On the other hand, when the motor inertia is bigger than the load inertia, the electric motor will require more power than is otherwise necessary for the particular application. This boosts costs because it requires paying more for a precision gearbox engine that’s bigger than necessary, and because the increased power usage requires higher working costs. The solution is by using a gearhead to match the inertia of the engine to the inertia of the strain.

Recall that inertia is a way of measuring an object’s resistance to change in its movement and is a function of the object’s mass and form. The greater an object’s inertia, the more torque is required to accelerate or decelerate the object. This implies that when the load inertia is much bigger than the electric motor inertia, sometimes it could cause excessive overshoot or boost settling times. Both circumstances can decrease production range throughput.

Inertia Matching: Today’s servo motors are generating more torque in accordance with frame size. That’s due to dense copper windings, light-weight materials, and high-energy magnets. This creates higher inertial mismatches between servo motors and the loads they want to move. Utilizing a gearhead to better match the inertia of the engine to the inertia of the load allows for using a smaller motor and results in a more responsive system that’s easier to tune. Again, this is achieved through the gearhead’s ratio, where the reflected inertia of the load to the electric motor is decreased by 1/ratio^2.

As servo technology has evolved, with manufacturers producing smaller, yet more powerful motors, gearheads are becoming increasingly essential companions in motion control. Locating the ideal pairing must consider many engineering considerations.
So how will a gearhead go about providing the power required by today’s more demanding applications? Well, that all goes back again to the basics of gears and their ability to modify the magnitude or path of an applied push.
The gears and number of teeth on each gear create a ratio. If a engine can generate 20 in-pounds. of torque, and a 10:1 ratio gearhead is attached to its output, the resulting torque can be near to 200 in-lbs. With the ongoing focus on developing smaller sized footprints for motors and the equipment that they drive, the capability to pair a smaller electric motor with a gearhead to attain the desired torque result is invaluable.
A motor may be rated at 2,000 rpm, but your application may just require 50 rpm. Trying to run the motor at 50 rpm might not be optimal based on the following;
If you are operating at a very low rate, such as for example 50 rpm, as well as your motor feedback quality is not high enough, the update price of the electronic drive could cause a velocity ripple in the application. For example, with a motor feedback resolution of 1 1,000 counts/rev you have a measurable count at every 0.357 degree of shaft rotation. If the electronic drive you are employing to control the motor has a velocity loop of 0.125 milliseconds, it will look for that measurable count at every 0.0375 degree of shaft rotation at 50 rpm (300 deg/sec). When it generally does not observe that count it’ll speed up the motor rotation to find it. At the velocity that it finds the next measurable count the rpm will end up being too fast for the application form and the drive will gradual the electric motor rpm back off to 50 rpm and then the complete process starts all over again. This constant increase and decrease in rpm is exactly what will trigger velocity ripple within an application.
A servo motor working at low rpm operates inefficiently. Eddy currents are loops of electrical current that are induced within the engine during operation. The eddy currents actually produce a drag power within the electric motor and will have a greater negative effect on motor functionality at lower rpms.
An off-the-shelf motor’s parameters may not be ideally suited to run at a minimal rpm. When a credit card applicatoin runs the aforementioned engine at 50 rpm, essentially it is not using most of its obtainable rpm. Because the voltage continuous (V/Krpm) of the engine is set for an increased rpm, the torque continuous (Nm/amp), which can be directly related to it-can be lower than it requires to be. Because of this the application needs more current to drive it than if the application had a motor particularly created for 50 rpm.
A gearheads ratio reduces the motor rpm, which is why gearheads are sometimes called gear reducers. Utilizing a gearhead with a 40:1 ratio, the electric motor rpm at the input of the gearhead will be 2,000 rpm and the rpm at the output of the gearhead will end up being 50 rpm. Working the motor at the higher rpm will permit you to avoid the issues mentioned in bullets 1 and 2. For bullet 3, it enables the design to use much less torque and current from the motor based on the mechanical advantage of the gearhead.