German EDAG spindle EDAG model EDAG price

EDAG spindle is a new technology that emerged in the field of CNC machine tools, integrating the machine tool spindle with the spindle motor. Together with linear motor technology and high-speed tooling technology, it has ushered high-speed machining into a new era. The electric spindle includes the electric spindle itself and its accessories, such as the electric spindle, high-frequency frequency converter, oil mist lubricator, cooling device, built-in encoder, and tool changing device. The rotor of the motor serves directly as the machine tool spindle, and the housing of the spindle unit acts as the motor frame, working with other components to achieve the integration of the motor and the machine tool spindle.

EDAG spindle structure

The electric spindle consists of a frameless motor, spindle, bearings, spindle unit housing, drive module, and cooling device. The motor rotor is integrated with the spindle using a press-fit method, and the spindle is supported by front and rear bearings. The motor stator is installed in the spindle unit housing via a cooling jacket. Spindle speed variation is controlled by the spindle drive module, while temperature rise within the spindle unit is limited by the cooling device. Speed and angular displacement sensors are mounted at the rear end of the spindle, and the internal taper hole and face at the front end are used for tool installation. With the rapid development and increasing sophistication of electrical drive technologies (such as variable frequency speed control and motor vector control), the mechanical structure of the main drive system in high-speed CNC machine tools has been greatly simplified, essentially eliminating belt and gear transmissions. The machine tool spindle is directly driven by an built-in motor, thereby reducing the length of the machine tool's main drive chain to zero and achieving "zero transmission" for the machine tool. This transmission structure, where the spindle motor and machine tool spindle are "combined into one," allows the spindle assembly to be relatively independent from the machine tool's transmission system and overall structure; it is also known as an "electric spindle" (ElectricSpindle, Motor Spindle). Since current electric spindles mainly use AC high-frequency motors, they are also called "high-frequency spindles" (High FrequencySpindle). Due to the absence of intermediate transmission components, they are sometimes referred to as "direct drive spindles" (Direct Drive Spindle).

EDAG spindle structure composition

The drive shaft consists of a shaft tube, a slip yoke, and universal joints. The slip yoke automatically adjusts for changes in distance between the transmission and the drive axle. The universal joint ensures changes in the angle between the axes of the transmission output shaft and the drive axle input shaft, achieving constant-velocity rotation of the two shafts. The universal joint is a key component on automotive drive shafts. A car is a moving object. In rear-wheel-drive vehicles, the engine, clutch, and transmission are installed as a unit on the frame, while the drive axle is connected to the frame via elastic suspension. There is a distance between them that requires connection. Uneven road surfaces cause bouncing during vehicle operation. Generally, a universal joint consists of a cross shaft, cross bearings, and a flange yoke. The universal joint is a key component on automotive drive shafts. In front-engine, rear-wheel-drive vehicles, the universal joint drive shaft is installed between the transmission output shaft and the drive axle differential input shaft; in front-engine, front-wheel-drive vehicles, the drive shaft is omitted, and universal joints are installed between the front axle half-shafts (which handle both driving and steering) and the wheels. During vehicle operation, uneven roads cause bouncing, load changes, or differences in assembly positions of the two assemblies, causing changes in the angle and distance between the transmission output shaft and the drive axle differential input shaft. Therefore, a device that "adapts to change" is needed to solve this problem, hence the universal joint. [In front-engine, rear-wheel-drive (or all-wheel-drive) vehicles, due to suspension deformation during motion, there is often relative motion between the drive axle differential input shaft and the transmission (or transfer case) output shaft. Furthermore, to effectively bypass certain mechanisms or devices (where straight-line power transmission is not possible), a device is required to ensure normal power transmission, leading to the emergence of universal joint drives. Universal joint drives must have the following characteristics: a . Ensure reliable power transmission when the relative position of the connected two shafts varies within the expected range; b . Ensure uniform rotation of the connected two shafts. Additional loads, vibrations, and noise generated due to the universal joint angle should be within allowable limits; c . High transmission efficiency, long service life, simple structure, easy manufacturing, and easy maintenance. For automobiles, since the output shaft of a single cross-type universal joint rotates at non-uniform speed relative to the input shaft (with a certain angle), double universal joints (or multi-universal joints) must be used for transmission. The two universal joint yokes connected to the same drive shaft must be arranged in the same plane, and the angles of the two universal joints must be equal. This is very important. The universal joint angle should be minimized during design. Traditional drive shaft slip yokes weld the spline sleeve to the flange yoke and the spline shaft to the drive shaft tube. New drive shafts change this traditional structure by welding the spline sleeve and drive shaft tube into one unit, and making the spline shaft and flange yoke into one unit. Rectangular tooth splines are changed to large pressure angle involute short tooth splines, which increases strength and facilitates extrusion forming, meeting the needs of high torque conditions. The tooth surfaces of the slip yoke and spline shaft are coated with a layer of nylon material, which not only increases wear resistance and self-lubrication but also reduces damage to the drive shaft from impact loads, improving buffering capacity. This type of drive shaft adds a tubular sealing protective sleeve outside the flange spline shaft. Two polyurethane rubber oil seals are set at the ends of this protective sleeve, creating a completely sealed space inside the slip yoke. This prevents the spline shaft from erosion by external dust and sand, providing both dustproof and rustproof protection. Therefore, during assembly, grease is applied once between the spline shaft and the sleeve, fully meeting usage requirements without the need for grease nipple lubrication, reducing maintenance content. Bushings are designed to reduce friction and wear during shaft movement. Their basic function is similar to bearings, and they are relatively cheaper, but have higher friction resistance, so they are only used in some components. Most bushings are made of copper, but plastic bushings are also available. Bushings are mostly placed between the shaft and the support structure, fitting very tightly against the support structure, allowing only the shaft to rotate on the bushing. Lubricant is added between the shaft and bushing during assembly to reduce friction generated during rotation.

EDAG spindle usage and maintenance

To ensure the normal operation of the drive shaft and extend its service life, pay attention to the following during use: 1) It is strictly prohibited to start the vehicle in a high gear. 2) It is strictly prohibited to release the clutch pedal abruptly. 3) It is strictly prohibited to overload or overspeed the vehicle. 4) Regularly check the working condition of the drive shaft. 5) Regularly check the fastening of the drive shaft hanger, whether the support rubber is damaged, whether the connections of the drive shaft are loose, and whether the drive shaft is deformed. 6) To ensure the dynamic balance of the drive shaft, regularly check whether the balance weights are detached. New drive shaft assemblies are provided as matched sets. When installing a new drive shaft, pay attention to the assembly marks on the slip yoke to ensure the flange yokes are in the same plane. When disassembling the drive shaft for maintenance, print assembly marks on the slip yoke and flange shaft to maintain the original assembly relationship during reassembly. 7. Regularly inject grease into the universal joint cross bearings. Inject No. 3 lithium-based grease in summer and No. 2 lithium-based grease in winter.

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