Professional Documents
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Clutch Brake Function
Clutch Brake Function
Balancing Y-9
Starting function - This function permits controlled acceleration of the Emergency stop function - This function rapidly stops all moving com-
work shaft with minimal torsional shock when accelerating delicate or ponents to protect the operator and/or equipment.
breakable materials. For high inertia starts, it permits the prime mover
to run continuously at efficient speeds. Cyclic function - This function works in conjunction with a clutch and
permits frequent starting and stopping of the driven shaft while allow-
Direction or speed change function - Multi-speeds and direction ing the prime mover to run continuously.
changes in many machines are accomplished with gear boxes or gear
trains equipped with clutches. Generally, one clutch is required for Controlled slip function - This function provides a retarding torque to the
each speed and for changing the direction of rotation. driven shaft. There is constant relative movement between the driven
shaft and the stationary half of the brake.
Cyclic function - This function requires that the work shaft be started
very frequently while the prime mover runs continuously. A brake is In any given application, the brake can provide one or a number of these
usually required to stop the work shaft in order to obtain the cyclic functions. It is important to identify all the functions the brake will be sub-
rate. jected to in the brake selection process.
Continuous slip function - This function requires that the driven side of
the clutch rotate at a speed slower than the driver side. An application Friction
example is a rewind stand where material must be wound into a roll Friction may be defined as the resistive force occurring between two sur-
under constant tension. By controlling clutch torque, material tension faces as they slide or tend to slide across each other. The contacting sur-
and speed is regulated. faces can be thought of as consisting of peaks and valleys which mesh
together. The resistive force is developed by the effort to slide the peaks on
Overload protection function - This function limits the maximum each surface out of the meshing valleys. When the surfaces slide across
torque which can be transmitted to prevent damage to drive compo- each other, the peaks and valleys are not as free to mesh as when the sur-
nents. If the maximum torque is exceeded, the clutch will slip. To faces are stationary. This is the reason frictional resistance decreases
avoid thermal damage, the clutch should not be allowed to slip for an when sliding
excessive length of time. occurs.
In any given application, the clutch can provide one or a number of these It is apparent that the frictional resistive force is proportional to the normal
functions. It is important to identify all the functions the clutch will be sub- force holding the surfaces in contact with each other. The constant of
jected to in the clutch selection process. proportionability is called the dynamic coefficient of friction when sliding
occurs, and the static coefficient of friction when sliding does not occur.
Friction Couples
Airflex clutches and brakes are of the frictional type, that is, they rely upon Standard linings - These are linings furnished as standard material on
a frictional force occurring between two surfaces to develop the required Airflex products which permits them to operate within their published
torque. The torque is called dynamic torque when slippage occurs be- capacities.
tween the surfaces and static torque when no slippage occurs. Usually the
two surfaces are of dissimilar materials. The combination of the two mate- Lo-co linings - These are linings which have a coefficient of friction ap-
rials used is referred to as a friction couple and their contacting surfaces proximately 65% of the standard linings. They are formulated for
as interfaces. coefficient stability and wear characteristics and are used primarily for
continuous slip applications.
When the friction couple operates within a fluid, it is referred to as wet op-
eration. Dry operation does not depend upon the presence of fluid. Hi-co linings - These are linings which have a static coefficient of friction
higher than the standard lining. They are used in applications requiring
Depending upon application, it may be desirable to have a large or small large locked-up torques with little or no slip between interfaces.
differential between the static and dynamic torques. For instance, when en-
gagement is made at rest (no slippage between interfaces), as would occur Two common types of hi-co linings furnished by Airflex are neoprene rub-
for a clutch-coupling or a holding brake, the static torque should be more ber and cork composite. The cork material is pressure sensitive. When this
dominant. If the clutch or brake is required to slip continuously, as in a material is used, published torque ratings are increased by the factor ob-
tensioning application, very little differential is desirable to avoid a tained from the graph shown.
stick-slip condition.
Friction Material
Friction material is a specially formulated composition intended to provide a
specific stable coefficient of friction over a wide range of operating temper-
ature. Beyond the operating range, the coefficient drops drastically, result-
ing in loss of frictional force. This condition is referred to as lining fade.
Some desirable friction material properties are that they have good wear
life, be non-aggressive to the surface they interface with, and have suffi-
cient strength so they can be attached to other components. The material is
basically a replaceable lining to which wear can be confined; hence, the de-
scription friction lining.
Airflex magnetic and hydraulic products utilize sintered metal lining. This
friction material is produced from a mixture of powdered metals and
non-metals by pressure and fusion. Its primary advantage is being able to
withstand high thermal stresses and operating pressures. To assist in heat
dissipation, and because of its aggressiveness on its mating surface, it is
intended for wet operation.
Friction linings offered by Airflex fall into three categories which are de-
scriptive of their coefficient of friction. Due to the nature of the products
and their suitability to specific applications, linings in each category are not
available for all product lines or models. The three categories are:
Thermal Considerations
High operating temperatures are detrimental to The friction material interface is chosen for its For a given application, operating temperatures
clutch and brake performance. At elevated tem- ability to absorb (specific heat capacity) and are lower with increased clutch or brake size be-
peratures torque capacities are reduced and high conduct (thermal conductivity) heat away from cause of greater frictional area, larger heat radi-
thermal stresses cause heat checking and warp- the sliding interface. Absorbed heat is a function ating surfaces and more heat sink capacity.
ing. If the units are intended for wet operation of the interface mass (heat sink). For a given When size must remain small, but thermal load
(where sliding interfaces are exposed to a cool- amount of heat, the larger the heat sink, the is large, then external cooling must be applied.
ant), the fluid may oxidize and decompose. Be- lower the resulting temperature rise. The ability Water, oil and forced air cooling are common.
cause of these temperature effects, a clutch or to absorb large quantities of heat is important in
brake must be carefully selected to handle the high inertia applications, as well as other high Forced air convection is the simplest way to im-
required thermal loads without overheating. energy, low cyclic rate applications. prove heat dissipation. Blowers or fans are used
to create air flow and shrouding is usually
For friction type clutches and brakes to acceler- The rate at which heat is absorbed is a function needed to direct the flow across critical sur-
ate or decelerate machine components of the interface area. If heat is generated faster faces. Forced air cooling is not always practical
smoothly, the friction interfaces must slip until than it can be conducted into the heat sink, sur- as large volumes of air must be circulated to re-
they attain identical speeds. Slippage generates face temperatures will rise rapidly. The ability to duce the operating temperature. Shrouding, duct
heat which must be dissipated. absorb heat at high rates is important in high en- work and the blower require considerable space
ergy applications where and give the equipment a bulky appearance.
starting and stopping Noise and vibration may be objectionable.
times are short.
Water cooling is a more efficient means of dissi-
Heat dissipation occurs pating heat. When a clutch or brake is water
through radiation and cooled, materials which could not otherwise be
convection, and depends employed can now be used for the friction inter-
upon the relative flow over faces. Using an interface with a high thermal
convecting surfaces, heat conductivity will rapidly conduct heat away from
radiating surface areas the sliding surface to its underside which is ex-
and the difference be- posed to circulating water. Because almost all
tween ambient tempera- the heat flow is into the water, friction materials
ture and clutch and brake which would be rejected because of their ten-
temperatures. Over a long dency to fade at elevated temperatures become
time span, clutch or brake practical.
temperature rises until the
rate of heat dissipation
equals the rate of heat in-
put. If the heat dissipation
Typically, friction materials have insulating prop- surface is too small
erties which confine the heat to its sliding sur- and/or the flow is too low to accommodate the
face. Surface temperatures often exceed 1000oF rate of heat input, clutch and brake operating
(540oC). Prolonged exposure causes the friction temperatures will be high. Clutches and brakes
material binder to break down at the surface, re- should be designed so air can circulate freely;
sulting in loss of coefficient of friction (lining vanes are often added to encourage flow and
fade). The clutch or brake can no longer develop fins are added to increase radiating surface area.
its rated torque. Lining wear increases rapidly. The ability to dissipate large quantities of heat is
The graph illustrates characteristic temperature important in high cycle and constant tensioning
effects on lining coefficient and wear. applications.
Wear
Wear can best be explained by the adhesion the- Contacting materials - It is desirable to have a Contaminants - Contaminants can be beneficial,
ory. According to the theory, when two nominally friction couple which limits the strength of like lubricants; or harmful, like abrasives.
smooth surfaces are pressed together, very high the adhesion or bond formed between the
stresses exist over small regions or junctions interface. Slipping speed - In general, wear rate increases
where high spots touch each other. These with higher speeds.
stresses lead to local plastic deformation, which, Micro-structure constituents - Strength of the
in turn, produces the real area of contact. metallic interface is affected by the amount As discussed above, contributors to wear are
and disposition of graphite. Graphite coun- not only mechanical, but also metallurgical and
A strong adhesion or bond takes place at the teracts thermal shock and reduces scoring thermal in nature. A combination of any or all of
junctions. Friction force then arises from the by lubricating the sliding surfaces. these factors make wear life difficult to predict.
need to break the junctions in shear. From the
wear standpoint, it is desirable to have friction Surface hardness - Wear rate decreases as ma-
interfaces which limit the strength of the bonds terial hardness increases. Hardness is
formed. Wear results whenever a junction, in be- increased by alloying or heat treatment.
ing broken, parts along some line other than the However, thermal conductivity is reduced
original interface. These wear particles then be- and increased wear may occur because of
come embedded into one of the interfaces, usu- higher resulting operating temperatures.
ally the friction lining, and tend to score or dig a
groove into the other interface. Pressure - Wear appears to increase almost
proportionally with pressure.
Since these particles have little mass, they in-
stantly absorb a tremendous amount of heat dur- Temperature - High temperatures break down
ing clutch or brake engagement and fuse friction material binders and cause heat
together. Eventually, these particles form a mass checking on the metallic interface.
large enough to prevent lining contact.
Surface finish - Generally, the rougher the sur-
Wear is influenced by a combination of factors face, the higher the wear rate. However,
which include, but not limited to: very smooth surfaces cannot store protec-
tive contaminants that may tend to lubricate
the sliding surfaces.
Wear particles
Fracture line
Squeal
Squeal, like wear, is influenced by several factors have been sufficiently torqued. The friction components by the addition of weight or
which make it difficult to predict and/or elimi- couple should be inspected to determine if the springs, where feasible, will reduce vibration that
nate. Squeal can result from thermal distortion of interfaces are in full contact, and, if not, be al- may be contributing to the squealing condition.
the friction interfaces. Temperature and humidity lowed to wear in.
can affect the coefficient of friction and cause a
squeal condition. In most cases, squeal can be eliminated by us-
ing a friction material having a lower coefficient
If squeal does occur, the installation should be of friction and increasing interface pressure.
inspected to determine if supporting structures Changing lining flexibility by grooving or slotting
have sufficient rigidity and that all bolts and nuts may also help. Dampening clutch and brake
Some components are designed to circulate cooling air through the clutch
or brake. These components should be mounted on the shaft which rotates
continuously or has the longer period of rotation. The open end of clutch or
brake drums should be exposed to the atmosphere to avoid hot air pock-
ets. Ventilating holes should be provided so cooling air can circulate freely.
Gap arrangements for clutch couplings are preferred over the close
mounted arrangements. The gap between shaft ends allows clutch removal
without disturbing the driving or driven components. When applications are
close mounted or mounted between shaft support bearings, space should
be provided to permit axial movement of components in order to access
the clutch or brake for maintenance. If space does not exist, splitable units
should be considered. Certain sizes of clutch and brake elements are avail-
able with this feature.
Product Alignment
Parallel
Good shaft and component alignment is highly desirable to minimize un-
necessary mechanical stresses in couplings, clutches, brakes, shafts,
bearings and their supporting structure. Perfect alignment, which for all
practical purposes is unattainable, can only occur if the dynamic axes of
rotation are concentric throughout their entire lengths.
Angular misalignment, also referred to as gap, occurs when the axes of ro- Angular
tation intersect each other. Either a micrometer or dial indicator can be
used to take gap measurements as shown in the figure.
Parallel and angular measurements are then used to determine the neces-
sary adjustments. Initial shaft alignment should be done as accurately as
possible. Foundation movement, frame deflection and expansion can
change the initial alignment to the point where full misalignment capacity of
the product is required. Although shaft speed generally dictates misalign- Parallel Angular
ment tolerances, the values shown in the table have been found acceptable Product Ê Ê
mm/mm
for the Airflex product lines. The angular indicator reading should not ex- in mm in/in of dia. of dia.
ceed the product of the table value and the diameter at which the indicator
CB, CM, EB, ER 0.015 0,38 0.0007 0,0007
readings were taken.
CS, CSA, CTF,
DBA, DBB, DC,
DP, E, HB3, 0.010 0,25 0.0005 0,0005
HC3, VE, VC,
WC, WCB, WCS
Note:
Ê Diameter at which measurements are taken.
Balancing
Unbalance exists when a body’s mass is not distance from the axis of rotation. The value of when specified and are subject to a balancing
equally distributed about its axis of rotation. The the weight and mass or distance can vary as charge.
unbalance results in centrifugal forces acting on long as the product of the two does not exceed
the body’s support bearings and structure and the required residual unbalance. Components balanced to an acceptable value,
induces forced vibrations which affects the wear when combined (element and spider or drum
and life of all machine components. ISO1940 addresses the balance quality of rotat- and hub), can result in an assembly having un-
ing rigid bodies. Balance quality grades have acceptable residual unbalance. The unbalance
Balancing of a body attempts to redistribute its been established which permit a classification of occurs due to the fit and geometrical tolerances
mass about the axis of rotation by mass removal the quality requirements; however, their recom- and the mass addition of connecting elements
or addition. Because all bodies are both statically mendations are not intended to serve as accep- (bolts and keys). If individually balanced compo-
and dynamically unbalanced, mass corrections tance specifications. Permissible values of nents are unacceptable, the assembled compo-
should be made. If the body diameter is greater residual unbalance can only be determined ex- nents can be balanced as a unit. The position of
than twice the distance between the planes in perimentally by observing how the amount of the assembled components relative to each
which corrections can be made, single plane unbalance affects the vibration, running smooth- other must be match marked and assembled
correction is usually sufficient for most installa- ness and operation of the machine. with shoulder bolts so that they cannot be reas-
tions. sembled in a different position.
Some Airflex products are routinely balanced
Since the mass corrections are never perfect, prior to shipment. The quality and method of bal-
some residual unbalance will always exist. Re- ance is indicated in the table. If a finer balance
sidual unbalance is measured in ounce-inches, quality is necessary, a balancing charge is re-
gram-inches or gram-millimeters. Its value is the quired. Products not shown are only balanced
product of an amount of weight or mass and its
Notes:
Ê Clutch elements have moving parts, which make
them non-rigid bodies. The grades indicated are
nominal. Actual values can be above or below
these grades.
Pressure
Pressure Gage
Switch
Relief Valve
3-Way Manual
Valve
Optional Manual
Modulating Valve OR
OR
Optional Flow-Control
Valve
2-Way Pilot Valve
Air Supply
Section Y contains information pertaining to air A typical air receiver tank and suggested acces- Use full size valves and piping, with a minimum
compressor capacity. Refer to this section to sories are shown in the diagram. The air filter re- number of bends and fittings, between the air re-
size a new compressor or to determine if an ex- moves compressor and air line contaminates, ceiver tank and the clutch or brake. Do not use
isting compressor has ample capacity to handle the pressure regulator establishes the maximum long lengths of flexible hose. Pipe size should be
new requirements. air receiver pressure, and the check valve pre- consistent with the recommended rotorseal size
vents air flow back to the air supply source. The for a clutch application or the tube inlet valve for
To ensure that sufficient pressurized air is avail- relief valve ensures that the maximum allowable a brake application. Optimum sizing of the circuit
able (essential for high cyclic applications), it is working tank pressure is not accidentally ex- for rapid response may require experimentation
recommended that an air receiver tank be in- ceeded. The pressure switch determines if suffi- on the application.
stalled as close as possible to the clutch and/or cient pressure is available and if not, prevents
brake location. For very infrequent engagements, operation through its electrical interlocks. Water
tank volume should be approximately 10 times condensation can be removed from the tank
the clutch and brake engagement volume. For through the drain valve. A pressure gauge at the
high cyclic engagements, tank volume should be out port of the receiver provides visual confirma-
approximately 20 times the engagement volume. tion of the supply pressure to the clutch and/or
brake.
Pressure gage
Air filter
Pressure regulator
Air supply to
clutch or brake
Check valve
Main air supply free-flow in
direction shown
Drain valve
Durometer: 60 æ 5 Shore A. Tube should be re- • Mounting and Space Envelope A clutch or brake is then selected which has
moved from service when it reaches a equal or larger torque and thermal capacities.
durometer reading of 72 Shore A or shows • Operating Environment The unit’s dimensional and physical properties
cracks from brittleness. are then reviewed for drive compatibility. It must
• Industrial and Federal Regulations fit within a space which is free of all interference
Temperature: when the machine is both running and stopped.
Formulas for calculating the torque and thermal Mounting components and other machine com-
Heat - for continuous service 200oF (82oC to load are given elsewhere in this section. Regard- ponents such as shafts and bearings must be
93oC); for intermittent service up to 250oF less of the application the operating data required able to handle the unit’s weight and the stresses
(121oC). Over 250oF (121oC) the elastomer to perform the calculations is basically the same involved during operation. Operating speeds
hardens and rapidly loses resilience. and includes the torque to perform the neces- must not exceed the unit’s limitation.
sary machine work, total inertia (including clutch
Cold - little change in performance characteris- and brake components) which must be started The clutch or brake location should have suffi-
tics down to -10oF (-23oC). Below this or stopped, acceleration or deceleration time, cient ventilation to dissipate the thermal load.
range, the elastomer stiffens and becomes speeds of all rotating and linear moving compo- The location must take into account the safety of
brittle at -40oF (-40oC). nents, clutch or brake shaft speed and frequency all operating personnel. All rotating equipment
of clutch or brake engagement. must be well guarded. Actuating means and ex-
Resistance to Oils and Grease: Aniline point ternal cooling, when required, must be readily
must be 200oF (93oC) or higher. Limited to A service factor SF is generally applied to the re- accessible, as well as an effective actuation
non-aromatic hydrocarbons. quired torque M to determine clutch torque Mc or route and/or cooling circuits to them.
brake torque Mb. This is done for two reasons: to
Resistance to Chemicals: Little change in prop- have sufficient torque to accommodate any un- Unusual or harsh environmental conditions can
erties when exposed to alkalies, dilute predictable transient torques or lining fade, and affect the success of an application. External
mineral acids or inorganic salt solutions. to compensate for the accuracy of the data. protection must be provided if the conditions
Acid and salt solutions of a highly oxidizing Typically, service factors range from a minimum cannot be avoided. These conditions include
nature will cause surface deterioration and value of 1.3 to a maximum value of 2. A factor in high or low ambient temperatures, saltwater
loss of strength. the low range is used when the drive and data is spray, heavy dust concentration and exposure to
accurately defined. Values in the higher range are oil.
An aliphatic hydro-carbon solvent can be used to used when there are several unknowns.
clean grease and oil from the tubes. Kerosene is And, finally, all laws and regulations and indus-
a good example of this type of solvent. After A thermal load occurs whenever clutch or brake trial standards must be considered when making
cleaning, any residue can be removed by wiping slippage occurs. During starting or stopping the the final selection.
the tube with a clean cloth soaked in isopropyl
alcohol.
Ë If no service factor is shown, refer to Section X, Î If no service factor is shown, refer to Section X, Ñ Torsional analysis required.
Well Drilling.
Engines Clutches.
Ì Refer to Section X, Marine Drives. Ï If no service factor is shown, refer to Section X, Ò Refer to Section X, Tensioning, Winding and Un-
Paper Machine Drives. winding.
Dynamometer Absorber Ð
Breweries Bottle Washers 1.8
Holding Brake 1.3
Conveyors 2.0
Labeling 1.8
Uncasers 2.0 Engines Damper Ñ
Generator Set Ë
Power Take-Off Ë
Can Making Ê Bodymaker Torsional Coupling Ñ
Cap Machine
Cupper
End Press Fishing Hoists & Winches 2.0
Necker-Flanger .0 Propulsion Ì
Seamer 2.0
Shell Press Glass Edging Decks
Strip Feed Press 2.0
Tab Press Fiberglass Winders 2.0
Glass Sand Mill 3.0
Ceramics & Clay Block Splitter 2.5 Molding 2.0
Brick Press 2.5 Shears Ê
Brick Stacker 2.5
Extruder 2.5 Laundry Bar Soap Extruders 2.0
Kiln 2.5 Extractors 2.5
Oven 2.0 Washers 2.5
Pug Mill 2.5
Machine Service
Industry or Equipment Factor