mdyn = Fdyn
D
0.05m
L = 400N
0.9 = 9Nm
2
2
MV = Mdyn + Mstat = 9Nm +10.9Nm = 1.9Nm
16.3.3
Hoist axis down motion
Static lowering force and static lowering torque:
FH = m g = 40 kg 9.81
Mstat = FH
m
s2
= 392N
0.05m
D
L = 392N
0.9 = 8.8Nm
2
2
Fdyn = m a = 40 kg 10
Mdyn = Fdyn
m
s2
= 400N
D 1
0.05m 1
. Nm
= 400N
= 111
2 L
2
0.9
M A = Mdyn + Mstat = 111

. Nm 8.8Nm = 2.2Nm
Mdyn = Fdyn
D
0.05m
L = 400N
0.9 = 9Nm
2
2
MV = Mdyn + Mstat = 9Nm 8.82Nm = 17 .8Nm
108
Gantry crane with

servo drives
16
From the above the following characteristics of the output torque of the two axes results:
M [Nm]
100
Hoist axis
80
Travel axis
60
40
20
0
1
t [s]
-20
-40
-60
6800820AEN
Fig. 68: Torque characteristic
16.4
Selection of the gear unit
In the case of planetary gear units, the maximum possible output torque defines the size of the gear
unit (compare fB-factors for SEW standard gear units).
Consequently the sizes of the planetary gear units are already determined at this point:
Travel axis: Mmax = 106.7 Nm size 4 with Mperm = 150 Nm
Hoist axis: Mmax = 22 Nm
size 2 with Mperm = 40 Nm
Caution:
The maximum torques for planetary gear units listed in the catalog are maximum permissible peak
values, whereas the values listed for SEW standard gear units are continuous torque values. For this
reason, these gear unit types cannot be compared to each other with respect to the calculation.
If an SEW standard gear unit can be implemented, the selection of the gear unit must be carried out
as for frequency controlled drive systems (fB-factors).
109
16
Gantry crane with

servo drives
In order to be able to determine the gear ratios, the motor speed must be selected first.
If a drive is required to provide very high adjustability and positioning accuracy in the smallest possible
unit size, a high motor speed is to be selected. The advantage lies in the gear ratio.
The higher the motor speed, the higher the gear ratio and thus the output torque. In addition, the
position resolution is better, due to the higher gear ratio.
The disadvantage of the high motor speed is the shorter bearing service life and possibly higher
required motor run-up torques, as, in the same time, the motor must be accelerated to a higher speed.
SEW provides servo motors with 1200, 2000, 3000, 4500 min-1.
After considering the advantages and disadvantages mentioned above we select a motor with
3000 min-1.
In order to have control reserves, the gear ratio is selected such that, if possible, the max. speed is
reached at 90% of the rated motor speed (here 2700 min-1).
From the above the following gear ratios are calculated (without additional gear):
Travel axis:
m
164
60
.
v max 60
s
= 179 min 1
na =
=
0175
. m
D
i=
nMot 2700 min 1

=
= 151
.
na
179 min 1
PSF 402
i
= 16
Mamax = 150 Nm
< 10 angular minutes (in standard design)
= 0.94
Hoist axis:
m
1.73 60
v max 60
s
na =
=
= 660.8 min 1
D
0.05m
i=
nMot 2700 min 1

=
= 41
.
na
660.8 min 1
PSF 301
i
=4
Mamax = 80 Nm
< 6 angular minutes (in standard design)
= 0.97
110
Gantry crane with

servo drives
16
With these values the static positioning accuracy can already be calculated at this point.
Travel axis:
With a standard encoder resolution of 1024 x 4.
s =
s =
2 D
360
4096 i
10' 1
2 60' 175mm = 014

. mm
360
4096 16
175mm
Additional unit backlash must be added accordingly.
Hoist axis:
In the case of the hoist axis, we can work on the principle that the teeth always definitely touch the
same tooth flank. For this reason, the backlash must not be taken into account.
s =
D
4096 i
s =
50mm
= 0.01mm
4096 4
Additional unit backlash must be added accordingly.
16.5
Motor selection
The motor to be implemented must now meet 3 requirements:

1. The maximum torque must not exceed three times the rated torque M0.
2. The calculated r.m.s. torque must not exceed M0 during operation without forced cooling.
3. The ratio of external moment of inertia and motor moment of inertia (active portion without
brake) should not exceed factor 10.
The detailed values can only be determined when the motor is already selected, however, the data is
already sufficient for a rough selection.
Travel axis:
1. Calculated maximum load torque (without acceleration of the moment of inertia of the motor).
MA = 106.7 Nm
Related to the motor this calculates to a preliminary maximum motor starting torque of:
M A 106.7 Nm
=
= 6.67 Nm
i
16
According to the first requirement, this means that the motor must not fall below 6.67 Nm/3 =
2.22 Nm.
MH =
111
16
Gantry crane with

servo drives
2. The r.m.s. torque is calculated according to the formula:
Meff =
1
M12 t1 + M22 t 2 +...+Mn2 t n
t tot
The following results from the torque diagram ( Fig. 68) and after including the gear ratio of 16
and the break period of 2 s:
Meff =
1
. + 0.6 2 167
. + 4.3 2 016
. Nm2 s = 16
. Nm
6.67 2 016
4s
According to the second requirement, this means that the motor must not fall below 1.6 Nm.
3. The external moment of inertia is:
J X = 91.2 m
Fv
GH n
Mot
F . m
I = 91.2 100kg G 164
JK
GG 2864 mins
H
2
I
JJ
JK
= 0.003 kgm2
As Jext/JMot is not to be greater than 10, a motor > 0.0003 kgm2 must be selected.
According to the third requirement, this means that the motor must not be selected smaller than
a DY 71S (JMot = 0.000342 kgm2).
The selected motor thus is a DY 71SB:
nN
M0
JMot
I0
=
=
=
=
3000 min-1
2.5 Nm
0.000546 kgm2
1.85 A
Hoist axis:
1. Calculated maximum load torque (without acceleration of the moment of inertia of the motor).
MA = 22 Nm
Related to the motor this calculates to a preliminary maximum motor starting torque of:
MH =
M A 22Nm
=
= 5.5Nm
i
4
According to the first requirement, this means that the motor must not fall below 5.5 Nm/3 =
1.83 Nm.
2. The r.m.s. torque for upwards and downwards travel is:
Meff =
1
. + 2.7 2 0.55 + 0.5 2 017
. + 0.6 2 017
. + 2.2 2 0.55 + 4.5 2 017
. Nm2 s = 1.96Nm
5.5 2 017
4s
According to the second requirement, this means that the motor must not fall below 2 Nm.
112
Gantry crane with

servo drives
16
3. The external moment of inertia is:
J X = 91.2 m
F m
I = 91.2 40kg G 1.73 s
JK
GG 2643 min
H
2
Fv
GH n
Mot
I
JJ
JK
= 0.0016 kgm2
As Jext/JMot is not to be greater than 10, a motor > 0.00016 kgm2 must be selected.
According to the third requirement, this means that the motor must be selected larger than a DY
56L (JMot = 0.00012 kgm2).
Subsequently the selected motor is a DY 71SB:
nN
M0
JMot
I0
=
=
=
=
3000 min-1
2.5 Nm
0.000546 kgm2 (with brake)
1.85 A
Check calculation of the selected motor:

As this was not possible at an earlier state, the start-up load including the motor moment of inertia
must be now checked again.
Travel drive:
MH
FG J
H
=
MH
FG0.000546 + 1 0.003 IJ kgm

H
K
0.9
=
IJ
K
1
J X nM
+ Mstat
9.55 t A
2864 min 1
+ 0.6Nm = 7 .9Nm
. s
9.55 016
The 2.5 Nm motor can be overloaded by three times its standstill torque (M0 = 2.5 Nm). Subsequently
the motor is too small.
The new motor selected is: DY 71MB
nN
M0
JMot
I0
=
=
=
=
3000 min-1
3.7 Nm
2.7 A
Hoist drive:
MH
FG J
H
=
MH
FG0.000546 + 1 0.0016 IJ kgm

H
K
0.9
=
IJ
K
1
J X nM
+ Mstat
9.55 t A
. s
9.55 017
2643 min 1
+ 2.7 Nm = 6.5Nm
113
16
Gantry crane with

servo drives
The 2.5 Nm motor can be overloaded by three times its standstill torque (M0 = 2.5 Nm). Subsequently
the motor is dimensioned correctly.
Motor finally selected: DY 71SB
nN
M0
JMot
I0
=
=
=
=
3000 min-1
2.5 Nm
1.85 A
In the same way, the r.m.s. torque must now be determined again using the motor moment of inertia.
As the procedure of calculation for this has already been demonstrated in detail, only the results are
listed here:
Travel drive:
MH(Mot)
8.1 Nm
Total deceleration torque:
MV(Mot)
= -5.8 Nm
Static load torque:
Mstat(Mot)
0.6 Nm
R.m.s. motor torque:
Meff(Mot)
2.0 Nm
MH(Mot)
6.5 Nm
Total deceleration torque:
MV(Mot)
= -0.5 Nm
Static load torque:
Mstat(Mot)
2.7 Nm
MH(Mot)
1.6 Nm
Total deceleration torquet:
MV(Mot)
= -5.4 Nm
Static load torque:
Mstat(Mot)
= -2.2 Nm
R.m.s. motor torque:
Meff(Mot)
Hoist drive (up motion):
Hoist drive (down motion):
114
2.2 Nm
Gantry crane with

servo drives
16.6
16
Selection of the drive electronics
There is a choice of two possibilities:

1. Modular technology, i.e. one power supply module supplies 2 axis modules which in turn
supply the drives.
2. Two compact axes (containing power supply module and axis module) supply the two drives.
Which the better and less expensive solution is, must be decided in each case. Exclusively for the
reason of a better illustration, Solution 1 has been selected in this case. The project planning for a
compact axis can be carried out similar to the project planning of a frequency inverter.
16.6.1
Selection of the axis module
Key features for the selection of the axis modules are:

1. The peak current to be supplied.
For SEW axis modules (MAS) this value is 1.5 times the rated output current.
2. The average motor current.
This value must not exceed the rated output current of the corresponding axis module.
The currents can be determined directly from the torques already calculated.
Travel axis:
The selected motor DFY 71MB is listed with a rated current of 2.7 A at M0 = 3.7 Nm.
The value calculated for the maximum starting torque is 8.1 Nm and thus corresponds to an input
current value of :
Mmax I0 81
. Nm 2.7 A
=
= 5.9 A
M0
3.7 Nm
Imax =
In contrast to the dimensioning of the motor, where the r.m.s. value is decisive, the axis modules are
dimensioned using the average current value.
cM t h + cM
1
M=
h c
t 2 +...+ Mn t n
t1 + t 2 +...+t n
. s h + c0.6Nm 167
. s h + c5.8Nm 016
. sh
c81. Nm 016
= 0.8Nm
M Mot =
I Mot =
4s
M Mot I0 0.8Nm 2.7 A

=
= 0.6 A
M0
3.7 Nm
Selected axis module:

MAS 51A 005-503-00 with I0 = 5 A and thus Imax = 7.5 A.
115
16
Gantry crane with

servo drives
Hoist axis:
The selected motor DFY 71SB is listed with a rated current of 1.85 A at M0 = 2.5 Nm.
The value calculated for the maximum starting torque is 6.5 Nm and thus corresponds to an input
current value of:
Imax =
M Mot =
I Mot =
Mmax I0 6.5Nm 1.85 A

=
= 4.8 A
M0
2.5Nm
. s h + c2.7 Nm 0.55 s h + c0.5Nm 017
. s h + c16
. Nm 017
. s h + c2.2Nm 0.55 s h + c5.4Nm 017
. sh
c6.5Nm 017
= 1.3Nm
4s
M Mot I0 1.3Nm 1.85 A

=
= 10
. A
M0
2.5Nm
Selected axis module:

MAS 51A 005-503-00 with I0 = 5 A and thus Imax = 7.5 A.
16.6.2
Selection of the power supply module
Key features for the selection of the power modules are:

1. The maximum current to be supplied.
For SEW power supply modules (e.g. MPB) this value is twice the rated output current for 5
seconds.
2. The average value of the current.
This value must not exceed the rated output current of the corresponding power supply module.
The currents add up from the output currents of the axis modules:
Imax cNM h = Imax_Mot ctravel axis h + Imax_Mot choist axis h = 5.9 A + 4.8 A = 10.7 A
I NM = I Mot ctravel axis h + I Mot choist axis h = 0.6 A +10
. A = 16
. A
Selected power supply module:
MPB 51A 011-503-00 with IN = 20 A
In addition a mains choke is to be implemented.
16.6.3
Selection of the braking resistor
The braking resistor only starts working, when the motor torque becomes negative (regenerative).
When regarding the diagram of the output torque, one can see that the cyclic duration factor (cdf)
lies at approx. 20 %. The maximum regenerative torque occurs when the hoist axis decelerates during
lowering and at the same time the travel axis is braking.
The braking torques must first be converted into power.
116
Gantry crane with

servo drives
16
Travel drive:
Maximum braking power:
^
P B _Travel =
MV _Mot nMot 5.8Nm 2864 min 1

=
= 1.74 kW
9550
9550
In the case of constant deceleration the average braking power corresponds to half the maximum
braking power.
With this PB_travel = 0.87 kW.
Hoist drive:
Maximum braking power:
^
P B _hoist =
MV _Mot nMot 5.4Nm 2643 min 1

=
= 1.50 kW
9550
9550
With this PB_hoist = 0.75 kW.
The total braking power is:

PB_total = PB_travel + PB_hoist = 1.62 kW
For a power supply module type MPB 51A 011-503-00 the selection table for braking resistors looks
as follows:
Power supply module type
Braking resistor type
MPB 51A 011-503-00 (PBRCMAX = 14 kW)

BW047-004
BW 147
BW 247
BW 347
BW 547
0.4 kW
0.7 kW
1.2 kW
2.4 kW
3.8 kW
1.2 kW
2.2 kW
3.8 kW
7.2 kW
11.4 kW
2.0 kW
3.8 kW
6.4 kW
12.0 kW
19.0 kW*
4.0 kW
7.6 kW
12.8 kW
24.0 kW*
38.0 kW*
6.0 kW
10.8 kW
18.0 kW*
30.0 kW*
45.0 kW*
8.2
10 A
Load capacity at
100 % cdf
50 % cdf
25 % cdf
12 % cdf
6 % cdf
47 10 %
Resistance value
Trip current of F16
1.5 A
Design
5.3 A
Wire resistor
Grid resistor
2
Electrical connections
Weight
3.8 A
Stud bolt M8
Ceramic terminals for 2.5 mm

1.9 kg
4.3 kg
6.1 kg
13.2 kg
12 kg
* Regenerative power limit
In the line 25 % cdf one finds the matching braking resistor with 3.8 kW effective power:
BW147
117
16
Gantry crane with

servo drives
16.6.4
Selection of the heat sink
When selecting the heat sinks care must be taken to ensure that the modules are not mounted over
the joint between two heat sinks. For this reason first of all the partial sections (TE) of the individual
modules are to be determined.
1. Travel axis
2. Hoist axis
3. Power supply module
MAS 51A-005-503-00 2 TE
MAS 51A-005-503-00 2 TE
MPB 51A-011-503-00 3 TE
7 TE
With the above the DKE 07 with 7 partial sections is selected.
According to the table, the thermal resistance is 0.4 K/W. This is the additional temperature rise to
the ambient temperature in Kelvin per installed power loss in Watt. In this case 80 C is the limit.
Thermal check calculation:
Switch-mode
power supply
1/2 PVSNT
1/2 PV(smps)
Power supply module (MP)

Power section
PPLMP
Hoist axis axis 1 (MA) PVS1
Signal
electronics
Power section
PPLMA (hoist)
Tavel axis axis 2 (MA)
Signal
electronics
Power section
PPLMA (travel.)
PVS2
Fig. 69: Sources of power loss
F[#]00224BEN
1. Power losses of the switch-mode power supply:

PLcSMPS h = 12W +13W number of axes = 12W +13W 2 = 38W
2. Power losses of the power section in the axis module of the travel axis:
PPLMActravel h = 14
W
W
Ieff = 14 1.5 A = 21W
A
A
3. Power losses of the power section in the axis module of the hoist axis:
W
PPLMAchoist h = 14 11
. A = 15.4W
A
4. Power losses of the power section in the power supply module:
W
W
PPLMP = 2 Ieff ctotal h = 2 1.5 +11
. A = 5.2W
A
A
Total power on the heat sink:

1
PKK = PV cSNT h + PVLMP +
2
= PKK RKK = 60.6W 0.4

118
VLMA
= 60.6W
K
= 24.2K
W
Subsequently thermal safety up to a

theoretical ambient temperature of
80 C - 24.2 K = 55.8 C is guaranteed.
Appendix with tables

17
17
Brake data and the additional intertia Z

(High inertia flywheel fan feature)
Type
MBmax
Braking torque reductions
WN
t1
t2
1)
Motor
Brake
DT 63.. B
B 03
DT 71/80.. BMG
BMG05
DT 80.. BMG
Nm
3.2
Nm
PB
JZ
1)
t2II
ms
t2I
ms
10-4kgm2
253)
-
30
32
7.2
120
303)
20
35
32
20/30
120
503)
20
40
36
30
260
703)
30
12
80
40
100/135
260
1303)
35
15
80
50
135
kJ103
ms
80
2.4
1.6
0.8
2.5
1.6
BMG 1
10
7.5
DT 90/100.. BMG
BMG 2
20
16
10
DT 100.. BMG
BMG 4
40
30
24
DV 112 M.. BMG
BMG 8
55
45
37
30
19
12.6 9.5
600
30
12
60
57
180
DV 132 S.. BMG
BMG 8
75
55
45
37
30
19
600
35
10
50
57
216
DV 132 M.. BM
BM15
100
75
50
35
25
1000
40
14
70
95
500
DV 132 ML.. BM
DV 160 M..BM
BM15
150
125
100
75
50
35
1000
50
12
50
95
DV 160 L.. BM
BM30
200
150
125
100
75
50
1500
55
18
90
95
DV 180.. BM30
BM30
300
250
200
150
125
100
75
50
1500
60
16
80
95
DV 200/225.. BM31
BM31
300
250
200
150
125
100
75
50
1500
60
16
80
95
DV 180.. BM32
BM324)
300
250
200
150
100
1500
55
18
90
95
DV 200/225.. BM62
BM624)
600
500
400
300
250
1500
60
16
80
95
6.6
1.2
12.6 9.5
25
500
5)
200
150
100
The response time resp. the reaction time of the brakes are values given for guidance with respect to the maximum
braking torque.
Brake data for the DC geared brake motors BM are shown in the DC Geared Motors catalog of SEW.
1)
t2I is the brake reaction time with the switch off in the AC circuit.
2)
t2II is the brake reaction time with the switch off in the AC and DC circuits.
3)
Response time t1: The upper values apply with the use of the rectifier BG, all other values in the column apply with
the use of the rectifier BGE (BGH/BSG).
4)
Double disc brake
5)
Flywheel fans are not available for motor frame sizes 160L - 225M.
Efficiency of transmission components

Wire rope
per complete contact of the rope around the drum (sleeve or anti-friction bearings)
0.91 - 0.95
V belts
per complete contact of the belt around the V-belt pulley (normal belt tension)
0.88 - 0.93
Polymer belts
per complete contact / rollers have anti-friction bearings (normal belt tension)
0.81 - 0.85
Rubber belts
per complete contact / rollers have anti-friction bearings (normal belt tension)
0.81 - 0.85
Chains
per complete contact / rollers have anti-friction bearings (dependent on chain size)
0.90 - 0.96
Gear units
oil lubricated, with 3 stages (helical gears), dependent on gear unit quality for helicalworm and helical bevel gear units: according to the manufacturers information
0.94 - 0.97
119
17

Coefficient of friction for bearings
Anti-friction bearings:
Sleeve bearings:
L = 0.005
L = 0.08 - 1
Wheel flange friction and rim friction

Wheels with anti-friction bearings: c = 0.003
Wheels with sleeve bearings:
c = 0.005
Guide rollers:
c = 0.002
Friction factor for different materials

Steel on steel
Wood on steel
Wood on wood
Polymer belts on steel
Steel on polymer
static friction (dry)

sliding friction (dry)
static friction (greased)
sliding friction (greased)
sliding friction (greased)
= 0.12 - 0.60
= 0.08 - 0.50
= 0.12 - 0.35
= 0.04 - 0.25
= 0.45 - 0.75
= 0.30 - 0.60
= 0.40 - 0.75
= 0.30 - 0.50
= 0.25 - 0.45
= 0.25
= 0.20 - 0.45
= 0.18 - 0.35
Rolling friction (lever arm of rolling friction)

Steel on steel:
Wood on steel (roller conveyor):
Polymer on steel:
Hard rubber on steel:
Polymer on concrete:
Hard rubber on concrete:
Medium-hard rubber on concrete:
f 0.5
f 1.2
f2
f7
f5
f 10-20
f 15-35
mm
mm
mm
mm
mm
mm
mm
Additional factors for determination of overhung loads

Transmission elements
Gear wheels
Chain sprockets
Narrow V belt pulleys
Flat belt pulleys
Comments
$ 17 teeth
, 17 teeth
$ 20 teeth
, 20 teeth
, 13 teeth
Additional factors
fZ = 1.0
fZ = 1.15
fZ = 1.0
fZ = 1.25
fZ = 1.4
fZ = 1.75
fZ = 2.5
The existing overhung load of the gear units can then be calculated from the relation:
FQ =
Q = equivalent overhung load N
M = torque in Nm
120
d0
fZ
M 2000
fZ
d0
= average diameter of the attached drive element in mm
= additional overhung load factor
17
Armature chokes for DC motors

Type
AD 031
AD 050
AD 051
AD 081
AD 082
AD 141
AD 142
Inductance
mH
170
50
100
60
95
45
65
Current carrying
capacity ADC
3
5
5
8
8
14
14
Type
AD 143
AD 161
AD 241
AD 242
AD 243
AD 281
AD 351
Inductance
mH
110
12
25
37
50
6
22
Current carrying
capacity ADC
14
16
24
24
24
28
35
Enclosures as per EN 60034 Part 5 and EN 60529

IP
Index for enclosure (Internal Protection)

1. Classification figure for protection against accidental
contact resp. ingress of solid foreign bodies
2. Classification figure for protection against water
IP
0
1
= protection against
accidental contact
no protection against
accidental contact
protection against
accidental contact of a large
surface
with fingers
and protection against

penetration
no protection
= protection against penetration
of water
no protection against water

protection against dripping water

(vertically falling drops)

protection against water drops falling

up to 15 from the vertical
protection against spray-water up to
60 from the vertical (rain protection)
protection against deckwater
(splash-water from all directions)
protection against jet-water from all
directions
protection against temporary
flooding (e.g. deck of a ship)
protection against the effects of brief
immersion
protection against pressurized water
3
4
5

with tools


with any object
(total protection against
accidental contact)
protection against dust deposits which

can interfere with the operation
total protection against any kind of
dust (dust-proof)
-
Literature references:
DIN/VDE 0113 Regulations concerning electrical equipment industrial machinery with rated
voltage of up to 1000 V.
EN 60034
Regulations for rotating electrical machinery.
Dubbel
Manual for mechanical engineering, Vol. I and II.
SEW
Manual of drive systems and technology.
SEW
Company information.
121
18
Explanation of symbols
18
Explanation of symbols for the collection of formulas and for the calculation examples.
a
aA
aB
aU
c
d
d0
D
DT
f
fB1/2
F
FF
FQ1/2
FW
fZ
g
i
iV
JM
JT
JW
JX
J0
JL
JZ
KJ
KM
KP
LA
LB
LD
m
m0
mL
mG
Ma1/2
MA
MB
MH
MK
MN
MU
M0
ML
MX
122
acceleration
start-up acceleration
braking deceleration rate
switching time lag
additional factor for secondary friction, resp. rim friction
bearing spigot diameter of the wheel
pinion or sprocket diameter for gear drive output shaft
diameter of the traveling wheel, the cable drum or the sprocket
table diameter
lever arm of rolling friction
service factor (1 = slow, 2 = fast)
force
resistance to motion
overhung load (1 = slow, 2 = fast)
wind load (wind pressure [N/m] surface subjected to wind [m])
additional factor for overhung load calculation
gravitational acceleration: 9.81 (constant)
gear reduction ratio
additional gear reduction ratio
motor moment of inertia
moment of inertia of a rotary table
moment of inertia of a workpiece
moment of inertia of the load with reference to the motor shaft
reduced moment of inertia of the mass
reduced moment of inertia of the total mass
additional moment of inertia (flywheel fan)
calculation factors for determining of the starting frequency Z
armature circuit inductance
brake service life (until readjustment)
choke inductance
mass
mass = mass without additional useful load
mass of the load
mass of the counterweight
output torque (1 = slow, 2 = fast)
output torque
braking torque
starting torque
pull-out torque
rated torque
switching torque from high to low speed
torque without load with reference to the motor shaft
torque with full load with reference to the motor shaft
torque with reference to the motor shaft
m/s
m/s
m/s
m/s
mm
mm
mm
mm
mm
N
N
N
N
m/s
kgm
kgm
kgm
kgm
kgm
kgm
kgm
mH
h
mH
kg
kg
kg
kg
Nm
Nm
Nm
Nm
Nm
Nm
Nm
Nm
Nm
Nm
L
G
G
n
nM(1/2)
nS(1/2)
na
P
PN
Pstat
Pdyn_Mot
Pdyn_load
Ptot
r
R
s
sA
sB
stravel
sZ
sU
t1
t2
tA
tB
t
tZ
tU
L
v
vmax
vT
WB
WN
XA
XB
z
z1, z2
Z0
Zreq
Zperm
efficiency
efficiency of load or driven machine
efficiency of the gear unit
reverse efficiency of the gear unit
speed change during lifting or lowering
motor speed (1 = slow, 2 = fast)
synchronous speed (1 = slow, 2 = fast)
gear unit output speed
power required when the trolley is positioned on one side of the
gantry bridge
rated output power
required static motor power
required dynamic motor power without load
required dynamic motor power with full load
required total motor power
radius
setting range (speed setting range)
distance
start-up distance
braking distance
traveling distance
cycle distance
switching distance
brake response time
brake reaction time
run-up time
braking time
travel time resp. hoisting time
cycle time
switching time from high to low speed
friction factor for static or sliding friction
friction factor for bearings
velocity
maximum velocity
circumferential velocity of a turntable
braking work
braking work until readjustment
number of drives provided
stopping accuracy (braking tolerance)
number of rollers
number of teeth (z1 of pinion, z2 of gear wheel)
permissible no-load starting frequency
required starting frequency
calculated permissible starting frequency
18
min-1
min-1
min-1
min-1
kW
kW
kW
kW
kW
kW
mm
mm
mm
mm
mm
mm
mm
s
s
s
s
s
s
s
m/s
m/s
m/s
J
J
mm
c/h
c/h
c/h
123
We are available, wherever you need us.

Worldwide.
SEW-EURODRIVE right around the globe is
your competent partner in matters of power
transmission with manufacturing and assembly plants in most major industrial countries.
SEW-EURODRIVE GmbH & Co P.O.Box 30 23 D-76642 Bruchsal/Germany

Tel. +49-7251-75-0 Fax +49-7251-75-19 70 Telex 7 822 391
http://www.SEW-EURODRIVE.com sew @ sew-eurodrive.com

SEW Dimensioning

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Appendix with tables . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

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Fig. 1: AC squirrel-cage motor

The run-up behavior of a AC squirrel-cage motor

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Frequently implemented pole-changing motors:

Fig. 2: Characteristic curves for a pole-changing AC

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SEW-EURODRIVE Bruchsal / Germany

Made in Germany 181 868 6.13

The specific data of a AC squirrel-cage motor are

Fig. 3: Motor rating plate

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