However, when the electric motor inertia is bigger than the load inertia, the engine will need more power than is otherwise essential for this application. This boosts costs because it requires spending more for a electric motor that’s bigger than necessary, and since the increased power usage requires higher working costs. The solution is to use a gearhead to match the inertia of the electric motor to the inertia of the strain.
Recall that inertia is a way of measuring an object’s level of resistance to change in its motion and is a precision gearbox function of the object’s mass and form. The greater an object’s inertia, the more torque is needed to accelerate or decelerate the thing. This means that when the strain inertia is much larger than the engine inertia, sometimes it could cause extreme overshoot or boost settling times. Both conditions can decrease production series throughput.
Inertia Matching: Today’s servo motors are producing more torque in accordance with frame size. That’s because of dense copper windings, light-weight materials, and high-energy magnets. This creates better inertial mismatches between servo motors and the loads they 
want to move. Using a gearhead to better match the inertia of the engine to the inertia of the strain allows for using a smaller engine and results in a far more responsive system that’s easier to tune. Again, this is accomplished through the gearhead’s ratio, where in fact the reflected inertia of the strain to the electric motor is decreased by 1/ratio^2.
As servo technology has evolved, with manufacturers generating smaller, yet better motors, gearheads have become increasingly essential companions in motion control. Finding the optimal pairing must take into account many engineering considerations.
So how does a gearhead go about providing the power required by today’s more demanding applications? Well, that goes back to the fundamentals of gears and their ability to alter the magnitude or direction of an applied pressure.
The gears and number of teeth on each gear create a ratio. If a motor can generate 20 in-lbs. of torque, and a 10:1 ratio gearhead is mounted on its output, the resulting torque can be close to 200 in-lbs. With the ongoing emphasis on developing smaller sized footprints for motors and the equipment that they drive, the ability to pair a smaller engine with a gearhead to attain the desired torque output is invaluable.
A motor may be rated at 2,000 rpm, but your application may just require 50 rpm. Trying to perform the motor at 50 rpm may not be optimal based on the following;
If you are working at a very low quickness, such as 50 rpm, as well as your motor feedback resolution is not 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 just one 1,000 counts/rev you possess a measurable count at every 0.357 amount of shaft rotation. If the electronic drive you are using to control the motor includes a velocity loop of 0.125 milliseconds, it’ll look for that measurable count at every 0.0375 degree of shaft rotation at 50 rpm (300 deg/sec). When it does not discover that count it’ll speed up the engine rotation to think it is. At the speed that it finds another measurable count the rpm will end up being too fast for the application and the drive will slower the engine rpm back off to 50 rpm and then the whole process starts all over again. This continuous increase and decrease in rpm is what will cause velocity ripple within an application.
A servo motor operating 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 power within the engine and will have a greater negative effect on motor overall performance at lower rpms.
An off-the-shelf motor’s parameters might not be ideally suitable for run at a minimal rpm. When an application runs the aforementioned engine at 50 rpm, essentially it is not using all of its obtainable rpm. Because the voltage constant (V/Krpm) of the engine is set for a higher rpm, the torque continuous (Nm/amp), which is usually directly related to it-is certainly lower than it needs to be. Consequently the application needs more current to operate a vehicle it than if the application form had a motor specifically created for 50 rpm.
A gearheads ratio reduces the motor rpm, which explains why gearheads are occasionally called gear reducers. Using a gearhead with a 40:1 ratio, the engine rpm at the insight of the gearhead will be 2,000 rpm and the rpm at the result of the gearhead will be 50 rpm. Working the engine at the bigger rpm will allow you to prevent the concerns mentioned in bullets 1 and 2. For bullet 3, it allows the design to use less torque and current from the electric motor predicated on the mechanical benefit of the gearhead.