Factor Servicio - Bauer

Electronic Publikation
Service Factors EP 3209 E

This publication has been produced by Danfoss Bauer GmbH and may not be reproduced
either in whole or in part without the prior permission of the publisher.
All rights reserved.
These specifications were compiled and carefully checked on the basis of the latest
versions of standards and regulations at the time of going to print. The technical and legal
rules and the state of design and manufacture at Danfoss Bauer shall be decisive. No
liability shall be accepted for damage resulting from the use of these specifications.
EP 3200 E
Service Factors
Obering. H. Greiner
Table of contents
1 Introduction
2 Task of the service factor
3 Standards and codes of practice
3.1 Service factor in accordance with VDI Code of practice 2151
3.2 Application factors in accordance with DIN 3990:Part 1
3.3 Classification in accordance with AGMA 460.05
3.4 Service factor for motors
4 Conventional table
5 Daily operating hours
5.1 Basic principles of the calculation
5.2 Comparison of manufacturer’s service factors
6 Shock classifications
6.1 Torque shocks caused by the motor
6.2 Torque overload caused by the driven machinery
6.3 Shock classifications of driven machinery
7 Mass moment of inertia
8 Switching frequency
9 Power transmission components
9.1 Shock-absorbing
9.2 Shock-neutral
9.3 Shock-amplifying
9.4 Summary of shock evaluation
10 Torque shock from transmission play
10.1 No-load acceleration time of three-phase asynchronous motors
10.2 No-load acceleration travel of three-phase asynchronous motors
10.3 Results of use
11 Danfoss Bauer service factors for BG, BF and BK series gear units
11.1 Continuous operation without switching frequency
11.2 Switching operation
11.3 Overall service factor
11.4 Definition of the shock classifications
11.5 Explanation of the abbreviations
12 Danfoss Bauer service factors for BS series worm-gear units
12.1 Continuous operation without switching frequency
12.2 Switching operation
12.3 Ambient temperature
12.4 Overall service factor
12.5 Definition of the shock classifications
12.6 Explanation of the abbreviations
13 Example applications
14 Flow chart for determining the service factor
Bibliography
Index of keywords
,QWURGXFWLRQ
Geared motors are constructed and put together according to a modular system which matches
requirements, has a broad scope of application and is finely differentiated. Unlike the situation with
vehicle transmissions or large gear units, future special usage cannot be taken into consideration at
the development stage. The most important characteristic quantity of this type of mass-produced gear
unit is the UDWHGWRUTXH that can be generated in continuous operation combined with an acceptable
service life. Thanks to their compact design, geared motors are increasingly the solution to ever-
changing drive scenarios (figure 1.1).
100 Figure 1.1

% Proportion of geared motors (GM) of
the total number of electrical drives
80 used by
60 the automotive industry (A1 to A4)

power stations (K1, K2)
*0
(including actuators)
40
the chemical industry (C1 to C4)
20
0
C1 C2 C3 C4 K1 K2 A1 A2 A3 A4
$17*0$17_
Because of the wide scope of application of geared motors, it is inevitable that the drive has to be
adapted to the widest range of loading conditions. The following examples should serve to highlight
this broad span:
Service factor Figure 1.2

characterized by Aerator to enrich a
WLPH drinking water reservoir
with oxygen
Continuous operation:
24 h/d
365 d/a
Service factor Figure 1.3

characterized by Power plant crane used
WRUTXH in the overhaul of
turbines and generators
Short-time duty:
Few minutes per year
Greiner: Electronic publication EP 3200 E by Danfoss Bauer GmbH Clause / Page 1/1
7DVNRIWKHVHUYLFHIDFWRU
Before we can compare the two drive scenarios described in the previous clause, we must first
formulate and compare a fictitious torque. The torques calculated from the individual load collective
should be equivalent, i.e. they should result in the same service life under continuous operation for the
corresponding operating variables, just as if they were loaded with the actual torque.
Accordingly, code of practice VDI 2151, which has now been withdrawn, provided the following
definition of the service factor:
The service factor IB is the number by which the nominal torque 0L of the driven machinery must be
multiplied to obtain a fictitious torque 0N that guarantees the same degree of certainty against
operating damage for an action on the drive shaft which remains constant over any length of time as
the actual torque acting on the drive shaft which changes over time.
7KHGHVLJQRIWKHJHDUXQLWLVFRUUHFWLILWVFRQWLQXRXVORDGFDSDELOLW\LVHTXDOWRWKHILFWLWLRXV
WRUTXH01
Figure 2
Definition of the service factor
0a Acceleration torque
0L Load torques 1, 2, 3
0N Fictitious nominal torque
(rated torque)
for equivalent continuous
loading for the same service
life margin of safety
The formulation of an equivalent rated torque from the load collective 0a, 0L1, 0L2, 0L3 taking into
account the individual action times and total operating hours takes considerable time and effort to
calculate (see clause 3.1).
In the normal simplified method for geared motors, the torques (e.g. 0a, 0L2 and 0L3) resulting from
the nominal torque of the GULYHQPDFKLQHU\ are accounted for by a "shock classification".
:KDWDUHWKHEHQHILWVRIXVLQJVHUYLFHIDFWRUVWRWKHGHVLJQHUVDQGXVHUVRIJHDUHGPRWRUV"
o A standard drive which can be manufactured more cheaply can be adapted to a specific drive task.
o The driven machinery’s torque shocks resulting from operation and additional shock loads due to
unsuitable power transmission components are assessed and either reduced by improving the
design or taken into account in the dimensioning of the gear unit.
o Transmission damage is avoided to a large extent.
6WDQGDUGVDQGFRGHVRISUDFWLFH
The following standards and codes of practice are recognized for the service factor or equivalent
specifications:
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The draft entitled "Service factors for the design of gear trains" containing clauses called
"Fundamental principles of the procedure" and "Brief introduction with tables and diagrams" dated
1971 describes a very complex procedure on a total of 25 pages. This code of practice is mentioned
here even though it has since been withdrawn. It highlights the difficulty of obtaining a sound
calculation. Even if the considerable time and effort required for the calculation were reduced to a
justifiable level for geared motor operators by the use of a computer, the LQSXWYDOXHV required, i.e.
the load collective, are generally QRWDYDLODEOH
This VDI code of practice was directed at large gear units for which a commensurate expenditure on
engineer hours is necessary from a technical point of view and justifiable in terms of operating
efficiency. Simpler methods are the only practical solution for geared motors.
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"Application factor .A" is used in the "Calculation of the load capacity of cylindrical gears"; this is
equivalent to a "service factor".
$SSOLFDWLRQIDFWRU.$ in accordance with DIN 3990
Prime mover Mode of operation of the driven machinery

Electric motor Uniform Moderate shocks Medium shocks Heavy shocks
Continuous 1.0 1.25 1.5 1.75
operation
Switching 1.1 1.35 1.6 1.85
operation
The numerical evaluation of shock loads and switching operation in this table is interesting. However,
it is impossible to give a concrete definition of what is understood by a "medium" or "heavy" shock
load.
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The drive classification in accordance with AGMA 460.05 is so widely known in North America that it
may be taken as a prerequisite for successful activity in this market. In practice, it results in the
catalogues for geared motors being divided into three parts. The user is used to "classifying" his
particular drive scenario himself and selecting the relevant part of the catalogue. The criteria are
differentiated very crudely and give broad leeway for subjective assessment. Important drive data,
such as mass moments of inertia, switching frequency, type of power transmission components, are
not taken into account in the classification.
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Operating hours
Shock load 8 hours per day 24 hours per day
Uniform Class I SF = 1.0 Class II SF = 1.4
Moderate Class II SF = 1.4 Class III SF = 2.0
Heavy Class III SF = 2.0 -
Greiner: Electronic publication EP 3209E by Danfoss Bauer GmbH Clause / Page 3/1
6HUYLFHIDFWRUIRUPRWRUV
In the case of JHDUHGPRWRUV, the "service factor" is always understood in Europe, and usually in
North America, as a PHFKDQLFDO rating for the gear unit, i.e. in the sense of the definition given in
clause 2. However, North America also has a "service factor SF" for HOHFWULFPRWRUV which is
specified by some manufacturers on the rating plate of their motors and so can be incorrectly
interpreted for geared motors.
There is, in fact, a clear definition in NEMA MG1-1.43:

"The service factor of an alternating-current motor is a multiplier which, when applied to the rated
horsepower, indicates a permissible horsepower loading which may be carried under the conditions
specified in MG1-14.35".
This specifies that
o the increased output is available in continuous operation
o the winding temperature may be 10 K higher than the insulating material class (thermal
classification) assigned (NEMA MG1-12.42.1.b)
o efficiency and output factor alter
o a service factor of > l.0 can only be used with RSHQGULSSURRI2'3PRWRUV
o totally enclosed fan cooled (TEFC) motors have a service factor of 1.0.
In spite of these specifications, "service factor SF" is one of the often misunderstood NEMA
specifications. For example, it is often applied to VWDQGDUGHQFORVHG (TEFC) motors, if these are
insulated with thermal classification "F" insulating material but are operated to class "B" (usual SF
specification = 1.15).
NEMA MG1-10.38 specifies that the VHUYLFHIDFWRUQHHGRQO\EHVWDWHGRQWKHUDWLQJSODWH if it
deviates from 1.0. This is not normally the case for standard IP54 (TEFC) motors.
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Most manufacturers of geared motors use a simple table of "daily operating hours" and "shock
classification" parameters to determine the service factor. The basic table is sometimes expanded to
include an additional level for the operating hours and/or the switching frequency.
Load type Operating hrs per day

Shock Mode of operation of the driven machinery 3 h/d 8 h/d 16 h/d 24 h/d
class
, Uniform 0.8 1.0 1.25 1.6
Small masses to be accelerated
,, Moderate shock loads 1.0 1.25 1.5 1.8
Moderate masses to be accelerated
,,, Heavy shock loads 1.25 1.6 1.8 2.0
Large masses to be accelerated
Although systems of this type are very common, they are not standardized in any way. A look through
the catalogues of 42 manufacturers shows that vastly different daily operating hours are assigned to
service factor 1.0 at shock classification I.
25 Figure 4.1
Permitted operating hrs per day
21 (h/d)
20 at service factor 1.0
and shock classification I
according to the catalogue
15 specifications of
12 42 different manufacturers
=
10
5
5 4
0
8 10 12 16 h/d
%)+352'_ Wd
One manufacturer has changed his calculation pattern three time over a period of about 20 years:
Catalogue edition 1970 1984 1991

Permitted operating hrs per day at SF = 1, shock class I 10 h/d 5 h/d 16 h/d
0DQXIDFWXUHU WG K WG K WG K WG K WG K
ABM x
ATM x
BAUER x
BENZELERS x
BOCKWOLDT x
BONFIGLIOLI x
BROOK-HANSEN x
CYCLO x
DAVID BROWN x
DEMAG x
DESCH x
DOB x
FENNER x
FIMET x
FLENDER x
HANSEN x
HEEMAF x
HEYNAU x
HÖRZ x
KEB x
KNÖDLER x
KÖLLMANN x
LENZE x
LEROY SOMER x
MANNESMANN x
MARBAISE x
NORD x
PEKRUN x
PIV x
REHFUSS x
RENOLD x
RHEIN-GETRIEBE x
RÖCHLING x
ROSSI x
SAWA x
SEW x
STEPHAN x
STIEBEL x
STÖBER x
STRÖTER x
VEM x
WAT x
ZAE x
Total: 43 21 12 5 4 1
Table 4.2 Permitted daily operating hours at service factor 1.0

based on the catalogue specifications of 43 manufacturers
6HUYLFHIDFWRUVDUHWKXVQHLWKHUVWDQGDUGL]HGQRUXQLIRUP(DFKPDQXIDFWXUHUPD\FKDQJHWKH
EDVLVRIFDOFXODWLRQWRDUULYHDWDVHUYLFHIDFWRUIRUKLVPDFKLQHE\XVLQJKLVRZQ
PHDVXULQJV\VWHP
7KHUHVXOWVREWDLQHGE\FRPSDULQJVHUYLFHIDFWRUVFDQQRWEHFRUUHFWEHFDXVHWKHUHLVQREDVLV
IRUFRPSDULVRQ
'DLO\RSHUDWLQJKRXUV
There are objective criteria for calculating the daily operating hours to calculate the service factor. In
other words, these criteria have a technical foundation and can be verified by measuring instruments.
The daily operating hours are fixed by the intended use – e.g. as the drive for shutters or a factory
gate – or, in cases of doubt, can be determined using a clock. It is often necessary to make an
estimate or take an average value.
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Because all gear teeth (except worm gear sets) are designed to be durable, the standardized
calculation of service life for rolling-contact bearings may be used as a benchmark.
In principle, the following applies for the rated service life of rolling-contact bearings both in
accordance with ISO 281:Part 1 and the modified bearing calculation:
& 
S /10 - Rated service life in millions of revolutions
/10 =  & - Dynamic load rating in N
3  3 - Equivalent dynamic bearing load in N
S - Exponent for
ball bearings: p = 3
roller bearings: p = 10/3
The following relationship may be stated for the service factor using the exponent for ball bearings
S = 3 and for the same service life expectancy LQ\HDUV for varying daily operating hours:
IB ≅ . 1/ 3 IB - Service factor
. - Factor for varying the daily operating hours in
respect of the specification where IB = 1.0
This yields a theoretical relationship for the dependence of the service factor IB on the daily operating
hours Wd as shown in the following graph:
1.5 Figure 5
8
Theoretical dependence of the
service factor IB on the daily
U 16 operating hours Wd in hours per day
1 (h/d) based on the laws of ball
B bearing service life
8 - IB = 1.0 at Wd = 8 h/d
16 - IB = 1.0 at Wd = 16 h/d
IB
0.5
U - Factor commonly used in
practice
B - Factor used by Danfoss
Bauer in practice
0
0 4 8 12 16 20 h/d 24
%)7'_ Wd
The service factors used in practice deviate only slightly from the theoretical values in the graph:
Actual operating hours per day Wd (in h/d) 8 16 24

Theoretical factor on the basis of Wd = 8 h/d 1.0 1.26 1.44
Factor used in practice for the conventional table shown in 1.0 1.25 1.6
clause 4
Theoretical factor on the basis of Wd = 16 h/d 0.8 1.0 1.14
Factor used in practice by Bauer for the scheme given in 0.8 1.0 1.2
clause 10
This comparison yields important information:

o The specifications for Danfoss Bauer service factors described in greater detail in clause 10 are
based closely on the standards for contact-roller bearings in respect of the dependence on the
daily operating hours.
o If the basis for the service factor IB = 1.0 is high (e.g. td = 16 h/d), then a low service factor
(e.g. I% = 1.2), is sufficient to make a gear unit viable for operating hours of Wd = 24 h/d.
o If the basis for the service factor I% = 1.0 is low (e.g. Wd = 8 h/d), then a high service factor
(e.g. at least I% = 1.44) is required to make a gear unit viable for operating hours of Wd = 24 h/d.
The "conventional factor" of 1.25 does not correspond to the technical circumstances.
AGMA prescribes a factor of 1.4 in such circumstances.
At very low daily operating hours (e.g. Wd < 4 h/d), the theoretical low service factors
(e.g. I% < 0.8) would be permissible if only the service life were of consideration. However, if
resistance to fracture is taken into account, values below 0.8 are not permitted, even for a short-time
duty of a few minutes per day.
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VVHUYLFHIDFWRUV
The service factors of different manufacturers for continuous operation without switching frequency
may be compared with sufficient certainty:
&RPSDULVRQRI'DQIRVV%DXHUZLWKPDQXIDFWXUHUVRQWKHEDVLVRIKG
6KRFNFODVVLILFDWLRQ 2SHUDWLQJKRXUVSHUGD\W G
Wd ≤ 8 h Wd ≤ 16 h Wd ≤ 24 h
BAUER / ABC BAUER / ABC BAUER / ABC
, 0.8 / 1.0 1.0 / 1.25 1.2 /.1.6
,, 1.05 / 1.25 1.25 / 1.5 1.45 / 1.7
,,, 1.45 / 1.75 1.55 / 1.9 1.7 / 2.0
&RPSDULVRQRI'DQIRVV%DXHUWRPDQXIDFWXUHUVRQWKHEDVLVRIKG
6KRFNFODVVLILFDWLRQ 2SHUDWLQJKRXUVSHUGD\W G
Wd ≤ 8 h Wd ≤ 16 h Wd ≤ 24 h
BAUER / XYZ BAUER / XYZ BAUER / XYZ
, 0.8 / 0.8 1.0 / 1.0 1.2 /.1.2
,, 1.05 / 1.1 1.25 / 1.27 1.45 / 1.43
,,, 1.45 / 1.4 1.55 / 1.53 1.7 / 1.65
BAUER - SF for Danfoss Bauer B 2000 series geared motors on the basis of 16 h/d
ABC - SF for gear units of manufacturers specified in table 4.2 where SF = 1.0 at 8 h/d
XYZ - SF for gear units of manufacturers specified in table 4.2 where SF=1.0 at 16 h/d
6KRFNFODVVLILFDWLRQV
While objective criteria exist for determining the "time" parameter, the "shock classification" parameter
is usually left to subjective judgement: "Standard" specifications and even standards talk of
"moderate", "medium" or "heavy" shock loads. However, objective limit values for the permissible
torque shocks may be found in the latest specifications produced by Danfoss Bauer.
The following must be distinguished when drawing up shock classifications:
7RUTXHVKRFNVFDXVHGE\WKHPRWRU
Three-phase asynchronous motors develop breakaway (starting) torques (0A) when directly switched
on a stiff supply system. These starting torques correspond to approximately 1.5 to 2.5 times the rated
torque (0N) depending on the size and design of the system.0A / 0N = 2 may be taken as a typical
value for standard-size cage motors. This torque is generated irrespective of the demand in question.
Under full load and where the masses to be accelerated are large, the torque flows mainly through the
gear unit; under no load, the torque is fully absorbed by the rotor. The external mass inertia as
described in clause 7 is, therefore, always to be taken into consideration in the assessment of the
torques generated by the motor in switched operation.
Figure 6.1.1
Typical torque/speed characteristic curve
for a cage motor with the characteristic
values
Q - Speed
0 - Torque
0N - Rated torque
0A - Starting (breakaway) torque
0K - Breakdown torque
0S - Pull-up torque
0L - Load torque
Ma - Acceleration torque
Regenerative braking occurs if the instantaneous speed n of the rotor is greater than the synchronous
speed of the stator’s rotating field. This occurs, for example, where pole-changing three-phase motors
are switched from a lower number of poles to a higher number of poles.
Figure 6.1.2 shows the shape of the torque characteristic curve in the motoring and regenerative
ranges. The regenerative braking torques are considerably greater than the motoring torques.
3 Figure 6.1.2
2 Shape of the torque curve when
1 MOT switching from the lower number of
0 poles back to a higher number of
-1 poles at a speed ratio of 2:1.
-2
-3 The motoring breakdown torque to
GEN regenerative breakdown torque ratio
-4
0 / 0N
-5 is approximately
-6 1 : 4 in this instance
-7
-8
-9
1500 r/min 3000 r/min
-10
0 1 2
(%*(1_ Q / Qsy
Although the shock torques generated by the motor sometimes far exceed the rated torque, it is not
necessary to view them directly as a "shock classification" when calculating the service factor. If they
only occur occasionally, their short duration means that they exert only a minor influence on the "load
collective" critical in the design of a gear unit. If, however, a significant proportion of these acceleration
and deceleration torques flow into H[WHUQDO mass moments of inertia, i.e. they load the gear unit, they
will be evaluated in the IDFWRURILQHUWLD), (clause 7) and the VZLWFKLQJIUHTXHQF\ (clause 8).
Figure 6.1.3
Depending on the factor of inertia ),, torque
shocks generated by the motor are partially
absorbed by the rotor mass; only the remaining
torque shocks flow through the gear unit (see
clause 7)
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The shock classification is intended to take account of a known or foreseeable torque increase. This is
caused by the way driven machinery commonly operates. Overloading of this nature may be caused,
for example by
o increased torque demand at low ambient temperatures
o initial resistance to stirring of a stiff medium
o occasional transportation of an excessively heavy bulk load
o hard spots encountered when stripping bark off a tree trunk
o shredding hard material in a crusher or mixer.
According to this definition, the overloading at shock classification III is limited to twice the rated torque
– this limit results from taking the external transmission components into account and the design of the
driven machinery.
Danfoss Bauer uses clear objective limit values for the shock classification instead of terms which are
open to subjective interpretation, unlike practically all standardized or customary systems for
determining the service factor:
Shock Description Short-time permissible overloading

classification
, Uniform without shock loads M/MN ≤ 1
,, Moderate shock loads 1 < M/MN ≤ 1.6
,,, Heavy shock loads 1.6 < M/MN ≤ 2
Figure 6.2.1
Objective classification of shock loads according
to the degree of torque overload
Figure 6.2.2
Torque shocks caused by the driven machinery
flow entirely into the gear unit if they are not
damped by mechanical overload protection
Extreme overloading caused by incorrect use of driven machinery can never be accommodated by the
shock classification and a corresponding service factor:
o blocking a crusher with pieces which are too large or hard
o impact of a crane chassis on a buffer
o starting up a mixer in which medium has set hard
o a chain drive being blocked by foreign particles.
Torque peaks resulting from an unforeseen blockage of this type can only be absorbed by mechanical
overload protection (friction clutch, fluid clutch, slip hub, shear pin).
You will find full information on the subject of overload protection in the Danfoss Bauer book
"Protective measures for three-phase geared motors".
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Shock classifications are assigned to common driven machinery both in standards and codes of
practice (clause 3) as well as sector or manufacturer-specific documentation. If, for example, a crusher
or power press is assigned shock classification III, this is justifiable. On the other hand, a belt
conveyor may have a shock classification of I under favourable circumstances but which changes
rapidly to shock classification III under switching operation, high speed and transmission by a loose
chain.
The classification in the following table should not, therefore, be accepted blindly. It provides a rough
guide; the criteria specified by Danfoss Bauer – particularly the factor of inertia, switching frequency
and power transmission components – should be taken into consideration in any final shock
classification.
&ODVVLILFDWLRQRIGULYHQPDFKLQHU\(note explanations)
&216758&7,21 Shock 58%%(5 Shock
0$&+,1(5< classification classification
Hoists II Extruders III
Concrete mixers II Calenders II
Roadbuilding machinery II Kneading machines III
Mixers II
&+(0,&$/,1'8675< Mills III
Cooling drums II
Mixers II 7,0%(5,1'8675<
Agitators (light media) I Debarking drums III
Agitators (stiff media) II Planing machines II
Drying drums II Woodworking machinery I
Centrifuges (light) I Sawmills III
Centrifuges (heavy) II
&5$1(6
&219(<256<67(06 Derricking gear I
Conveyor reels II Travel motion III
Conveyors III Hoists I
Link-belt conveyors II Slewing gear II
Belt conveyors (bulk goods) I Luffing gear II
Belt conveyor (packaged II
goods)
Belt bucket conveyors II 3/$67,&6
Chain conveyors II Extruders II
Circular conveyors II Calenders II
Freight elevators II Mixers II
Flour bucket conveyors I Crushers II
Passenger lifts II
Plate conveyors II 0(7$/:25.,1*
Worm conveyor II Plate bending machine II
Stone breakers II Plate-straightening machines III
Inclined hoists III Forging machines III
Steel belt conveyors II Planing machines III
Rigid-arm elevators II Presses III
Shears II
%/2:(56)$16 Forging presses III
Rotating blowers II Punches III
Blowers (axial and radial) I Transmission gearing, shaft I
assemblies
Cooling tower fans II Machine tools (main) II
Induced-draught fans II Machine tools (auxiliary) I
)22'678))6 Shock 0,//6 Shock
classification classification
Filling machines I Plate shears III
Kneading machines II Plate tilters II
Mashers II Block printers III
Packaging machines I Blooming and slabbing mills III
Sugar cane chopper II Ingot conveyors III
Sugar cane mills III Wire-drawing mills II
Sugar bee choppers II Descaling plant III
Sugar bee washers II Sheet rolling mills III
Plate rolling mills III
3$3(5 Reels (strip and wire) II
Couch presses III Cold rolling mills III
Calendering cylinders III Track-laying tractors II
Beaters II Billet shears III
Wood grinders III Cooling banks II
Calenders II Skids II
Wet presses III Roller tables (light) II
Shredders III Roller tables (heavy) III
Suction presses III Roller straighteners II
Suction rolls III Tube welding machines III
Drying cylinders III Plate trimming shears II
End shears III
52&.($57+ Continuous casting plants III
Crushers III Roller adjusters II
Rotating kilns III Shifting devices III
Hammer mills III
Tube mills III /$81'5<
Impact pulverizers III Drum drier II
Brick moulding machines III Washing machines II
7(;7,/(6 :$7(575($70(17
Winding bobbins II Rotary aerators II
Printing and dying II Water augers II
Tanning vats II
Shredders II
Looms II
0DVVPRPHQWRILQHUWLD
The acceleration torque marked 0a in graph 6.1.1 developed by the motor is distributed linearly
amongst the masses. This compliance with the laws of physics is important for the ORDGLQJ RI WKH
GRZQVWUHDPJHDUXQLW.
0.8
0H[W0D
0.6
0.4
0.2
0
1 2 3 4 5 6 7 8 9 10
$1/0$8)7_
),
Figure 7.1 Figure 7.2

Torque passed to mass External proportion of the torque
The mass inertia present in the system is expressed as a "factor of inertia )," in accordance with the
standard:
-ext + -rot ), - Factor of inertia

), = -ext - External mass moment of inertia
-rot
-rot - Rotor mass moment of inertia
Some manufacturers use a "mass acceleration factor" defined differently in this context:
-ext )% - Mass acceleration factor

)% = = ), − 1 -ext - External mass moment of inertia
-rot
-rot - Rotor mass moment of inertia
The proportion of the acceleration torque flowing out of the system is shown in graph 7.2; this is
calculated from
0ext -ext -rot ⋅ (), − 1) ), − 1

= = =
0a Σ- -rot ⋅ ), ),
This consideration explains why the factor of inertia ), has an important function in the determination
of the VKRFN FODVVLILFDWLRQ. The following factors are decisive in the determination of the service
factors for Danfoss Bauer gear units:
6KRFNFODVVLILFDWLRQ , ,, ,,,
Factor of inertia ), ≤ 1.3 1.3 < ), ≤ 4 ), > 4
Gear loading
as a proportion of 0a ≤ 0.23 0a 0.23 to 0.75 0a > 0.75 0a
as a proportion of 0N (approx.) ≤ 0.5 0N 0.5 to 1.5 0N > 1.5 0N
There are no fixed rules for evaluating the mass moments of inertia in a system in terms of service
factors; empirical values obtained play a major role. The comparison in graph 7.3 shows that
manufacturers "B" and "C" place greater weight on the effect of mass moments of inertia in their
respective systems for service factors than does Danfoss Bauer (line "A").
Figure 7.3
Evaluation of the factor of inertia ),
2.5 C as a multiplier . for the service
factor
2
B Danfoss Bauer system ("A")
.
1.5 A compared to two other

manufacturers ("B" and "C" )
1
0.5
0
1 2 3 4 5 6 7 8 9 10
%)),_ ),
6ZLWFKLQJIUHTXHQF\
In addition to the level of the acceleration torque flowing through the gear unit, the frequency of
operations, i.e. the switching frequency, is important for a load collective.
At 1,000 c/h (switching operations per hour) with a run-up time of 1 s per switch, the gear unit is
placed under increased torque for 1,000 seconds over a period of one hour, i.e. almost 30 % of the
time. However, the fact that any alteration in the speed can lead to dynamic torque peaks, which are
difficult to determine by calculation, would seem more important than this load time which can indeed
be determined by calculation.
The effect of the switching frequency on the service factor is therefore usually assessed empirically
and differently from manufacturer to manufacturer, if at all. Figure 8.1 shows how the service factor
changes for 100 or 1,000 switching operations per hour for ten different manufacturers.
2.5 Figure 8.1

Evaluation of the switching
frequencies = = 100 c/h and 1,000
2 c/h
as a multiplier . for the service
==1000 c/h
1.5
factor by ten different manufacturers
(352')
.
==100 c/h Danfoss Bauer = serial number 6

1
0.5
0
0 1 2 3 4 5 6 7 8 9 10
%)6_ 352'
Examples of the switching frequency for the Danfoss Bauer evaluation at Wd > 8 h/d and shock
classification I:
Switching frequency = (c/h) 1 < = ≤ 100 100 < = ≤ 1000 1000 < =
Service factor IB 1.3 1.45 1.5
There is a good reason for the relatively high evaluation of small switching frequencies and the
moderate additional increase for very high switching frequencies:
Poorly chosen power transmission components with play (chains, claw couplings) may generate
considerable peak torques in switching operation (see clauses 9 and 10). The order of magnitude of
these loads may approach the limit of resistance to fracture. It is therefore essential for safety that the
service factor be raised significantly, even at low switching frequencies. With this safety measure in
place, there is little more to be done in terms of the fatigue limit at extremely high rates of load
reversal.
Anyway, it would seem more appropriate to "take the edge off" switched operation by selecting
suitable power transmission components in accordance with clause 9 instead of drastically increasing
the service factor (i.e. the gear size).
Furthermore, a gear unit which has been increased in size because of the shock classification does
not require the full increase factor due to the switching frequency. Viewed in this way, we arrive at a
natural upper limit for the service factor at an approximate value of 2. The practice of some
manufacturers of combining all factors sequentially with the end result of up to six may seem logical
mathematically but is not rational from a technical point of view.
Figure 8.2
G
Span of service factors %)
according to the catalogue
F specification of seven manufacturers
(352') A to G
E
352'
D B - Danfoss Bauer
0 1 2 3 4 5 6 7
%)0,10$;_
%)
3RZHUWUDQVPLVVLRQFRPSRQHQWV
The effect of the power transmission components plays a more important role for Danfoss Bauer than
in the conventional systems for determining the service factor. This section therefore deals only with
the fundamental characteristics of driving elements such as couplings, traction elements and gear
wheels.
6KRFNDEVRUELQJ
Highly resilient shaft couplings can reduce dynamically-generated torque peaks. If the couplings elimi-
nate all play for design reasons, they are ideally placed to be classified under "shock classification I" –
SDUWLFXODUO\LQVZLWFKLQJRSHUDWLRQ.
If the resilient element permits extremely high distortion, it can absorb the flywheel energy of the motor
rotor and even replicate the action of a friction clutch. Figure 9.1.1 shows the torque peaks absorbed
by a torque hub recorded on a plotter for a hard steel on steel blocking. If a highly resilient shaft tyre
coupling is connected into the torque flow under otherwise constant conditions, the torque peak is
reduced considerably as shown in figure 9.1.2.
Figure 9.1.1 Figure 9.1.2

Torque peaks for a hard steel on steel blocking Torque damping for soft blocking by using a highly
resilient shaft coupling
Figure 9.1.3 shows the principle and application of a highly resilient shaft coupling which uses a rubber
tyre as the power transmission component.
Figure 9.1.3
Highly resilient zero-play
coupling comprising a hub (1),
thrust piece (2) and rubber shaft
tyre (3) with fabric liner
(PERIFLEX system,
manufactured by STROMAG)
12 Figure 9.1.4
0lim Typical torsion characteristics of a
10
highly resilient coupling with shaft
tyre
(PERIFLEX system, manufactured
8
by STROMAG),
torsional offset ϕ as a function of the
6 torque 0 up to failure 0lim
0 / 0N
2
0N
0 o
0 10 20 30 40 50
5*3(5)/;_
ϕ
The diagram in figure 9.1.4 is representative for this range of couplings and shows that very high
levels of torsion ϕ can occur before the rubber tyre tears. This is a condition to reduce torque peaks. If,
in an emergency, the coupling takes on the function of shear pins or a slip clutch, the loss of the tyre
seems insignificant by comparison with the damage which would otherwise be caused to the gear unit
or the driven machinery.
As figure 9.1.5 shows, the tyre is easily to be replaced without dismantling the drive or driven
machinery.
Figure 9.1.5
Replacing the resilient tyre on a
PERlFLEX coupling
The shock-absorbing effect of the highly resilient tyre can be explained by the following relationships:
The rotational energy in the electric motor’s rotor is converted into deformation work if the rotor is
blocked
-rot ⋅ ω2 0max ⋅ ϕ : - Work (energy)

: = = -Uot - Mass moment of inertia of the rotor
2 2
ω - Angular speed of the rotor
0max - Max. shock torque at the end of the resilient
torsion
ϕ - Resilient torsional offset
As the work : (and consequently the area of the "shock load triangle" in figure 9.1.6) is constant, the
maximum shock torque 0max at the end of the torsional offset is lower the greater the resilient
deformation travel ϕ.
Figure 9.1.6
Maximum shock torques (0max) as a
function of the resilient deformation
(ϕ) of couplings with different
torsional stiffnesses (tan α) under
the absorption of a given amount of
kinetic energy (:)
([DPSOHVRIFRXSOLQJV\VWHPVZLWKUHODWLYHO\KLJKO\UHVLOLHQWGHIRUPDELOLW\
5XEEHUW\UHV 5XEEHUEHDG +HOLFDOVSULQJV :RUPVSULQJ
6KRFNQHXWUDO
A transmission element behaves "shock-neutrally" if dynamic torque shocks are only slightly absorbed
and if it is sufficiently SOD\IUHH that it allows no free travel and so does not cause additional torque
peaks to be generated.
The following belong in this category:
o Low-play or zero-play couplings
o Gear wheel speed reducers
o Frictional traction elements (V-belts, flat belts)
o Toothed belts
o Hollow shafts with keyways or shrink-disc connection
o Crank or eccentric drives.
([DPSOHVRIVKRFNQHXWUDOSRZHUWUDQVPLVVLRQFRPSRQHQWV
8QLYHUVDOMRLQWVKDIW 'LVFFRXSOLQJ *HDUZKHHOV 5DFNDQGSLQLRQ
9EHOW )ODWEHOW 7RRWKHGEHOW +ROORZVKDIWNH\ZD\
+ROORZVKDIWVKULQNGLVFFRQQHFWLRQ (FFHQWULF &UDQN
6KRFNDPSOLI\LQJ
Power transmission components may act to amplify shocks if theirURWDWLRQDOSOD\ is sufficiently large
that a considerable difference in speeds can exist between the driving and driven shaft. Speed-
reduction gears multiply the free travel. Power transmission components which have proven
themselves with high-speed direct drives (e.g. on pumps, fans etc.) must therefore be evaluated
differently in combination with geared motors.
The power transmission components between the output shaft of a geared motor and the drive shaft of
the driven machinery must therefore be selected with great care for switching operation.
Under continuous operation in one direction of rotation, the transmission components are constantly in
contact so no significant additional forces apart from the driving torque are generally acting.
However, the free travel generally associated with many power transmission components under
switched operation (e.g. chain sag or coupling play) is very disruptive.
The torque characteristic curve in figure 9.3.1 shows torsional play ϕS occurring at every switching
action before the transmission components bite. The resilient torsional offset ϕ is dependent on the
torque 0.
It should be noted that a relatively low degree of external play, multiplied by the reduction ration i on
the rotor shaft, is amplified on the output shaft of the gear unit (see 9.3.2).
Figure 9.3.1
Torque characteristic curve of a
resilient coupling with play
Figure 9.3.2
Principle of coupling
configuration between gear unit
and driven machinery
If the torsional play ϕS – i.e. the free travel – is of the order of magnitude of the no-load acceleration
travel of the output shaft ϕa02 as specified in clause 10.2, the drive may reach full speed before
driven machinery even starts to move.
,ISRZHUWUDQVPLVVLRQFRPSRQHQWVWKHQELWHDEUXSWO\RQFHWKHIUHHWUDYHOKDVEHHQWDNHQXS
XQFRQWUROODEO\ KLJK LQHUWLDO IRUFHV IDU H[FHHGLQJ WKH WRUTXHV JHQHUDWHG E\ WKH GULYH PD\
RFFXUDVWKH\DUHRQO\GHSHQGHQWRQWKHUHVLOLHQFHRIWKHSRZHUWUDQVPLVVLRQFRPSRQHQWV
The free travel required for a velocity shock and the level of torque peaks occurring are discussed fully
in clause 10.
([DPSOHRISRZHUWUDQVPLVVLRQFRPSRQHQWVZLWKGDPDJLQJWRUVLRQDOSOD\XQGHUVZLWFKHG
RSHUDWLRQ
&ODZ 3LQDQGEXIIHU 7KUXVWSLQFRXSOLQJ &KDLQFRXSOLQJ

FRXSOLQJ FRXSOLQJ FKDLQRSHQ
,QYHUWHGWRRWKFKDLQ 5ROOHUFKDLQ 9HU\FRPPRQFKDLQVDJ
6XPPDU\RIVKRFNHYDOXDWLRQ
6KRFN &ULWHULD ([DPSOHRISRZHU

FODVV WUDQVPLVVLRQFRPSRQHQW
, Uniform without shock loads

), ≤ 1.3
M/0N ≤ 1
Power transmission component
VKRFNDEVRUELQJ
ϕN ≥ 5 °
,, Moderate shock loads

1.3 ≤ ), ≤ 4
1 < 0/0N ≤ 1.6
Power transmission component
VKRFNQHXWUDO
ϕN < 5 °
,,, Heavy shock loads

), > 4
1.6 < 0/0N ≤ 2
Power transmission component VKRFNDPSOLI\LQJ
(e.g. coupling, chain with play)
7RUTXHVKRFNIURPWUDQVPLVVLRQSOD\YHORFLW\VKRFN
Three-phase asynchronous motors are fast starters – particularly under no-load starting. Even a low
level of backlash in the transmission travel, multiplied by the gear reduction ratio, provides the free
travel required for "no-load starting". 7RUTXHSHDNVRIXSWRWLPHVWKHUDWHGWRUTXH have been
demonstrated, depending on the hardness of the stop.
1RORDGDFFHOHUDWLRQWLPHRIWKUHHSKDVHDV\QFKURQRXVPRWRUV
The familiar relationship applies for the run-up time with reference to the torque characteristics given in
figure 6.1.1.
- ⋅Q Wa - Run-up time in s
WD =
9,55 ⋅ 0a - - Mass moment of inertia in kgm2
Q - Speed in r/min
0a - Acceleration torque in Nm
Normal three-phase asynchronous motors reach full speed within fractions of a second under no-load
starting, i.e. starting at no load and with no external mass moments of inertia.
Typical values for the no-load acceleration time of standard geared motors are given in figure 10.1.
200 Figure 10.1

Typical values for the
ms
no-load acceleration time Wa0
150 of standard gear motor units with
rated power 3N
WD
100
50
0
0.1 1 10 kW 100
31
1RORDGDFFHOHUDWLRQWUDYHORIWKUHHSKDVHDV\QFKURQRXVPRWRUV
A three-phase asynchronous motor’s rotor requires an exceedingly small travel to reach full speed
under no-load starting; most standard geared motors run for less than one revolution of the rotor
during the acceleration period.
At constant angular acceleration, i.e. constant speed increase from 0 to Q1, these formulae apply:
ω1 ⋅ Wa0 ϕa01 - No-load acceleration travel of the rotor shaft in °

ϕa01 = = 3 ⋅ Q1 ⋅ Wa0
2 ω1 - Angular speed of the rotor in °/s
π
(1 ° / V = rad/s; 1 rad/s = 57,4 ° / s )
180
Q1 - Speed of the rotor in r/min
Wa0 - No-load acceleration time in s in accordance with 9.3.1
Typical values for the rotor's no-load acceleration travel in standard geared motors are given in figure
10.2.
This gives the no-load acceleration travel of the output shaft
ϕa01 Q Q2 - Speed of the output shaft in r/min

ϕa02 = = ϕa01 ⋅ 2
L Q1 ϕa02 - No-load acceleration travel of the drive shaft in °
1000 Figure 10.2

o Typical values for the
no-load acceleration travel ϕa01 of
800 standard geared motors with
reference to the rotor shaft
600
400
ϕa0
200
0
0.1 1 10 kW 100
$1/3+,$_ 3N
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IRUWKHRXWSXWVKDIWVSHHGRIDSSUR[LPDWHO\UPLQDVIUHTXHQWO\UHTXLUHGWRSURYLGHWKH
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XQIRUWXQDWHO\IRUVRPHFRXSOLQJW\SHV±HVSHFLDOO\IROORZLQJDSURORQJHGVHUYLFHOLIH
5HVXOWVRIWHVWLQJ
The measuring technology used to record torque peaks is very complex:

Either strain gauges must be stuck in place and connected with sliprings or the shaft assembly must
be interrupted on the output side of the gear unit so that a torque measuring hub can be inserted. The
following measurements were obtained by this latter method.
Figure 10.3.1
Greatly increased rotational play
ϕS for a coupling with leather sets
(a) compressed in reversing
operation by claws (b)
ϕ6!
The torque peak oscillograms shown in illustrations 10.3.5 and 10.3.6 were determined in reversing
operation as shown in figure 10.3.2. The attempt to determine the thermal load capacity of roller
table geared motors had to be terminated early on several occasions as the 60 mm thick output
shaft could not cope with the torque peaks generated by a coupling with play. Once a highly
resilient zero-play coupling had been fitted as shown in figure 9.1.3, both the heating sequence and
a service life test of over 23 million reversing operations could be completed.
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V\VWHPLVRIVXFKLPSRUWDQFHWR'DQIRVV%DXHUVHUYLFHIDFWRUV
Figure 10.3.2 Figure 10.3.3

Reversing operation to determine the thermal and mechanical Violent torsional fracture in an output
suitability of roller table geared motors shaft of 60 mm ∅ due to torque
peaks caused by play from an
unsuitable coupling
Figure 10.3.4
Diagram of a reversing operation
The clause highlighted is

represented in oscillograms
10.3.5 and 10.3.6 by direct
recording of the torque peak 0
(using a measuring hub) and the
speed Q (using a tacho) over time
W with an x-y plotter
Figure 10.3.5
Torque peak generated from the
kinetic energy (0max) compared
to breakaway torque (0A)
developed by the motor for a
reversing operation with a claw
coupling with play as shown in
figure 10.3.1
Figure 10.3.6
Torque peak generated from the
kinetic energy (0max) compared to
breakaway torque (0A) developed
by the motor for a highly resilient
zero-play shaft tyre coupling as
shown in figure 9.1.3
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The following service factors are used in the catalogues for the B 2000 generation:
&RQWLQXRXVRSHUDWLRQZLWKRXWVZLWFKLQJIUHTXHQF\=≤FK
Factor I for shock classification and operating hours
Shock classification Operating hours per day W d
4 h < Wd ≤ 8 h 8 h < Wd ≤ 16 h 16 h < Wd ≤ 24 h

, 0.8 1.0 1.2
,, 1.05 1.25 1.45
,,, 1.45 1.55 1.7
6ZLWFKLQJRSHUDWLRQ
11.2.1 Factor I2 for shock classification and switching frequency in single-shift operation Wd ≤ 8 h/d
Shock classification Switching frequency = per hour

1 c/h < Z ≤ 100 c/h 100 c/h< = ≤ 1,000 c/h 1,000 c/h < =
, 0.95 1.1 1.15
,, 1.2 1.35 1.4
,,, 1.55 1.6 1.6
11.2.2 Factor I2 for shock classification and switching frequency in multiple-shift operation Wd > 8 h/d

1 c/h < = ≤ 100 c/h 100 c/h < = ≤ 1,000 c/h 1,000 c/h < Z
, 1.3 1.45 1.5
,, 1.5 1.6 1.65
,,, 1.75 1.8 1.8
2YHUDOOVHUYLFHIDFWRU
Overall service factor I = I1

or I = I2
Example: Shock classification II at = = 100 c/h and multiple-shift operation yields the
service factor I = I2 = 1.5.
'HILQLWLRQRIWKHVKRFNFODVVLILFDWLRQV
6KRFNFODVVLILFDWLRQ,
Uniform without shock loads
The following conditions must be fulfilled:
), ≤ 1.3
0/0N ≤ 1
Additional condition, particularly for switching operation:
Shock-absorbing power transmission components
(e.g. highly resilient, zero-play coupling, ϕN≥ 5
6KRFNFODVVLILFDWLRQ,, :
Moderate shock loads
At least one of the following conditions must be fulfilled:
1.3 < FI ≤ 4
1 < 0/0N ≤ 1.6
Shock-neutral power transmission components
(e.g. gear wheels, zero-play resilient coupling with ϕN< 5or rigid coupling)
6KRFNFODVVLILFDWLRQ,,,
Heavy shock loads
), > 4
1.6 < 0/0N ≤ 2
Shock-amplifying power transmission components
(e.g. coupling, chain drive with play)
([SODQDWLRQRIWKHDEEUHYLDWLRQV
= - Switching frequency (c/h)

Wd - Operating hours in hours per day (h/d)
), - Factor of inertia
0/0N - Relative shock in relation to the nominal torque
ϕN - Torsional offset of the resilient coupling under nominal torque
'DQIRVV%DXHUVHUYLFHIDFWRUVIRU%6VHULHVZRUPJHDUXQLWV
The following service factors are used in the DG catalogue:
&RQWLQXRXVRSHUDWLRQZLWKRXWVZLWFKLQJIUHTXHQF\=≤FK
Factor f1 for shock classification and operating hours
Shock Operating hours per day W d
class Wd ≤ 10 min Wd ≤ 1 h 1 h < Wd ≤ 4 h 4 h < Wd ≤ 8 h 8 h < Wd ≤ 16 h 16 h <WG ≤ 24 h

, 0.7 0.8 0.9 1.0 1.25 1.4
,, 0.9 1.0 1.12 1.25 1.6 1.8
,,, 1.25 1.4 1.6 1.8 2.2 2.5
6ZLWFKLQJRSHUDWLRQ
12.2.1 Factor I2 for shock classification and switching frequency in single-shift operation Wd ≤ 8 h/d

1 c/h < = ≤ 100 c/h 100 c/h< = ≤ 1,000 c/h 1,000 c/h < =
, 1.25 1.4 1.6
,, 1.6 1.8 2.0
,,, 1.8 2.0 2.2
12.2.2 Factor I2 for shock classification and switching frequency in multiple-shift operation Wd > 8 h/d

1 c/h < = ≤ 100 c/h 100 c/h < = ≤ 1,000 c/h 1,000 c/h < =
, 1.4 1.6 1.8
,, 1.8 2.0 2.2
,,, 2.0 2.2 2.5
$PELHQWWHPSHUDWXUH
Factor I3 for elevated ambient temperature
87 (°C) -10 to +25 > 25 >30 > 35 > 40 > 45 > 50 > 55
I3 1.0 1.1 1.2 1.3 1.4 1.5 1.6 Upon
request
2YHUDOOVHUYLFHIDFWRU
Overall service factor I = I1 or I2

The higher value applies if you wish to determine both factors for a mixed operating mode.
However at least I3 at operating hours > 1 h.
'HILQLWLRQRIWKHVKRFNFODVVLILFDWLRQV
6KRFNFODVVLILFDWLRQ,
Uniform without shock loads
The following conditions must be fulfilled:
), ≤ 1.3
0/0N ≤ 1
Additional condition, particularly for switched operation:
Shock-absorbing power transmission components
(e.g. highly resilient, zero-play coupling, ϕN≥ 5
6KRFNFODVVLILFDWLRQ,,
Moderate shock loads
1.3 < ), ≤ 2
1 < 0/MN ≤ 1.4
Shock-neutral power transmission components
(e.g. gear wheels, zero-play resilient coupling with ϕN< 5or rigid coupling)
6KRFNFODVVLILFDWLRQ,,, :
Heavy shock loads
), > 2
1.4 < 0/0N ≤ 2
Shock-amplifying power transmission components
(e.g. coupling, chain drive with play)
([SODQDWLRQRIWKHDEEUHYLDWLRQV
= - Switching frequency (c/h)

Wd - Operating hours in hours per day (h/d)
), - Factor of inertia
0/0N - Relative shock in relation to the nominal torque
ϕN - Torsional offset of the resilient coupling under nominal torque
([DPSOHDSSOLFDWLRQV
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No shock loads caused by operation 0/0N ≤ 1

Low external masses ), ≤ 1.3
Operating hours per day Wd = 6 h continuous
Shaft-mounted bevel gear
Classification in accordance with clause 11.1:

Continuous operation without switching frequency
Shock classification I (shock-neutral transmission)
6HUYLFHIDFWRU
3DOOHWFRQYH\RULQF\FOLFDORSHUDWLRQ
Switching frequency = = 200 c/h

Single-shift operation Wd = 8 h/d
Moderate shock loads 0/0N = 1.3
Low external masses ), = 1.25
Chain drive (shock-amplifying)
Helical-gear unit

Switching operation in single-shift operation
Shock classification III (shock-amplifying transmission)
6HUYLFHIDFWRU
3DOOHWFRQYH\RULQF\FOLFDORSHUDWLRQ
Drive conditions as in 13.2 but with toothed belt drive (shock-neutral)

Shock classification II (shock-neutral transmission)
6HUYLFHIDFWRU
&RROLQJWRZHUIDQ
No shock loads caused by operation 0/0N ≤ 1

Large external masses ), = 10
Operating hours per day Wd = 24 h/d
No switching frequency
Shaft-mounted gear unit

Continuous operation without switching frequency
Shock classification III (due to ),)
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Bibliography:
1 DIN 3990: Part 1

Tragfähigkeitsberechnung von Stirnrädern [Calculation of the load capacity of cylindrical
gears]
2 VDI 2151 (withdrawn)

Betriebsfaktoren für die Auslegung von Zahnradgetrieben [Service factors for the design of
gear trains]
Part 1: Grundlagen des Verfahrens [Fundamental principles of the procedure]
Part 2: Kurzanleitung mit Tafeln und Diagramm [Brief introduction with tables and diagrams]
3 AGMA 460.05
Practice for geared motors using spur, helical, herringbone and spiral bevel gears
4 6FKDOLW]$
Kupplungs-Atlas [Guide to couplings]
5 $QWRQ\*
Getriebewahl durch realistische Abschätzung des erforderlichen Betriebsfaktors [Gear unit
selection through realistic estimation of the required service factor]
ANT 29/3
6 Handbuch der Kettentechnik [Guide to chain technology]

Fa. Arnold & Stolzenberg GmbH
7 *UHLQHU+
Protective measures for three-phase geared motors
Published by Danfoss Bauer GmbH
8 *UHLQHU+
Selection of roller table drives
Special publication SD 887 EFS by Danfoss Bauer GmbH
Greiner: Electronic publication EP 3200 E by Danfoss Bauer GmbH Bibliography

,QGH[RINH\ZRUGV
Keyword Clause
$
Acceleration torque 6.1
AGMA class 3.3
Application factors 3.2
%
Breakawat torque 6.1
&
Calculation scheme 4
Chain clutch 9.3
Chain sag 9.3
Classification of driven machinery 6.3
Claw clutch 9.3
Codes of practice 3
Continuous-load capability 2
Coupling play 9.3
Crank 9.2
'
Daily operating hours 4, 5
Definition of the service factor 2
Deformability 9.1
Disc clutch 9.2
Driven machinery 6.2
Dynamic load rating 5
(
Eccentric 9.2
Example applications 13
)
Factor of inertia 7
FI (factor of inertia) 7
Flywheel energy 9.1
*
Gear wheels 9.2
+
Helical springs 9.1
Highly resilient shaft coupling 9.1
Hollow shaft 9.2
,
Inertial forces 9.3
Inverted-tooth chain 9.3
/
Load collective 2
0
Mass acceleration factor 7
Mass moment of inertia 7
1
No-load/acceleration time 10.1
No-load/acceleration travel 10.2
2
Operating conditions 1
Operating hours per day 4, 5
3
Pin and buffer coupling 9.3
Play 10
Power transmission component 9
Greiner: Electronic publication EP 3209 E by Danfoss Bauer GmbH Index/1

5
Rack and pinion 9.2
Rated service life 5
Regenerative braking 6.1
Roller chain 9.3
Rotational play 9.3
Rubber bead 9.1
Rubber tyres 9.1
6
Service factor 3.4
Shaft tyres 9.1
Shear pin 9.1
Shock classification 4, 6, 6.3
Shock-absorbing 9.1
Shock-amplifying 9.3
Shock-neutral 9.2
Slip clutch 9.1
Standards 3
Strain gauge 10.3
Switching frequency 8
7
Task of the service factor 2
Thrust pin clutch 9.3
Toothed belts 9.2
Torque characteristic curve 6.1
Torque overload 6.2
Torque peaks 10
Torque shock 10
Torsion characteristics 9.1
8
Universal joint shaft 9.2
9
V-belt 9.2
VDI codes of practice 3.1
:
Worm spring 9.1
Greiner: Electronic publication EP 3209 E by Danfoss Bauer GmbH Index/2

Danfoss Bauer GmbH
BAUER Geared Motors
Eberhard-Bauer-Straße 36 – 60
D 73734 Esslingen
Tel.: +49 711-3 51 80
Fax.: +49 711-3 51 83 81
www.danfoss-bauer.com
The Gear Motor Specialist

Factor Servicio - Bauer

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Service Factors EP 3209 E

100 Figure 1.1

60 the automotive industry (A1 to A4)

Service factor Figure 1.2

Service factor Figure 1.3

o Transmission damage is avoided to a large extent.

$SSOLFDWLRQIDFWRU.$ in accordance with DIN 3990

Prime mover Mode of operation of the driven machinery

There is, in fact, a clear definition in NEMA MG1-1.43:

Load type Operating hrs per day

Catalogue edition 1970 1984 1991

Table 4.2 Permitted daily operating hours at service factor 1.0

Actual operating hours per day Wd (in h/d) 8 16 24

This comparison yields important information:

Shock Description Short-time permissible overloading

Figure 7.1 Figure 7.2

-ext + -rot ), - Factor of inertia

-ext )% - Mass acceleration factor

0ext -ext -rot ⋅ (), − 1) ), − 1

1.5 A compared to two other

2.5 Figure 8.1

==100 c/h Danfoss Bauer = serial number 6

Figure 9.1.1 Figure 9.1.2

-rot ⋅ ω2 0max ⋅ ϕ : - Work (energy)

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, Uniform without shock loads

,, Moderate shock loads

,,, Heavy shock loads

200 Figure 10.1

ω1 ⋅ Wa0 ϕa01 - No-load acceleration travel of the rotor shaft in °

This gives the no-load acceleration travel of the output shaft

ϕa01 Q Q2 - Speed of the output shaft in r/min

1000 Figure 10.2

The measuring technology used to record torque peaks is very complex:

Figure 10.3.2 Figure 10.3.3

The clause highlighted is

Factor I for shock classification and operating hours

Shock classification Operating hours per day W d

4 h < Wd ≤ 8 h 8 h < Wd ≤ 16 h 16 h < Wd ≤ 24 h

Shock classification Switching frequency = per hour

Shock classification Switching frequency = per hour

Overall service factor I = I1

= - Switching frequency (c/h)

The following service factors are used in the DG catalogue:

Factor f1 for shock classification and operating hours

Shock Operating hours per day W d

class Wd ≤ 10 min Wd ≤ 1 h 1 h < Wd ≤ 4 h 4 h < Wd ≤ 8 h 8 h < Wd ≤ 16 h 16 h <WG ≤ 24 h

Shock classification Switching frequency = per hour

Shock classification Switching frequency = per hour

Factor I3 for elevated ambient temperature

Overall service factor I = I1 or I2

= - Switching frequency (c/h)

No shock loads caused by operation 0/0N ≤ 1

Classification in accordance with clause 11.1:

Switching frequency = = 200 c/h

Classification in accordance with clause 11.2:

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Factor I for shock classification and operating hours

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KWG K KWG K KWG K

KWG K KWG K KWG K

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