Ten ways to ruin an electric clutch or brake http://www.machinedesign.

com/print/14733

MOTION SYSTEM DESIGN

Though clutches and brakes differ in purpose and application, for

troubleshooting and problem-solving purposes their operating
principles are similar. We focus here on positive-action units that
are either electrically or mechanically actuated (“spring-set”),

1 de 10 18/05/24 19:21
Ten ways to ruin an electric clutch or brake http://www.machinedesign.com/print/14733

which includes brakes with On-Off action and Start-Stop clutches.

Most problems in the field show up as overheating, torque loss, or

coil failure. Unless you dig until you find the culprit, you’ll
probably keep replacing failed parts that result from the problem,
without resolving the problem. Here are some tongue-in-cheek
guidelines to help you.

Fail to read instructions

It has become a cliché: “When all else fails, read the instructions.”
The fact: Clutches and brakes are precision devices with close
tolerances. For troublefree service, they may have special
assembly, installation, or adjustment requirements you must not
overlook. When replacing a unit, even with one that looks the
same, don’t just pull the old unit and slap in the new one. Instead,
“before all else fails, read the instructions!”

Likewise, some sizes or designs have procedures for adjusting the

air gap as it increases because of wear, or procedures for replacing
components as they exceed wear limits. If you fail to follow all the
maintenance and adjustment procedures in the instructions, you
may not ruin your clutch or brake immediately, but you can be
sure you’ve shortened its life.

Misalign it

Most electric brakes and clutches are installed in a direct-drive

configuration, and alignment is just as important as it is with a
motor. If bearings and shafts are not aligned, extra stresses and
vibrations that develop can turn into major problems. Most
industrial clutches and brakes are similar in design and have a
small air gap between armature and magnet body. The effect of
any misalignment is magnified, particularly on clutches, and can

2 de 10 18/05/24 19:21
Ten ways to ruin an electric clutch or brake http://www.machinedesign.com/print/14733

cause vibration and torque loss.

When you install or replace clutches or brakes, be aware that there

are NEMA specifications on how they fit to motors or gearboxes,
governing tolerance ranges for things such as register and bolt
circles. Brake and clutch manufacturers set their design criteria to
be compatible with this “window,” and proper alignment is
normally the equipment manufacturer’s responsibility. You can
incurtrouble when mounting a new brake or clutch on used
equipment if you don’t assure that motors or drives remain within
NEMA tolerances. If the motor end bearings are worn, any shaft
wobble will be exaggerated farther from the motor where the
clutch or brake may be mounted — and what is really a motor
problem may first show up as clutch or brake failure.

To avoid trouble, measure shaft runout both axially and radially,

and check it against NEMA tolerances. These are usually around
0.004 in. radially and 0.002 in. axially, but they vary some by
motor size. Also, check motor-shaft end float. Most equipment can
tolerate float up to about 0.020 in. Most manufacturers’
instruction sheets include allowable indicator runouts for mating
equipment.

Overhung loads can cause trouble. Particularly on clutch

applications with a sprocket or sheave, there is a limit to the side
force or tension you can apply without overloading the bearing
and deflecting the output shaft.

If a unit has a retaining bracket, don’t bolt it down tightly or weld

it in place unless you want premature failure. The retaining tab is
mainly to prevent rotation when the clutch is applied, and it is
necessary only to pin it in place so it is somewhat free-floating.

3 de 10 18/05/24 19:21
Ten ways to ruin an electric clutch or brake http://www.machinedesign.com/print/14733

Bolting it tightly can create hub-and-shaft misalignment and

bearing prestress. This can lead to quick clutch failure and even
drive damage.

Misassemble it

We’re back at “read the instructions,” but repair or replacement of

a clutch or brake presents many opportunities for misassembly.

Setscrews are a simple but often-overlooked example, if calls from

the field are an indication. You’ll find them on driven hubs of
components that mount to motor shafts. Depending on
component size, components may be keyed only or keyed and
secured by setscrews, especially on larger units. Fail to read about
them on the instruction sheet if you want failure in the future.

A related problem can occur when improper installation or

maintenance contradicts a desired rating, such as a NEMA class,
API standard, or FDA regulation. This is more often the case for a
special product tailored to an application, rather than for
off-theshelf units. Most industrial clutches are unenclosed, similar
to drip-proof motors, and should be shrouded against direct water
spray.

Some brakes and clutches come with features such as special

sealing and plated components for washdown applications, such
as those in the food industry. Replacing plated fasteners or other
components with unplated items will accelerate rust and cause
early failure. Finally, replacing components such as friction discs
with nonoriginal parts may drastically change operating
characteristics. Use components not designed and tested with your
specific brake or clutch and you may compromise performance. A
replacement friction disc may look like and fit like the original, but

4 de 10 18/05/24 19:21
Ten ways to ruin an electric clutch or brake http://www.machinedesign.com/print/14733

it could have a much different friction coefficient and shorter life,

for example.

Shake and break

Two types of vibration can trouble your clutch or brake. Operating

vibrations from uneven loads, poor alignment, or misassembly will
obviously destroy a unit if left unchecked. These phenomena are
often cumulative, growing larger as they cause wear or loosen
mountings. More subtle are environmental vibrations, caused by
other adjacent or mobile equipment. Particularly when machinery
having clutches or brakes with ball or roller bearings is stored or
inactive for a long time, these vibrations and the bearings’ static
loads may cause “false brinelling.” Result: Tiny dents in the
bearing raceway. They will cause vibration and wear as rolling
elements pass over them when the clutch goes back in service. The
easy solution: Periodically turn the shafts on which the units
mount — maybe once a month. It can improve the health of motor
and line-shaft bearings, too.

Continue on Page 2

Forget about storage

For a really bewildering and embarrassing experience, neglect any

care of clutch and brake units waiting to replace spent compatriots
or to go on your new products. A poorly protected clutch or brake
waiting in the tool crib or storage room can get hurt. Avoid
on-shelf vibration. Also, a well sealed and stored clutch or brake
can be kept indefinitely. Normal factory packaging should be
enough for about three months’ storage in an area without
environmental control. For longer storage, a unit should be sealed
in an airtight container with a desiccant to entrap moisture that
may remain in the package, thus preventing rust. Superficial rust

5 de 10 18/05/24 19:21
Ten ways to ruin an electric clutch or brake http://www.machinedesign.com/print/14733

won’t hurt operation, but if rust is heavy enough to cause some

armature deterioration, it can cause uneven pull and reduce the
unit’s torque. Also if, because of rust particles, the unit does not
seat properly, it could drag and generate excess heat.

Give it the wrong voltage

Torque depends on the coefficient of friction of the plates and also

on the amount of pull force between the armature plate itself and
the magnet body and coil assembly. Pull is a function of the coil’s
specific voltage rating. Decreasing coil voltage reduces clutch
torque so, where full torque is required, be sure full rated line
voltage is supplied. When reduced torque is necessary, you can
control a unit by means of an adjustablevoltage rectifier for the
coils.

A more damaging mistake than applying the wrong value of

voltage, though an easy one to make, is to apply ac voltage across a
dc coil. Though most brake and clutch coils operate on dc, the
manufacturer can supply them with a rectifier that lets them use
ac line input. In some applications, a dc coil may operate
(inefficiently) on ac for a short time before it fails. That can throw
troubleshooting efforts off the track by making the failure look like
an equipment fault.

Size it wrong

This misguideline applies less to the original equipment designer;

more to the equipment repair specialist; and even more to the
equipment redesigner and rebuilder. They can meet problems
when a clutch or brake is replaced or when the equipment on
which it serves is used for an application that differs from its
original.

6 de 10 18/05/24 19:21
Ten ways to ruin an electric clutch or brake http://www.machinedesign.com/print/14733

If the unit is too small for the torque requirement, it may work for
a while before exceeding thermal capacity. Though the problem
may seem like simple component failure, look further if a clutch or
brake appears to lack thermal capacity. If it can’t dissipate heat
quickly enough, you may need a larger unit. A solution may
require close cooperation among makers of the equipment and of
the brake or clutch, as well as the user.

You can also drive a brake or clutch beyond thermal capacity by

failing to size it for high cycling. And heat buildup caused by any
combination of high inertial load, rapid operation, and friction
may be compounded by high ambient temperature. Make no
mistake: Failure will result if the unit’s thermal capacity is
exceeded.

Burnish badly

Most units are designed to burnish or run-in quickly in normal

running. Others may be factory preburnished or available with
optional preburnishing. Unless clutches and brakes are burnished
properly, they may not deliver rated torque.

On standard brakes and clutches, inner and outer poles may

extend a few thousandths of an inch past the frictionlining surface.
This is normal, and the excess material will generally wear down
properly after a short period of normal use. However, take care on
lowspeed applications. If a clutch is burnished at low speed, say
200 rpm instead of 1,800 rpm, and the armature is not hardened,
it could gall or “tear.” If the clutch or brake is not properly
burnished, the friction material may not seat properly, and then
the unit will never deliver rated torque.

When a brake is used on a PC or PLCcontrolled application, the

load may be electronically driven to a stop before a brake sets, so it

7 de 10 18/05/24 19:21
Ten ways to ruin an electric clutch or brake http://www.machinedesign.com/print/14733

sets at zero speed and does not burnish at all. Many

adjustablespeed motor drives have dynamic braking in which,
during a slowdown or stop, the motor becomes a generator,
putting power back into the utility lines. The “generator” load
itself acts as a brake.

Use a friction clutch as a slip clutch

Friction clutches described here are not designed to slip or

“feather” a load as does a slip clutch, which is intended for soft
starting or downline equipment protection. Instead, they are
designed to produce the minimum torque needed to keep the
input and output shaft locked together in On-Off fashion. The
more they slip, the faster they wear and the more heat they
produce, because of the excess friction. Avoid this by sizing the
unit for maximum torque needed to drive the output. Then apply a
service factor, generally 1.5 to 2, or maybe even 3, depending on
the application.

Forget the work environment

When lubricant or other material that can change the friction

coefficient gets between friction surfaces, up to 75% of torque can
be lost. It’s easy to notice large-volume contaminants — big gobs
or clumps — but some are more subtle, such as lubricant from a
chain drive. Near equipment that gives off contaminants, install a
brake or clutch shroud.

Environmental and service conditions that can cause trouble for

brakes and clutches include exposure to:

• Wetness or dampness, like steam.

• Gritty dust, like grinding fines.
• Oil mist.

8 de 10 18/05/24 19:21
Ten ways to ruin an electric clutch or brake http://www.machinedesign.com/print/14733

• Salty air.
• Radioactivity.
• Chemical fumes.

Also, poor ventilation for a brake or clutch can raise its

temperature and bring on trouble. If the unit is overshrouded or
crammed into a tight cabinet, for example, it may suffer
needlessly.

Another caution is the opposite of what you might expect: In early

operation, do not blow out excess dust that accumulates. It helps
maintain the right torque and improve any necessary burnishing.
Sometimes you can be too clean.

Don’t recheck before you call

Often, you can blow a simple oversight into a much bigger

production. In one case, a noise problem on some equipment
brought a call to the clutch manufacturer. After a service call
involving several people and many hours of downtime, the
problem was traced to the installer’s failure to tighten setscrews —
as described in the instruction sheet. By one estimate, 20% of
trouble calls could be avoided by just reviewing instructions.

If you really want such problems, of course, misfile the

instructions. Better yet, have no file for such items. Make sure they
get lost or scrapped quickly, preferably even before installing the
unit or storing it. For special fun, throw away the packaging before
storing so you can’t tell readily what unit you have.

James D. Klann is Field Service Manager, Stearns Div., Rexnord

Corp., Milwaukee.

Related Articles

9 de 10 18/05/24 19:21
Ten ways to ruin an electric clutch or brake http://www.machinedesign.com/print/14733

Clutches and Brakes

NEMA applauds appliance standards schedule

Source URL: http://www.machinedesign.com/mechanical-drives/ten-ways-ruin-electric-

clutch-or-brake

10 de 10 18/05/24 19:21