precision gearbox

However, when the electric motor inertia is larger than the strain inertia, the engine will need more power than is otherwise necessary for this application. This raises costs because it requires having to pay more for a motor that’s larger than necessary, and because the increased power consumption 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 measure of an object’s resistance to improve in its motion and is a function of the object’s mass and form. The higher an object’s inertia, the more torque is needed to accelerate or decelerate the thing. This means that when the load inertia is much larger than the engine inertia, sometimes it can cause excessive overshoot or increase 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 because of dense copper windings, lightweight materials, and high-energy magnets. This creates greater inertial mismatches between servo motors and the loads they want to move. Using a gearhead to raised match the inertia of the engine to the inertia of the strain allows for utilizing a smaller electric motor and outcomes in a more responsive system that’s simpler to tune. Again, that is attained 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 making smaller, yet more powerful motors, gearheads have become increasingly essential companions in motion control. Locating the optimum pairing must consider many engineering considerations.
So how really does a gearhead go about providing the power required by today’s more demanding applications? Well, that goes back to the basics of gears and their ability to modify the magnitude or path of an applied power.
The gears and number of teeth on each gear create a ratio. If a engine can generate 20 in-lbs. of torque, and a 10:1 ratio gearhead is attached to its output, the resulting torque can be near to 200 in-pounds. With the ongoing emphasis on developing smaller sized footprints for motors and the gear 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. Attempting to run the motor at 50 rpm might not be optimal based on the following;
If you are working at a very low acceleration, such as 50 rpm, as well as your motor feedback quality isn’t high enough, the update rate 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 digital drive you are employing to control the motor has a velocity loop of 0.125 milliseconds, it will search for that measurable count at every 0.0375 amount of shaft rotation at 50 rpm (300 deg/sec). When it does not see that count it’ll speed up the electric motor rotation to find it. At the rate 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 the complete process starts all over again. This continuous increase and reduction 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 electric motor during operation. The eddy currents actually produce a drag drive within the electric motor and will have a greater negative effect on motor efficiency at lower rpms.
An off-the-shelf motor’s parameters might not be ideally suited to run at a minimal rpm. When a credit card precision gearbox applicatoin runs the aforementioned engine at 50 rpm, essentially it isn’t using all of its available rpm. As the voltage constant (V/Krpm) of the engine is set for a higher rpm, the torque continuous (Nm/amp), which is certainly directly related to it-is certainly lower than it requires to be. Because of this the application needs more current to operate a vehicle it than if the application had a motor specifically designed for 50 rpm.
A gearheads ratio reduces the engine rpm, which is why gearheads are occasionally called gear reducers. Utilizing a gearhead with a 40:1 ratio, the electric motor rpm at the input of the gearhead will become 2,000 rpm and the rpm at the result of the gearhead will be 50 rpm. Working the motor at the bigger rpm will allow you to avoid the worries mentioned in bullets 1 and 2. For bullet 3, it enables the look to use less torque and current from the motor based on the mechanical advantage of the gearhead.

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