Brakes and clutches: Air gap adjustment made easy
KEB Automation's functionality simplifies commissioning
Just get started instead of making time-consuming adjustments: This is made possible by the innovative clutch and brake solutions from KEB Automation. Thanks to a patented process, the clutch is able to automatically adjust the working air gap. In addition, the spring-applied brakes of the COMBISTOP S1 series feature an automatically adjusted air gap. This eliminates the need for extensive setup steps by the user. How do users benefit from the plug-and-play solutions?
Within a clutch, the so-called working air gap is initially inconspicuous. But during operation it plays an important role. The air gap separates the armature disk from the rotor and must be set so small that the forces of the magnetic field are as high as possible. “At the same time, the working air gap must also be large enough so that the armature disk and rotor do not come into contact with each other during operation. This can lead to wear and damage in the clutch,” says Thorsten Nolte, Sales Engineer Brakes and Clutches at KEB.
A concrete consequence would be an unintentional increase in the air gap and, as a result, a reduction in the force of the magnetic field. Not least for these reasons, an air gap of between 0.2 mm and 0.5 mm is generally used. Until now, the user typically had to adjust the gap manually or semi-automatically.
Working air gap is set automatically
KEB's innovative process, however, takes over exactly this step – and does so completely automatically. This eliminates the need for time-consuming component measurements and specific working air gap settings. The “plug and play” principle enables quick and easy commissioning of the coupling. Customers can thus optimise their processes and reduce sources of error.
“The automatic adjustment of the working air gap prevents new contamination from entering the customer's system. The pre-set air gap is maintained until commissioning," says Nolte. "Each clutch unit has successfully completed a complete run-in cycle and is immediately ready for use in the application.”
Friction linings do the work
The mechanism developed by KEB thus offers a number of advantages for the user. The underlying mode of operation is based on the two friction linings located in the rotor of the clutch. The outer lining is used for torque transmission. The inner lining, also called the sacrificial friction lining, is used to adjust the working air gap during final assembly of the unit.
The armature hub meets the rotor with the friction linings. Through a defined programme sequence, the sacrificial friction lining is now reduced until the ideal working air gap is achieved. With no further action required on the part of the user, the coupling is now ready for direct use in the desired application.
Get started right away with this spring-applied brake
Like the clutch, the COMBISTOP S1 and COMBISTOP S1 Flat spring-applied brakes are also based on the plug-and-play principle. A ready-to-install air gap allows for effortless and particularly quick commissioning. The time savings this offers in everyday use become clear when you consider the manual adjustment of the air gap: Previously, the air gap had to be measured with a feeler gauge between the armature disc and the magnet housing. In the subsequent test, a decision is made as to whether the air gap needs to be readjusted (if the value exceeds the maximum permissible air gap). The fastening screws of the magnet body then had to be loosened slightly in order to position the adjusting screws and thus the magnet body so that the gap corresponded to the target value. "The minimum air gap must be set so that the armature disc does not rub against the coil body when venting. However, it must be small enough to generate the full braking force. All these delicate steps take time and resources. That's why we're pleased to be able to offer a solution with the S1 and S1 that relieves the user of this work," says Nolte.
The preset air gap is not the only advantage of the S1 series. A special feature of the spring-applied brakes is their patented friction system. This results in a significantly higher braking torque compared to conventional spring-applied brakes. Both brake models also do not require rare earths – and yet offer performance equivalent to that of a permanent magnet brake. The advantage: increased independence from materials and more secure supply chains for better planning. Find out here how you too can become independent of rare earths.
