Calculating Motor Speed:

A squirrel cage induction motor is a constant speed device. It cannot operate for
any length of time at speeds below those shown on the nameplate without
danger of burning out.

To Calculate the speed of a induction motor, apply this formula:

Srpm = 120 x F
            P

Srpm = synchronous revolutions per minute.

120   = constant
F       = supply frequency (in cycles/sec)
P       = number of motor winding poles

Example: What is the synchronous of a motor having 4 poles connected to a 60

hz power supply?

Srpm = 120 x F
            P
Srpm = 120 x 60
            4
Srpm = 7200
             4
Srpm = 1800 rpm

1
Calculating Braking Torque:

Full-load motor torque is calculated to determine the required braking torque of a

motor.
To Determine braking torque of a motor, apply this formula:

T = 5252 x HP
    rpm

T      = full-load motor torque (in lb-ft)

5252 = constant (33,000 divided by 3.14 x 2 = 5252)
HP    = motor horsepower
rpm = speed of motor shaft

Example: What is the braking torque of a 60 HP, 240V motor rotating at 1725
rpm?

T = 5252 x HP
    rpm
T = 5252 x 60
     1725
T = 315,120
     1725
T = 182.7 lb-ft

Calculating Work:

Work is applying a force over a distance. Force is any cause that changes the
position, motion, direction, or shape of an object. Work is done when a force

2
overcomes a resistance. Resistance is any force that tends to hinder the
movement of an object.If an applied force does not cause motion the no work is
produced.

To calculate the amount of work produced, apply this formula:

W=FxD

W = work (in lb-ft)

F  = force (in lb)
D  = distance (in ft)

Example: How much work is required to carry a 25 lb bag of groceries vertically

from street level to the 4th floor of a building 30' above street level?

W=FxD
W = 25 x 30
W = 750 -lb

Calculating Torque:

Torque is the force that produces rotation. It causes an object to rotate. Torque
consist of a force acting on distance. Torque, like work, is measured is pound-
feet (lb-ft). However, torque, unlike work, may exist even though no movement
occurs.

To calculate torque, apply this formula:

T=FxD

3
T = torque (in lb-ft)
F = force (in lb)
D = distance (in ft)

Example: What is the torque produced by a 60 lb force pushing on a 3' lever

arm?

T=FxD
T = 60 x 3
T = 180 lb ft

Calculating Full-load Torque:

Full-load torque is the torque to produce the rated power at full speed of the
motor. The amount of torque a motor produces at rated power and full speed can
be found by using a horsepower-to-torque conversion chart. When using the
conversion chart, place a straight edge along the two known quantities and read
the unknown quantity on the third line.

To calculate motor full-load torque, apply this formula:

T = HP x 5252
    rpm

T = torque (in lb-ft)

HP = horsepower
5252 = constant
rpm = revolutions per minute

4
Example: What is the FLT (Full-load torque) of a 30HP motor operating at 1725
rpm?

T = HP x 5252
    rpm
T = 30 x 5252
     1725
T = 157,560
     1725
T = 91.34 lb-ft

Calculating Horsepower:

Electrical power is rated in horsepower or watts. A horsepower is a unit of power

equal to 746 watts or 33,0000 lb-ft per minute (550 lb-ft per second). A watt is a
unit of measure equal to the power produced by a current of 1 amp across the
potential difference of 1 volt. It is 1/746 of 1 horsepower. The watt is the base unit
of electrical power. Motor power is rated in horsepower and watts.
Horsepower is used to measure the energy produced by an electric motor while
doing work.

To calculate the horsepower of a motor when current and efficiency, and

voltage are known, apply this formula:

HP = V x I x Eff
        746

HP = horsepower
V    = voltage

5
I     = curent (amps)
Eff. = efficiency

Example: What is the horsepower of a 230v motor pulling 4 amps and

having 82% efficiency?

HP = V x I x Eff
        746
HP = 230 x 4 x .82
        746
HP = 754.4
        746
HP = 1 Hp

Eff = efficiency / HP = horsepower / V = volts / A = amps / PF = power factor

Horsepower Formulas
Example
To Find Use Formula
Given Find Solution
HP = 240V x 20A x 85%
HP = I X E X Eff.
HP 240V, 20A, 85% Eff. HP        746
       746
HP=5.5
I = 10HP x 746
I = HP x 746 10HP, 240V,
I I       240V x 90% x 88%
     E X Eff x PF 90% Eff., 88% PF
I = 39 A

To calculate the horsepower of a motor when the speed and torque are
known, apply this formula:

6
 HP = rpm x T(torque)
         5252(constant)

Example: What is the horsepower of a 1725 rpm motor with a FLT 3.1 lb-ft?

HP = rpm x T
         5252
HP = 1725 x 3.1
         5252
HP = 5347.5
         5252
HP = 1 hp

Calculating Synchronous Speed:

AC motors are considered constant speed motors. This is because the

synchronous speed of an induction motor is based on the supply frequency and
the number of poles in the motor winding. Motor are designed for 60 hz use have
synchronous speeds of 3600, 1800, 1200, 900, 720, 600, 514, and 450 rpm.

To calculate synchronous speed of an induction motor, apply this formula:

rpmsyn = 120 x f
              Np

rpmsyn = synchronous speed (in rpm)

f           = supply frequency in (cycles/sec)
Np       =  number of motor poles

7
 Example: What is the synchronous speed of a four pole motor operating at 50
hz.?

rpmsyn = 120 x f
              Np
rpmsyn = 120 x 50
              4
rpmsyn = 6000
              4
rpmsyn = 1500 rpm

Options:
- Motor Formulas
- Transformer Formulas

E = Voltage / I = Amps /W = Watts / PF = Power Factor / Eff = Efficiency / HP = Horsepower

AC/DC Formulas
To Find Direct Current AC / 1phase AC / 1phase AC 3 phase
115v or 120v 208,230, or 240v All Voltages
Amps when HP x 746 HP x 746 HP x 746 HP x 746
Horsepower is Known E x Eff E x Eff X PF E x Eff x PF 1.73 x E x Eff x PF
Amps when kW x 1000 kW x 1000 kW x 1000 kW x 1000
Kilowatts is known E E x PF E x PF 1.73 x E x PF
Amps when   kVA x 1000 kVA x 1000 kVA x 1000

8
kVA is known E E 1.73 x E
Kilowatts IxE I x E x PF I x E x PF I x E x 1.73 PF
1000 1000 1000 1000
Kilovolt-Amps   IxE IxE I x E x 1.73
1000 1000 1000
Horsepower I x E x Eff I x E x Eff x PF I x E x Eff x PF I x E x Eff x 1.73 x PF
(output) 746 746 746 746

Three Phase Values

For 208 volts x 1.732, use 360
For 230 volts x 1.732, use 398
For 240 volts x 1.732, use 416
For 440 volts x 1.732, use 762
For 460 volts x 1.732, use 797
For 480 Volts x 1.732, use 831

E = Voltage / I = Amps /W = Watts / PF = Power Factor / Eff = Efficiency / HP = Horsepower

AC Efficiency and Power Factor

Formulas
Single
To Find Three Phase
Phase
746 x HP 746 x HP
Efficiency E x I x PF E x I x PF x
1.732
Power Input Watts Input Watts

9
 Factor VxA E x I x 1.732

Power - DC Circuits
Watts = E xI
Amps = W / E

Ohm's Law / Power Formulas

P = watts

I = amps

R = ohms

E = Volts

Voltage Drop Formulas

Single VD = 2 x K x I x L K = ohms per mil foot 
Phase CM
(Copper = 12.9 at 75°)
(2 or 3 wire) CM= 2K x L x I
VD

10
 1.73 x K x I x (Alum = 21.2 at 75°)
VD= L Note: K value changes with temperature. See Code chapter
9, Table 8
CM
Three L = Length of conductor in feet
Phase 1.73 x K x L x
CM= I I  = Current in conductor (amperes)
VD
CM = Circular mil area of conductor

TRANSFORMER FORMULAES

11
To better understand the following formulas review the rule of transposition in
equations.
A multiplier may be removed from one side of an equation by making it a division
on the other side, or a division may be removed from one side of an equation by
making it a multiplier on the other side.

1. Voltage and Current: Primary (p) secondary (s)

Power(p) = power (s) or Ep x Ip = Es x Is

Es x Is Es x Is
A. Ep = B. Ip =
Ip Ep

Ep x Ip
Ep x Ip
C. Is = Es D. Es =
Is

2. Voltage and Turns in Coil:

Voltage (p) x Turns (s) = Voltage (s) x Turns (p)
or Ep x Ts = Es x Ip

Es x Ip Es x Tp
A. Ep = B. Ts =
Ts Ep

Ep x Ts Ep x Ts
C. Tp = D. Es =
Es Tp

12
 3. Amperes and Turns in Coil:
Amperes (p) x Turns (p) = Amperes (s) x Turns (s)
or Ip x Tp = Is x Ts

Is x Ts Is x Ts
A. Ip = B. Tp =
Tp Ip

Ip x Tp Ip x Tp
C. Ts = D. Is =
Is Ts

Horse Power Ratings

AGNEE WORM GEAR BOXES

For Gear Unit selection Prime mover's maximum power Mechanical Service Factor
rating can be taken as base for determining the actual
load. The Gear Selection is made by comparing actual Duration of Uniform Moderate Heavy
transmitted loads with catalogue ratings. It is important to Prime Mover Service
realise that are based on standard set of load conditions, Hours/Day Loads Shocks Shocks

13
which invariably change for different conditions. Therefore Under 3 0.80 1.00 1.50
service factor must be used to calculate a theoratical Electric Motor,
transmitted load or equivalent load, before comparing with Steam Engine, or 3 to 10 1.00 1.25 1.75
catalogue rating. For calculating the same, apply the Hydraulic Motor.
formula:-
Over 10 1.25 1.50 2.00
Under 3 1.25 1.50 2.00
Equivalent Load = Actual Load x Service Factor Single Cylinder
Internal
3 to 10 1.50 1.75 2.25
These are some Suggestions to improve the performance of your worm Combustion
speed reducers, worm gear boxes or worm geared drives. However, Engine
please note that these are suggestions based on standard set of Over 10 1.75 2.00 2.50
conditions. If these are different from your results, please rely on your Thermal Service Factor
results and inform us.

Ambient Temperature
Temp in °C 10 20 30 40 50 60

Factor 0.87 1.00 1.16 1.35 1.62 1.97

HORSE POWER RATING

The values below represent the maximum Horse Power Ratings of AGNEE Worm Speed Reducers at service Factor:1

Models
Nominal Input Output 50* 60* 75* 85* 100 125 150 175 200 250 300 350
Ratio RPM RPM
Maximum Prime Movers Power in Horse Power
1500 300 2.30 3.10 6.20 10.20 13.60 20.30 35.20 49.80 63.50 87.50 114.00 158.00
5:1 1000 200 1.80 2.50 5.00 8.20 11.10 16.30 28.00 39.00 48.00 68.00 90.00 125.00
750 150 1.40 2.00 4.10 6.70 9.20 13.40 22.00 31.80 40.00 56.00 78.00 115.00

150 1.50 2.60 3.80 6.20 8.50 14.20 21.80 30.60 40.10 72.00 98.00 132.00
1500
10:1 100 1.20 2.00 3.10 5.10 7.20 11.80 17.10 24.00 32.00 55.00 80.00 105.00
1000
75 0.90 3.10 2.50 4.10 5.90 10.20 15.70 20.80 27.50 42.00 62.00 86.00
750
15:1 1500 100 1.25 1.80 3.20 5.10 7.20 11.10 17.60 25.10 31.80 54.00 75.00 110.00

14
 1000 66.7 0.90 1.40 2.70 4.00 5.60 8.50 13.80 19.80 26.20 42.00 50.00 90.00
750 50 0.70 1.10 2.10 3.20 4.20 7.00 11.80 15.20 21.60 35.00 48.00 74.00
1500 75 1.10 1.50 2.90 4.30 6.20 9.80 15.70 22.90 25.80 45.00 67.00 95.00
20:1 1000 50 0.80 1.10 2.10 3.10 4.20 7.20 10.80 15.70 19.80 33.00 49.00 75.00
750 37.5 0.60 0.80 1.60 2.40 3.60 5.80 8.80 13.90 16.70 26.00 39.00 60.00
1500 60 0.85 1.25 2.40 3.90 5.10 8.20 12.50 18.50 22.10 40.00 60.00 88.00
25:1 1000 40 0.70 0.90 1.80 2.80 3.90 6.70 10.20 14.70 17.60 30.00 45.00 64.00
750 30 0.50 0.70 1.40 2.10 3.10 5.20 8.100 11.70 14.70 23.00 34.00 52.00
1500 50 0.65 1.10 2.10 3.20 4.50 7.20 10.70 16.20 19.90 34.00 53.00 75.00
30:1 1000 33.3 0.55 0.80 1.60 2.50 3.50 5.90 8.20 12.10 15.60 27.00 38.00 55.00
750 25 0.45 0.60 1.20 2.00 2.70 4.70 7.10 9.80 13.10 21.00 30.00 42.00
1500 37.5 0.40 0.90 1.80 2.50 3.60 6.30 9.20 13.20 18.00 29.00 41.00 60.00
40:1 1000 25 0.30 0.68 1.30 1.90 2.90 4.80 7.20 10.60 13.90 20.00 32.00 46.00
750 18.8 0.25 0.50 0.90 1.40 2.10 3.40 5.70 8.40 10.80 16.00 24.00 35.00

1500 30 0.30 0.70 1.40 2.10 8.10 10.30 15.80 22.00 36.00 48.00
2.90 5.10
50:1 1000 20 0.25 0.55 1.10 1.50 6.50 8.30 12.10 17.00 27.00 37.00
2.20 4.00
750 15 0.20 0.45 0.70 1.10 5.10 7.00 8.40 14.00 20.00 30.00
1.70 3.10
1500 25 0.25 0.60 1.10 1.80 2.30 4.40 6.80 8.40 12.20 18.00 30.00 42.00
60:1 1000 16.7 0.20 0.50 0.80 1.30 1.80 3.30 5.20 7.00 9.70 14.00 22.10 34.00
750 12.5 0.18 0.40 0.60 0.90 1.30 2.40 4.10 6.10 8.10 12.00 17.00 28.00
1500 21.4 0.25 0.55 0.90 1.20 1.90 3.80 6.00 7.50 10.20 16.00 26.00 36.00
70:1 1000 14.3 0.20 0.45 0.70 1.00 1.50 2.80 4.50 6.30 8.20 13.00 20.00 29.00
750 10.7 0.15 0.35 0.56 0.80 1.20 2.20 3.70 5.30 7.10 11.00 17.00 24.00
 The models relate to Centre Distances in millimeter.
 The Ratios mentioned above are nominal and the actual may vary by upto +10%
 The Model no. 50 to 85 are available in adaptable Bodies, while 100 to 350 are in Horizontal & Vertical Output Shafts
Bodies
 For overdriven Units, it is necessary to derate by 5% for all the ratios up to 30:1 inclusive and by 15% for 35:1 and
higher ratios.

15
  Worm Shafts and Worm Gears are also available without bodies.

GearCalc
Stop Press!
GearCalc has been replaced with GearCalc Pro
Click here to see the latest version of the bicycle gear calculator

What The Press Say

"GearCalc is a computer programme that does what its name suggests and, as they say, a whole lot more" - Cycling Weekly
"It's good fun and a great way to optimise your gear ratios." - Cycling Plus
"hey presto - the answer's there" - Cycling & Mountain Biking Today

Getting The Gears right

The choice of gears is probably the most important decision that a rider makes. I wonder how many riders will buy lightweight (made
from unobtanium) racing bikes this summer: Only to discover that they still can't climb a hill because first gear is too high. Having to
Push an expensive bike up a hill is embarrassing and usually very inefficient. Also it is a complete waste of time carrying a gear
around that is so high that it never gets used.

16
Riders can opt for up to nine cogs on the rear wheel. Combine this with a triple chainring and you have, in theory got a twenty seven
gear groupset. In practice you will probably find that only about fifteen of these will be used. The remainder will probably be
duplicates, or near duplicates i.e. different ways of making the same gear.
The more cogs you put on the back, the more the wheel must be dished to compensate, and the narrower the hub flange spacing. The
result is a rear wheel that will self distruct sooner due to increased stresses.
With a single chainring chain path can only be straight in one gear, i.e. one per chainring. In all the other gears the chain is pulled
sideways, causing reduced efficiency, and increased friction and wear due to the extra lateral forces. A wider gear block means extra
lateral forces if the extra gears are to be used.
The most efficient transmission systems are single speed, fixed wheel set-ups. Preferably with a belt, rather than chain drives. This is
partly because the chain line will be straight, and partly because the chain does not need to follow a rather tortuous path around the
two jockey wheels. Obviously a fixed wheel is a bit impractical most of the time though.
Bigger cogs, are more efficient because the tight angles of rotation formed by the chain around a small cog generate extra friction.
Enormous chainrings increase wind drag, and weight.
From a rider efficiency perspective, the more gears the better, and conventional wisdom suggests that rider efficiency is considerably
more important than transmission efficiency. The rider can be compared to a high performance engine, with a narrow power band.
Bunching gears close together allows the rider to keep within this power band. Generally speaking below about 60-75 rpm there is an
increased risk of knee strains. You wouldn't attempt to pull away in top gear in the family car, why ask your body to do the
equivalent? Above around 90-120 rpm most riders start to become seriously out of breath and there is more to be gained from
changing up than pedalling faster. It is very common for racers to pedal at between 90-100 rpm. Racers will often build custom gear
blocks specifically for particular events. The trick is to design a groupset that produces a nice simple shift pattern, with appropriate
steps between the gears, and an adequate range.
The two most commonly used measures of how big a gear is are the inch ratio, and the metre ratio. Both relate to the size that a penny
farthing wheel would need to be to produce the same gearing. The metre ratio is its circumference in metres, or the distance moved by
the bike in one complete pedal revolution. The inch ratio is the diameter, or the distance in inches moved per pedal revolution divided
by PI.
The metre ratio (MR) is defined as:

And the inch ratio (IR) is defined as:

17
Where :
C = Circumference of tyre in metres
D = Diameter of tyre in inches
Ft = Number of teeth on chainring
Rt = Number of teeth on freewheel or cassette.
Because most of my local bike shops still use the inch ratio, I shall stick to these units: Gears that are spaced less than about 4 inches
apart will hardly feel any different from each other. Racers prefer steps of 9 inches or less between the gears. Steps of around 10-12
inches are ideal for the Bristol city centre rush hour grand prix. A wider spacing is preferred here because for safety reasons it's worth
keeping my fingers near the brake levers for more of the time. Also it is easier to avoid having to stop in a gear that is too high to pull
away in. Steps of more than about 12-14 inches are likely to feel unacceptably large to most people.
A 700-25C tyre has a circumference of about 211.5 centimetres giving a diameter of 26.5 inches. With a tyre of this size and a fifty
two tooth chainring, the step between 52/13 and 52/12 is 8.8 inches. As you can't have half a tooth this is the closest spacing possible.
A 52/13 (106 inch) gear puts the rider at 27.4-29.6 mph at 87-94 rpm. The step between 42/23 and 42/20 is only 7.3 inches.
GearCalc is a program that does all these sums. Initially by generating a table of inch (or metre) ratios, speeds at upper and lower
cadence, and a graph giving a visual representation of the steps between each gear. Then by collating a table based only on the gears
that you are actually using, showing the size of step between each gear and the previous gear, and the optimum speed range for each
gear based on a constant cadence. It also tells you to the nearest rpm what cadences these up and down gear changes correspond to. Its
uses to the more competitive rider are obvious, and it makes good economic sense too. Custom made freewheel/cassettes are
expensive, its worth getting the correct values first time.
Perhaps less obvious is GearCalc's usefulness to non racers: If you walk into three different bike shops and ask for a freewheel with a
range of 28-14 teeth, the chances are that each shop will have at least one of these available as a relatively cheap 'off the shelf' item. It
is also probable that each of these 28-14 freewheels will be different. I.e. the 'in between' cog values will differ. The differences can
dramatically effect your ride. The sprocket manufacturers seem to be deciding the 'in between' values with a random number
generator. Providing that the cogs generally get bigger from one side of the block to another this is considered acceptable. Most of
these blocks will seem pretty naff when analysed with GearCalc, but a few are pretty good. All you need to do is enter the numbers
and the differences will be immediately obvious, making gear selection a breeze.

18
19
 Questions GearCalc Answer's

 Do I really need a nine cog cassette?

 Do I really need a triple chainring?
 How many of my 27 gears are unique, how many are duplicates?
 How much will my cadence drop when I change up?
 Will all the up changes 'feel' the same?
 What is the ideal speed (and cadence) for each gear change?
 What metre ratio is equivalent to an '86 inch' ratio?
 What is the most efficient route through my gears?
 Which 'off the shelf' freewheel/cassette is best for my needs?
 How can I design a better gear set?

This is by far the best gear ratio calculator for cyclists you can get - beware of imitations!

System Requirements

A ‘386 or better, running Windows 3.1, Windows 3.11, or Windows 95

Cycling Software | PowerCalc Cyclists Power Calculator | Machinehead Home Page | Installing

SELECTING A STEPPING MOTOR

Oriental Motor offers Technical Support for all of our products. Oriental Motor's technical support team is qualified to answer a wide variety of

20
questions. Call toll free 1-800-GO-VEXTA (468-3982) to speak with an Oriental Motor associate, or e-mail techsupport@orientalmotor.com.

Our Motor Sizing / Product Recommendation Sheets are now available online. Oriental Motor's Application Engineers and Technical Support
Staff are available to assist you in properly sizing and selecting your motor based on your individual application. Simply call 1-800-GO-VEXTA
(468-3982) or complete an online Product Recommendation Request form and one of our knowledgeable staff will assist you.

   
  2. Find the Number of Operating Pulses A
1. Operating Patterns The number of operating pulses is expressed as the
There are 2 basic motion profiles. One is a start/stop operation and the other number of pulse signals that adds up to the angle that the
is an acceleration/deceleration operation. Acceleration/deceleration motor must move to get the work from point A to point B.
operation is the most common. When load inertia is small, start/stop
operation can be used.

     
3. Determine the Operating Pulse Speed f2 [Hz]  
The operating pulse speed can be found from the number of operating pulses, the positioning period and the acceleration/deceleration
period.

Start/Stop Operation
Acceleration/Deceleration Operation Start-stop is a method of operation in which the
Acceleration/Deceleration is a method of operation in which operating pulse speed of a motor being used in a low-

21
 speed region is suddenly increased without and
the operating pulses of a motor being used in a medium- or acceleration period. It is found by the following
high-speed region are gradually changed. It is found by the equation. Since rapid changes in speed are required,
equation below. Usually the acceleration (deceleration) the acceleration torque is very large.
period (t1) is set at roughly 25% of the positioning periods.
For gentle speed changes, the acceleration torque can be
kept lower than in start/stop operations.
When a motor is operated under an operating pattern like
this, the acceleration/deceleration period needs to be
calculated using the positioning period.

 
  4. Calculate the Acceleration/Deceleration Rate TR  
Calculate the acceleration/deceleration rate from the following equation.

22
     
5. Calculate the Operating Speed from Operating Pulse Speed   6. Calculate the Load Torque TL  

See motor sizing calculation formulas.

     
7. Calculate the Acceleration Torque Ta  
 

         
       
8. Calculate the Required Torque TM

         

23