AGV Motor Sizing Checker for 24V/48V Robotics

Enter total moving mass, target speed, wheel diameter and count, route grade, floor condition, duty hours, stop-start rate, gear ratio, safety factor, motor Kv, and nominal bus voltage. Use measured mission and supplier data where available; the defaults are only for an early screen.

Yes. The sizing calculator accepts wheel count configurations (e.g. dual differential drive wheels) and distributes total tractive effort across active drive wheels to screen AGV motors under combined rolling resistance and ramp incline loads.

Use the custom profile for a 24V or 48V system, or select the BLV620K30S-1 24V reference to review a legacy 200W setup. The reference is discontinued and is not a drop-in replacement recommendation; check the current supplier documentation for compatibility.

No. It is a pre-screening layer. Final approval still requires supplier test evidence and vehicle-level validation.

Only as an early estimate. Outdoor variability, slope transitions, and traction disturbances require route-specific pilot measurements.

The Oriental Motor BLV620K30S-1 (24V, 200W, 30:1 gear) is discontinued. Run your original payload and speed through this tool first to check whether 200W still fits, then review BLV Series R Type or another current option with the supplier for driver, interface, and mounting compatibility.

It divides estimated motor RPM by Kv times the selected 24V or 48V nominal bus voltage. It is an ideal no-load proxy that omits battery sag, driver drops, and loaded speed; verify against the supplier torque-speed curve.

Continuous rating conditions, thermal limits, and test methods are not always identical. Nominal labels alone are insufficient for reliable comparison.

Treat the result as uncertain and run pilot instrumentation. The screening output flags unknown evidence so teams do not assume false certainty.

High stop-start frequency can increase current spikes and thermal cycling even when average payload looks acceptable. It is a core boundary input here.

No. They are heuristic review triggers for a torque-derived motor-current proxy, not universal limits. This proxy is not battery/DC-bus current. Compare it only with a supplier rating using the same current convention, then confirm motor and controller limits in tests.

It means no trusted open cross-vendor duty-cycle corpus was found for identical AGV missions at the 2026-11-02 research checkpoint. Pilot logs are required before procurement lock.

Escalate when repeated calculations or pilot logs show voltage saturation, high peak current, and thermal stress beyond acceptable margin.

Provide force/torque/current envelope, duty profile, floor class, grade map, and ambient assumptions so suppliers can return comparable quotes.

Run a pilot gate before lock, compare total cost under both voltage architectures, and request de-risk options in the RFQ terms.

Check current convention, continuous and peak duty, acceleration profile, thermal conditions, and controller phase and DC-bus ratings. Nominal motor torque or a current proxy alone cannot establish system compatibility.

STO is a drive/controller safety function, not a motor sizing parameter. If the project risk assessment assigns torque-removal safety to the drive, ask for IEC 61800-5-2 STO evidence; otherwise document the alternate validated contactor or main-power-disconnect method with your compliance owner.

AGV and AMR motors drive vehicle wheels, while robot arm servos need joint inertia, gravity and positioning calculations. This tool supports 24V/48V traction examples. Peak torque duration, battery range, gearing and regenerative energy handling require the selected motor and controller data. No universal overload multiplier or arm supply voltage applies (S1, S8; scope and conceptual references).

CANopen CiA 402 is one drive-profile option, and EtherCAT is another possible network architecture. Confirm actual modes, PDO mapping, watchdogs, timing and the host software bridge; ROS 2 does not make an arbitrary drive directly compatible. CiA warns that supported functions differ between devices. Choose the interface from measured system requirements, including when simpler communication meets them (S19).

Check the supplier thermal rating against the installed ambient, mounting and airflow. Chassis conduction may help, but neither sealed construction nor a universal 70% load threshold is assumed here. The tool’s thermal index is a screening heuristic, not a temperature prediction. Request the winding and magnet limits and measure a representative duty cycle before sign-off (S9: internal method and evidence boundary).

ISO 3691-4:2023 and ANSI/ITSDF B56.5-2024 provide relevant vehicle safety scopes; their public summaries do not establish a universal motor encoder topology. Assign safety functions and performance targets through a documented assessment. If SLS or SDI is used, validate the complete feedback, logic and drive chain. STO prevents torque production but does not provide controlled braking, grade holding or electrical isolation (S1, S15, S20, S21).

Use vL = v − ωW/2 and vR = v + ωW/2 for ideal no-slip motion, then validate wheel-radius calibration, feedback and slip on the vehicle. CiA 402 defines drive behavior and modes, but actual mode support, axis mapping and timing vary by device. Confirm the exact manual, EDS/ESI, update latency and fault response. No universal jitter limit or CSV mode guarantees zero yaw (S19; kinematics are an internal engineering relation).

Sum simultaneous drive DC input currents and auxiliaries, not motor phase-current proxies. Illustrative calculation: two 400 W shaft loads at 48 V with assumed 85% combined motor/drive efficiency require 800/(48×0.85) = 19.6 A before auxiliaries. At 2.5× shaft power and unchanged assumptions this becomes 49.0 A; a torque multiplier alone cannot determine battery current. Use measured transient DC inputs, minimum battery voltage and actual BMS limits for component selection (S9: internal current-balance method).

Evaluate the motor winding, drive current waveform, feedback and tuning together. TI compares trapezoidal, sinusoidal and FOC methods qualitatively; it does not establish universal ripple percentages or SLAM performance. A BLDC/PMSM label does not assign an IE class. IEC TS 60034-30-2 has voltage and other scope limits, so verify applicability and model-specific test data. Request measured low-speed ripple, installed efficiency and maintenance evidence (S10, S16, S23).

Unequal wheel braking forces can create a yaw moment and move the vehicle outside its intended path. Validate coordinated stopping, mechanical brake timing, single-drive faults and grade holding through the complete vehicle assessment. Public ISO summaries do not establish that clause 5.2.3 mandates one dual-channel SBC architecture. Select safety functions and required performance levels for the application; STO alone does not brake or hold the vehicle (S1, S15, S24).

First verify whether the battery and BMS can accept regeneration across SoC, temperature and disconnect conditions. If a compatible chopper/resistor is needed, assess translational and rotating kinetic energy, downhill energy, losses, stop frequency and the drive’s pulse and continuous dissipation limits. For Case E, ½×1,600 kg×(1.2 m/s)² = 1,152 J of translational energy only; this is not a resistor rating or stopping-time prediction. Follow the selected drive documentation and validate independent stopping and holding functions (S25).