Calculation Example: Travel Drive 8

8 Calculation Example: Travel Drive 1

Input data An AC brake motor with helical gear unit must be dimensioned using the following data:
2
Mass of traveling vehicle: m0 = 1,500 kg
Additional load: mL = 1,500 kg
Velocity: v = 0.5 m/s 3
Wheel diameter: D = 250 mm
Axle diameter: d = 60 mm 4
Friction surfaces: steel/steel
Lever arm of the rolling friction: steel on steel f = 0.5 mm
5
Factors for rim friction and wheel flange for anti-friction bearings c = 0.003
friction:
Factors for bearing friction: for anti-friction bearings µL = 0.005 6
Additional gear: Chain reduction, iV = 27/17 = 1.588
Sprocket diameter (driven): d0 = 215 mm
7
Load efficiency: ηL = 0.90
Cyclic duration factor: 40 % CDF
Starting frequency: 75 cycles/hour loaded and 75 travels/hour 8
unloaded, 8 hours/day

Two wheels are driven; the wheels must not slip at start-up. 9

10

11

12

13

14

00777AXX 15
Figure 28: Travel drive

16

17

18

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8 Calculation Example: Travel Drive

8.1 Motor calculation

Resistance to
motion

loaded

unloaded

The number of running wheels is irrelevant for the calculation of the resistance to
motion.

Static power The static power PS takes into account all forces that occur when the drive is not
accelerated, such as:
– rolling friction
– friction forces
– hoisting force on a slope
– wind power

Efficiency ηT is the total efficiency of the drive system consisting of the gear unit efficiency ηG and
the efficiency of external transmission elements ηL. The efficiency of the transmission
elements is given in the appendix with tables.
Helical and helical- The gear unit efficiency of helical and helical-bevel gearing can be assumed at ηG = 0.98
bevel gearing per gear wheel stage (e.g. 3-stage gear unit ηG = 0.94). Please refer to the SEW Geared
Motors catalog for the efficiency of helical-worm gear units, 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 ηG = 0.95 is used for calculation.
Load efficiency The load efficiency is dependent on the transmission elements installed behind the gear
unit (e.g. chains, belts, ropes, gearing parts, etc.).
From appendix with tables: Efficiency of chains ηL = 0.90 ... 0.96.
The smallest value (ηL = 0.90) is used for calculation if more detailed values are not
available.

Overall efficiency

66 Practical Drive Engineering – Project Planning of Drives

 Calculation Example: Travel Drive 8

Retrodriving Retrodriving efficiencies can be calculated according to the following formula:

efficiencies
1

2
This shows that the retrodriving efficiency becomes equal to zero (static self-locking!)
with an efficiency of 50 % (0.5) or less. 3

Static power
4

loaded
5

unloaded 6

The calculated static power refers to the motor shaft.

7
This power is only one part of the required motor power, since the acceleration power
(= dynamic power) is decisive for horizontal drive systems.
8
Dynamic power The dynamic power is the power which accelerates the complete system (load,
transmission elements, gear unit and motor). The motor provides a starting torque with
uncontrolled drive systems which accelerates the system. The greater the starting 9
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 10
dimensioned. For this reason, a motor must first be approximately calculated on the
basis of the dynamic power for accelerating the load. Since the ratio of the moment of
inertia of the load and of the motor is normally very high in travel drives, the motor can 11
be determined very exactly at this point already. It is still necessary to make further
checks.
12
Overall power

13
PT = overall power
PDL = dynamic power of the load 14
PDM = dynamic power of the motor
PS = static power
η = overall efficiency
15
The missing value of the permitted starting acceleration aP is yet to be calculated. It is
important to ensure that the wheels are not spinning .
16

17

18

Practical Drive Engineering – Project Planning of Drives 67

8 Calculation Example: Travel Drive

Permitted starting The wheels slip as soon as the peripheral force FU on the wheel becomes greater than
acceleration the friction force FR.

Borderline
Peripheral force
case:
m’ = mass lying on the driving wheels, with 2 driven wheels is m’ = m/2
µ0 = 0.15 (static friction steel/steel, see appendix with tables)

Permitted
acceleration

If the acceleration a is smaller than the permitted acceleration aP, the wheels do not slip.

Overall power (without dynamic power of the motor)

loaded

unloaded

Smooth A 2-pole motor was selected to prevent slipping of the running wheels due to excessive
acceleration acceleration. More energy is required to accelerate the motor to the high speed due to
the lower ratio of the external moment of inertia and the motor moments of inertia. The
acceleration process is smoother.

Acceleration With 2-pole motors of this power range, the starting torque MH is twice as high as the
torque rated torque. As the specified acceleration represents the maximum permitted
acceleration, we first select a motor with a power rating that is less than the total power
Ptot calculated for the unloaded status.

Selected motor: DT71D2 /BM

PN = 0.55 kW
nN = 2,700 min–1 Data from "Geared Motors" catalog
MH/MN = 1.9
JM = 5.51 · 10–4 kgm2

68 Practical Drive Engineering – Project Planning of Drives

 Calculation Example: Travel Drive 8

Calculation check So far, the calculation was carried out without motor data. For this reason, detailed
checking of the calculation data is required using the motor.
1
Start-up behavior External moment of inertia converted with reference to the motor shaft without load:
2
External moment of
inertia
3

4
Torques

Rated torque 5

MH is no catalog value and

Acceleration torque
must be converted. 6
ML is a pure calculation
factor without efficiency.
Load torque
unloaded 7

Load torque loaded

8

9
Run-up time unloaded
10

11

Start-up acceleration unloaded

12

13
The starting acceleration without load is extremely high. The acceleration can be
reduced with an increased moment of inertia of the motor, e.g. by mounting a flywheel
fan. This setup reduces the maximum permitted starting frequency. The acceleration 14
can also be reduced by selecting a smaller motor.

15

16

17

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Practical Drive Engineering – Project Planning of Drives 69

8 Calculation Example: Travel Drive

Flywheel fan Repeated checking without load with flywheel fan (JZ = 0.002 kgm2):

Acceleration time

Start-up acceleration

The starting acceleration without load is in the permitted range, i.e. a suitable motor has
been found.

Accleration time and starting acceleration with load

Acceleration time

Start-up acceleration

Start-up distance

70 Practical Drive Engineering – Project Planning of Drives

 Calculation Example: Travel Drive 8

Permitted starting
frequency
1

2
loaded

no-load starting frequency of the motor according to catalog with BGE brake rectifier.
4

unloaded 8

10

The permitted starting frequency for the combination of an equal number of cycles with 11
and without load per cycle can be determined with the following formula:

loaded and unloaded 12

ZC = starting frequency per cycle
ZPL = permitted starting frequency unloaded
ZPE = permitted starting frequency loaded 13

The requirement of 75 cycles per hour can be met. 14

15

16

17

18

Practical Drive Engineering – Project Planning of Drives 71

8 Calculation Example: Travel Drive

Braking behavior
Braking torque The absolute values of acceleration and deceleration should be similar. It is important
to keep in mind that the resistance to motion and thus the resulting load torque support
the braking torque.

Braking torque

Braking time

Braking deceleration
rate

Braking distance

t2 = t2II = 0.005 s for switching in the DC and AC circuit of the brake (see "Geared Motors" catalog, chapter
on AC brake motors).

Braking accuracy

72 Practical Drive Engineering – Project Planning of Drives

 Calculation Example: Travel Drive 8

Braking energy The braking energy is converted into heat in the brake lining and is a measure for the
wear of the brake linings.
1

loaded
2

unloaded 4

5
The travel vehicle travels alternatingly loaded and unloaded, so that the average of the
braking energy WB must be assumed when calculating the brake service life.
6
Braking energy

7
WN = rated braking energy
(see appendix with tables)
Brake service life
8
After a maximum of 2,600 operating hours (corresponds to approx. 1 year at 8 hours/
day), the brake must be readjusted and the brake disc must be checked. 9

8.2 Gear unit selection 10

11
Output speed

12
Gear unit ratio

13

14

15

16

17

18

Practical Drive Engineering – Project Planning of Drives 73

8 Calculation Example: Travel Drive

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 "Required service factor fB" in the chapter
on "Gear Units:"

⇒ load classification 3

With a mass acceleration factor > 20, which is quite common with travel drives, it is
important to ensure that the drive system has as little backlash as possible. Otherwise
the gear units might be damaged when operated at the supply.

Reference power The reference power for the calculation of the gear unit is generally the rated motor
power.

Output torque

Suitable gear unit: R27 with na = 60 min–1 and Mamax = 130 Nm

Consequently, the output torque Ma (referred to the motor rated power), the service
factor fB and the overhung load FQ are:

Output torque

Service factor

Overhung load

Number of teeth < 20, subsequently fZ = 1.25 (see appendix with tables "Overhung
Loads, Axial Loads")
With belt drive systems, the pre-tensioning must also be observed: FRa_perm = 3,530
Nm.

The recommended drive system is: R27DT71D2 /BMG.

74 Practical Drive Engineering – Project Planning of Drives