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Standing in a factory or a warehouse, you're bound to notice machinery, whether it's a conveyor system that winds across the floor or large fans that hang from the ceiling. You may even notice automated guided vehicles or autonomous mobile robots carrying parts, driving themselves from one section of the building to another. These machines are good candidates for using high-efficiency gearmotors, especially if they're expected to run for long stretches at a time. If they aren't using high-efficiency gearmotors, then they may be costing more money than they should.
They're like real fingers, able to pick up hard stuff, a spark plug or a metal pipe connector, and pick up soft stuff without breaking or smushing it: an egg, a loaf of bread, a donut.
Downtime, downtime, downtime. When it's
planned, it's bearable. When it's not, it's not. To maintain machinery, planned downtime is necessary.
To fix broken equipment, unplanned downtime is excruciating,
especially when your factory is running closer and closer
to full capacity.
In the late 1940s, the U.S. auto industry started an exciting experiment and spent
decades on it. One result came in '63, when the Turbine was introduced by Chrysler Corp., now a part of Fiat Chrysler Automobiles (FCA). In appearance, the two-door,
four-passenger car looked like a regular car, but it wasn't. Under its sleek shell, the car had a jet engine.
Modern aircraft, missiles and space vehicles employ a large number of electric motors and actuators. While the basic design of these motors is in many respects very similar to that of their automotive and industrial counterparts, motors for aerospace applications differ significantly in some areas.