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SECTION 24
Calculation Procedure:
DESIGN ENGINEERING
24.3
brake will remain constant. If the heat generated exceeded the heat dissipated, the
brake temperature would rise constantly during the operation.
Brake temperatures high than 250F (121.1C) can reduce brake life. In the 250
to 300F (121.1 to 148.9C) range, periodic replacement of the brake friction surfaces may be necessary. Above 300F (148.9C), forced-air cooling of the brake is
usually necessary.
Related Calculations. Because electric brakes are nding wider industrial use,
Tables 2 and 3, summarizing their performance characteristics and ratings, are presented here for easy reference.
The coefcient of friction for brakes must be carefully chosen; otherwise, the
brake may grab, i.e., attempt to stop the load instantly instead of slowly. Usual
values for the coefcient of friction range between 0.08 and 0.50.
The methods given above can be used to analyze brakes applied to hoists, elevators, vehicles, etc. Where Wk 2 is not given, estimate it, using the moving parts
of the brake and load as a guide to the relative magnitude of load inertia. The
method presented is the work of Joseph F. Peck, reported in Product Engineering.
Calculation Procedure:
24.4
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24.5
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Copyright 2006 The McGraw-Hill Companies. All rights reserved.
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DESIGN ENGINEERING
Temperature
rise of brake
F
Radiating factor C
100
200
300
400
55.6
111.1
166.7
222.2
0.00060
0.00075
0.00083
0.00090
24.7
FIGURE 1 (a) Self-locking band brake. (b) Pressure variation along the surface of a band brake.
by the brake anges and web. To be certain that sufcient area is available for heat
radiation, check the physical dimensions of the brake anges and webs to see if
the needed surface is present.
4. Find the temperature rise during brake operation
The actual temperature of the brake drum will vary slightly above and below the
assumed 300F (166.7C) temperature rise during operation. The reason for this is
because heat is radiated during the whole cycle of operation but is generated only
during the lowering cycle, which is 29.4 percent of the total cycle.
The temperature change of the drum during the braking operation will be Tr
[1 / (778)(Wr)(c)][Wh Ctr Ar m(778)], where c specic heat of the drum
material 0.13 for cast iron; m lowering time in minutes; other symbols
as given earlier. Substituting, Tr [1 / (778)(600)(0.13)][(6000 200)
(0.25)(2418)(0.75)(778)] 14F (7.78C). Thus, the drum temperature can range
DESIGN ENGINEERING
about 14, or about 7 above and 7 below the average operating temperature of
300F (148.9C).
Related Calculations. The actual temperature attained by a brake drum, and
the time required for it to cool, cannot be accurately calculated. But the method
given here is suitable for preliminary calculations. In the nal design of a new
brake, heating should be checked by a proportional comparison with a brake already
known to give good performance in actual service.
An approximation of the time required for a brake to cool can be made using
the relation given in step 2 of the previous procedure. Note that the value of K
selected in that relation will directly inuence brake cooling time. Thus, a lower
value chosen for K will increase the estimated cooling time while a higher value
will decrease the time. For safety reasons, engineers will often select lower K values
so the brake will be given more time to cool, or will be provided with a larger
capacity cooling mechanism.
This procedure is the work of Alex Vallance, Chief Designer, Reed Roller Bit
Co. and Venton L. Doughtie, Professor of Mechanical Engineering, University of
Texas.
SI Values
12 in.
48 in.
24 in.
6000 lb
24.9
30.5 cm
121.9 cm
60.9 cm
2724 kg
apply the brake, that is q is less than n, and becomes self-locking when F1q F2n.
The appropriate equation is
F1
e
F2
and the critical design condition will be when F1 / F2 is a maximum, 0.50.
Thus,
F1 n
e e0.50(3 / 2) 10.55
F2 q
This unit will be most compact when q is as small as possible. The strengths of
the pin and the lever will be the major factors in determining the minimum dimension for q. However, if q is estimated to be 1.5 in (3.8 cm), it can be seen that
there is not enough space in which to place the lever, as shown, when n 10.55q.
Therefore, under the specied conditions, it is not practical to use self-energization,
DESIGN ENGINEERING
D
2
and
SI Values
48 in.
121.9 cm
12 in.
30.5 cm
2 in.
5.1 cm
FIGURE 3 Lever for band
brake actuation.
T Fcable
Dcable drum
6000 24 / 2 72,000 lb in.
2
D
30 / 2 15 in
2
(8136 N m)
(38.1 cm)
(13,611 N)
F1 7860 lb
(34,961 N)
and
MO 0
Fs 12 F2 2 Fs 12 3060 2 0
Solving for the spring force we nd it to be 510 lb (2268 N).
3. Compute the operating force for rated load under normal conditions
The operator must push the lever to the right to lower the load. When 0.35,
F1
e e0.35(3 / 2) 5.20
F2
and
F1 5.20F2
Solving the equations for force simultaneously, we nd
F1 5940 lb
(26421 N)
F2 1140 lb
(5071 N)
Then,
MO 0
P 48 Fs 12 F2 2 0
P 48 510 12 1140 2 0
Solving for P, we nd P 80 lb (356 N). This force is too large for an operator
to exert and the situation becomes even worse when the hoist is lightly loaded.
For example, if the load is considered to be negligible, the force required to
release the brake will be 510 / 4 127.5 lb (567 N). A reasonable design solution
would be to use a compound lever, Fig. 4, in place of the single lever we have
been analyzing. A force of 30 lb (133 N) will be satisfactory for releasing the brake
when the load is negligible.
Based on the analysis above, we shall consider 2 in (5.08 cm) as the value for
the distance from the point of spring attachment to the pin B on lever 2, Fig. 4. It
DESIGN ENGINEERING
SI Values
48 in. 121.9 cm
34 in.
86.4 cm
2 in.
5.1 cm
12 in.
30.5 cm
FIGURE 4 Compound lever for band
brake.
should be noted that the operator must now pull the lever to the left to release the
brake. Taking moments we have:
MO2 0
FB 14 Fs 12 FB 14 510 12 0
from which
FB 437 lb
MO3 0
Pb FB a 30 (34 a) 437a 0
from which
a 2.18 in
and
b 34 2.18 31.82 in
24.13
The operating force for rated load with the compound lever under normal conditions is:
MO2 0
FB 14 Fs 12 F2 2 FB 14 510 12 1,140 2 0
FB 274 lb
from which
MO3 0
F
F
pR pD / 2
When the hoist is used to raise concrete, the lowering load will be essentially
the weight of the bucket and adhering concrete. But, since the hoist will be sold
for general use, the brake should have a reasonable wear life with the rated load
of 6000 lb (2724 kg) under normal conditions, i.e., with 0.35. The maximum
pressure will be at the F1 end of the lining, Fig. 2. Since F1 was determined for
these conditions, in the calculations for operating force, to be 5940 lb (26,421 N),
Material
p, lb/in2
kPa
0.30.4
75100
516.8689.0
0.30.4
0.10
75100
600
516.8689.0
0.200.40
0.050.08
400
4134.0
2756.0
DESIGN ENGINEERING
5940
3.96 or 4 in (10.2 cm)
100 30 2
pV 30,000
The load velocity corresponding to the brake sliding velocity of 300 ft / min (91.4
m / min) will be
Vload 300 24 30 240 ft / min (73.2 m / min)
Summarizing this design we have the following: Brake levercompound lever,
tight side of band to pivotsee Fig. 4; Spring force 510 lb (2268 N); release
force 18.8 lb (80.1 N) with rated load of 6000 lb (2724 kg) and 0.35; lining
width 4 in (10.2 cm); lowering velocity 240 ft / min (91.4 m / min) with rated
load of 6000 lb (2724 kg).
Related Calculations. The primary function of a brake is to slow, and stop,
the rotation of a shaft. No matter where a brake is used, it will have the stopping
of the rotation of a shaft as its primary function.
Thus, brakes used in hoists, such as this one, elevators, motor vehicles, aircraft
landing gears, etc., all stop, or slow, a rotating shaft. Energy absorbed by the brake
during its stopping or slowing action is dissipated as heat. In some applications,
such as motor vehicles and aircraft, the brake is usually outdoors where there is an
innite heat sink to absorb the dissipated heat. But in other applications, such as
passenger elevators, the brake may be indoors where heat dissipation is not as
certain because the heat sink may be restricted by enclosures, heating systems, etc.
Hence, careful analysis of the brake operating temperature is necessary.
Three factors governing brake performance are (1) the pressure between the
brake shoe and drum; (2) the coefcient of friction of the brake-shoe lining material;
(3) the heat dissipating capacity of the brake. Each of these must be checked carefully before accepting a nal brake design.
Brakes may also be used to position a part at rest or prevent an unwanted reversal
of the direction of rotation of a shaft. With the greater attention to environmental
aspects of machine design today, asbestos brake linings are receiving intense study
because of the nature of this material. Asbestos is used in several brakes types
shoe, band, and diskit is not used in hydrodynamic brakes. The major disadvantage of the hydrodynamic brake is that it cannot stop motion entirely and a
shoe or band brake is required to stop the motion and hold the member in position.
A hydrodynamic brake is essentially a uid coupling with the output rotor stationary
so the coupling operates with 100 percent slip at all times. Water is generally used
as the uid.
Disk brakes are becoming more popular every year. They are used on automobiles, airplanes, bicycles, trains, and trucks. Almost all the newer designs have the
anti-locking feature which prevents accidents from locked brakes. Advantages cited
for disk brakes are increased braking surface and better heat dissipation.
This procedure is the work of Richard M. Phelan, Associate Professor of Mechanical Engineering, Cornell University.
(a)
(b)
(c)
FIGURE 5 (a) Internal shoe brake with single actuating cylinder. (b) Dual actuating cylinders.
(c) Mathematical relations for an internal shoe brake.
DESIGN ENGINEERING
(3.8 cm). For a coefcient of friction of 0.3 and a maximum permissible pressure
of 150 lb / in2 (1033.5 kPa), with 1 0, 2 130, m 90, a 5 in (12.7 cm),
and c 9 in (22.9 cm), determine the value of the actuating forces F and the brake
torque capacity.
Calculation Procedure:
1. Find the moment of the frictional forces about the brake-shoe pivot
The moment of the frictional forces, M , about the right-hand pivot of the brake is
given by
M
pmwr
sin m
3400 in lb
pmwr
1
r r cos 2 a sin22
sin m
2
pmwra
sin m
sin2 d
pmwra 1
1
sin 22
sin m 2 2 4
9300 in lb (1050.9 N m)
(2917.9 N)
where the symbols are as given earlier and in the procedure statement.
3. Determine the brake torque capacity
The brake torque capacity of the right shoe is
T pmwr 2
cos 1 cos 2
4000 lb
sin m
(17,792 N)
Fcpm
Mn M
24.17
This procedure is the work of Allen S. Hall, Jr., Professor of Mechanical Engineering, Purdue University; Alfred R. Holowenko, Professor of Mechanical
Engineering, Purdue University; and Herman G. Laughlin, Associate Professor of
Mechanical Engineering, Purdue University.
Calculation Procedure:
DESIGN ENGINEERING
Brake Types
Torque Capability
Torque Capacity
FIGURE 6 Comparison of the operating characteristics of ve
different types of failsafe brakes. (Machine Design.)
24.19